960e-1 Shop Manual z5h33
This document was ed by and they confirmed that they have the permission to share it. If you are author or own the copyright of this book, please report to us by using this report form. Report 3i3n4
Overview 26281t
& View 960e-1 Shop Manual as PDF for free.
More details 6y5l6z
- Words: 220,411
- Pages: 906
CEBM021300
Shop Manual
DUMP TRUCK SERIAL NUMBERS
A30003 and UP
®
CEN00001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
00 Index and foreword Index Composition of shop manual ................................................................................................................................ 2 Table of contents................................................................................................................................................... 4
960E-1
1
CEN00001-00
00 Index and foreword
Composition of shop manual The contents of this shop manual are shown together with Form No. in a list. Note 1: Always keep the latest version of this manual in accordance with this list and utilize accordingly. The marks shown to the right of Form No. denote the following: : New module (to be filed additionally) : Revision (to be replaced for each Form No.) Note 2: This shop manual can be supplied for each Form No. Note 3: To file this shop manual in the special binder for management, handle it as follows: • Place a divider on the top of each section in the file after matching the Tab No. with No. indicated next to each Section Name shown in the table below: • File overview and other materials in sections in the order shown below and utilize them accordingly. Section Title Shop Manual, contents binder, binder label and tabs
Form Number CEBM021300
00 Index and foreword Index Foreword, safety and general information Operating instructions
CEN00001-00 CEN00002-00 CEN00003-00
01 Specification Specification and technical data
CEN01001-00
10 Structure, function and maintenance standard Steering circuit Hoist circuit Brake circuits Suspensions Electrical system, 24 volt Interface module (IM) Electrical system, AC drive Cab air conditioning
CEN10001-00 CEN10002-00 CEN10003-00 CEN10004-00 CEN10005-00 CEN30006-00 CEN10007-00 CEN10008-00
20 Standard value table Standard service value table
CEN20001-00
30 Testing and adjusting General information Steering, brake cooling and hoist hydraulic system Brake system Accumulators and suspensions VHMS and payload meter Interface module (IM) Cab air conditioning
CEN30001-00 CEN30002-00 CEN30003-00 CEN30004-00 CEN30005-00 CEN30006-00 CEN30007-00
2
960E-1
00 Index and foreword
CEN00001-00
40 Troubleshooting Failure code table and fuse locations AC drive system fault codes Troubleshooting by failure code, Part 1 Troubleshooting by failure code, Part 2 Troubleshooting by failure code, Part 3 Troubleshooting by failure code, Part 4 Troubleshooting by failure code, Part 5 Cab air conditioning
CEN40001-00 CEN40002-00 CEN40003-00 CEN40004-00 CEN40005-00 CEN40006-00 CEN40007-00 CEN40008-00
50 Disassembly and assembly General information Wheels, spindle and rear axle Brake system Steering system Suspensions Hoist circuit Operator cab Body and structures Cab air conditioning
CEN50001-00 CEN50002-00 CEN50003-00 CEN50004-00 CEN50005-00 CEN50006-00 CEN50007-00 CEN50008-00 CEN50009-00
90 Diagrams and drawings Hydraulic circuit diagrams Electrical circuit diagrams
CEN90001-00 CEN90002-00
960E-1
3
CEN00001-00
00 Index and foreword
Table of contents 00 Index and foreword Index CEN00001-00 Composition of shop manual ....................................................................................................2 Table of contents .......................................................................................................................4 Foreword, safety and general information CEN00002-00 Foreword ...................................................................................................................................4 How to read the shop manual ...................................................................................................5 General safety ...........................................................................................................................7 Precautions before operating the truck ...................................................................................10 Precautions while operating the truck .....................................................................................12 Working near batteries ............................................................................................................15 Precautions before performing service....................................................................................16 Precautions while performing service......................................................................................17 Tires ........................................................................................................................................19 Precautions for performing repairs ..........................................................................................20 Precautions for welding on the truck .......................................................................................21 Handling electrical equipment and hydraulic components ......................................................22 How to read electric wire code ................................................................................................30 Standard torque tables ............................................................................................................33 Conversion tables....................................................................................................................38 Operating instructions CEN00003-00 Preparing for operation..............................................................................................................3 Engine start-up ..........................................................................................................................6 After engine start-up ..................................................................................................................7 Emergency steering system ......................................................................................................8 Precautions during truck operation............................................................................................9 Operating on a haul road.........................................................................................................10 Starting on a grade with a loaded truck ...................................................................................10 Sudden loss of engine power .................................................................................................. 11 Fuel depletion.......................................................................................................................... 11 Towing .....................................................................................................................................12 Loading the dump body...........................................................................................................12 Dumping a load .......................................................................................................................13 Disabled truck dumping procedure..........................................................................................15 Safe parking procedure ...........................................................................................................16 Normal engine shutdown procedure .......................................................................................16 01 Specification Specification and technical data CEN01001-00 Specification drawing.................................................................................................................3 Specifications ............................................................................................................................4 Weight table ..............................................................................................................................6 Fuel, coolant and lubricants ......................................................................................................7
4
960E-1
00 Index and foreword
CEN00001-00
10 Structure, function and maintenance standard Steering circuit CEN10001-00 Steering circuit operation........................................................................................................... 3 Steering circuit components ...................................................................................................... 5 Flow amplifier operation ............................................................................................................ 8 Steering/brake pump operation ............................................................................................... 17 Steering cylinder wear data ..................................................................................................... 20 Hoist circuit CEN10002-00 Hoist circuit operation................................................................................................................ 3 Hoist circuit components ........................................................................................................... 4 Hoist pilot valve operation ......................................................................................................... 8 Hoist cylinder wear data .......................................................................................................... 18 Brake circuits CEN10003-00 General information................................................................................................................... 3 Service brake circuit operation.................................................................................................. 4 Secondary braking and auto apply............................................................................................ 4 Parking brake circuit operation.................................................................................................. 6 Wheel brake lock circuit operation ............................................................................................ 7 Brake warning circuit operation................................................................................................. 7 Brake assembly wear data ........................................................................................................ 9 Suspensions CEN10004-00 General information................................................................................................................... 3 Front suspension wear data ...................................................................................................... 3 Rear suspension wear data ......................................................................................................4 Electrical system, 24V CEN10005-00 Battery supply system ............................................................................................................... 3 Auxiliary control cabinet components........................................................................................ 4 Relay boards ............................................................................................................................. 6 Body-up switch........................................................................................................................ 10 Hoist limit switch...................................................................................................................... 11 Interface module (IM) CEN10006-00 General information................................................................................................................... 3 Sensors ..................................................................................................................................... 3 Interface module inputs and outputs ......................................................................................... 4 Electrical system, AC drive CEN10007-00 General system operation ......................................................................................................... 3 AC drive system components ................................................................................................... 5 PSC software functions ............................................................................................................. 7 Alernator field control .............................................................................................................. 12 Event detection and processing .............................................................................................. 14 Event logging and storage ......................................................................................................15 Serial data communications .................................................................................................... 17 Abnormal conditions/overriding functions ............................................................................... 18 AC drive system component table .......................................................................................... 20 Cab air conditioning CEN10008-00 General information................................................................................................................... 3
960E-1
5
CEN00001-00
00 Index and foreword
Principles of refrigeration...........................................................................................................4 Air conditioning system components.........................................................................................6 Air conditioning system electrical circuit..................................................................................10 20 Standard value table Standard value table CEN20001-00 Standard value table for truck....................................................................................................3 30 Testing and adjusting General information CEN30001-00 Special tools ..............................................................................................................................3 Steering, brake cooling and hoist hydraulic system CEN30002-00 General information on system checkout ..................................................................................3 Steering system checkout procedures ......................................................................................3 Steering system checkout data sheet........................................................................................9 Brake cooling and hoist system checkout procedures ............................................................ 11 Brake cooling and hoist system checkout data sheet .............................................................16 Hydraulic system flushing procedure ......................................................................................17 Brake system CEN30003-00 General information on system checkout ..................................................................................3 Brake circuit checkout procedure ..............................................................................................3 Brake system checkout data sheet .........................................................................................14 Brake piston leakage test ........................................................................................................18 Wet disc brake bleeding procedure .........................................................................................18 Parking brake bleeding procedure ..........................................................................................19 Brake valve bench test and adjustment ..................................................................................20 Dual relay valve bench test and adjustment............................................................................23 Accumulators and suspensions CEN30004-00 Accumulator charging and storage............................................................................................3 Accumulator leak testing ...........................................................................................................8 Suspension oiling and charging procedures ...........................................................................10 Suspension pressure test........................................................................................................17 VHMS and payload meter CEN30005-00 VHMS and payload meter software...........................................................................................3 VHMS controller initial setting procedure ..................................................................................4 VHMS initialization check list................................................................................................... 11 VHMS initialization form ..........................................................................................................13 Precautions for replacing VHMS controller .............................................................................14 VHMS controller checkout procedure......................................................................................19 Payload meter initial setting procedure ...................................................................................22 Infterface module (IM) CEN30006-00 Interface module software .........................................................................................................3 Interface module checkout procedures .....................................................................................5 Cab air conditioning CEN30007-00 General information...................................................................................................................3 Service tools and equipment .....................................................................................................4
6
960E-1
00 Index and foreword
CEN00001-00
Detecting leaks.......................................................................................................................... 7 System performance test .......................................................................................................... 8 Checking system oil .................................................................................................................. 9 System flushing....................................................................................................................... 10 Installing the manifold gauge set............................................................................................. 11 Recovering and recycling refrigerant ...................................................................................... 12 Evacuating the air conditioning system................................................................................... 14 Charging the air conditioning system ...................................................................................... 15 A/C drive belt checkout procedure .......................................................................................... 16 40 Troubleshooting Fault code table and fuse locations CEN40001-00 Fault code table......................................................................................................................... 3 Fuse and circuit breaker locations ............................................................................................ 8 AC drive system fault codes CEN40002-00 DID fault code tables ....................................................................................................... 3 Troubleshooting by fault code, Part 1 CEN40003-00 Fault Code A001: Left front suspension pressure sensor signal high ....................................... 3 Fault Code A002: Left front suspension pressure sensor signal low ........................................ 4 Fault Code A003: Right front suspension pressure sensor signal high .................................... 5 Fault Code A004: Right front suspension pressure sensor signal low ...................................... 6 Fault Code A005: Left rear suspension pressure sensor signal high........................................ 7 Fault Code A006: Left rear suspension pressure sensor signal low ......................................... 8 Fault Code A007: Right rear suspension pressure sensor signal high ..................................... 9 Fault Code A008: Right rear suspension pressure sensor signal low..................................... 10 Fault Code A009: Incline sensor signal high........................................................................... 11 Fault Code A010: Incline sensor signal low ............................................................................ 12 Fault Code A011: Payload meter speed sensor signal has failed ...........................................13 Fault Code A013: Body up switch has failed........................................................................... 14 Fault Code A014: Payload meter checksum computation has failed ...................................... 15 Fault Code A016: Payload meter write to flash memory has failed ........................................ 16 Fault Code A017: Payload meter flash memory read has failed ............................................. 17 Fault Code A018: Right rear flat suspension cylinder warning ............................................... 18 Fault Code A019: Left rear flat suspension cylinder warning .................................................. 20 Fault Code A022: Carryback load excessive .......................................................................... 22 Fault Code A100: An open circuit breaker has been detected on a relay board..................... 25 Fault Code A101: High pressure detected across an hydraulic pump filter ............................ 26 Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level ....... 28 Fault Code A107: GE has generated a propel system caution ............................................... 29 Fault Code A108: GE has generated a propel system temperature caution........................... 30 Fault Code A109: GE has generated a propel system reduced level signal........................... 31 Fault Code A111: Low steering pressure warning................................................................... 32 Fault Code A115: Low steering precharge pressure detected ................................................ 34 Fault Code A117: Low brake accumulator pressure warning.................................................. 36 Fault Code A118: Brake pressure is low while in brake lock................................................... 38 Fault Code A123: GE has generated a reduced retarding caution ......................................... 40
960E-1
7
CEN00001-00
00 Index and foreword
Fault Code A124: GE has generated a no propel / no retard warning ....................................41 Fault Code A125: GE has generated a no propel warning......................................................42 Fault Code A126: Oil level in the hydraulic tank is low............................................................43 Fault Code A127: IM-furnished +5 volt output for sensors is low ............................................44 Fault Code A128: IM-furnished +5 volt output for sensors is high ..........................................46 Fault Code A139: Low fuel warning ........................................................................................48 Troubleshooting by fault code, Part 2 CEN40004-00 Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil................................................................................4 Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of hydraulic oil................................................................................6 Fault Code A152: Starter failure ................................................................................................8 Fault Code A153: Battery voltage is low with the truck in operation .......................................10 Fault Code A154: Battery charging voltage is excessive ........................................................12 Fault Code A155: Battery charging voltage is low...................................................................13 Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level 14 Fault Code A166: Left rear hydraulic oil temperature sensor is low ........................................16 Fault Code A167: Right rear hydraulic oil temperature sensor is low .....................................18 Fault Code A168: Left front hydraulic oil temperature sensor is low .......................................20 Fault Code A169: Right front hydraulic oil temperature sensor is low.....................................22 Fault Code A170: Left rear hydraulic oil temperature sensor is high ......................................24 Fault Code A171: Right rear hydraulic oil temperature sensor is high ....................................25 Fault Code A172: Left front hydraulic oil temperature sensor is high......................................26 Fault Code A173: Right front hydraulic oil temperature sensor is high ...................................27 Fault Code A184: J1939 data link is not connected ................................................................28 Fault Code A190: Auto lube control has detected an incomplete lube cycle ..........................30 Fault Code A194: Left front hydraulic oil temperature is high .................................................32 Fault Code A195: Right front hydraulic oil temperature is high ...............................................33 Fault Code A196: Left rear hydraulic oil temperature is high ..................................................34 Fault Code A197: Right rear hydraulic oil temperature is high................................................35 Fault Code A198: Hoist pressure 1 sensor is high ..................................................................36 Fault Code A199: Hoist pressure 2 sensor is high ..................................................................37 Fault Code A200: Steering pressure sensor is high ................................................................38 Fault Code A201: Brake pressure sensor is high....................................................................39 Fault Code A202: Hoist pressure 1 sensor is low ...................................................................40 Fault Code A203: Hoist pressure 2 sensor is low ...................................................................42 Fault Code A204: Steering pressure sensor is low .................................................................44 Fault Code A205: Brake pressure sensor is low .....................................................................46 Fault Code A206: Ambient temperature sensor is high...........................................................48 Fault Code A207: Ambient temperature sensor is low ............................................................49 Troubleshooting by fault code, Part 3 CEN40005-00 Fault Code A212: Bad truck speed signal .................................................................................4 Fault Code A213: Parking brake should have applied but is detected as not having applied...6 Fault Code A214: Parking brake should have released but is detected as not having released...................................................................................................................................10 Fault Code A215: Brake auto apply valve circuit is defective..................................................14
8
960E-1
00 Index and foreword
CEN00001-00
Fault Code A216: An open or short to ground has been detected in the parking brake command valve circuit............................................................................................................. 16 Fault Code A223: Excessive engine cranking has occurred or a jump start has been attempted ................................................................................................................................ 18 Fault Code A230: Parking brake has been requested while truck still moving ....................... 20 Fault Code A231: The body is up while traveling or with selector in forward or neutral.......... 22 Fault Code A235: Steering accumulator is in the process of being bled down ....................... 24 Fault Code A236: The steering accumulator has not properly bled down after 90 seconds ... 26 Fault Code A237: The CAN/RPC connection to the display is open....................................... 28 Fault Code A240: The key switch input to the interface module is open ................................ 29 Fault Code A242: Fuel gauge within the Actia display is defective ............................... 30 Fault Code A243: Engine coolant temperature gauge within the Actia display is defective.................................................................................................................................. 31 Fault Code A244: Drive system temperature gauge within the Actia display is defective.................................................................................................................................. 32 Fault Code A245: Hydraulic oil temperature gauge within the Actia display is defective.................................................................................................................................. 33 Fault Code A246: Payload meter reports truck overload ........................................................34 Fault Code A247: Low steering pressure warning .................................................................. 36 Fault Code A248: Status module within the Actia display is defective .......................... 38 Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted ......... 39 Fault Code A250: Battery voltage is low with the truck parked ............................................... 40 Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted to ground ................................................................................................................................. 42 Fault Code A252: Start enable output circuit is either open or shorted to ground................... 44 Fault Code A253: Steering bleed circuit is not open while running ......................................... 46 Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open.................... 48 Fault Code A257: Payload CAN/RPC is not connected.......................................................... 49 Fault Code A258: Steering accumulator bleed pressure switch circuit is defective ................ 50 Troubleshooting by fault code, Part 4 CEN40006-00 Fault Code A260: Parking brake failure .................................................................................... 4 Fault Code A261: Low brake accumulator pressure warning ................................................... 6 Fault Code A262: Steering bleed valve circuit open during shutdown ...................................... 8 Fault Code A263: Steering bleed valve circuit shorted to ground ...........................................10 Fault Code A264: Parking brake relay circuit is defective ....................................................... 12 Fault Code A265: Service brake failure .................................................................................. 14 Fault Code A266: Selector lever was not in park while attempting to crank engine ............... 16 Fault Code A267: Parking brake was not set while attempting to crank engine ..................... 17 Fault Code A268: Secondary engine shutdown while cranking .............................................. 18 Fault Code A270: Brake lock switch power supply is not on when required........................... 20 Fault Code A271: Shifter not in gear....................................................................................... 24 Fault Code A272: Brake lock switch power supply is not off when required............................ 26 Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure switch circuit............................................................................................................................ 29 Fault Code A274: A brake setting fault has been detected..................................................... 30 Fault Code A275: A starter has been detected as engaged without a cranking attempt ........ 32 Fault Code A276: The drive system data link is not connected .............................................. 34
960E-1
9
CEN00001-00
00 Index and foreword
Fault Code A277: Parking brake applied while loading...........................................................36 Fault Code A278: Service brake applied while loading ...........................................................38 Fault Code A279: Low steering pressure switch is defective ..................................................40 Fault Code A280: Steering accumulator bleed down switch is defective ................................41 Fault Code A281: Brake lock degrade switch is defective ......................................................42 Fault Code A282: The number of excessive cranking counts and jump starts without the engine running has reached 7...........................................................................................44 Fault Code A283: An engine shutdown delay was aborted because the parking brake was not set ..............................................................................................................................46 Fault Code A284: An engine shutdown delay was aborted because the secondary shutdown switch was operated ...............................................................................................48 Fault Code A285: The parking brake was not set when the key switch was turned off...........50 Fault Code A286: A fault was detected in the shutdown delay relay circuit ............................52 Fault Code A292: The shutdown delay relay has remained on after the latched key switch circuit is off ..............................................................................................................................54 Troubleshooting by fault code, Part 5 CEN40007-00 Fault Code A303: Shifter is defective ........................................................................................4 Fault Code A304: Auto lube grease level fault ..........................................................................6 Fault Code A305: Auto lube circuit is defective.........................................................................8 Fault Code A307: Both GE inverters are disabled ..................................................................10 Fault Code A309: No brakes applied when expected .............................................................12 Fault Code A311: Brake lock switch is on when it should not be ............................................16 Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings ............18 Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings...........19 Fault Code A314: DCDC converter 12 volt circuit is high........................................................20 Fault Code A315: DCDC converter 12 volt circuit is low .........................................................22 Fault Code A316: Starter engagement has been attempted with engine running...................24 Fault Code A317: Operation of brake auto apply valve without a detected response.............26 Fault Code A318: Unexpected power loss to interface module ..............................................28 Fault Code A328: Drive system not powered up.....................................................................29 Fault Code A350: Overload on output 1B ...............................................................................30 Fault Code A351: Overload on output 1E ...............................................................................32 Fault Code A352: Overload on output 1H ...............................................................................34 Fault Code A353: Overload on output 1J ................................................................................35 Fault Code A354: Overload on output 1K ...............................................................................36 Fault Code A355: Overload on output 1L................................................................................38 Fault Code A356: Overload on output 1M...............................................................................39 Fault Code A357: Overload on output 1N ...............................................................................40 Fault Code A358: Overload on output 1P ...............................................................................41 Fault Code A359: Overload on output 1R ...............................................................................42 Fault Code A360: Overload on output 1S ...............................................................................43 Fault Code A361: Overload on output 1T................................................................................44 Fault Code A362: Overload on output 1U ...............................................................................46 Fault Code A363: Overload on output 1X ...............................................................................48 Fault Code A364: Overload on output 1Y ...............................................................................50 Fault Code A365: Overload on output 1Z................................................................................51 Cab air conditioning CEN40008-00
10
960E-1
00 Index and foreword
CEN00001-00
Preliminary checks .................................................................................................................... 3 Diagnosis of gauge readings and system performance ............................................................ 3 Troubleshooting by manifold gauge set readings...................................................................... 4 50 Disassembly and assembly General information CEN50001-00 Special tools .............................................................................................................................. 3 Wheels, spindles and rear axles CEN50002-00 General information for tires and rims....................................................................................... 3 Removal and installation of front wheel .................................................................................... 4 Removal and installation of rear wheel ..................................................................................... 6 Removal and installation of tires ............................................................................................... 8 Removal and installation of front wheel hub and spindle ........................................................10 Disassembly and assembly of front wheel hub and spindle.................................................... 14 Removal and installation of rear axle ...................................................................................... 19 Removal and installation of anti-sway bar............................................................................... 21 Removal and installation of pivot pin....................................................................................... 22 Pivot eye and bearing service ................................................................................................. 23 Removal and installation of wheel motor ................................................................................ 25 Brake system CEN50003-00 Removal and installation of brake valve.................................................................................... 3 Disassembly and assembly of brake valve ............................................................................... 4 Removal and installation of dual relay valve ........................................................................... 11 Disassembly and assembly of dual relay valve....................................................................... 13 Removal and installation of brake manifold ............................................................................ 15 Disassembly and assembly of brake manifold ........................................................................ 16 Removal and installation of brake accumulator ...................................................................... 17 Disassembly and assembly of brake accumulator .................................................................. 18 Disassembly and assembly of wheel brake ............................................................................ 21 Removal and installation of parking brake .............................................................................. 33 Disassembly and assembly of parking brake .......................................................................... 35 Steering system CEN50004-00 Removal and installation of steering control unit....................................................................... 3 Disassembly and assembly of steering control unit .................................................................. 5 Removal and installation of steering column........................................................................... 10 Removal and installation of steering wheel ............................................................................. 12 Removal and installation of bleed down manifold ................................................................... 13 Removal and installation of flow amplifier ............................................................................... 15 Disassembly and assembly of flow amplifier........................................................................... 15 Removal and installation of steering cylinders and tie rod ...................................................... 18 Disassembly and assembly of steering cylinders.................................................................... 20 Removal and installation of steering/brake pump ................................................................... 21 Disassembly and assembly of steering/brake pump............................................................... 24 Removal and installation of steering accumulators ................................................................. 33 Disassembly and assembly of steering accumulators ............................................................ 34 Suspensions CEN50005-00
960E-1
11
CEN00001-00
00 Index and foreword
Removal and installation of front suspension............................................................................3 Minor front suspension repairs (lower bearing and seals).......................................................10 Major front suspension rebuild ................................................................................................ 11 Removal and installation of rear suspension...........................................................................13 Disassembly and assembly of rear suspension ......................................................................16 Hoist circuit CEN50006-00 Removal and installation of hoist pump.....................................................................................3 Disassembly and assembly of hoist pump ................................................................................5 Removal and installation of hoist valve ...................................................................................13 Disassembly and assembly of hoist valve...............................................................................14 Overcenter valve manifold service ..........................................................................................21 Removal and installation of hoist pilot valve............................................................................22 Disassembly and assembly of hoist pilot valve .......................................................................23 Removal and installation of hoist cylinders .............................................................................25 Disassembly and assembly of hoist cylinders .........................................................................27 Operator cab CEN50007-00 Removal and installation of operator cab ..................................................................................3 Removal and installation of cab door ........................................................................................6 Disassembly and assembly of cab door....................................................................................6 Adjustment of cab door ...........................................................................................................13 Removal and installation of side window glass .......................................................................15 Removal and installation of windshield and rear window glass...............................................17 Removal and installation of windshield wiper motor................................................................18 Removal and installation of windshield wiper arm...................................................................19 Removal and installation of windshield wiper linkage .............................................................20 Removal and installation of seat .............................................................................................21 Body and structures CEN50008-00 Removal and installation of dump body ....................................................................................3 Removal and installation of body pads......................................................................................5 Removal and installation of diagonal ladder/hood and grille assembly .....................................7 Removal and installation of right deck.......................................................................................8 Removal and installation of left deck .......................................................................................10 Removal and installation of fuel tank.......................................................................................12 Removal and installation of fuel gauge sender .......................................................................14 Disassembly and assembly of fuel tank breather....................................................................15 Cab air conditioning CEN50009-00 Replacement of air conditioning system components ...............................................................3 Diasassembly and assembly of compressor clutch...................................................................5 90 Digrams and drawings Hydraulic circuit diagrams CEN90001-00 Steering, hoist and brake cooling hydraulic circuit diagram .......................................... EM7616 Brake hydraulic circuit diagram ..................................................................................... EM7623 Electrical circuit diagrams CEN90002-00 Electrical circuit diagram - index & symblos ................................................................... XS5701 Electrical circuit diagram - circuit locator sheet .............................................................. XS5702
12
960E-1
00 Index and foreword
CEN00001-00
Electrical circuit diagram - circuit locator sheet .............................................................. XS5703 Electrical circuit diagram - battery box ........................................................................... XS5704 Electrical circuit diagram - 24V power distribution & circuit protection ........................... XS5705 Electrical circuit diagram - 24V power distribution & circuit protection ........................... XS5706 Electrical circuit diagram - engine control wiring ............................................................ XS5707 Electrical circuit diagram - engine control wiring ............................................................ XS5708 Electrical circuit diagram - engine control wiring ............................................................ XS5709 Electrical circuit diagram - engine control wiring ............................................................ XS5710 Electrical circuit diagram - keyswitch, timed engine shutdown & auto lube system ....... XS5711 Electrical circuit diagram - engine start circuit ................................................................ XS5712 Electrical circuit diagram - brake control wiring .............................................................. XS5713 Electrical circuit diagram - brake control wiring .............................................................. XS5714 Electrical circuit diagram - steering & hoist pressure switch wiring ................................ XS5715 Electrical circuit diagram - operator drive system controls ............................................. XS5716 Electrical circuit diagram - operator drive system controls ............................................. XS5717 Electrical circuit diagram - electronic dash ........................................................... XS5718 Electrical circuit diagram - operator cab light controls & horn ........................................ XS5719 Electrical circuit diagram - operator cab light controls & horn ........................................ XS5720 Electrical circuit diagram - operator cab windows & wipers ........................................... XS5721 Electrical circuit diagram - operator cab radio & seat wiring .......................................... XS5722 Electrical circuit diagram - clearance lights, fog lights & headlights ............................... XS5723 Electrical circuit diagram - hazard light wiring ................................................................ XS5724 Electrical circuit diagram - heater & air conditioning controls......................................... XS5725 Electrical circuit diagram - diagnostic ports - GE ........................................................... XS5726 Electrical circuit diagram - diagnostic ports - VHMS & GE............................................. XS5727 Electrical circuit diagram - modular mining interface...................................................... XS5728 Electrical circuit diagram - interface module inputs & outputs........................................ XS5729 Electrical circuit diagram - interface module inputs & outputs........................................ XS5730 Electrical circuit diagram - interface module inputs & outputs........................................ XS5731 Electrical circuit diagram - interface module inputs & outputs........................................ XS5732 Electrical circuit diagram - payload meter III circuits ...................................................... XS5733 Connectors table and arrangement drawing
960E-1
13
CEN00001-00
00 Index and foreword
960E-1 Dump truck Form No. CEN00001-00
14
960E-1
CEN00002-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
00 Index and foreword Foreword, safety and general information Foreword............................................................................................................................................................... 4 How to read the shop manual ............................................................................................................................... 5 General safety....................................................................................................................................................... 7 Precautions before operating the truck ............................................................................................................... 10 Precautions while operating the truck ................................................................................................................. 12 Working near batteries ........................................................................................................................................ 15 Precautions before performing service ............................................................................................................... 16 Precautions while performing service ................................................................................................................. 17 Tires .................................................................................................................................................................... 19 Precautions for performing repairs...................................................................................................................... 20 Precautions for welding on the truck................................................................................................................... 21 Handling electrical equipment and hydraulic components .................................................................................. 22 How to read electric wire code............................................................................................................................ 30 Standard torque tables ........................................................................................................................................ 33 Conversion tables ............................................................................................................................................... 38
960E-1
1
CEN00002-00
00 Index and foreword
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 with it.
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 their local Komatsu distributor for information on the latest revision.
CALIFORNIA Proposition 65 Warning Diesel engine exhaust, some of its constituents, and certain vehicle components contain or emit chemicals known to the State of California to cause cancer, birth defects or other reproductive harm.
CALIFORNIA Proposition 65 Warning Battery posts, terminals and related accessories contain lead and lead compounds, chemicals known to the State of California to cause cancer and birth defects or other reproductive harm. Wash hands after handling.
2
960E-1
00 Index and foreword
CEN00002-00
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 . 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.
960E-1
3
CEN00002-00
Foreword This manual is written for use by the operator and/or the service technician. It is designed to help these persons to become fully knowledgeable of the truck and all of its systems in order to keep it operating safely and efficiently. All operators and maintenance personnel should read and understand the information in this manual before operating the truck or performing maintenance and/or operational checks on the truck. All safety notices, warnings, and cautions should be understood and followed when operating the truck or performing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example, the disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are typical of the component shown and may not be an exact reproduction of what is found on the truck. This manual shows dimensioning of U.S. standard and metric (SI) units throughout. All references to “right,” “left,” “front,” or “rear” are made with respect to the operator's normal seated position unless specifically stated otherwise. When assembly instructions are provided without references to specific torque values, standard torque values should be used. Standard torque values are shown in torque charts in the General Information section of this manual. Specific torques, when provided in the text, are in bold face type, such as 135 Nm (100 ft lb). All torque specifications have ±10% tolerance unless otherwise specified.
4
00 Index and foreword
A product identification plate is located on the frame in front of the right side front wheel. It designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum GVW (Gross Vehicle Weight) rating. The KOMATSU truck model designation consists of three numbers and one letter (i.e. 930E). The three numbers represent the basic truck model. The letter “E” designates an Electrical wheel motor drive system. The Product Identification Number (vehicle serial number) contains information which identifies several characteristics of this unit. For a more detailed explanation, see the end of Section A4. The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the maximum GVW. GVW is total weight: empty vehicle weight + fuel & lubricants + payload. To determine the allowable payload, fill all lubricants to the proper level and fill the fuel tank of an empty truck (which includes all accessories, body liners, tailgates, etc.), and then weigh the truck. Record this value and subtract it from the GVW. The result is the allowable payload. NOTE: Accumulations of mud, frozen material, etc, become part of the GVW and reduces the allowable payload. To maximize payload and to keep from exceeding the maximum GVW rating, these accumulations should be removed as often as practical. Exceeding the allowable payload will reduce the expected life of truck components.
960E-1
00 Index and foreword
CEN00002-00
How to read the shop manual • Some attachments and optional parts in this shop manual may not be delivered to certain areas. If one of them is required, consult KOMATSU distributors. • Materials and specifications are subject to change without notice. • Shop manuals are divided into the “Chassis volume” and “Engine volume”. For the engine unit, see the engine volume of the engine model mounted on the machine. Composition of shop manual This shop manual contains the necessary technical information for services performed in a workshop. For ease of understanding, the manual is divided into the following sections. 00. Index and foreword This section explains the shop manuals list, table of contents, safety, and basic information. 01. Specification This section explains the specifications of the machine. 10. Structure, function and maintenance standard This section explains the structure, function, and maintenance standard values of each component. The structure and function sub-section explains the structure and function of each component. It serves not only to give an understanding of the structure, but also serves as reference material for troubleshooting. The maintenance standard sub-section explains the criteria and remedies for disassembly and service. 20. Standard value table This section explains the standard values for new machine and judgement criteria for testing, adjusting, and troubleshooting. This standard value table is used to check the standard values in testing and adjusting and to judge parts in troubleshooting. 30. Testing and adjusting This section explains measuring instruments and measuring methods for testing and adjusting, and method of adjusting each part. The standard values and judgement criteria for testing and adjusting are explained in Testing and adjusting. 40. Troubleshooting This section explains how to find out failed parts and how to repair them. The troubleshooting is divided by failure modes. 50. Disassembly and assembly This section explains the special tools and procedures for removing, installing, disassembling, and assembling each component, as well as precautions for them. In addition, tightening torque and weight of components are also explained. 90. Diagrams and drawings This section gives hydraulic circuit diagrams and electrical circuit diagrams. Revision and distribution Any additions, revisions, or other change of notices will be sent to KOMATSU distributors. Get the most upto-date information before you start any work.
960E-1
5
CEN00002-00
00 Index and foreword
Symbols
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.
6
960E-1
00 Index and foreword
General safety
CEN00002-00
Fire extinguisher and first aid kit
Safety records from most organizations will show that the greatest percentage of accidents are caused by unsafe acts performed by people. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to the proper authority.
• Make sure that fire extinguishers are accessible and proper usage techniques are known.
The following safety rules are provided as a guide for the operator. However, local conditions and regulations may add many more to this list.
• Keep the phone numbers of persons you should in case of an emergency on hand.
• Provide a first aid kit at the storage point. • Know what to do in the event of a fire.
Read and follow all safety precautions. Failure to do so may result in serious injury or death.
Safety rules • Only trained and authorized personnel may operate and maintain the truck. • Follow all safety rules, precautions and instructions when operating or performing maintenance on the truck. • When working with another operator or a person on work site traffic duty, make sure that all personnel understand all hand signals that are to be used.
Safety features
Clothing and personal items • Avoid loose clothing, jewelry, and loose long hair. They can catch on controls or in moving parts and cause serious injury or death. Also, never wear oily clothes as they are flammable. • Wear a hard hat, safety glasses, safety shoes, mask and gloves when operating or maintaining a truck. Always wear safety goggles, hard hat and heavy gloves if your job involves scattering metal chips or minute materials, particularly when driving pins with a hammer or when cleaning air cleaner elements with compressed air. Also, ensure that the work area is free from other personnel during such tasks.
• Make sure that all guards and covers are in their proper position. Have any damaged guards and covers repaired. (See Operating Instructions “Preparing For Operation”.) • Learn the proper use of safety features such as safety locks, safety pins, and seat belts. Use these safety features properly. • Never remove any safety features. Always keep them in good operating condition. • Improper use of safety features could result in serious bodily injury or death.
960E-1
7
CEN00002-00
Leaving the operator seat
00 Index and foreword
Fire prevention for fuel and oil
When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent accidental operations from occurring, always perform the following:
• Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous. Keep flames away from flammable fluids.
• Move the directional control lever to PARK. Do not use the wheel brake lock when the engine will be turned off.
• Keep oil and fuel in a designated location and do not allow unauthorized persons to enter.
• Lower the dump body to the frame. • Stop the engine. When exiting the truck, always lock compartments and take the keys with you. If the truck should suddenly move or move in an unexpected way, this may result in serious bodily injury or death.
• When refueling, stop the engine and do not smoke. • Refueling and oiling should be done in well ventilated areas. • Tighten all fuel and oil tank caps securely.
Mounting and dismounting • Use the handrails and steps when getting on or off the truck. • Never jump on or off the truck. Never climb on or off a truck while it is moving. • When climbing on or off a truck, face the truck and use the hand-hold and steps. • Never hold any control levers when getting on or off a truck. • Always maintain three-point with the hand-holds and steps to ensure that you yourself. • When bringing tools into the operator's compartment, always 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.
8
960E-1
00 Index and foreword
CEN00002-00
Precautions with high temperature fluids
Prevention of injury by work equipment
Immediately after truck operation, engine coolant, engine oil, and hydraulic oil are at high temperatures and are pressurized. If the cap is removed, the fluids are 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.
Never enter or put your hand, arm or any other 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 lead to serious bodily injury or death.
Unauthorized modification Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create hazards.
To prevent hot coolant from spraying:
Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.
1. Stop the engine. 2. Wait for the coolant temperature to decrease. 3. Depress the pressure release button on the cap to vent cooling system pressure. 4. Turn the radiator cap slowly to release the pressure before removing. 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 release the pressure before removing the cap.
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 to control dust. • Operate the truck or perform tasks with the wind to your back whenever possible.
Precautions when using ROPS The ROPS is intended to protect the operator if the truck should roll over. It is designed not only to the load of the truck, but also to absorb the energy of the impact. • The Rollover Protection Structure (ROPS) must be properly installed before the truck is operated. • ROPS installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu, or if it is damaged when the truck rolls over, the strength of the structure will be compromised and will not be able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or modified as specified by Komatsu. • 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 truck.
• Use an approved respirator when necessary.
960E-1
9
CEN00002-00
Precautions for 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 America Corp. 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 truck. • 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 for starting the truck Start the engine from the operator seat only. Never attempt to start the engine by shorting across the cranking motor terminals. This may cause a fire, serious injury or death to anyone in truck’s path.
00 Index and foreword
Precautions before operating the truck 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 should attempt to operate or maintain a Komatsu machine. Safe practices start before the operator gets to the equipment. 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 area, the roads to be used, and the existence of obstacles before starting operations. • Always determine the travel roads at the work site and maintain them so that it is always safe for the machines to travel. • If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts. Never drive through water that exceeds the permissible water depth.
10
960E-1
00 Index and foreword
Fire prevention • Remove wood chips, leaves, paper, and other flammable items that have accumulated in the engine compartment. Failure to do so could result in a fire. • Check the fuel, lubrication, and hydraulic systems for leaks. Repair any leaks. Clean any excess oil, fuel or other flammable fluids, and dispose of them properly. • Make sure that a fire extinguisher is present and in proper working condition. • Do not operate the truck near open flames.
CEN00002-00
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 rear view mirror to a position where the operator can see best from the operator's seat. If any glass or light is broken, replace it with a new part. • Make sure that the headlights, work lights, and taillights are in proper working order. Make sure that the truck is equipped with the proper work lamps that are needed for the operating conditions.
In operator cab (before starting the engine) • Do not leave tools or spare parts lying around. Do not allow trash to accumulate in the cab of the truck. Keep all unauthorized reading material out of the truck cab. Ventilation in enclosed areas If it is necessary to start the engine within an enclosed area, provide adequate ventilation. Inhaling exhaust fumes from the engine can kill.
• Keep the cab floor, controls, steps and handrails free of oil, grease, snow and excess dirt. • Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always use the seat belts when operating a truck. • Read and understand the contents of this manual. Pay special attention to the safety information and operating instructions. 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.
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 might be in the area.
• Make sure that the steering wheel, horn, controls and pedals are free of any oil, grease or mud. • Check the operation of the windshield wiper, condition of wiper blades, and 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.
• 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.
960E-1
11
CEN00002-00
00 Index and foreword
Precautions while operating the truck When starting the engine • Never attempt to start the engine by shorting across cranking motor terminals. This may cause a fire, or serious injury or death to anyone in truck’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 truck 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 truck. General truck operation • Wear the seat belt at all times. • Only authorized persons are allowed to ride in the truck. Riders must be in the cab and belted in the enger seat. • Do not allow anyone to ride on the decks or 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 the hand signal communications between operator and spotter. When other machines and personnel are present, the operator should 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 at the haul road, pit or dump area that may cause an operating hazard. • Check for flat tires periodically during a shift. If the truck has been operating on a “flat”, do not park the truck inside a building until the tire cools. If the tire must be changed, do not stand in front of the rim and locking ring when inflating a tire mounted on the truck. Observers should not be permitted in the area and should be kept away from the side of such tires.
12
The tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote or protected location if sensing excessively hot brakes, smelling burning rubber or observing evidence of fire near the tire and wheel area. If the truck must be approached to exstinguish a fire, those personnel should do so only while facing the tread area of the tire (front or back) unless protected by using 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 8 hours or until the tire and wheel are cool. • Keep serviceable fire fighting equipment on hand. Report empty extinguishers for replacement or refilling. • Always place the directional control lever in the PARK when the truck is parked and unattended. Do not leave the truck unattended while the engine is running. • 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.
Ensuring good visibility • When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if necessary. • 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.
960E-1
00 Index and foreword
Traveling • When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly. • Lower the dump body and set the dump lever to the FLOAT position before traveling. • If the engine stops while the truck is in motion, secondary steering and braking enable the truck to be steered and stopped. A fixed amount of reserve oil provides temporary steering and braking to briefly allow the truck to travel to a safe area. Apply the brakes immediately and stop the truck as quickly and safely as possible off of the haul road, if possible.
Traveling in reverse Before operating the truck: • Sound the horn to warn people in the area. Make sure that the back-up horn also works properly. • Check for personnel near the truck. Be particularly careful to check behind the truck. • When necessary, designate a person to watch the area near the truck and signal the operator. This is particularly necessary when traveling in reverse. • When operating in areas that may be hazardous or have poor visibility, designate a person to direct work site traffic. • Do not allow any one to enter the line of travel of the truck. This rule must be strictly observed even with machines equipped with a back-up horn or rear view mirror.
CEN00002-00
Traveling on slopes • Traveling on slopes could result in the truck 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 truck 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 should stop on a slope, apply the service brakes fully and stop the truck. Move the directional control lever to PARK after the truck has stopped.
Operating on snow or ice • When working on snowy or icy roads, there is danger that the truck 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. When traveling on snow-covered roads, always install tire chains.
Avoid damage to dump body Always be extremely cautious when working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place where there are height limits. The dump body must be completely lowered before driving the truck.
960E-1
13
CEN00002-00
00 Index and foreword
Working on loose ground
Driving near high voltage cables Driving near high voltage cables can cause electric shock. Always maintain safe distances between the truck and the high voltage cable as listed below. Voltage
Minimum Safety 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 truck approaches an electric cable. • If the work equipment touches an electric cable, the operator should not leave the cab. • When performing operations near high voltage cables, do not allow anyone to approach the truck. • Check with the electrical maintenance department about the voltage of the cables before starting operations. When dumping • Before starting the dumping operation, make sure that there are no persons or objects behind the truck. • Stop the truck in the desired location. Check again for persons or objects behind the truck. 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, truck stability is poor and there is danger of tipping over. Always use extreme care when performing such operations. • Never travel with the dump body raised. When loading • Make sure that the surrounding area is safe. Stop the truck in the correct loading position, then load the body uniformly. • Do not leave the operator seat during the loading operation.
14
• Avoid operating the truck near cliffs, overhangs and deep ditches. If these areas collapse, the truck could fall or tip over and result in serious injury or death. 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 truck. Avoid these areas whenever possible. Parking the truck • Choose a flat, level surface to park the truck. If the truck has to be parked on a slope, put blocks behind all the wheels to prevent truck movement. • Do not activate the wheel brake lock when the parking brake is activated. Bleed down of hydraulic pressure may occur, causing the truck to roll away. • When parking on public roads, provide fences and signs, such as flags or lights, on the truck to warn pedestrians and other vehicles. Make sure that the truck, flags or lights do not obstruct traffic. • Lower the dump body fully, move the directional control lever to PARK, stop the engine and lock everything. Always take the key with you. Towing Improper towing methods may lead to serious personal injury and/or damage. For towing methods, refer to Index and foreword section Operating instructions. • Use a towing device with ample strength for the weight of this truck. • Never tow a truck on a slope. • 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. • Keep a safe distance from the trucks and towing apparatus while towing a vehicle. • When 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.
960E-1
00 Index and foreword
Working near batteries Battery hazard prevention • Battery electrolyte contains sulfuric acid, which can quickly burn the skin and eat holes in clothing. If you spill acid on yourself, immediately flush the area with water. • Battery acid can cause blindness if splashed into your eyes. If acid gets into your eyes, flush them immediately with large quantities of water and see a doctor at once. • If you accidentally drink acid, 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.
CEN00002-00
• Batteries generate hydrogen gas. Hydrogen gas is very explosive and can easily be ignited with a small spark or flame. • Before working with batteries, stop the engine and turn the key switch to the OFF position. • Avoid short-circuiting the battery terminals through accidental with metallic objects, such as tools, across the terminals. • When removing or installing batteries, check which is the positive (+) terminal and the negative (-) terminal. • Tighten battery caps securely. • Tighten the battery terminals securely. Loose terminals can generate sparks and lead to an explosion.
• Always wear safety glasses or goggles when starting the truck with booster cables.
• If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always be cautious when using tools near the battery.
• When starting from another truck, do not allow the two trucks to touch.
• Connect the batteries in parallel: positive to positive and negative to negative.
• Connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative (-) cable first during removal.
• When connecting the ground cable to the frame of the truck to be started, connect it as far as possible from the battery.
Starting with booster cables
INCORRECT
960E-1
15
CEN00002-00
Precautions before performing service
00 Index and foreword
Securing the dump body
Warning tag Starting the engine or operating the controls while other personnel are performing maintenance on the truck can lead to serious injurty and/or death. Always attach the warning tag to the control lever in the operator cab to alert others that you are working on the truck. Attach additional warning tags around the truck as necessary.
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.
These tags are available from your Komatsu distributor. Warning tag part number: 09963-03000
NOTE: This sling is to be used only with a Komatsu body. 1. Raise the body to its maximum height. 2. Install two shackles and body retention sling (3, Figure 00-1) between rear body ear (1) and axle housing ear (2). 3. Secure the shackle pins with cotter pins.
Stopping the engine
4. After service work is completed, reverse the installation steps to remove the sling.
• Before performing inspections or maintenance, stop the truck on firm flat ground, lower the dump body, move the directional control lever to PARK, and stop the engine. • If the engine must be run during service, such as when cleaning the radiator, the directional control lever must be in PARK. Always perform this work with two people. One person must sit in the operator's seat to stop the engine if necessary. During these situations, never move any controls that are not related to the task at hand. • When servicing the truck, do not to touch any moving parts. Never wear loose clothing or jewelry. • Put wheel blocks under the wheels to prevent truck movement. • When performing service with the dump body raised, place the dump lever in the HOLD position and apply the lock (if equipped). Install the bodyup safety pins or cable securely. Proper tools Only use tools that are suited to the task. Using damaged, low quality, faulty or makeshift tools could cause personal injury.
FIGURE 00-1. BODY RETENTION SLING INSTALLATION 1. Rear Body Ear 2. Axle Housing Ear 3. Body Retention Sling
16
960E-1
00 Index and foreword
Precautions while performing service
CEN00002-00
Working under the truck
NOTE: Only authorized personnel should service and repair the truck.
• Always lower all movable work equipment to the ground or to their lowest position before performing service or repairs under the truck.
Keep the truck clean
• Always block the tires of the truck securely.
• Spilled oil, grease, scattered tools, etc, can cause you to slip or trip. Always keep your truck clean and tidy.
• Never work under the truck if the truck is poorly ed.
• If water gets into the electrical system, there is danger that the truck may 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. • 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 is possible.
Rotating fan and belts Stay away from all rotating parts such as the radiator fan and fan belts. Serious bodily injury may result from direct or indirect with rotating parts and flying objects.
• 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.
Adding fuel or oil • Spilled fuel and oil may cause slipping. Always clean up spills immediately. • Always add fuel and oil in a well-ventilated area. Attachments Place attachments that have been removed from the truck in a safe place and manner to prevent them from falling.
960E-1
• When refueling, stop the engine and do not smoke. • Tighten the cap of the fuel and oil fillers securely. • Never use fuel to wash parts.
17
CEN00002-00
Radiator coolant level If it is necessary to add coolant to the radiator, stop the engine and allow the engine and radiator to cool down before adding the coolant. Depress the pressure release button on the cap to vent cooling system pressure. Slowly loosen the cap to relieve any remaining pressure.
00 Index and foreword
Precautions when performing maintenance near high temperature or high pressure Immediately after stopping operation, engine coolant and operating oils are at high temperature and under high pressure. If the cap is removed, the oil or water is drained, or the filters are replaced under these conditions, it 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 shop manual.
Use of lighting When checking fuel, oil, coolant or battery electrolyte, always use lighting with anti-explosion specifications. If such lighting equipment is not used, there is danger of an explosion.
Precautions with high pressure oil • Work equipment circuits are always under pressure. Do not add oil, drain oil or perform maintenance or inspections before completely releasing the internal pressure. • Small, high-pressure pin hole leaks are extremely dangerous. A jet of high-pressure oil can pierce the skin and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check for oil leakage. • If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.
Precautions with the battery When repairing the electrical system or performing electrical welding, remove the negative (-) terminal of the battery to stop the flow of current.
Waste materials • Never dump oil into a sewer system, river, etc. • Always put oil drained from your truck in appropriate containers. Never drain oil directly onto the ground. 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.
• Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters and batteries.
• Always repair any loose or broken hoses. If fuel or oil leaks, it may result in a fire.
18
960E-1
00 Index and foreword
Tires Handling tires If tires are not used under the specified conditions, they may overheat and burst, or be cut and burst by sharp stones on rough road surfaces. This may lead to serious injury or damage. To maintain tire safety, always use the specified tires. Inflate the tires to the specified pressure. An abnormal level of heat is generated when the inflation pressure is too low. The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on the type of tire and the condition under which they are used. For details, please consult the tire manufacturer.
CEN00002-00
Storing tires after removal • As a basic rule, store the tires in a warehouse in which unauthorized persons cannot enter. If the tires are stored outside, always erect a fence around the tires and put up “No Entry” signs and other warning signs that even young children can understand. • Stand the tire on level ground and block it securely so that it cannot roll or fall over. • If the tire falls over, flee the area quickly. The tires for dump trucks are extremely heavy. Never attempt to hold or the tire. Attempting to hold or a tire may lead to serious injury.
When tires become hot, a flammable gas is produced and may 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 to personnel in the area. Explosions differ from punctures or tire bursts because the destructive force 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 or creating open flames If the proper procedure for performing maintenance or replacement of the wheel or tire is not used, the wheel or tire may burst and cause serious injury or damage. When performing such maintenance, consult your authorized regional Komatsu distributor or the tire manufacturer.
960E-1
19
CEN00002-00
Precautions for performing repairs NOTE: Only qualified maintenance personnel who understand the systems being repaired should attempt repairs. Only a qualified operator should move the truck under its own power in the repair facility or during road testing after repairs are complete. • Many components on the Komatsu truck are large and heavy. Ensure that lifting equipment (hoists, slings, chains, and lifting eyes) are of adequate capacity to handle the load. • Do not work under a suspended load. Do not work under a raised body unless body retention sling, props or pins are in place to hold the body in the raised position. • Do not repair the truck while the engine is running, except when adjustments can only be made under such conditions. Keep a safe distance from moving parts. • When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for protection against freezing. Follow all current regulations for handling and recycling refrigerants. Refer to Testing and adjusting section Cab air conditioning. • Follow package directions carefully when using cleaning solvents. • If an auxiliary battery assist is needed, first use one cable to connect the 24V positive (+) post of the disabled truck batteries to the 24V positive (+) post of the auxiliary assist. Use a second cable to connect the 24V negative (-) post of the auxiliary assist battery to a frame ground (-) on the disabled truck away from the battery. • If the truck must be towed, use a rigid tow bar. Check the truck frame for a decal recommending special towing precautions. Also refer to the towing instructions in Index and foreword section Operating instructions. • Relieve hydraulic pressure before disconnecting any lines or hoses. Hydraulic oil escaping under pressure can have sufficient force to enter a person's body by penetrating the skin, resulting in serious injury and possibly death. • After adjustments or repairs, replace all shields, screens and clamps.
00 Index and foreword
Engine shutdown procedure after AC drive system failure If the AC drive system is operating normally when the engine is shut down, the system should be safe to service. However, in the event of a drive system failure, performing the following procedure before any maintenance activities will ensure that no hazardous voltages are present in the AC drive system. 1. Before shutting down the engine, the status of all the drive system warning lights on the overhead display . Use the lamp test switch to 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 retarding grid cabinet without a trained drive system technician present, even if the engine is off. Only qualified personnel, specifically trained for servicing the AC drive system, should perform this service. 2. If all red drive system warning lights are off, follow the normal engine shutdown procedure in Index and foreword section Operating instructions. 3. After the engine has been stopped for at least five minutes, inspect the link voltage lights on the exterior of the main control cabinet and the DID on the rear wall of the operator cab. a. If all lights are off, it is safe to work on the retarding grids, wheel motors, alternator and related power cables. Proceed to Step 5. b. If any red lights continue to be illuminated after following the above procedure, a fault has occurred. Leave all cabinet doors in place. Do not touch the retarding grid elements. Do not disconnect any power cables or use them as hand or foot holds. Notify your Komatsu service representative immediately. 4. Locate the generator field or (GF) switch in the access 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 its former position. 5. Leave the drive system in the rest mode until the truck is to be moved.
20
960E-1
00 Index and foreword
Precautions for welding on the truck NOTE: Before welding or repairing an AC drive truck, notify a Komatsu service representative. Only qualified personnel, specifically trained for servicing the AC drive system, should perform this service. If it is necessary to perform welding on the truck without the field engineer present, the following procedures and precautions 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. • Before opening any cabinets or touching a retarding grid element or a power cable, the engine must be shutdown and any red drive system warning lights must not be illuminated. • Always disconnect the positive and negative battery cables of the truck before doing any welding on the unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect the battery charging alternator lead wire and isolate the electronic control components before making welding repairs. (It is not necessary to disconnect or remove any control circuit cards on electric drive dump trucks or any of the 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 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.
CEN00002-00
• Do not weld on the rear of the control cabinet! The metal s on the back of the cabinet are part of capacitors and cannot be heated. • Do not weld on the retarding grid exhaust louvers! They are made of stainless steel. Some power cable s 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. • 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 before servicing the cables and returning the truck to service. Discard cables with broken insulation. • Power cables and wiring harnesses should 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. • 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. • Before doing any welding on the truck, disconnect the battery charging alternator lead wire and isolate electronic control components. • Also, always disconnect the negative and positive battery cables of the vehicle. Failure to do so may seriously damage the battery and electrical equipment. • Never allow welding current to through ball bearings, roller bearings, suspensions or hydraulic cylinders.
• Drain, clean, and ventilate fuel tanks and hydraulic tanks before making any welding repairs on the tanks. • Before welding on the truck, disconnect all electrical harnesses from the modules and controllers inside the auxiliary control cabinet behind the operator cab.
960E-1
21
CEN00002-00
00 Index and foreword
Handling electrical equipment and hydraulic components To maintain the performance of the machine over a long period, and to prevent failures or other troubles before they occur, correct “operation“, “maintenance and inspection“, “troubleshooting“, and “repairs” must be carried out. This section deals particularly with correct repair procedures for mechatronics and is aimed at improving the quality of repairs. For this purpose, it provides information on handling electrical equipment and handling hydraulic equipment (particularly gear oil and hydraulic oil). Points to when handling electrical equipment 1. Handling wiring harnesses and connectors Wiring harnesses consist of wiring connecting one component to another component, connectors used for connecting and disconnecting one wire from another wire, and protectors or tubes used for protecting the wiring. Compared with other electrical components fitted in boxes or cases, wiring harnesses are more likely to be affected by the direct effects of rain, water, heat, or vibration. Furthermore, during inspection and repair operations, they are frequently removed and installed again, so they are likely to suffer deformation or damage. For this reason, it is necessary to be extremely careful when handling wiring harnesses. 2. Main failures occurring in wiring harness • Defective of connectors (defective between male and female) Problems with defective are likely to occur because the male connector is not properly inserted into the female connector, or because one or both of the connectors is deformed or the position is not correctly aligned, or because there is corrosion or oxidization of the surfaces. The corroded or oxidized surfaces may become shiny again (and may become normal) by connecting and disconnecting the connector about 10 times. • Defective crimping or soldering of connectors The pins of the male and female connectors are in at the crimped terminal or soldered portion, but if there is excessive force brought to bear on the wiring, the plating at the t will peel and cause improper connection or breakage.
22
960E-1
00 Index and foreword
CEN00002-00
• Disconnections in wiring If the wiring is held and the connectors are pulled apart, or components are lifted with a crane with the wiring still connected, or a heavy object hits the wiring, the crimping of the connector may separate, or the soldering may be damaged, or the wiring may be broken.
• High-pressure water entering connector The connector is designed to make it difficult for water to enter (drip-proof structure), but if highpressure water is sprayed directly on the connector, water may enter the connector, depending on the direction of the water jet. Accordingly, take care not to splash water over the connector. The connector is designed to prevent water from entering, but at the same time, if water does enter, it is difficult for it to be drained. Therefore, if water should get into the connector, the pins will be short-circuited by the water, so if any water gets in, immediately dry the connector or take other appropriate action before ing electricity through it. • Oil or dirt stuck to connector If oil or grease are stuck to the connector and an oil film is formed on the mating surface between the male and female pins, the oil will not let the electricity , so there will be defective . If there is oil or grease stuck to the connector, wipe it off with a dry cloth or blow it dry with compressed air and spray it with a restorer. • When wiping the mating portion of the connector, be careful not to use excessive force or deform the pins. • If there is oil or water in the compressed air, the s will become even dirtier, so remove the oil and water from the compressed air completely before cleaning with compressed air.
960E-1
23
CEN00002-00
00 Index and foreword
3. Removing, installing, and drying connectors and wiring harnesses • Disconnecting connectors a. When disconnecting the connectors, hold the connectors. For connectors held by a screw, loosen the screw fully, then hold the male and female connectors in each hand and pull apart. For connectors which have a lock stopper, press down the stopper with your thumb and pull the connectors apart. Never pull with one hand.
b. Both of the connector and clip have stoppers, which are engaged with each other when the connector is installed.
When removing a connector from a clip, pull the connector in a parallel direction to the clip for removing stoppers. If the connector is twisted up and down or to the left or right, the housing may break.
c. After removing any connector, cover it with a vinyl bag to prevent any dust, dirt, oil, or water from getting in the connector portion. If the machine is left disassembled for a long time, it is particularly easy for improper to occur, so always cover the connector.
24
960E-1
00 Index and foreword
CEN00002-00
• Connecting connectors a. Check that there is no oil, dirt, or water stuck to the connector pins (mating portion). Check that there is no deformation, defective , corrosion, or damage to the connector pins. Check that there is no damage or breakage to the outside of the connector. • If there is any oil, water, or dirt stuck to the connector, wipe it off with a dry cloth. If any water has got inside the connector, warm the inside of the wiring with a dryer, but be careful not to make it too hot as this will cause short circuits. • If there is any damage or breakage, replace the connector. b. Fix the connector securely. Align the position of the connector correctly, and then insert it securely. For connectors with the lock stopper, push in the connector until the stopper clicks into position. • Correct any protrusion of the boot and any misalignment of the wiring harness. • For connectors fitted with boots, correct any protrusion of the boot. In addition, if the wiring harness is misaligned, or the clamp is out of position, adjust it to its correct position. • If the connector cannot be corrected easily, remove the clamp and adjust the position. • If the connector clamp has been removed, be sure to return it to its original position. Check also that there are no loose clamps.
960E-1
25
CEN00002-00
00 Index and foreword
• Heavy duty wire connector (DT 8-pole, 12-pole) a. For disconnection, press both sides of locks (a) and (b) while pulling out female connector (2). b. For connection, push in female connector (2) horizontally until the lock clicks. Since locks (a) and (b) may not be set completely, push in female connector (2) while moving it up and down until the locks are set normally. • Right half of figure: Lock (a) is pulled down (not set completely) and lock (b) is set completely.
1. Male connector 2. Female connector
a. Lock b. Lock
• Drying wiring harness If there is any oil or dirt on the wiring harness, wipe it off with a dry cloth. Avoid washing it in water or using steam. If the connector must be washed in water, do not use high pressure water or steam directly on the wiring harness. If water gets directly on the connector, perform the following procedure. a. Disconnect the connector and wipe off the water with a dry cloth. If the connector is blown dry with compressed air, there is the risk that oil in the air may cause defective , so remove all oil and water from the compressed air before blowing with air. b. If water gets inside the connector, use a dryer to dry the inside of the connector. Hot air from the dryer can be used, but regulate the time that the hot air is used in order not to make the connector or related parts too hot, as this will cause deformation or damage to the connector. c. After drying, leave the wiring harness disconnected and carry out a continuity test to check for any short circuits between pins caused by water. d. After completely drying the connector, blow it with restorer and reassemble.
26
960E-1
00 Index and foreword
CEN00002-00
4. Handling controllers The controllers contain a microcomputer and electronic control circuits. These control all of the electronic circuits on the machine, so be extremely careful when handling the controllers. • Do not place objects on top of the controllers. • Cover the controller connectors with tape or a vinyl bag. Never touch the connector s with your hand. • During rainy weather, do not leave a controller in a place where it is exposed to rain. • Do not place a controller on oil, water, or soil, or in any hot place, even for a short time. Place it on a suitable dry stand. • When carrying out arc welding on the body, disconnect all wiring harness connectors that are connected to the controllers. Fit an arc welding ground close to the welding point.
5. When troubleshooting electric circuits 1) Always turn the power OFF before disconnecting or connecting any connectors. 2) Before troubleshooting, ensure that all the related connectors are properly inserted. Disconnect and connect the related connectors several times to check. 3) Always connect any disconnected the connectors before proceeding to the next step. If the power is turned ON while the connectors are still disconnected, unnecessary fault codes will be generated. 4) When troubleshooting circuits (measuring the voltage, resistance, continuity, or current), move the related wiring and connectors several times and check that there is no change in the reading of the tester. If there is any change, there is probably defective in that circuit.
960E-1
27
CEN00002-00
00 Index and foreword
Points to when handling hydraulic equipment With the increase in pressure and precision of hydraulic equipment, the most common cause of failure is dirt (foreign material) in the hydraulic circuit. When adding hydraulic oil, or when disassembling or assembling hydraulic equipment, it is necessary to be particularly careful.
1. Be careful of the operating environment. Avoid adding hydraulic oil, replacing filters, or repairing the machine in rain or high winds, or places where there is a lot of dust. 2. Disassembly and maintenance work in the field If disassembly or maintenance work is carried out on hydraulic equipment in the field, there is danger of dust entering the equipment. It is also difficult to check the performance after repairs, so it is desirable to use unit exchange. Disassembly and maintenance of hydraulic equipment should be carried out in a specially prepared dustproof workshop, and the performance should be checked with special test equipment. 3. Sealing openings After any piping or equipment is removed, the openings should be sealed with caps, tapes, or vinyl bags to prevent any dirt or dust from entering. If the opening is left open or is blocked with a rag, there is danger of dirt entering or of the surrounding area being made dirty by leaking oil so never do this. Do not simply drain oil out onto the ground, but collect it and ask the customer to dispose of it, or take it back with you for disposal. 4. Do not let any dirt or dust get in during refilling operations Be careful not to let any dirt or dust get in when refilling with hydraulic oil. Always keep the oil filler and the area around it clean, and also use clean pumps and oil containers. If an oil cleaning device is used, it is possible to filter out the dirt that has collected during storage, so this is an even more effective method.
5. Change hydraulic oil when the temperature
28
is high 960E-1
00 Index and foreword
CEN00002-00
When hydraulic oil or other oil is warm, it flows easily. In addition, the sludge can also be drained out easily from the circuit together with the oil, so it is best to change the oil when it is still warm. When changing the oil, as much as possible of the old hydraulic oil must be drained from the hydraulic tank. If any old oil is left, the contaminants and sludge in it will mix with the new oil and will shorten the life of the hydraulic oil. 6. Flushing operations After disassemby and assembly, or changing the oil, use flushing oil to remove the contaminants, sludge, and old oil from the hydraulic circuit. Normally, flushing is carried out twice: primary flushing is carried out with flushing oil, and secondary flushing is carried out with the specified hydraulic oil.
7. Cleaning operations After repairing the hydraulic equipment (pump, control valve, etc.) or when running the machine, carry out oil cleaning to remove the sludge or contaminants in the hydraulic oil circuit. The oil cleaning equipment is used to remove the ultra fine particles (about 3 microns) that the filter built in the hydraulic equipment cannot remove, so it is an extremely effective device.
960E-1
29
CEN00002-00
00 Index and foreword
How to read electric wire code In the electric circuit diagram, the material, thickness, and color of each electric wire are indicated by symbols. The electric wire code is helpful in understanding the electric circuit diagram. Example: AEX
0.85
L ---
Indicates blue, heat-resistant, low-voltage wire for automobile, having nominal No. of 0.85 Indicates color of wire by color code. Color codes are shown in Table 3. Indicates size of wire by nominal No. Size (Nominal No.) is shown in Table 2. Indicates type of wire by symbol. Type, symbol, and material of wire are shown in Table 1. (Since AV and AVS are classified by size (nominal No.), they are not indicated.)
AV and AVS are different in only thickness and outside diameter of the cover. AEX is similar to AV in thickness and outside diameter of AEX and different from AV and AVS in material of the cover. Table 3: Type, symbol and material of electric wires Using SymMaterial temperature Example of use Type bol range (°C) Conducto Annealed copper for Low-voltage General wiring r electric appliance wire for AV (Nominal No. 5 and above) automobile Insulator Soft polyvinyl chloride –30 to +60 Conducto Annealed copper for Thin-cover r electric appliance General wiring low-voltage AVS (Nominal No. 3 and below) wire for Insulator Soft polyvinyl chloride automobile HeatConducto Annealed copper for resistant r electric appliance General wiring in extremely low-voltage AEX –50 to +110 cold district, wiring at highHeat-resistant crosslinked wire for temperature place Insulator polyethylene automobile
30
960E-1
00 Index and foreword
Nominal No.
Conductor
AVS CovAV er D AEX
Number of strands/ Diameter of strand Sectional area (mm2) d (approx.) Standard Standard Standard
Nominal No.
Conductor
AVS CovAV er D AEX
Number of strands/ Diameter of strand Sectional area (mm2) d (approx.) Standard Standard Standard
CEN00002-00
Table 4: Dimensions of electric wires (0.5) 0.75f (0.85) 1.25f (1.25) 2f
0.5f
2
3f
3
5
20/0.18 7/0.32 30/0.18 11/0.32 50/0.18 16/0.32 37/0.26 26/0.32 58/0.26 41/0.32 65/0.32
0.51
0.56
0.76
1.0 2.0 – 2.0
0.88
1.27
1.2 2.2 – 2.2
1.29 1.5 2.5 – 2.7
1.96
2.09
3.08
3.30
5.23
1.9 2.9 – 3.0
1.9 2.9 – 3.1
2.3 3.5 – –
2.4 3.6 – 3.8
3.0 – 4.6 4.6
8
15
20
30
40
50
60
85
100
50/0.45
84/0.45
41/0.80
70/0.80
85/0.80
7.95
13.36
20.61
35.19
42.73
54.29
63.84
84.96
109.1
3.7 – 5.5 5.3
4.8 – 7.0 7.0
6.0 – 8.2 8.2
8.0 – 10.8 10.8
8.6 – 11.4 11.4
9.8 – 13.0 13.0
10.4 – 13.6 13.6
12.0 – 16.0 16.0
13.6 – 17.6 17.6
108/0.80 127/0.80 169/0.80 217/0.80
NOTE: "f" of nominal No. denotes "flexible".
960E-1
31
CEN00002-00
00 Index and foreword
Table 5: Color codes of electric wires Color of wire Color Code Black LgW Brown LgY Brown & Black LR Brown & Red LW Brown & White LY Brown & Yellow O Charcoal P Dark green R Green RB Green & Black RG Green & Blue RL Gray RW Green & Red RY Green & White Sb Green & Yellow Y Blue YB Blue & Black YG Light green YL Light green & Black YR Light green & Red YW
Color Code B Br BrB BrR BrW BrY Ch Dg G GB GL Gr GR GW GY L LB Lg LgB LgR
Color of wire Light green & White Light green & Yellow Blue & Red Blue & White Blue & Yellow Orange Pink Red Red & Black Red & Green Red & Blue Red & White Red & Yellow Sky Blue Yellow Yellow & Black Yellow &Green Yellow & Blue Yellow & Red Yellow & White
NOTE: In a color code consisting of two colors, the first color is the color of the background and the second color is the color of the marking. For example, “GW” means that the background is Green and marking is White.
Type of wire Charge Ground Start Light Instrument Signal Type of circuit
Others
32
Table 6: Types of circuits and color codes AVS or AV – – – R WG – – – – B – – – – R RW RB RY RG RL Y YR YB YG YL G GW GR GY GB L LW LR LY LB Br BrW BrR BrY BrB Lg LgR LgY LgB LgW – – – – O – – – – Gr – – – – P – – – – Sb – – – – Dg – – – – Ch
AEX
–
R B R D Y G L
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
– – – –
YW GL
– – – –
Gr Br –
960E-1
00 Index and foreword
Standard torque tables This shop manual provides metric (SI) and U.S. standard units for most specifications. References throughout the shop manual to standard torques or other standard values will be to one of the following tables. For values not shown in these tables, standard conversion factors for most commonly used measurements, refer to "Conversion tables". NOTE: Standard torque values are not to be used when “turn-of-the-nut” tightening procedures are recommended. Effect of special lubricants on fasteners and standard torque values Komatsu 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 frictionreducing lubricants will significantly alter the clamping force during the tightening process. Excessive stress and possible breakage of the fasteners may result.
CEN00002-00
Suggested sources for rust preventive grease: • American Anti-Rust Grease #3-X from Standard Oil Company (also American Oil Co.) • 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.
When the torque tables specify “lubricated threads” for the standard torque values listed, these standard torque values are to be used with simple lithium based chassis grease (multi-purpose EP NLGI) or a rust preventive grease (see the list below) on the threads and seats unless specified otherwise. the threads and tapped holes are free of burrs and other imperfections before installing hardware.
960E-1
33
CEN00002-00
00 Index and foreword
Standard tightening torques for SAE hex head capscrew and nut assemblies The following specifications apply to required tightening torques for all SEA hex head capscrew and nut assemblies. • Capscrew threads and seats shall be lubricated when assembled. Refer to "". • 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 7: Standard tightening torques for SAE hex head capscrew and nut assembly with lubricated threads Thread Size
Torque Grade 5
Torque Grade 8
ft lb
kgm
Nm
ft lb
kgm
Nm
1/4-20
7
0.97
9.5
10
1.38
13.6
1/4-28
8
1.11
10.8
11
1.52
5/16-18
15
2.07
20.3
21
5/16-24
16
2.21
22
3/8-16
25
3.46
3/8-24
30
7/16-14
Thread Size
Torque Grade 5
Torque Grade 8
ft lb
kgm
Nm
ft lb
kgm
Nm
3/4-16
235
32.5
319
335
46.3
454
14.9
7/8-9
350
48.4
475
500
69.2
678
2.90
28
7/8-14
375
51.9
508
530
73.3
719
22
3.04
30
1.0-8
525
72.6
712
750
103.7
1017
34
35
4.84
47
1.0-12
560
77.4
759
790
109.3
1071
4.15
41
40
5.5
54
1.0-14
570
78.8
773
800
110.6
1085
40
5.5
54
58
8.0
79
1 1/8-7
650
89.9
881
1050
145
1424
7/16-20
45
6.2
61
62
8.57
84
1 1/8-12
700
96.8
949
1140
158
1546
1/2-13
65
9
88
90
12.4
122
1 1/4-7
910
125.9
1234
1480
205
2007
1/2-20
70
9.7
95
95
13.1
129
1 1/4-12
975
134.8
1322
1580
219
2142
9/16-12
90
12.4
122
125
17.3
169
1 3/8-6
1200
166
1627
1940
268
2630
9/16-18
95
13.1
129
135
18.7
183
1 3/8-12
1310
181
1776
2120
293
2874
5/8-11
125
17.3
169
175
24.2
237
1 1/2-6
1580
219
2142
2560
354
3471
5/8-18
135
18.7
183
190
26.2
258
1 1/2-12
1700
235
2305
2770
383
3756
3/4-10
220
30.4
298
310
42.8
420
1 ft lb = 0.138 kgm = 1.356 Nm
34
960E-1
00 Index and foreword
CEN00002-00
Standard assembly torques for 12-point, grade 9 capscrews (SAE)
Standard assembly torques for class 10.9 capscrews and class 10 nuts
The following specifications apply to required assembly torques for all 12-point, grade 9 (170,000 psi minimum tensile) capscrews.
The following specifications apply to required assembly torques for all metric class 10.9 finished hexagon head capscrews and class 10 nuts.
• Capscrew threads and seats shall be lubricated when assembled. Refer to "".
• Capscrew threads and seats shall not be lubricated when assembled. These specifications are based on all capscrews, nuts, and hardened washers being phosphate and oil coated.
• 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 8: Standard assembly torques for 12-point, grade 9 capscrews Capscrew size*
Torque ft lb
Torque kgm
Torque Nm
0.250 - 20
12
1.7
16
0.312 - 18
24
3.3
33
0.375 - 16
42
5.8
57
0.438 - 14
70
9.7
95
0.500 - 13
105
14.5
0.562 - 12
150
0.625 - 11
NOTE: If zinc-plated hardware is used, each piece must be lubricated with simple lithium based chassis grease (multi-purpose EP NLGI) or a rust preventive grease to achieve the same clamping forces provided in the table. • 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 9: Standard assembly torques for metric class 10.9 capscrews and class 10 nuts
142
Capscrew size*
Torque ft lb
Torque kgm
Torque Nm
20.7
203
M6 x1
12
9
1.22
205
28.3
278
M8 x 1.25
30
22
3.06
0.750 - 10
360
49.7
488
M10 x 1.5
55
40
5.61
0.875 - 9
575
79.4
780
M12 x 1.75
95
70
9.69
1.000 - 8
860
119
1166
M14 x 2
155
114
15.81
1.000 - 12
915
126
1240
M16 x 2
240
177
24.48
1.125 - 7
1230
170
1670
M20 x 2.25
465
343
47.43
1.125 - 12
1330
184
1800
M24 x 3
800
590
81.6
1.250 - 7
1715
237
2325
M30 x 3.5
1600
1180
163.2
1.250 - 12
1840
254
2495
M36 x 4
2750
2028
280.5
1.375 - 6
2270
313
3080
* Shank diameter (mm) - Threads per millimeter
1.375 - 12
2475
342
3355
1.500 - 6
2980
411
4040
NOTE: This table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
1.500 - 12
3225
445
4375
* Shank diameter (in.) - Threads per inch NOTE: This table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
960E-1
35
CEN00002-00
00 Index and foreword
Standard tightening torques for fittings
Table 11: Torques for O-ring boss fittings Table 10: Torques for JIC 37° swivel nuts (with or without O-ring seals)
Size code
Tube size (O.D.)
Threads UNF-2B
Torque ft lbs
Torque Nm
Size code
Tube size (O.D.)
Threads UNF-2B
Torque ft lbs
Torque Nm
–2
0.125
0.312–24
4±2
6±3
–3
0.188
0.375–24
5±2
7±3
–2
0.125
0.312–24
4±1
5±1
–4
0.250
0.438–20
8±3
11 ± 4
–3
0.188
0.375–24
8±3
11 ± 4
–5
0.312
0.500–20
10 ± 3
13 ± 4
–4
0.250
0.438–20
12 ± 3
16 ± 4
–6
0.375
0.562–18
13 ± 3
18 ± 4
–5
0.312
0.500–20
15 ± 3
20 ± 4
–8
0.500
0.750–16
24 ± 5
33 ± 7
–6
0.375
0.562–18
18 ± 5
24 ± 7
– 10
0.625
0.875–14
32 ± 5
43 ± 7
–8
0.500
0.750–16
30 ± 5
41 ± 7
– 12
0.750
1.062–12
48 ± 5
65 ± 7
– 10
0.625
0.875–14
40 ± 5
54 ± 7
– 14
0.875
1.188–12
54 ± 5
73 ± 7
– 12
0.750
1.062–12
55 ± 5
74 ± 7
– 16
1.000
1.312–12
72 ± 5
98 ± 7
– 14
0.875
1.188–12
65 ± 5
88 ± 7
– 20
1.250
1.625–12
80 ± 5
108 ± 7
– 16
1.000
1.312–12
80 ± 5
108 ± 7
– 24
1.500
1.875–12
80 ± 5
108 ± 7
– 20
1.250
1.625–12
100 ± 10
136 ± 14
– 32
2.000
2.500–12
96 ± 10
130 ± 14
– 24
1.500
1.875–12
120 ± 10
162 ± 14
– 32
2.000
2.500–12
230 ± 20
311 ± 27
36
960E-1
00 Index and foreword
CEN00002-00
Table 12: Torques for O-ring face seal fittings Size code
Tube size (O.D.)
Threads UNF-2B
Torque ft lbs
Torque Nm
–4
0.250
0.438–20
11 ± 1
15 ± 1
–6
0.375
0.562–18
18 ± 2
24 ± 3
–8
0.500
0.750–16
35 ± 4
47 ± 5
– 10
0.625
0.875–14
51 ± 5
70 ± 8
– 12
0.750
1.062–12
71 ± 7
96 ± 9
– 16
1.000
1.312–12
98 ± 6
133 ± 8
– 20
1.250
1.625–12
132 ± 7
179 ± 9
– 24
1.500
1.875–12
165 ± 15
224 ± 20
Table 13: Torques for pipe thread fittings
960E-1
Size code
Pipe thread size
Torque with sealant ft lb
Torque with sealant Nm
Torque without sealant ft lbs
Torque without sealant Nm
–2
0.125–27
15 ± 3
20 ± 4
20 ± 5
27 ± 7
–4
0.250–18
20 ± 5
27 ± 7
25 ± 5
34 ± 7
–6
0.375–18
25 ± 5
34 ± 7
35 ± 5
47 ± 7
–8
0.500–14
35 ± 5
47 ± 7
45 ± 5
61 ± 7
– 12
0.750–14
45 ± 5
61 ± 7
55 ± 5
74 ± 7
– 16
1.000-11.50
55 ± 5
74 ± 7
65 ± 5
88 ± 7
– 20
1.250–11.50
70 ± 5
95 ± 7
80 ± 5
108 ± 7
– 24
1.500–11.50
80 ± 5
108 ± 7
95 ± 10
129 ± 14
– 32
2.000–11.50
95 ± 10
129 ± 14
120 ± 10
162 ± 14
37
CEN00002-00
00 Index and foreword
Conversion tables Common conversion multipliers Table 14: English to metric
Table 15: Metric to English
From
To
Multiply by
From
To
Multiply by
inch (in.)
millimeter (mm)
25.40
millimeter (mm)
inch (in.)
0.0394
inch (in.)
centimeter (cm)
2.54
centimeter (cm)
inch (in.)
0.3937
foot (ft)
meter (m)
0.3048
meter (m)
foot (ft)
3.2808
yard (yd)
meter (m)
0.914
meter (m)
yard (yd)
1.0936
mile (mi)
kilometer (km)
1.61
kilometer (km)
mile (mi)
0.6210
square inch (in.2)
square centimeter (cm2)
6.45
square centimeter (cm2)
square inch (in.2)
0.1550
square foot (ft2)
square centimeter (cm2)
929
square centimeter (cm2)
square foot (ft2)
0.001
cubic inch (in.3)
cubic centimeter (cm3)
16.39
cubic centimeter (cm3)
cubic inch (in.3)
0.061
cubic inch (in.3)
liter (l)
0.016
liter (l)
cubic inch (in.3)
61.02
cubic foot (ft3)
cubic meter (m3)
0.028
cubic meter (m3)
cubic foot (ft3)
35.314
cubic foot (ft )
liter (l)
28.317
liter (l)
cubic foot (ft3)
0.0353
ounce (oz )
gram (g)
28.350
gram (g)
ounce (oz )
0.0353
fluid ounce (fl oz)
milliliter (ml)
29.573
milliliter (ml)
fluid ounce (fl oz)
0.0338
pound (lb) - mass
kilogram (kg)
0.454
kilogram (kg)
pound (lb) - mass
2.2046
pound (lb) - force
Newton (N)
4.448
Newton (N)
pound (lb) - force
0.2248
inch pound (in lb)
Newton meter (Nm)
0.113
Newton meter (Nm)
inch pound (in lb)
8.85
foot pound (ft lb)
Newton meter (Nm)
1.356
Newton meter (Nm)
foot pound (ft lb)
0.7376
foot pound (ft lb)
kilogram meter (kgm)
0.138
kilogram meter (kgm)
foot pound (ft lb)
7.2329
pounds/square inch (psi)
kilopascal (kPa)
6.895
kilopascal (kPa)
pounds/square inch (psi)
0.1450
pounds/square inch (psi)
megapascal (MPa)
0.007
megapascal (MPa)
pounds/square inch (psi)
145.038
pounds/square inch (psi)
kilograms/square centimeter (kg/cm2)
0.0704
kilograms/square centimeter (kg/cm2)
pounds/square inch (psi)
14.2231
short ton
kilogram (kg)
907.2
kilogram (kg)
short ton
0.0011
short ton
metric ton
0.0907
metric ton
short ton
1.1023
quart (qt)
liter (l)
0.946
liter (l)
quart (qt)
1.0567
U.S gallon (gal)
liter (l)
3.785
liter (l)
U.S gallon (gal)
0.2642
horsepower (HP)
kilowatt (kw)
0.745
kilowatt (kw)
horsepower (HP)
1.3410
3
38
960E-1
00 Index and foreword
CEN00002-00
Table 16: Metric to metric From
To
Multiply by
Newton meter (Nm)
kilogram meter (kgm)
0.102
kilogram meter (kgm)
Newton meter (Nm)
9.807
kilograms/square centimeter (kg/cm2)
kilopascal (kPa)
98.068
kilopascal (kPa)
kilograms/square centimeter (kg/cm2)
0.01
960E-1
39
CEN00002-00
00 Index and foreword
Temperature conversion table When converting from Fahrenheit (°F) to Centigrade (°C), consider the center (boldface) column to be a table of Fahrenheit temperatures and read the corresponding Centigrade temperature in the column at the left. When converting from Centigrade (°C) to Fahrenheit (°F), consider the center (boldface) column to be a table of Centigrade values, and read the corresponding Fahrenheit temperature on the right.
°C
40
°F
°C
°F
°C
°F
°C
°F
–40.4 –37.2 –34.4 –31.7 –28.9
–40 –35 –30 –25 –20
–40.0 –31.0 –22.0 –13.0 –4.0
–11.7 –11.1 –10.6 –10.0 –9.4
11 12 13 14 15
51.8 53.6 55.4 57.2 59.0
7.8 8.3 8.9 9.4 10.0
46 47 48 49 50
114.8 116.6 118.4 120.2 122.0
27.2 27.8 28.3 28.9 29.4
81 82 83 84 85
177.8 179.6 181.4 183.2 185.0
–28.3 –27.8 –27.2 –26.7 –26.1
–19 –18 –17 –16 –15
–2.2 –0.4 1.4 3.2 5.0
–8.9 –8.3 –7.8 –7.2 –6.7
16 17 18 19 20
60.8 62.6 64.4 66.2 68.0
10.6 11.1 11.7 12.2 12.8
51 52 53 54 55
123.8 125.6 127.4 129.2 131.0
30.0 30.6 31.1 31.7 32.2
86 87 88 89 90
186.8 188.6 190.4 192.2 194.0
–25.6 –25.0 –24.4 –23.9 –23.3
–14 –13 –12 –11 –10
6.8 8.6 10.4 12.2 14.0
–6.1 –5.6 –5.0 –4.4 –3.9
21 22 23 24 25
69.8 71.6 73.4 75.2 77.0
13.3 13.9 14.4 15.0 15.6
56 57 58 59 60
132.8 134.6 136.4 138.2 140.0
32.8 33.3 33.9 34.4 35.0
91 92 93 94 95
195.8 197.6 199.4 201.2 203.0
–22.8 –22.2 –21.7 –21.1 –20.6
–9 –8 –7 –6 –5
15.8 17.6 19.4 21.2 23.0
–3.3 –2.8 –2.2 –1.7 –1.1
26 27 28 29 30
78.8 80.6 82.4 84.2 86.0
16.1 16.7 17.2 17.8 18.3
61 62 63 64 65
141.8 143.6 145.4 147.2 149.0
35.6 36.1 36.7 37.2 37.8
96 97 98 99 100
204.8 206.6 208.4 210.2 212.0
–20.0 –19.4 –18.9 –18.3 –17.8
–4 –3 –2 –1 0
24.8 26.6 28.4 30.2 32.0
–0.6 0 0.6 1.1 1.7
31 32 33 34 35
87.8 89.6 91.4 93.2 95.0
18.9 19.4 20.0 20.6 21.1
66 67 68 69 70
150.8 152.6 154.4 156.2 158.0
40.6 43.3 46.1 48.9 51.7
105 110 115 120 125
221.0 230.0 239.0 248.0 257.0
–17.2 –16.7 –16.1 –15.6 –15.0
1 2 3 4 5
33.8 35.6 37.4 39.2 41.0
2.2 2.8 3.3 3.9 4.4
36 37 38 39 40
96.8 98.6 100.4 102.2 104.0
21.7 22.2 22.8 23.3 23.9
71 72 73 74 75
159.8 161.6 163.4 165.2 167.0
54.4 57.2 60.0 62.7 65.6
130 135 140 145 150
266.0 275.0 284.0 293.0 302.0
–14.4 –13.9 –13.3 –12.8 –12.2
6 7 8 9 10
42.8 44.6 46.4 48.2 50.0
5.0 5.6 6.1 6.7 7.2
41 42 43 44 45
105.8 107.6 109.4 111.2 113.0
24.4 25.0 25.6 26.1 26.7
76 77 78 79 80
168.8 170.6 172.4 174.2 176.0
68.3 71.1 73.9 76.7 79.4
155 160 165 170 175
311.0 320.0 329.0 338.0 347.0 960E-1
00 Index and foreword
CEN00002-00
NOTES
960E-1
41
CEN00002-00
00 Index and foreword
960E-1 Dump truck Form No. CEN00002-00
42
960E-1
CEN00003-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
00 Index and foreword Operating instructions Preparing for operation ......................................................................................................................................... 3 Engine start-up...................................................................................................................................................... 6 After engine start-up.............................................................................................................................................. 7 Emergency steering system.................................................................................................................................. 8 Precautions during truck operation ....................................................................................................................... 9 Operating on a haul road .................................................................................................................................... 10 Starting on a grade with a loaded truck............................................................................................................... 10 Sudden loss of engine power...............................................................................................................................11 Fuel depletion ......................................................................................................................................................11 Towing................................................................................................................................................................. 12 Loading the dump body ...................................................................................................................................... 12 Dumping a load................................................................................................................................................... 13 Disabled truck dumping procedure ..................................................................................................................... 15 Safe parking procedure....................................................................................................................................... 16 Normal engine shutdown procedure ................................................................................................................... 16
960E-1
1
CEN00003-00
00 Index and foreword
NOTES
2
960E-1
00 Index and foreword
CEN00003-00
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 should be made before attempting to start the engine. 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, and use and care of the safety equipment on the truck. Only qualified operators or technicians should attempt to 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 should 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.
High voltage may be present on this truck! DO NOT open any electrical cabinet doors on this truck while the engine is running. Never climb on any power cables or use power cables for handholds or footholds unless the engine has been shut down and the system has been verified to be at “rest”. 1. Start at left front of truck. Visually inspect all lights and safety equipment for damage. Make sure that the lenses are clean and unbroken. 2. Empty the dust collectors on the left side air cleaner assemblies. A ladder may be necessary to reach the air cleaners. Make sure that the battery box covers are in place and secure. 3. Move in front of the left front tire. Inspect the hub and brake assemblies for leaks and any abnormal conditions. 4. Make sure that all suspension mounting hardware is secure. Inspect the mounting key area for evidence of wear. Make sure that the suspension extension (exposed piston rod) is correct and that there are no leaks.
Walk-around inspection
5. With the engine stopped, check the engine oil level. Use the service light, if necessary.
At the beginning of each shift, a careful walk-around inspection should be performed before attempting to start the engine. 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.
6. Inspect the air conditioner belts for correct tension, obvious wear, and tracking. Make sure that the fan guard is secure and in good condition. When leaving this point, turn off the service light if used.
Start at the left front corner of the truck (see the illustration on the next page) and move in a counterclockwise direction. Move front-to-rear, across the rear, and continue 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. Local work practices may prevent an operator from performing all tasks suggested here. To the extent permitted, the operator should follow this routine.
960E-1
7. Make sure that the anchor end of the steering cylinder is secure and properly greased. 8. Move outside of the front wheel. Make sure that all of the mounting nuts/studs are in place and tight. Check the tires for cuts, damage, or bubbles. Check for evidence of incorrect tire inflation. 9. Move in behind the front wheel. Make sure that the steering cylinder is properly greased and the mounting hardware is tight. Check the suspension mounting hardware and suspension extension. Make sure that the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check the entire area for leaks.
3
CEN00003-00
00 Index and foreword
START HERE
4
960E-1
00 Index and foreword
CEN00003-00
10. Inspect the sight glass on the hydraulic tank. With the engine stopped and the body down, the hydraulic oil level must be visible in the center of the upper sight glass.
20. Make sure that all wheel nuts/studs are in place and tight. Inspect the wheel for any oil that would indicate brake leakage or wheel motor leakage.
11. that all hydraulic tank shutoff valves are locked in their fully open positions. The valve handle should be inline with the hose.
21. Move in front of right dual tires. Inspect the hoist cylinder in the same manner as the left side. Make sure the body-up limit switch is secure and in good condition. Remove any mud or dirt accumulation from the switch.
12. Move around the hydraulic tank and in front of the rear dual tires. Inspect the hoist cylinder for any damage and leaks. Make sure that both upper and lower hoist cylinder pins are secure and properly greased. 13. Look under the lower edge of the chassis to make sure that the flexible duct that carries the air from the main blower to the final drive housing is in good condition. Also, look up at the main hydraulic pumps to see if there is any leakage or any other unusual condition with the pumps or pump drive shafts. 14. Move around the left side dual tires. Make sure that all wheel nuts/studs are in place and tight. Inspect the wheel for any oil that would indicate brake leakage or wheel motor leakage. 15. Check the dual tires for cuts, damage, and bubbles. that tire inflation is correct. If the truck has been run on a “flat”, the tire must be cooled before moving the truck inside. Check for any rocks that might be lodged between the dual tires. 16. Inspect the left rear suspension for damage, correct rod exposure, and leaks. Ensure that the covers over the chrome piston rod are in good condition. 17. Open the rear hatch cover. Inspect for leaks around the parking brakes. Make sure the cooling air exhaust ductwork is intact and there are no obstructions. 18. While standing at the rear hatch, look up to check that the rear lights and back-up horns are in good condition. Look up at the anti-sway bar to check that it is properly greased. Also check both body hinge pins for proper greasing and any abnormal condition. Check the hoist limit switch and clear any mud or debris from the s. Perform the same inspections on the right rear suspension. 19. Move around the right side dual tires. Inspect between the tires for rocks. Inspect the tires for cuts, damage and proper inflation. 960E-1
22. Move around the fuel tank. Make sure that the fuel gauge agrees with the fuel gauge in the cab. Inspect the mounting hardware for the fuel tank at the upper saddles and at the lower back side of the tank. Check the hoist filters for leaks. 23. Move in behind the right front wheel. Make sure that the steering cylinder is properly greased and the mounting hardware is secure. Check the suspension mounting hardware and suspension extension. Make sure that the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check the entire area for leaks. 24. Move out and around the right front wheel. Make sure that all wheel nuts/studs are in place and tight. 25. Move behind the front of the right front wheel. Check the hub and brakes for leaks and any unusual conditions. Make sure that the steering cylinder is secure and properly greased. Inspect the engine compartment for any leaks and unusual conditions. Inspect the fan guard and belts. Check for any debris behind the radiator. 26. Move around to the right front of the truck. Empty the dust collectors on the right side air cleaner assemblies. A ladder may be necessary to reach the air cleaners. 27. As you move in front of the radiator, remove any debris that is stuck in front of the radiator. Check for any coolant leaks. Inspect the headlights and fog lights. 28. Inspect the automatic lubrication system tank, fittings and hoses for leaks. 29. Before climbing the ladder to the decks, make sure that the ground level engine shutdown switch is ON. Inspect the fire control actuator. Make sure that the safety pin and the plastic tie that prevents accidental actuation are in place and in good condition. Make sure that the battery disconnect switches are activated.
5
CEN00003-00
00 Index and foreword
Engine start-up
Always mount and dismount ladders facing the truck. Never attempt to mount or dismount while the truck is in motion. 30. Always use handrails and ladders when mounting or dismounting the truck. Clean any foreign material such as ice, snow, oil or mud from the ladders and handrails.
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 with hot coolant.
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. Start the engine from the operator seat only.
If the truck is in an enclosure, make sure that there is adequate ventilation before start-up. Exhaust fumes are dangerous!
31. Use the coolant level sight gauge to check the coolant level in the radiator. If it is necessary to remove the radiator cap, make sure that the engine is off, then relieve the coolant pressure by slowly removing the radiator cap.
If the truck is equipped with an auxiliary cold weather heater system, do not attempt to start the engine while the heaters are in operation. Damage to the coolant heaters will result.
32. Inspect the retarding grid covers. Make sure that the latches are in place and secure. Inspect the main air inlet to ensure that it is clear. Make sure that all cabinet door latches are secure.
1. Make sure that all personnel are clear of the truck before starting the engine. Always sound the horn as a warning before moving any controls.
33. Move around to the rear of the cab. Open the doors of the hydraulic brake cabinet and check for leaks.
2. Make sure that the directional control lever is in PARK before starting.
34. Clean the cab windows and mirrors. Clean out the cab floor, if necessary. Make sure that the steering wheel, operator controls, and pedals are free of any grease or mud.
3. Place the rest switch in the ON position to put drive system in rest mode. For more information, refer to the Operation and Maintenance Manual.
35. Stow any personal gear in the cab so that it does not interfere with any operation of the truck. Dirt or trash buildup, specifically in the operator's cab, should be cleared. Do not carry tools or supplies in the cab or on the deck. 36. Adjust the operator seat and the steering wheel for the most comfort during truck operation. 37. Before operating the truck, read the Operation and Maintenance Manual to understand the locations and functions of all operator controls.
6
960E-1
00 Index and foreword
CEN00003-00
After engine start-up
Do not crank an electric starter for more than 30 seconds. Allow two minutes for cooling before attempting to start the engine again. Severe damage to the starter motors can result from overheating. 4. The key switch is a three-position switch (OFF, RUN, START). a. Turn the key switch one position clockwise to the RUN position. All electrical circuits except the start circuit are activated. b. Turn the key switch fully clockwise to the START position and hold this position until the engine starts. The START position is spring-loaded and will return the switch to the RUN position when the key is released. NOTE: This truck is equipped with an engine prelube system. With this feature, a noticeable time delay may occur before engine cranking begins as the engine lube oil ages are being filled and pressurized. 5. After the engine has started, place the rest switch in the OFF position to deactivate the rest mode.
Do not leave the truck unattended while the engine is running. Move the directional control lever to PARK and turn off the engine before leaving the truck. Become thoroughly familiar with the steering, braking and emergency controls. 1. After the engine has been started and the low pressure warning systems are normal, test the steering by turning the steering wheel fully to the left and right. If the steering system is not operating properly, turn the engine immediately. Determine the steering system problem and have it repaired before resuming operation. 2. Operate each of the truck's brake circuits at least twice before operating and moving the truck. These circuits include the service brake, parking brake, and brake lock. With the engine running and the hydraulic circuit fully charged, activate each circuit individually from the operator's cab. If any application or release of any brake circuit appears sluggish or improper, or if warning alarms are activated, turn off the engine and notify maintenance personnel immediately. Do not operate the truck until the faulty brake circuit is fully operational. 3. Check the gauges, warning lights, and instruments before moving the truck to ensure proper system operation and proper instrument functioning. Pay special attention to the braking and steering hydraulic circuit warning lights. If warning lights come on, turn off the engine immediately and determine the cause. 4. Make sure that the headlights, worklights, and taillights are in proper working order. Check the operation of windshield wiper. Good visibility may help prevent an accident.
960E-1
7
CEN00003-00
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 that the steering accumulator precharge pressure is adequate at the beginning of each shift before operating the truck. 1. Park the empty truck on flat, level ground. Lower the dump body onto the frame and stop the engine. Make sure that the key switch is in the OFF position.
00 Index and foreword
b. Steering accumulator precharge: 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. 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. Stop the engine and turn the key switch to the OFF position. Immediately notify maintenance personnel. Do not operate the truck until the problem is corrected. 7. If the steering accumulators are adequately charged, stop the engine by using the engine shutdown switch. Leave the key switch in the ON position. This allows the steering accumulators to retain their hydraulic charge. The low steering pressure warning light and the low accumulator precharge warning light should not illuminate.
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.
8. Turn the steering wheel from stop to stop. The front wheels should turn fully to the left and to the right. Also, the low steering pressure warning light should illuminate and the warning buzzer should sound. 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.
4. Turn the key switch to the ON position, but do not start the engine.
If the truck es this test, the emergency steering system is functioning properly.
2. Wait at least 90 seconds to 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.
a. Steering system pressure: 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.
8
960E-1
00 Index and foreword
Precautions during truck operation After the engine is started and all systems are functioning properly, the operator must follow all local safety rules to ensure safe machine operation.
CEN00003-00
• Observe all regulations pertaining to the job site's traffic pattern. Be alert to any unusual traffic pattern. Obey the spotter's signals. • Match the truck speed to haul road conditions. Slow down the truck in congested areas. Keep a firm grip on the steering wheel at all times. • Do not allow the engine to run at idle for extended periods of time.
If any of the red warning lights come on or if any gauge reads in the red area during truck operation, a malfunction is indicated. Stop the truck as soon as possible and turn off the engine. Have the problem corrected before resuming truck operation.
• When the truck body is in the dump position, do not allow anyone beneath it unless the body-up retaining pin or cable is in place.
Do not use the brake lock for parking. With the engine stopped, hydraulic pressure will bleed down, allowing the brakes to release. 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 the wheel motors. If the truck does not begin to move within 10 seconds after depressing the throttle pedal with the directional control lever in a F or R position, release the throttle pedal and allow the wheels to regain traction before accelerating again. • Operate the truck only while properly seated with seat belt fastened. Keep hands and feet inside the cab while the truck is in operation.
• Check the brake lock performance periodically for safe loading and dump operation. • Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Avoid traveling close to soft edges or the edge of a fill area. • Do not drive over unprotected power cables. • Check the tires for proper inflation periodically during your shift. If the truck has been run on a “flat” or under-inflated tire, it must not be parked in a building until the tire cools.
• Do not allow unauthorized personnel to ride in or on the truck. Do not allow anyone to ride on the ladder of the truck. • Always look to the rear before backing the truck. Watch for and obey the ground spotter's hand signals before making any reverse movements. The spotter should have a clear view of the entire area at the rear of the truck. • When backing up the truck, give a back-up signal of three blasts on the horn. When starting forward, give two blasts on the horn. These signals must be given each time the truck is moved forward or backward. • Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck. • Check the gauges and instruments frequently during operation for proper readings.
960E-1
9
CEN00003-00
Operating on a haul road
00 Index and foreword
Starting on a grade with a loaded truck
• Always stay alert! If you are unfamiliar with the haul road, drive with extreme caution. The cab doors should remain closed at all times if the truck is in motion or unattended.
Initial propulsion with a loaded truck should begin from a level surface whenever possible. If the truck must be started on a hill or grade, use the following procedure:
• Obey all road signs. Keep the truck under control at all times. Govern the truck speed according to the road conditions, weather, and visibility. Report poor haul road conditions immediately. Muddy or icy roads, pot holes, or other obstructions can present hazards.
1. Fully depress the service brake pedal. Do not use the 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 or REVERSE) and increase the engine rpm with the throttle pedal.
• Initial propulsion with a loaded truck should begin from a level surface whenever possible. If starting on a hill or grade cannot be avoided, refer to "Starting on a grade with a loaded truck".
2. As the engine rpm approaches the maximum, and the operator senses the propulsion effort working against the brakes, release the brakes and let truck movement start. Completely release the service brake pedal. As the truck speed increases above 5 - 8 kph (3 - 5 mph), the propulsion system controller (PSC) will drop the propulsion if the retarder is still applied.
• Use extreme caution when approaching a haul road intersection. Maintain a safe distance from oncoming vehicles. • Maintain a safe distance when following another vehicle. Never follow another vehicle in the same lane closer than 15 m (50 ft), or 30 m (100 ft) on a downgrade.
NOTE: Releasing and re-applying dynamic retarding during a hill start operation will result in loss of propulsion.
• Do not another truck on a hill or blind curve. Only use areas designated for ing. Before ing, make sure that the road ahead is clear. If a disabled truck is blocking your lane, slow down and with extreme caution. • Do not stop or park on a haul road unless it is unavoidable. If you must stop, move the truck to a safe place, move the directional control lever to PARK and turn off the engine before leaving the cab. Chock the wheels securely and notify maintenance personnel for assistance. • Before driving uphill or downhill, maintain a speed that will ensure safe driving and provide effective retarding under all conditions. Refer to the grade/ speed chart in the operator cab to determine the maximum safe truck speeds for descending various grades with a loaded truck. • 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 up the truck if the backup horn or lights are inoperative. Always dim the headlights when meeting oncoming vehicles. • If the emergency steering light and/or low brake pressure warning light illuminate during operation, steer the truck immediately to a safe area away from other traffic, if possible, and stop the truck.
10
960E-1
00 Index and foreword
CEN00003-00
Sudden loss of engine power
Fuel depletion
If the engine suddenly stops, there is enough hydraulic pressure stored in the brake accumulators 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.
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.
If the brake supply pressure drops to a predetermined level, the low brake oil pressure warning light will illuminate and sonalarm 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. Move the directional control lever to PARK as soon as the truck has stopped moving.
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.
3. Turn the key switch to the OFF position and notify maintenance personnel immediately. 4. 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.
960E-1
11
CEN00003-00
Towing
00 Index and foreword
Loading the dump body 1. Pull into the loading area with caution. Remain at a safe distance while the truck ahead is being loaded.
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. Do not tow the truck faster than 8 kph (5 mph). NOTE: Information about special towing attachments is available from your Komatsu service representative. A disabled machine may be towed after the following precautions have been taken. 1. Turn off the engine.
2. When approaching or leaving a loading area, watch out for other vehicles and personnel working in the area. 3. When pulling in under a loader or shovel, follow the spotter or shovel operator’s signals. The truck operator may speed up loading operations by observing the location and loading cycle of the truck being loaded ahead, then follow a similar pattern. 4. During loading, the operator must stay in the cab with the engine running. Place the directional control lever in NEUTRAL and apply the brake lock. 5. When loaded, pull away from shovel as quickly as possible but with extreme caution.
2. If equipped, install hydraulic connections for steering and dumping between towing and towed vehicles. Check the towed vehicle braking system. 3. If the truck is loaded, dump the entire load. Never pull or tow a loaded truck. Refer to "Disabled truck dumping procedure". 4. Make sure that the tow bar has adequate strength (approximately 1.5 times the gross vehicle weight of truck being towed). 5. Make sure that the towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 6. Chock the disabled truck’s wheels to prevent movement while attaching the tow bar. 7. Release the disabled truck’s brakes and remove the blocking.
Sudden movement may cause tow bar failure, resulting in possible uncontrolled truck rolling and serious personal injury. Smooth, gradual truck movement will help prevent tow bar failure. 8. Minimize the tow angle at all times. Never exceed 30 degrees. The towed truck must be steered in the direction of the tow bar.
12
960E-1
00 Index and foreword
CEN00003-00
Dumping a load Raising the dump body 1. Pull into the dump area with extreme caution. Make sure the area is clear of persons and obstructions, including overhead utility lines. Obey signals directed by the spotter, if present. 2. Avoid unstable areas. Stay a safe distance from the edge of the dump area.
To prevent tipping or rolling, position the truck on a solid, level surface before dumping. As the body raises, the truck center of gravity will move. 3. Carefully maneuver the truck into the dump position. When backing the truck into the dump position, use only the foot-operated brake pedal to stop and hold the truck. Do not rely on the wheel 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 the dump position, apply the brake lock and move the directional control lever to NEUTRAL.
Dumping 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, possibly causing injury to the operator and/or damage to the hoist cylinders, frame, and/or body hinge pins.
960E-1
5. Pull the lever to the rear to actuate the hoist circuit. Releasing the lever anywhere during “hoist up” will hold the body at that position. 6. Raise the engine rpm to accelerate the hoist speed. If dumping very large rocks or sticky material, slowly accelerate the engine to raise 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 cleared the body. 7. Reduce the engine rpm as the last stage of the hoist cylinder begins to extend. Let the engine go to low idle as the last stage reaches halfextension. 8. Release the hoist lever as the last stage of the hoist cylinder reaches full extension. 9. After the material being dumped clears the body, lower the body to the frame.
13
CEN00003-00
Lowering the dump body (on flat ground) 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. Move 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. 2. Stop, move the directional control lever to NEUTRAL, and apply the brake lock. 3. Move the hoist lever forward to the LOWER position. Release the lever to place the hoist control valve in the FLOAT position, which allows the body to return to the frame. If dumped material builds up at the rear of the body and the body cannot be lowered, then perform the following steps: 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.
00 Index and foreword
Lowering the dump body (over a berm or into a crusher) 1. Move the hoist lever forward to the DOWN position. Release the lever to place the hoist control valve in the FLOAT position, which allows the body to return to the frame. If dumped material builds up at the rear of the body and the body cannot be lowered, perform the following steps: a. Move hoist lever back to the HOIST position to fully raise the dump body. Release the hoist lever so it returns to the HOLD position. NOTE: Do not drive forward if the tail of 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. c. Stop, move the directional control lever to NEUTRAL, apply the brake lock and lower the body. NOTE: Failure to hoist the body after making an unsuccessful attempt at lowering the body may result in the dump body suddenly lowering after the truck has pulled ahead of the material that was previously preventing the body from lowering.
c. Stop, move the directional control lever to NEUTRAL, apply the brake lock, and lower the body. NOTE: Failure to hoist the body after making an unsuccessful attempt at lowering the body may result in the dump body suddenly lowering after the truck has pulled ahead of the material that was previously preventing the body from lowering.
Do not move the truck with the dump body raised except in an emergency. 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 leave the dump area carefully.
Do not move the truck with the dump body raised except in an emergency. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins. 4. With the body returned to frame, move the directional control lever to FORWARD, release the brake lock, and leave the dump area carefully.
14
960E-1
00 Index and foreword
Disabled truck dumping procedure Sometimes it is necessary to dump a load from the body of a truck if the hoist system is inoperable. The following instructions describe the use of a “good” truck to provide the hydraulic power required to raise the body of the “disabled” truck to dump the load. Figure 00-1 illustrates a typical hookup from the good truck. The disabled truck may be the same truck model or a different Komatsu truck model.
CEN00003-00
Raising the body 1. 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). 2. On the good truck, start the engine, place the hoist control in the LOWER position and increase the engine rpm to high idle to dump the disabled truck. 3. If the body of the disabled truck fails to raise, increase the power down relief pressure of the good truck as follows and repeat Step 2: a. Turn off engine and allow the hydraulic system to depressurize. b. Remove the cap from the hoist pilot valve relief valve located in the hydraulic brake cabinet. While counting the number of turns, slowly turn the relief valve adjustment screw clockwise until it bottoms. Lowering the body
FIGURE 00-1. PUMP MODULE, HOSE HOOKUP 1. Hoist Valve 2. Tubes to LH Hoist Cylinder 3. Power Down Quick Disconnect 4. Power Up Quick Disconnect 5. Overcenter Manifold Hookup 1. Make sure that there is an adequate, clear area to dump the loaded body. Park the good truck as close as possible to the disabled truck. 2. Turn off the engine and allow the hydraulic system to depressurize before connecting the hoses. 3. Attach a hose from power up quick disconnect (4, Figure 00-1) to the power down circuit of the disabled truck. NOTE: The hose for the power up circuit must be rated for at least 17 000 kPa (2,500 psi). The power down circuit will use a smaller diameter hose.
1. Place the hoist lever of the good truck in FLOAT to lower the body. If necessary, momentarily place the hoist control in RAISE until the body is able to descend in FLOAT. Do not accelerate the engine. 2. After the body is lowered, turn off the engine, allow the hydraulic system to depressurize, and disconnect the hoses. 3. If necessary, reduce the power down relief valve pressure of the good truck to normal by turning the adjustment counterclockwise the same number of turns as required in Step 2 of "Raising the body". 4. Check the power down relief pressure of the good truck. Refer to Testing and adjusting section Steering, brake cooling and hoist hydraulic system. 5. Check the hydraulic tank oil level. Add oil, if necessary.
4. Connect another hose from power down quick disconnect (3) to the power up circuit of the disabled truck. NOTE: If both trucks are the same model, the hoses will be installed at the quick disconnects shown in Figure 00-1 and will be crossed when connected.
960E-1
15
CEN00003-00
Safe parking procedure Continue to use safety precautions when preparing for parking and engine shutdown. If the truck 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 the truck must be parked on a grade, position the truck at a right angle to the grade. 2. The directional control lever must be in PARK and chocks must be placed in front of and behind the wheels so the truck cannot roll. Each truck should be parked at a reasonable distance from one another.
Do not activate the wheel lock feature when the parking brake is activated. Bleed down of hydraulic pressure may occur, causing the truck to roll away. 3. Haul roads are not safe parking areas. In an emergency, pick the safest spot that is 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.
00 Index and foreword
Normal engine shutdown procedure 1. Stop the truck out of the way of other traffic on a level surface. Make sure that there are no overhead power lines or other obstructions in case the dump body must be raised. 2. Reduce the engine speed to idle. 3. Place the directional control lever in PARK. Make sure that the parking brake applied indicator light is illuminated. 4. Place the rest switch in the ON position to put the AC drive system in the rest mode. Make sure that the rest mode indicator light is illuminated. 5. Turn the key switch to the OFF position. A shutdown timing sequence will be activated automatically to allow the engine to cool down before it is turned off. The timing sequence may last up to three minutes. If the engine does not shut down after the timing sequence is done, use the engine shutdown switch on the operator cab center console. Pull this switch up until the engine stops. 6. With the key switch OFF and engine stopped, wait at least 90 seconds for the steering accumulators to depressurize completely. Make sure that the steering circuit is completely depressurized by turning the steering wheel back and forth several times. The front wheels should not turn when the hydraulic pressure is relieved. If the front wheels can still be turned, notify maintenance personnel. 7. Make sure that the link voltage light in the control cabinet is off. Notify maintenance personnel if the light remains illuminated for longer than five minutes after the engine is shut down. 8. Close and lock all windows. Remove the key from the key switch and lock the cab to prevent unauthorized truck operation. Dismount the truck properly. Put wheel chocks in place behind and in front of each tire.
16
960E-1
00 Index and foreword
CEN00003-00
NOTES
960E-1
17
CEN00003-00
00 Index and foreword
960E-1 Dump truck Form No. CEN00003-00
18
960E-1
CEN01001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
01 Specification Specification and technical data Specification drawing ............................................................................................................................................ 3 Specifications ........................................................................................................................................................ 4 Weight table .......................................................................................................................................................... 6 Fuel, coolant and lubricants .................................................................................................................................. 7
960E-1
1
CEN01001-00
01 Specification
NOTES
2
960E-1
01 Specification
CEN01001-00
Specification drawing
960E-1
3
CEN01001-00
01 Specification
Specifications
Dimensions
Performance
248 730 kg (548,357 lbs)
Max. load
327 332 kg (721,643 lbs)
Gross
576 062 kg (1,270,000 lbs) Empty Gross
Dump body capacity Max. travel speed Gradeability Min. turning radius
Engine
117 845 kg (259,804 lbs)
rear
130 885 kg (288,553 lbs)
front
199 580 kg (440,000 lbs)
rear
376 482 kg (830,000 lbs)
Struck
191 m3 (250 yd3)
Heaped (2:1)
239 m3 (313 yd3) 64.5 kph (40 mph) 22.3% @ stall 31.9 m (104 ft 8 in) 45°
Overall length
15.60 m (51 ft 2 in)
Overall width
9.60 m (31 ft 6 in)
Overall height
7.37 m (24 ft 2 in)
Wheel base
6.65 m (21 ft 10 in)
Ground clearance (empty)
1.02 m (3 ft 4 in)
Model
KOMATSU SSDA18V170
Type
4-cycle, water-cooled, direct injection, with turbocharger, aftercooler and intercooler
Piston displacement
18 - 170 mm x 190 mm (6.7 in. x 7.5 in.) 78 L (20.6 gal)
Rated output
2 611 kW (3,500 hp) @ 1,900 rpm
Max. torque
13 771 Nm (10,157 ft lb)
Min. fuel consumption Cranking motor Battery charging alternator Batteries AC Drive System
front
Dumping angle
No. of cylinders - Bore x stroke
4
Value
Empty
Weight distribution
Weight
Specification
Motorized wheels Standard gear ratio
Continuous dynamic retarding
0.323 lb/hp-hr 24V, 7.5 kW X 2 units 24V, 240A 12V, 1450 CCA, 8D type X 4 units AC induction traction motors 32.62:1
4476 kW (6000 hp)
960E-1
01 Specification
CEN01001-00
Suspension
Steering System
Specification
Value
Type
Fully hydraulic
Suspension method
Front axle
Sliding pillar
Rear axle
Hydro-pneumatic
Tread (standard tire)
600 kPa (87 psi) Front wheel
105 mm (4.1 in.)
Rear wheel
105 mm (4.1 in.)
Service brakes (front and rear)
Multiple wet disc
Parking brake
Multiple dry disc
Steering/brake pump
Hoist/brake cooling pump
Type
Pressure compensated piston type
Delivery @ 1900 rpm
246 liters/min (65 gpm)
Type
Tandem gear type
Delivery @ 1900 rpm
931 liters/min (246 gpm)
Type
3-stage, piston type 1st stage - 355.6 mm x 929.9 mm (14.00 in x 36.61 in)
Hoist cylinder Cylinders
Hydraulic systems
56/80 R63
Min. tire pressure
Hydraulic pumps
Brake System
Tires
Size
Bore x stroke
3rd stage - 241.3 mm x 945.9 mm (9.50 in x 27.24 in) Type
Piston type, double acting with accumulator assist
Bore x stroke
180 mm x 642.1 mm (7.09 in x 25.28 in)
Steering cylinder
960E-1
2nd stage - 298.5 mm x 945.9 mm (11.75 in x 27.24 in)
5
CEN01001-00
01 Specification
Weight table NOTE: This weight table is a guide for use when transporting or handling a component. Component Weight Power module Engine assembly Radiator and shroud assembly
13 355 kg (29,443 lbs) 10 300 kg (22,701 lbs) 2 100 kg (4,630 lbs)
Main traction alternator
4 710 kg (10,384 lbs)
Fuel tank assembly
2 056 kg (4,533 lbs)
Hydraulic tank assembly
590 kg (1,300 lbs)
Front suspension cylinder assembly
3 255 kg (7,176 lbs)
Rear suspension cylinder assembly
913 kg (2,013 lbs)
Hoist cylinder and bushing assembly
998 kg (2,200 lbs)
Steering cylinder assembly
193 kg (426 lbs)
Tie rod
365 kg (805 lbs)
Bleed down manifold Pump/hoist valve module
170 kg (375 lbs) 750 kg (1,653 lbs)
Hoist pump
136 kg (300 lbs)
Steering/brake pump
90 kg (198 lbs)
Hoist valve
189 kg (417 lbs)
Overcenter valve manifold
114 kg (250 lbs)
Mounting structure
140 kg (309 lbs)
Spindle, hub and brake assembly Front spindle and hub Steering arm Front brake assembly Rear axle
5 180 kg (11,420 lbs) 3 370 kg (7,430 lbs) 346 kg (763 lbs) 1 460 kg (3,219 lbs) 27 457 kg (60,532 lbs)
Axle housing
7 312 kg (16,120 lbs)
Electric wheel motor
5 440 kg (11,993 lbs)
Electric wheel transmission
12 885 (28,407lbs)
Rear brake assembly
1 820 kg (4,012 lbs)
Parking brake
159 kg (350 lbs)
Final frame structure
29 177 kg (64,324 lbs)
Dump body
42 851 kg (94,470 lbs)
Cab assembly Hydraulic brake cabinet Main electrical control cabinet Auxiliary control cabinet
2 268 kg (5,000 lbs) 215 kg (475 lbs) 3 176 kg (7,000 lbs) 306 kg (675 lbs)
Retarding grid
2 494 kg (5,500 lbs)
Right deck
1 024 kg (2,258 lbs)
Left deck Center deck
6
707 kg (1,559 lbs) 286 kg (631 lbs)
960E-1
01 Specification
CEN01001-00
Fuel, coolant and lubricants Reservoir
Fluid type
Recommended fluids
Engine oil pan Engine oil reserve tank
Engine oil
See engine manufacturer’s service manual.
Hydraulic oil
C-4 type (SAE 10W)
Suspension oil with friction modifier
See "Suspension cylinder oil and nitrogen specifications".
Multi-purpose extreme pressure grease
NLGI No. 2
Heavy duty synthetic gear oil
See drive system manufacturer’s service manual.
Coolant
See engine manufacturer’s service manual.
Diesel fuel
See engine manufacturer’s service manual.
Hydraulic tank Suspension cylinders Grease fitting Auto lube tank Wheel motor Cooling system Fuel tank
Mixing rate of water and anti-freeze Percentage of anti-freeze
Protection To:
10%
-5 °C (23 °F)
20%
-9 °C (16 °F)
25%
-11 °C (11 °F)
30%
-16 °C (4 °F)
35%
-19 °C (-3 °F)
40%
-24 °C (-12 °F)
45%
-30 °C (-23 °F)
50%
-36 °C (-34 °F)
55%
-44 °C (-48 °F)
60%
-52 °C (-62 °F)
960E-1
7
CEN01001-00
01 Specification
Suspension cylinder oil and nitrogen specifications HYDRAIR® II oil specifications Ambient Temperature Range
-34.5°C & above (-30°F & above)
Part No.
Approved Sources
VJ3911 (need to add 6% of AK3761)
Mobil 424 Sunfleet TH Universal Tractor Fluid Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid Texaco TDH Oil Conoco Power Tran III Fluid Petro AMOCO ULTIMATE Motor Oil Canada Duratran Fluid 5W-30 Shell Canada Donax TDL
AK4063
Suspension Oil (premixed with 6% Friction Modifier)
AK4064
-48.5°C & above (-55°F & above)
5 Gallon container 55 Gallon container
VJ5925 (need to add 6% of AK3761)
Emery 2811, SG-CD, 5W-30 Mobil Delvac I, 5W-30
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 19 L (5 gal) cans.
Friction modifier
Friction modifier mixing instructions (94% suspension oil, 6% friction modifier)
Part number
Amount of 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
Nitrogen gas used in HYDRAIR® II Suspension Cylinders must meet or exceed CGA specification G-10.1 for Type 1, Grade F Nitrogen Gas
8
Property
Value
Nitrogen
99.9% Minimum
Water
32 PPM Maximum
Dew Point
-55°C (-68°F) Maximum
Oxygen
0.1% Maximum
960E-1
01 Specification
CEN01001-00
NOTES
960E-1
9
CEN01001-00
01 Specification
960E-1 Dump truck Form No. CEN01001-00
10
960E-1
CEN10001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Steering circuit Steering circuit operation ...................................................................................................................................... 3 Steering circuit components.................................................................................................................................. 5 Flow amplifier operation........................................................................................................................................ 8 Steering/brake pump operation........................................................................................................................... 17 Steering cylinder wear data................................................................................................................................. 20
960E-1
1
CEN10001-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
Steering circuit operation Steering/brake pump (8, Figure 10-1) supplies oil to bleed down manifold (5) after ing through high pressure filter (9). This oil supply is then distributed to the various circuits.
CEN10001-00
The bleed down manifold performs many functions, including distribution of the steering circuit oil supply to steering accumulators (3) and flow amplifier (4). Oil is also provided to the brake circuit, the hoist circuit, the automatic lubrication system pump, and the optional radiator shutters, if installed.
FIGURE 10-1. STEERING CIRCUIT COMPONENTS - TYPICAL (Bottom View) 1. Steering Cylinders 2. Manifold 3. Steering Accumulators
960E-1
4. Flow Amplifier 5. Bleed Down Manifold 6. Hydraulic Tank
7. Shutoff Valve 8. Steering/Brake Pump 9. High Pressure Filter
10. Hoist Pump
3
CEN10001-00
10 Structure, functions and maintenance standard
Oil pressure from the bleed down manifold is routed back to the steering/brake pump and sensed by the “ACC” port on the unloader valve located on the bottom of the steering/brake pump case. The unloader valve regulates the system pressure between 22 060 kPa (3,200 psi) and 34 130 kPa (3,500 psi). Steering pressure switch (7, Figure 10-2) on the bleed down manifold activates a warning on the instrument if steering system pressure drops below 15 900 kPa (2,300 psi). Two nitrogen precharged steering accumulators (3, Figure 10-1) are mounted on the left frame rail behind the front tire. They provide an oil supply that is sufficient to allow the operator to steer the truck off the haul road and park in a safe area if a loss of steering circuit oil occurs. Steering accumulator bleed down solenoid (6, Figure 10-2) on the bleed down manifold is electrically activated to bleed the pressurized hydraulic oil from inside the accumulators back to the hydraulic tank whenever the key switch it turned to the OFF position. The bleed down manifold and steering accumulators supply oil to flow amplifier (4, Figure 10-1). The flow amplifier directs oil flow to the appropriate ports on the steering cylinders as determined by inputs from steering control unit (1, Figure 10-3) as the operator steers the truck. Oil entering the steering control unit is blocked until the steering wheel is turned in a desired direction. The steering control unit then directs oil to the flow amplifier, which in turn provides a high volume of oil to steering cylinders (1, Figure 10-1). Hydraulic oil at the opposite ends of the steering cylinders flows back through the flow amplifier and bleed down manifold to hydraulic tank (6). Oil flow to the brake apply circuit flows through a check valve, preventing loss of oil in the brake circuit if a loss of oil occurs in the steering circuit. Refer to Structure, functions and maintenance standard section Brake circuit for more information.
4
FIGURE 10-2. BLEED DOWN MANIFOLD 1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Spare Pressure Port 4. VHMS Pressure Sensor (Port TP2) 5. To Brake System 6. Steering Accumulator Bleed down Solenoid 7. Steering Pressure Switch 8. Supply To Flow Amplifier 9. Return From Flow Amplifier 10. To Front Steering Accumulator 11. To Rear Steering Accumulator 12. Relief Valve, 4100 kPa (600 psi) 13. Relief Valve, 27,500 kPa (4000 psi) 14. Auto Lube Pump Supply Port 15. Hoist Up Limit Solenoid Valve 16. Return From Hoist Pilot Valve 17. Hoist Pilot Valve, Power Down 18. Hoist Pilot Valve, Power Up 19. Return to Tank 20. Pressure to Unloader valve 21. Supply From Pump 22. Test Port (TP3) 23. Pilot Operated Check Valve 24. Quick Disconnect, Supply Port 25. Quick Disconnect, Return Port
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
Steering circuit components
Steering accumulators
Steering control unit
Two bladder type steering accumulators (3, Figure 10-1) are mounted on the left side of the truck. Each accumulator has a capacity of 62 liters (16.5 gallons), and each is precharged to 9 650 kPa (1,400 psi) with pure dry nitrogen.
Steering control unit (1, Figure 10-2) is mounted inside the cab and is directly coupled to the lower end of the steering column. Operation of the steering control unit is both manual and hydraulic in effect. This component incorporates a hydraulic control valve. Steering effort applied to the steering wheel by the operator actuates the valve, which in turn directs hydraulic oil through the flow amplifier valve to the steering cylinders to provide the operator with power steering.
FIGURE 10-3. STEERING CONTROL UNIT 1. Steering Control Unit
“T”: Tank Port “L”: Left Steer Port “P”: Pressure Supply Port “R”: Right Steer Port “LS”: Load Sense Port
High pressure filter High pressure filter (9, Figure 10-1) filters oil for the steering and brake circuits. If the filter element becomes restricted, a warning on the instrument is activated at 241 kPa (35 psi) differential. Oil will start to by the element when the pressure differential exceeds 345 kPa (50 psi).
960E-1
Oil entering the accumulators compresses the nitrogen in the bladder. The nitrogen pressure increases directly with steering circuit pressure. When steering circuit pressure reaches 34 130 kPa (3,500 psi), the unloader valve will unload the pump. The accumulators will contain a quantity of oil, under pressure and held by check valves in the bleed down manifold, that will be available for steering the truck. When system pressure drops to 22 060 kPa (3,200 psi), the pump output will again increase to refill the accumulators and increase the steering system pressure. The accumulators also provide oil for a limited period of time to be used in case the steering/brake pump becomes inoperative. A pressure switch located in the top of each accumulator monitors the precharge pressure when the key switch is turned ON before the engine is started. If the nitrogen pressure drops below 7 600 kPa (1,100 psi), a warning on the instrument is activated. A latching circuit prevents the warning from turning off when the engine is started and steering system pressure compresses the remaining nitrogen in the accumulator.
Do not operate the truck with a precharge pressure of less than 7600 kPa (1100 psi) in the accumulator. Low nitrogen pressure may not provide an adequate supply of steering system oil in some emergency conditions. If the low precharge warning remains active, wait approximately three minutes after the steering accumulators are completely depressurized to check the accumulator precharge pressure and recharge the accumulator, if necessary.
5
CEN10001-00
10 Structure, functions and maintenance standard
Bleed down manifold
Hoist up limit solenoid
Bleed down manifold (5, Figure 10-1) is located on the outside of the left frame rail just behind the accumulators.
Hoist up limit solenoid (24, Figure 10-4) is a 3-way valve that is activated by the hoist limit switch when the hoist cylinders approach the maximum extension limit. When activated, the solenoid will close the power up pilot line to the hoist valve from the hoist pilot valve mounted in the hydraulic cabinet.
The bleed down manifold receives oil from the steering/brake pump through a high pressure filter and directs oil to the steering accumulators, flow amplifier, brake circuit, and the automatic lubrication system pump. The manifold also provides hoist circuit control when the body is raised. Relief valve (13, Figure 10-2) limits the hydraulic supply pressure to the steering and brake circuits to 27 500 kPa (4,000 psi). Relief valve (12) provides maximum pressure protection of 4 100 kPa (600 psi) for the oil returning to the hydraulic tank. NOTE: The relief valves, steering accumulator bleed down solenoid, and hoist up limit solenoid are factory preset and cannot be individually rebuilt. Steering accumulator bleed down solenoid Each time the key switch is turned OFF with the truck stopped, steering accumulator bleed down solenoid (6) is energized. When the solenoid is energized, all hydraulic steering pressure (including the accumulators) is bled back to the hydraulic tank. Brake pressure, however, will not bleed down due to internal check valves in the brake manifold and bleed down manifold. After approximately 90 seconds, the solenoid will deenergize to close the return port to the hydraulic tank. By this time, all the oil in the accumulators should be returned to the hydraulic tank. At startup, the steering circuit and brake circuit will be charged. Steering pressure switch (7, Figure 10-2) will activate a low steering pressure warning until steering pressure reaches 15 900 kPa (2,300 psi).
Pilot operated check valve (30) is opened by power down pilot pressure line (19) to allow oil in the raise port to by hoist up limit solenoid (24) for the initial power down operation while the solenoid is activated by the hoist limit switch. Refer to Structure, functions and maintenance standard section Hoist circuit for more information. Quick disconnect ports Two quick disconnect ports on the bleed down manifold allow service personnel to connect an external hydraulic supply to allow operation of the truck steering and service brakes if the steering/brake pump or engine is not operational. The external supply is connected to port (24, Figure 10-2) and the return is connected to port (25). This feature should only be used for an emergency to allow operation of the truck to return to the shop for service or to move the truck out of haul road traffic. Flow amplifier Flow amplifier (4, Figure 10-1), located on the left frame rail in front of the accumulators, provides the steering circuit with the high volume of oil required for the steering cylinders. The flow amplifier uses the amount of flow from the steering control unit to determine a proportional amount of flow to send from the bleed down manifold to the steering cylinders.
If steering pressure falls below 15 900 kPa (2,300 psi) during operation, the low steering pressure warning light will illuminate until pressure returns to normal.
6
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-4. BLEED DOWN MANIFOLD SCHEMATIC 1. Steering/Brake Pump Inlet 2. VHMS Steering Pressure Test Port (TP2) 3. Steering Accumulator 4. APU Port 5. Pressure (to Steering Pump) 6. Steering Pressure Switch 7. (Not used) 8. Radiator Shutters (If installed) 9. Spare Pressure Port 10. Brake Circuit Supply 11. Steering Accumulator 12. Steering Circuit Supply to Flow Amplifier 13. Quick Disconnect, Supply Port 14. Steering Circuit Return From Flow Amplifier 15. Quick Disconnect, Return Port 16. Spare Return Port
960E-1
17. Auto Lube Pump Supply 18. Hoist Pilot Return 19. Hoist Pilot Power Down 20. Hoist Pilot Power Up 21. Tank Return Port 22. Hoist Power Up 23. Hoist Power Down 24. Hoist Up Limit Solenoid 25. Relief Valve - 27 500 kPa (4,000 psi) 26. Cavity Plug 27. Steering Accumulator Bleed down Solenoid 28. Relief Valve - 4 100 kPa (600 psi) 29. Pilot Operated Check Valve 30. Pilot Operated Check Valve 31. Test Port (TP3)
7
CEN10001-00
10 Structure, functions and maintenance standard
Flow amplifier operation
No steer
Refer to Figure 10-5 through Figure 10-8 for oil flow paths during the following conditions:
Refer to Figure 10-5.
• No steer • Steering left • Steering right • No steer, external shock load
High pressure oil from the steering pump and steering accumulators is available through the bleed down manifold to the “HP” port on the flow amplifier. Upon entering the priority valve, the oil 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 steering control unit, the oil goes to a closed area in the control. As pressure builds up in these two areas, oil es 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 3 500 kPa (500 psi), the spool moves, compressing its spring and closing off oil supply through area “A”, resulting in high pressure at “PP” but only 3 500 kPa (500 psi) at the amplifier spool and steering control unit.
8
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-5. FLOW AMPLIFIER - NO STEER
960E-1
9
CEN10001-00
10 Structure, functions and maintenance standard
Steering left
This combined oil going to the center area “Q” of the directional valve es out port “CL” of the flow amplifier 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, through the directional valve to area “M”, through return check valve “N”, and exit port “HT” to the hydraulic reservoir.
Refer to Figure 10-6. When the operator turns the steering wheel to the left, the steering control unit is opened to allow oil coming in port “P” to to the gerotor section of the control unit to turn the rotor. Oil in the other side of the gerotor flows through other ages in the control unit valve and out steering control unit port “L”. This oil enters port “L” of the flow amplifier and goes to a closed area “B” in the directional valve. As pressure in area “B” builds, it also es 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 through the directional valve to area “D” of the amplifier valve, through holes in sleeve “E” to a age between sleeve “E” and valve “F”, and 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 outside of sleeve “E”, around pin “H”, through orifice “J” to build pressure on the end of the amplifier valve, and opens hole “G” just enough to allow the flow of oil coming from the steering control unit to to the control area of the directional valve.
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 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 through the amplifier valve to operate the steering cylinders. The flow amplifier valve includes a relief valve in the priority valve spring area that is used to control maximum steering working pressure to 21 000 kPa (3,045 psi), even though supply pressure coming in to port “HP” is higher. When 21 000 kPa (3,045 psi) is obtained, the relief valve prevents the “LS” pressure from increasing, thereby allowing the priority valve to compress the spring enough to close off area “A” when 21 000 kPa (3,045 psi) is present.
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”. 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 age of oil through holes “K” past the valve body is metered by holes “K” being opened the same proportion as hole “G”. The number of holes “K” (7) in sleeve “E” determine the amount of additional oil that is added to the steering control unit oil ing through hole “G”.
10
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-6. FLOW AMPLIFIER - STEERING LEFT
960E-1
11
CEN10001-00
10 Structure, functions and maintenance standard
Steering right Refer to Figure 10-7. There are only a few differences between steering left and steering 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 oil flows through the amplifier valve in exactly the same way. The combined oil from the amplifier valve es 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 to the right. The returning oil comes back through port “CL” to go to the tank. The “LS” oil operates exactly the same as steering left.
12
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-7. FLOW AMPLIFIER - STEERING RIGHT
960E-1
13
CEN10001-00
10 Structure, functions and maintenance standard
No steer, external shock load Refer to Figure 10-8. 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 ages to ports “CL” and “CR”. This creates a hydraulic lock on the steering cylinders to prevent their movement. If the tires hit an obstruction that causes a large shock load, forcing 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 at port “CR” will open at its adjusted setting of 24 000 kPa (3,480 psi) and allow oil to escape from the pressurized ends of the cylinders, preventing a higher pressure. 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.
14
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-8. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
960E-1
15
CEN10001-00
1. Plug 2. O-ring 3. Spring 4. Back-Up Ring 5. O-Ring 6. Back-Up Ring 7. O-Ring 8. O-Ring 9. O-Ring 10. Back-Up Ring 11. Spring 12. Control Piston Sleeve 13. Spring 14. Control 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. Link 24. O-Ring 25. Stroke Adjuster 26. Retainer Ring 27. Pin 28. Swashblock 29. Dowel Pin 30. Saddle 31. Roll Pin 32. Retainer Ring 33. Ball Bearing 34. Shaft Retainer Ring 35. Driveshaft 36. Seal Retainer 37. Pump Housing 38. Shaft Seal 39. O-Ring 40. Fulcrum Ball 41. Cylinder Bearing 42. O-Ring 43. Elbow Fitting 44. Piston/Shoe Assembly 45. Cylinder Barrel 46. Gasket 47. Bearing 48. Valve Plate 49. Capscrew 50. O-Ring 51. Cover 52. Seal 53. Cap
16
10 Structure, functions and maintenance standard
FIGURE 10-9. STEERING PUMP COMPONENTS
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
Steering/brake pump operation
High altitude operation
The steering/brake pump is mounted on the rear of the hoist pump. The driveshaft mates with an internally splined coupling inside the hoist pump when the pump is bolted in place.
Stroke adjuster (3, Figure 10-10) is set at the factory to provide maximum pump flow so adjustment is not normally required. If the truck is operated at high altitude locations of 3 050 meters (10,000 feet) or more above sea level, it may be necessary to readjust the stroke control to reduce pump flow to prevent pump cavitation under certain conditions. If the truck is operating at high altitude and problems occur, consult your Komatsu service representative for adjustment procedures.
The steering/brake pump is a pressure compensated piston-type pump with an unloader valve. The pressure compensator is adjusted to 26 200 kPa (3,800 psi). The pump-mounted unloader valve maintains system pressure between 12 060 kPa (3,200 psi) and 24 130 kPa (3,500 psi). Oil flow from the pump is routed through a high pressure filter, then to the bleed down manifold, where the flow is directed to the steering circuit and to the brake apply circuit components located in the hydraulic brake cabinet.
Figure 10-10 shows the steering/brake pump and the location of the pressure control adjustments and stroke (flow) adjuster. Refer to Figure 10-11 for the pump pressure control schematic.
Normal operation Driveshaft (35, Figure 10-9) runs through the centerline of pump housing (37) and valve plate (48). Cylinder barrel (45) is splined to the drive shaft. Ball bearing (33) s the outboard end of the driveshaft, and bushing-type bearing (47) s the inboard end. The pump cylinder barrel is carried in a polymerous (journal type) bearing (41). The valve plate has two crescent shaped ports (inlet and outlet). Piston/shoe assemblies (44) in the cylinder barrel are held against swashblock (28) by shoe retainer (17). The shoe retainer is held in position by fulcrum ball (40), which is forced outward by retainer springs (13). The springs act against cylinder barrel (45), forcing it against the valve plate while also forcing the piston shoes against the swashblock. The semi-cylindrical shaped swashblock limits the piston stroke and can be swiveled in arc shaped saddle bearings (21). The cradle is swiveled by control piston (14).
960E-1
FIGURE 10-10. PUMP ASSEMBLY 5. Compensator 1. Outlet Port Pressure Adjust 2. Case Drain 6. 4-Way Valve 3. Stroke Adjuster 7. GPA Test Port 4. Unloader Valve 8. GP2 Test Port Pressure Adjust 9. “ACC” Port
17
CEN10001-00
10 Structure, functions and maintenance standard
FIGURE 10-11. STEERING PUMP PRESSURE CONTROL SCHEMATIC 1. 4-Way Valve 2. Unloader Control Block 3. “ACC” Port
4. Pressure Compensator Control Block 5. Case Drain
6. GP2 Port 7. GP4 Port 8. GPA Test Port
Neutral position Neutral position (Figure 10-12) results when control piston (1) centers swashblock (4). The swashblock angle is zero and the swashblock face is parallel to cylinder face. Therefore, no inward or outward motion of pistons (3) exists as the piston shoes rotate around the swashblock face. The lack of inward and outward motion results in no fluid being displaced from the piston bores to the crescents in the valve plate and, subsequently, no delivery from pump ports.
FIGURE 10-12. PUMP IN NEUTRAL POSITION 1. Control Piston 2. Splined Housing
18
3. Piston 4. Swashblock
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
Full pump volume
Half pump volume
Control piston (1, Figure 10-13) controls the angle of swashblock (4). When the control piston moves to the full right position, the pump is at maximum pumping capacity.
The position of control piston (1, Figure 10-14) is near the center of its travel. Swashblock (4) is not angled as steeply as before. Therefore, the pistons have a shorter stroke. As the piston stroke gets shorter, the pump output also decreases.
The driveshaft turns splined housing (2), which contains pistons (3). When the housing is rotated, the pistons move in and out of their bores and the piston shoes “ride” against the angled swashblock. 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 oil from port “A” into the piston bore until its outermost stoke is reached. At that point, the piston bore es from the left crescent port to the right crescent port. 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 its innermost stroke is reached. At that point, the piston bore again es from the right to the left side crescent and the operating cycle is repeated.
FIGURE 10-14. HALF PUMP VOLUME 1. Control Piston 2. Splined Housing
3. Piston 4. Swashblock
FIGURE 10-13. FULL PUMP VOLUME 1. Control Piston 2. Splined Housing
960E-1
3. Piston 4. Swashblock
19
CEN10001-00
10 Structure, functions and maintenance standard
Steering cylinder wear data
Criteria No.
1
No. 2
20
Check item Clearance between piston rod and bushing
Check item Spherical bearing wear
Standard size 90
Tolerance
Standard clearance
Shaft
Holes
-0.036 -0.090
+0.048 0.084 - 0.347 mm +0.257
Clearance limit 0.647 mm
Criteria New bearing diameter
Maximum wear - 1%
128.02 mm (5.04 in.)
1.28 mm (0.05 in.)
Remedy
Replace bushing
Remedy Replace bearing
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
NOTES
960E-1
21
CEN10001-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10001-00
22
960E-1
CEN10002-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Hoist circuit Hoist circuit operation ........................................................................................................................................... 3 Hoist circuit components ....................................................................................................................................... 4 Hoist pilot valve operation..................................................................................................................................... 8 Hoist cylinder wear data...................................................................................................................................... 18
960E-1
1
CEN10002-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
Hoist circuit operation Hydraulic fluid is supplied by a tank (1, Figure 10-1) located on the left frame rail. Hydraulic oil is routed to hoist pump (2). A second pump, coupled to the rear of the hoist pump, supplies oil for the steering and brake systems. The pumps are driven by an accessory drive at the end of the traction alternator. Hoist pump output is directed to a pair of high pressure filters (3) mounted to the inboard side of the fuel tank. Hydraulic oil from the hoist filters is directed to hoist valve (7), which is mounted above the pumps.
CEN10002-00
The hoist valve directs oil to hoist cylinders (10) for raising and lowering of the dump body. Hoist valve functions are controlled by the operator through the hoist control lever that is connected to hoist pilot valve (4) located in the hydraulic brake cabinet.Hoist limit solenoid (5), located in the bleed down manifold, shifts the hoist valve out of POWER UP before the hoist cylinders extend to their maximum physical limit. When the hoist valve is in the HOLD or FLOAT position, hoist circuit oil flows to the front and rear service brakes, cooling the wet disc brakes during truck operation.
FIGURE 10-1. HOIST CIRCUIT SCHEMATIC 1. Hydraulic Tank 2. Hoist Pump 3. High Pressure Filter 4. Hoist Pilot Valve 5. Hoist Limit Solenoid
960E-1
6. Pilot Operated Check Valve 7. Hoist Valve 8. Brake Cooling Oil Supply (Front) 9. Brake Cooling Oil Supply (Rear) 10. Hoist Cylinder
11. Quick Disconnect 12. Overcenter Manifold 13. Check Valve 14. Counterbalance Valve 15. Bleed Down Manifold
3
CEN10002-00
10 Structure, functions and maintenance standard
Hoist circuit components
Hoist valve
Hydraulic tank
The hoist valve (Figure 10-2) is mounted on a modular assembly containing the hoist valve, overcenter manifold, and both hydraulic pumps. This assembly is bolted to brackets attached to the frame rails behind the main alternator. The hoist valve is a split spool design. The term “split spool” describes the spool section of the valve.
The hydraulic tank supplies hydraulic oil for the hoist, steering and brake circuits. The hydraulic tank is located on the left frame rail in front of the rear wheels. Type C-4 hydraulic oil is recommended for use in the hydraulic system. Oil used in the hoist circuit flows through 100 mesh wire suction strainers to the inlet hoses of the pump. Air drawn into the tank during operation is filtered by air filters located on the top of the hydraulic tank. The oil level can be checked visually at sight glasses located on the face of the hydraulic tank.
The hoist valve precisely follows the differential pressure input signals generated by the hoist pilot valve when the operator moves the hoist control lever while raising and lowering the dump body.
Hoist pump The hoist pump is a tandem, gear type pump driven by a driveshaft on the end of the traction alternator. The pump has a total output of 931 L/m (246 gpm) at 1,900 rpm and 18 960 kPa (2,750 psi). A smaller piston type, pressure compensated pump, rated at 250 l/m (66 gpm) @ 1,900 rpm, is coupled to the hoist pump. It supplies oil to the steering system and brake apply system. Hoist pressure is limited to 18 960 kPa (2,750 psi) by internal relief valves located in the hoist control valve inlet sections. High pressure filters Hoist pump output oil is directed to the high pressure filters mounted on the inboard side of the fuel tank. The filter assemblies are equipped with a by valve which permits oil flow if the filter element becomes excessively restricted. Flow restriction through the filter element is sensed by an indicator switch which will activate a warning in the cab to indicate that filter service is required when the restriction reaches approximately 241 kPa (35 psi). Actual filter by will start to occur when the filter element restriction reaches approximately 345 kPa (50 psi).
4
FIGURE 10-2. HOIST VALVE 1. Inlet Section 2. Work Ports Spool Section 3. Tank Ports Spool Section
4. Inlet Section 5. Inlet Port 6. Outlet Port 7. Spool Section Cover 8. Separator Plate
960E-1
10 Structure, functions and maintenance standard
Inlet sections Each of the front and rear inlet sections of the hoist valve contains of the following components:
CEN10002-00
Work ports (rear) spool section The rear spool section of the hoist valve consists of the following components:
• Flow control valve and main relief valve
• Pilot ports
• Secondary low pressure relief valve
• Main spools
• Anti-void check valve
• Work ports
• Load check valve
• Check poppets
The flow control portion of the flow control and main relief valves allow pump flow to be diverted to the service brake cooling circuit unless the body is being raised or lowered. The relief portion of this valve is direct-acting and has the capacity to limit the maximum working pressure at full pump flow. The secondary low pressure relief valve is located between the low pressure core and the outlet to the brake cooling circuit. It provides pressure relief if pressure spikes occur in the low pressure age area. 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. Tank ports (front) spool section The primary low pressure valves are located in the front spool section of the hoist valve. These valves maintain back pressure on the low pressure age and direct the hoist cylinder return oil back to the hydraulic tank.
960E-1
The pilot ports are located in the spool section cover. These ports provide connections for a pilot line to the hoist pilot valve. Each work port has a corresponding pilot port. The work ports provide for a line connection between the spool section and the hoist cylinders. One main spool for each work port is spring biased on both ends. This blocks the work port from the high and low pressure cores when there is no flow through the spool cross-holes. When there is flow through the pilot ports to the spools, a positive differential pressure occurs at the top of the spool, overcomes the bottom spring bias and causes the spool to shift, connecting the work port to the high pressure core. When there is flow from the main valve work port to the pilot port through the cross-holes, a positive differential pressure at the bottom of the spool occurs, overcoming the top spring bias and the spool will shift to connect the work port to the low pressure core. The check poppets located in the spool section permit free flow from the work port to the pilot port and restrict flow from the pilot port to the work port. These check poppets control spool response and spool movements during void conditions.
5
CEN10002-00
10 Structure, functions and maintenance standard
Hoist pilot valve
Bleed down manifold
Hoist pilot valve (1, Figure 10-3) is mounted in the hydraulic components cabinet behind the operator’s cab. The hoist pilot valve spool is spring centered to the neutral position and is controlled directly by the operator through a lever mounted on the console between the operator and enger seat. A cable connects the cab mounted lever to the hoist pilot valve in the hydraulic components cabinet.
The pilot valve/hoist valve hydraulic circuit is routed through the bleed down manifold located on the left frame rail. The hoist limit solenoid and pilot operated check valve described below are contained in the manifold. Refer to Structure, functions and maintenace standard section Steering circuit for more information about the bleed down manifold.
When the operator moves the hoist control lever, the pilot valve spool moves and directs pilot flow to the appropriate pilot port on the hoist valve. The pilot flow causes the main spool to direct oil flow to the hoist cylinders. The hoist pilot valve is equipped with a one-way load check valve which allows free flow from the center age to bridge core and prevents reverse flow. The valve also contains power down relief valve (2), which is used to limit the power down pressure to 10 400 kPa (1,500 psi).
Hoist limit solenoid Hoist limit solenoid (5, Figure 10-1), located on the bottom of the bleed down manifold, is used in the hydraulic circuit to prevent maximum hoist cylinder extension. The 3-way valve solenoid valve is controlled by a proximity switch (hoist limit switch) located near the body pivot and the right rear suspension upper mount. When the body is nearly fully raised, the body activates the magnetic proximity switch, signalling the solenoid to open the “raise” pilot line to the tank, and close the “raise” pilot line to the hoist valve, thus stopping further oil flow to the hoist cylinders. Pilot operated check valve Pilot operated check valve (6, Figure 10-1), located in the bleed down manifold, is opened by power down pilot pressure to allow oil in the raise port to by the hoist limit solenoid for initial power down operation while the solenoid is activated by the hoist limit switch.
FIGURE 10-3. HOIST PILOT VALVE 1. Hoist Pilot Valve 2. Power Down Relief Valve 3. Supply Port
6
4. To Hoist Valve (Rod End) 5. To Hoist Valve (Base End) 6. Return to Tank
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
Overcenter manifold Overcenter manifold (4, Figure 10-4) contains counterbalance valve (2), which controls the pressure of the cushion of oil in the annulus area of the hoist cylinder when the body approaches the maximum dump angle. The counterbalance valve limits the maximum pressure buildup by relieving pressure in excess of 20 400 kPa (3,000 psi), preventing possible seal damage. Quick disconnect fittings (5) allow dumping of the load in a disabled truck by connecting jumper hoses to the hydraulic system of an operational truck.
FIGURE 10-4. PUMP MODULE 1. Hoist Valve 2. Counterbalance Valve 3. Needle Valve
960E-1
4. Overcenter Valve 5. Quick Disconnects 6. Steering/Brake Pump 7. Hoist Pump
7
CEN10002-00
10 Structure, functions and maintenance standard
Hoist pilot valve operation
Float position with body down
Refer to Figure 10-5 through Figure 10-9 for oil flow paths during the following hoist circuit conditions:
Refer to Figure 10-5.
• Float (with body down) • Power up • Hold • Power down • Float
Figure 10-5 shows the position of the hoist pilot valve when the truck body is resting on the frame. However, the hoist valve internal valves and spools will be in the position shown in Figure 10-7. Oil from the hoist pump enters the inlet sections of the hoist valve in supply port (11), es through load check valve (18), and stops at closed high pressure age (19) at rod end spool (7) and head end spool (8). Pressure builds to approximately 414 kPa (60 psi) on the pilot of flow control valve (2), causing the valve to compress the spring and open, which allows the oil to flow the through brake cooling circuit port (23) to the service brakes for brake disc cooling and eventually back to the tank. Between brake cooling circuit port (23) and the brakes or heat exchanger, the cooling supply tee’s to orificed regulator valves. If supply pressure attempts to increase above 240 kPa (35 psi), the regulator valve opens and dumps to the hydraulic tank. Oil also flows out of pilot supply port (12) of the hoist valve to pilot supply port port (12) of the hoist pilot valve, through the hoist pilot valve spool, and out through tank return port (10) to the hydraulic tank. This oil flow is limited by orifices in the inlet sections of the hoist valve and, therefore, has no pressure buildup.
8
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-5. FLOAT POSITION (BODY DOWN) 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
9
CEN10002-00
10 Structure, functions and maintenance standard
The hoist pilot valve spool is moved to the power up position when the operator moves the lever rearward in the cab. The pilot supply oil coming in pilot supply port (12) of the hoist pilot valve is prevented from returning to the hydraulic tank. Instead, the oil is directed out raise pilot port (14), through hoist limit solenoid (13) in the bleed down manifold, and into raise pilot port port (14) of the hoist valve.
No pressure is present on the top of rod end spool (7). Cylinder return pressure es through the check-poppet in the bottom of rod end spool (7) to build pressure under the spool, which moves the spool upward, thus compressing the top spring. This movement allows the returning cylinder oil to flow into low pressure age (20) to primary low pressure relief valve (22). Approximately 179 kPa (26 psi) causes this relief valve to open, allowing the oil to flow through tank return port (10) to the hydraulic tank.
From there it goes to the top of head end spool (8) and builds pressure on the end of the spool, causing the spool to move down and compress the bottom spring, thus connecting high pressure age (19) to head end work port (9). Working oil flow in the high pressure age is now allowed to flow through head end spool (8) and out head end work port (9) to extend hoist cylinders (6).
If the load ing over the tail of the body during dumping causes the body to raise faster than the oil is being supplied by the pump, the return oil from the annulus area of hoist cylinders (6) that is ing through the counterbalance valve in overcenter manifold (24) controls how fast the hoist cylinders can extend due to the external force of the load. The speed is controlled by counterbalance valve.
Even though a small amount of oil flows through the check poppet in the top of head end spool (8), pressure at raise pilot ports (14) increases to slightly higher pressure than the required hoist cylinder pressure. As a result, the pressure in pilot supply 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) and to hoist cylinders (6) to extend them. At this time, oil flow to the brake cooling circuit is stopped.
During the normal raise process, the raise pilot pressure supplied to the counterbalance valve will open the cylinder return ports fully whenever the raise pressure is above 4 600 kPa (666 psi). As the load shifts toward the tail of the body, the raise pressure decreases. As it drops below 4 600 kPa (666 psi), the counterbalance valve starts restricting oil flow, causing a back pressure to the annulus area. If the raise pressure were to drop to 0, return pressure would increase to 20 400 kPa (3,000 psi) maximum.
Power up operation Figure 10-6.
If, at any time, the resistance to the flow of the pump oil coming into the inlet section causes the pressure to increase to 18 960 kPa (2,750 psi), the pilot pressure against hoist relief valve (1) causes it to open and allow oil to flow through brake cooling circuit port (23) and to return to the hydraulic tank. As the hoist cylinders extend, oil in the annulus area of all three stages must exit sequentially from the cylinders. Initially, rod end spool (7) ports are closed. As the returning oil entering rod end work port (5) builds low pressure, it flows through the checkpoppet in the top of the spool, through down pilot ports (15), through the pilot valve spool, through tank return port (10) of the pilot valve, to the bleed down manifold and to the hydraulic tank.
10
When the operator releases the hoist control lever, the valves change to the HOLD position. If the body rises to the position that activates the hoist limit switch, located above the right rear suspension, before the operator releases the lever, hoist limit solenoid (13) is energized. The solenoid valve closes raise pilot port (14) on the hoist and releases the hoist pilot valve raise pilot pressure at port (14) to the tank, allowing head end spool (8) to center and shut off the supply of oil to the hoist cylinders. This prevents maximum extension of the hoist cylinders.
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-6. POWER UP POSITION 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool
960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
11
CEN10002-00
10 Structure, functions and maintenance standard
Hold operation Refer to Figure 10-7. The pilot valve spool is positioned to allow the pilot supply oil entering pilot supply port (12) to return to the hydraulic tank through head end work port (10). Pilot supply pressure in pilot supply ports (12) then decreases to no pressure, allowing flow control valve (2) to open and route the incoming pump oil through brake cooling circuit port (23) and back to the hydraulic tank. Both raise pilot port (14) and down pilot port (15) in the pilot valve are closed by the pilot valve spool. In this condition, pressure is equalized on each end of each rod end spool (7) and head end spool (8), allowing the springs to center the spools and close all ports to trap the oil in hoist cylinders (6) and hold the body in its current position.
12
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-7. HOLD POSITION 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool
960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
13
CEN10002-00
10 Structure, functions and maintenance standard
Power down operation Refer to Figure 10-8. When the operator moves the hoist control lever to lower the body, the hoist pilot valve is positioned to direct the oil in pilot supply ports (12) through down pilot ports (15) to the top of rod end spool (7). Pilot pressure increases to move the spool down, compressing the bottom spring. Movement of the spool connects high pressure age (19) to the rod end (annulus area) of the hoist cylinders. At the same time, flow control valve (2) is forced to close as pilot pressure increases, thus directing the incoming pump oil to the hoist cylinders through rod end spool (7) and the check valve in the overcenter manifold rather than back to the hydraulic tank. Oil flow to the brake cooling circuit ceases when the flow control valve closes. If the body is at the maximum up position, the hoist limit switch has the hoist up limit solenoid activated, therefore closing raise pilot port (14) on the hoist valve. Power down pilot pressure in ports (15) pushes open pilot operated check valve (21), located in the bleed down manifold, so the pilot pressure in ports (14) is open to the tank through the pilot valve spool. As oil attempts to return from the head end of the hoist cylinders, it initially encounters 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 enter low pressure age (20), build up 179 kPa (26 psi) to open primary low pressure relief valve (22) and exit the hoist valve through tank return port (10) to the hydraulic tank. As the dump body descends and the hoist limit solenoid is no longer activated, pilot operated check valve (21) is no longer necessary.
14
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-8. POWER DOWN POSITION 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool
960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
15
CEN10002-00
10 Structure, functions and maintenance standard
Float operation Refer to Figure 10-9. When the operator releases the hoist control lever as the body travels down, the hoist pilot valve spool returns to the FLOAT position. In this position, all ports (10), (12), (14), and (15) are common with each other. Therefore, the pilot supply oil is returning to the hydraulic tank with no pressure buildup, thus allowing flow control valve (2) to remain open to allow the pump oil to flow through brake cooling circuit port (23) and eventually return to the hydraulic tank. With no blockage of either raise pilot port (14) or down pilot port (15) in the pilot valve, there is no pressure on the top of either main spool. The oil returning from the head end of hoist cylinders (6) builds pressure on the bottom of head end spool (8) exactly like in POWER DOWN, allowing the returning oil to transfer to low pressure age (20). The back pressure in the low pressure age, created by primary low pressure relief valve (22), causes pressure under rod end spool (7) and moves the spool upward. This connects the low pressure age to the rod end of the hoist cylinders. The 179 kPa (26 psi) in low pressure age (20) causes oil to flow to the rod end of hoist cylinders (6) 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 ages.
16
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-9. FLOAT POSITION 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool
960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
17
CEN10002-00
10 Structure, functions and maintenance standard
Hoist cylinder wear data
No. 1
Cylinder housing
2
1st stage (13.0 in. rod)
3
4
Criteria
Check item
2nd stage (10.5 in. rod) 3rd stage (7.0 in. rod)
New
Rebuilt
I.D.
355.625 ± 0.076 mm (14.001 ± 0.003 in.)
355.879 ± 0.330 mm (14.011 ± 0.013 in.)
O.D.
330.175 ± 0.025 mm (12.999 ± 0.001 in.)
330.175 ± 0.025 mm (12.999 ± 0.001 in.)
I.D.
298.475 ± 0.076 mm (11.751 ± 0.003 in.)
374.929 ± 0.330 mm (14.761 ± 0.013 in.)
O.D.
269.215 ± 0.025 mm (10.599 ± 0.001 in.)
269.215 ± 0.025 mm (10.599 ± 0.001 in.)
I.D.
241.325 ± 0.076 mm (9.501 ± 0.003 in.)
241.579 ± 0.330 mm (9.511 ± 0.013 in.)
O.D.
177.775 ± 0.025 mm (6.999 ± 0.001 in.)
177.775 ± 0.025 mm (6.999 ± 0.001 in.)
No.
Check item
5
Spherical bearing Upper bearing wear Lower bearing
18
Criteria
Remedy
Rebuild/replace cylinder
Remedy
New bearing diameter
Maximum wear - 1%
164.465 mm (6.475 in.)
1.625 mm (0.064 in.) Replace bearing 2 mm (0.079 in.)
200 mm (7.874 in.)
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
NOTES
960E-1
19
CEN10002-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10002-00
20
960E-1
CEN10003-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Brake circuits General information .............................................................................................................................................. 3 Service brake circuit operation.............................................................................................................................. 4 Secondary braking and auto apply ....................................................................................................................... 4 Parking brake circuit operation ............................................................................................................................. 6 Wheel brake lock circuit operation ........................................................................................................................ 7 Brake warning circuit operation............................................................................................................................. 7 Brake assembly wear data.................................................................................................................................... 9
960E-1
1
CEN10003-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
General information The Komatsu truck is equipped with an all-hydraulic actuated wet disc service brake system. The brake system utilizes Type C-4 hydraulic oil provided by the brake/steering pump from the main hydraulic tank for brake application. Brake disc cooling during truck operation is provided by the hoist circuit pump through the hoist valve. A disc type parking brake, located in the rear axle housing, is attached to each wheel motor. The fundamental function of the brake system is to provide an operator with the the necessary control for stopping the truck in either a slow modulating fashion or in as short a distance as reasonably possible. Outlined below are the functions that Komatsu feels are necessary for safe truck operation: • Warn the operator as soon as practical of a serious or potentially serious loss of brake pressure so that proper action can be taken to stop the truck before the secondary system is exhausted of its power. • Provide secondary brake circuits so that any single failure leaves the truck with sufficient stopping power. • Automatically apply the service brakes if low pressure warnings are ignored and pressures continue to decrease.
CEN10003-00
The brake system consists of several major valve components: the dual circuit brake valve, two hydraulically-operated dual relay valves, the brake manifold and two accumulators. The dual circuit brake valve is the only component located in the operator's cab. The dual relay valve for the front brakes, the brake manifold, and the electrical components are located in the hydraulic brake cabinet behind the cab (see Figure 10-1). The dual relay valve for the rear brakes is located in the rear axle housing. The two accumulators are mounted on the frame rail behind the right front tire. The brake manifold contains dual circuit isolation check valves, accumulator bleed down valves, and valves for the brake lock, parking brake and automatic apply functions. All of these components are screw-in cartridge type valves. There are two independent means of brake actuation provided for the operator: the service brake/retarder pedal and the wheel brake lock switch. Additionally, the brakes will apply automatically if the brake system supply drops below a predetermined pressure. NOTE: The following brake circuit descriptions should be used in conjunction with the hydraulic brake system schematic located in the Diagrams and drawings section.
• Provide a wheel brake lock to relieve the operator from holding the brake pedal while at the dump or shovel. • Provide a spring-applied parking brake for holding (not stopping) the truck during periods other than loading or dumping. • The brake system should be easy to diagnose and service.
960E-1
3
CEN10003-00
10 Structure, functions and maintenance standard
Service brake circuit operation
Secondary braking and auto apply
This portion of the system provides the operator with the precise control that is necessary 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 foot-operated, dual circuit brake valve located in the cab. This valve enables the operator to control the relatively high pressure energy within the brake accumulators directed to the brakes.
A fundamental function of the secondary 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, accumulators, 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.
There are two valves in the dual circuit brake valve. One supplies pressure to dual relay valve (1, Figure 10-1) in the hydraulic brake cabinet to provide apply pressure for the front brakes. The other supplies pressure to a dual relay valve located in the rear axle housing to provide apply pressure for the rear brakes. As the brake pedal is depressed, each valve within the dual circuit brake valve simultaneously delivers hydraulic oil from its respective accumulator to the dual relay valves, which then deliver hydraulic oil to the wheel brakes at a pressure that is proportional to both pedal position and the force being applied to the pedal. The further the pedal is depressed, the higher the brake force, which gives the operator a very positive feel of control. Brake accumulators have two functions: storing energy for reserve braking in the event of a failure and providing rapid oil flow for good brake response. Depressing the brake pedal also actuates stop light pressure switch (20), which in turn activates the brake light on top of the cab, the stop/tail lights on the rear axle housing and the propulsion interlock.
NOTE: For an internal view of the brake valve, refer to Figure 10-2.
4
The brake accumulators perform two functions: provide rapid flow for good response and store energy for secondary braking. The check valves ensure that this energy is retained if a failure should occur in the brake system supply or an accumulator circuit. An additional check valve, located between the supply line from the steering/brake pump and the brake manifold, provides additional protection against pressure loss if the oil supply is interrupted. If a failure occurs in the pump, steering, or either brake accumulator circuit, a low brake pressure warning light located on the overhead in the cab will illuminate, and an audible alarm will sound, indicating that the vehicle should be stopped as soon as practical. When the pressure in one accumulator circuit is lower than the preset level, all the service brakes will be automatically applied. Automatic brake application is accomplished by automatic apply sequence valve (8, Figure 10-1) located in the brake manifold. This valve senses the lower brake accumulator pressure. When the pressure is less than 11 400 kPa (1,650 psi), the valve shifts, operating the brake treadle valve hydraulically which, in turn, applies pressure to the dual relay valves, applying all the brakes. Regardless of the nature or location of a failure, sensing the lowest brake accumulator circuit pressure ensures two to four full brake applications after the low brake pressure warning light and alarm activate and before automatic apply activates. This allows the operator the opportunity to safely stop the truck after the warning occurs.
960E-1
10 Structure, functions and maintenance standard
CEN10003-00
FIGURE 10-1. HYDRAULIC BRAKE CABINET 1. Dual Relay Valve 2. Hoist Pilot Valve 3. Relief Valve (Hoist Power Down) 4. Brake Lock Shuttle Valve 5. Brake Manifold 6. Brake Oil Supply Pressure Test Port (SP3) 7. Rear Brake Accumulator Bleed Valve 8. Automatic Apply Sequence Valve 9. Front Brake Accumulator Bleed Valve 10. Parking Brake Solenoid Valve (SV2) 11. Brake Lock Apply Pressure Test Port (PP3) 12. Pressure Reducing Valve (PR)
960E-1
13. Brake Lock Solenoid Valve (SV1) 14. Parking Brake Release Pressure (PK2) 15. Low Accumulator Test Port (LAP1) 16. Low Brake Pressure Switch 17. Parking Brake Pressure Switch 18. Automatic Brake Apply Solenoid Valve (SV3) 19. Junction Manifold 20. Stop Light Pressure Switch 21. Brake Lock Degradation Switch 22. Rear Brake Pressure Test Port (BR) 23. Front Brake Pressure Test Port (BF)
5
CEN10003-00
Parking brake circuit operation The parking brakes are spring applied and hydraulically released. Whenever the parking brake solenoid is de-energized, the spring in the solenoid valve will shift the spool, diverting oil pressure from the parking brakes to direct the oil back to the hydraulic tank. Normal operation (key switch ON, engine on) • Directional control lever in PARK Automatic brake apply solenoid (18, Figure 10-1) is energized, causing all four service brakes to apply. After one second, parking brake solenoid (10) is de-energized. The oil pressure in the parking brake lines returns to tank and the springs in the parking brake apply the brake. Parking brake pressure switch (17) closes, completing a path to ground and illuminating the parking brake light on the status indicator dash . After a 1/2 second, the automatic brake apply solenoid is de-energized, causing the service brakes to release.
10 Structure, functions and maintenance standard
If a loss of supply pressure occurs with the directional control lever in F, R, or N, the parking brake solenoid will still be energized. The supply circuit that lost pressure is still open to the parking brake pistons. To prevent parking brake pressure oil from returning to the supply circuit, a check valve in the parking brake circuit traps the oil, holding the parking brake in the released position. NOTE: Normal internal leakage in the parking brake solenoid may allow leakage of the trapped oil to return to tank and eventually allow parking brake application. If 24 volt power to the parking brake solenoid is interrupted, the parking brake will apply at any truck speed. The spring in the solenoid will cause it to shift, opening a path for the oil pressure in the parking brake line to return to tank, and the springs in the parking brake will apply the brake. Parking brake pressure switch (17) will close, completing a path to ground and interrupting propulsion.
• Directional control lever in F, R, or N The parking brake solenoid is energized. The oil flow is routed from parking brake solenoid valve (10) to the parking brake pistons for release. The parking brake circuit is protected against accidental application by monitoring a wheel motor speed sensor to determine the truck ground speed. The parking brake will not apply until the truck is virtually stopped. This eliminates parking brake damage and will extend brake adjustment intervals. If the key switch is turned OFF, the parking brake will not apply until the truck speed is less than 0.5 kph (1/3 mph).
6
960E-1
10 Structure, functions and maintenance standard
CEN10003-00
Wheel brake lock circuit operation
Brake warning circuit operation
The primary function of the wheel brake lock is to provide a means for the operator to hold the truck while at the shovel or dump. The brake lock only applies the rear service brakes. It may also provide a secondary means of stopping the truck in the event of a brake valve malfunction.
The brake warning circuit is equipped with a low brake pressure warning light on the overhead and an audible alarm in the cab to alert the operator to low brake pressures. Several electrical sensors, a relay and delay timer are used to detect brake system problems.
During normal operations, the wheel brake lock will function only when:
• Brake Warning Relay When the wheel brake lock switch is ON, the brake warning relay is energized and switches the electrical connection from the terminal to brake lock degradation switch (21, Figure 10-1). When the wheel brake lock switch is OFF, the relay is de-energized and switches the connection from the brake lock degradation switch to the terminal.
• the control power is ON, • the key switch is ON, • and the parking brake is not activated (directional control lever is not in PARK). If the wheel brake lock is applied while the truck is moving, the brake lock function will remain applied after the truck is stopped regardless of the conditions stated above (except the control power must be ON for the wheel brake lock to function). The operator must deactivate the wheel brake lock. When the wheel brake lock switch on the dash is activated, brake lock solenoid valve (13, Figure 101) and pressure reducing valve (12) will apply unmodulated pressure oil at 13 800 kPa (2,000 psi) to fully actuate the rear brakes. Shuttle valve (4) in the rear brake line provides the independence from the brake valve for brake application.
• System Supply Pressure Switch The system supply pressure switch is located on the pump pressure sensing manifold. When system supply pressure drops below 15 800 kPa (2,300 psi), the low brake pressure warning and buzzer will activate. • Low Brake Pressure Switch Low brake pressure switch (16) is located on brake manifold (5) in te hydraulic brake cabinet. When the brake accumulator with the lower pressure falls below 12 700 kPa (1,850 psi), the low brake pressure warning and buzzer will activate. • Brake Lock Degradation Switch Brake lock denegration switch (21) is located on junction manifold (19) in the hydraulic brake cabinet. When the wheel brake lock switch is ON, brake lock solenoid (13) and the brake warning relay are energized. The brake warning relay switches the electrical connection from the terminal to the brake lock degradation switch. If the brake lock apply pressure is less than 6 900 kPa (1,000 psi), a path to ground will be completed and the low brake pressure warning and buzzer will activate.
960E-1
7
CEN10003-00
10 Structure, functions and maintenance standard
FIGURE 10-2. BRAKE VALVE 1. Actuator Cap 2. Adjustment Collar 3. Nut 4. Actuator Plunger 5. Wiper Seal 6. Poly-Pak Seal Assembly 7. Glyde Ring Assembly 8. Regulator Springs (B1) 9. Plunger Return Spring 10. Spring Seat 11. Spool Return Spring (B1) 12. Regulator Sleeve (B1) 13. Regulator Spool (B1) 14. Reaction Plunger (B1) 15. Base Plate 16. Reaction Plunger (B2) 17. Regulator Sleeve (B2) 18. Regulator Spool (B2) 19. Spool Return Spring (B2) 20. Regulator Springs (B2) 21. Staging Seat A. Adjustment Collar Maximum Pressure Area B. Automatic Apply Piston Area C. PX Port D. Tank Port E. Reactionary Pressure Area F. Brake Apply Port G. Orifice H. Supply Port Note: B1 - Rear Brakes B2 - Front Brakes
8
960E-1
10 Structure, functions and maintenance standard
CEN10003-00
Brake assembly wear data
Criteria No.
1
2
Check item
Check separator plates
Check friction discs
New
Maximum wear
Overall thickness
3.70 mm (0.15 in.)
3.40 mm (0.13 in.)
Flatness
0.50 mm (0.020 in.)
0.70 mm (0.027 in.)
Scoring
-
> 10% of surface area
Overall thickness
7.70 mm (0.30 in.)
6.88 mm (0.27 in.)
Flatness
0.45 mm (0.018 in.)
0.70 mm (0.03 in.)
Disc to disc wear variation
-
< 0.164 mm (0.0065 in.)
Friction material depth (each side)
1.10 mm (0.043 in.)
0.69 mm (0.027 in.)
Friction material loss
-
> 10% of surface area
Friction material flakes off easily
-
-
Overall thickness
8.20 mm (0.32 in.)
6.60 mm (0.26 in.)
3
Check damper
4
Check assembled thickness • 10 separator plates Overall thickness • 11 friction discs • 2 dampers
960E-1
138.10 mm (5.437 in.)
Remedy
Replace separator plate
Replace friction disc
Replace damper
129.08 mm Replace brake (5.082 in.) assembly
9
CEN10003-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10003-00
10
960E-1
CEN10004-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Suspensions General information .............................................................................................................................................. 3 Front suspension wear data.................................................................................................................................. 3 Rear suspension wear data .................................................................................................................................. 4
960E-1
1
CEN10004-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
General information
CEN10004-00
Front suspension wear data
The suspension system s the weight of the truck and absorbs the shock from uneven road surfaces to provide a comfortable ride for the operator. Also, the suspension system maintains the stability of the truck by ensuring that all of the wheels are always in with the ground. This allows the truck to demonstrate its full performance in acceleration, braking, and turning, even when traveling at high speeds. The suspension system uses hydro-pneumatic suspension cylinders, which are charged with oil and nitrogen gas. The cylinder acts as a shock absorber by contracting and expanding the nitrogen gas and oil to absorb the load from the road surface.
FIGURE 10-1. FRONT SUSPENSION CYLINDER
No.
Check item
1 2
960E-1
Criteria
Remedy
New
Maximum wear
Check bore diameter
457.20 -0/+0.05 mm (18.000 -0/+0.002 in.)
457.50 mm (18.012 in.)
Check rod diameter
422.20 +0/-0.05 mm (16.622 +0/-0.002 in.)
422.00 mm (16.614 in.) Replace rod
Replace cylinder housing
3
CEN10004-00
10 Structure, functions and maintenance standard
Rear suspension wear data
FIGURE 10-2. REAR SUSPENSION CYLINDER
4
No.
Check item
1
Criteria
Remedy
New
Maximum wear
Check bore diameter
393.70 -0/+0.05 mm (15.500 -0/+0.002 in.)
394.00 mm (15.512 in.)
2
Check rod diameter
355.52 +0/-0.05 mm (13.997 +0/-0.002 in.)
355.32 mm (13.989 in.) Replace rod
3
Spherical bearing wear
128.02 mm (5.04 in.)
1.28 mm (0.05 in.)
Replace cylinder housing
Replace bearing
960E-1
10 Structure, functions and maintenance standard
CEN10004-00
NOTES
960E-1
5
CEN10004-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10004-00
6
960E-1
CEN10005-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Electrical system, 24 volt Battery supply system........................................................................................................................................... 3 Auxiliary control cabinet components ................................................................................................................... 4 Relay boards......................................................................................................................................................... 6 Body-up switch.................................................................................................................................................... 10 Hoist limit switch ..................................................................................................................................................11
960E-1
1
CEN10005-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
Battery supply system The truck uses a 24VDC electrical system to supply power for the engine starting circuits and most nonpropulsion related electrical components. The 24VDC engine starting circuit is supplied by four heavy duty, type 8D, 12-volt storage batteries (3, Figure 10-1). The batteries are of the lead-acid type, each containing six 2-volt cells.
CEN10005-00
While the engine is off, power is supplied by the batteries. During engine cranking, power is supplied by the batteries. When the engine is running, however, power is supplied by a high capacity alternator that is driven by the engine. During operation, the 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.
FIGURE 10-1. BATTERY BOX & BATTERY CONTROL BOX 1. Battery Box Cover Latch 2. Auxiliary Battery Receptacles 3. Batteries 4. Battery Control Box
960E-1
5. Circuit Breaker (50 amp) 6. Engine Start Relay 7. Battery Disconnect Switch (Starter)
8. Battery Disconnect Switch (System) 9. Isolation Diode
3
CEN10005-00
Battery disconnect switches provide a convenient method of disconnecting the batteries from the truck’s electrical circuits without having to remove any battery cables. Rearward disconnect switch (7) opens the starter battery circuit only, preventing engine startup while still allowing battery power to the 24VDC control system circuits, if desired. Forward disconnect switch (8) disconnects the 24VDC system batteries. Two pairs of receptacles (2), located near the battery disconnect switches, 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 should be of the same type (8D) as the batteries installed on the truck. Two pairs of batteries should be used. Each pair should 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. Schottky type isolation diode (9) is used to provide isolation between the electrical system battery circuits and the dual starter motor start command circuits. This device controls the direction of current flow in high current applications. The isolation diode allows current from the battery charging alternator to charge the batteries, but prevents current flow from the batteries to the starter motors when the engine is started. Engine start relay (6) receives the signal to begin cranking from the start relay located on relay board RB6 in the auxiliary control cabinet. When the engine start relay is activated, it provides current to the starter motors to engage the drives and begin cranking the engine, eliminating the need for magnetic switches.
4
10 Structure, functions and maintenance standard
Auxiliary control cabinet components 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 can be found in the engine manufacturer's service publications and the appropriate GE publications. Also refer to the electrical schematics in the Drawings and diagrams section. 24VDC to 12VDC converter 24VDC to 12VDC converter (7, Figure 10-2) is used to convert the 24 volt battery system voltage to 12 volts for various truck components such as the radio/ CD player, cab power windows, and the auxiliary power receptacles in the cab. The converter output circuits are protected by 50 amp circuit breaker (5, Figure 10-1) located inside the battery control box. Diode board - DB1 Diode board (16) contains 24 replaceable diodes that are mounted on a plug-in connector for easy replacement. Some of the diodes are used in the coil circuit of various relays to suppress the resultant coil voltage spike when power is removed from the circuit, preventing damage to other circuit components (lamp filaments, etc.). Other diodes are used to control the flow of current in a circuit as required. Resistors or diodes may also be installed in sockets P7 through P12. Power distribution terminals 24VDC terminal (1) and 12VDC terminal (2) are mounted on the left wall of the cabinet. These terminals distribute battery voltage and 12VDC for devices requiring reduced voltage. The 24VDC terminal is a convenient test point for measuring battery voltage during troubleshooting procedures.
960E-1
10 Structure, functions and maintenance standard
CEN10005-00
Pulse voltage modulator (PMV)
Control power relay
The Pulse Voltage Modulator (4) receives a load curve signal from the engine controls and converts it to a 0 to 10 volt signal for use by a PSC card in the Integrated Control (I).
Control power relay (6) 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.
FIGURE 10-2. AUXILIARY CONTROL CABINET - LEFT WALL 1. 24VDC Terminal 2. 12VDC Terminal 3. Key Switch Power Relay 4. Pulse Voltage Modulator (PVM) 5. 12V Power Relay 6. Control Power Relay
960E-1
7. 24VDC to 12VDC Converter 8. Relay Board - RB1 9. Relay Board - RB3 10. Relay Board - RB4 11. Relay Board - RB5 12. Relay Board - RB6
13. Relay Board - RB7 14. Relay Board - RB8 15. Relay Board - RB9 16. Diode Board - DB1
5
CEN10005-00
10 Structure, functions and maintenance standard
Fuse blocks
Relay boards
Four fuse blocks (1, Figure 10-3) and four fuse holders (2) contain fuses that protect various circuits on the truck. Always replace a blown fuse with a new one of the same rating. For a listing of fuse sizes and circuits, refer to Troubleshooting section Fault code table and fuse locations.
The auxiliary control cabinet contains eight relay boards to provide control for many of the 24VDC circuits. Two types of boards are used. One type of board contains circuit breakers in addition to 24VDC relays and a PC board for special functions. The second type of board contains relays only. All relays are interchangeable. The circuit breakers are also interchangeable as long as the circuit breaker capacity is the same.
Do not interchange or replace any circuit breaker with one of a different capacity than specified for the circuit. Serious damage or a fire may result if the wrong capacity breaker is used.
Refer to Figure 10-2 for the location of each relay board. Relay boards RB1, RB3, RB4, RB5 Each relay board of this type is equipped with four green lights (9, Figure 10-4) and one red “breaker open” light (7). Each relay board has fifth green light (8) that has a different function on each board. Four green lights are labeled K1, K2, K3, or K4. These lights will be on only when that particular control circuit has been switched ON and the relay coil is being energized. The light will not turn on if the relay board does not receive the 24 volt signal to turn on a component.
FIGURE 10-3. AUXILIARY CONTROL CABINET FRONT VIEW 1. Fuse Blocks
6
2. Fuse Holders
If illuminated, the red “breaker open” light indicates that a circuit breaker on that relay board is in the OFF position. A light on the overhead display will also illuminate, informing the operator that a circuit breaker is in the OFF position. The red “breaker open” light will turn ON whenever there is a voltage difference across the two terminals of a circuit breaker.
960E-1
10 Structure, functions and maintenance standard
If a control switch has been turned ON and a green (K) light is on, but that component is not operating, check the following on the relay board for that circuit: If a circuit breaker light is on, press all the circuit breakers to make sure that they are all on. There is no visual indication as to which circuit breaker has been tripped. Check the operation of the component. If it trips again, check the wiring or component for the cause of the overload. The s inside the relay may not be closing, or the s may be open,
CEN10005-00
preventing an electrical connection. Swap relays and check again. Replace defective relays. Relays may take one minute to trip and 30 seconds before they can be reset. Check the wiring and all of the connections between the relay board and the component for an open circuit. The component may be defective. Replace the component. There is a poor ground at the component. Repair the ground connection.
FIGURE 10-4. TYPICAL RELAY BOARDS - RB1, RB3, RB4, RB5 1. Relay Board 2. Screw 3. Screw 4. Circuit Breaker 5. Circuit Card 6. Screw 7. Breaker Open Light (RED) 8. Bleed Down Light (GREEN) (RB4 only) 9. K1, K2, K3, K4 Lights (GREEN) 10. Screw 11. Relay 12. Circuit Harness Connector
960E-1
7
CEN10005-00
10 Structure, functions and maintenance standard
Relay boards RB6, RB7, RB8, RB9
Relay functions
Auxiliary relay boards do not contain circuit breakers or modular cards. Additional circuits may be added by utilizing a spare relay socket. See Figure 10-5.
The functions of each relay are described below.
The control circuit for the relays are the “+” and “-” terminals: • “+” terminal is for positive voltage. • “-” terminal is for grounding of the control circuit. • Either circuit can be switched “open” or “closed” to control the position of the relay. The terminals of the switched circuit from the relay s are labeled as follows: • NC - Normally Closed • COM - Common • NO - Normally Open COM terminal is for the voltage source (protected by a circuit breaker) coming into the relay which will supply the electrical power for the component being controlled. NC terminal is connected (through the relay) to the “COM” terminal when the relay is not energized (when the control circuit terminals “+” & “-” are not activated). NO terminal is connected (through the relay) to the “COM” terminal when the relay is energized (by the control circuits “+” & “-” being energized).
Relay board 1 (RB1) 1 - Flasher Power Light (green): This light will be illuminated when the turn signals or hazard lights are activated. 1 light will be illuminated during right turn signal operation 2 light will be illuminated during left turn signal operation 3 light will be illuminated when clearance lights are activated. 4 light will be flashing when the turn signals or hazard lights are in operation. NOTE: If circuit breakers CB13 and CB15 are in the OFF position, no warning will be noticed until the clearance light switch is turned ON. 1 - Flasher Module card 2 - 12.5 amp circuit breakers (CB13, CB15) 4 - Relays Left Turn Light Relay (K1) Right Turn Light Relay (K2) Clearance Lights Relay (K3) Flasher Relay (K4)
Relay board 3 (RB3) 1 - Light Module Display card 1 - Rev Light (green): This light is illuminated whenever the directional control lever is in the REVERSE position and the key switch is in the ON position. 4 - 12.5 amp circuit breakers (CB16, CB17, CB18, CB19) 4 - Relays FIGURE 10-5. AUXILIARY RELAY BOARD RB6, RB7, RB8, RB9 1. Circuit Board 2. Mounting Rail 3. Screw 4. Nut
8
5. Mounting Plate 6. Foam Block 7. Relay
Manual Backup Lights Relay (K1) Stop Lights Relay (K2) Retard Lights Relay (K3)
960E-1
10 Structure, functions and maintenance standard
Relay board 4 (RB4)
CEN10005-00
Relay board 7 (RB7)
1 - Steering Pressure Bleeddown Timer Module card
Brake Lock Limitation Relay (K1)
1 - Bleed Down Light (green): This light is illuminated when the bleed down solenoid is being energized. The bleed down timer will energize the solenoid for 90 seconds after the key switch is turned OFF.
Brake Lock Limitation Relay (K3)
3 - 12.5 amp circuit breakers (CB20, CB21, CB22) 4 - Relays
Brake Lock Limitation Relay (K2) Brake Lock Limitation Relay (K4) IM Warning Relay (K5) Timed Engine Shutdown Light Relay (K6) Brake Lock Limitation Relay (K7) Timed Engine Shutdown Relay (K8)
Parking Brake Failure Relay (K1) Engine Cranking Oil Pressure Interlock Relay (K2)
Relay board 8 (RB8)
Horn Relay (K3)
70% Load Signal to PSC Relay (K1)
Body-Up Relay (K4)
Full Load Signal to PSC Relay (K2) A/C Shutter Control Relay (K3)
Relay board 5 (RB5)
PLMIII Lights Relay (K4)
1 - Light Display Module card
Shutter Control Relay (K5)
1 - Lights Control Light (green): This light is illuminated when 24 volts is being supplied to the battery terminal of the light switch.
PLMIII Red Lights Relay (K6) PLMIII Amber Lights Relay (K7) PLMIII Green Lights Relay (K8)
5 - 12.5 amp circuit breakers (CB23, CB24, CB25, CB26, CB27) 4 - Relays
Relay board 9 (RB9)
Left Low Beam Relay (K1)
Start Circuit Relay (K1)
Right Low Beam Relay (K2)
Brake Auto Apply Power Relay (K2)
Left High Beam Relay (K3)
Low Steering Pressure Power Relay (K3)
Right High Beam Relay (K4)
Parking Brake OFF Relay (K4) Key Switch Start Activation Relay (K5)
Relay board 6 (RB6) Backup Horn Relay (K1) Engine Run/Ignition Relay (K2)
Low Steering Pressure Ground Relay (K6) Spare Relay (K7) Spare Relay (K8)
Auto Lube Solenoid Relay (K3) Bleed Down Power Supply Relay (K4) Ether Start Relay (K5) Spare Relay (K6) HID Headlights Relay (K7) Spare Relay (K8)
960E-1
9
CEN10005-00
10 Structure, functions and maintenance standard
Body-up switch Body-up switch (3, Figure 10-6) is located inside the right frame rail near the front of the body. It must be adjusted to specifications to ensure that the proper electrical signal is obtained when the body is raised or lowered. 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. When the body is resting on the frame, actuator arm (4) causes the electrical s in the magnetically operated switch to close. When the body is raised, the arm moves away from the switch, opening the s. The electrical signal is sent to the control system and the body-up relay. 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 10-6. BODY-UP SWITCH 1. Switch Mounting Bracket 2. Adjustment Capscrews
10
3. Proximity Switch 4. Actuator Arm 5. Adjustment Capscrews
960E-1
10 Structure, functions and maintenance standard
CEN10005-00
Hoist limit switch Hoist limit switch (5, Figure 10-7) is located inside the right frame rail above the rear suspension, near the body pivot pin. The hoist limit switch is designed to stop the hoist cylinders before they reach full extension, preventing possible damage to the dump body or hoist cylinders. When the hoist cylinders approach maximum stroke and the body pivots on the pins, actuator arm (3) moves close enough to the magnetically-operated switch to close the electrical s. When the s close, an electrical signal is sent to the hoistup limit solenoid valve, located in the hydraulic brake cabinet, to prevent further oil flow to the hoist cylinders.
FIGURE 10-7. HOIST LIMIT SWITCH 1. Body 2. Frame 3. Actuator Arm
960E-1
4. Switch Mounting Plate 5. Hoist Limit Switch
11
CEN10005-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10005-00
12
960E-1
CEN10006-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Interface module (IM) General information .............................................................................................................................................. 3 Sensors................................................................................................................................................................. 3 Interface module inputs and outputs ..................................................................................................................... 4
960E-1
1
CEN10006-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
CEN10006-00
General information
Sensors
Interface module (1, Figure 10-1) collects data from various sensors and sends this information to the VHMS controller through the main wiring harness. The interface module (IM) is located in the auxiliary control cabinet.
Temperature sensors
New IM controllers come unprogrammed and must have the correct software installed in order to function. Refer to Testing and adjusting section Interface module (IM) for the correct software installation procedures.
Temperature sensors (Figure 10-2) 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.
FIGURE 10-2. TEMPERATURE SENSOR
Pressure sensors Four pressure sensors (Figure 10-3) have been added to the truck to monitor various hydraulic circuits. The four circuits are: • 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 10-1. INTERFACE MODULE 1. Interface Module 2. Connector IM1
3. Connector IM2 4. Connector IM3
FIGURE 10-3. PRESSURE SENSOR 1. Pin 1, Input (Brown) 2. Pin 2, Signal (Red)
960E-1
3. Sensor
3
CEN10006-00
10 Structure, functions and maintenance standard
Interface module inputs and outputs Table 2: Pulse, PWM and anaputs Input
Truck speed 2
Display Source type Digital readout
GE
Signal type
Input signal Truck speed input +
Pulse
Truck speed input Truck speed input +
Configure
IM1-e TPU8
(1)
IM1-f IM1-g
0 to 2083 0 to 2500 Hz rpm
0 to 4772 Hz
0 to 60 mph
IM1-t
0 to 28
0 to 28V
AN54
IM3-i
0 to 5.375
-57 to 150 °C
Right rear brake oil temp
AN53
IM3-m
0 to 5.375
-57 to 150 °C
Analog
Left front brake oil temp
AN51
IM3-t
0 to 5.375
-57 to 150 °C
Truck
Analog
Right front brake oil temp
AN52
IM3-r
0 to 5.375
-57 to 150 °C
Digital readout
GE
Radiator fan clutch voltage
None
Truck
PMW
Radiator fan clutch voltage
TPU6 and TPU7(2)
Hydraulic oil temp - left rear
Analog gauge
Truck
Analog
Left rear brake oil temp
Hydraulic oil Analog temp - right rear gauge
Truck
Analog
Hydraulic oil temp - left front
Analog gauge
Truck
Hydraulic oil Analog temp - right front gauge
Truck speed 1
Connector Checkout Parm full - Pin type scale
Pulse
Truck speed input -
TPU5
(1)
IM1-h
+5V sensor monitor
None
Truck
Analog
+5 volts for sensors
AN58(3)
IM3-j
0 to 30
0 to 30V
Battery voltage (24V)
Analog gauge
Truck
Analog
Battery voltage, 24V
AN0(4)
internal
0 to 40
0 to 40V
Ambient temperature
None
Truck
Analog
Ambient temperature
AN55
IM3-e
0 to 5.375
-50 to 160 °C
DC converter voltage (12V)
None
Truck
Analog
DC converter voltage (12V)
AN2(5)
IM3-h
0 to 20
0 to 20V
Battery voltage B (12V)
None
Truck
Analog
Battery voltage B (12V)
AN3(5)
IM3-k
0 to 20
0 to 20V
Battery voltage C (12V)
None
Truck
Analog
Battery voltage C (12V)
AN48(5)
IM3-n
0 to 20
0 to 20V
Hoist pressure 2
None
Truck
Analog Hoist pressure 2
AN49(6)
IM3-q
0 to 25 ma
-
Hoist pressure 1
None
Truck
Analog Hoist pressure 1
AN50(6)
IM3-s
0 to 25 ma
-
Steering pressure
None
Truck
Analog
Steering pressure
AN56(6)
IM3-d
0 to 25 ma
-
Brake pressure
None
Truck
Analog
Brake Pressure
AN57(6)
IM3-p
0 to 25 ma
-
Fuel level
Analog gauge
Truck
Analog
Fuel level
AN1(7)
IM3-g
0 to 15
-
(1)
Configure TPU for frequency input. (2) Configure TPU for PWM input. (3) Scale factor is 0.1883 V/V. (4) Scale factor is 0.125 V/V.
4
(5)
Scale factor is 0.249 V/V. Scale factor is 200 mV/ma. (7) Scale factor is 0.333 V/V. (6)
960E-1
10 Structure, functions and maintenance standard
CEN10006-00
Table 3: Digital inputs Display Source type
Signal type
Input signal
Configure
Circuit breaker tripped
Amber caution
Truck
Digital
Circuit breaker tripped
CS4, D13
IM2-g
Ground
0
Hydraulic oil filter
Amber caution
Truck
Digital
Pump filter switches
CS4, D5
IM2-Y
Ground
1
GE
Digital
Propel system caution switch
CS8, D15
IM2-t
Ground
0
Amber caution
GE
Digital
Propel system temp caution switch
CS7, D8
IM3-A
Ground
0
Retard at Amber continuous level caution
GE
Digital
Reduced retard level switch
CS8, D13
IM2-r
Ground
0
Input
Propulsion Amber system warning caution Propulsion system temp
Connector Force to - Pin
On
Reduce propulsion
Amber caution
GE
Digital
Propel system reduced level switch
CS7, D9
IM3-B
Ground
0
Low steering pressure alert
Red light
Truck
Digital
Low steering pressure switch 1
CS3, D0
IM2-S
Ground
1
Low steering Red light precharge alert
Truck
Digital
Low steering precharge switch 1
CS4, D3
IM2-W
Ground
1
Steering accum pressure
Truck
Digital
Steering accum pressure switch
CS4, D6
IM2-Z
Ground
0
Brake lock
CS8, D0
IM2-i
24VDC
1
Brake accum pressure switch
CS4, D1
IM2-U
Ground
1
Brake lock degrade
CS4, D2
IM2-V
Ground
1
Composite brake alert
Amber status
Red light
Truck
Digital
DC link voltage
None
GE
Digital
DC link voltage
CS4, D8
IM2-b
Ground
0
Propel system at rest/not ready
None
GE
Digital
Propel system at rest/not ready
CS4, D9
IM2-c
Ground
0
Digital
No propel/retard switch
CS8, D10
IM2-n
Ground
0
Digital
No propel switch/ diode fault
CS8, D11
IM2-p
Ground
0
Propel alert
Red light
Truck
Hydraulic tank Red light oil level alert
Truck
Digital
Hydraulic tank oil level
CS8, D8
IM2-k
Ground
1
Parking brake released
Amber status
Truck
Digital
Parking brake pressure switch
CS3, D2
IM2-M
Ground
0
Selector switch (FNR)
Amber status
Truck
Digital
Selector switch (FNR)
CS3, D4
IM2-N
24VDC
1
Crank request
None
Truck
Digital
Crank request
CS8, D1
IM2-j
24VDC
1
Key switch, direct
Amber status
Truck
Digital
Key switch
CS3, D5
IM2-P
24VDC
1
Crank inhibit/ timed engine shutdown
None
Engine
Digital
Crank inhibit/ timed engine shutdown
CS7,D13
IM3-F
24VDC
1
960E-1
5
CEN10006-00
10 Structure, functions and maintenance standard
Table 3: Digital inputs Input
Display Source type
Signal type
Input signal
Configure
Connector Force to - Pin
On
GE batt+
None
GE
Digital
GE batt+
CS8, D12
IM3-M
24VDC
1
Snapshot in progress
None
VHMS
Digital
Snapshot in progress
CS3, D1
IM2-L
Ground
0
Mode switch 1 left arrow
None
Truck
Digital
-
CS3, D15
IM3-H
Ground
0
Mode switch 2 OK
None
Truck
Digital
-
CS8, D2
IM3-J
Ground
0
Mode switch 3 down arrow
None
Truck
Digital
-
CS8, D3
IM3-K
Ground
0
Mode switch 4 up arrow
None
Truck
Digital
-
CS4, D15
IM2-q
Ground
0
Keyswitch, override
None
Truck
Digital
Keyswitch overridden by GE
CS7, D14
IM3-G
24VDC
1
Brake lock switch power supply
None
Truck
Digital
Brake lock switch power supply
CS7, D15
IM3-L
24VDC
1
Service brake set
None
Truck
Digital
Service brake set switch
CS7, D10
IM3-C
24VDC
1
Secondary engine shutdown
None
Truck
Digital
Secondary engine shutdown switch
CS7, D12
IM3-E
24VDC
0
Cranking motor 1 energized
None
Truck
Digital
Cranking motor 1 energized
CS8, D6
IM3-R
24VDC
1
Cranking motor 2 energized
None
Truck
Digital
Cranking motor 2 energized
CS8, D7
IM3-S
24VDC
1
Parking brake release request
None
Truck
Digital
Parking brake release request
CS3,D12
IM3-V
24VDC
1
Crank sense
None
Truck
Digital
Crank sense
CS3,D13
IM3-U
24VDC
1
Selector switch (PARK)
Amber status
Truck
Digital
Selector switch (PARK)
CS3,D14
IM3-T
24VDC
1
6
960E-1
10 Structure, functions and maintenance standard
CEN10006-00
Table 4: Pulse outputs Output Engine speed Truck speed
Display Source type
Signal type
Digital readout
Pulse
GE
Digital readout
GE
Pulse
Input signal
Connector Checkout Parm full - Pin type scale
Engine speed input +
IM1-a
Engine speed input -
IM1-b
Truck speed input +
IM1-c
Truck speed input -
IM1-d
0 to 2083 0 to 2500 Hz rpm 0 to 4772 Hz
0 to 60 mph
Table 5: Digital outputs Output
Function type
Location
Signal type
Configure
Connector - Pin
Checkout type
Brake auto apply
Control
-
PWM/ digital
PCS2, WM4 and SPI, OUT3
IM1-R
Low side switch
Auto lube solenoid
Display
Display
PWM/ digital
PCS2, WM5 and SPI, OUT4
IM1-T
Low side switch
Brake cooling RPM advance 1
Control
-
PWM/ digital
PCS1, TPU11 and SPI, OUT3
IM1-L
Low side switch
IM On signal
Display
Display
PWM/ digital
PCS1, TPU9 and SPI,OUT1
IM1-K
Low side switch
Red warning lamp
Display
Display
PWM/ digital
TPU4
IM1-G
Low side switch
Steering bleeddown valve
Display/ control
Display
PWM/ digital
PCS2, WM2 and SPI, OUT1
IM1-P
Low side switch
Sonalert
Display
Display
PWM/ digital
PCS1, TPU10 and SPI, OUT2
IM1-M
Low side switch
Timed engine shutdown relay
-
-
Digital
PCS1, SPI, OUT8
IM1-H
Low side switch
Start enable
Control
-
Digital
PCS1, SPI, OUT7
IM1-B
Low side switch
Parking brake solenoid
Control
-
PWM/ digital
PCS1, TPU13 and SPI, OUT9
IM1-E
Low side switch
Brake cooling RPM advance 2
Control
-
PWM/ digital
PCS1, TPU14 and SPI, OUT10
IM1-X
Low side switch
960E-1
7
CEN10006-00
10 Structure, functions and maintenance standard
Table 6: Serial inputs and outputs Input/output
Laptop computer (programming)
Monitoring bus (PLMIII, Modular Mining Hub, VHMS, Komatsu Display)
Spare CAN bus
J1939 engine monitor
Text display
K-Brick
Type
RS232
CAN / RPC
CAN / RPC
CAN / J1939
RS422
RS232
Circuit
Configure
Connector - Pin
IM transmit
MC68376 TXD
IM2-A
IM receive
MC68376 RXD
IM2-B
Ground
-
IM2-C
CAN-H
MC68376 TOUCAN
IM1-j
CAN-L
-
IM1-k
CAN-SHLD
-
IM1-i
CAN-H
CS9, IRQ3, 82527
IM1-n
CAN-L
-
IM1-p
CAN-SHLD
-
IM1-m
CAN-H
CS10, IRQ4, 82527
IM1-r
CAN-L
-
IM1-s
CAN-SHLD
-
IM1-q
IM T+
TPU1,TXD, UART
IM2-J
IM T-
-
IM2-K
IM R+
TPU1,TXD, UART
IM2-G
IM R-
-
IM2-H
IM transmit
TPU3 (configure as UART TXD)
IM2-D
IM receive
TPU2 (configure as UART TXD)
IM2-E
Ground
-
IM2-F
Table 7: Power supplies
8
Power supply
Type
Note
Connector - Pin
V batt
24V battery
Main 24V supply
IM1-A
V batt 2
24V battery
Key switch 24V supply
IM1-F
Ground
-
IM main ground
IM1-C
+5 amber
5V supply
2, 3 amber indicators supply
IM1-D
+5 red
5V supply
2, 3 red warning supply
IM1-V
+24V out
24V supply
24V protected power supply
IM1-W
+5V sensor
5V supply
Precision analog supply
IM3-c
+18V sensor
18V supply
Precision analog supply
IM3-b
AGND
-
Analog sensor ground
IM3-a
960E-1
10 Structure, functions and maintenance standard
CEN10006-00
NOTES
960E-1
9
CEN10006-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10006-00
10
960E-1
CEN10007-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Electrical system, AC drive General system operation..................................................................................................................................... 3 AC drive system components ............................................................................................................................... 5 PSC software functions......................................................................................................................................... 7 Alernator field control .......................................................................................................................................... 12 Event detection and processing.......................................................................................................................... 14 Event logging and storage .................................................................................................................................. 15 Serial data communications ................................................................................................................................ 17 Abnormal conditions/overriding functions ........................................................................................................... 18 AC drive system component table ...................................................................................................................... 20
960E-1
1
CEN10007-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
General system operation NOTE: The following information provides a brief description of system operation and major components of the AC drive system. Refer to the appropriate GE publication for detailed information and theory of operation. The AC drive system consists of the following major components: • Alternator (coupled to a diesel engine) • In-line cooling blower • Gate drive power converters • Rectifier diode modules • AC power inverters • AC induction traction motors NOTE: Refer to Figure 10-1 for the following description. 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. 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. 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 propulsion system controller (PSC) and engine RPM during propulsion. The DC link voltage will vary between 600 and 1600 volts.
960E-1
CEN10007-00
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. 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 ors. The PSC, 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 PSC and the truck brake system allow the PSC to provide proper retarding, braking and wheel slide control. The PSC interfaces with the truck control interface (TCI), which is mounted in the same card rack as the PSC. System status and control signals are transmitted and received between these two components to access real time data and event information that is stored in the PSC. This data is displayed on the diagnostic information display (DID) located in the cab behind the operator seat.
3
CEN10007-00
10 Structure, functions and maintenance standard
FIGURE 10-1. PROPULSION SYSTEM DIAGRAM
4
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
AC drive system components The integrated control (I) consists of three major components: the propulsion system controller (PSC), the truck control interface (TCI), and the traction motor controller (TMC). Propulsion system controller (PSC) The PSC is the main controller for the AC drive system. The I receives input signals from speed sensors mounted on the alternator and traction motors, voltage and current signals from various control devices, and status/command inputs from the TCI. Using these inputs, the PSC controls the two inverters, retarding circuits, relays, ors, 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.
The PSC contains the following internal, removable printed circuit boards and two fiber optic boards: System U Card: Provides serial communications and control functions, RS232 communications to PTU, and microprocessor controls for internal circuits. Digital I/O Card: Receives digital inputs and information from various propulsion and control system components. Digital outputs drive propulsion system ors, 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 and 2 U and I/O Cards (2 each): 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. Fiber Optic Assembly: Provides electrical isolation for control and signals for phase modules and chopper modules.
• Log event data • Store statistical data of the history of various component and system function operations. • Communicate with the TCI to exchange propulsion system status and control data (event data, statistical data, etc.) and to receive required truck systems status data. • Communicate with the TCI to exchange propulsion portable test unit (PTU) data (propulsion real time, history, diagnostic, and parameter data such as software code). • Drive the operator cab status and warning lamps.
960E-1
5
CEN10007-00
10 Structure, functions and maintenance standard
Truck control interface (TCI)
Diagnostic information display (DID)
The TCI is the main interface between the truck systems/devices and service personnel. This is used in conjunction with the DID .
The DID is located in the cab behind the operator seat. The display provides service personnel with a means of communicating with the TCI. See Figure 10-2.
The TCI provides the following functions: • Communicates with the PSC to exchange propulsion control system status and control data and to provide the PSC with truck systems status data. • Communicates with the DID to exchange PSC and/or TCI diagnostic and parameter data. • Communicates with a PTU to exchange TCI data. • Communicates with a Modular Mining Dispatch System to exchange truck status data. • Monitors engine control system, payload information, ambient and propulsion system temperature, operator control inputs, etc. • Controls the engine start sequence. • Provides signals to activate many of the cab mounted warning lamps and gauges. Controls the parking brake solenoid. • Processes the front wheel speed signals for the PSC and speedometer.
The TCI contains the following internal, removable printed circuit boards:
The 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]. The DID can also be used to perform the selfload test. Refer to Troubleshooting section AC drive system fault codes for a list of fault codes that may de displayed on the DID .
U Card: Provides high speed communications to PSC and RS232 serial communication with the PTU. Analog I/O Card: Provides RS232 serial communications with the DID and an optional Modular Mining Dispatch System. Receives signals for front wheel speed, motor cooling and barometric air pressures, accelerator, retard speed setting, payload, ambient and hydraulic oil temperature, and engine cranking voltage. Outputs drive the cab mounted temperature gauges. Digital I/O Card: Receives operator control, engine and body-up signals. Provides engine start controls and drives the cab mounted indicator/warning lamps.
6
FIGURE 10-2. DIAGNOSTIC INFORMATION DISPLAY
960E-1
10 Structure, functions and maintenance standard
PSC software functions The operation of the AC drive system is regulated by a software program which resides in the propulsion system control '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.
Input processing
CEN10007-00
Test state: The purpose of this state is to provide an environment for the verification of system functionality. The test state will 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.
This function reads in all external inputs for use by the PSC. 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.
960E-1
7
CEN10007-00
Transitions between states under normal operational conditions (no failures) 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).
10 Structure, functions and maintenance standard
Transition to Rest state: This transition will occur automatically from the Test or Ready state if a request for Rest state is received from the TCI 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 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 TCI Rest state request is not active and there is sufficient voltage on the DC link.
8
less
than
the
motor
d. The TCI accel inhibit is not active.
960E-1
10 Structure, functions and maintenance standard
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 40 mph (64 kph).
CEN10007-00
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 40 mph (64 kph).
• 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 TCI 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: • The accelerator pedal is not pressed. • The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested. • 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.
960E-1
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: a. Retard speed control is not selected. b. Truck speed is low enough such that retard speed control is not active. 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.
9
CEN10007-00
10 Structure, functions and maintenance standard
DC link state
De-powering the DC link: The PSC 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:
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 PSC 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.
• 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. • The engine is running. • The gate drive power converters have been enabled. • Neither inverter is requesting that a low voltage test be run.
To accomplish this, the PSC software will establish the necessary system configuration as follows: 1. Alternator field reference isset 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 PSC 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 ors open. 5. Chopper turn-on voltage is set above 600 volts. NOTE: Before the AFSE is allowed to output firing pulses, the RP ors will be commanded to open and the GF or 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.
10
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
Engine control This software function generates the engine speed command. The engine electronic fuel control is responsible for maintaining that speed. 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 the DC link when retard is being ramped out at low truck speeds. However, engine speed may be increased if needed to 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 TCI 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.
960E-1
11
CEN10007-00
10 Structure, functions and maintenance standard
Alernator field control
Self-load
The alternator is controlled by controlling the alternator field reference sent to the AFSE .
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 desired alternator output voltage is dependent on the system state. The PSC 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-to-line 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 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 the inverter self-tests.
• 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 for the following constraints: • 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 . The torque will be limited so that the engine does not overload.
12
960E-1
10 Structure, functions and maintenance standard
• Jerk limit The torque command will be slew-rate limited to prevent jerking motion. • 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:
CEN10007-00
Wheel slide control 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.
Resistor grid control The first resistor grid (RG1) will always be engaged when retard is active since the grid blower motors are wired across it. The second fixed resistor grids (controlled by RP2) will be engaged as needed to dissipate the energy produced in retard state.
• 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
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.
While overspeed is active, the full available retard torque will be requested. • Retard speed control (RSC) 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 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.
960E-1
13
CEN10007-00
Event detection and processing The PSC contains very powerful troubleshooting software. The PSC software constantly monitors the AC drive system for any abnormal conditions (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 troubleshooting system is composed of two parts:
10 Structure, functions and maintenance standard
• Inverter powerup tests - The purpose of these tests is to that each inverter sub-system is functional: 1. Enabling Inverter Powerup Tests - The powerup tests for a given inverter will be enabled if all of the following conditions are true: 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.
• The PSC for detection, event logging, data storage and fault light indications.
e. The inverter is requesting that the low voltage and/or high voltage powerup tests be performed.
• The TCI (or a PTU) for retrieval of stored event information, real time vehicle status, troubleshooting, etc.
f. The inverter has not been physically cut out of the system.
The event detection function of the software is responsible for ing the integrity of the PSC hardware and the systems to which the PSC interfaces by detecting an event. The events fall into three detection categories. Power-on tests The first three power-on tests are executed once every time power is applied to the PSC. The fourth power-on test is executed once every 24 hours. • U card checks - Upon power-up, the PSC will confirm the integrity of its U card hardware before transferring execution control to the application program residing in its flash memory. • 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 TCI/ PTU-adjustable parameters will be initialized to their default values.
14
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.
960E-1
10 Structure, functions and maintenance standard
• 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 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. 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, ors, 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 certain equipment. Event restrictions The PSC 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.
CEN10007-00
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 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. 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 ing for troubleshooting) at each maintenance interval.
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.
960E-1
15
CEN10007-00
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.
10 Structure, functions and maintenance standard
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. To record and save a data pack to a disk: PSC: 1. With the PTU serial cable attached to the PSC port, type c:\ACNMENU and press {enter}.
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.
2. Select “PTU TCI and PSC” and press {enter}
In the above default cases, data is stored for 3 seconds (2.95 second actual) before the fault and 2 seconds after the fault.
7. Cursor to “View Data Packs” and press {enter}.
A data pack status structure is assigned to each data pack plus any programmable settings. This status structure is used by the TCI (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.
9. Watch the lower right of the screen as 100 frames are recorded. Press the F2 key.
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.
3. Type your name and press {enter}. 4. Type your and press {enter}. 5. Cursor to “Special Operation” and press {enter}. 6. Cursor to “Event Data Menu” and press {enter}. 8. Type FLTR number to be recorded and press {enter}.
10. Cursor to “Record Screen” and press {enter}. 11. Assign a file name for the data pack. 12. Press {escape} until back to the DOS “C:>” prompt. 13. Insert a blank disk in the appropriate drive. 14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename NOTE: Insert the name assigned to the file in Step 11 in place of “filename" in the command in Step 14. 15. Press {enter} to copy the file to the disk.
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).
16
960E-1
10 Structure, functions and maintenance standard
TCI: 1. With the PTU serial cable attached to the TCI port, type c:\ACNMENU and press {enter}.
CEN10007-00
Serial data communications
2. Select “PTU TCI and PSC and press {enter}
The U card for the PSC uses serial data busses to communicate with the TCI, the PTU, and the two inverter U cards.
3. Type your name and press {enter}.
PSC to TCI communications processing
4. Type your and press {enter}. 5. Cursor to “Special Operation” and press {enter}. 6. Cursor to “Event Data Menu” and press {enter}. 7. Cursor to “View Data Packs” and press {enter}. 8. Type PK number to be recorded and press {enter}. 9. Watch the lower right of the screen as 100 frames are recorded. Press the F2 key. 10. Cursor to “Record Screen” and press {enter}. 11. Assign a file name for the data pack. 12. Press {escape} until back to the DOS “C:>” prompt. 13. Insert a blank disk in the appropriate drive. 14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename NOTE: Insert the name assigned to the file in Step 11 in place of “filename" in the command in Step 14. 15. Press {enter} to copy the file to the disk.
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:
This software function performs the processing necessary for the PSC to communicate with the TCI. The communication is comprised of periodic data and non-periodic data. Periodic data is a predefined set of data which is used for transferring real time control information from the PSC to the TCI and from the TCI to the PSC at a fixed rate. The non-periodic messages are used to transfer all background data. Background data consists of DID commands, remote monitor data, and code. Packets containing periodic data will be asynchronously (not initiated) transmitted from the PSC to the TCI and from the TCI to the PSC every 200 ms. The TCI initiates the transfer of non-periodic data. The TCI and the PSC are interfaced using the General Electric Asynchronous Communications Protocol (A). A provides two general types of messages: acknowledged and unacknowledged. The acknowledged messages are used to transmit the background data. The unacknowledged messages are used to transmit the periodic data. PSC to PTU communications processing This software function performs the processing necessary for the PSC to communicate through an RS-232 serial link to the Portable Test Unit (PTU).
• On power-up - A soft reset will be issued against all events at power-up. • By DID commands - The TCI can issue both hard and soft resets. • By PTU commands - The PTU can issue both hard and soft resets.
960E-1
17
CEN10007-00
10 Structure, functions and maintenance standard
Inverter communications processing
Abnormal conditions/overriding functions
This software function performs the processing necessary for the PSC system U card to communicate with both inverter U cards. The communication is through a high-speed serial link that is operated in a polled fashion with the system U card initiating communications to an inverter U card.
The software functions discussed 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.
Every message transmitted across the serial link may contain two separate sections of information: periodic data and acknowledged data. The periodic data format is fixed and is used for transferring control information from the system U card to the inverter U card and vise versa. The acknowledged data format is used to transfer all background data. When large amounts of background data are to be transferred via the acknowledged data format, the originating U card will break the data down into smaller pieces and transmit each piece individually. All acknowledged data flows are initiated from the system U card with the inverter U card providing a response. The system U card has one high-speed channel available for communications to the inverter U cards. This channel transfers periodic data across the serial link every 5 ms. This means that the periodic data to each inverter U card is updated every 10 ms. Each inverter responds to the data when the ID code in the periodic data matches the ID code of the specific inverter U card. The ID code is hard-wired in the card's backplane wiring. Output processing This software function processes all external outputs from the PSC. Refer to the G.E. publication System Description for a listing of the PSC outputs.
18
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 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 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 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).
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
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 TCI requests limp home mode, the state machine will ignore the restrictions associated with any fault for which limp home mode is possible.
The PSC will enter limp home mode if all of the following conditions are true: • The truck is not moving. • The TCI is requesting limp home mode. • The PSC 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. • 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). NOTE: The DID 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 PSC will exit limp home mode if either of the following conditions occur: • The TCI stops requesting limp home mode. • An event occurs for which limp home mode is not possible.
960E-1
19
CEN10007-00
10 Structure, functions and maintenance standard
AC drive system component table Table 1 lists component abbreviations that are used in schematics and system function information. Refer to Figure 10-3 through Figure 10-6 for the location of the components.
Table 1: AC drive system component descriptions Abbreviation
Fig. No.
AFSE
2-4
Alternator Field Static Exciter 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 anaput/output card
Provides signal conditioning for analog signals to and from the TCI and PSC.
ALT AMBTS
2-6
ANALOG I/O CARD
Component
Function Regulates current in the alternator field based on
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 U.
BFC
2-4
Battery Line Filter Capacitor
Additional capacitance for BLFP to prevent nuisance U 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 s 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 DC link (the DC bus connecting the Alternator output, Chopper Module/Resistor Grid circuits and 1 and 2
Illuminated when 50 volts or more is present on the
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 Sensing Detects amount of current flowing through the Alternator tertiary winding. Module
CM1, 2
2-3
Chopper IGBT Phase Module 1 and 2
20
Controls the DC voltage applied to the grids during retarding.
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
Table 1: AC drive system component descriptions Abbreviation
Fig. No.
Component
Function
CM11A - 12C
Current Sensing Modules, Phase 1A, 1B and 1C
Detects amount of current flow through the A, B and C phases of Traction Motor 1.
CM21A - 22C
Current Sensing Modules, Phase 2A, 2B and 2C
Detects amount of current flow through the A, B and C phases of Traction Motor 2.
R
2-4
Control Power Relay
Picks up when the Key Switch and Control Power Switch are closed.
RD
2-4
Dual Diode Module
Allows two separate voltages to control the R coil.
RS
2-4
Control Power Relay Suppression Module
Suppresses voltage spike when R coil is deenergized.
S
2-4
Control Power Switch
Energizes R coil.
DCN BUS/D BUS
2-6
DC Link (-) and (+) Bus
The DC bus connects the Alternator output, Chopper Module/Resistor Grid circuits, and Traction inverters.
Diagnostic Information Display
Provides maintenance personnel with the ability to monitor the operational status of certain truck systems and perform system diagnostic test.
Digital Input/Output Card
Receives or, relay and switch signals and provides drive signals to relays, ors, indicator lamps, etc. Located in PSC and TCI.
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 signals between the PSC and Phase/Chopper Modules.
DID
DIGITAL I/O CARD
FDR
2-6
FIBER OPTIC ASSEMBLY FP
2-6
Filter
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 or
Connects the AFSE to the Alternator field.
GFBR
2-4
Resistor
Provides a small load across the or s to help keep the ors clean.
GFCO
2-4
Generator Field or Cutout Switch
Disables Alternator output.
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 .
GFM1, 2
960E-1
GFR
2-5
Alternator Field Relay
Picks up with GF or and applies B+ to the AFSE (battery boost) during initial acceleration phase.
GFRS
2-5
Alternator Field Relay Coil Suppression Module
Suppresses voltage spikes when GF coil is deenergized.
GFS
2-5
Suppression Module
Suppresses voltage spikes in coil circuit when GF or is de-energized.
21
CEN10007-00
10 Structure, functions and maintenance standard
Table 1: AC drive system component descriptions Abbreviation
Fig. No.
GRR
2-6
Ground Resistor
Detects power circuit grounds.
GRR9, 10
2-4
Resistors
Used with GRR to detect power circuit grounds.
I
2-4
Integrated Control
The I is the main controller for the AC drive system. The I is composed of the PSC, TCI and inverter cards.
INV1 TMC CARD
Inverter 1 Central Processing Unit Card and Input/Output Card
Generates Phase Module turn-on/turn-off commands for the Inverter 1. Monitors voltages and currents from various areas for Inverter 1. Monitors Traction Motor 1 speed.
INV2 TMC CARD
Inverter 2 Central Processing Unit Card and Input/Output Card
Generates Phase Module turn-on/turn-off commands for the Inverter 2. Monitors voltages and currents from various areas for Inverter 2. Monitors Traction Motor 2 speed.
Key Switch
Connects battery voltage to R and control circuits when closed. (Located on instrument .)
Link Current Sensing Module
Detects amount of current flow through the DC link.
Cabinet Lights
Provide interior cabinet illumination.
KEYSW LINK1
2-6
L1, 2
M1, 2
Component
Motorized Wheels
Function
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-, 1112A-, 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-, 2122A-, 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
PSC RDA, B, C
2-5
RG1A - 5C
RP1, 2
22
2-5
Power Supply
A DC to DC converter which provides regulated ± 24 VDC outputs from the unfiltered battery supply. Supplies power to PSC, TCI & LEMS.
Propulsion System Controller
The PSC is a part of the I, and is the main controller for the AC drive system. All propulsion and retarding functions are controlled by the PSC based on internally stored software instructions.
Rectifier Diode
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.
Retard ors 1and 2
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.
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
Table 1: AC drive system component descriptions Abbreviation
Fig. No.
RP1S, RP2S
2-5
Suppression Modules
Suppresses voltage spikes in coil circuit when RP ors are de-energized.
RP1BR \ RP2BR
2-4
Resistor
Provides a small load across the or s to help keep the ors clean.
R1
2-5
Battery Boost Resistor
Limits surge current in the Alternator field circuit when GFR s first close.
Traction Motor Speed Sensors
Each speed sensor provides two output speed signals, proportional to the Traction Motor's rotor shaft speed.
System Central Processing Unit Card
Provides control of propulsion and dynamic retarding functions, battery backed RAM, real-time clock, able code storage, and an RS422 serial link.
Truck Control Interface
Is a part of the I . Provides the main interface between the various truck systems, controls, and equipment and is used in conjunction with the DID by maintenance personnel.
SS1, 2
SYS U Card
TCI
960E-1
Component
Function
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 I.
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 I.
VAM3
2-6
Voltage Attenuation Module
Attenuates the high voltage outputs between the main alternator and the rectifier , and between the rectifier and the inverters to a level acceptable for use by the Analog I/O card in the I.
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 I.
23
CEN10007-00
10 Structure, functions and maintenance standard
FIGURE 10-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA
24
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
FIGURE 10-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA
960E-1
25
CEN10007-00
10 Structure, functions and maintenance standard
FIGURE 10-5. CONTROL CABINET COMPONENTS - OR COMPARTMENT
26
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
FIGURE 10-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW
960E-1
27
CEN10007-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10007-00
28
960E-1
CEN10008-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Cab air conditioning General information .............................................................................................................................................. 3 Principles of refrigeration ...................................................................................................................................... 4 Air conditioning system components .................................................................................................................... 6 Air conditioning system electrical circuit ............................................................................................................. 10
960E-1
1
CEN10008-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
CEN10008-00
General information
Air conditioning for off-highway vehicles
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.
Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes, and climate conditions that present different design and installation challenges 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.
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.
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.
(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.
The general cleanliness of the system and components is important. Dust and dirt collected in the condenser, evaporator, and air filters decreases the system's cooling capacity.
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.
960E-1
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 preventive maintenance at regular intervals on vehicle air conditioning systems (cleaning, checking belt tightness, and checking operation of electrical components).
3
CEN10008-00
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 air conditioning unit into top operating efficiency. Too frequently, the operator and the service technician overlook the primary fact that no air conditioning 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 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. 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.
4
10 Structure, functions and maintenance standard
• 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. 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. 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. Ambient air, ing 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 es 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
960E-1
10 Structure, functions and maintenance standard
CEN10008-00
located at the bottom of the accumulators to remove moisture that is trapped in the system.
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 cycle is completed when the heated low pressure gas is again drawn into the compressor through the suction side.
FIGURE 10-1. BASIC AIR CONDITIONING SYSTEM 1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit Breaker 5. Blower 6. Temperature Sensor
960E-1
7. Evaporator 8. Expansion Valve 9. Suction Line 10. Test Gauges & Manifold 11. Compressor 12. Refrigerant Container
13. Magnetic Clutch 14. Compressor Drive Pulley 15. Receiver-Drier 16. Discharge Line 17. Condenser 18. Accumulator
5
CEN10008-00
10 Structure, functions and maintenance standard
Air conditioning system components NOTE: Figure 10-3 illustrates both the heater system and air conditioning system parts contained in the cab mounted enclosure. Relays Three relays (9, Figure 10-3) control the damper doors, A/C compressor clutch, temperature control switch, water (heater) valve and the actuator motors. Fan motor and speed control Fan speed is controlled by the position of the fan speed control knob on control (40, Figure 103). If blower assembly (3) does not operate at any of the speed selections, that battery voltage is available at the switches and relay. Refer to the electrical schematic. If voltage is present, the blower assembly is probably defective and should be removed and replaced.
FIGURE 10-2. CAB FILTER LOCATION 1. Access Cover
2. Cab Filter
Cab air filter Recirculation air filter (5, Figure 10-3) and the cab air filter behind access (2, Figure 10-2) at the front 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 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 2,000 hours, or sooner if inspection indicates a clogged or damaged filter. Heater core Heater core (2, Figure 10-3) receives engine coolant through water valve (33) when heat is selected. If the temperature control knob on control (40) is placed in between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked.
Actuators Two rotary actuators (9, Figure 10-3) are installed inside the heater housing and are used to actuate the damper doors for the following: • Defroster outlet • Bi-level or floor outlets A failure to switch one of the above modes of operation may be caused by a faulty actuator. Visually inspect damper doors (35) and (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. that 24 VDC is present at the actuator when air flow directional knob on control (40, Figure 103) is moved through its various positions of operation. If the correct voltages are present during operation of the air flow knob, disconnect the actuator from the damper door and that actuator force is comparable to a known (new) actuator. If it is not, install a new actuator.
If the temperature control knob and water valve (33) appear to be working properly, yet no heat is apparent in the heater core, the core may be restricted. Remove and clean or replace the core.
6
960E-1
10 Structure, functions and maintenance standard
CEN10008-00
FIGURE 10-3. 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 Valve 8. Relay 9. Actuator
960E-1
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 Harness 26. Main Unit Harness 27. Seal 28. Screw 29. Screw 30. Bulb 31. Pivot Bushing
32. Punched Setup 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 41. Grommet 42. Duct Adapter
7
CEN10008-00
Compressor (refrigerant pump) Compressor (11, Figure 10-1) 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 Condenser (17, Figure 10-1) 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 40 kph (25 mph).
10 Structure, functions and maintenance standard
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 air conditioning 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 ing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air. Receiver-drier Receiver-drier (15, Figure 10-1) 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.
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.
8
960E-1
10 Structure, functions and maintenance standard
Expansion valve Expansion valve (8, Figure 10-1) controls the amount of refrigerant entering the evaporator core. 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 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 Accumulator (18, Figure 10-1) 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.
960E-1
CEN10008-00
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 core Evaporator core (9, Figure 10-3) cools and dehumidifies the air before it enters the cab. Cooling a large area requires that large volumes of air be ed 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.
9
CEN10008-00
10 Structure, functions and maintenance standard
Air conditioning system 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 s to open and close. The thermostat has a capillary tube extended into the evaporator coil to sense temperature. When the s 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 s 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 s 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 s at a predetermined temperature.
10
960E-1
10 Structure, functions and maintenance standard
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 receiver-drier. The switch functions are: Terminals 1 and 2 are connected internally through two, normally closed pressure switches in series, the low pressure switch and the high pressure switch.
Terminals 3 and 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 1 379 - 1 586 kPa (200 - 230 psi). When pressure falls to 965 - 1 344 kPa (140 - 195 psi), the switch s 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 s 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.
960E-1
CEN10008-00
• 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 - 2 413 kPa (300 350 psi) range. After system pressure drops to 1 448 - 1 724 kPa (210 - 250 psi), the switch s 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
2 068 - 2 413 kPa (300 - 350 psi)
1448 - 1724 kPa (210 - 250 psi)
Fan Clutch
241 - 414 kPa (35 - 60 psi) below closing pressure
1 379 - 1 586 kPa (200 - 230 psi) rising pressure
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 138 kPa (20 psi) higher. This factor should be observed when checking for proper operation of the switch. 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 3 447 - 3 792 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.
11
CEN10008-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10008-00
12
960E-1
CEN20001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
20 Standard value table Standard value table Standard value table for truck ............................................................................................................................... 3
960E-1
1
CEN20001-00
20 Standard value table
NOTES
2
960E-1
20 Standard value table
CEN20001-00
Standard value table for truck Truck model
960E-1 Measurement conditions
Check item
Standard value for new truck
Permissible value
64 (40)
64 (40)
11.7 (7.3)
11.7 (7.3)
1,900
1,900
750
750
2,030
2,030
N (lb)
21.6 ± 2.0 (4.85 ± 0.45)
Max. 115 (Max. 25.8)
Deg
5
5
Number of rotations
4.2
4.2 ± 0.5
Unit
Travel speed
• Dry road surface 0% grade Maximum speed in forward gear 12% grade
• Engine coolant temperature within operating range • Body unloaded
kph (mph)
• Travel resistance: 2.0% • Standard tires
Engine speed
Rated
• Engine coolant temperature within operating range
Idle
rpm
Number of rotations 960E-1
Steering wheel
Dimension
Operating force
Max. overspeed Stationary steering • On flat dry load surface effort • Steering wheel speed: (If stationary steering is 30 rpm impossible, measure • Engine low idle steering effort at low speed). • Engine stopped Play
• Dimension on periphery of grip • Until front wheel starts moving • Lock to Lock
Rotation range
3
CEN20001-00
20 Standard value table
Truck model Check item
Operating force Accelerator pedal
960E-1 Standard value for new truck
Permissible value
29.3 + 13.0/-0 (6.6 + 2.9/-0)
29.3 + 13.0/-0 (6.6 + 2.9/-0)
58.7 + 0/-13.3 (13.2 + 0/-3.0)
58.7 + 0/-13.3 (13.2 + 0/-3.0)
45 ± 5 (1.8 ± 0.2)
45 ± 5 (1.8 ± 0.2)
44.5 ± 4.0 (10.0 ± 0.9)
44.5 ± 4.0 (10.0 ± 0.9)
300.5 ± 189.5 (67.55 ± 42.6)
300.5 ± 189.5 (67.55 ± 42.6)
17.5 ± 1.0
17.5 ± 1.0
17.5 ± 1.0
17.5 ± 1.0
N (lb)
Max. 29.4 (Max. 6.61)
Max. 29.4 (Max. 6.61)
mm (in.)
24.5 ± 1 (0.96 ± 0.04)
24.5 ± 2 (0.96 ± 0.08)
• Initial
Max. 35.3 (Max. 7.94)
Max. 35.3 (Max. 7.94)
• Full
Max. 24.5 (Max. 5.51)
Max. 24.5 (Max. 5.51)
Measurement conditions
Unit
• Starting • Point at to 150 mm depress (6 in.) from fulcrum of • Full pedal
N (lb)
• Starting to depress to Full
mm (in.)
Stroke • Retarding Operating force Brake pedal
Operating force and stroke
Stroke
Directional control lever
Operating force
N (lb)
• Braking • Retarding
Deg
• Braking • Measuring point: Center of grip
Stroke
Float to Raise
• Measuring point: Center of grip
Raise to Hold
Must return smoothly when engine speed is at high idle.
Hoist lever
• Initial Operating force
Hold to Raise
Hold to Lower
Max. 35.3 (Max. 7.94)
Max. 35.3 (Max. 7.94)
Max. 24.5 (Max. 5.51)
Max. 24.5 (Max. 5.51)
• Initial
Max. 35.3 (Max. 7.94)
Max. 35.3 (Max. 7.94)
• Full
Max. 24.5 (Max. 5.51)
Max. 24.5 (Max. 5.51)
• Full
N (lb)
Lower to Float
Stroke
4
Raise to Hold Hold to Lower
Must return smoothly when engine speed is at high idle. • Measuring point: Center of grip
mm (in.)
44.8 ± 1.9 (1.76 ± 0.08
44.8 ± 1.9 (1.76 ± 0.08
960E-1
20 Standard value table
CEN20001-00
Truck model Measurement conditions
Suspension cylinder Accumulator
Installed length (exposed rod)
Front
Nitrogen gas pressure
Front
Standard value for new truck
Permissible value
247 ± 10 (9.3 ± 0.4)
247 ± 20 (9.3 ± 0.8)
199 ± 10 (7.8 ± 0.4)
199 ± 20 (7.8 ± 0.8)
2 930 (425)
2 930 (425)
1 296 (188)
1 296 (188)
kPa (psi)
9 653 ± 70 {1,400 ± 10}
9 653 ± 70 {1,400 ± 10}
%
Min. 20
Min. 20
Unit
• Flat dry road surface • Body unloaded
Rear
mm (in.)
kPa (psi)
Rear
Front and • Atmospheric Nitrogen rear service temperature): 21 °C (70 °F) gas brakes pressure Steering
Parking brake
• With maximum allowed payload Braking capacity
• Machine can hold on specified grade
• Engine running kPa (psi)
Service brakes
Release pressure
Tire
Air pressure
Oil pressure
Oil pressure
Stop slope angle
Pressure
Pressure
Dimension
Check item
960E-1
960E-1
Operating pressure
22 753 ± 1 378 22 753 ± 1 378 (3,300 ± 200) (3,300 ± 200)
• At full stroke
Front and • Charge accumulator rear service and operate brake first Brake oil brakes time pressure • At full stroke Standard tire
56/80-R63
Optional tire
59/80-R63 (Bridgestone only)
kPa (psi)
16 545 ± 517 (2,400 ± 75)
16 545 ± 517 (2,400 ± 75)
kPa (psi)
600 + 100/-0 (87 + 14/-0)
600 + 100/-0 (87 + 14/-0)
• Machine unloaded
5
CEN20001-00
20 Standard value table
Truck model
Standard value for new truck
Permissible value
At rated • Oil temperature: 50 – 80 °C speed (122 – 176 °F) (1,900 rpm)
20.6 ± 0.5 (2,987 ± 72)
20.6 ± 0.5 (2,987 ± 72)
At low idle (750 rpm) [Reference value]
18.6 ± 0.5 (2,697 ± 72)
18.6 ± 0.5 (2,697 ± 72)
21.7 ± 0.7 (3,147 ± 100)
21.7 ± 0.7 (3,147 ± 100)
24.1 ± 0.7 (3,495 ± 100)
24.1 ± 0.7 (3,495 ± 100)
20.6 ± 0.7 (2,988 ± 100)
20.6 ± 0.7 (2,988 ± 100)
20.0 ± 0.7 (2,900 ± 100)
20.0 ± 0.7 (2,900 ± 100)
24 ± 2
24 ± 2
14 ± 1
14 ± 1
24 ± 2
24 ± 2
Measurement conditions
Counterbalance Steering pump valve unloader
Cut-in pressure
Cut-out pressure
Unit
• Oil temperature: 45 – 55 °C (113 – 131 °F) • High idle
MPa (psi)
• Oil temperature: 50 – 80 °C (122 – 176 °F) • Engine speed: 1,900 rpm (rated speed) Relief pressure
Hoist valve
Oil pressure
Steering valve
Check item
Relief oil pressure
960E-1
6
Body
Time
Lifting speed
• Oil temperature: 50 – 80 °C (122 – 176 °F) • Engine speed: 1,900 rpm (rated speed)
Power down • Oil temperature: 50 – 80 °C Lowering (122 – 176 °F) speed Float • Engine speed: 650 rpm
sec.
960E-1
20 Standard value table
CEN20001-00
NOTES
960E-1
7
CEN20001-00
20 Standard value table
960E-1 Dump truck Form No. CEN20001-00
8
960E-1
CEN30001-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting General information Special tool list ...................................................................................................................................................... 3
960E-1
1
CEN30001-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30001-00
Special tool list Part number
Description
Qty.
Use Suspension and accumulator charging
EB1759
Nitrogen charging kit
1
EC6027
Hydrair charging kit
1
EM3708
Rear brake wear indicator
1
EM1275
Front brake wear indicator
1
PB6039
Female quick disconnect
4
EL8868
Belt alignment tool
1
XA3379
Belt tension tool
1
PB9067
Bulkhead connector
1
Auxiliary battery power source
PC2525
Harness
1
Payload meter data ing
960E-1
Brake wear measurement Brake system checkout Air conditioner drive belt inspection
3
CEN30001-00
30 Testing and adjusting
960E-1 Dump truck
Form No. CEN30001-00
4
960E-1
CEN30002-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Steering, brake cooling and hoist hydraulic system General information on system checkout.............................................................................................................. 3 Steering system checkout procedures .................................................................................................................. 3 Steering system checkout data sheet ................................................................................................................... 9 Brake cooling and hoist system checkout procedures.........................................................................................11 Brake cooling and hoist system checkout data sheet ......................................................................................... 16 Hydraulic system flushing procedure .................................................................................................................. 17
960E-1
1
CEN30002-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30002-00
General information on system checkout
Steering system checkout procedures
The hydraulic system checkout procedures are intended to help the technician diagnose problems in the steering and hoist circuits. The technician should read the entire checkout procedure to become familiar with the procedures and all the warnings and cautions before performing any steps. The checkout procedure begins by checking the basic system before checking individual components.
NOTE: Excessive internal leakage within the brake circuit may contribute to problems within the steering circuit. Ensure that brake circuit leakage is not excessive before troubleshooting the steering circuit.
A data sheet is included in this section to record the test information obtained during the hydraulic system checkout procedure. The data sheet is designed to be removed, copied, and used during the checkout procedure.
Hydraulic oil 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. Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. Before performing procedures:
any
testing
and
The steering circuit can be isolated from the brake circuit by first releasing all steering system pressure, then releasing all pressure from the brake accumulators and removing brake system supply line (4, Figure 30-2) from the bleed down manifold. Plug the brake supply line and cap the fitting at the bleed down manifold to prevent high pressure leakage.
If the steering pump has just been installed, it is essential that the pump case is full of oil before starting the engine.
adjusting
• The truck must be shut down properly for service. Refer to Index and foreword section Operating instructions for the shutdown procedure. • The steering accumulators and the brake accumulators must have the correct precharge and must be at normal operating temperature. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure.
960E-1
The steering circuit hydraulic pressure is supplied from the piston pump and steering accumulators. Some steering system problems, such as spongy or slow steering or abnormal operation of the low steering pressure warning, can sometimes be traced to internal leakage of steering components. If internal leakage is suspected, perform the steering component leakage tests outlined in this section.
The following equipment will be necessary to properly checkout the steering hydraulic circuit: • Hydraulic schematic • Three 35 000 kPa (5,000 psi) calibrated pressure gauges and hoses • A graduated container marked to measure liquid volume in cubic inches or milliliters
3
CEN30002-00
Steering pump pressure control adjustments 1. Check the hydraulic oil level in the tank and add oil if required. 2. Install an accurate 35 000 kPa (5,000 psi) pressure gauge in pressure test port “GPA” (4, Figure 30-1) located on the suction side of the steering pump. Install a second 35 000 kPa (5,000 psi) gauge in pressure test port “TP2” (3, Figure 30-2) in the bleed down manifold. 3. Turn unloader valve adjustment screw (2, Figure 30-1) clockwise until it bottoms out.
30 Testing and adjusting
8. Back out unloader valve adjustment screw (2) completely. 9. Start the engine and allow the pump pressure to build until the pump unloads. NOTE: When the steering pump unloads, pump output pressure at the “GPA” pressure test port will drop to approximately 1 380 - 2 760 kPa (200 - 400 psi). 10. Turn the steering wheel to cause the accumulator pressure to drop until the pump loads.
4. Back out compensator adjustment screw (3) by turning it counterclockwise. NOTE: If equipped, ensure that the suction line shutoff valves at the hydraulic tank are open before starting the engine. 5. Start the engine and operate at low idle. 6. Turn the compensator adjustment screw (3) clockwise to obtain 26 200 kPa (3,800 psi) on the pressure gauge at the “GPA” pump port. Do not exceed this pressure at any time. Tighten the compensator jam nut. 7. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely.
FIGURE 30-2. BLEED DOWN MANIFOLD
FIGURE 30-1. STEERING PUMP ADJUSTMENTS 1. Stroke Control Adjustment Screw 2. Unloader Valve Adjustment Screw 3. Compensator Adjustment Screw 4. Pressure Test Port "GPA"
4
1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Pressure Test Port "TP2" 4. Brake System Supply Line 5. Steering System Pressure Switch 6. Steering Accumulator Bleed Down Solenoid 7. Pressure Test Port "TP3" 8. Flow Amplifier Supply Line 9. Flow Amplifier Return Line 10. Front Steering Accumulator Supply Line 11. Rear Steering Accumulator Supply Line 12. Relief Valve, 4.1 MPa (600 psi) 13. Relief Valve, 28.0 MPa (4000 psi) 14. Hoist Pilot Valve Return Line 15. Tank Return Line 16. Pressure to Unloader valve 17. Supply from Pump
960E-1
30 Testing and adjusting
11. Adjust the unloader valve to reload the accumulators when pressure falls to 22 062 22 408 kPa (3,200 - 3,250 psi). Unload pressure will be 23 959 - 24 649 kPa (3,475 - 3,575 psi). When the unload pressure increases to 23 959 - 24 649 kPa (3,475 - 3,575 psi), the adjustment has been successfully completed. * Record on Data Sheet
CEN30002-00
Steering control valve and flow amplifier leakage test 1. Disconnect flow amplifier return line (9, Figure 30-2) at the bleed down manifold. Plug the port on the bleed down manifold. 2. Disconnect the steering control unit return line at the flow amplifier. Install a plug in the open flow amplifier port. Do not turn the steering wheel while the hoses are disconnected!
12. Steer the truck slowly again while observing the “TP2” steering pressure gauge.
3. Start engine and allow the steering system to reach normal operating pressure.
The pump must reload when pressure drops to 22 062 - 22 408 kPa (3,200 - 3,250 psi).
4. Measure leakage from the flow amplifier return line removed in Step 1:
* Record on Data Sheet 13. If the minimum reloading pressure in Step 12 is not correct, repeat Steps 11 and 12. NOTE: The critical pressure setting is the 22 062 22 408 kPa (3,200 - 3,250 psi) when the pump loads. The unloading pressure follows the loading pressure adjustment and should occur at approximately 23 959 - 24 649 kPa (3,475 - 3,575 psi). 14. Tighten the jam nut to lock the adjustment. 15. Steer the truck several times to that system pressure begins to increase (pump cycles from unload to load) once pressure has dropped to 22 062 - 22 408 kPa (3,200 - 3,250 psi). 16. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. Turn the steering wheel to that no pressure remains.
Maximum permissible leakage is 820 ml/ min. (50 in3/min.). If leakage is excessive, the flow amplifier should be repaired or replaced. * Record on Data Sheet 5. Measure leakage from steering control unit return hose removed in Step 2: Maximum permissible leakage is 164 ml/ min. (10 in3/min.). If leakage is excessive, the steering control valve should be repaired or replaced. * Record on Data Sheet 6. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. If all steering system hoses are connected, turn the steering wheel to that no pressure remains.
17. Remove the gauges and cap the test ports. NOTE: Stroke control adjustment screw (1, Figure 30-1) controls the volume of oil that is produced by the steering/brake pump. Use of this feature is required only if the truck is operated at high altitude locations of 3 050 meters (10,000 feet) above sea level or greater. If the truck is operating at high altitudes, the Komatsu area service representative for instructions regarding stroke control adjustment procedures. For trucks operating at lower altitudes, this adjustment should not be changed from the factory setting (adjusted fully counterclockwise). The factory setting provides full pump flow for maximum performance.
960E-1
5
CEN30002-00
30 Testing and adjusting
Bleed down manifold leakage test 1. With hydraulic lines still disconnected from the "Steering control valve and flow amplifier leakage test", disconnect hoist pilot valve return line (14, Figure 30-2) located on the side of the bleed down manifold. Plug the open port on the bleed down manifold.
The hydraulic tank oil level is above the level of the tank return line. It is necessary to draw a vacuum on the hydraulic tank to prevent a large amount of oil from draining from the tank with the return line disconnected from the bleed down manifold. 2. Disconnect tank return line (15) from the bleed down manifold. Connect hoist pilot valve return line (14) to the tank return port, or connect it to the hydraulic tank fill port. Do not plug the hoist pilot valve return line. 3. Remove the vacuum on the hydraulic tank. 4. Start the engine and allow the system pressure to build until the unloader valve unloads the pump. Measure the leakage at the open tank return port on the bleed down manifold. Maximum permissible leakage is 541 ml/ min. (33 in3/min.). If leakage is excessive, bleed down solenoid (6, Figure 30-2), steering system relief valve (13), or the piloted check valve located on top of bleed down manifold is defective and must be replaced. * Record on Data Sheet
In the next step, DO NOT use the key switch to shut off the engine. If the key switch is turned OFF, all accumulator oil will be discharged through the open port on the bleed down manifold. A suggested method to provide steering accumulator bleed down when return hoses are disconnected is to connect a hose/needle valve assembly between bleed down manifold port TP3 and the hydraulic tank filler tube. This hose/valve assembly cannot be connected or disconnected if the accumulators are pressurized. The opposite end of the hose can be connected to a fitting which screws into the hydraulic tank filler tube in place of the filler cap. Both accumulators will be bled down when port TP3 is opened to tank, reducing the possibility of either accumulator being accidentally left pressurized. The hose can be 1/4” SAE 100R2, rated for 5000 psi, or 3/8” SAE 100R2, rated for 4000 psi. Needle valves are suggested to allow simple opening/closing, but must be rated for 4000 psi or above. 5. After test is complete, shut off the engine by using the engine shutdown switch on the center console. 6. Reattach the vacuum source to the hydraulic tank and draw a vacuum before disconnecting the tank return hose from the hoist pilot valve return hose. Attach the tank return hose to the bleed down manifold, then attach the hoist pilot valve return hose to the bleed down manifold. 7. Remove the vacuum on the hydraulic tank. Remove all test equipment and attach all remaining hoses to their proper locations. 8. Turn the key switch OFF to allow the steering accumulators to depressurize.
6
960E-1
30 Testing and adjusting
Shock and suction valve pressure tests Before the shock and suction valves in the steering circuit can be tested, the steering system pressure must be increased to obtain sufficient pressure for testing. Also, the steering relief valve pressure must be raised above the pressure that is required to actuate the shock and suction valves. 1. Install a 35 000 kPa (5,000 psi) pressure gauge at pressure test port “TP2” (3, Figure 30-2) in the bleed down manifold. 2. Install a 35 000 kPa (5,000 psi) pressure gauge in each steering cylinder manifold test port (located on the frame cross member under the engine).
CEN30002-00
10. Turn the steering wheel against the opposite stop. The other pressure gauge should read 24 000 ± 1 000 kPa (3,480 ± 145 psi). * Record on Data Sheet 11. If the pressure is incorrect during Step 9 or 10, the shock and suction valves must be replaced. NOTE: The shock and suction valves are only serviced as complete units and cannot be adjusted while installed in the flow amplifier valve. 12. After the test is complete, lower the steering relief pressure to 20 690 ± 345 kPa (3,000 ± 50 psi) as follows:
3. Turn unloader valve adjustment screw (2, Figure 30-1) clockwise until it bottoms out.
a. Steer full left or right and maintain a slight pressure against the steering wheel.
4. Back out compensator adjustment screw (3) by turning it counterclockwise.
b. Use the 5 mm allen wrench to adjust the steering relief valve until 20 690 ± 345 kPa (3,000 ± 50 psi) is shown on the gauge.
5. Start the engine and operate at low idle.
* Record on Data Sheet
6. Adjust compensator adjustment screw (3) to obtain 25 510 kPa (3,700 psi) on the pressure gauge at the “GPA” pump port. Do not exceed this pressure at any time. Tighten the compensator jam nut. NOTE: The steering pump will not unload at this time. It will maintain at 25 510 kPa (3,700 psi). 7. Raise the steering relief valve pressure as follows: a. Use an 8 mm allen wrench to remove plug (2, Figure 30-3) on the flow amplifier valve. b. Insert a 5 mm allen wrench into the opening and gently bottom out relief valve adjustment screw (4) by turning it clockwise. 8. While observing the two gauges installed on the steering cylinder manifold, turn the steering wheel against the left stop. One of the pressure gauges should read 24 000 ± 1 000 kPa (3,480 ± 145 psi). * Record on Data Sheet
960E-1
FIGURE 30-3. STEERING RELIEF VALVE ADJUSTMENT 1. Flow Amplifier Valve 2. Plug 3. O-ring 4. Relief Valve Adjustment Screw
7
CEN30002-00
30 Testing and adjusting
13. After the adjustment is complete, install plug (2) with O-ring (3) on the valve body.
24. Steer the truck slowly again while observing the “TP2” steering pressure gauge.
14. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely.
The pump must reload when pressure drops to 22 062 - 22 408 kPa (3,200 - 3,250 psi).
15. Turn unloader valve adjustment screw (2, Figure 30-1) clockwise until it bottoms out.
* Record on Data Sheet
16. Back out compensator adjustment screw (3) by turning it counterclockwise.
25. If the minimum reloading pressure in Step 12 is not correct, repeat Steps 11 and 12.
NOTE: If equipped, ensure that the shutoff valves are open before starting the engine.
NOTE: The critical pressure setting is the 22 062 22 408 kPa (3,200 - 3,250 psi) when the pump loads. The unloading pressure follows the loading pressure adjustment and should occur at approximately 23 959 - 24 649 kPa (3,475 - 3,575 psi).
17. Start the engine and operate it at low idle. 18. Adjust compensator adjustment screw (3) to obtain 26 200 kPa (3,800 psi) on the pressure gauge at the “GPA” pump port. Do not exceed this pressure at any time. Tighten the compensator jam nut. 19. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. 20. Back out unloader valve adjustment screw (2) completely. 21. Start the engine and allow the pump pressure to build until the pump unloads. NOTE: When the steering pump unloads, pump output pressure at the “GPA” pressure test port will drop to approximately 1 380 to 2 760 kPa (200 to 400 psi).
26. Tighten the jam nut to lock the adjustment. 27. Steer the truck several times to that system pressure begins to increase (pump cycles from unload to load) once pressure has dropped to 22 062 - 22 408 kPa (3,200 - 3,250 psi). 28. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. Turn the steering wheel to that no pressure remains. 29. Remove the gauges and cap the test ports.
22. Steer the truck to cause the accumulator pressure to drop until the pump loads. 23. Adjust the unloader valve to reload the accumulators when pressure falls to 22 062 22 408 kPa (3,200 - 3,250 psi). Unload pressure will be 23 959 - 24 649 kPa (3,475 - 3,575 psi). When the unload pressure increases to 23 959 - 24 649 kPa (3,475 - 3,575 psi), the adjustment has been successfully completed. * Record on Data Sheet
8
960E-1
30 Testing and adjusting
CEN30002-00
Steering system checkout data sheet
MACHINE MODEL _______ UNIT NUMBER _________ SERIAL NUMBER___________
__________Steering Accumulators charged to 9650 kPa (1400 psi). Operate steering system to obtain proper operating temperature. Refer to Check-out Procedures.
STEERING PUMP PRESSURE CONTROL ADJUSTMENTS STEP 11 __________Steering pump unload pressure STEP 12__________Steering pump reload pressure STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS STEP 4___________Flow amplifier return hose leakage STEP 5___________Steering control unit return hose leakage BLEED DOWN MANIFOLD LEAKAGE TEST STEP 4___________Tank return hose leakage SHOCK AND SUCTION VALVES TEST STEP 8___________Shock and suction valve pressure, left steer STEP 10__________Shock and suction valve pressure, right steer STEP 12__________Steering relief valve pressure setting STEP 23__________Steering pump unload pressure STEP 24__________Steering pump reload pressure
Name of Technician or Inspector Performing Check-Out__________________________ Date __________________________
960E-1
9
CEN30002-00
30 Testing and adjusting
Toe-in adjustment NOTE: Before returning the truck to operation, the steering system must first be centered in the straight ahead position. 1. Check the toe-in by measuring the distance between the centers of the front tires. Measure on the horizontal centerline at the front and rear of the tires. Refer to Figure 30-4. Radial tires should have equal measurements (zero toe-in). 2. Loosen the clamp locknuts on the tie rod. Rotate the tie rod as necessary to obtain the correct toe-in setting. The nominal tie rod length when installed is 3 696 mm (145.5 in.). 3. When the adjustment is complete, tighten the clamp locknuts on the tie rod to 420 ± 42 Nm (310 ± 31 ft lb). 4. Remove the blocks from the rear wheels.
FIGURE 30-4. MEASURING TOE-IN
10
960E-1
30 Testing and adjusting
Brake cooling and hoist system checkout procedures NOTE: If the relief valve or hoist valve assembly has been replaced or rebuilt, hoist valve power up pressure should be checked. Also, check the brake cooling circuit for correct pressures. Check hoist system power down relief pressure if the hoist pilot valve has been replaced or rebuilt.
CEN30002-00
Pressure gauge locations 1. Install a 1 000 kPa (100 psi) low pressure gauge at front brake cooling circuit test port (1, Figure 30-5) at the front of the hoist valve to monitor the front brake cooling oil pressure. 2. Install a 35 000 kPa (5,000 psi) gauge in overcenter manifold power down test port “TPD” (3, Figure 30-9) located on the front face of the manifold. 3. Install a 35 000 kPa (5,000 psi) gauge in both hoist pump filter pressure test ports (2, Figure 30-5).
Hydraulic oil 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.
4. Install a 1 000 kPa (100 psi) low pressure gauge at rear brake supply pressure test port (3, Figure 30-8) in the brake/hoist return manifold to monitor rear brake cooling supply pressure.
Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. The following equipment will be necessary to properly check-out the hoist relief and brake cooling circuit pressures: • Hydraulic schematic • Three 35 000 kPa (,5000 psi) calibrated pressure gauges and hoses • Two 1 000 kPa (100 psi) low pressure gauges and hoses
FIGURE 30-5. TEST PORTS 1. Front Brake Cooling Circuit Test Port 2. Hoist Pump Filter Pressure Test Port
960E-1
11
CEN30002-00
30 Testing and adjusting
Power up relief pressure test
Brake cooling circuit test be not not 30
The hoist control valve contains two relief valves. The rear inlet section contains the relief valve for the rear section of the hoist pump. The front inlet section contains the relief valve for the front section of the hoist pump.
1. Start the engine and operate at low idle. Place the hoist control lever in the FLOAT position.
1. To allow full extension of the hoist cylinders, disconnect the hoist up limit solenoid (located on the top of the bleed down manifold) from the wiring harness.
NOTE: Hydraulic oil temperature should approximately 21 °C (70 °F) during this test. Do turn the steering wheel or apply the brakes. Do operate the engine at low idle for more than seconds.
Hoist pump outlet pressures at the filters should be approximately 550 kPa (80 psi). * Record on Data Sheet Pressure at front brake cooling circuit test port (1, Figure 30-5) and rear brake supply pressure test port (3, Figure 30-8) should be approximately 172 kPa (25 psi) or less. * Record on Data Sheet
Ensure that there is adequate overhead clearance before raising the body.
2. With the engine at low idle, move the hoist control lever to the RAISE position.
NOTE: Ensure that the gauges are properly identified (front or rear section of the pump) when the pressures are read.
Pressure at the front and rear brake cooling circuits should drop to 0 kPa (0 psi) while the body rises.
2. Start the engine and operate at low idle. Move the hoist control lever to the RAISE position until the body is fully raised.
If the pressure is not correct, the hoist control valve may be plumbed incorrectly or defective.
Pressure at both hoist pump filter test ports should be 18 960 ± 690 kPa (2,750 ± 100 psi).
* Record on Data Sheet 3. Increase engine speed to 1,500 rpm. Place the hoist control lever in HOLD or FLOAT. Pressure at the front and rear brake cooling circuits should be approximately 345 kPa (50 psi) or less. * Record on Data Sheet 4. With engine at 1,500 rpm, move the hoist control lever to the LOWER position. Pressure at the front and rear brake cooling circuits should drop to 0 kPa (0 psi) while the body lowers. * Record on Data Sheet
* Record on Data Sheet 3. If the hoist power up relief pressure is incorrect on either gauge, the corresponding relief valve should be replaced. a. Lower the body until it is resting on the frame rails. Shut off the engine and wait at least 90 seconds for the accumulators to depressurize. Turn the steering wheel to ensure that system pressure has been relieved. b. Relieve all hydraulic pressure from the hoist system. c. Disconnect the tube from inlet cover (2, Figure 30-6). Disconnect the hose(s) at the top port. d. Remove capscrews (1) and cover (2). Remove spring (3) and relief valve (4). e. Install new relief valve (4), spring (3), cover (2), and new O-rings (8). Install and tighten capscrews (1). Connect the tube to the fitting on cover (2). Install the hose(s) at the top port.
12
960E-1
30 Testing and adjusting
CEN30002-00
4. Check the pressure again by repeating Step 2. If necessary, repeat the adjustment procedure until the correct pressure is obtained.
Power down relief pressure test NOTE: The hoist system power down relief valve is located on the hoist pilot valve in the hydraulic brake cabinet behind the cab. 1. Start the engine and operate at low idle. Allow the accumulators to fill and the steering/brake pump to unload. 2. With the body resting on the frame, move the hoist control lever to the LOWER position. Pressure at the overcenter manifold test port “TPD” should be 10 340 ± 517 kPa (1,500 ± 75 psi). * Record on Data Sheet
FIGURE 30-6. INLET SECTION 1. Capscrew 2. Inlet Cover 3. Spring 4. Main Relief Valve 5. Spring
6. Sleeve 7. Secondary Low Pressure Valve 8. O-rings 9. Inlet Valve Body
NOTE: Front and rear inlet sections are identical.
3. If power down relief pressure is not within specifications, adjust the relief valve as follows: a. Remove the cap from power down relief valve (2, Figure 30-7). b. To increase the power down relief pressure, turn the adjusting screw inward (clockwise). To decrease the power down relief pressure, turn the adjusting screw outward (counterclockwise).
FIGURE 30-7. HOIST PILOT VALVE 1. Spool Housing 2. Power Down Relief Valve
960E-1
13
CEN30002-00
30 Testing and adjusting
4. Recheck the power down relief pressure by repeating Step 2 after adjusting the relief valve. Install the cap on the power down relief valve. 5. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. Remove the gauges.
Counterbalance valve pressure check 1. Ensure that the engine is off, the body is resting on the frame or properly secured in the raised position, the hoist valve is in the FLOAT position, and the hydraulic system is depressurized. 2. Loosen the locknut on needle valve adjustment stem (9, Figure 30-9) on the overcenter manifold. Turn the adjustment stem fully clockwise.
FIGURE 30-8. BRAKE/HOIST RETURN OIL MANIFOLD 1. Rear Brake Return 2. Rear Brake Supply 3. Rear Brake Supply Pressure 4. Front Brake Supply Pressure 5. Rear Brake Cooling Oil (From Hoist Valve) 6. Return From Hoist Valve 7. Return From Hoist Valve 8. Brake/Hoist Return Oil Manifold
14
9. Front Brake By 10. Rear Brake Return Pressure 11. Hoist Return Pressure 12. Front Brake Return Pressure 13. Rear Brake Return 14. Rear Brake Return to Tank 15. Hoist Return to Tank 16. Front Brake Return to Tank 17. Front Brake Return 18. Front Brake Return
FIGURE 30-9. OVERCENTER MANIFOLD 1. Check Valves 2. Overcenter Valve Manifold 3. Power Down Test Port (TPD) 4. Counterbalance Valve Adjustment Stem 5. Counterbalance Valve Test Port (TCBVP) 6. Power Up Test Port (TPU) 7. Test Port (TR) 8. Pilot Vent Port 9. Needle Valve Adjustment Stem 10. Counterbalance Valve Port (TCBV)
960E-1
30 Testing and adjusting
3. Remove the plug from “PILOT VENT” port (8) on the overcenter manifold. This port will remain open to the atmosphere during the adjustment. Do not allow dirt to enter the open port. NOTE: It is suggested that a clean SAE #4 (1/4”) hydraulic hose be installed in the open pilot vent port and pointed downward. 4. Install a 35 000 kPa (5,000 psi) gauge at test port “TR” (7) on the overcenter manifold. Use a hose that is long enough for the technician to read the pressure gauge while in the cab of the truck. Do not read the gauge near the overcenter manifold or make adjustments while the engine is running. The gauge will measure the rod end pressure (the pressure controlled by the counterbalance valve). 5. Start the engine and operate at low idle. If the body is in the raised position, lower the body to the frame. 6. 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 and adjusted while the hoist cylinders are in the third stage. a. If pressure is 20 700 kPa (3,000 psi) or above, stop raising the body immediately. The pressure is adjusted too high and must be lowered. Refer to "Counterbalance valve adjustment". b. If pressure is below 20 700 kPa (3,000 psi), lower the body, increase engine speed by approximately 300 rpm and repeat Step 6 until the engine is at high idle or 20 700 kPa (3,000 psi) is obtained.
CEN30002-00
Counterbalance valve adjustment 1. With the hoist control lever in the FLOAT position and the body resting on the frame, loosen the locknut on counterbalance valve adjustment stem (4, Figure 30-9). Turn the adjustment stem fully inward (clockwise) so the counterbalance valve pressure is as low as possible. 2. Start the engine and operate at high idle. Observe the pressure gauge while raising the body. 3. Carefully turn the adjustment stem outward (counterclockwise) to obtain 20 700 kPa (3,000 psi) with the engine at high idle, the hoist control lever in the RAISE position and the hoist cylinders in the third stage. NOTE: Complete valve adjustment range is three full turns. 4. Lower the body to the frame and operate the engine at low idle. Repeat Step 6 of the "Counterbalance valve pressure check" procedure to proper adjustment. 5. With the body resting on the frame, install the plug in “PILOT VENT” port (8). Remove the pressure gauge. 6. Turn needle valve adjustment stem (9) fully outward and tighten the locknut securely. The needle valve must be fully open for normal operation.
c. If the gauge indicates 20 700 kPa (3,000 psi) with the engine at high idle, the hoist control lever in the RAISE position and the hoist cylinders in the third stage, the counterbalance valve adjustment is correct. * Record on Data Sheet d. If the gauge still does not indicate 20 700 kPa (3,000 psi) with the engine at high idle, the hoist control lever in the RAISE position and the hoist cylinders in the third stage, or if 20 700 kPa (3,000 psi) was obtained before the engine reached high idle, adjust the counterbalance valve.
960E-1
15
CEN30002-00
30 Testing and adjusting
Brake cooling and hoist system checkout data sheet
MACHINE MODEL ___________ UNIT NUMBER _______ SERIAL NUMBER___________
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out Procedures.
BRAKE COOLING CIRCUIT TEST STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position _________ Brake cooling circuit pressure, low idle, FLOAT position STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position POWER UP RELIEF PRESSURE TEST STEP 2 __________ Hoist relief pressure, front pump section ________ Hoist relief pressure, rear pump section POWER DOWN RELIEF PRESSURE TEST STEP 2 _________ Power down relief pressure COUNTERBALANCE VALVE PRESSURE CHECK STEP 6c _________ Counterbalance valve pressure
Name of Technician or Inspector Performing Check-Out__________________________ DATE _________________________
16
960E-1
30 Testing and adjusting
Hydraulic system flushing procedure Preparation 1. Properly shut down the truck for service. Refer to Index and foreword section Operating instructions for the shutdown procedure. 2. Open accumulator bleed down valves (1, Figure 30-10) and (3) on the brake manifold. This will return contaminants in the brake accumulators to the hydraulic tank.
CEN30002-00
5. Inspect the hydraulic tank strainers and diffs. If damaged, install new components. 6. Install an accurate 35 000 kPa (5,000 psi) pressure gauge in pressure test port “GPA” (4, Figure 30-1) located on the suction side of the steering pump. Install a second 35 000 kPa (5,000 psi) gauge in pressure test port “TP3” (7, Figure 30-2) in the bleed down manifold. Flushing procedure
Ensure that there is adequate overhead clearance before raising the body. 1. Connect the following ports with jumper hoses: •
“QD SUPPLY” and “QD RETURN” ports on the bleed down manifold
•
“disabled truck” quick connect fittings on the overcenter manifold
The jumper hoses must be made of 1 inch diameter SAE 100R12 material rated at 27 600 kPa (4,000 psi).
FIGURE 30-10. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
An optional hose/needle valve assembly for manually depressurizing the steering accumulators may be used. This hose/needle valve assembly is only for convenience and is not required. It provides a method for manually depressurizing both steering accumulators at any time. The jumper hoses installed in Step 1 are still needed. Required materials • Needle valve rated at 27 600 kPa (4,000 psi)
3. Thoroughly clean the exterior of the hydraulic tank. Drain the hydraulic tank, remove the strainers and diffs, and clean the inside of the tank. Flush the interior of the hydraulic tank with a cleaning solvent. 4. Inspect all hydraulic hoses for deterioration or damage. NOTE: If a system component fails, all hoses and tubing should be removed and back flushed with a cleaning solvent. Inspect for small particles which may be trapped inside.
960E-1
• Two hoses made from 1/4 inch diameter SAE 100R2 material rated at 35 000 kPa (5,000 psi) (The length of the hoses is not critical but should provide the best accessibility to the needle valve.) • Fittings (WB0585), (WB0692) and (WB0576) Installation a. Make sure that both steering accumulators and both brake accumulators are depressurized. b. Remove the plug directly above pressure test port "TP3" (7, Figure 30-2) on the bleed down manifold. Install fittings (WB0585) and (WB0692) in the unplugged port.
17
CEN30002-00
c. Remove the plug from the port marked "T3" on the right side of the brake manifold. Install fitting (WB0576) in the unplugged port. d. Assemble both hoses to the needle valve. Connect one hose to the fitting installed in the port above the "TP3" port. Connect the other hose to the fitting installed in the "T3" port.
30 Testing and adjusting
4. If equipped, fully open all shutoff valves in the pump suction lines. The valves are fully open when the valve handle is in line with the hose.
Serious pump damage will occur if any shutoff valve is not fully open when the engine is started.
NOTE: Retain the plugs that were removed from the manifolds so they can be installed after the hose/needle valve assembly is removed.
5. Fill the hydraulic tank with clean type C-4 hydraulic oil. Make sure that the oil level is visible in center of the upper sight gauge.
Once installed, the hose/needle valve assembly can be used to depressurize both steering accumulators.
6. Loosen each pump suction hose at the pump inlet to bleed any trapped air. Make sure that the O-ring does not fall out of the groove. Retighten the capscrews to the standard torque when oil appears.
Do not disconnect the hose/needle valve assembly while the steering accumulators are pressurized. Hydraulic oil 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. Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. 2. If the brakes are not installed, connect the brake cooling supply hoses to the brake cooling return hoses. The service brake hoses and parking brake hoses must be capped or connected to brake simulators. 3. Fill the steering pump case with clean hydraulic oil through the case drain port. An alternate method is to leave the case drain hose connected, then remove the plug from the port marked "PRG" on top of the steering pump. This will vent air from the pump case when the hydraulic tank is filled with oil. Install the plug when oil appears at the port opening.
7. Check the hydraulic oil level. Add oil, if necessary.
Do not apply the brakes or turn the steering wheel at any time during this procedure. 8. Move the hoist control lever to the FLOAT position. 10. Turn the key switch ON but do not start the engine. that the low steering accumulator precharge warning is not displayed. If the warning is displayed, correct the problem before proceeding. NOTE: The brake accumulators do not have pressure switches to warn of low precharge pressure. Make sure that both brake accumulators and both steering accumulators are properly precharged to 9 650 kPa (1,400 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure.
NOTE: Filling the steering case pump does not eliminate the need to bleed air from the pump suction line.
18
960E-1
30 Testing and adjusting
CEN30002-00
13. Move the hoist control lever to the RAISE or LOWER position. The pressure readings at the front and rear brake cooling test ports should be 0 kPa (0 psi). If, at any time, the warning indicator or buzzer is activated, do not loosen or remove any hydraulic hose or component. Hydraulic oil pressure may be trapped in the system. Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. If fault code A236 is active, do not loosen or remove any hydraulic hose or component. The steering accumulators have not been properly depressurized. Locate and correct the steering accumulator problem. The pressure gauge installed in bleed down manifold test port "TP3" will show 103 kPa (15 psi) or less if the steering accumulators are successfully depressurized. 11. Start the engine and operate at low idle for no more than 30 seconds. •
Pressure at the hoist filters should be approximately 550 kPa (80 psi).
•
Pressure at steering pump test port "GPA" should be approximately 690 kPa (100 psi).
•
Pressure at the front and rear brake cooling test ports should be 172 kPa (25 psi) or less.
Do not operate the truck at low idle for more than 30 seconds. The steering pump pressure at test port "GPA" must be at or above 1 725 kPa (250 psi) during the the flushing process to provide adequate pump internal lubrication. Steering pump damage will result if the pressure is below 1 725 kPa (250 psi) for more than 30 seconds.
If the pressure readings do not drop to 0 kPa (0 psi), the hoist valve may be plumbed incorrectly or the hoist valve may be defective. Correct the plumbing error or replace the hoist valve, as needed, then repeat this step. 14. If the pressure readings are correct, increase the engine speed to 1,500 rpm for 20 minutes to flush the system. Move the hoist control lever to the RAISE position for 30 seconds, and then move it to the LOWER position for 30 seconds. Repeat this cycle five times. This process will carry any system contaminants to the hydraulic tank. Monitor the pressure gauges at the front and rear brake cooling test ports during this step. The pressure readings should be 0 kPa (0 psi) when the hoist control lever is in the RAISE and LOWER positions and approximately 345 kPa (50 psi) in the HOLD and FLOAT positions. 15. When the flushing process is complete, shut off the engine and allow at least 90 seconds for the accumulators to depressurize completely. 16. Remove the jumper hoses from the overcenter manifold and the bleed down manifold. If the optional hose/needle valve assembly is installed, leave it installed. If the brakes are still not installed, leave the brake cooling supply hoses and return hoses connected together. 17. Check the hydraulic oil level. Add oil, if necessary. 18. Close the brake accumulator bleed down valves on the brake manifold.
12. Increase the engine speed as required to increase pressure at steering pump test port "GPA" to at least 1 725 kPa (250 psi).
960E-1
19
CEN30002-00
19. To flush the accumulators, start the engine and operate the engine until the accumulator pressure is approximately 23 960 kPa (3,475 psi). This is the pressure at which the unloader valve shifts to unload the steering pump. If the accumulator pressure does not reach 23 960 kPa (3,475 psi): •
Check for any bleed down related fault codes. Correct any problems and repeat Step 19.
•
If there are no such fault codes, refer to "Steering pump pressure control adjustments", then repeat Step 19.
30 Testing and adjusting
26. After the hydraulic system flushing procedure has been completed, all system high pressure filter elements must be replaced. a. Close both hoist pump suction line shutoff valves. Close the steering pump suction line shutoff valve. b. Remove the hoist and steering hydraulic filters. Clean the housings and install new filter elements. c. Check the hydraulic oil level. Add oil, if necessary. d. Open the suction line shutoff valves.
20. Shut off the engine and allow at least 90 seconds for the steering accumulators to depressurize completely. The steering pressure reading at bleed down manifold pressure test port "TP3" should be 103 kPa (15 psi) or less. 21. Open the brake accumulator bleed down valves on the brake manifold to depressurize the brake accumulators. Close the brake accumulator bleed down valves NOTE: Perform Steps 19 through 21 five times. 22. To flush the steering system, start engine. Allow the accumulators to fully charge and the steering pump to unload. 23. Turn the steering wheel full left then full right ten times. 24. Shut off the engine and allow at least 90 seconds for the steering accumulators to depressurize completely. 25. Check the hydraulic oil level. Add oil, if necessary.
20
960E-1
30 Testing and adjusting
CEN30002-00
NOTES
960E-1
21
CEN30002-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30002-00
22
960E-1
CEN30003-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Brake system General information on system checkout.............................................................................................................. 3 Brake circuit checkout procedure.......................................................................................................................... 3 Brake system checkout data sheet ..................................................................................................................... 14 Brake piston leakage test.................................................................................................................................... 18 Wet disc brake bleeding procedure .................................................................................................................... 18 Parking brake bleeding procedure ...................................................................................................................... 19 Brake valve bench test and adjustment .............................................................................................................. 20 Dual relay valve bench test and adjustment ....................................................................................................... 23
960E-1
1
CEN30003-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30003-00
General information on system checkout
Brake circuit checkout procedure
The brake system checkout procedures are intended to help the technician diagnose problems in the brake circuits. The technician should read the entire checkout procedure to become familiar with the procedures and all the warnings and cautions before performing any steps. The checkout procedures begin by checking the basic system before checking individual components.
NOTE: The steering system supplies the brake system with operating pressure. It is important that the steering system be checked for proper operation before checking the braking system. Refer to Testing and adjusting section Hydraulic system for the steering system checkout procedure.
Data sheets are included in this section to record the test information obtained during the brake system checkout procedures. The data sheets are designed to be copied and used during the checkout procedure.
This section outlines a procedure to test the functionality of the entire brake system. Pressure specifications and other criteria that must be duplicated for the braking system to be considered ready for daily operations are provided. The steering circuit can be isolated from the brake circuit by removing the brake supply line from the bleed down manifold. Plug the brake supply line and cap the port in the bleed down manifold. The following equipment will be necessary to properly checkout the brake hydraulic circuit:
Hydraulic oil 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. Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. Before performing procedures:
any
testing
and
adjusting
• Brake hydraulic schematic (See Section 90) • Clear plastic hose and bucket for brake bleeding • Three 24 100 kPa (3,500 psi) pressure gauges • One 34 475 kPa (5,000 psi) pressure gauge • One female quick disconnect (PB6039) and hose long enough to reach from brake cabinet to the inside of the operator's cab for each gauge • Accumulator charging kit (EB1759 or equivalent) with gauges and dry nitrogen
• The truck must be shut down properly for service. Refer to Index and foreword section Operating instructions for the shutdown procedure. • The steering accumulators and the brake accumulators must have the correct precharge and must be at normal operating temperature. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure.
960E-1
3
CEN30003-00
30 Testing and adjusting
FIGURE 30-1. HYDRAULIC BRAKE CABINET 1. Dual Relay Valve 2. Hoist Pilot Valve 3. Relief Valve (Hoist Power Down) 4. Brake Lock Shuttle Valve 5. Brake Manifold 6. Brake Oil Supply Pressure Test Port (SP3) 7. Rear Brake Accumulator Bleed Valve 8. Auto Apply Sequence Valve 9. Front Brake Accumulator Bleed Valve 10. Parking Brake Solenoid Valve (SV2) 11. Brake Lock Apply Pressure Test Port (PP3) 12. Pressure Reducing Valve (PR)
4
13. Brake Lock Solenoid Valve (SV1) 14. Parking Brake Release Pressure (PK3) 15. Low Accumulator Pressure Test Port (LAP1) 16. Low Brake Pressure Switch 17. Parking Brake Pressure Switch 18. Auto Apply Solenoid Valve (SV3) 19. Junction Manifold 20. Stop Light Pressure Switch 21. Brake Lock Degradation Switch 22. Rear Brake Pressure Test Port (BR) 23. Front Brake Pressure Test Port (BF)
960E-1
30 Testing and adjusting
Initial system setup Ensure that the brakes have been properly bled to remove any trapped air. Refer to "Wet disc brake bleeding procedure". Also, before checking the brake system, make sure that the parking brake is functioning properly. Refer to "Parking brake bleeding procedure". 1. Securely block the wheels to prevent the truck from rolling away. 2. Move the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut off the engine and allow 90 seconds for the steering system accumulators to depressurize. NOTE: Leave rest switch in the ON position and the GF cutout switch in the CUTOUT position throughout brake tests. 3. Install wo 24 100 kPa (3,500 psi) pressure gauges at front brake (BF) pressure test port (23, Figure 30-2) and rear brake (BR) pressure test port (22). Install the 34 475 kPa (5,000 psi) pressure gauge at low accumulator pressure test port “LAP1” (15). 4. Open bleed down valves (7) and (9, Figure 301) on the brake manifold to depressurize the brake accumulators. 5. Precharge both brake accumulators. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. NOTE: For best performance, charge the accumulators in the ambient conditions in which the machine will be operating. 6. Close both brake accumulator bleed down valves. 7. Release the brake lock. 8. Start the engine. Observe the rising brake pressures as the system charges. The brake pressures should begin to fall when the auto apply valve releases. The auto apply valves should release the front and rear brakes at 11 375 ± 1 380 kPa (1,650 ± 200 psi). * Record on data sheet.
CEN30003-00
9. Partially depress the brake pedal to bleed air from each brake. Move the directional control lever to NEUTRAL to bleed air from the parking brake. Then move the directional control lever to PARK. 10. Slowly depress the brake pedal. The rear brake pressure should begin to rise before the front brake pressure. that the rear brake pressure is 310 1415 kpa (45 - 205 psi) when the front brake pressure begins to rise. * Record on data sheet. 11. Slowly depress the brake pedal. Force of the pedal on your foot should be smooth with no abnormal noise or mechanical roughness. that the stop lights illuminate at 517 ± 34 kPa (75 ± 5 psi) rear brake pressure. * Record on data sheet. 12. Quickly and completely depress the brake pedal. that within one second after the brake is applied: Rear brake (BR) pressure reads 17 235 ± 517 kPa (2,500 ± 75 psi). Front brake (FR) pressure reads 17 235 ± 517 kPa (2,500 ± 75 psi). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet. Brake lock / secondary braking checkout 13. Disconnect the lead wire from brake lock solenoid valve (13, Figure 30-1) located on the brake manifold in the hydraulic brake cabinet. 14. Move the directional control lever to NEUTRAL. Press the brake lock switch. The brake lock will not apply if the engine is not operating. Fault code A118 will become active. 15. Depress the brake pedal until fault code A118 is cleared, then very slowly release the pedal until fault code A118 is active again. that the rear brake (BR) pressure drops to 6 895 ± 172 kPa (1,000 ± 25 psi) when the fault reoccurs. * Record on data sheet. NOTE: There is a three second delay between the time that the brake lock degradation switch senses the pressure and fault code A118 occurs. Fault code A265 will also become active during this step.
960E-1
5
CEN30003-00
16. Connect the lead wire to brake lock solenoid valve (13). 17. Cycle the brake lock switch several times to ensure crisp application and release of oil pressure and proper function of the status light. NOTE: Check the pressure readings at pressure test ports (BR) and (PP3). They should be identical. that the rear brake (BR) pressure is 13 790 ± 690 kPa (2,000 ± 100 psi) when the brake lock is applied. Fault code A118 should also not be displayed. * Record on data sheet. 18. If the brake lock does not function correctly, make sure that all brake lock circuit plumbing is correct. If the plumbing is correct, disconnect wire 52B to the brake lock solenoid at TB26-G. Apply 24V to the disconnected wire 52B. that the pressure reading at pressure test port (PP3) is 13 790 ± 690 kPa (2,000 ± 100 psi). Ignore any resulting brake lock faults. a. If the pressure is out of range, adjust pressure reducing valve (12, Figure 30-1) as required. b. If the pressure reducing valve cannot be adjusted to achieve the correct pressure, replace the pressure reducing valve. c. If the brake lock solenoid cannot be energized, that the wiring to the solenoid is correct. If it is correct, then replace the solenoid. d. If the brake lock valve will not operate, replace the valve. e. Connect wire 52B to TB26-G and repeat Step 17.
30 Testing and adjusting
Parking brake checkout 19. Move one of the pressure gauges (BR or BF) to parking brake release (PK3) pressure port (14, Figure 30-1). 20. Start the engine. Move the directional control lever to PARK, then back to NEUTRAL. The parking brake status light should illuminate, then go out. that the parking brake release (PK3) pressure is 22 753 ± 1378 kPa (3,300 ± 200 psi). * Record on data sheet. 21. Move the directional control lever to PARK. that the parking brake apply (PK3) pressure is 0 kPa (0 psi). * Record on data sheet. 22. If the parking brake does not function correctly, make sure that all parking brake circuit plumbing is correct. If the plumbing is correct, disconnect wire 52CS to the parking brake solenoid at TB26-M. Ground the disconnected wire 52CS. that the pressure reading at pressure test port (PK3) is 22 753 ± 1 378 kPa (3,300 ± 200 psi). Ignore any resulting parking brake faults. a. If the pressure is out of range, that the steering pump pressure compensator adjustment screw is properly adjusted. b. If the parking brake solenoid cannot be energized, that the wiring to the solenoid is correct. If it is correct, then replace the solenoid. c. If the parking brake valve will not operate, replace the valve. d. Connect wire 52CS to TB26-M and repeat Steps 21 and 22. 23. Cycle the parking brake several times (move the directional control lever between NEUTRAL and PARK) to ensure crisp application and release of oil pressure and proper function of the status light.
6
960E-1
30 Testing and adjusting
Service brake checkout 24. Move the directional control lever to PARK and release the brake lock. 25. Move both front brake pressure gauges to left rear brake (LBP) pressure test port (2, Figure 30-2) and right rear brake (RBP) pressure test port (1) on the manifold on the left side of the rear axle housing. 26. Quickly and completely depress the brake pedal. that within one second after the brake is applied: Left rear brake pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi). Right rear brake pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet. 27. Release the brake pedal. that both rear brake pressures return to 0 kPa (0 psi) within two seconds. There should be no residual pressure trapped in the brakes. * Record on data sheet.
CEN30003-00
28. Move both both rear brake pressure gauges to to pressure test ports (LFBP) and (RFBP) on the front brake backplates. NOTE: These test ports are not stamped on the spindle. 29. Quickly and completely depress the brake pedal. that within one second after the brake is applied: Left front brake pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi). Right front brake pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet. 30. Release the brake pedal. that both front brake pressures return to 0 kPa (0 psi) within two seconds. There should be no residual pressure trapped in the brakes. * Record on data sheet. Low brake accumulator pressure and auto apply checkout 31. Move both front brake pressure gauges back to pressure test ports (BF) and (BR) in the hydraulic brake cabinet. 32. Start the engine and allow the low brake accumulator pressure (LAP1) to increase to 21 718 ± 344 kPa (3,150 ± 50 psi). 33. Move the directional control lever to NEUTRAL. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. 34. Turn the key switch ON, but do not start the engine. Wait for two minutes, then check the low accumulator pressure reading at low accumulator pressure (LAP1) test port (15, Figure 30-1).
FIGURE 30-2. REAR BRAKE PRESSURE TEST PORTS 1. Right Rear Brake Pressure (RBP) Test Port 2. Left Rear Brake Pressure (LBP) Test Port
960E-1
If the pressure is below 14 480 kPa (2,100 psi), there is excessive leakage in the system. The source of the leakage must be identified and repaired. * Record on data sheet. 35. Start the engine and allow the low brake accumulator pressure (LAP1) to increase above 18 960 kPa (2,750 psi).
7
CEN30003-00
36. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. 37. Turn the key switch ON, but do not start the engine. Move the directional control lever to NEUTRAL.
30 Testing and adjusting
43. Move the directional control lever to NEUTRAL. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. 44. Turn the key switch ON, but do not start the engine.
38. Provide a speed signal of 2.5 kph (1.5 mph) from the DID on the rear wall of the operator cab. Fault code A260 will occur 1.5 seconds later.
45. Provide a speed signal of 2.5 kph (1.5 mph) from the DID on the rear wall of the operator cab. Fault code A260 will occur 1.5 seconds later.
39. Very slowly open front brake accumulator bleed valve (9) a small amount while observing the decreasing pressure at low accumulator pressure (LAP1) test port (15).
46. Very slowly open rear brake accumulator bleed valve (7) a small amount while observing the decreasing pressure at low accumulator pressure (LAP1) test port (15).
The low brake pressure fault code A261 must occur when the pressure drops to 12 755 ± 517 kPa (1,850 ± 75 psi). * Record on data sheet. When the low accumulator pressure reaches 11 375 ± 517 kPa (1,650 ± 75 psi), front brake pressures (BF) and (BR) should begin to rise due to the auto apply feature. * Record on data sheet. If necessary, adjust auto apply sequence valve (8) to obtain an auto apply pressure of 11 375 ± 517 kPa (1,650 ± 75 psi). 40. Close front brake accumulator bleed valve (9). Record the front and rear brake apply pressures after auto apply has occurred. Front brake (BF) pressure reads 9 825 kPa (1,425 psi) or higher. Rear brake (BR) pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi) or higher. Low brake accumulator pressure (LAP1) reads 11 375 ± 517 kPa (1,650 ± 75 psi). * Record on data sheet. 41. Provide a speed signal of 0 kph (0 mph) from the DID on the rear wall of the operator cab.
The low brake pressure fault code A261 must occur when the pressure drops to within 690 kPa (100 psi) of the pressure that was recorded in Step 39. * Record on data sheet. When the low accumulator pressure reaches within 690 kPa (100 psi) of the pressure that was recorded in Step 39, front brake pressures (BF) and (BR) should begin to rise due to the auto apply feature. * Record on data sheet. 47. Close rear brake accumulator bleed valve (7). Record the front and rear brake apply pressures after auto apply has occurred. Front brake (BF) pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi) or higher. Rear brake (BR) pressure reads 9 825 kPa (1,425 psi) or higher. Low brake accumulator pressure (LAP1) reads 11 375 ± 517 kPa (1,650 ± 75 psi). * Record on data sheet. 48. Remove the speed signal from the DID . Set the speed signal to 0 kph (0 mph).
42. Move the directional control lever to PARK. Start the engine and allow the low brake accumulator pressure (LAP1) to increase to 19 305 ± 344 kPa (2,800 ± 50 psi).
8
960E-1
30 Testing and adjusting
Reapplication 49. Start the engine and allow the low brake accumulator pressure (LAP1) to increase to 21 718 ± 344 kPa (3,150 ± 50 psi). 50. Pull up on the engine shutdown switch on the center console to shut off the engine. Do not turn the key switch OFF. The steering accumulators must not be allowed to depressurize. 51. Move the directional control lever to NEUTRAL. Provide a speed signal of 1.0 kph (0.6 mph) from the DID on the rear wall of the operator cab. 52. While observing the pressure gauges, make repeated, slow brake applications until fault code A261 occurs. Fault code A261 must not occur before the sixth pedal application. * Record on data sheet. Auto apply must not occur until after fault code A261 occurs. 53. Remove the speed signal from the DID . Set the speed signal to 0 kph (0 mph).
CEN30003-00
Parking brake control logic checkout NOTE: The parking brake will not apply if the truck speed is above 0.8 kph (0.5 mph). If the parking brake is selected and the truck speed is less than 0.8 kph (0.5 mph), the following sequence will occur: • From 0 - 1 second, auto apply is applied, parking brake is released. • From 1 - 1.5 seconds, auto apply is applied, parking brake is applied. • After 1.5 seconds, auto apply is released, parking brake is applied. This sequence uses the service brakes to completely stop the truck before allowing the parking brake to apply. 54. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then move the directional control lever to NEUTRAL. 55. Move the directional control lever to PARK. proper operation of the parking brake and status light. No faults should be generated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) during the 1.5 seconds of the parking brake application sequence. The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 0 kPa (0 psi). Front brake (BF) pressure reads 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). Rear brake (BR) pressure reads 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). * Record on data sheet.
960E-1
9
CEN30003-00
30 Testing and adjusting
56. If the parking brake does not function correctly, make sure that all auto apply circuit plumbing and plumbing from the brake valve to the front and rear brake relay valves is correct.
57. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then move the directional control lever to NEUTRAL.
If the plumbing is correct but the auto apply solenoid valve is not energizing, start the engine and allow the steeering accumulators to fully charge. Disconnect wire 52ABA at TB42-L. Ground the disconnected wire 52ABA. Disconnect wire 71ABA at TB32-N. Apply 24V to the disconnected wire 71ABA. that the pressure readings at pressure test ports (BF) and (BR) are at 17 237 ± 517 kPa (2,500 ± 75 psi). Ignore any resulting auto apply faults.
58. Pull up on the engine shutdown switch on the center console to shut off the engine. Do not turn the key switch OFF. proper operation of the parking brake and status light. No faults should be generated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) during the 1.5 seconds of the parking brake application sequence.
a. If the auto apply solenoid cannot be energized, that the wiring to the solenoid is correct. If it is correct, then replace the solenoid. b. If the auto apply solenoid valve will not operate, replace the valve. c. If the auto apply solenoid valve operates but the readings at pressure test ports (BF) and (BR) do not change, try to adjust auto apply sequence valve (8, Figure 30-1) to 11 375 ± 517 kPa (1,650 ± 75 psi). d. If the auto apply sequence valve cannot be adjusted, replace the valve and the pressure adjustment according to Steps 35 through 39. e. If the auto apply solenoid energizes and the auto apply sequence valve is operating properly, but the pressure readings at pressure test ports (BF) and (BR) are not at 17 237 ± 517 kPa (2,500 ± 75 psi), make sure that the correct brake valve is installed and plumbed correctly. If the correct valve is installed and the plumbing is correct, replace the brake valve. f. Connect wire 52ABA at TB42-L. Connect wire 71ABA at TB32-N. Repeat Steps 54 through 56.
10
The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 0 kPa (0 psi). Front brake (BF) pressure should read 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). Rear brake (BR) pressure should read 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). * Record on data sheet. NOTE: The parking brake should apply using the auto apply sequence when the engine is shutdown while the directional control lever is in the NEUTRAL position. 59. Start the engine. Move the directional control lever to PARK. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then turn the key switch to OFF. that the parking brake remains applied. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) when the key switch is turned to OFF. All the pressure readings should be 0 kPa (0 psi). * Record on data sheet. NOTE: The parking brake should remain applied when the directional control lever is in the PARK position and the key switch is turned OFF.
960E-1
30 Testing and adjusting
NOTE: Since the key switch is OFF, auto apply sequencing with the parking brake will not occur in the following step. The parking brake should apply without the auto apply sequence when the directional control lever is in the NEUTRAL position, the key switch is ON and truck speed is 0 kph (0mph). 60. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then move the directional control lever to NEUTRAL and turn the key switch to OFF. that the parking brake applies. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) during the 1.5 seconds of the parking brake application sequence. The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test ports (PP3), (BF) and (BR) should read 0 kPa (0 psi). * Record on data sheet. NOTE: The parking brake should apply using the auto apply sequence when the directional control lever is in the NEUTRAL position, the key switch is OFF and the truck is moving. 61. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then move the directional control lever to NEUTRAL. Provide a speed signal of 1.0 kph (0.6 mph) from the DID on the rear wall of the operator cab. 62. Try to move the directional control lever to PARK. that the parking brake does not apply and fault code A230 is activated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR).
CEN30003-00
Brake lock control logic checkout 64. With the engine on and the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, move the directional control lever to NEUTRAL. 65. Turn the brake lock switch ON and OFF. proper operation of the brake lock and status light. No faults should be generated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) when the brake lock is ON. The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). Front brake (BF) pressure should read 0 kPa (0 psi). Rear brake (BR) pressure should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). * Record on data sheet. 66. With the engine on and the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, move the directional control lever to PARK. 67. Try to turn the brake lock switch ON. that the brake lock does not apply, the status light does not illuminate, and fault codes A272 and A274 are not activated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR). All the pressure readings should be 0 kPa (0 psi). * Record on data sheet.
The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi). The pressure reading at pressure test ports (PP3), (BF) and (BR) should read 0 kPa (0 psi). * Record on data sheet. 63. Remove the speed signal from the DID . Set the speed signal to 0 kph (0 mph).
960E-1
11
CEN30003-00
30 Testing and adjusting
NOTE: The parking brake will not be allowed to apply when the parking brake is applied.
NOTE: The brake lock will release and the parking brake will apply when the key switch is turned OFF.
68. With the engine on and the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, move the directional control lever to NEUTRAL and turn the brake lock switch ON.
70. With the engine on and the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, move the directional control lever to NEUTRAL and turn the brake lock switch ON.
69. Move the directional control lever to PARK. that the parking brake applies, the brake lock releases and the status lights operate properly. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR).
71. Pull up on the engine shutdown switch on the center console to shut off the engine. Do not turn the key switch OFF. that the parking brake applies, the brake lock releases and the status lights operate properly. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR).
The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). Front brake (BF) pressure should read 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). Rear brake (BR) pressure should read 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). * Record on data sheet.
The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). Front brake (BF) pressure should read 0 kPa (0 psi). Rear brake (BR) pressure should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). * Record on data sheet. NOTE: The brake lock should not be applied during a timed engine shutdown. 72. Move the directional control lever to PARK and start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then turn the key switch to OFF. 73. During the timed engine shutdown sequence, try to turn the brake lock switch ON. that the brake lock does not apply and the status light does not illuminate. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR). All the pressure readings should be 0 kPa (0 psi). * Record on data sheet.
12
960E-1
30 Testing and adjusting
NOTE: The brake lock will remain applied if the brake lock switch is turned ON when a truck speed above 0.8 kph (0.5 mph) is detected. The switch must be turned OFF to release the brake lock. 74. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher and the directional control lever is in PARK. Provide a speed signal of 1.0 kph (0.6 mph) from the DID on the rear wall of the operator cab. 75. Turn the brake lock switch ON. proper operation of the brake lock and status light. No faults should be generated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR). The pressure reading at pressure test port (PK3) should read 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi). Front brake (BF) pressure should read 0 kPa (0 psi).
CEN30003-00
76. With the engine on, the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, the directional control lever in PARK and the brake lock switch ON, set the speed signal on the DID to 0 kph (0 mph). 77. that the brake lock remains applied. Fault code A272 should be activated when the speed signal is removed. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR). The pressure reading at pressure test port (PK3) should read 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi). Front brake (BF) pressure should read 0 kPa (0 psi). Rear brake (BR) pressure should read 13 790 ± 690 kPa (2,000 ± 100 psi). * Record on data sheet. 78. Turn off the engine. Remove all test equipment from the truck.
Rear brake (BR) pressure should read 13 790 ± 690 kPa (2,000 ± 100 psi). * Record on data sheet.
960E-1
13
CEN30003-00
30 Testing and adjusting
Brake system checkout data sheet MACHINE MODEL ________ UNIT NUMBER _________ SERIAL NUMBER___________ INITIAL SYSTEM SETUP STEP 8 __________Rear brake (BR) pressure when auto apply releases _________ Front brake (BF) pressure when auto apply releases STEP 10 __________Rear brake (BR) pressure when front brake (BF) begins to rise STEP 11 __________Rear brake (BR) pressure when stop lights come on STEP 12 __________Rear brake (BR) pressure within one second _________Front brake (BF) pressure within one second BRAKE LOCK / SECONDARY BRAKE CHECKOUT STEP 15 _________Rear brake (BR) pressure at brake lock degradation warning STEP 17 __________Rear brake (BR) pressure when brake lock is applied PARKING BRAKE CHECKOUT STEP 20 __________Parking brake release (PK3) pressure STEP 21 __________Parking brake apply (PK3) pressure SERVICE BRAKE CHECKOUT STEP 26 __________ Left rear brake (LBP) pressure when pedal is applied _________ Right rear brake (RBP) pressure when pedal is applied STEP 27 __________ Left rear brake (LBP) pressure when pedal is released _________ Right rear brake (RBP) pressure when pedal is released STEP 29 __________ Left front brake (LFBP) pressure when pedal is applied _________ Right front brake (RFBP) pressure when pedal is applied STEP 30 __________ Left front brake (LFBP) pressure when pedal is released _________ Right front brake (RFBP) pressure when pedal is released
14
960E-1
30 Testing and adjusting
CEN30003-00
Brake system checkout data sheet (cont.) LOW BRAKE ACCUMULATOR PRESSURE AND AUTO APPLY CHECKOUT STEP 34 _________ Low brake accumulator pressure (LAP1) after 2 minutes STEP 39 _________ Pressure when low brake accumulator pressure fault occurs ________ Pressure when low brake accumulator pressure fault occurs STEP 40 _________ Front brake (BF) apply pressure after auto apply occurs ________ Rear brake (BR) apply pressure after auto apply occurs ________ Low brake accumulator pressure (LAP1) after auto apply occurs STEP 46 _________ Low brake accumulator pressure (LAP1) when fault occurs ________ Low brake accumulator pressure (LAP1) when auto apply occurs STEP 47 _________ Front brake (BF) apply pressure after auto apply occurs ________ Rear brake (BR) apply pressure after auto apply occurs ________ Low brake accumulator pressure (LAP1) after auto apply occurs STEP 52 _________ Number of brake applications before low accumulator pressure warning occurs PARKING BRAKE CONTROL LOGIC CHECKOUT STEP 55 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 58 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure
960E-1
15
CEN30003-00
30 Testing and adjusting
Brake system checkout data sheet (cont.) STEP 59 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 60 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 62 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure BRAKE LOCK CONTROL LOGIC CHECKOUT STEP 65 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 67 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure
16
960E-1
30 Testing and adjusting
CEN30003-00
Brake system checkout data sheet (cont.) STEP 69 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 71 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 73 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 75 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 77 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure
Name of Technician or Inspector Performing Check-Out _________________________ DATE _________________________
960E-1
17
CEN30003-00
Brake piston leakage test
30 Testing and adjusting
Wet disc brake bleeding procedure
1. Remove the dust cap on diagnostic coupler (1, Figure 30-3) on the brake backplate.
NOTE: Rear wheel brakes must be bled before rear tire installation.
2. Remove the capnut on pressure port (2). Attach a hydraulic pressure test device to the fitting.
1. Make sure that the hydraulic brake supply (steering circuit) is operating properly.
3. Slowly apply pressure to bleed air from the piston cavity.
2. If necessary, charge the brake accumulators. Refer to Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure.
4. Cycle the piston to full stroke ten times by applying 2 070 kPa (300 psi) of hydraulic pressure at bleed port (2). Observe the piston for leakage. 5. Minor oil seepage (non-measurable) is permissible. If the leakage is greater, disassemble the piston assembly and determine the cause.
3. Make sure that the bleed down valves on brake manifold are closed. 4. Check the hydraulic tank oil level and fill if necessary. 5. With the wheels securely blocked, start the engine and allow the accumulators to fill. 6. Slowly depress the brake pedal until the service brake is partially applied. Rear wheel brakes: 7. Crack open the O-ring plug located next to the cooling oil port and brake apply port on the brake backplate. Close the plug after the oil runs clear and free of bubbles. Repeat for the other rear wheel brake.
FIGURE 30-3. BRAKE APPLY PRESSURE PORTS 1. Diagnostic Coupler 2. Brake Apply Pressure Port
NOTE: The other cooling line has a single hex plug located adjacent. DO NOT use this plug for bleeding brake. Front wheel brakes: NOTE: The front wheel brakes are equipped with a diagnostic coupler on the brake backplate. A hose with a mating fitting can be attached to direct the oil into a container during the bleeding process. 8. Attach a hose to diagnostic coupler (1, Figure 30-3) on the brake backplate (brake apply pressure circuit). 9. Slowly depress the brake pedal until the service brake is partially applied. 10. After the oil stream is clear of air, remove the hose from the coupler. Release the brake pedal. 11. Repeat Steps 8 - 10 for the other front wheel brake. 12. Shut off the engine and allow 90 seconds for the steering accumulators to depressurize completely. Check the hydraulic tank oil level.
18
960E-1
30 Testing and adjusting
CEN30003-00
Parking brake bleeding procedure 1. Securely block the wheels to prevent the truck from rolling away. 2. Open bleed down valves (1, Figure 30-4) and (2) to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, turn the key switch ON, but do not start the engine. Ppress the brake lock switch and apply the service brake pedal. The service brake light should not come on. 4. Close the accumulator bleed down valves. 5. Open the rear axle housing hatch. 6. Start the engine and allow the steering system to fully charge (pump unloads). Then move the directional control lever to NEUTRAL to disengage the parking brake. 7. Connect a clear plastic hose to the bleeder valve at the top of the parking brake. Place the other end of hose into a container. 8. Slowly open the bleeder valve and allow hydraulic oil to run until it is clear and free of bubbles. Close the bleeder valve securely.
FIGURE 30-4. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
9. Repeat Steps 5 and 6 for the other parking brake. 10. Shut off the engine. Remove the bleed equipment and close the rear axle housing hatch.
960E-1
19
CEN30003-00
30 Testing and adjusting
Brake valve bench test and adjustment The following parts and test equipment will be required to completely bench test and adjust the brake valve. • Three 20 680 kPa (3,000 psi) pressure gauges • Hydraulic pressure supply, regulated to 18 960 kPa (2,750 psi) • Hydraulic test stand
• Hose fittings for valve ports: Port PX . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE Ports P1, P2, B1 and B2 . . . . . . 3/4 in., #8 SAE Port T. . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE • Ohmmeter or continuity tester 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.
FIGURE 30-5. TEST BENCH SETUP 1. Motor 2. Pump 3. System Pressure Gauge 4. Needle Valve
20
5. Needle Valve 6. Brake Valve 7. Front Brake Pressure Gauge 8. Shutoff Valves
9. Simulated Brake Volume 10. Rear Brake Pressure Gauge 11. Relief Valve
960E-1
30 Testing and adjusting
Test setup procedure 1. Position the valve in the fixture to allow plungers to be activated by hand using a lever. Refer to Figure 30-5. 2. Attach the pilot input supply pressure to the pilot port labeled “PX” on the rear of the valve. 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 regulated output ports “B1” and “B2” to the test lines. Pressure monitoring devices in these two lines must be capable of 20 680 kPa (3,000 psi). Connect all ports according to the diagram shown in Figure 30-5. All ports must be used and connected.
CEN30003-00
Brake valve output pressure adjustment 1. Install the pedal pivot shaft in the actuator base by itself without installing the pedal assembly. 2. By placing a screwdriver or pry bar under the pivot pin and on top of the threaded plunger assembly, each circuit can be actuated individually. Refer to Figure 30-5. 3. Gradually apply pressure on each circuit one at a time to check for leaks around the plunger. Make sure that the adjustment collar is screwed all the way down on the threads. 4. “B1” Adjustment: Adjust the adjustment collar up (counterclockwise), starting with one-turn increments until the output pressure at port “B1” is 17 235 ± 517 kPa (2,500 ± 75 psi) with the adjustment collar ing the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments.
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure.
5. “B2” Adjustment: Adjust the adjustment collar up (counterclockwise), starting with one-turn increments until the output pressure at port “B2” is 17 235 ± 517 kPa (2,500 ± 75 psi) with the adjustment collar ing the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments.
Avoid spillage and contamination! Avoid with hot oil if the machine has been operating. The oil will be at very high pressure.
6. Tighten the set screws in the adjustment collars to 3 - 4 Nm (25 - 30 in lb). The entire plunger may have to be rotated to get to the set screws.
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.
7. Check the pressures again after tightening the set screws. If the pressures have moved out of specified range, loosen the appropriate set screw and re-adjust.
• Start the hydraulic pump and regulate output pressure to 18 960 kPa (2,750 psi) at pressure gauge (3). Pressure gauges (7) and (10) should read zero. • Pilot supply circuit pressure must also be 18 960 kPa (2,750 psi).
8. Cycle each circuit 50 times using pilot apply. This is done by closing needle valve (5, Figure 30-5) and opening needle valve (4). Read the pressure on gauges (7) and (10). Close valve (4) and open valve (5). The pressure gauges should read zero. 9. Recheck the pressures after cycling. If they have changed, re-adjust the pressures.
• Return line pressure during this test is not to exceed 34 kPa (5 psi). • Test the valve with ISO 32 grade hydraulic oil at 49 ± 3 °C (120 ± 10 °F).
960E-1
21
CEN30003-00
Final test and adjustment 1. The brake pedal actuator must be installed on the brake valve body before the final test and adjustment. Refer to "Disassembly and assembly of brake valve" in Disassembly and assembly section Brake system. NOTE: The final test and adjustment procedure can also be performed with the brake valve installed in the truck. Install the gauges at the “B1” and “B2” diagnostic test connectors in the brake cabinet. 2. Reinstall the brake valve with the actuator pedal attached on the test stand. 3. With the test stand pump adjusted for 18 960 kPa (2,750 psi) or with the engine running and the brake system supply pressure at or above 18 960 kPa (2,750 psi), depress the pedal as quickly as possible. The pressure on the output circuits must reach at least 17 235 ± 517 kPa (2,500 ± 75 psi) at port “B1” and port “B2” within one second. Measurement of time begins the moment force is applied to move the pedal. 4. 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 that the pressure increase is smooth and no sticking of the spools is observed. Fully depress the pedal. The pressures must remain within specification at “B1” and “B2” for 20 seconds.
30 Testing and adjusting
7. Adjust the set screw until it is just touching the cap. 8. Continue turning the set screw until the pressure begins to rise on one of the brake apply pressure gauges. 9. Back off the set screw by 1/8 turn. 10. Tighten the jam nut and remove the shim that was inserted previously. 11. Fully stroke the brake pedal actuator to that the output pressures at port “B1” and “B2” are within specifications. NOTE: If the pedal is adjusted properly, the spring and spring pivots will not interfere with pedal travel. 12. If the pressures are not within specifications, readjust the set screw. If the pressure is within specifications, apply a few drops of Loctite to the jam nut. 13. Check for 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. 14. “T” port leakage must be less than 250 cc/ minute with valve pilot pressure or manually applied.
5. Adjust the set screw until it is not touching the actuator cap. Apply Loctite® 242 to the adjustment screw before setting the deadband. 6. Set the deadband by placing a 0.254 mm (0.010 in.) thick shim at location (9) between the pedal structure and the return stop boss on the pivot structure.
22
960E-1
30 Testing and adjusting
CEN30003-00
Dual relay valve bench test and adjustment The following parts and test equipment will be required to completely bench test the dual relay valve. • Four 20 680 kPa (3,000 psi) pressure gauges • Hydraulic pressure supply, regulated to 18 960 kPa (2,750 psi) • Hydraulic test stand
• Hose fittings for valve ports: Port PX . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE Ports B1 and B2 . . . . . . . . . . . . 3/4 in., #8 SAE Port T . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE • Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the dual relay valve installed on the truck by using the brake treadle valve to modulate pilot pressure and monitoring brake apply pressure in the appropriate brake apply pressure lines.
FIGURE 30-6. DUAL RELAY VALVE BENCH TEST SETUP 1. Motor 2. Pump 3. Main Pressure Gauge 4. Pressure Regulator (Pilot Pressure) 5. Needle Valve (Pilot Pressure Release)
960E-1
6. Needle Valve (Pressure Bleed to Tank) 7. Pilot Pressure Gauge 8. Dual Relay Valve 9. LH Brake Apply Pressure Gauge
10. RH Brake Apply Pressure Gauge 11. Needle Valve 12. Needle Valve 13. Shutoff Valves 14. Simulated Brake Volume 15. Relief Valve
23
CEN30003-00
Test setup procedure 1. Position the valve on the test stand as shown in Figure 30-6. 2. Attach the pilot input supply line to the port labeled “PX” on the side of the valve. 3. Attach the main supply input pressure line to the port on the front of the valve labeled “P”. 4. Attach the tank return line to the port labeled “T”. 5. Attach the regulated output ports “B1” and “B2” to the test lines. Pressure monitoring devices in these two lines must be capable of 20 680 kPa (3,000 psi). Connect all ports according to the diagram shown in Figure 30-6. All ports must be used and connected.
30 Testing and adjusting
Relay valve output pressure adjustment 1. With the pump operating and supply pressure and pilot pressure adjusted as described earlier inspect the valve for leakage. 2. With 17 235 kPa (2,500 psi) of pilot pressure applied, that pressure gauges (9) and (10) read 17 235 ± 517 kPa (2,500 ± 75 psi). 3. Close pilot supply needle valve (5) and open pilot pressure release needle valve (6) to bleed pressure back to the reservoir. Pilot pressure gauge (7) and regulated output pressure gauges (9) and (10) should drop to zero. 4. Repeat Steps 2 and 3 approximately 50 times to cycle the valve from minimum to maximum apply pressure. 5. that the output pressure remains within specifications. If not, the valve must be rebuilt.
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure.
6. While observing pilot pressure gauge (7) and regulated output pressure gauges (9) and (10), apply pilot pressure slowly and steadily until 17 235 kPa (2,500 psi) maximum pilot pressure is obtained.
Avoid spillage and contamination! Avoid with hot oil if the machine has been operating. The oil will be at very high pressure.
Pilot pressure and regulated output pressure must track within 345 kPa (50 psi) after the pilot pressure reaches 690 kPa (100 psi).
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.
7. Reduce pilot pressure to zero. Apply 17 235 kPa (2,500 psi) of pilot pressure as quickly as possible. Regulated output pressure must increase to 17 235 ± 517 kPa (2,500 ± 75 psi) within one second after pressure is applied to the pilot line.
6. Start the hydraulic pump and regulate output pressure at 18 960 kPa (2,750 psi) at pressure gauge (3). Pressure gauges (9) and (10) should read zero. 7. Adjust pressure regulator (4) to set pilot supply pressure to 17 235 kPa (2,500 psi) on gauge (7).
8. Check for internal valve leakage from port “T” with full supply pressure (port “P”) applied. With pilot pressure released, leakage must not exceed 100 cc/minute. With 17 235 kPa (2,500 psi) of pilot pressure applied, leakage must not exceed 150 cc/minute.
8. Return line pressure during this test is not to exceed zero. 9. Test the valve with ISO 32 grade hydraulic oil at 49 ± 3 °C (120 ± 10 °F).
24
960E-1
30 Testing and adjusting
CEN30003-00
NOTES
960E-1
25
CEN30003-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30003-00
26
960E-1
CEN30004-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Accumulators and suspensions Accumulator charging and storage ....................................................................................................................... 3 Accumulator leak testing....................................................................................................................................... 8 Suspension oiling and charging procedures ....................................................................................................... 10 Suspension pressure test ................................................................................................................................... 17
960E-1
1
CEN30004-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
Accumulator charging and storage Accumulator charging procedures
CEN30004-00
1. Turn the key switch OFF and allow at least 90 seconds for the steering accumulators to depressurize completely. 2. Open bleed down valves (1, Figure 30-1) and (2) to depressurize the brake accumulators.
Do not loosen or disconnect any hydraulic line or component until the engine is stopped and the key switch has been OFF for at least 90 seconds.
3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and applying the service brake pedal. The service brake light should not come on. 4. Close the bleed down valves.
Pure dry nitrogen is the only gas approved for use in the brake accumulator. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Ensure that pure dry nitrogen gas is being used to charge the accumulator. Before charging or discharging nitrogen gas in the accumulator, carefully read and understand the warning labels and instructions regarding the charging valve. Only precharge accumulators to 9653 kPa (1400 psi) while installed on the truck. Never handle an accumulator with lifting equipment if the nitrogen precharge pressure is over 827 kPa (120 psi). Always set the precharge to 690 - 827 kPa (100 120 psi) before removing or installing the accumulators. Ensure that the nitrogen supply is shut off before attaching the charging manifold to the nitrogen container. NOTE: If one accumulator is low on nitrogen, it is recommended that both accumulators be checked and charged at the same time. Correct precharge pressure is the most important factor in prolonging accumulator life. NOTE: Use only nitrogen that meets or exceeds CGA (Compressed Gas Association) specification G-10.1 for type 1, grade F. The nitrogen should be 99.9% pure. Use only nitrogen cylinders with standard CGA number 580 connections with the appropriate high pressure regulator.
960E-1
FIGURE 30-1. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
5. Ensure that all hydraulic pressure has been relieved from the hydraulic system. Remove the bleeder plugs in the port valves of the steering accumulators and brake accumulators to vent any residual pressure. 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. Trapped air or oil on the hydraulic side of the bladder will prevent the proper precharge pressure to be obtained for safe operation.
3
CEN30004-00
30 Testing and adjusting
6. Brake accumulator: Remove protective cap (1, Figure 30-2) from the gas valve.
7. Close shutoff valves (3, Figure 30-4) on control manifold (5). 8. Connect the nitrogen charging kit to nitrogen container (1). Open the valve on the container. 9. Turn the “T” handle on charging valve adapter (6) all the way out (counterclockwise). 10. Close the bleed valve at the bottom of the accumulator.
FIGURE 30-2. GAS VALVE COMPONENTS BRAKE ACCUMULATOR 1. Protective Cap
2. Charging Valve
Steering accumulator: Remove valve guard (5, Figure 30-3) from gas valve manifold (1).Remove the valve cap from charging valve (6).
FIGURE 30-4. NITROGEN CHARGING KIT 1. Nitrogen Container 2. Regulator 3. Shutoff Valve
4. Pressure Gauge 5. Control Manifold 6. Charging Valve Adapter
11. Attach the charging valve adapter to the charging valve on the accumulator. Make sure that the hose does not loop or twist. Tighten the swivel nut on the charging valve adapter fingertight. 12. Brake accumulator: Turn the “T” handle on charging valve adapter (6) clockwise to open the accumulator gas valve. Do not turn the “T” handle all the way down as it will damage the valve core. FIGURE 30-3. GAS VALVE COMPONENTS STEERING ACCUMULATOR 1. Gas Valve Maniflod 2. O-ring 3. Capscrew 4. Lockwasher 5. Valve Guard
4
6. Charging Valve 7. Flat Gasket 8. Gas Valve 9. Pressure Switch
Steering accumulator: Hold charging valve body (6, Figure 30-5) with a wrench while unscrewing swivel nut (4) three complete turns with another wrench. This will open the poppet inside the accumulator gas valve.
960E-1
30 Testing and adjusting
13. Set the regulator for 172 kPa (25 psi), then slightly open the valve on the nitrogen container to slowly fill the accumulator. • The proper fill time for the brake accumulator is approximately three minutes. • The proper fill time for the steering accumulator is approximately four minutes.
If the precharge is not added slowly, the bladder may suffer permanent damage. A “starburst” rupture in the lower end of the bladder is a characteristic failure caused by charging too quickly. 14. When 172 kPa (25 psi) of precharge pressure is obtained, close the nitrogen container valve. Set the regulator for the precharge pressure based on the current ambient temperature. Refer to Table 1. Then, open the nitrogen container valve again and fill the accumulator.
CEN30004-00
16. Brake accumulator: Turn the “T” handle on charging valve adapter (6) all the way out (counterclockwise) to close the accumulator gas valve. Steering accumulator: Hold charging valve body (6, Figure 30-5) with a wrench while tightening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb) with another wrench. This will close the poppet inside the accumulator gas valve. 17. Hold the gas valve on the accumulator stationary. Loosen the swivel nut on the charging valve adapter to remove the nitrogen charging kit. 18. Use a common leak reactant to check for nitrogen leaks. 19. Brake accumulator: Install protective cap (1, Figure 30-2) on the gas valve. Steering accumulator: Install the valve cap on charging valve (6, Figure 30-3) finger-tight. Install valve guard (5) on gas valve manifold (1).
15. After the accumulator is charged to the desired pressure, wait 15 minutes to allow the gas temperature to stabilize. If the desired precharge pressure is exceeded, close the nitrogen container valve and slowly open the bleed valve at the bottom of the accumulator until the correct precharge pressure is obtained. Refer to Table 1.
Do not reduce the precharge pressure by depressing the valve core with a foreign object. High pressure may rupture the rubber valve seat.
FIGURE 30-5. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
960E-1
6. Valve Body 7. O-ring 8. Valve Stem 9. O-ring
5
CEN30004-00
30 Testing and adjusting
Temperature variation can affect the precharge pressure of an accumulator. As the temperature increases, the precharge pressure increases. Conversely, decreasing temperature will decrease the precharge pressure. In order to ensure the accuracy of the accumulator precharge pressure, the temperature variation must be ed for. A temperature variation factor is determined by the ambient temperature when charging the accumulator on a truck that has been shut down for one hour. Refer to Table 1 for precharge pressures in different ambient operating conditions that the truck is currently exposed to during the charging procedure. For example, assuming that the ambient temperature is 10 °C (50 °F), charge the accumulator to 9 294 kPa (1,348 psi).
Table 1: Relationship Between Precharge Pressure and Ambient Temperature Ambient Temperature
Charging Pressure ± 70 kPa (10 psi)
-23°C (-10°F) and below
8 232 kPa (1,194 psi)
-17°C (0°F)
8 412 kPa (1,220 psi)
-12°C (10°F)
8 584 kPa (1,245 psi)
-7°C (20°F)
8 763 kPa (1,271 psi)
-1°C (30°F)
8 943 kPa (1,297 psi)
4°C (40°F)
9 122 kPa (1,323 psi)
10°C (50°F)
9 294 kPa (1,348 psi)
16°C (60°F)
9 473 kPa (1,374 psi)
21°C (70°F)
9 653 kPa (1,400 psi)
27°C (80°F)
9 832 kPa (1,426 psi)
32°C (90°F)
10 011 kPa (1,452 psi)
38°C (100°F)
10 184 kPa (1,477 psi)
43°C (110°F)
10 363 kPa (1,503 psi)
49°C (120°F)
10 542 kPa (1,529 psi)
NOTE: A precharge pressure below 8 232 kPa (1,194 psi) is not recommended because of low precharge pressure warnings. The low accumulator precharge warning switch activates at 7 584 ± 310 kPa (1,100 ± 45 psi).
6
Precharge maintenance
If the low accumulator precharge warning is active when the key switch is turned ON, do not attempt to start the engine. Permanent bladder damage may result. Check the steering accumulator precharge pressure and adjust it if necessary. 1. When starting the truck, turn the key switch to the ON position and wait to confirm that the low accumulator precharge warning does not stay active after the system check is complete. If the warning stays active, do not operate the truck. Notify maintenance personnel. 2. Check the accumulator precharge pressure every 500 hours. If the precharge pressure is too low, the bladder will be crushed into the top of the shell by hydraulic system pressure and can extrude into the gas stem and become punctured. This condition is known as "pick out". One such cycle is sufficient to destroy a bladder. 3. Check all sealing areas on the nitrogen side of the accumulator (charging valve, pressure switch, manifold, etc) during every precharge maintenance interval to ensure that the seals do not leak. Replace all faulty or leaking seals, valves, etc. Failure to repair leaking nitrogen seals may result in a failed accumulator bladder or low performance from the accumulator. NOTE: If the precharge pressure continues to decline frequently between precharge maintenance intervals, and if all nitrogen sealing areas are free of leaks, then the accumulator bladder most likely has a small hole in it and must be replaced. 4. Check all heat shields and exhaust blankets, as provided, during every precharge maintenance interval to ensure that they are in place and good condition. NOTE: If the truck is equipped with cold weather bladder accumulators, the precharge pressure must be checked every 100 hours because the nitrogen permeates this bladder material at a much greater rate than the standard bladder material.
960E-1
30 Testing and adjusting
Accumulator storage procedure
CEN30004-00
Installing a bladder accumulator from storage Refer to "Accumulator charging procedures" to install the nitrogen charging kit on the accumulator and to check the precharge pressure.
Always store bladder accumulators with 690 - 827 kPa (100 - 120 psi) nitrogen precharge pressure. This amount of pressure fully expands the bladder and holds oil against the inner walls for lubrication and rust prevention. Do not exceed 827 kPa (120 psi). Storing accumulators with too much pressure is not safe due to possible leakage. Only precharge accumulators to 9 653 kPa (1,400 psi) while installed on the truck. Never handle an accumulator with lifting equipment if the precharge pressure is over 827 kPa (120 psi). Always set the precharge to 690 - 827 kPa (100 120 psi) before removing or installing the accumulators. 1. If the accumulator was just rebuilt, ensure that there is approximately 2 liters (64 oz.) of clean C-4 hydraulic oil inside the accumulator before adding a precharge pressure of 690 kPa (100 psi). 2. Store bladder accumulators with a precharge pressure of 690 - 827 kPa (100 - 120 psi). This pressure fully expands the bladder and holds a film of oil against the inner walls for lubrication and rust prevention. 3. Cover the hydraulic port with a plastic plug to prevent contamination. Do not use a screw-in type plug. 4. Store the accumulator in an upright position.
Bladder storage The shelf life of bladders under normal storage conditions is one year. Normal storage conditions consist of the bladder being heat sealed in a black plastic bag and placed in a cool dry place away from the sun, ultraviolet and fluorescent lights, and electrical equipment. Direct sunlight or fluorescent light can cause the bladder to weather check and dry rot, which will appear on the bladder surface as cracks.
960E-1
• If the precharge 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 nitrogen charging kit from the accumulator and install the accumulator on the truck. Charge the accumulator to the correct operating precharge pressure. • If the precharge pressure is less than 172 kPa (25 psi), slowly drain off all of the precharge pressure and use the following procedure: 1. Remove the nitrogen charging kit from the accumulator. 2. Lay the accumulator on a suitable work bench so that the valve port at the bottom of the accumulator is higher than the top end of the accumulator. Remove the protective cap from the valve port. 3. Pour approximately 2 liters (64 oz.) of clean C-4 hydraulic oil into the accumulator through the valve port. Allow time for the oil to run down the inside of the accumulator to reach the other end. 4. Lay the accumulator flat on the work bench (or floor) and slowly roll the accumulator two complete revolutions. This will thoroughly coat the accumulator walls with a film of oil that is necessary for bladder lubrication during the charging procedure. 5. Stand the accumulator upright. Charge the accumulator to 690 kPa (100 psi). Refer to "Accumulator charging procedures" for the proper charging procedure. 6. Remove the nitrogen charging kit. Install the protective cap on the valve port. 7. Install the accumulator on the truck. 8. Charge the accumulator to the correct operating precharge pressure. Again, refer to "Accumulator charging procedures" for the proper charging procedure.
7
CEN30004-00
30 Testing and adjusting
Accumulator leak testing Leak testing entails checking for internal and external leaks at high pressure. A source of 24 130 kPa (3,500 psi) hydraulic pressure and nitrogen precharge pressure of 9 653 kPa (1,400 psi) will be required. A small water tank will be necessary for a portion of the test. 1. Brake accumulator: Remove protective cap (1, Figure 30-7) from the gas valve. 2. Steering accumulator: Remove valve guard (5, Figure 30-8) from gas valve manifold (1).Remove the valve cap from charging valve (6). 3. Close shutoff valves (3, Figure 30-6) on control manifold (5). 4. Connect the nitrogen charging kit to nitrogen container (1). Open the valve on the container. 5. Turn the “T” handle on charging valve adapter (6) all the way out (counterclockwise). 6. Close the bleed valve at the bottom of the accumulator.
FIGURE 30-7. GAS VALVE COMPONENTS BRAKE ACCUMULATOR 1. Protective Cap
FIGURE 30-6. NITROGEN CHARGING KIT 1. Nitrogen Container 2. Regulator 3. Shutoff Valve
8
4. Pressure Gauge 5. Control Manifold 6. Charging Valve Adapter
2. Charging Valve
FIGURE 30-8. GAS VALVE COMPONENTS STEERING ACCUMULATOR 1. Gas Valve Maniflod 2. O-ring 3. Capscrew 4. Lockwasher 5. Valve Guard
6. Charging Valve 7. Flat Gasket 8. Gas Valve Assembly 9. Pressure Switch
960E-1
30 Testing and adjusting
CEN30004-00
7. Attach the charging valve adapter to the charging valve on the accumulator. Make sure that the hose does not loop or twist. Tighten the swivel nut on the charging valve adapter fingertight. 8. Brake accumulator: Turn the “T” handle on charging valve adapter (6) clockwise to open the accumulator gas valve. Do not turn the “T” handle all the way down as it will damage the valve core. Steering accumulator: Hold charging valve body (6, Figure 30-9) with a wrench while unscrewing swivel nut (4) three complete turns with another wrench. This will open the poppet inside the accumulator gas valve. 9. Slowly charge the accumulator to 690 kPa (100 psi). After 690 kPa (100 psi) is obtained, the charging rate can be increased until the accumulator is fully charged to 9 653 kPa (1,400 psi).
10. Brake accumulator: Turn the “T” handle on charging valve adapter (6, Figure 30-6) all the way out (counterclockwise) to close the accumulator gas valve. Steering accumulator: Hold charging valve body (6, Figure 30-9) with a wrench while tightening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb) with another wrench. This will close the poppet inside the accumulator gas valve. 11. Submerge the accumulator assembly under water and observe it for 20 minutes. No leakage (bubbles) is permitted from the gas valve at the top or the valve port at the bottom. If leakage is present, proceed to Step 16. 12. Hold the gas valve on the accumulator stationary. Loosen the swivel nut on the charging valve adapter to remove the nitrogen charging kit. 13. Brake accumulator: Install protective cap (1, Figure 30-7) on the gas valve. Steering accumulator: Install the valve cap on charging valve (6, Figure 30-8) finger-tight. Install valve guard (5) on gas valve manifold (1). 14. Ensure that the bleed valve at the bottom of the accumulator is closed. Connect a hydraulic power supply to the valve port at the bottom of the accumulator. 15. Pressurize the accumulator with oil to 24 130 kPa (3,500 psi). This may take 6 to 8 gallons of oil. No external oil leakage is permitted. 16. Slowly relieve oil pressure and remove the hydraulic power supply. Install the protective cap on the valve port to prevent contamination. 17. Install the nitrogen charging kit.
FIGURE 30-9. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
960E-1
6. Valve Body 7. O-ring 8. Valve Stem 9. O-ring
• If any gas or oil leakage was present, discharge all nitrogen gas from the accumulator. Repair the accumulator as necessary. • If there were no leaks, adjust the precharge pressure to 690 - 827 kPa (100 - 120 psi). 18. that all warning and caution labels are attached and legible. Install new labels as required.
9
CEN30004-00
Suspension oiling and charging procedures 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. 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 suspensions to produce a comfortable ride.
30 Testing and adjusting
Equipment list • Hydrair charging kit • Jacks and/or overhead crane • blocks for: Oiling height dimensions (front and rear) Charging height dimensions (front only) • Hydrair II oil • Friction modifier • Dry nitrogen Installing the charging kit 1. Assemble the charging kit as shown in Figure 30-10, and attach it to a container of pure dry nitrogen (8). 2. Remove the protective covers and charging valve caps from the suspensions.
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.
3. Turn "T" handle valves (1) of charging valve adapters (2) completely counterclockwise.
Proper charging of Hydrair II suspensions requires that three basic conditions be established in the following order: 1. The oil level must be correct. 2. The suspension piston rod extension for nitrogen charging must be correct. 3. The nitrogen charge pressure must be correct. For best results, Hydrair II suspensions should be charged in pairs (fronts together and rears together). If rear suspensions are to be charged, the front suspensions should be charged first. NOTE: For longer life of suspension components, a friction modifier should be added to the suspension oil. See the oil and nitrogen specification charts in the Specifications section. NOTE: Setup dimensions must be maintained during oiling and charging procedures. However, after the truck has been operated, these dimensions may vary.
10
FIGURE 30-10. HYDRAIR CHARGING KIT NOTE: The arrangement of parts may vary from the illustration depending on the kit part number. 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 Container
960E-1
30 Testing and adjusting
CEN30004-00
4. Make sure that outlet valves (3) and inlet valve (4) are closed (turned completely clockwise).
blocks for oiling and charging dimensions
5. Turn the swivel nut (small hex) on the charging valve three full turns counterclockwise to unseat the valve.
Before starting the oiling and charging procedures, s should be fabricated to maintain the correct exposed piston rod extensions.
6. Attach charging valve adapters (2) to each suspension charging valve stem. 7. Turn "T" handle valves (1) clockwise. This will depress the core of the charging valve and open the gas chamber of the suspension. 8. 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. Removing the charging kit 1. Close both outlet valves (3). 2. Turn "T" handles (1) counterclockwise to release the charging valve cores. 3. Remove charging valve adapters (2) from the charging valves. 4. Tighten the swivel nut (small hex) on the charging valve. 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 and retighten to 6 Nm (50 in lb). Install the valve cap finger-tight. 5. Install the charging valve caps and protective covers on both suspensions.
Nitrogen charging blocks for the rear suspension are no longer necessary. However, oiling blocks are necessary to properly set the oiling height. Exposed piston rod extensions are specified for both oil level and nitrogen charging for Hydrair II suspensions. These dimensions are listed in the tables below. Measure the dimensions from the face of the cylinder gland to the machined surface on the spindle at the front suspension. At the rear suspension, measure from the face of the cylinder gland to the piston flange. blocks may be made in various forms. Mild steel materials are recommended. Square stock or pipe segments at least 25 mm (1 in.) may be used. The blocks must be capable of ing the weight of the truck during oiling and charging procedures while avoiding with plated surfaces and seals on the suspension. Refer to Figure 30-10 for front suspension block placement and Figure 3012 for rear block placement. Table 2: FRONT SUSPENSION DIMENSIONS (EMPTY) OILING HEIGHT
25.4 mm (1.0 in.)
CHARGING HEIGHT
219 mm (8.62 in.)
CHARGING PRESSURE
*3 282 kPa (476 psi)
* Charging pressures are for reference only and may vary depending on body weights.
Table 3: REAR SUSPENSION DIMENSIONS (EMPTY) OILING HEIGHT
CHARGING HEIGHT
CHARGING PRESSURE
53.0 mm (2.1 in.)
218 mm (8.60 in.)
*1 351 kPa (196 psi)
* Charging pressures are for reference only and may vary depending on body weights.
960E-1
11
CEN30004-00
Front suspension oiling
All Hydrair II 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 help prevent accidents during servicing and charging.
30 Testing and adjusting
5. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen pressure has been released, the suspension should have collapsed slowly and be seated solidly on the blocks. Remove the top fill plug next to the charging valve (See Figure 30-10).
Wear a face mask or goggles while relieving nitrogen pressure. Make sure that all personnel are clear and blocks are secure before relieving nitrogen pressure from the suspension. An unsecured block could fly loose as weight is applied, causing 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 the oil and nitrogen specification charts in the Specifications section. 1. Park the unloaded truck on a hard, level surface and chock the wheels. 2. Thoroughly clean the area around the charging valve on the suspensions. Remove the protective covers from the charging valves. 3. Position and secure oiling height dimension blocks 180° apart to provide stability (See Figure 30-10). When nitrogen pressure is released, the suspensions will lower and rest on the blocks. Ensure that the blocks do not mar or scratch the plated surfaces of the pistons or damage wiper seals in the lower bearing retainer. blocks must seat on the spindle and the cylinder housing. 4. Remove the charging valve cap. Turn the swivel nut (small hex) counterclockwise three full turns to unseat the valve seal. Do not turn the 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 released from the suspension.
12
FIGURE 30-11. FRONT SUSPENSION
6. Fill the suspension with clean Hydrair II oil (with 6% friction modifier) until the cylinder is full to the top of the fill plug bore. Use drip pans and clean all spillage 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. Install a new O-ring on the fill plug and install the plug.
960E-1
30 Testing and adjusting
CEN30004-00
Front suspension nitrogen charging
Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Make sure that all personnel are clear of the lift area before the lift is started. Clearances under the truck may be suddenly reduced. 1. If removed, install the charging valve with new O-ring (9, Figure 30-11). Lubricate the O-ring with clean Hydrair oil. 2. Tighten valve body (large hex) (6) to 23 Nm (17 ft lb). Swivel nut (small hex) (4) must be unseated by turning it counterclockwise three full turns.
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 the oil and nitrogen specification charts in the Specifications section. 3. Install the Hydrair charging kit and a bottle of pure dry nitrogen. Refer to "Installing the charging kit". 4. Charge the suspensions with nitrogen gas to 50.8 mm (2 in.) greater than the charging height listed in Table 2. Close inlet valve (4, Figure 307). NOTE: If the truck starts to lift off the blocks before charging pressure is attained, stop charging. 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. 6. Remove the center hose from manifold (6). 7. Open inlet valve (4) until the pressure drops below the pressure listed in Table 2, then close the valve. 8. Install the center hose to manifold (6).
FIGURE 30-12. 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
9. Charge the suspensions to the pressure listed in Table 2. Do not use an overcharge of nitrogen to lift the suspensions off the charging blocks. 10. Close inlet valve (4). Leave outlet valves (3) open for five minutes to allow the pressures in the suspensions to equalize. 11. Close outlet valves (3). Remove the charging kit components. Refer to "Removing the charging kit". 12. If the charging valve is being reused, tighten swivel nut (4, Figure 30-9) to 6 Nm (50 in lb).
960E-1
13
CEN30004-00
13. 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 and retighten to 6 Nm (50 in lb). Install the valve cap finger-tight. 14. Install the protective guard over the charging valve.
30 Testing and adjusting
Rear suspension oiling
All Hydrair II 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 help prevent accidents during servicing and charging.
Ensure that there is adequate overhead clearance before raising the body. 15. Raise the truck body in order to extend the front suspensions, allowing for removal of the nitrogen charging blocks. If the suspensions do not extend after raising the body, turn the steering wheel from stop to stop 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. The front suspensions are now ready for operation. Visually check piston 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.
Wear a face mask or goggles while relieving nitrogen pressure. Make sure that all personnel are clear and blocks are secure before relieving nitrogen pressure from the suspension. An unsecured block could fly loose as weight is applied, causing 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 the oil and nitrogen specification charts in the Specifications section. 1. Park the unloaded truck on a hard, level surface and chock the wheels. 2. Thoroughly clean the area around the charging valve on the suspensions. Remove the protective covers from the charging valves. 3. Position and secure oiling blocks (2, Figure 30-12) 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. 4. Remove charging valve cap (1, Figure 30-11). Turn swivel nut (small hex) (4) counterclockwise three full turns to unseat the valve seal. Do not turn valve body (large hex) (6). 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 released from the suspension.
14
960E-1
30 Testing and adjusting
CEN30004-00
7. Install the vent plug and pressure sensor onto the suspension. 8. Install a new O-ring onto the charging valve. Lubricate the O-ring with clean Hydrair II oil. 9. Install the charging valve onto the suspension. Tighten valve body (6, Figure 30-11) to 23 Nm (17 ft lb).
FIGURE 30-13. OILING BLOCK INSTALLATION 1. Main Frame 2. Oiling Block
3. Rear Axle Housing
5. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen pressure has been released, loosen and remove the fill plug. The suspension should have collapsed slowly as gas pressure was released. The weight of the truck is now ed by the blocks. NOTE: A plastic tube can be used to help bleed off trapped air inside the piston. 6. Remove the vent plug, pressure sensor, and charging valve (See Figure 30-13). Use one of the open ports to fill the suspension with clean Hydrair oil (with 6% friction modifier). Fill until clean oil seaps from the open ports. Use drip pans and clean all spillage 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.
960E-1
FIGURE 30-14. REAR SUSPENSION 1. Main Frame 2. Charging Valve 3. Rear Axle Housing
15
CEN30004-00
30 Testing and adjusting
5. Slowly release gas until the suspensions match the charging height listed in Table 3.
Rear suspension nitrogen charging
6. Close inlet valve (4, Figure 30-9). Leave outlet valves (3) open for five minutes to allow the pressures in the suspensions to equalize. Lifting equipment must be of sufficient to lift the truck weight. Make sure personnel are clear of lift area before started. Clearances under the truck suddenly reduced.
capacity that all lifting is may be
Make sure that 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 30-11). Lubricate the O-ring with clean Hydrair oil. 2. Tighten valve body (large hex) (6) to 23 Nm (17 ft lb). Swivel nut (small hex) (4) must be unseated by turning it counterclockwise three full turns.
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 the Specifications Chart at the end of this section.
7. Make sure that 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 this amount, check the front suspensions for equal extension. Adjust the front suspensions 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. 8. Close outlet valves (3). Remove the charging kit components. Refer to "Removing the charging kit". 9. If the charging valve is being reused, tighten swivel nut (4, Figure 30-9) to 6 Nm (50 in lb). 10. 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 and retighten to 6 Nm (50 in lb). Install the valve cap finger-tight. 11. Install the protective guards over the charging valves. Install the rubber covers over the piston rods. The rear suspensions are now ready for operation. Visually check piston 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.
3. Install the Hydrair charging kit and a bottle of pure dry nitrogen. Refer to "Installing the charging kit". 4. Charge the suspensions with nitrogen gas to 38 mm (1.5 in.) greater than the charging height listed in Table 3.
16
960E-1
30 Testing and adjusting
Suspension pressure test 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.
CEN30004-00
4. Pressurize the suspension with air or nitrogen to 7 585 ± 1 380 kPa (1,100 ± 200 psi). 5. Maintain pressure for a minimum of 20 minutes and check for bubbles at the following locations: • Housing bearing/housing t • Piston/piston seal area • Charging valve and plugs
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. Make sure that the charging valve and all plugs are installed. Attach the pressurization line to the charging valve.
6. After the test is complete, remove the assembly from the water tank and release the air or nitrogen pressure. Do not remove the charging valve from the suspension. 7. Remove the suspension from the containment device. 8. Coat any exposed, unpainted areas with rust preventive grease. 9. Store the suspension in a collapsed position to protect the piston chrome surface until it is installed on a truck.
3. Place the suspension assembly in a containment device and submerge the entire assembly in the water tank.
960E-1
17
CEN30004-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30004-00
18
960E-1
CEN30005-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting VHMS and payload meter VHMS and payload meter software ...................................................................................................................... 3 VHMS controller initial setting procedure.............................................................................................................. 4 VHMS initialization check list ...............................................................................................................................11 VHMS initialization form...................................................................................................................................... 13 Precautions for replacing VHMS controller ......................................................................................................... 14 VHMS controller checkout procedure ................................................................................................................. 19 Payload meter initial setting procedure............................................................................................................... 22
960E-1
1
CEN30005-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30005-00
VHMS and payload meter software To work with the Vehicle Health Monitoring System (VHMS), several special tools and software programs are required. Refer to Tables 1 and 2 for detailed information on VHMS software and tools.
NOTE: Be aware that the software and data files are updated periodically. Check with the local Komatsu distributor for the latest software versions.
Table 1: VHMS Software Part Number Version 3.04.03.01
Name VHMS Technical Analysis Tool Box
Description
Source
To maintain VHMS system
Komatsu Distributor
Version 3.06.00.00 VHMS Setting Tool
To initialize VHMS 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 VHMS Komatsu Distributor
Table 2: VHMS Tools Name
Description
Source
Laptop PC
200 MHz or higher 64 MB RAM or more Serial or USB Port CD/DVD -Rom drive Floppy disk drive Windows 95/98/2000/ME/XP
Purchase Locally
Serial cable (RS232 port)
Male DB9 connector at one end Female DB9 connector at other end
Purchase Locally
Adaptor
USB port to RS232 serial port (If the laptop PC does not have an RS232 port, this adaptor is required.)
Purchase Locally
VHMS 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.
VHMS Setting Tool Installation 1. Insert the CD. If the VHMS Technical Analysis Tool Box software begins installing automatically, select the [Cancel] button to stop the installation process. 2. Open My Computer.
3. Double-click on the new icon on the desktop, VHMS Technical Analysis Tool Box.
3. Right-click on the CD drive and select Open.
4. Initialize the software by inserting the Set Up Disk.
5. Double-click on the Setup.exe file.
5. Enter the Name. The Name is . 6. Enter the . The you entered the first time will be your from then forward, unless you change it. 7. VHMS Technical Analysis Tool Box is installed.
4. Open the Setting Tool folder. 6. Accept the recommended defaults and finish installing VHMS Setting Tool. Installing the PDM software Insert the CD. The Payload Data Manager (PDM) software will begin installing automatically. If this does not happen, the software can be installed by running the Setup.exe program on the CD ROM.
960E-1
3
CEN30005-00
30 Testing and adjusting
VHMS controller initial setting procedure
VHMS controller setup procedure
When a new VHMS-equipped truck is being assembled, there are several procedures to perform in order to initialize the system. Following the procedures will ensure a smooth initialization process which should 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 with a date and SMR that does not match the VHMS initialization form will not allow the system to be initialized.
VHMS Setting Tool software program 1. Start the VHMS Setting Tool software program. There will be three choices to choose from. • Use the [VHMS Setting] function to initialize a truck or change a truck's settings. • Use the [When VHMS needs to be replaced] function when replacing a truck's VHMS controller. • Use the [Review setting information] function when only needing to view a truck's settings.
NOTE: The interface module must be fully operational before initializing the VHMS controller. The initialization procedure consists of the following: VHMS controller setup procedure
Select operation 2. Select VHMS Setting, then click [Next].
VHMS snapshot procedure VHMS procedure VHMS FTP procedure VHMS initialization forms
4
960E-1
30 Testing and adjusting
VHMS setting function 3. Select Set up & All clear if initializing a truck, then click [Next].
Machine information setting(1) 4. that the Machine Information Settings are correct. If not, enter the correct settings. Then click [Next].
960E-1
CEN30005-00
Machine information setting(2) 5. that the Machine Information Settings are correct. If not, enter the correct settings. Then click [Next].
Date and time setting 6. Enter the correct Time Zone, Date and Time. Check [DST (Summer Time)] if the truck's location uses Daylight Savings Time. Then click [Next].
5
CEN30005-00
GCC setting 7. Choose the correct GCC code. The GCC code tells trucks that are equipped with Orbcomm which satellite ground station to use. Then click [Next].
30 Testing and adjusting
Setting summary 8. that all the setting information is correct and click [Apply].
9. Click [YES].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will close.
6
960E-1
30 Testing and adjusting
VHMS snapshot procedure A snapshot through VHMS records important data about different systems on the truck. Take snapshots on a periodic schedule and store them as part of the truck history. These snapshots can then be compared and trends can be analyzed to predict future repairs. A single snapshot records truck data for 7.5 minutes. NOTE: On AC drive trucks, a laptop PC should also be connected to the GE drive system to allow for maximum horsepower check of the engine during the snapshot recording process.
CEN30005-00
3. While the manual snapshot is being taken, operate the truck. a. Operate the engine at high and low idle. b. Raise the dump body to the full dump position. c. Lower the dump body to the frame, then hold it in the power down position momentarily. d. Turn the steering wheel to full left, then full right against the stops momentarily. e. Travel forward to maximum speed and apply the brakes hard. f. Travel in reverse.
1. Allow the truck to run until it is at normal operating temperatures. 2. Press and hold the GE data store switch for three seconds, then release it. The white data store in progress LED should illuminate.
g. Perform a horsepower check using a laptop PC connected to the GE drive system. 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. that the VHMS controller red LED display is off. 6. Use VHMS Technical Analysis Tool Box program to the snapshot data into a laptop PC. Use the FTP feature to send the data to WebCARE.
960E-1
7
CEN30005-00
30 Testing and adjusting
VHMS procedure NOTE: Always a full has been taken before disconnecting the laptop PC from the truck.
16. Select the [Machine History] option from the list on the left side of the screen.
1. Turn the key switch to the OFF position to stop the engine.
17. that the key ON/OFF and engine ON/OFF records are recorded correctly.
2. Turn the key switch to the ON position, but DO NOT start the engine.
18. Exit any open windows on the laptop PC.
3. Allow the VHMS controller to start up. This should take about one minute. the red LED display starts counting up. 4. Attach the VHMS serial cable to the truck's VHMS 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 Name and and click the [OK] button. 7. Double-click on the [] icon. 8. Select the COM port in the Port No. drop-down box and click the [Connection] button. 9. that the date and time is correct for current local date and time. Also that the displayed service meter hours are equal to the value entered previously. 10. If this is the first time this laptop PC has been connected to the truck, you will need to its definition file by clicking the [OK] button. 11. that a manual snapshot (MFAO) has been recorded. The display should show an item named “Snapshot” with the code MFAO and text “Manual Trigger”. 12. On the screen, click the [Select All] button. All items will become checked. 13. Click the [] button. The may take one to ten minutes. Generally, if there are several snapshots in the items, the will take longer. 14. Click the [OK] button to complete the . 15. that the “ Completed” message is displayed. Click on [Exit].
8
19. that a full has been taken. Refer to Location of ed Files on Computer for more detailed instructions. 20. Disconnect the VHMS cable from the laptop PC and from the truck. 21. Turn the key switch to OFF. Location of ed files When a using VHMS Technical Analysis Tool Box is performed, several files are ed 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 from the VHMS 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 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.
960E-1
30 Testing and adjusting
CEN30005-00
VHMS FTP procedure After ing, the VHMS data resides on the laptop PC that performed the . 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 ed via FTP to WebCARE, it is accessible to anyone with an internet connection and an ID and . VHMS Technical Analysis Tool Box is used to perform the FTP . Perform an FTP as soon as the person who performed the can obtain an internet connection. All s should be ed to WebCARE.
1. Double-click on the VHMS Technical Analysis Tool Box icon on the laptop PC's desktop. The screenshot shows the location the VHMS files on a computer. The Check Number folder is named in the format CHK000#. Each time a is taken, it is placed in one of these folders. The first will be in the CHK0001 folder. If a second is taken on the same day, will be in the CHK0002 folder, etc.
2. Enter the appropriate name and 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 VHMS files through email or on a disk, the same folder organization must be created in order to view them in VHMS Technical Analysis Tool Box.
960E-1
4. At the FTP Client window, enter the FTP ID and . ID = komatsu = vhms
9
CEN30005-00
30 Testing and adjusting
5. The target directory should be set to the laptop PC's hard drive (usually drive C:\).
7. After selecting the correct file to send, click the [Send (FTP)] button.
a. Double-click the VHMS_Data folder to drop down the model folders.
8. Click the [Yes] button to that you want to the data to WebCARE.
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. 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 process. Others need to have the sending file created at this time. A sending file is just a compressed version of all the other ed 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.
NOTE: The compressed sending file will look similar to this file name, and will always end with a “.K”. P_930E_-_A30462_1105208857.K
9. If the sending file was ed successfully, the file will appear in the OK window. If the sending file was not ed successfully, the file will appear in the NG (No Good) window. Make sure that the laptop PC has an internet connection.
10. Click the [OK] button, then the [Exit] button. Close all other open windows.
VHMS initialization forms Complete the initialization check list and initialization forms found later in this section. Send the initialization form to Komatsu.
Initialization is now complete.
10
960E-1
30 Testing and adjusting
CEN30005-00
VHMS 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 VHMS Serial Number OrbComm Serial Number
2. Connect PC to VHMS 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 VHMS 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
Setting Data is Correct.
10. Setting of Payload Meter
Set PLM time ± 2 minutes of VHMS time. Start Time (set to 0) Interval (set to 1)
960E-1
11
CEN30005-00
30 Testing and adjusting
VHMS initialization check list (cont.) (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
VHMS DATA 1. data to laptop PC
What time did start (use wrist watch)? Select all files, and is complete? Is start time correct?
2. 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 data to Komatsu
12
Send data to KAC Service Systems at [email protected]
960E-1
30 Testing and adjusting
CEN30005-00
VHMS initialization form NOTE: This form is available in electronic “fill-in” format, which is preferred. If an electronic form is needed, send request to [email protected]. 2. Attach the VHMS files and a copy of the completed Machine-Specific VHMS Initilization Check List. The E-mail subject line should include the Model-Type, Serial Number, and “VHMS Initialization”. (Example: Subject: 930E-3SE-A30300-VHMS Initialization) The completed forms can also be faxed to: (847) 522-8005.
Customer Information Company Name Site Name Customer Employee Mailing Address Phone Number Fax Number E-mail
Distributor Information Distributor Name Distributor Service System Name and E-mail Distributor Branch Distributor Branch Employee and E-mail Distributor 4 + 2 Code
Machine Information Machine Model - Type Machine Serial Number Customer Unit Number Engine Serial Number Transmission / Alternator Serial Number VHMS Controller Part Number VHMS Controller Serial Number Orbcomm Controller Part Number Orbcomm Controller Serial Number
Setting Tool Information Setting Date (MM:DD:YYYY) Setting Time (HH:MM:SS) GMT (Time Zone) Daylight Savings Time (DST)
(Yes/No)
Service Meter Reading (SMR) GCC code (Orbcomm satellite) Orbcomm Activation Date
Reason for Form Submittal (Check One) Factory Installed VHMS Initialization Retrofitted VHMS Initialization VHMS Controller Replacement Major Component (Engine/Transmission Replacement) Customer or Distributor Change Setting Tool Information Change
960E-1
13
CEN30005-00
30 Testing and adjusting
Precautions for replacing VHMS controller
3. Click the [Save] button.
Refer to the VHMS controller removal and installation instructions to replace a VHMS 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 Replaced] function.
VHMS
Needs
To
Be
4. Click the [OK] button.
2. Select the [Save current setting before replacement of VHMS controller] function.
14
5. Replace the VHMS controller.
960E-1
30 Testing and adjusting
CEN30005-00
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. 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 truck's location uses Daylight Savings Time. Click the [Apply] button.
960E-1
15
CEN30005-00
30 Testing and adjusting
Setting Date & Time, Satellite & Payload Meter 10. Click the [OK] button.
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.
16
960E-1
30 Testing and adjusting
3. After selecting one of the following choices, click the [Next] button. • Date & Time
CEN30005-00
b. Satellite: Select the correct country location from the drop-down menu, then click the [Apply] button to change the setting.
• Satellite • Payload Meter
a. Date & Time: Should 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. Select [DST Summer Time)] if it applies. Click the [Apply] button.
960E-1
c. Payload Meter: Set Start Time to “0”, and Interval to 1. Then click the [Apply] button to save the setting.
17
CEN30005-00
Review Setting Information 1. Select the [Review setting information] function and then click the [Next] button.
30 Testing and adjusting
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.
3. Click the [Yes] button to close the Setting Tool Program.
18
960E-1
30 Testing and adjusting
CEN30005-00
VHMS controller checkout procedure 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)
NOTE: Before performing this procedure, the interface module must be fully functional and the VHMS controller must be initialized and fully functional.
Preliminary 1. Turn the key switch to the OFF position to stop the engine. that the seven segment LED display on the VHMS controller is off. 2. Turn the key switch to the ON position, but DO NOT start the engine. 3. Allow the VHMS controller to boot up. Watch the red, two digit LED display on the VHMS controller to show a circular sequence of seven flashing segments on each digit. After a short time the two digit display should start counting up from 00 - 99 at a rate of ten numbers per second.
FIGURE 30-1. VHMS CONTROLLER 1. VHMS Controller 2. LED Display 3. Connector CN3B 4. Connector CN3A 5. Connector CN4B 6. Connector CN4A
7. Connector CN1 8. Connector CN2A 9. Connector CN2B 10. PLM III Light 11. OrbComm Light
4. Attach the VHMS serial cable to the truck's VHMS diagnostic port (2, Figure 30-3) and the other end to the laptop PC’s serial port. 5. Double-click on the VHMS Technical Analysis Tool Box icon on the laptop PC's desktop. 6. Enter the appropriate Name and and click the [OK] button. 7. Check for any active fault codes. If any are found, these circuits should be analyzed to determine the cause of the fault and they must be repaired before continuing.
960E-1
19
CEN30005-00
8. Start the VHMS Setting Tool program by clicking on the icon on the laptop PC screen. 9. Select the [Review setting information] function and then click the [Next] button.
30 Testing and adjusting
11. If any one of the following settings was changed, a new VHMS initialization form must be filled out and submitted to Komatsu America Service Systems Team. • VHMS controller replaced • Engine or alternator replaced • Adjusted time or time zone 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 VHMS initialization form to Komatsu America Service Systems Team.
Checkout procedure 1. Connect the serial cable from the PC to the serial port of the VHMS controller. 10. Review the settings for accuracy.
2. Start the serial communications software (Tera Term).
• If everything is correct, click the [Exit] button. The checkout procedure is complete.
3. Setup the serial communications software by selecting the appropriate serial COM port, and baud rate equal to 19200.
• 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.
4. After completing the setup, wait for 5 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 VHMS has been established. 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 >
20
960E-1
30 Testing and adjusting
7. At the prompt type "dispvhmsinf". Information similar to the following will be displayed:
>dispvhmsinf
---- MACHINE INFORMATION -------PRODUCT GROUP: Dumptruck MACHINE_MODEL: 930EMACHINE_SERIAL: ENG_MODEL: QSK60 ENG_SERIAL_NO1: ENG_SERIAL_NO2: PRG_NO1: 12000100100
CEN30005-00
8. The VHMS controller also has two red LED lights (10 and 11, Figure 13-6). the connection status and repair any problems. Light (10) PLM III communication • OFF - No communication with the PLM III controller. Troubleshoot and repair the connection. • ON - Communication with the PLM III controller is good. Light (11) OrbComm • OFF - No communication with OrbComm controller. Troubleshoot and repair the connection. • ON - Communication with OrbComm controller is good. • FLASHING - Satellite signal is established. This may take as long as 15 minutes to occur.
PRG_NO2: 782613R290 ---- 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 VHMS controller.
960E-1
21
CEN30005-00
Payload meter initial setting procedure The payload meter must be configured for operation when it is first installed on the truck. This process requires a laptop computer with PDM software to make the necessary settings. Starting communications
30 Testing and adjusting
3. From the main menu, click the "Connect to Payload Meter" button. The laptop computer will try to connect to the payload meter and request basic information from the system. In the event of communications trouble, the laptop computer will try three times to connect before "timing-out". This may take several seconds.
Configure payload meter
1. Before connecting to the payload meter, select "Change Program Options". a. Confirm that the program has selected the correct serial port. Most laptop computers use Comm 1 for serial communications. b. The units displayed for reports and graphs by the PDM software can be set on this form. Click “Done” to return to the main menu.
2. Connect the laptop computer to the payload meter by using the communications harness. The connector is located on the DID in the cab.
The connection menu is displayed after a serial connection has been established and the PDM software has connected to the payload meter. The connection screen displays basic system information to the . • 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 . • 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 . • 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.
22
960E-1
30 Testing and adjusting
There are also many configuration and 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 must close the window and reconnect to the payload meter. 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.
CEN30005-00
Setting date and time
The time shown on the form is the time transmitted from the payload when the connection was first established.
When changes are made to the configuration, press the "Save Changes" button to save the changes into the payload meter. To confirm the changes, exit to the main menu and re-connect to the payload meter.
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. 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.
Setting 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.
960E-1
23
CEN30005-00
Setting gauge units
The payload units shown on the instrument display can be displayed as metric ton, short tons or long tons by 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.
30 Testing and adjusting
Setting truck number 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 payload meter system. This number is one of the key fields used within the haul cycle database. The field will hold 20 alphanumeric characters.
Setting Komatsu distributor Setting frame serial number
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.
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.
Setting Komatsu customer
24
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.
960E-1
30 Testing and adjusting
Clean truck tare
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. Perform this procedure after the suspensions are serviced 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 laptop computer. The truck does not need to be moving to start this procedure. 1. Clean the debris from the truck. 2. Check that the suspensions are properly serviced.
CEN30005-00
Inclinometer calibration
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. Often the maintenance area is an ideal location for this procedure. 1. Clean the debris from the truck. 2. Check that the suspensions are properly serviced. 3. Connect the laptop computer to the payload meter. 4. From the "Truck Configuration" screen, select "Inclinometer". 5. With the truck stopped and the brake lock ON, press the “Start” button. This instructs the payload meter to sample the inclinometer once. 6. Turn the truck around. Drive the truck around and park in the exact same spot as before, facing the other direction.
4. From the "Truck Configuration" screen, select "Clean Truck Tare".
7. With the truck stopped and the brake lock ON, press the “Start” button. This instructs the payload meter to sample the inclinometer again. The payload meter will average the two samples to determine the average offset.
5. Follow the instructions on the screen.
8. Follow the instructions on the screen.
3. Connect the laptop computer to the payload meter.
960E-1
25
CEN30005-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30005-00
26
960E-1
CEN30006-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Interface module (IM) Interface module software..................................................................................................................................... 3 Interface module checkout procedures................................................................................................................. 5
960E-1
1
CEN30006-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30006-00
Interface module software To work with the interface module (IM), several special tools and software programs are required. Refer to Table 1 and Table 2 for information on software and tools.
NOTE: 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. Be aware that the software and data files are updated periodically. Check with the local Komatsu distributor for the latest software versions.
Table 1: Interface Module Software Part Number
Name
Description
Source
1.1.0.0 Install.exe (or higher)
Interface Module Realtime Data Monitor Use to watch inputs and outputs in the Software Version interface module 1.1.0.0 Install.exe
EJ3055-2.exe
Flashburn program
To install application code in interface module
Komatsu distributor
EM7282-0.KMS
Application code
Application code for interface module
Komatsu distributor
Komatsu distributor
Table 2: Interface Module Tools Name
Description
Source
Laptop computer
200 MHz or higher 64 MB RAM or more Serial or USB Port CD/DVD -Rom drive Floppy Disk Drive Windows 95/98/2000/ME/XP
Purchase locally
Serial cable (RS232 port)
Male DB9 connector at one end Female DB9 connector at other end
Purchase locally
Adaptor
USB port to RS232 serial port (If the laptop computer does not have an RS232 port, this adaptor is required.)
Purchase locally
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.
960E-1
3
CEN30006-00
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 computer, save the application code files to a folder on a local hard drive (such as C:\temp). 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 [ Application to Product].
30 Testing and adjusting
Interface module realtime data monitor software installation The interface module realtime data monitor software is used to display the data going into and out of the interface module. To install: 1. Copy the file onto the hard drive of the laptop computer. 2. Double-click on the file and follow the screen prompts to install the software. To use: 1. Start the Interface Module Realtime Data 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.
6. Make sure that the power to the interface module is off. Then click [Next]. 7. Select the correct COM port. Then click [Next]. 8. Select the “EM7282-0” file. Then click [Next]. Flashburn will now install the application code into the interface module.
4
960E-1
30 Testing and adjusting
CEN30006-00
Interface module checkout procedures
If a new truck with VHMS is being assembled, or a new VHMS system has just been installed, refer to Tesing and adjusting section VHMS and payload meter for instructions regarding the VHMS Initialization Procedure. The initialization procedure and form must be completed before the truck can be put into service.
Necessary equipment • System schematic • Laptop PC • Interface Module Realtime Data Monitor software • Serial cable (RS232) • Jumper wire 77 mm (3 in.) or longer • Volt Meter • 300 to 332 ohm resistor • 3/8 in. nut driver
NOTE: The interface module must already have the application code installed.
960E-1
FIGURE 30-1. INTERFACE MODULE 1. Interface Module 2. Connector IM1
3. Connector IM2 4. Connector IM3
5
CEN30006-00
30 Testing and adjusting
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 VHMS controller to start up. This should take about one minute. that the red LED display starts counting up. 4. Attach the VHMS serial cable to VHMS diagnostic port (2, Figure 30-2), and the other end to the serial port on the laptop computer.
7. Check for fault codes associated with the interface module. a. Perform a VHMS with the VHMS Technical Analysis Toolbox program. Refer to VHMS for detailed instructions on performing a . b. In the 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 the PLM III controller, 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. 8. Attach the VHMS serial cable to the machine's IM diagnostic port (1, Figure 30-2), and the other end to the serial port on the laptop computer.
FIGURE 30-2. DIAGNOSTIC PORTS 1. IM Diagnostic Port
2. VHMS Diagnostic Port
5. Double-click on the VHMS Technical Analysis Tool Box icon on the computer's desktop. 6. Enter the appropriate Name and and click the [OK] button.
9. 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. 10. Click on [Select Serial Port] in the menu bar. Select the correct communication port. It will usually be Com1. 11. Click on [Start/Stop] in the menu bar and select Start. 12. The program should display data as shown in Figure 30-3 and Figure 30-4. 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.
6
960E-1
30 Testing and adjusting
Check digital inputs to the interface module 1. Hydraulic Tank Level (IM2-K) - Short wire 34L to ground at TB43-F 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).
CEN30006-00
5. Low Steering Precharge (IM2-W) - Short wire 51A1 to ground at TB28-B momentarily and confirm state change (one to zero). 6. Pump Filter Switches (IM2-Y) - Short wire 39 to ground at TB43-C momentarily and confirm state change (one to zero). 7. No Propel (IM2-p) - Short wire 75NP to ground at TB25-P momentarily and confirm state change (one to zero). 8. Propel System Caution (IM2-t) - Short wire 79W to ground at TB26-D momentarily and confirm state change (one to zero). 9. Reduced Propel System (IM3-B) - Short wire 72LP to ground at TB25-W momentarily and confirm state change (one to zero).
FIGURE 30-3. INTERFACE MODULE REALTIME DATA MONITOR
960E-1
7
CEN30006-00
30 Testing and adjusting
10. Parking Brake Released (IM2-M) - Short wire 73S to ground at TB26-W momentarily and confirm state change (zero to one). 11. Parking 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 and confirm state change (one to zero). Remove the ground from TB26-L. 12. GE Batt + (IM3-M) - Confirm that this is a one. 13. 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.
14. 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. 15. 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.
FIGURE 30-4. INTERFACE MODULE REAL TIME DATA MONITOR
8
960E-1
30 Testing and adjusting
16. 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. 17. Selector Switch (FNR) (IM2-N) - Place shifter into Park position and confirm 0 state, then shift into Neutral, Forward and Reverse and confirm 1 state for each position. Return shifter to Park position. 18. Steering Bleed Down Pressure Switch (IM2-Z) Disconnect the steering bleed down pressure switch (circuit 33JA) and confirm state change (zero to one). Reconnect the switch. 19. Brake Lock Switch Power Supply (IM3-L) - Use GE’s wPTU software to turn on FWD True output signal. Confirm state change (zero to one). Leave FWD True output signal on until completion of the next step. 20. Brake Lock (IM2-i) - Actuate brake lock switch and confirm state change (zero to one). Turn off FWD True output signal. Confirm input state remains at one. Turn off brake lock switch. Confirm input state returns to zero. 21. Service Brake Set Switch (IM3-C) - Short wire 44R at TB26-X to 24V momentarily and confirm state change (zero to one). 22. Timed Engine Shutdown (IM3-F) - Disconnect wire 21ISL from the engine ECM at TB36-W (leave wire 21ISL to IM connected at TB36-W). Momentarily short TB36-W to 24V and confirm state change (one to zero). Reconnect disconnected wire. 23. Secondary Engine Shutdown Switch (IM3-E) Actuate the secondary engine shutdown switch and confirm state change (zero to one). 24. Key Switch (IM3-G) - Confirm state remains one. 25. Mode Switch 1 (IM3-H) - Actuate "left arrow" LCD screen navigation switch and confirm state change (one to zero).
CEN30006-00
29. Crank Request (IM2-j) - Open the starter disconnect switch so there is no battery voltage to the cranking motors. Momentarily turn the key switch to START and confirm state change (zero to one). 30. Parking Brake Set (IM2-f) - Momentarily disconnect the parking brake pressure switch (circuit 33) and confirm state change (zero to one). 31. Circuit Breaker Tripped (IM2-g) - Short wire 31CB to ground at TB26-T momentarily and confirm state change (one to zero). 32. Shapshot In Progress (IM2-L) - Actuate the data store switch and confirm state change (one to zero). 33. Low Steering Pressure Switch 1 (IM2-S) - Short wire 33F to ground at TB27-M momentarily and confirm state change (one to zero). 34. Brake Accumulator Pressure Switch (IM2-U) Short wire 33BP to ground at TB30-H momentarily and confirm state change (one to zero). 35. Brake Lock Degradation Switch (IM2-V) - Short wire 33T to ground at TB27-J momentarily and confirm state change (one to zero). 36. Key Switch, Direct (IM2-P) - Confirm state is one. Turn the key switch OFF for one second, then turn it back to ON. Confirm state changes to zero then back to one. 37. Propel System At Rest/Not Ready (IM2-c) Short wire 72NR to ground at TB26-A momentarily and confirm state change (one to zero). 38. Link Voltage (IM2-b) - Short wire 75LE to ground at TB25-X momentarily and confirm state change (one to zero). 39. Auto Lube Level (IM3-W) - Short wire 68LS to ground at TB32-X momentarily and confirm state change (one to zero).
26. Mode Switch 2 (IM3-J) - Actuate "OK" LCD screen navigation switch and confirm state change (one to zero).
40. Auto Lube Solenoid Sense (IM3-X) - Disconnect wire 68 to the IM at TB28-K. Momentarily short the wire to ground and confirm state change (one to zero). Reconnect disconnected wire.
27. Mode Switch 3 (IM3-K) - Actuate "down arrow" LCD screen navigation switch and confirm state change (one to zero).
41. Auto Lube Pressure Switch (IM3-Y) - Short wire 68P to ground at TB38-P momentarily and confirm state change (one to zero).
28. Mode Switch 4 (IM2-q) - Actuate "up arrow" LCD screen navigation switch and confirm state change (one to zero). 960E-1
9
CEN30006-00
Check anaputs to the interface module NOTE: Instead of using a resister in place of a sensor for ing 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 Realtime Data Monitor program. that the used anaputs are in the range of the values listed below. 1. Truck Speed [kph] (IM1-g, h) - 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 (circuit 33SP) 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. DC Converter [V] (IM3-h) - Confirm reported voltage is 13.5 +/- 0.5 V. (24V battery voltage must be greater that 18 volts). 6. Brake Pressure [kPa] (IM3-p) - Disconnect service brake pressure sensor located in brake cabinet (circuit 33BPS) and confirm fault A205, Brake Pressure Sensor Low, is active. Reconnect sensor. 7. Right Rear Brake Oil Temp [°C] (IM3-m) Disconnect right rear brake oil temperature sensor (circuit 34BT4) and confirm fault A167, Hydraulic Oil Temp - Right Rear Sensor Low, is active. Reconnect sensor.
30 Testing and adjusting
9. Right Front Brake Oil Temp [°C] (IM3-r) Disconnect right front brake oil temperature sensor (circuit 34BT2) and confirm fault A169, Hydraulic Oil Temp - Right Front Sensor Low, is active. Reconnect sensor. 10. Left Front Brake Oil Temp [°C] (IM3-t) Disconnect left front brake oil temperature sensor (circuit 34BT1) and confirm fault A168, Hydraulic Oil Temp - Left Front Sensor Low, is active. Reconnect sensor. 11. Hoist Pressure 2 [kPa] (IM3-q) - Short wire 33HP2 to ground at TB41-G momentarily and confirm fault A203, Hoist Pressure 2 Sensor Low, is active. 12. 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. 13. Battery Voltage 24V [V] (IMint) - Confirm reported voltage is +/- 1 volt of actual measured battery voltage.
Check serial interfaces to the interface module 1. Disconnect and isolate all circuits 90MMT at TB33-B and confirm that fault A276 becomes active after ten seconds. 2. Reconnect all circuits 90MMT at TB33-B and confirm that fault A276 clears. 3. Confirm that faults A184, A237, A257, and A276 are not active.
8. Left Rear Brake Oil Temp [°C] (IM3-i) Disconnect left rear brake oil temperature sensor (circuit 34BT3) and confirm fault A166, Hydraulic Oil Temp - Left Rear Sensor Low, is active. Reconnect sensor.
10
960E-1
30 Testing and adjusting
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 ing 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. Parking Brake Solenoid (IM1-E), Brake Auto Apply (IM1-R) - Short the engine oil pressure switch wire (circuit 36) to ground on TB26-L. a. Turn the key switch ON and shift into NEUTRAL. Confirm that parking brake solenoid is energized by ing that coil is magnetized. b. Use the DID to set the truck speed to a speed above 1 kph. Shift into PARK. Confirm that the parking brake solenoid remains energized. c. Reduce the truck speed to 0 kph. Confirm that the auto apply solenoid energizes. After one second, confirm that the parking brake solenoid de-energizes. After another 0.5 second, confirm that the auto apply solenoid deenergizes. d. Remove the ground from TB26-L. 2. Brake Cooling 1 (IM1-L) - Confirm voltage on circuit 33ES1 at TB35-B is approximately 0 volts.
CEN30006-00
6. Start Enable (IM1-B) - Disconnect wire 21PL from the engine prelube timer. a. Shift into PARK and confirm that circuit 21A on TB25-D is 24 volts while cranking the engine. b. Shift into NEUTRAL and confirm that circuit 21A on TB25-D is 0 volts while cranking the engine. c. Reconnect circuit 21PL to the prelube timer. 7. IM On Signal (IM1-K) - Turn the key switch ON and confirm that the voltage on circuit 110NS TB36-X is approximately 0 volts. 8. Red Warning Light (IM1-G), Sonalert (IM1-M) Disconnect the IM from the CAN/RPC network by unplugging the T-connection to the network. Confirm the following on the dash , then reconnect the IM to the network: a. All status indicators flash on/off. b. The red warning light flashes on/off. c. Two separate audible alarms sound on/off. d. A "loss of communications" message is displayed. e. The needles of all gauges are moving through their entire range of motion. 9. Steering Bleed Down Solenoid (IM1-P) Confirm that the steering bleed down solenoid is de-energized. Turn the key switch OFF and confirm that the steering bleed down solenoid is energized by ing that coil is magnetized.
3. Brake Cooling 2 (IM1-X) - Confirm voltage on circuit 33ES2 at TB35-C is approximately 0 volts. 4. Brake Cooling 1 (IM1-L) - Place a 316 ohm resistor with a range of 300 to 332 ohms between circuit 5VIM on TB31-K and 34BT3 on TB31-H. Confirm voltage on circuit 33ES1 at TB35-B is approximately battery volts. 5. Brake Cooling 2 (IM1-X) - Confirm voltage on circuit 33ES2 at TB35-C is approximately battery volts. Remove the resistor between circuits 5VIM and 34BT3.
960E-1
11
CEN30006-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30006-00
12
960E-1
CEN30007-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Cab air conditioning General information .............................................................................................................................................. 3 Service tools and equipment................................................................................................................................. 4 Detecting leaks ..................................................................................................................................................... 7 System performance test ...................................................................................................................................... 8 Checking system oil .............................................................................................................................................. 9 System flushing................................................................................................................................................... 10 Installing the manifold gauge set .........................................................................................................................11 Recovering and recycling refrigerant .................................................................................................................. 12 Evacuating the air conditioning system............................................................................................................... 14 Charging the air conditioning system.................................................................................................................. 15 A/C drive belt checkout procedure...................................................................................................................... 16
960E-1
1
CEN30007-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30007-00
General information 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, , 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 with the refrigerant (gauge sets, charging equipment, recycle/recovery equipment etc.) be dedicated to one type of refrigerant only in order to prevent cross contamination.
Federal regulations prohibit venting R-12 and R134a refrigerant into the atmosphere. An SAE and UL approved recovery/recycle station must be used to recover 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. 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 use extreme caution when handling refrigerant. • If even the slightest trace of refrigerant enters your eye, flood the eye immediately with cool water and seek medical attention as soon as possible.
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.
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. 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.
960E-1
• Ensure that there is sufficient ventilation whenever refrigerant is being discharged from a system. Keep in mind that refrigerant is heavier than air and will fall to low-lying 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 with components in the air conditioning system. Localized heat can raise the pressure to a dangerous level. • Do not heat or store refrigerant containers above 49 °C (120 °F). • Do not flush or pressure test the A/C system using shop air or another compressed air source. Certain mixtures of air and R-134a refrigerant are combustible when slightly pressurized. Shop air supplies also contain moisture and other contaminants that could damage system components.
3
CEN30007-00
30 Testing and adjusting
Service tools and equipment Recovery/recycle station Whenever refrigerant must be removed from the system, a dual purpose station (Figure 30-1) 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 whether 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 “reclaimed” 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 leak detector (Figure 30-2) 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 that the leak detector being used applies to the refrigerant in the system.
FIGURE 30-1. RECOVERY/RECYCLE STATION FIGURE 30-2. TYPICAL ELECTRONIC LEAK DETECTOR
4
960E-1
30 Testing and adjusting
CEN30007-00
Manifold gauge set A typical manifold gauge set (Figure 30-3) 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 305 mm (12 in.) 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 305 mm (12 in.) 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.
FIGURE 30-3. MANIFOLD GAUGE SET
NOTE: When hose replacement becomes necessary, the new hoses must be marked “SAE J2916 R-134a”. Functions of the manifold gauge set are included in many of the commercially available recovery or recovery/recycle stations. The low pressure gauge s 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 1035 kPa (150 psi).
Never open the hand valve to the high side when the air conditioning system is operating. High side pressure, if allowed, may rupture charging containers and potentially cause personal injury. The high pressure gauge is used to measure pressure only on the discharge side of the compressor. The scale is calibrated to 3450 kPa (500 psi).
960E-1
5
CEN30007-00
30 Testing and adjusting
Service valves
Vacuum pump
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 30-5) 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 30-4) 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. FIGURE 30-5. VACUUM PUMP
FIGURE 30-4. R-134a SERVICE VALVE 1. System Service Port Fitting 2. Quick Connect
6
3. Service Hose Connection
960E-1
30 Testing and adjusting
Detecting leaks 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. 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 ts 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. 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.
CEN30007-00
Several methods refrigerant leaks.
are
available
for
detecting
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. • An electronic leak detector (see Figure 30-2) can be used to detect leaks. 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. • 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 can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks.
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. 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.
960E-1
7
CEN30007-00
30 Testing and adjusting
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. 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 the air conditioning system at maximum cooling and maximum blower speed operation.
8. Feel the hoses and components on the low side. They should be cool to the touch. Check the connections near the expansion valve. The inlet side should be warm and the outlet side should be 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 2. NOTE: Pressures may be slightly higher in very humid conditions and lower in very dry conditions. Pressures listed in the table are during compressor clutch engagement.
6. Close all windows and doors to the cab. 7. Carefully feel the hoses and components on the high side. All should be warm or hot to the touch. Check the inlet and outlet of receiverdrier for even temperatures. If outlet is cooler than inlet, a restriction is indicated.
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 Troubleshooting section Cab air conditioning 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 2: NOMINAL R-134a PRESSURE RANGES Ambient Air Temperature
High Side Pressure
Low Side Pressure
21 °C (70 °F)
820 - 1 300 kPa (120 - 190 psi)
70 - 138 kPa (10 - 20 psi)
27 °C (80 °F)
950 - 1 450 kPa (140 - 210 psi)
70 - 173 kPa (10 - 25 psi)
32 °C (90 °F)
1 175 - 1 650 kPa (170 - 240 psi)
105 - 210 kPa (15 - 30 psi)
38 °C (100 °F)
1 300 - 1 850 kPa (190 - 270 psi)
105 - 210 kPa (15 - 30 psi)
43 °C (110 °F)
1 450 - 2 075 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.
8
960E-1
30 Testing and adjusting
CEN30007-00
Checking system 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. The Komatsu PAG oil (PC2212) is the oil that is furnished in the system on Komatsu trucks. • Avoid skin 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.
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. Damage to the compressor can be a result from not only a lack of oil, but also too much oil. 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.
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 "Evacuating the air conditioning system". 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 table. 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. NOTE: The proper quantity of oil may be injected into the system during charging as an alternate method of adding oil.
960E-1
9
CEN30007-00
30 Testing and adjusting
System flushing
When installing a new compressor, the compressor must be completely drained of its oil before installation. Add 207 ml (7 oz.) 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. Also, a new receiver-drier and accumulator must be installed and oil must be added to either one of these components.
Table 1: Replacing system 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
207 ml (7 ounces)
Expansion valve
Not necessary
Hoses
Drain and measure the 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 could corrode fittings when used externally.
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- 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. 1. Remove the compressor, receiver-drier, expansion valve, and accumulator. 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 R134a 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 reinstalled 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 Table 1.
6. Evacuate the system. Refer to "Evacuating the air conditioning system".
10
960E-1
30 Testing and adjusting
CEN30007-00
Installing the manifold gauge set Before attempting to service the air conditioning system, a visual inspection of both the engine and air conditioning 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 the engine. DO NOT attempt to connect service equipment when the engine is running. 1. Make sure that 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. 4. Connect the two service hoses from the manifold to the correct service valves on the compressor and accumulator as shown in Figure 30-6 (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.
960E-1
FIGURE 30-6. SERVICE HOSE HOOK-UP
Purging air from the 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.
11
CEN30007-00
30 Testing and adjusting
Recovering and recycling 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 es through filters located on the unit that meet specifications stipulated by Society of Automotive Engineers, SAE J2099. The refrigerant that has ed 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 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.
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. 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.
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. Two basic, readily available containers are used to store R-134a: the 14 kg (30 lb) or 28 kg (60 lb) bulk canisters (Figure 30-7). Always read the container label to the contents are correct for the system being serviced. Note the containers for R-134a are painted light blue.
FIGURE 30-7. R-134a CONTAINERS 1. 14 kg (30 lb) Canister
2. 28 kg (60 lb) Canister
If an incorrect charge is suspected, recover the refrigerant from the system, and charge the system with the correct operating weight of 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.
12
960E-1
30 Testing and adjusting
Draining oil from 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 “oil drain” 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 34 - 69 kPa (5 - 10 psi), switch the controller ON and OFF again. 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 that were absorbed during use. Recovery cycle 1. Ensure that the equipment being used is designed for the refrigerant you intend to recover. 2. Observe the sight glass oil level. Having been drained, it should be at zero. 3. Check the cylinder refrigerant level before beginning recovery to make sure you have enough capacity.
CEN30007-00
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 kPa (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 kPa (0 psi). 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. 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.
4. Confirm that all shutoff 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 according to the manufacturer's instructions.
960E-1
13
CEN30007-00
30 Testing and adjusting
Evacuating the air conditioning system Evacuating the complete air conditioning system is required for all new system installations, when repairs are made on systems requiring a component replacement (system opened), or when 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. 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.
2. Open the discharge valve on the vacuum pump or remove the dust cap from the discharge outlet. Turn on the pump 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. 4. Shut off the vacuum pump and observe the gauges. The system should hold the vacuum within 5 cm Hg (2 in. Hg) of the optimal vacuum for five 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.
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 specifications at various altitudes.
vacuum
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 30-8. Then open both hand valves to maximum. FIGURE 30-8. VACUUM PUMP HOOKUP
14
960E-1
30 Testing and adjusting
CEN30007-00
Charging the air conditioning system Table 3: ALTITUDE VACUUM VARIATIONS Altitude Above Sea Level
Optimal Vacuum
0 m (0 ft)
76.0 cm Hg. (29.92 in. Hg.)
305 m (1,000 ft)
73.5 cm Hg. (28.92 in. Hg.)
610 m (2,000 ft)
70.7 cm Hg. (27.82 in. Hg.)
914 m (3,000 ft)
68.1 cm Hg. (26.82 in. Hg.)
1 219 m (4,000 ft)
65.6 cm Hg. (25.82 in. Hg.)
1 524 m (5,000 ft)
63.3 cm Hg. (24.92) in. Hg.
1 829 m (6,000 ft)
60.8 cm Hg. (23.92 in. Hg.)
2 134 m (7,000 ft)
58.5 cm Hg. (23.02 in. Hg.)
2 438 m (8,000 ft)
56.4 cm Hg. (22.22 in. Hg.)
2 743 m (9,000 ft)
54.2 cm Hg. (21.32 In. Hg.)
NOTE: The chart indicates the expected gauge readings at altitude to obtain the optimal vacuum.
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. 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. 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. 1. Charge the A/C system with 3.4 kg (7.4 lbs) of R-134a refrigerant. 2. Check the system for leaks. Refer to "Detecting leaks". 3. If no leaks are found, that the system’s cooling capacity meets requirements. Refer to "System performance test".
960E-1
15
CEN30007-00
30 Testing and adjusting
A/C drive belt checkout procedure This procedure must be performed each time any component in the accessory drive is serviced, such as replacing a belt or removing the compressor. In addition, a 250 hour inspection of the AC drive belt is mandatory. The belts must be inspected for indications of wear and damage that may hinder performance. Replace as necessary and perform the following procedure. Pulley alignment 1. Install alignment tool (EL8868) onto the pulleys to check the alignment. Refer to Figure 30-11. If misalignment of the pulleys exceeds 3 mm (0.13 in.), the position of the compressor must be adjusted. Belt tension check NOTE: This procedure has been written for use with belt tension tool (XA3379), shown in Figure 30-9. Other tension tools may differ in functionality.
FIGURE 30-10. DEFLECTION MEASUREMENT 4. Find the approximate center of the belt between the two pulleys. Place the tip of the tool onto the outer face of the belt and apply pressure, as shown in Figure 30-10. The tool must be perpendicular to the belt. Push on the tool until the bottom edge of the deflection scale O-ring is even with the outer face of the adjacent drive belt. If only one belt is used, rest a straight edge across both pulleys to serve as the indicating plane. 5. The O-ring on the force scale indicates the force used to deflect the belt. The belt must deflect 5.3 mm (0.21 in.) under a force of 1.6 ± 0.1 kgf (3.44 ± 0.11 lbf). If not, adjust the belt accordingly and recheck the tension.
FIGURE 30-9. BELT TENSION TOOL - XA3379 2. Refer to Figure 30-12 for the proper distance from the centerline of the drive pulley to the centerline of the compressor pulley. Set the tension tool accordingly on the "deflection" scale by moving the deflection O-ring to the corresponding distance on the scale. 3. Slide the O-ring for the "force" scale to zero.
16
960E-1
30 Testing and adjusting
CEN30007-00
FIGURE 30-11. BELT ALIGNMENT TOOL 1. AC Compressor Pulley
2. Drive Pulley
3. Alignment Tool
a
346 mm (13.63 in.)
FIGURE 30-12. BELT TENSION DIMENSIONS
960E-1
17
CEN30007-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30007-00
18
960E-1
CEN40001-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Fault code table and fuse locations Fault code table .................................................................................................................................................... 3 Fuse and circuit breaker locations ........................................................................................................................ 8
960E-1
1
CEN40001-00
40 Troubleshooting
NOTES
2
960E-1
40 Troubleshooting
CEN40001-00
Fault code table Fault code
Description
Operator action
A001
Left front suspension pressure sensor signal high
None
A002
Left front suspension pressure sensor signal low
None
A003
Right front suspension pressure sensor signal high
None
A004
Right front suspension pressure sensor signal low
None
A005
Left rear suspension pressure sensor signal high
None
A006
Left rear suspension pressure sensor signal low
None
A007
Right rear suspension pressure sensor signal high
None
A008
Right rear suspension pressure sensor signal low
None
A009
Incline sensor signal high
None
A010
Incline sensor signal low
None
A011
PLM speed sensor signal has failed
None
A013
Body up switch has failed
None
A014
PLM checksum computation has failed
None
A016
Payload meter write to flash memory has failed
None
A017
Payload meter memory flash memory read has failed
None
A018
Right rear flat suspension cylinder warning
None
A019
Left rear flat suspension cylinder warning
None
A022
Carryback load excessive
None
A100
An open circuit breaker has been detected on a relay board
Stop; Park
A101
High pressure detected across an hydraulic pump filter
Go to shop
A105
Fuel level sensor shorted to ground, indicating a false high fuel level
Go to shop
A107
GE has generated a propel system caution
A108
GE has generated a propel system temperature caution
None
A109
GE has generated a propel system reduced level signal
Speed limited
A111
Low steering pressure warning
Stop; Park
A115
Low steering precharge pressure detected
Stop; Park
A117
Low brake accumulator pressure warning
Stop; Park
A118
Brake pressure is low while in brake lock
Park
A123
GE has generated a reduced retarding caution
A124
GE has generated a no propel / no retard warning
Stop; Park
A125
GE has generated a no propel warning
Stop; Park
A126
Oil level in the hydraulic tank is low
Stop; Park
A127
IM-furnished +5 volt output for sensors is low
Go to shop
A128
IM-furnished +5 volt output for sensors is low
None
A139
Low fuel warning
Refuel
960E-1
Reference section
Troubleshooting by fault code, Part 1 CEN40003-00
Speed limited
Slow downhill
3
CEN40001-00
Fault code
4
40 Troubleshooting
Description
Operator action
A145
Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil
None
A146
Hydraulic temperature sensors cause advance of engine rpm to advance level 12 for cooling of hydraulic oil
None
A152
Starter failure
None
A153
Battery voltage is low with the truck in operation
Stop; Park
A154
Battery charging voltage is excessive
Stop; Park
A155
Battery charging voltage is low
Go to shop
A158
Fuel level sensor is open or shorted high, indicating a false low fuel level
Go to shop
A166
Left rear hydraulic oil temperature sensor signal low
None
A167
Right rear hydraulic oil temperature sensor signal low
None
A168
Left front hydraulic oil temperature sensor signal low
None
A169
Left front hydraulic oil temperature sensor signal low
None
A170
Left rear hydraulic oil temperature sensor signal high
None
A171
Right rear hydraulic oil temperature sensor signal high
None
A172
Left front hydraulic oil temperature sensor signal high
None
A173
Left front hydraulic oil temperature sensor signal high
None
A184
J1939 data link is not connected
A190
Auto lube control has detected an incomplete lube cycle
A194
Left front hydraulic oil temperature is high
Stop; Park; Engine ON
A195
Right front hydraulic oil temperature is high
Stop; Park; Engine ON
A196
Left rear hydraulic oil temperature is high
Stop; Park; Engine ON
A197
Right rear hydraulic oil temperature is high
Stop; Park; Engine ON
A198
Hoist pressure 1 sensor is high
None
A199
Hoist pressure 2 sensor is high
None
A200
Steering pressure sensor is high
None
A201
Brake pressure sensor is high
None
A202
Hoist pressure 1 sensor is low
None
A203
Hoist pressure 2 sensor is low
None
A204
Steering pressure sensor is low
None
A205
Brake pressure sensor is low
None
A206
Ambient temperature sensor is high
None
A207
Ambient temperature sensor is low
None
Stop; Park None
Reference section
Troubleshooting by fault code, Part 2 CEN40004-00
960E-1
40 Troubleshooting
Fault code
CEN40001-00
Description
Operator action
A212
Bad truck speed signal
A213
Parking brake should have applied but is detected as not having applied
A214
Parking brake should have released but is detected as not having released
Stop; Park
A215
Brake auto apply valve circuit is defective
Go to shop
A216
An open or short to ground has been detected in the parking brake command valve circuit
Stop; Park
A223
Excessive engine cranking has occurred or a jump start has been attempted
Retry in 2 minutes
A230
Parking brake has been requested while truck still moving
Move shifter
A231
The body is up while traveling or with selector in forward or neutral
Lower body
A235
Steering accumulator is in the process of being bled down
Stop; Park; Do not steer
A236
The steering accumulator has not properly bled down after 90 seconds
Stop; Park; Do not steer
A237
The CAN/RPC connection to the display is open
Stop; Park
A240
The key switch input to the interface module is open
Stop; Park
A242
Fuel gauge within the Actia display is defective
None
A243
Engine coolant temperature gauge within the Actia display is defective
Go to shop
A244
Drive system temperature gauge within the Actia display is defective
Go to shop
A245
Hydraulic oil temperature gauge within the Actia display is defective
Go to shop
A246
Payload meter reports truck overload
A247
Low steering pressure warning
Stop; Park
A248
Status module within the Actia display is defective
Go to shop
A249
Red warning lamp within the Actia display (driven by IM) is shorted
Go to shop
A250
Battery voltage is low with the truck parked
A251
Sonalert used with the Actia display (driven by IM) is open or shorted to ground
A252
Start enable output circuit is either open or shorted to ground
None
A253
Steering bleed circuit is not open while running
None
A256
Red warning lamp in the Actia display (driven by IM) is open
A257
Payload CAN/RPC is not connected
A258
Steering accumulator bleed pressure switch circuit is defective
960E-1
Reference section
Go to shop Secure truck
Troubleshooting by fault code, Part 3 CEN40005-00
Speed limited
Charge battery Go to shop
Go to shop None Go to shop
5
CEN40001-00
Fault code
6
40 Troubleshooting
Description
Operator action
A260
Parking brake failure
A261
Low brake accumulator pressure warning
Stop; Park
A262
Steering bleed valve circuit open during shutdown
Go to shop
A263
Steering bleed valve circuit shorted to ground
None
A264
Parking brake relay circuit is defective
None
A265
Service brake failure
A266
Selector lever was not in park while attempting to crank engine
Move shifter to park
A267
Parking brake was not set while attempting to crank engine
Move shifter to park
A268
Secondary engine shutdown while cranking
Do not shut down
A270
Brake lock switch power supply is not on when required
Go to shop
A271
Shifter not in gear
Move shifter into gear
A272
Brake lock switch power supply is not off when required
Go to shop
A273
A fault has been detected in the hoist or steering pump filter pressure switch circuit
A274
A brake setting fault has been detected
A275
A starter has been detected as engaged without a cranking attempt
A276
The drive system data link is not connected
A277
Parking brake applied while loading
Move shifter to neutral
A278
Service brake applied while loading
Release service brake
A279
Low steering pressure switch is defective
Stop; Park
A280
Steering accumulator bleed down switch is defective
Go to shop
A281
Brake lock degrade switch is defective
Go to shop
A282
The number of excessive cranking counts and jump starts without the engine running has reached 7
Stop; Park
A283
An engine shutdown delay was aborted because the parking brake was not set
None
A284
An engine shutdown delay was aborted because the secondary shutdown switch was operated
None
A285
The parking brake was not set when the key switch was turned off
Move shifter to park
A286
A fault was detected in the shutdown delay relay circuit
None
A292
The shutdown delay relay has remained on after the latched key switch circuit is off
None
Reference section
Secure truck
Stop; Park
None Secure truck Stop; Park
Troubleshooting by fault code, Part 4 CEN40006-00
None
960E-1
40 Troubleshooting
Fault code
CEN40001-00
Description
Operator action
A303
Shifter is defective
A304
Auto lube grease level fault
None
A305
Auto lube circuit is defective
None
A307
Both GE inverters are disabled
A309
No brakes applied when expected
A310
Low fuel warning
A311
Brake lock switch is on when it should not be
A312
DCDC converter 12 volt circuit sensing is producing low readings
None
A313
DCDC converter 12 volt circuit sensing is producing high readings
None
A314
DCDC converter 12 volt circuit is high
None
A315
DCDC converter 12 volt circuit is low
None
A316
Starter engagement has been attempted with engine running
A317
Operation of brake auto apply valve without a detected response
A318
Unexpected power loss to interface module
A328
Drive system not powered up
A350
Overload on output 1B
None
A351
Overload on output 1E
Go to shop
A352
Overload on output 1H
None
A353
Overload on output 1J
None
A354
Overload on output 1K
None
A355
Overload on output 1L
None
A356
Overload on output 1M
Go to shop
A357
Overload on output 1N
None
A358
Overload on output 1P
Go to shop
A359
Overload on output 1R
Go to shop
A360
Overload on output 1S
None
A361
Overload on output 1T
None
A362
Overload on output 1U
None
A363
Overload on output 1X
None
A364
Overload on output 1Y
None
A365
Overload on output 1Z
None
960E-1
Reference section
Stop; Park
Stop; Park Apply brake Refuel Turn brake lock OFF
Do not crank Go to shop None Stop; Park
Troubleshooting by fault code, Part 5 CEN40007-00
7
CEN40001-00
40 Troubleshooting
Fuse and circuit breaker locations The following fuses are located in four fuse blocks in the auxiliary control cabinet.
FIGURE 32-1. FUSE BLOCKS
FUSE BLOCK #1
8
Location
Amps
Devices protected
Circuit
1
15
A/C, Heater Blower Motor
2
10
Windshield Washer / Wiper
3
5
Instrument Gauges
712G
4
10
Key Switch Power
712P
5
10
Hoist Limit Switch
712H
6
15
Turn Signal / Clearance Lights
712T
7
10
Engine Options
712E
8
10
AID Module and Indicator Lights
12M
9
5
Engine Start Failure
712SF
10
10
Engine Shutters
712R
11
10
Auxiliary Control Cabinet Dome Lights
712A
13
10
Radio (Entertainment)
14
20
Radio (Communication)
12VREG
17
15
Timed Engine Shutdown
11GP
18
15
Payload Meter Module
39J
19
5
Payload Meter Module
39G
12H 63
65
960E-1
40 Troubleshooting
CEN40001-00
FUSE BLOCK #2 Location
Amps
Devices protected
Circuit
1
15
Engine Service Lights
2
15
Cab Dome, Fog, Ladder Lights, Rotating Beacon
11L
3
15
Hazard Lights
46
4
10
Interface Module
5
10
VHMS & Orbcomm Controllers Power
6
20
Modular Mining Hub
7
15
Display Module
8
10
Interface Module Power 2
11IM2
9
15
Reserve Oil System Pump
11ORS
10
15
Reserve Oil System Control Module
11
20
Hydraulic Bleed Down Power
11BD
12
10
Engine Load Module Power
11EM
13
10
Key Switch Power
11KS
17
20
Engine ECM Power
11E1
18
20
Engine ECM Power
11E2
19
20
Engine ECM Power
11E3
20
20
Engine ECM Power
11E4
11SL
11INT 85 11M 11DISP
11RCNT
FUSE BLOCK #3 Location
Amps
1
15
Cab Drive System
2
10
Auto Lube Pump Power
68ES
3
15
Interface Module (GE Power)
71IM
4
20
Operator Seat Power
71OS
17
10
12V Auxiliary Power Outlets
67C
18
20
R.H. Cab Window Switch
67R
19
20
L.H. Cab Window Switch
67P
960E-1
Devices protected
Circuit 71P
9
CEN40001-00
40 Troubleshooting
FUSE BLOCK #4 Location
Amps
Devices protected
Circuit
1
10
Brake Circuits
71BC
2
5
Payload Meter Controller
712PL
3
5
Interface Module
87
4
10
VHMS Controller
71VHM
5
5
Modular Mining Hub
712MM
6
5
Display Module
7
15
Hydraulic Bleed Down Power
71BD
8
10
Switch LED Power
71LS
9
1
Selector Switch Power
71SS
17
5
Gauge Voltage
15V
18
5
Pedal Voltage
15PV
19
5
Engine Interface
15VL
86
FUSE HOLDERS Location
Amps
Devices protected
Circuit
FH #1
1
Left Rear Wheel Speed Sensor
15LRW
FH #2
1
Right Rear Wheel Speed Sensor
15RRW
FH #3
1
Left Front Wheel Speed Sensor
15SLW
FH #4
1
Right Front Wheel Speed Sensor
15SRW
The following two fuses are located in the fusable link between the prelube timer solenoid and #2 cranking motor. Location
Amps
Fusable link
150 each
10
Devices protected Cranking Motors
Circuit 11ST
960E-1
40 Troubleshooting
CEN40001-00
The following circuit breakers are located on the relay boards on the left inside wall of the auxiliary control cabinet.
Location
Amps
Devices protected
Circuit
RB1 - CB13
12.5
Turn Signals / Clearance Lights
RB1 - CB14
12.5
Turn Signal Flasher
11Z
RB1 - CB15
12.5
Tail Lights
41T
RB3 - CB11
12.5
Backup Lights and Horn
79A
RB3 - CB16
12.5
Retard Lights
44D
RB3 - CB17
12.5
Manual Backup Lights
47B
RB3 - CB18
12.5
Stop Lights
44A
RB3 - CB19
12.5
Backup Lights and Horn
79A
RB4 - CB20
5
Parking Brake Failure Relay
439E
RB4 - CB21
12.5
Service Lights, Forward Horn
11A
RB4 - CB22
5
Engine Control Power
23D
RB5 - CB23
12.5
Headlights, Left Low Beam
11DL
RB5 - CB24
12.5
Headlights, Right Low Beam
11DR
RB5 - CB25
12.5
Headlights, Left High Beam
11HL
RB5 - CB26
12.5
Headlights, Right High Beam
11HR
RB5 - CB27
12.5
Headlights and Dash Lights
11CL
11D
The following circuit breaker is located in the battery disconnect box.
Location
Amps
Battery Box CB60
50
960E-1
Devices protected 24V to 12V Converter
Circuit 11BS
11
CEN40001-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40001-00
12
960E-1
CEN40002-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting AC drive system fault codes DID fault code tables ................................................................................................................................... 3
960E-1
1
CEN40002-00
40 Troubleshooting
NOTES
2
960E-1
40 Troubleshooting
CEN40002-00
DID fault code tables The tables on the following pages list the possible fault codes which may be displayed on the DID when accessed. Table 1 defines the restrictions to operation of the propulsion and retarding systems when a particular fault occurs. The fault codes listed in the tables are applicable to release version 21 software.
Table 1: Operational restrictions Restriction
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.
• Fault codes numbered 000 through 099 are applicable to the propulsion system controller (PSC). See Table 2. • Fault codes numbered 100 through 199 are applicable to Inverter 1. Fault codes numbered 200 through 299 are applicable to Inverter 2. See Table 3.
Definition
• Fault codes numbered 600 through 699 are applicable to the truck control interface (TCI). See Table 4. 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.
Raises engine speed to Engine Speed/ for a possible stuck RP or. RP1 Closes RP1. SYS Event
960E-1
No restrictions. Event is for information purposes only.
3
CEN40002-00
40 Troubleshooting
Table 2: DID fault codes (received from PSC) Fault code
Description
Restriction
000
NO FAULT
002
GROUND FAULT
No power
003
FAILED DIODE
No power
004
GFCO OPEN and not in REST
005
None
None
Cause of fault Displayed when all faults have been reset 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. Failed diode(s) in main rectifier GF Cutout Switch is open with the system not in REST.
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
:09
chopper IGBT
:10
chopper diode
:11
left IGBT module
:12
left diode
:13
right IGBT module
:14
right diode
:15
rectifier diode
No Propel
Temperature exceeds a limit for a sufficient time.
006
BOTH INVERTERS COMMUNICATION FAILED
No power
Lost communication with both inverters
008
DC LINK OVERVOLTAGE
No power
DC link voltage exceeds limit for a sufficient time.
:01
not in retard
Occurs while not in retard, exceeds propel voltage limit
:02
in retard
Occurs while in retard, exceeds retard voltage limit
:03
instantaneous
Occurs instantaneously in propel or retard, exceeds link voltage limit
009
ALT FIELD OVERCURRENT :01
Exceeds current limit over time
instantaneous
Exceeds current limit with no persistence
:03
persistent
With persistence due to low engine speed
:01
voltage too high
:02
voltage too low
RETARD LEVER BAD
012
4
Alternator field current exceeds limit. No power
:02
011
013
normal
None
Incorrect input from retard lever
None
Incorrect input from retard pedal
RETARD PEDAL BAD :01
voltage too high
:02
voltage too low LINKV TEST FAILED
No power
Incorrect link volts
960E-1
40 Troubleshooting
CEN40002-00
Table 2: DID fault codes (received from PSC) Fault code 014
Description
Restriction
Cause of fault
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
ANALOG SENSOR FAULT (restrictive)
Speed limit
Speed limit
Incorrect input from a sensor
Incorrect input from a sensor
:02
link amps
: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.
016
Problem has occurred in the system U card.
PSC U CARD (FB147)
017
DIGITAL I/O CARD FAULT (FB104)
018
ANALOG I/O CARD FAULT (FB173) :01
analog card no response
:02
analog card timeout
Failed to initialize No power
No power
System U cannot communicate with digital I/O card. System U 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
960E-1
5
CEN40002-00
40 Troubleshooting
Table 2: DID fault codes (received from PSC) Fault code 021
Description TCI COMM. FAULT
:01
Cause of fault PSC received no serial data from TCI over period of time.
Message missing
:02
Bad tick
:03
Bad CRC
:04
Overflow
:05
Bad start
:06
Bad stop
022
PERSISTENT TCI COMM FAULT
023
TERTIARY OVERCURRENT
024
PSC CONFIG FILE INCORRECT :01
no file
:02
bad CRC
No propel
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. Incorrect or missing PSC configuration file No configuration file selected
No power
:03
wrong version
Wrong configuration file version
:04
overspeeds incorrect
Incorrect overspeed values
AUX INVERTER FAULT
Auxiliary blower system fault
:01
not ok or no speed
Auxiliary speed indicates no or incorrect blower speed.
:02
numerous shutdowns
025
026
No power
Auxiliary OK goes low twice when speed command is greater than running speed.
CAPACITOR OVERPRESSURE
No power
Excessive filter cap pressure
:01
INV1
No power
INV1 capacitor
:02
INV2
No power
INV2 capacitor
:01
CNFB
:02
CNI/CNX (3500 HP, 150 TON)
:03
Aux blower connector
027
PSC CONNECTOR
030
GF OR
031
BATTERY BOOST CIRCUIT :01
GFR failed to open
:02
GFR failed to close
:03
SCR3 failed
032
A connector B, C, or D is not properly connected. No power
Speed limit
Speed limit
GF command/ don't agree.
GFR command/ don't agree.
RP OR :01
RP1
:02
RP2
:03
Speed limit & engine speed/ RP command/ don't agree. RP1
RP3
033
RETARD CIRCUIT
035
ESS INPUT
6
Restriction
Speed limit & engine speed/ RP1 Speed limit
Engine speed sensor is out of range.
960E-1
40 Troubleshooting
CEN40002-00
Table 2: DID fault codes (received from PSC) Fault code 036
Description
Restriction
Cause of fault
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
040
+5V power supply is out of limits. Speed limit
+15V power supply is out of limits. -15V power supply is out of limits.
VOLTS 24 POS
+24V power supply is out of limits.
041
VOLTS 24 NEG
-24V power supply is out of limits.
042
DIRECTION SELECTED IN LOAD BOX MODE
043
No propel
Selector switch moved to FORWARD or REVERSE during self load.
DRIVE SYSTEM BATTERY LOW
Speed limit
Battery volts are below limit.
044
DRIVE SYSTEM BATTERY HIGH
None
Battery volts are above limit.
045
CHOPPER OPEN CIRCUIT :01
chopper 1
:02
chopper 2
Open circuit in a chopper Speed limit
Open circuit in chopper 1 Open circuit in chopper 2
046
RETARD SHORT CIRCUIT
047
ENGINE STALL
No power
An engine stall condition has occurred.
048
SHORTED DC LINK
No power
DC link short detected at startup.
051
TACH LEFT REAR :01
Speed limit & engine speed
Input from M1 sensor is out of tolerance.
zero output with truck moving INV1 disable high output with truck stopped
High output from sensor with all other wheel speeds at zero.
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.
INV2 disable
053 :01
zero output with truck moving SYS Event
:02 054
high output with truck stopped
Zero output from sensor with rear wheels moving, brake released. High output from sensor with all other wheel speeds at zero.
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
SYS Event
960E-1
Zero output from sensor with front wheels moving, brake released.
:02 052
055
Failure during chopper self test. Link voltage decayed too quickly when AFSE command set low, prior to starting test.
FRONT WHEEL TACHS
High output from sensor with all other wheel speeds at zero. SYS Event
7
CEN40002-00
40 Troubleshooting
Table 2: DID fault codes (received from PSC) Fault code 056
Description
Restriction
INVERTER SW VERSION :01
Inverter # 1
:02
Inverter # 2
061
MOTOR OVERSPEED
063
ENGINE LOAD SIGNAL :01
below minimum
:02
above maximum
:03
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
:04
PWM signal failed low. PWM signal failed high.
:05 065
Cause of fault
PWM signal failed incorrect period. TEMP INPUT RANGE CHECK
An anaput 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
075
8
INV1 Disable
INV2 COMM FAILED :01
No communication Inverter #2
:02
Inverter #2 customer option bit
INV2 Disable
960E-1
40 Troubleshooting
CEN40002-00
Table 2: DID fault codes (received from PSC) Fault code 076
Description
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
077
INVERTER FAILED VI TEST
078
Inverter Background Communication Failure
084
CONTROL POWER SWITCH OFF
085
Cause of fault FB173 card failure
No power
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
:04
abnormal shutdown
SYS Event
Rpm 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 does not match commanded speed.
:02
RPM does not match command
091
INVERTER 1 CUTOUT
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 U RESET
SYS Event
PSC U reset without request.
098
DATA STORE
SYS Event
PTU data store command
960E-1
SYS Event
9
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 100/200
Restriction
Cause of fault
INVERTER U 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
:35
PGA not programmed
INV1 (INV2) off
Background not running PGA could not be programmed.
:38
PGA init failed
PGA initialization 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
:49
no peak samp TIC
Peak sample ISR not running
101/201
10
Description
INVERTER U 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
:09
Bup cmd not on
Phase A up command not on INV1 (INV2) off
Phase A down command 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 U reset
Inverter U was reset.
960E-1
40 Troubleshooting
CEN40002-00
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 102/202
Restriction
Cause of fault
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
960E-1
Description
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
None
Low frequency on VCO Vtest channel
: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
:22
infilV too hi
Input filter voltage too positive
:23
DB chop VCO hi
High frequency on VCO DB chopper channel
11
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 103/203
Restriction
Cause of fault
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
High frequency on VCO VB channel None
High frequency on VCO VC channel
: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
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 :02
107/207
DC pwr conn open
INV1 (INV2) off DC power connection is open.
link V phase V mismatch
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
109/209
LINK VOLTS SENSOR :01
111/211
linkV sensor flt INPUT VOLTS SENSOR
:01
12
Description
Vfil not ok
SYS Event
No power to gate drive power supply or it failed
No power to gate drive power supply or it failed with INV1 (INV2) off 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
960E-1
40 Troubleshooting
CEN40002-00
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 113/213
960E-1
Description
Restriction
Cause of fault
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
: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
Phase A volt too high while phase C down on INV1 (INV2) off Phase A volt too low while phase C 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
13
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 113/213
Restriction
Cause of fault
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
Phase B negative current low (unbalance)
:72
h neg I low
INV1 (INV2) off Phase C 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
h neg I hi
Phase C negative current high (unbalance)
:76
Aph pos I low
Phase A positive current low (unbalance)
:77
Bph pos I low
Phase B positive current low (unbalance)
:78
h 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
h 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
: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
114/214
14
Description
INVERTER, GENERAL (NR) Low frequency on IA channel
Input filter voltage too positive None
Low frequency on VCO DB chopper channel
: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
960E-1
40 Troubleshooting
CEN40002-00
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 119/219
Restriction
Cause of fault
INVERTER, PHASE A:01
alarm AN
Phase A negative IGBT did not turn off.
:02
Adn fb not off
Phase A down is not off.
:03
phase A modl neg
:04
hold AN
:05
Adn fb not on
Phase A negative module failed. INV1 (INV2) off Phase A positive and negative IGBTs are on (negative turn on). Phase A down is 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
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
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.
:02
Bup fb not off
Phase B up is not off.
:03
phase B modl pos
Phase B positive module failed.
:04
hold BP
Phase B positive and negative IGBTs are on (positive turn on).
:05
Bup fb not on
Phase B is not on.
:06
Bup IGBT not on
Phase B positive IGBT did not turn on.
:02
Bup temp short
127/227
960E-1
Description
INV1 (INV2) off
INVERTER, PHASE B+ Phase B up thermistor short
:03
Bup temp 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
None
Phase B up thermistor open Phase B up thermistor warm
15
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 128/228
Restriction
Cause of fault
INVERTER, PHASE B:01
alarm BN
Phase B negative IGBT did not turn off.
:02
Bdn fb not off
Phase B down is not off.
:03
phase B modl neg
:04
hold BN
:05
Bdn fb not on
Phase B down is 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
:03
Bdn temp open
:04
Bdn temp warm
129/229
Phase B negative module failed. INV1 (INV2) off Phase B positive and negative IGBTs are on (negative turn on).
INVERTER, PHASE B- (NR) 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
130/230
INVERTER, PHASE B CURR Phase B current sensor failed.
:02
IB zero not ok
:03
IB not ok
: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
INV1 (INV2) off
Current IB not zero at startup Phase B current too high
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_
IGBT saturated
:05
IGBT_SAT_CN
IGBT saturated
:01
alarm
:02
Cup fb not off
Phase C up is not off.
:03
phase C modl pos
Phase C positive module failed.
:04
hold
:05
Cup fb not on
Phase C up is not on.
:06
Cup IGBT not on
Phase C positive IGBT did not turn on.
:07
IGBT_PS_
IGBT protective shutoff
135/235
16
Description
Phase C IGBT did not turn off. INV1 (INV2) off Overcurrent on phase C
INVERTER, PHASE C+/hase C positive IGBT did not turn off.
INV1 (INV2) off Phase C positive and negative IGBTs are on (positive turn on).
960E-1
40 Troubleshooting
CEN40002-00
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 136/236
Restriction
Cause of fault
INVERTER, PHASE C+ :02
Cup temp short
:03
Cup temp open
:04
Cup temp 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
137/237
Phase C up thermistor short None
Phase C up thermistor open Phase C up thermistor warm
INVERTER, PHASE C:01
alarm CN
Phase C negative IGBT did not turn off.
:02
Cdn fb not off
Phase C down is not off.
:03
phase C modl neg
:04
hold CN
:05
Cdn fb not on
Phase C negative module failed. INV1 (INV2) off Phase C positive and negative IGBTs are on (negative turn on). Phase C down is not on.
:06
Cdn IGBT not on
Phase C negative IGBT did not turn on.
:07
IGBT_PS_CN
IGBT protective shutoff
:02
Cdn temp short
:03
Cdn temp 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
:01
V sensor phase C
138/238
INVERTER, PHASE C- (NR)
141/241
Phase C down thermistor short None
Phase C down thermistor open Phase C down thermistor warm
INVERTER, PHASE C VOLTS
:02 143/243
INV1 (INV2) off Phase C voltage sensor failed.
VC not ok
Phase C voltage too high
INVERTER, TACH 1 (NR) :01
tach1 rate hi
:02
tach1 no input
:03 144/244
145/245
INV1 (INV2) off
Tach 1 high rate of change Tach 1 no frequency input
TACH_INTERMIT INVERTER, TACH 1 (NR)
:01
tach1 one channel
None
Tach 1 single channel operation
INVERTER, TACH 2 :01
tach2 high rate
:02
tach2 no input
146/246
INVERTER, TACH 2 (NR) :01
960E-1
Description
tach2 one channel
None
Tach 2 high rate of change Tach 2 no frequency input
None
Tach 2 single channel operation
17
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 148/248
Description
Restriction
INVERTER, CHOPPER 1 (NR) :01
chop1 fb not off
Chopper 1 is not off.
:02
chop1 fb not on
Chopper 1 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
:07
DB1 fb not off S
Chopper 1 not off with DC volts
150/250
None
ChopA thermistor short ChopA thermistor open
INVERTER, CHOPPER 2 (NR) :01
chop2 fb not off
Chopper 2 is not off.
:02
chop2 fb not on
Chopper 2 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
MISCELLANEOUS :01
153/253
tach differential
None
INV1 (INV2) off
Chop B thermistor short Chop B thermistor open
Too much speed difference
INVERTER, MOTOR :01
motor open
:02
motor short
154/254
INV1 (INV2) off
Motor connection open Motor connection short
INVERTER MOTOR FAULTS (NR) :01
rotor temp hi
:02
stator temp hi
155/255
INVERTER, SECOND LOAD :01
second load open
None
Motor rotor temperature is high. Motor stator temperature is high.
None
175/275
INV 1 GENERIC EVENT
None
176/276
INV 1 GENERIC EVENT
INV1 (INV2) off
18
Cause of fault
Second load connection open Inverter shutdown with no event code
960E-1
40 Troubleshooting
CEN40002-00
Table 4: DID fault codes (received from TCI) Fault code 601
Description
Restriction
Cause of fault
TCI FB144 U 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
BBRAM CRC
602
FB104 DIGITAL I/O CARD FAULT
603
FB160 ANALOG I/O CARD FAULT
604
TCI U card problem
No propel
Flash CRC computation did not match expected value. Upon power-up, excessive bus timeouts occurred.
CRC on BBRAM did not match expected value. 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
960E-1
Left front wheel sensor out of range Right front wheel sensor out of range
ANAPUT :01
A2D gnd
:02
A2D gainchk
:01
Battery Separate Failure
614
616
Front wheel speed input out of range None
Speed limit
BATTERY SEPARATE OR FAILURE
:02
crank batt > cntrl batt
:03
cntrl batt > crank batt 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.
19
CEN40002-00
40 Troubleshooting
Table 4: DID fault codes (received from TCI) Fault code 617
Description
Restriction
Cause of fault
SYS Event
Engine warning occurs after engine crank command is given.
ENGINE START REQUEST DENIED :01 :02
engine warn while cranking engine kill while cranking
619
ENGINE WARNING RECEIVED
620
ENGINE KILL WHILE VEHICLE MOVING
622
Engine kill input occurs while engine crank command is active. 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 don't agree.
:02
set above maximum speed
Parking brake set is received while truck is moving.
HYDRAULIC BRAKE FLUID
Hydraulic brake oil temperature has exceeded the limit.
:01
tank
:02
left front outlet
:03
right front outlet
:04
left rear outlet
:05
right rear outlet
623
624
BODY UP AND PAYLOAD INDICATION
625
Extended Battery Reconnect Time
628
CONNECTED BATTERY VOLTS
No propel
SYS Event
Speed Limit
Full payload and body up signal are received at the same time.
None
Excessive time since battery separate and battery reconnection One of the connected batteries' volts are incorrect with engine speed above low idle.
:01
control battery low
:02
control battery high
: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
Control battery voltage below minimum limit (20) SYS Event
BAROMETRIC PRESSURE SIGNAL
630 :01
low voltage
:03
high voltage
:04
sensor reversed
631
Barometric pressure signal is outside operational limits. SYS Event
no cooling air
:02
20
Voltage is below minimum operational limit. Voltage is above maximum operational limit.
SYS Event 632
Voltage is below minimum operational limit.
No voltage signal Speed Limit
AMBIENT TEMPERATURE :02
Control battery voltage above maximum limit (32)
high
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
Wrong version of file is loaded.
960E-1
40 Troubleshooting
CEN40002-00
Table 4: DID fault codes (received from TCI) Fault code 633
Description BBRAM CORRUPTED
634
TRUCK OVERLOADED - RESTRICTIVE
635
TRUCK OVERLOADED - NON-RESTRICTIVE
Restriction SYS Event
Cause of fault 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.
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 :01
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
SYS Event
Engine is cranking longer than allowed.
SYS Event
Engine start request signal occured while engine RPM greater than 600 RPM, and longer than 3 seconds.
640
ACCEL PEDAL TOO HIGH
No Propel
Accelerator pedal voltage is high.
641
ACCEL PEDAL TOO LOW
SYS Event
Accelerator pedal voltage is low.
696
UNEXPECTED TCI U RESET
SYS Event
TCI U reset without request.
698
DATA STORE
SYS Event
A data snapshot has been manually initiated.
960E-1
21
CEN40002-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40002-00
22
960E-1
CEN40003-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 1 Fault Code A001: Left front suspension pressure sensor signal high................................................................... 3 Fault Code A002: Left front suspension pressure sensor signal low .................................................................... 4 Fault Code A003: Right front suspension pressure sensor signal high ................................................................ 5 Fault Code A004: Right front suspension pressure sensor signal low.................................................................. 6 Fault Code A005: Left rear suspension pressure sensor signal high ................................................................... 7 Fault Code A006: Left rear suspension pressure sensor signal low ..................................................................... 8 Fault Code A007: Right rear suspension pressure sensor signal high ................................................................. 9 Fault Code A008: Right rear suspension pressure sensor signal low ................................................................ 10 Fault Code A009: Incline sensor signal high........................................................................................................11 Fault Code A010: Incline sensor signal low ........................................................................................................ 12 Fault Code A011: Payload meter speed sensor signal has failed....................................................................... 13 Fault Code A013: Body up switch has failed ...................................................................................................... 14 Fault Code A014: Payload meter checksum computation has failed.................................................................. 15 Fault Code A016: Payload meter write to flash memory has failed .................................................................... 16 Fault Code A017: Payload meter flash memory read has failed......................................................................... 17 Fault Code A018: Right rear flat suspension cylinder warning ........................................................................... 18
960E-1
1
CEN40003-00
40 Troubleshooting
Fault Code A019: Left rear flat suspension cylinder warning.............................................................................. 20 Fault Code A022: Carryback load excessive ...................................................................................................... 22 Fault Code A100: An open circuit breaker has been detected on a relay board................................................. 25 Fault Code A101: High pressure detected across an hydraulic pump filter ........................................................ 26 Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level ................................... 28 Fault Code A107: GE has generated a propel system caution ........................................................................... 29 Fault Code A108: GE has generated a propel system temperature caution....................................................... 30 Fault Code A109: GE has generated a propel system reduced level signal....................................................... 31 Fault Code A111: Low steering pressure warning............................................................................................... 32 Fault Code A115: Low steering precharge pressure detected ............................................................................ 34 Fault Code A117: Low brake accumulator pressure warning.............................................................................. 36 Fault Code A118: Brake pressure is low while in brake lock............................................................................... 38 Fault Code A123: GE has generated a reduced retarding caution ..................................................................... 40 Fault Code A124: GE has generated a no propel / no retard warning ................................................................ 41 Fault Code A125: GE has generated a no propel warning ................................................................................. 42 Fault Code A126: Oil level in the hydraulic tank is low ....................................................................................... 43 Fault Code A127: IM-furnished +5 volt output for sensors is low........................................................................ 44 Fault Code A128: IM-furnished +5 volt output for sensors is high ...................................................................... 46 Fault Code A139: Low fuel warning .................................................................................................................... 48
2
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A001: Left front suspension pressure sensor signal high Operator Action
None
Fault Code
A001
Description
Left front suspension pressure sensor signal 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 PLM3 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 (PLM3 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
+18V LF PRESSURE LEFT FRONT SUSPENSION PRESSURE LEFT DECK JUNCTION BOX
960E-1
3
CEN40003-00
40 Troubleshooting
Fault Code A002: Left front suspension pressure sensor signal low Operator Action
None
Fault Code
A002
Description
Left front suspension pressure sensor signal 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 PLM3 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 (PLM3 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
+18V LF PRESSURE LEFT FRONT SUSPENSION PRESSURE LEFT DECK JUNCTION BOX
4
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A003: Right front suspension pressure sensor signal high Operator Action
None
Fault Code
A003
Description
Right front suspension pressure sensor signal 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 PLM3 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 (PLM3 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
RF PRESSURE +18V RIGHT FRONT SUSPENSION PRESSURE RIGHT DECK JUNCTION BOX
960E-1
5
CEN40003-00
40 Troubleshooting
Fault Code A004: Right front suspension pressure sensor signal low Operator Action
None
Fault Code
A004
Description
Right front suspension pressure sensor signal 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 PLM3 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 (PLM3 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
RF PRESSURE +18V RIGHT FRONT SUSPENSION PRESSURE RIGHT DECK JUNCTION BOX
6
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A005: Left rear suspension pressure sensor signal high Operator Action
None
Fault Code
A005
Description
Left rear suspension pressure sensor signal 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 PLM3 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 (PLM3 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
LR PRESSURE +18V LEFT REAR SUSPENSION PRESSURE
960E-1
REAR AXLE JUNCTION BOX
7
CEN40003-00
40 Troubleshooting
Fault Code A006: Left rear suspension pressure sensor signal low Operator Action
None
Fault Code
A006
Description
Left rear suspension pressure sensor signal 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 PLM3 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 (PLM3 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
LR PRESSURE +18V LEFT REAR SUSPENSION PRESSURE
8
REAR AXLE JUNCTION BOX
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A007: Right rear suspension pressure sensor signal high Operator Action
None
Fault Code
A007
Description
Right rear suspension pressure sensor signal 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 PLM3 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 (PLM3 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
+18V RR PRESSURE RIGHT REAR SUSPENSION PRESSURE
960E-1
REAR AXLE JUNCTION BOX
9
CEN40003-00
40 Troubleshooting
Fault Code A008: Right rear suspension pressure sensor signal low Operator Action
None
Fault Code
A008
Description
Right rear suspension pressure sensor signal 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 PLM3 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 (PLM3 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
+18V RR PRESSURE RIGHT REAR SUSPENSION PRESSURE
10
REAR AXLE JUNCTION BOX
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A009: Incline sensor signal high Operator Action
None
Fault Code
A009
Description
Incline sensor signal 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 PLM3 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 (PLM3 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
INCLINE SIGNAL INCLINOMETER
INCLINE GROUND +18V
960E-1
11
CEN40003-00
40 Troubleshooting
Fault Code A010: Incline sensor signal low Operator Action
None
Fault Code
A010
Description
Incline sensor signal 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 PLM3 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 (PLM3 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
INCLINE SIGNAL INCLINOMETER
INCLINE GROUND +18V
12
960E-1
40 Troubleshooting
CEN40003-00
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 PLM declares a speed sensor fault. Resets when PLM 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. The primary correction is to correct the problem at the source. No other faults are available. Parameter
Expected State and/or Related Fault(s)
Related circuit diagram None.
960E-1
13
CEN40003-00
40 Troubleshooting
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 (PLM 18)
0: Body is up 1: Body is down
Related circuit diagram
BODY UP
BODY UP SWITCH (SHOWN WITH BODY UP)
14
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A014: Payload meter checksum computation has failed Operator Action
None
Fault Code
A014
Description
Payload meter checksum computation has failed.
Fault Conditions
PLM 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. Parameter
Expected State and/or Related Fault(s)
Payload Meter Related circuit diagram None.
960E-1
15
CEN40003-00
40 Troubleshooting
Fault Code A016: Payload meter write to flash memory has failed Operator Action
None
Fault Code
A016
Description
A 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. Parameter
Expected State and/or Related Fault(s)
Payload Meter Related circuit diagram None.
16
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A017: Payload meter flash memory read has failed Operator Action
None
Fault Code
A017
Description
A 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. Parameter
Expected State and/or Related Fault(s)
Payload Meter Related circuit diagram None.
960E-1
17
CEN40003-00
40 Troubleshooting
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 PLM3 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 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)
Right Rear Pressure Sensor (PLM3 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 (PLM3 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
Left Front Pressure Sensor (PLM3 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 (PLM3 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 (PLM3 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
18
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
LEFT FRONT SUSPENSION PRESSURE
LEFT DECK JUNCTION BOX +18V LF PRESSURE RF PRESSURE
RIGHT FRONT SUSPENSION PRESSURE
RIGHT DECK JUNCTION BOX
LEFT REAR SUSPENSION PRESSURE
RIGHT REAR SUSPENSION PRESSURE
LR PRESSURE RR PRESSURE
REAR AXLE JUNCTION BOX
INCLINOMETER
960E-1
INCLINE SIGNAL INCLINE GROUND
19
CEN40003-00
40 Troubleshooting
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 PLM3 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 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)
Left Rear Pressure Sensor (PLM3 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 (PLM3 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 (PLM3 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 (PLM3 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 (PLM3 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
20
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
LEFT FRONT SUSPENSION PRESSURE
LEFT DECK JUNCTION BOX +18V LF PRESSURE RF PRESSURE
RIGHT FRONT SUSPENSION PRESSURE
RIGHT DECK JUNCTION BOX
LEFT REAR SUSPENSION PRESSURE
RIGHT REAR SUSPENSION PRESSURE
LR PRESSURE RR PRESSURE
REAR AXLE JUNCTION BOX
INCLINOMETER
960E-1
INCLINE SIGNAL INCLINE GROUND
21
CEN40003-00
40 Troubleshooting
Fault Code A022: Carryback load excessive Operator Action
None
Fault Code
A022
Description
Carryback load excessive.
Fault Conditions
Sets if PLM3 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 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)
Left Rear Pressure Sensor (PLM3 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 (PLM3 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 (PLM3 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 (PLM3 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 (PLM3 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
22
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
LEFT FRONT SUSPENSION PRESSURE
LEFT DECK JUNCTION BOX +18V LF PRESSURE RF PRESSURE
RIGHT FRONT SUSPENSION PRESSURE
RIGHT DECK JUNCTION BOX
LEFT REAR SUSPENSION PRESSURE
RIGHT REAR SUSPENSION PRESSURE
LR PRESSURE RR PRESSURE
REAR AXLE JUNCTION BOX
INCLINOMETER
960E-1
INCLINE SIGNAL INCLINE GROUND
23
CEN40003-00
40 Troubleshooting
NOTES
24
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A100: An open circuit breaker has been detected on a relay board Operator Action
Stop: Park
Fault Code
A100
Description
An open circuit breaker has been detected on a relay board.
Fault Conditions
Sets if any of the circuit breakers on relay boards are open for 1 second. These are all lighting and accessory electrical loads.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: PWR↓: CHK Display Fault Description: CIRCUIT BREAKER FLT Display Fault Code: A100
Resulting Problem(s) Accessory circuits (headlights, tail lights, stop lights, turn signal lights, retard lights, engine control, service lights, or horn) may be non-functional. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by parallel input to IM from the relay boards. Each relay board in turn has an LED that indicates that one of its several breakers is open. Parameter
Expected State and/or Related Fault(s)
Circuit Breaker Tripped 0: one or more circuit breakers tripped on relay boards (IM 2g) 1: no circuit breakers tripped on any relay boards Relay Board 1
Turn Signal / Clearance Lights
Relay Board 3
Stop, Retard, Manual back up lights
Relay Board 4
Engine control, service lights & horn
Relay Board 5
Headlights
Related circuit diagram
CIRCUIT BREAKER
960E-1
25
CEN40003-00
40 Troubleshooting
Fault Code A101: High pressure detected across an 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 is above 100ºC (212ºF) 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 by 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 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)
Pump Filter Switches (IM 2Y)
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 - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166, A170 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167, A171 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168, A172 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169, A173
26
960E-1
40 Troubleshooting
CEN40003-00
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Keyswitch (IM 3G)
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
Related circuit diagram HOIST FILTER HOIST FILTER STEERING FILTER #2 PRESS. SWITCH #1 PRESS. SWITCH 35 psi PRESS. SWITCH 35 psi 35 psi
PUMP FILTERS
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
LF HYD OIL TEMP
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
RF HYD OIL TEMP
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
LR HYD OIL TEMP
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
RR HYD OIL TEMP
KEY SWITCH
960E-1
27
CEN40003-00
40 Troubleshooting
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level Operator Action
Go To Shop Now
Fault Code
A105
Description
Fuel level sensor 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. Resets if fuel level indication is at 104.2% 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 LO Display Fault Code: A105
Resulting Problem(s) False high 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 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 (IM 3g)
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)
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Keyswitch (IM 3G)
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]
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
28
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
BATTERY POWER
FUEL LEVEL SENDER FUEL LEVEL SENSOR
SPARE
KEY SWITCH
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 (IM 2t)
0: GE has generated a propel system caution 1: no propel system caution exists
Related circuit diagram
GE CONTROL
960E-1
PROPEL SYSTEM CAUTION
29
CEN40003-00
40 Troubleshooting
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 (IM 3A)
0: GE has generated a propel system caution 1: no propel system caution exists
Related circuit diagram
GE CONTROL
30
PROPEL SYSTEM TEMP CAUTION
960E-1
40 Troubleshooting
CEN40003-00
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 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 0: GE has generated a propel system reduced level signal Reduced Level (IM 3B) 1: no propel system reduced level signal exists Related circuit diagram
GE CONTROL
960E-1
PROPEL SYSTEM REDUCED LEVEL
31
CEN40003-00
40 Troubleshooting
Fault Code A111: Low steering pressure warning Operator Action
Stop: Park
Fault Code
A111
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.
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.
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: A111
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 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 Sw (IM 2S) 1: low steering pressure Fault(s): A279, A115, A253 Engine Speed [RPM]
0: engine is not running Greater than 300: engine is running Greater than 1200: engine is running fast enough to maintain steering pressure
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0.8kph: truck is moving
32
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
LOW STEERING PRESSURE
TRUCK SPEED IN
LOW STEERING PRESSURE SWITCH 2300 psi
GE CONTROL
TRUCK SPEED IN
960E-1
33
CEN40003-00
40 Troubleshooting
Fault Code A115: Low steering precharge pressure detected Operator Action
Stop; Park
Fault Code
A115
Description
Low steering precharge pressure detected.
Fault Conditions
Sets and latches if low steering precharge switch operates for 2 seconds with keyswitch on and "Steering Precharge Mask" not on. The "Steering Precharge Mask" prevents warnings that might occur from the beginning of steering bleed till 5 minutes after bleed is complete or timed out or keyswitch is turned back on. Resets when steering bleed comes on. Mask prevents new operations for 5 minutes.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK Display Fault Description: LOW STRG PRECHARGE Display Fault Code: A115
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 (IM 2W)
0: Normal reading - full precharge pressure 1: Steering precharge pressure is low
Keyswitch (IM 3G)
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
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Steering Accum Bled Pressure Switch (IM 2Z)
0: Steering bleed is complete 1: Steering bleed is not complete Fault(s): A258, A280
34
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram LOW STEERING PRECHARGE #2 1400 psi
LOW STEERING PRECHARGE #1 1400 psi
ACCUMULATOR PRECHARGE FAIL
LOW STEERING PRECHARGE STEERING BLEED PRESSURE SWITCH
STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
KEY SWITCH
960E-1
35
CEN40003-00
40 Troubleshooting
Fault Code A117: Low brake accumulator pressure warning Operator Action
Stop: Park
Fault Code
A117
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.
Fault Conditions
A117 sets if low brake accumulator pressure input to IM remains after 90 seconds of engine running at 300 rpm or above. A117 resets if pressure returns or engine stops running 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 is generated by more than one parameter, but the independent parameters do not have fault codes for situations that will affect this fault. Parameter
Expected State and/or Related Fault(s)
Brake Accumulator Pressure Sw (IM 2U)
0: brake accumulator pressure normal 1: low brake accumulator pressure
Engine Speed [RPM]
0: engine is not running Greater than 300: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0.8kph: truck is moving
36
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram LBPS LOW BRAKE ACCUMULATOR PRESSURE SWITCH 1850 psi
LOW BRAKE ACCUMULATOR PRESSURE
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
960E-1
37
CEN40003-00
40 Troubleshooting
Fault Code A118: Brake pressure is low while in brake lock Operator Action
Set Park Brake
Fault Code
A118
Description
Brake pressure is low while in brake lock.
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 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 (IM 2i)
0: brake lock not on 1: brake lock is on Fault(s): A272
Brake Lock Degrade Sw (IM 2V)
0: brake lock degrade not on 1: brake lock degrade is on Fault(s): A281
38
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram BDS BRAKE LOCK DEGRADE PRESSURE SWITCH 1000 psi
BRAKE LOCK DEGRADE BRAKE LOCK SOLENOID
BRAKE LOCK SOLENOID
960E-1
39
CEN40003-00
40 Troubleshooting
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 (IM 0: GE has generated a reduced retarding caution 2r) 1: no reduced retarding caution exists Related circuit diagram
GE CONTROL
40
PROPEL SYSTEM LOW RETARD
960E-1
40 Troubleshooting
CEN40003-00
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 1.0 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 either propel or 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 (IM 2n)
0: GE has generated a no propel / retard warning. 1: the no propel / retard warning doesn't exist
Related circuit diagram
GE CONTROL
960E-1
PROPEL SYSTEM NO PROPEL / RETARD
41
CEN40003-00
40 Troubleshooting
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 1.0 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 (IM 2p)
0: GE has generated a no propel warning. 1: The no propel warning doesn't exist.
Related circuit diagram
GE CONTROL
42
PROPEL SYSTEM NO PROPEL
960E-1
40 Troubleshooting
CEN40003-00
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 sensor reports oil level to be low. Resets if oil level is restored or if steering bleed comes on.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operation Action: STOP: PRK: PWR↓: 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. The 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 Sensor (IM 1W, 2k)
0: Oil level is normal 1: Oil level is low
Related circuit diagram HYDRAULIC TANK LEVEL +24V OUT
LOW HYDRAULIC TANK LEVEL
960E-1
43
CEN40003-00
40 Troubleshooting
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 2 seconds. Resets when Sensor +5V Input recovers to 4.66 volts for 2 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 5 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 Anaput (IM 3j)
>4.52 Volts: Normal voltage <4.52 Volts: Voltage low
Sensor +5V Output (IM 3c)
44
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
AMBIENT AIR TEMP
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
AMBIENT AIR TEMP
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
+5 SENSOR
960E-1
45
CEN40003-00
40 Troubleshooting
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 5 temperature sensors using the +5 Volt supply will report high readings. Control of engine speed and warnings of high oil temperature will occur 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 Anaput (IM 3j)
<5.51 Volts: Normal voltage >5.51 Volts: Voltage high
Sensor +5V Output (IM 3c)
46
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
AMBIENT AIR TEMP
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
AMBIENT AIR TEMP
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
+5 SENSOR
960E-1
47
CEN40003-00
40 Troubleshooting
Fault Code A139: Low fuel warning Operator Action
Refuel soon
Fault Code
A139
Description
A139 is a low fuel level warning for storage by VHMS and for use by A310.
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.
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 (IM 3g)
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 (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Keyswitch (IM 3G)
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]
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
48
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
BATTERY POWER
FUEL LEVEL SENDER FUEL LEVEL SENSOR KEY SWITCH
960E-1
49
CEN40003-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40003-00
50
960E-1
CEN40004-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 2 Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil.................................................................................................................................................... 4 Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of hydraulic oil.................................................................................................................................................... 6 Fault Code A152: Starter failure............................................................................................................................ 8 Fault Code A153: Battery voltage is low with the truck in operation ................................................................... 10 Fault Code A154: Battery charging voltage is excessive .................................................................................... 12 Fault Code A155: Battery charging voltage is low .............................................................................................. 13 Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level............................ 14 Fault Code A166: Left rear hydraulic oil temperature sensor is low ................................................................... 16 Fault Code A167: Right rear hydraulic oil temperature sensor is low ................................................................. 18 Fault Code A168: Left front hydraulic oil temperature sensor is low................................................................... 20 Fault Code A169: Right front hydraulic oil temperature sensor is low ................................................................ 22 Fault Code A170: Left rear hydraulic oil temperature sensor is high .................................................................. 24 Fault Code A171: Right rear hydraulic oil temperature sensor is high................................................................ 25 Fault Code A172: Left front hydraulic oil temperature sensor is high ................................................................. 26
960E-1
1
CEN40004-00
40 Troubleshooting
Fault Code A173: Right front hydraulic oil temperature sensor is high ............................................................... 27 Fault Code A184: J1939 data link is not connected............................................................................................ 28 Fault Code A190: Auto lube control has detected an incomplete lube cycle ...................................................... 30 Fault Code A194: Left front hydraulic oil temperature is high ............................................................................. 32 Fault Code A195: Right front hydraulic oil temperature is high........................................................................... 33 Fault Code A196: Left rear hydraulic oil temperature is high .............................................................................. 34 Fault Code A197: Right rear hydraulic oil temperature is high............................................................................ 35 Fault Code A198: Hoist pressure 1 sensor is high.............................................................................................. 36 Fault Code A199: Hoist pressure 2 sensor is high.............................................................................................. 37 Fault Code A200: Steering pressure sensor is high............................................................................................ 38 Fault Code A201: Brake pressure sensor is high................................................................................................ 39 Fault Code A202: Hoist pressure 1 sensor is low ............................................................................................... 40 Fault Code A203: Hoist pressure 2 sensor is low ............................................................................................... 42 Fault Code A204: Steering pressure sensor is low ............................................................................................. 44 Fault Code A205: Brake pressure sensor is low ................................................................................................. 46 Fault Code A206: Ambient temperature sensor is high ...................................................................................... 48 Fault Code A207: Ambient temperature sensor is low........................................................................................ 49
2
960E-1
40 Troubleshooting
CEN40004-00
NOTES
960E-1
3
CEN40004-00
40 Troubleshooting
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil Operator Action
None
Fault Code
A145
Description
Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil.
Fault Conditions
Sets (advances engine) after 5 seconds at 105ºC after filtering out data from sensors failed high. Resets (returns engine to normal) after 5 seconds at 100ºC.
Operator Alerting System Response
None. This event is recorded by VHMS only.
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and 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)
Brake Cooling RPM Advance 1: (IM 1L)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: brake cooling rpm advance to advance idle 1: brake cooling rpm advance to normal idle Fault(s): A355
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166, A170 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167, A171 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168, A172 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169, A173
4
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram GE CONTROL BRAKE COOL RPM ADVANCE 1
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
960E-1
5
CEN40004-00
40 Troubleshooting
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of hydraulic oil Operator Action
None
Fault Code
A146
Description
Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of hydraulic oil.
Fault Conditions
Sets (advances engine) after 5 seconds at 120ºC after filtering out data from sensors failed high. Resets (returns engine to normal) after 5 seconds at 108ºC.
Operator Alerting System Response
None. This event is recorded by VHMS only.
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and 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)
Brake Cooling RPM Advance 2: (IM 1X)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: brake cooling rpm advance to advance idle 1: brake cooling rpm advance to normal idle Fault(s): A363
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166, A170 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167, A171 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168, A172 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169, A173
6
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram GE CONTROL BRAKE COOL RPM ADVANCE 2
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
960E-1
7
CEN40004-00
40 Troubleshooting
Fault Code A152: Starter failure Operator Action
None
Fault Code
A152
Description
Starter Failure
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 (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A275
Starter Motor 2 Energized (IM 3S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A275
Crank Sense (IM 3U)
0: no cranking in process 1: cranking in process
8
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram STARTER #1
START MOTOR NO. 1
STARTER FAILURE CIRCUIT STARTER #2
START MOTOR NO. 2
STARTER FAILURE CIRCUIT
CRANK SENSE
960E-1
9
CEN40004-00
40 Troubleshooting
Fault Code A153: Battery voltage is low with the 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 park brake is not set. Resets if voltage recovers to 25.5 volts for 5 seconds or when steering bleed begins at shutdown.
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 (IM 1A)
<23.0 volts: Too low to continue operation. >23.0 volts: OK to continue operation. Fault(s): A250, A155
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
Park Brake Set (IM 2f) 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)
10
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
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
BATTERY POWER
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi PARK BRAKE SET
960E-1
11
CEN40004-00
40 Troubleshooting
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 ↓ 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 (IM 1A)
>32.0 volts: Too high to continue operation. <32.0 volts: OK to continue operation. Fault(s): A155
Related circuit diagram
BATTERY POWER
12
960E-1
40 Troubleshooting
CEN40004-00
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 (IM 1A)
<24.5 volts: Charger must be changed soon. >26.0 volts: OK to continue operation. Fault(s): A153, A250
Engine Speed [RPM]
Less than 1400 RPM: engine is not running fast enough for battery charger test. Greater than 1400 RPM: engine is running fast enough for battery charger test.
Related circuit diagram
BATTERY POWER
960E-1
13
CEN40004-00
40 Troubleshooting
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 or 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 (IM 3g)
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)
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this A158 fault code.
Engine Speed [RPM]
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
14
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
BATTERY POWER FUEL LEVEL SENDER FUEL LEVEL SENSOR
960E-1
15
CEN40004-00
40 Troubleshooting
Fault Code A166: Left rear hydraulic oil temperature sensor is low Operator Action
None
Fault Code
A166
Description
Left Rear Hydraulic Oil Temp Sensor is low.
Fault Conditions
Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC below ambient temperature for 15 minutes after the engine runs. Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to within 10ºC of ambient temperature.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: LR OIL TEMP SENS LO Display Fault Code: A166
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A170 Ambient Temperature (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206, A207
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
16
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
AMBIENT AIR TEMP
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
960E-1
AMBIENT AIR TEMP
LR HYD OIL TEMP
17
CEN40004-00
40 Troubleshooting
Fault Code A167: Right rear hydraulic oil temperature sensor is low Operator Action
None
Fault Code
A167
Description
Right Rear Hydraulic Oil Temp Sensor is low.
Fault Conditions
Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC below ambient temperature for 15 minutes after the engine runs. Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to within 10ºC of ambient temperature.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: RR OIL TEMP SENS LO Display Fault Code: A167
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit ture - Right Rear (IM 3m) Fault(s): A171 Ambient Temperature (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206, A207
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
18
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
AMBIENT AIR TEMP
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
960E-1
AMBIENT AIR TEMP
RR HYD OIL TEMP
19
CEN40004-00
40 Troubleshooting
Fault Code A168: Left front hydraulic oil temperature sensor is low Operator Action
None
Fault Code
A168
Description
Left Front Hydraulic Oil Temp Sensor is low.
Fault Conditions
Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC below ambient temperature for 15 minutes after the engine runs. Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to within 10ºC of ambient temperature.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: LF OIL TEMP SENS LO Display Fault Code: A168
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A172 Ambient Temperature (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206, A207
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
20
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
AMBIENT AIR TEMP
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
960E-1
AMBIENT AIR TEMP
LF HYD OIL TEMP
21
CEN40004-00
40 Troubleshooting
Fault Code A169: Right front hydraulic oil temperature sensor is low Operator Action
None
Fault Code
A169
Description
Right Front Hydraulic Oil Temp Sensor is low.
Fault Conditions
Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC below ambient temperature for 15 minutes after the engine runs. Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to within 10ºC of ambient temperature.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: RF OIL TEMP SENS LO Display Fault Code: A169
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit ture - Right Front (IM 3r) Fault(s): A173 Ambient Temperature (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206, A207
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
22
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
960E-1
AMBIENT AIR TEMP
AMBIENT AIR TEMP
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
RF HYD OIL TEMP
23
CEN40004-00
40 Troubleshooting
Fault Code A170: Left rear hydraulic oil temperature sensor is high Operator Action
None
Fault Code
A170
Description
Left Rear Hydraulic Oil Temp Sensor is high.
Fault Conditions
Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds. Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: LR OIL TEMP SENS HI Display Fault Code: A170
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166 Related circuit diagram
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
24
LR HYD OIL TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A171: Right rear hydraulic oil temperature sensor is high Operator Action
None
Fault Code
A171
Description
Right Rear Hydraulic Oil Temp Sensor is high.
Fault Conditions
Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds. Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: RR OIL TEMP SENS HI Display Fault Code: A171
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167 Related circuit diagram
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
960E-1
RR HYD OIL TEMP
25
CEN40004-00
40 Troubleshooting
Fault Code A172: Left front hydraulic oil temperature sensor is high Operator Action
None
Fault Code
A172
Description
Left Front Hydraulic Oil Temp Sensor is high.
Fault Conditions
Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds. Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: LF OIL TEMP SENS HI Display Fault Code: A172
Resulting Problem(s) Loss of monitoring of the Left Front brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168 Related circuit diagram
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
26
LF HYD OIL TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A173: Right front hydraulic oil temperature sensor is high Operator Action
None
Fault Code
A173
Description
Right Front Hydraulic Oil Temp Sensor is high.
Fault Conditions
Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds. Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: RF OIL TEMP SENS HI Display Fault Code: A173
Resulting Problem(s) Loss of monitoring of the Right Front brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169 Related circuit diagram
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
960E-1
RF HYD OIL TEMP
27
CEN40004-00
40 Troubleshooting
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 ↓ 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 (IM1qrs)
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 (IM 3G)
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
28
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram YELLOW
YELLOW
YELLOW
YELLOW
GREEN
GREEN
GREEN
GREEN
CUMMINS CENSE 3 PIN 1939 CONNECTOR DATALINK
YELLOW
YELLOW
YELLOW
YELLOW
GREEN
GREEN
GREEN
GREEN
OP-CAB (NOT USED)
(NOT USED)
J1939 - HIGH J1939 - LOW J1939 - SHLD
KEY SWITCH
960E-1
29
CEN40004-00
40 Troubleshooting
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. 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 Sw (IM 3Y)
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) Sw (IM 2S) 1: low steering pressure Fault(s): A279 Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0 for 10 seconds: truck is moving
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running (required for lube cycle to proceed)
Keyswitch (IM 3G)
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 (required to post fault) Fault(s): A240
30
960E-1
40 Troubleshooting
Auto Lube Output (IM 1T)
CEN40004-00
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, A361
Related circuit diagram AUTO LUBE SOLENOID
AUTO LUBE LOW LEVEL (OPTION)
AUTO LUBE PRESSURE SWITCH 2000 psi KEY SWITCH AUTO LUBE PRESSURE SWITCH
AUTO LUBE SOLENOID
GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN
LOW STEERING PRESSURE
960E-1
LOW STEERING PRESSURE SWITCH 2300 psi
31
CEN40004-00
40 Troubleshooting
Fault Code A194: Left front hydraulic oil temperature is high Operator Action
Stop; Park; Run Engine
Fault Code
A194
Description
Left Front Hydraulic Oil Temperature is high.
Fault Conditions
Sets at 120ºC (4.13 volts) after 5 seconds. Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: RUN ENG Display Fault Description: HOT HYD OIL LF Display Fault Code: A194
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 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168, A172 Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
32
LF HYD OIL TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A195: Right front hydraulic oil temperature is high Operator Action
Stop; Park; Run Engine
Fault Code
A195
Description
Right Front Hydraulic Oil Temperature is high
Fault Conditions
Sets at 120ºC (4.13 volts) after 5 seconds. Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: RUN ENG Display Fault Description: HOT HYD OIL RF Display Fault Code: A195
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 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169, A173 Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
960E-1
RF HYD OIL TEMP
33
CEN40004-00
40 Troubleshooting
Fault Code A196: Left rear hydraulic oil temperature is high Operator Action
Stop; Park; Run Engine
Fault Code
A196
Description
Left Rear Hydraulic Oil Temperature is high
Fault Conditions
Sets at 120ºC (4.13 volts) after 5 seconds. Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: RUN ENG Display Fault Description: HOT HYD OIL LR Display Fault Code: A196
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 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166, A170 Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
34
LR HYD OIL TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A197: Right rear hydraulic oil temperature is high Operator Action
Stop; Park; Run Engine
Fault Code
A197
Description
Right Rear Hydraulic Oil Temperature is high
Fault Conditions
Sets at 120ºC (4.13 volts) after 5 seconds. Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: RUN ENG Display Fault Description: HOT HYD OIL RR Display Fault Code: A197
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 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167, A171 Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
960E-1
RR HYD OIL TEMP
35
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3s)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A202
Related circuit diagram
HOIST PUMP #1 PRESSURE
36
HOIST PRESSURE #1
960E-1
40 Troubleshooting
CEN40004-00
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 VHMS 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 (IM 3q)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A203
Related circuit diagram
HOIST PUMP #2 PRESSURE
960E-1
HOIST PRESSURE #2
37
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3d)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A204
Related circuit diagram
STEERING PRESSURE
38
STEERING PRESSURE
960E-1
40 Troubleshooting
CEN40004-00
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 the service brake system for driver input as well as VHMS data 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 (IM 3p) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A205 Related circuit diagram
SERVICE BRAKE PRESSURE
960E-1
BRAKE PRESSURE
39
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3s)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A198
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM]
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
40
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
HOIST PUMP #1 PRESSURE
HOIST PRESSURE #1
BATTERY POWER
960E-1
41
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3q)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A199
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM]
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
42
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
HOIST PUMP #2 PRESSURE
HOIST PRESSURE #2
BATTERY POWER
960E-1
43
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3d)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A200
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM]
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
44
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
STEERING PRESSURE
STEERING PRESSURE
BATTERY POWER
960E-1
45
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3p) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A201 Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM]
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
46
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
SERVICE BRAKE PRESSURE
BRAKE PRESSURE
BATTERY POWER
960E-1
47
CEN40004-00
40 Troubleshooting
Fault Code A206: Ambient temperature sensor is high Operator Action
None
Fault Code
A206
Description
Ambient Temperature Sensor is high
Fault Conditions
Sets at 133º C (4.89V) for 3 seconds. Resets at 107º 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 (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A207
Related circuit diagram
AMBIENT AIR TEMP
48
AMBIENT AIR TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A207: Ambient temperature sensor is low Operator Action
None
Fault Code
A207
Description
Ambient Temperature Sensor is low
Fault Conditions
Sets at -62º C (0.016V) for 3 seconds. Resets at -59º 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 (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206
Related circuit diagram
AMBIENT AIR TEMP
960E-1
AMBIENT AIR TEMP
49
CEN40004-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40004-00
50
960E-1
CEN40005-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 3 Fault Code A212: Bad truck speed signal............................................................................................................. 4 Fault Code A213: Parking brake should have applied but is detected as not having applied .............................. 6 Fault Code A214: Parking brake should have released but is detected as not having released ........................ 10 Fault Code A215: Brake auto apply valve circuit is defective ............................................................................. 14 Fault Code A216: An open or short to ground has been detected in the parking brake command valve circuit 16 Fault Code A223: Excessive engine cranking has occurred or a jump start has been attempted ...................... 18 Fault Code A230: Parking brake has been requested while truck still moving ................................................... 20 Fault Code A231: The body is up while traveling or with selector in forward or neutral ..................................... 22 Fault Code A235: Steering accumulator is in the process of being bled down ................................................... 24 Fault Code A236: The steering accumulator has not properly bled down after 90 seconds............................... 26 Fault Code A237: The CAN/RPC connection to the display is open .................................................................. 28 Fault Code A240: The key switch input to the interface module is open ............................................................ 29 Fault Code A242: Fuel gauge within the Actia display is defective ........................................................... 30 Fault Code A243: Engine coolant temperature gauge within the Actia display is defective...................... 31 Fault Code A244: Drive system temperature gauge within the Actia display is defective......................... 32 Fault Code A245: Hydraulic oil temperature gauge within the Actia display is defective .......................... 33
960E-1
1
CEN40005-00
40 Troubleshooting
Fault Code A246: Payload meter reports truck overload .................................................................................... 34 Fault Code A247: Low steering pressure warning .............................................................................................. 36 Fault Code A248: Status module within the Actia display is defective ...................................................... 38 Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted ..................................... 39 Fault Code A250: Battery voltage is low with the truck parked ........................................................................... 40 Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted to ground ................. 42 Fault Code A252: Start enable output circuit is either open or shorted to ground............................................... 44 Fault Code A253: Steering bleed circuit is not open while running ..................................................................... 46 Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open................................................ 48 Fault Code A257: Payload CAN/RPC is not connected...................................................................................... 49 Fault Code A258: Steering accumulator bleed pressure switch circuit is defective ............................................ 50
2
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
3
CEN40005-00
40 Troubleshooting
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 doesn't 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] (IM1gh)
0: truck is not moving Greater than 0: truck is moving
GE Batt+ Off (IM 3M)
0: power to GE control is off 1: power to GE control is on
Crank Sense (IM 3U)
0: Engine not being cranked 1: Engine is being cranked
4
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
GE BATTERY CRANK SENSE
960E-1
5
CEN40005-00
40 Troubleshooting
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) (IM 2N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271, A303
Park Brake Set (IM 2f) 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 (IM 2M)
6
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
960E-1
40 Troubleshooting
CEN40005-00
Selector Switch (Park) (IM 3T)
0: shifter is not in park 1: shifter is in park Fault(s): A271, A303
Park Brake Request (IM 3V)
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]
0: engine is not running Greater than 0: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
CAN J1939 connection (IM1qrs)
Fault(s): A184
Keyswitch (IM 3G)
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 (IM 1E)
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,
960E-1
7
8
J1939 - SHLD
J1939 - LOW
J1939 - HIGH
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE SOLENOID
PARK BRAKE REQUEST
SELECTOR SWITCH PARK
KEY SWITCH
PARK BRAKE SET
SELECTOR SWITCH FNR
PARK BRAKE RELEASED
NEUTRAL
PARK BRAKE
REVERSE
FORWARD
PBAPS PARK BRAKE APPLY PRESS. SWITCH 75 psi
PBRPS PARK BRAKE RELEASE PRESS. SWITCH 1250 psi
GE CONTROL
DIR SELECT SWITCH
SHOWN IN FORWARD POSITION)
PBS PARK BRAKE SOLENOID
PARK BRAKE OFF RELAY
ENGINE RUN OIL PRESSURE SWITCH
CEN40005-00 40 Troubleshooting
Related circuit diagram
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
9
CEN40005-00
40 Troubleshooting
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: PWR↓: 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) 0: shifter is not in park (IM 3T) 1: shifter is in park Fault(s): A271, A303 Park Brake Released (IM 2M)
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 (IM 2f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and a released parking brake
10
960E-1
40 Troubleshooting
CEN40005-00
Park Brake Request (IM 3V)
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]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Truck Speed [kph] (IM1gh)
Less than 0.8kph : park brake can be applied Greater than 0.8kph: park brake cannot be applied Fault(s): A212
CAN J1939 connection (IM1qrs)
Fault(s): A184
Keyswitch (IM 3G)
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
Park Brake Solenoid (IM 1E)
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
960E-1
11
12
J1939 - SHLD
J1939 - LOW
J1939 - HIGH
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE SOLENOID
PARK BRAKE REQUEST
SELECTOR SWITCH PARK
KEY SWITCH
PARK BRAKE SET
PARK BRAKE RELEASED
NEUTRAL
PARK BRAKE
REVERSE
FORWARD
PBAPS PARK BRAKE APPLY PRESS. SWITCH 75 psi
PBRPS PARK BRAKE RELEASE PRESS. SWITCH 1250 psi
GE CONTROL
DIR SELECT SWITCH
SHOWN IN FORWARD POSITION)
PBS PARK BRAKE SOLENOID
PARK BRAKE OFF RELAY
ENGINE RUN OIL PRESSURE SWITCH
CEN40005-00 40 Troubleshooting
Related circuit diagram
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
13
CEN40005-00
40 Troubleshooting
Fault Code A215: Brake auto apply valve circuit is defective Operator Action
Go To Shop
Fault Code
A215
Description
Brake auto apply valve circuit is defective.
Fault Conditions
Sets if the output driver circuit detects an open circuit or short to ground when the keyswitch is on and the park brake is requested, or sets if the output driver circuit does not detect an open circuit with the key switch on and the park brake not requested. Resets only 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: A215
Resulting Problem(s) Park brake may not be protected in an application while rolling, or service brake may not release and permit movement. 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: 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, A317
Keyswitch (IM 3G)
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
14
960E-1
40 Troubleshooting
Auto Brake Apply Solenoid (IM 1R)
CEN40005-00
Status - Open Load: Unexpected if park brake request and keyswitch are on. But expected if park brake request is off or keyswitch is off. Troubleshoot if inconsistent. Status - Normal: Expected if park brake request and keyswitch are on. Troubleshoot if status is normal with park brake request off or keyswitch off. Status - Shorted to ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot. 0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A359
Related circuit diagram
KEY SWITCH PARK BRAKE REQUEST
ABA AUTO BRAKE APPLY SOLENOID
BRAKE AUTO APPLY
960E-1
15
CEN40005-00
40 Troubleshooting
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 short 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) Park 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 (IM 1E)
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 (IM 3V)
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 (IM 3G)
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
16
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram KEY SWITCH PARK BRAKE REQUEST
PBS PARK BRAKE SOLENOID
PARK BRAKE OFF RELAY
PARK BRAKE SOLENOID
960E-1
17
CEN40005-00
40 Troubleshooting
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 (IM 3U)
0: Engine not being cranked 1: Engine is being cranked
Starter Motor 1 Energized (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A275, A316
Starter Motor 2 Energized (IM 3S)
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
18
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
+24V OUT
START CIRCUIT RELAY
START ENABLE
PRE-LUBE PRESSURE SWITCH 5psi
STARTER #1
STARTER FAILURE CIRCUIT
START MOTOR NO. 1
PRE-LUBE HIGH VOLUME PUMP
START MOTOR NO. 2
PRE-LUBE TIMER
STARTER #2
STARTER FAILURE CIRCUIT
CRANK SENSE
ENGINE START RELAY
960E-1
19
CEN40005-00
40 Troubleshooting
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 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: MOVE SHFTR FROM PRK 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) (IM 2N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271, A303
Truck Speed [kph] (IM1gh)
Less than 0.8 kph: truck is not moving Greater than 0.8 kph: truck is moving Fault(s): A212
Park Brake Set (IM 2f) 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)
20
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
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram DIRECT SELECTOR SWITCH
FORWARD
REVERSE PARK BRAKE
NEUTRAL PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
SELECTOR SWITCH FNR
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
PARK BRAKE SET
TRUCK SPEED IN TRUCK SPEED IN
960E-1
SHOWN IN FORWARD POSITION
GE CONTROL
21
CEN40005-00
40 Troubleshooting
Fault Code A231: The body is up while traveling or with selector in forward or neutral Operator Action
Lower body
Fault Code
A231
Description
The body is up while traveling or with selector in forward or neutral.
Fault Conditions
Sets if body is up with selector in forward or reverse and truck moving or engine running. Truck moving is defined as speed greater than 0 or if bad truck speed signal and the park brake not set. 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 body is down, selector not in forward or reverse, and truck not moving and engine not running.
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 just not to move the truck while the 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
0: Body is raised off the truck frame 1: Body is down on the truck frame Fault(s): A276
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running Fault(s): A184
Forward Request
0: GE reports that the selector switch is not in forward 1: GE reports that the selector switch is in forward Fault(s): A276, A271, A303
Reverse Request
0: GE reports that the selector switch is not in reverse 1: GE reports that the selector switch is in reverse Fault(s): A276, A271, A303
22
960E-1
40 Troubleshooting
Truck Speed [kph] (IM1gh)
CEN40005-00
Zero: truck is not moving Greater than 0: truck is moving Fault(s): A212
Park Brake Set (IM 2f) 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
Related circuit diagram
TRUCK SPEED IN TRUCK SPEED IN
PARK BRAKE RELEASED
PARK BRAKE SET
960E-1
GE CONTROL
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
23
CEN40005-00
40 Troubleshooting
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 bled pressure switch has yet to operate and 90 seconds have yet to elapse. Resets either at 90 second timeout or when steering accumulator bled pressure switch indicates 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 (IM 1P)
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, A262, A263, A358
Steering Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled. Fault(s): A258, A280
24
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram STEERING ACCUMULATOR BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY
STEERING BLEED PRESSURE SWITCH
960E-1
STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
25
CEN40005-00
40 Troubleshooting
Fault Code A236: The steering accumulator has not properly bled down after 90 seconds Operator Action
Park, do not steer
Fault Code
A236
Description
The steering accumulator has not properly bled down after 90 seconds.
Fault Conditions
Sets if the steering accumulator bled pressure switch does not indicate bleed complete 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 (IM 1P)
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
Steering Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled. Fault(s): A258, A280
26
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram STEERING ACCUMULATOR BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY
STEERING BLEED PRESSURE SWITCH
960E-1
STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
27
CEN40005-00
40 Troubleshooting
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↓ 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 (IM 1jki)
Fault(s): A257
Related circuit diagram YELLOW GREEN
YELLOW
RPC CAN YELLOW
GREEN
RPC CAN YELLOW
YELLOW GREEN
RPC CAN YELLOW
RPC1T MODULAR MINING YELLOW GREEN
RPC CAN YELLOW
YELLOW
YELLOW
GREEN
GREEN
RPC CAN YELLOW
RPC - HIGH RPC - LOW
28
960E-1
40 Troubleshooting
CEN40005-00
Fault Code A240: The key switch 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
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK: REPAIR Display Fault Description: IM KEYSW POWER LOST Display Fault Code: A240
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 (IM 3G)
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
Related circuit diagram
KEY SWITCH
960E-1
29
CEN40005-00
40 Troubleshooting
Fault Code A242: Fuel gauge within the Actia display is defective Operator Action
None
Fault Code
A242
Description
Fuel gauge within the Actia display is defective.
Fault Conditions
Sets if Actia reports a fuel gauge fault. Resets if Actia 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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and wiring within the and replace if necessary. Parameter
Expected State and/or Related Fault(s)
Related circuit diagram MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
30
960E-1
40 Troubleshooting
CEN40005-00
Fault Code A243: Engine coolant temperature gauge within the Actia display is defective Operator Action
Go to Shop
Fault Code
A243
Description
Engine coolant temp gauge within the Actia display is defective.
Fault Conditions
Sets if Actia reports an engine coolant temp gauge fault. Resets if Actia clears the fault or steering bleed comes on.
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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and wiring within the 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
Related circuit diagram MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
960E-1
31
CEN40005-00
40 Troubleshooting
Fault Code A244: Drive system temperature gauge within the Actia display is defective Operator Action
Go to Shop
Fault Code
A244
Description
Drive system temp gauge within the Actia display is defective.
Fault Conditions
Sets if Actia reports a drive system temperature gauge fault. Resets if Actia clears the fault or steering bleed comes on.
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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and wiring within the 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
Related circuit diagram MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
32
960E-1
40 Troubleshooting
CEN40005-00
Fault Code A245: Hydraulic oil temperature gauge within the Actia display is defective Operator Action
Go to Shop
Fault Code
A245
Description
Hydraulic oil temp gauge within the Actia display is defective.
Fault Conditions
Sets if Actia reports an hydraulic oil temperature gauge fault. Resets if Actia clears the fault or steering bleed comes on.
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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and wiring within the 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
Related circuit diagram MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
960E-1
33
CEN40005-00
40 Troubleshooting
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 PLM3 reports an overloaded truck. Resets if PLM3 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 PLM3 (payload meter). The 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 PLM3. Parameter
Expected State and/or Related Fault(s)
Related circuit diagram None.
34
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
35
CEN40005-00
40 Troubleshooting
Fault Code A247: Low steering pressure warning Operator Action
Stop: Park
Fault Code
A247
Description
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
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. 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 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 Sw (IM 2S) 1: low steering pressure Fault(s): A279, A115, A253 Engine Speed [RPM]
0: engine is not running Greater than 300: engine is running Greater than 1200: engine is running fast enough to maintain steering pressure
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0.8kph: truck is moving
36
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
LOW STEERING PRESSURE
TRUCK SPEED IN
LOW STEERING PRESSURE SWITCH 2300 psi
GE CONTROL
TRUCK SPEED IN
960E-1
37
CEN40005-00
40 Troubleshooting
Fault Code A248: Status module within the Actia display is defective Operator Action
Go to Shop
Fault Code
A248
Description
Status module within the Actia display is defective.
Fault Conditions
Sets if Actia reports a status module fault. Resets if Actia clears the fault or steering bleed comes on.
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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the status module and wiring within the 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
Related circuit diagram LIGHT MODULE
MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
38
POWER 7.5V GND LIN
TO SLAVE DEVICES
960E-1
40 Troubleshooting
CEN40005-00
Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted Operator Action
Go to Shop
Fault Code
A249
Description
Red warning lamp within the ACTIA display (driven by IM) is shorted.
Fault Conditions
Sets if the red warning lamp 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 connection is made internally. 2. Check wiring and connections between IM and the ACTIA display and wiring within the display to the red warning lamp as well as the lamp itself. Parameter
Expected State and/or Related Fault(s)
Red Warning Lamp (IM 0: red lamp is not on 1G) 1: red lamp is on Fault(s): A256 Red Warning Lamp (IM 1G)
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
Related circuit diagram
ELECTRONIC DASH (PC1927) AND (PC1929)
RED WARNING LAMP
960E-1
39
CEN40005-00
40 Troubleshooting
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 (IM 1A)
<23.0 volts: Too low to continue operation. >23.0 volts: OK to continue operation. <18 volts: cranking is sensed. Fault(s): A155
Engine Speed [RPM]
Less than 600 RPM: engine not being cranked Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
40
960E-1
40 Troubleshooting
CEN40005-00
Park Brake Set (IM 2f) 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
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram BATTERY POWER
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi PARK BRAKE SET
960E-1
41
CEN40005-00
40 Troubleshooting
Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted to ground Operator Action
Go to Shop
Fault Code
A251
Description
Sonalert used with the ACTIA display (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 (IM 1M)
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
42
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
SONALERT
SONALERT #2 (IM FAULTS)
+24V OUT
960E-1
43
CEN40005-00
40 Troubleshooting
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 400rpm 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
44
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
START ENABLE START CIRCUIT RELAY
960E-1
+24V OUT
45
CEN40005-00
40 Troubleshooting
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 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 (IM 1P)
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 (IM 3G)
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
46
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram KEY SWITCH STEERING ACCUMULATOR BLEEDDOWN SOLENOID STEERING BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY
960E-1
47
CEN40005-00
40 Troubleshooting
Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open Operator Action
Go to Shop
Fault Code
A256
Description
Red warning lamp in the ACTIA display but 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 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 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 connection is made internally. 2. Check wiring and connections between IM and the ACTIA display and wiring within the display to the red warning lamp as well as the lamp itself. Parameter
Expected State and/or Related Fault(s)
Red Warning Lamp (IM 0: red lamp is not on 1G) 1: red lamp is on Fault(s): A249 Red Warning Lamp (IM 1G)
Below 3.75 volts for 400 ms with the lamp off: open Above 3.75 volts for 400 ms with the lamp off: normal
Related circuit diagram
ELECTRONIC DASH (PC1927) AND (PC1929)
48
RED WARNING LAMP
960E-1
40 Troubleshooting
CEN40005-00
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 or replace the Interface Module. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
CAN/RPC (IM 1jki)
Fault(s): A237
Related circuit diagram YELLOW GREEN
YELLOW
RPC CAN YELLOW
GREEN
RPC CAN YELLOW
YELLOW GREEN
RPC CAN YELLOW
RPC1T MODULAR MINING YELLOW GREEN
RPC CAN YELLOW
YELLOW
YELLOW
GREEN
GREEN
RPC CAN YELLOW
RPC - HIGH RPC - LOW
960E-1
49
CEN40005-00
40 Troubleshooting
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective Operator Action
Go to Shop
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 Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled. Fault(s): A280
Engine Speed [RPM]
0: engine is not running Greater than 300 rpm: engine is running
Related circuit diagram STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
50
STEERING BLEED PRESSURE SWITCH
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
51
CEN40005-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40005-00
52
960E-1
CEN40006-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 4 Fault Code A260: Parking brake failure ................................................................................................................ 4 Fault Code A261: Low brake accumulator pressure warning ............................................................................... 6 Fault Code A262: Steering bleed valve circuit open during shutdown .................................................................. 8 Fault Code A263: Steering bleed valve circuit shorted to ground ....................................................................... 10 Fault Code A264: Parking brake relay circuit is defective................................................................................... 12 Fault Code A265: Service brake failure .............................................................................................................. 14 Fault Code A266: Selector lever was not in park while attempting to crank engine ........................................... 16 Fault Code A267: Parking brake was not set while attempting to crank engine ................................................. 17 Fault Code A268: Secondary engine shutdown while cranking .......................................................................... 18 Fault Code A270: Brake lock switch power supply is not on when required....................................................... 20 Fault Code A272: Brake lock switch power supply is not off when required....................................................... 26 Fault Code A271: Shifter not in gear................................................................................................................... 24 Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure switch circuit............ 29 Fault Code A274: A brake setting fault has been detected................................................................................. 30 Fault Code A275: A starter has been detected as engaged without a cranking attempt .................................... 32 Fault Code A276: The drive system data link is not connected .......................................................................... 34
960E-1
1
CEN40006-00
40 Troubleshooting
Fault Code A277: Parking brake applied while loading....................................................................................... 36 Fault Code A278: Service brake applied while loading....................................................................................... 38 Fault Code A279: Low steering pressure switch is defective.............................................................................. 40 Fault Code A280: Steering accumulator bleed down switch is defective ............................................................ 41 Fault Code A281: Brake lock degrade switch is defective .................................................................................. 42 Fault Code A282: The number of excessive cranking counts and jump starts without the engine running has reached 7 ..................................................................................................................................................... 44 Fault Code A283: An engine shutdown delay was aborted because the parking brake was not set .................. 46 Fault Code A284: An engine shutdown delay was aborted because the secondary shutdown switch was operated .............................................................................................................................................................. 48 Fault Code A285: The parking brake was not set when the key switch was turned off ...................................... 50 Fault Code A286: A fault was detected in the shutdown delay relay circuit........................................................ 52 Fault Code A292: The shutdown delay relay has remained on after the latched key switch circuit is off ........... 54
2
960E-1
40 Troubleshooting
CEN40006-00
NOTES
960E-1
3
CEN40006-00
40 Troubleshooting
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 truck’s speed is 0.8 kph or over for 1.5 seconds with parking brake not released (parking brake released is defined as pb release switch being on and pb 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 Pressure Switch (IM 2M)
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
Park Brake Set Pressure Switch (IM 2f)
0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and a released parking brake
Truck Speed [kph] (IM1gh)
Less than 2.0 kph: truck is not moving in case: Truck Rolling After Stop Less than 0.8 kph: truck is not moving in case: Park Brake Applied While Moving Greater than 2.0 kph: truck is moving in case: Truck Rolling After Stop Greater than 0.8 kph: truck is moving in case: Park Brake Applied While Moving Fault(s): A212
4
960E-1
40 Troubleshooting
Keyswitch (IM 3G)
CEN40006-00
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on Fault(s): A240
Related circuit diagram
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
PARK BRAKE RELEASED
PARK BRAKE SET
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
KEY SWITCH
960E-1
5
CEN40006-00
40 Troubleshooting
Fault Code A261: Low brake accumulator pressure warning Operator Action
Stop: Park
Fault Code
A261
Description
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
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 is generated by more than one parameter, but the independent parameters do not have fault codes for situations that will affect this fault. Parameter
Expected State and/or Related Fault(s)
Brake Accumulator Pressure Sw (IM 2U)
0: brake accumulator pressure normal 1: low brake accumulator pressure
Engine Speed [RPM]
0: engine is not running Greater than 300: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0.8kph: truck is moving
6
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram LBPS LOW BRAKE ACCUMULATOR PRESSURE SWITCH 1850 psi
LOW BRAKE ACCUMULATOR PRESSURE
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
960E-1
7
CEN40006-00
40 Troubleshooting
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 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 (IM 1P)
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 (IM 3G)
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]
0: engine is not running Greater than 0: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
8
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN STEERING ACCUMULATOR BLEEDDOWN SOLENOID
STEERING BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY KEY SWITCH
960E-1
9
CEN40006-00
40 Troubleshooting
Fault Code A263: Steering bleed valve circuit shorted to ground Operator Action
None
Fault Code
A263
Description
Steering bleed valve circuit shorted to ground.
Fault Conditions
Sets if the steering bleed circuit is shorted to ground for 2 seconds, beginning 11 seconds after the key switch 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 GROUND Display Fault Code: A263
Resulting Problem(s) Steering may bleed all the time – will not be controllable by IM. 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 (IM 1P)
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, A262, A358
Keyswitch (IM 3G)
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
10
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram STEERING ACCUMULATOR BLEEDDOWN SOLENOID
STEERING BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY KEY SWITCH
960E-1
11
CEN40006-00
40 Troubleshooting
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 with the J1939 data link to the engine OK. 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]
0: engine is not running Greater than 400: engine is running
12
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
SELECTOR SWITCH FNR PARK BRAKE REQUEST
960E-1
13
CEN40006-00
40 Troubleshooting
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 (IM 2i)
0: brake lock valve is off 1: brake lock valve is on
Brake Pressure (kPa) (IM 3bp)
Less than 1724 kPa (250 psi): front brake not applied Greater than 1724 kPa (250 pse): front brake applied Fault(s): A201, A205
Service Brake Pressure Switch (IM 3C)
0: Service brake not applied 1: Service brake applied
Engine Speed [RPM]
Less than 400 rpm: engine is not running Greater than 400 rpm for 15 seconds: engine is running Fault(s): A184
14
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi SERVICE BRAKE PRESSURE
BRAKE PRESSURE
SERVICE BRAKE PRESSURE BRAKE LOCK SOLENOID
BRAKE LOCK SOLENOID
960E-1
15
CEN40006-00
40 Troubleshooting
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 Lever (Park) (IM 3T)
0: shifter is not park 1: shifter is in park Fault(s): A271, A303
Selector Lever (FNR) (IM 2N)
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
Related circuit diagram SELECTOR SWITCH FRN CRANK REQUEST
SELECTOR SWITCH PARK
16
960E-1
40 Troubleshooting
CEN40006-00
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)
Crank Request (IM 2j)
0: cranking not attempted 1: cranking is attempted
Park Brake Set (IM 2f) 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
Related circuit diagram
PARK BRAKE RELEASED
PARK BRAKE SET CRANK REQUEST
960E-1
17
CEN40006-00
40 Troubleshooting
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 park 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)
Crank Request (IM 2j)
0: cranking not attempted 1: cranking is attempted
Secondary Engine Shutdown (IM 3E)
0: secondary engine shutdown is not on 1: secondary engine shutdown is on
Related circuit diagram CRANK REQUEST
SECONDARY ENGINE SHUTDOWN
18
960E-1
40 Troubleshooting
CEN40006-00
NOTES
960E-1
19
CEN40006-00
40 Troubleshooting
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, truck speed above 1 kph and park brake not set, or with park brake 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.
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 (IM 3L)
0: no power available for brake lock switch 1: power is available for brake lock switch Fault(s): A272
Truck Speed [kph] (IM1gh)
Less than 1 kph: truck is not moving Greater than 1 kph: truck is moving Fault(s): A212
Engine Speed [RPM]
Less than 400 rpm: engine is not running Greater than 400 rpm for 15 seconds: engine is running Fault(s): A184
Park Brake Set (IM 2f) 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)
20
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
960E-1
40 Troubleshooting
Park Brake Request (IM 3V)
CEN40006-00
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 (IM 1H) 1: shutdown delay is on Steering Bleed Valve
960E-1
0: steering bleed valve is off 1: steering bleed valve is on
21
CEN40006-00
40 Troubleshooting
Related circuit diagram
TIMED ENGINE SHUTDOWN RELAY
SHUTDOWN DELAY RELAY
GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE RELEASED
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
PARK BRAKE SET
ENGINE RUN OIL PRESS. SWITCH
BRAKE LOCK POWER PARK BRAKE REQUEST
BRAKE LOCK SWITCH BRAKE LOCK SOLENOID
22
960E-1
40 Troubleshooting
CEN40006-00
NOTES
960E-1
23
CEN40006-00
40 Troubleshooting
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 won't 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, 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) 0: shifter is not park (IM 3T) 1: shifter is in park Fault(s): A303 Selector Switch (FNR) (IM 2N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A303
Keyswitch (IM 3G)
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
24
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram DIRECT SELECTOR SWITCH KEY SWITCH
SELECTOR SWITCH PARK
SELECTOR SWITCH FNR
960E-1
25
CEN40006-00
40 Troubleshooting
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 (IM 3L)
0: no power available for brake lock switch 1: power is available for brake lock switch Fault(s): A270
Brake Lock (IM 2i)
0: brake lock not on 1: brake lock is on
Auto Brake Apply Sole- 0: normal operation with park brake either on or off. This valve operates only trannoid (IM 1R) siently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A359 Truck Speed [kph] (IM1gh)
26
Less than 0.5 kph: truck is not moving Greater than 0.5 kph: truck is moving Fault(s): A212
960E-1
40 Troubleshooting
CEN40006-00
Engine Speed [RPM]
0 rpm for 15 seconds with J1939 working: engine is not running Greater than 0 rpm or J1939 not working: engine is running Fault(s): A184
Park Brake Request (IM 3V)
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 (IM 3G)
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 zero. (IM 1H) 1: Turns on when Keyswitch, Direct is off, Cummins Shutdown Delay is on, Park brake is set, Selector Switch 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
960E-1
27
CEN40006-00
40 Troubleshooting
Related circuit diagram
TIMED ENGINE SHUTDOWN RELAY
SHUTDOWN DELAY RELAY BRAKE AUTO APPLY
GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN
ENGINE RUN OIL PRESS. SWITCH
KEY SWITCH
BRAKE LOCK POWER PARK BRAKE REQUEST
BRAKE LOCK SWITCH BRAKE LOCK SOLENOID
BRAKE LOCK SOLENOID
28
960E-1
40 Troubleshooting
CEN40006-00
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 (IM 2Y)
0: No hydraulic filter switches open 1: One or more hydraulic filter switches open Fault(s): A101
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Related circuit diagram HOIST FILTER HOIST FILTER STEERING FILTER #2 PRESS. SWITCH #1 PRESS. SWITCH 35 psi PRESS. SWITCH 35 psi 35 psi
PUMP FILTERS
960E-1
29
CEN40006-00
40 Troubleshooting
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 except by brake auto apply) 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 (IM 2f) 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 (IM 3C)
0: Service brake not applied 1: Service brake applied
Brake Pressure (IM3 bp)
Greater than 100 psi for 5 seconds: front brakes applied Less than 100 psi for 5 second; front brakes not applied Fault(s): 201, 205
Brake Lock (IM 2i)
0: brake lock not on 1: brake lock is on
30
960E-1
40 Troubleshooting
Auto Brake Apply Solenoid (IM 1R)
CEN40006-00
0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A359
Related circuit diagram ABA AUTO BRAKE APPLY SOLENOID BRAKE AUTO APPLY
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE SET
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
BRAKE LOCK SOLENOID BRAKE LOCK SOLENOID
SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi SERVICE BRAKE PRESSURE
BRAKE PRESSURE
960E-1
31
CEN40006-00
40 Troubleshooting
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 ↓: 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 (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A316
Starter Motor 2 Energized (IM 3S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A316
Crank Sense (IM 3U)
0: no cranking in process 1: cranking in process
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
32
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
STARTER #1
START MOTOR NO. 1
GROUND BUS BAR
STARTER FAILURE CIRCUIT
STARTER #2
START MOTOR NO. 2
STARTER FAILURE CIRCUIT
CRANK SENSE
ENGINE START RELAY
960E-1
33
CEN40006-00
40 Troubleshooting
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 10 seconds of no communication if control power has been on for 20 seconds and GE serial has been previously detected. Resets when 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 VHMS. 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
Keyswitch (IM 3G)
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
GE Batt+ Off (IM 3M)
0: power to GE control is off 1: power to GE control is on
34
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
GE MODULAR MINING SERIAL PORT
KEY SWITCH GE BATTERY
960E-1
35
CEN40006-00
40 Troubleshooting
Fault Code A277: Parking brake applied while loading Operator Action
Turn Off Parking Brake
Fault Code
A277
Description
Parking brake applied while loading.
Fault Conditions
Sets if parking brake is set and PLM3 reports a loading state. 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 loading state is cleared or parking 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, 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 PLM3 system. Parameter
Expected State and/or Related Fault(s)
Parking Brake Set (IM 2f)
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
Loading State (PLM3 CAN/RPC)
The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
36
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
PARK BRAKE SET
YELLOW GREEN
YELLOW
RPC CAN YELLOW
GREEN
RPC CAN YELLOW
YELLOW GREEN
RPC CAN YELLOW
RPC1T MODULAR MINING YELLOW GREEN
RPC CAN YELLOW
YELLOW
YELLOW
GREEN
GREEN
RPC CAN YELLOW
RPC - HIGH RPC - LOW
960E-1
37
CEN40006-00
40 Troubleshooting
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 payload meter 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, 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 PLM3 system. Parameter
Expected State and/or Related Fault(s)
Loading State (PLM3 CAN/RPC)
The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
Brake Pressure (IM3 bp)
Greater than 175 psi for 10 seconds: front brakes applied Less than 150 psi for 1 second; front brakes not applied Fault(s): 201, 205
38
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
RPC - HIGH RPC - LOW
SERVICE BRAKE PRESSURE
960E-1
BRAKE PRESSURE
39
CEN40006-00
40 Troubleshooting
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 bleeding 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: PWR↓: 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 Sw (IM 2S)
0: steering pressure normal 1: low steering pressure
Steering Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled. Fault(s): A280
Steering Bleed Valve (IM 1P)
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
LOW STEERING PRESSURE
STEERING BLEED PRESSURE SWITCH
40
LOW STEERING PRESSURE SWITCH 2300 psi STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
960E-1
40 Troubleshooting
CEN40006-00
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 bled switch comes on with engine running and steering pressure normal. Resets if steering accumulator bled 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 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 Sw (IM 2S)
0: steering pressure normal 1: low steering pressure Fault(s): A279
Steering Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled.
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Related circuit diagram LOW STEERING PRESSURE
STEERING BLEED PRESSURE SWITCH
960E-1
LOW STEERING PRESSURE SWITCH 2300 psi STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
41
CEN40006-00
40 Troubleshooting
Fault Code A281: Brake lock degrade switch is defective Operator Action
Go to Shop Now
Fault Code
A281
Description
Brake lock degrade switch is defective.
Fault Conditions
Sets if brake lock degrade 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 degrade 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 Degrade Sw (IM 2V)
0: brake lock degrade not on 1: brake lock degrade is on
Brake Lock (IM 2i)
0: brake lock not on 1: brake lock is on
Service Brake Pressure Switch (IM 3C)
0: Service brake not applied 1: Service brake applied
Brake Pressure (kPa) (IM 3bp)
Less than 1034 kPa (150 psi): front brake not applied Greater than 1034 kPa (150 psi): front brake applied Fault(s): A201, A205
42
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
BRAKE LOCK DEGRADE
BDS BRAKE LOCK DEGRADE PRESSURE SWITCH 1000 psi BRAKE LOCK SOLENOID
BRAKE LOCK SOLENOID
SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi SERVICE BRAKE PRESSURE
SERVICE BRAKE PRESSURE
960E-1
BRAKE PRESSURE
43
CEN40006-00
40 Troubleshooting
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 ↓: 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 (IM 3U)
0: no cranking in process 1: cranking in process
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Start Enable (IM 1B)
0: One of several interlocking situations exists 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, A350
Starter Motor 1 Energized (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A223, A275, A316
Starter Motor 2 Energized (IM 3S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A223, A275, A316
44
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
START ENABLE START CIRCUIT RELAY
START MOTOR NO. 1
STARTER #1
STARTER FAILURE CIRCUIT
STARTER #2
START MOTOR NO. 2
STARTER FAILURE CIRCUIT
CRANK SENSE
ENGINE START RELAY
960E-1
45
CEN40006-00
40 Troubleshooting
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 closure of the parking brake set pressure switch and 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)
Key switch, Direct (IM 2P)
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Engine Shutdown Delay (IM 3F)
0: no shutdown delay 1:Cummins shutdown delay signal is on Fault(s): A284
Parking Brake Set (IM 2f)
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
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
46
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram TIMED ENGINE DELAY SHUTDOWN
PARK BRAKE RELEASED KEY SWITCH DIRECT
PARK BRAKE SET
TIMED ENGINE DELAY SHUTDOWN
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
KEY SWITCH
960E-1
47
CEN40006-00
40 Troubleshooting
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 key switch 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 (IM 3E)
0: engine being shut down by secondary switch 1: engine not being shut down by secondary switch
Key switch, Direct (IM 2P)
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Engine Shutdown Delay (IM 3F)
0: no shutdown delay 1: Engine shutdown delay signal is on Fault(s): A283
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
48
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
SECONDARY ENGINE SHUTDOWN TIMED ENGINE DELAY SHUTDOWN
TIMED ENGINE DELAY SHUTDOWN
SECONDARY ENGINE SHUTDOWN SWITCH (SHOWN PULLED UP)
KEY SWITCH DIRECT KEY SWITCH
960E-1
49
CEN40006-00
40 Troubleshooting
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)
Key switch, Direct (IM 2P)
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Parking Brake Set (IM 2f)
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
50
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
PARK BRAKE RELEASED KEY SWITCH DIRECT
PARK BRAKE SET
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
KEY SWITCH
960E-1
51
CEN40006-00
40 Troubleshooting
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. 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 (IM 1H) 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, Cummins Shutdown Delay is on, Park brake is set, Selector Switch 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 (IM 2P)
52
0: keyswitch is off 1: keyswitch is on Fault(s): A240
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
KEY SWITCH DIRECT KEY SWITCH
SHUTDOWN DELAY RELAY TIMED ENGINE SHUTDOWN RELAY
960E-1
53
CEN40006-00
40 Troubleshooting
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 (IM 1H) 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, Cummins Shutdown Delay is on, Park brake is set, Selector Switch 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 Key switch (IM 3G)
54
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
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
KEY SWITCH KEY SWITCH POWER RELAY
SHUTDOWN DELAY RELAY TIMED ENGINE SHUTDOWN RELAY
960E-1
55
CEN40006-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40006-00
56
960E-1
CEN40007-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 5 Fault Code A303: Shifter is defective.................................................................................................................... 4 Fault Code A304: Auto lube grease level fault...................................................................................................... 6 Fault Code A305: Auto lube circuit is defective .................................................................................................... 8 Fault Code A307: Both GE inverters are disabled .............................................................................................. 10 Fault Code A309: No brakes applied when expected ......................................................................................... 12 Fault Code A311: Brake lock switch is on when it should not be ........................................................................ 16 Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings........................................ 18 Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings ...................................... 19 Fault Code A314: DCDC converter 12 volt circuit is high ................................................................................... 20 Fault Code A315: DCDC converter 12 volt circuit is low..................................................................................... 22 Fault Code A316: Starter engagement has been attempted with engine running .............................................. 24 Fault Code A317: Operation of brake auto apply valve without a detected response ........................................ 26 Fault Code A318: Unexpected power loss to interface module .......................................................................... 28 Fault Code A328: Drive system not powered up ................................................................................................ 29 Fault Code A350: Overload on output 1B ........................................................................................................... 30 Fault Code A351: Overload on output 1E ........................................................................................................... 32
960E-1
1
CEN40007-00
40 Troubleshooting
Fault Code A352: Overload on output 1H ........................................................................................................... 34 Fault Code A353: Overload on output 1J............................................................................................................ 35 Fault Code A354: Overload on output 1K ........................................................................................................... 36 Fault Code A355: Overload on output 1L............................................................................................................ 38 Fault Code A356: Overload on output 1M........................................................................................................... 39 Fault Code A357: Overload on output 1N ........................................................................................................... 40 Fault Code A358: Overload on output 1P ........................................................................................................... 41 Fault Code A359: Overload on output 1R ........................................................................................................... 42 Fault Code A360: Overload on output 1S ........................................................................................................... 43 Fault Code A361: Overload on output 1T............................................................................................................ 44 Fault Code A362: Overload on output 1U ........................................................................................................... 46 Fault Code A363: Overload on output 1X ........................................................................................................... 48 Fault Code A364: Overload on output 1Y ........................................................................................................... 50 Fault Code A365: Overload on output 1Z ........................................................................................................... 51
2
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
3
CEN40007-00
40 Troubleshooting
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 or if Selector Switch (Forward) Request and Selector Switch (Reverse) Request (as reported by GE) 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↓ Display Fault Description: SHIFTER DEFECTIVE Display Fault Code: A303
Resulting Problem(s) Control of truck and park 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) 0: shifter is not park (IM 3T) 1: shifter is in park Fault(s): A271 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
Forward Request RS232 Input
0: Forward not requested 1: Forward is requested
Reverse Request RS232 Input
0: Reverse not requested 1: Reverse is requested
4
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram DIRECT SELECTOR SWITCH
FORWARD
SELECTOR SWITCH PARK SELECTOR SWITCH FNR
960E-1
REVERSE PARK BRAKE
NEUTRAL
SHOWN IN FORWARD POSITION
5
CEN40007-00
40 Troubleshooting
Fault Code A304: Auto lube grease level fault Operator Action
None
Fault Code
A304
Description
Auto Lube Grease Level Fault
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) Auto 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 (IM 3W)
0: Auto Lube Grease Level Low 1: Auto Lube Grease Level Not Low
Related circuit diagram
AUTO LUBE LEVEL
6
AUTO LUBE LOW LEVEL (OPTION)
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
7
CEN40007-00
40 Troubleshooting
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 the keyswitch 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 (IM 1T)
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 Sw (IM 3Y)
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 (IM 3X)
0: Auto lube solenoid is energized 1: Auto lube solenoid is not energized
Keyswitch (IM 3G)
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
8
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram KEY SWITCH AUTO LUBE SOL SENSE AUTO LUBE PRESSURE SWITCH
AUTO LUBE SOLENOID
SPARE
AUTO LUBE SOLENOID
960E-1
AUTO LUBE PRESSURE SWITCH 2000 psi
9
CEN40007-00
40 Troubleshooting
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 key switch 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: INV1 not disabled 1: INV1 disabled
GE INV2 Disabled RS232 Input
0: INV2 not disabled 1: INV2 disabled
Keyswitch (IM 3G)
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
Related circuit diagram
KEY SWITCH
10
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
11
CEN40007-00
40 Troubleshooting
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)
Park Brake Set (IM 2f) 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 (IM 3C)
0: Service brake not applied 1: Service brake applied Fault(s): A265, A274, A309, A317
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
12
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE SET
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi
SERVICE BRAKE PRESSURE
960E-1
13
CEN40007-00
40 Troubleshooting
Fault Code A310: Low fuel warning Operator Action
Refuel Soon
Fault Code
A310
Description
A310 is a low fuel warning driver that activates display elements in response to A139.
Fault Conditions
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 (IM 3g)
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 (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Keyswitch (IM 3G)
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]
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
14
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
BATTERY POWER
FUEL LEVEL SENDER FUEL LEVEL SENSOR KEY SWITCH
960E-1
15
CEN40007-00
40 Troubleshooting
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 park brake is set and brake lock is on except not when applied brake auto apply 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 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)
Park Brake Set (IM 2f) 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
Brake Lock (IM 2i)
0: brake lock not on 1: brake lock is on Fault(s): A272
Auto Brake Apply Solenoid (IM 1R)
0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A359
16
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram ABA AUTO BRAKE APPLY SOLENOID BRAKE AUTO APPLY
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE RELEASED
PARK BRAKE SET
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
BRAKE LOCK SOLENOID BRAKE LOCK SOLENOID
960E-1
17
CEN40007-00
40 Troubleshooting
Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings Operator Action
None
Fault Code
A312
Description
The DCDC 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 DCDC 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)
DCDC Converter 12 Volt (IM 3h)
0.2 volts to 16.1 volts: Normal measurement range. <0.2 or >16.1: Bad sensing circuit or external connection. Fault(s): A315
Related circuit diagram
12V CONVERTER
24VDC TO 12VDC 60 AMP CONVERTER
18
960E-1
40 Troubleshooting
CEN40007-00
Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings Operator Action
None
Fault Code
A313
Description
The DCDC 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)
DCDC Converter 12 Volt (IM 3h)
0.2 volts to 16.1 volts: Normal measurement range. <0.2 or >16.1: Bad sensing circuit or external connection. Fault(s): A314
Related circuit diagram
12V CONVERTER
24VDC TO 12VDC 60 AMP CONVERTER
960E-1
19
CEN40007-00
40 Troubleshooting
Fault Code A314: DCDC converter 12 volt circuit is high Operator Action
None
Fault Code
A314
Description
The DCDC Converter 12 volt circuit is high.
Fault Conditions
Sets when the DCDC Converter output is >14.5 volts for 10 seconds. Resets at power down only.
Operator Alerting System Response
Repair Lamp Display Fault Description: DCDC 12V HIGH Display Fault Code: A314
Resulting Problem(s) DCDC Converter voltage is high, and the converter is probably defective. Correction is required for continued reliable performance of 12 volt equipment. 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 replace the DCDC Converter. 2. This fault's logic contains just one parameter, which may have 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)
DCDC Converter 12 Volt (IM 3h)
<14.5 volts: Normal measurement range. >14.5 volts: Voltage is high. Fault(s): A313
Related circuit diagram
12V CONVERTER
24VDC TO 12VDC 60 AMP CONVERTER
20
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
21
CEN40007-00
40 Troubleshooting
Fault Code A315: DCDC converter 12 volt circuit is low Operator Action
None
Fault Code
A315
Description
The DCDC Converter 12 volt circuit is low.
Fault Conditions
When engine is running, sets if voltage is below 12.5 volts when battery volts are above 22 or if battery volts are below 22; sets if more than 1.5 volts below 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 DCDC 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)
DCDC Converter 12 Volt (IM 3h)
<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 (IM 1A)
>22 volts: 12 volt circuit should have normal readings <22 volts: 12 volt circuit might have abnormal readings
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
22
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
BATTERY POWER
12V CONVERTER
24VDC TO 12VDC 60 AMP CONVERTER
960E-1
23
CEN40007-00
40 Troubleshooting
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 (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A275
Starter Motor 2 Energized (IM 3S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A275
Engine Speed [RPM]
Less than 500 rpm: engine is not running Greater than 500 rpm: engine is running
Crank Sense (IM 3U)
0: no cranking in process 1: cranking in process
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
24
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram STARTER #1
START MOTOR NO. 1
STARTER FAILURE CIRCUIT
STARTER #2
START MOTOR NO. 2
STARTER FAILURE CIRCUIT
CRANK SENSE
ENGINE START RELAY
960E-1
25
CEN40007-00
40 Troubleshooting
Fault Code A317: Operation of brake auto apply valve without a detected response Operator Action
Go to shop now
Fault Code
A317
Description
Operation of brake auto apply valve without a detected response.
Fault Conditions
Sets if operation of brake auto apply valve for 1 second does not cause the service brake pressure switch to operate or the front brake pressure to increase. 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 when park brake is released for 5 seconds.
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: A317
Resulting Problem(s) Failure of brake auto apply circuit could cause damage to parking brake. 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 Brake Apply Solenoid (IM 1R)
Status - Open Load: Unexpected if park brake request and keyswitch are on. But expected if park brake request is off or keyswitch is off. Troubleshoot if inconsistent. Status - Normal: Expected if park brake request and keyswitch are on. Troubleshoot if status is normal with park brake request off or keyswitch off. Status - Shorted to ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot. 0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A215
Service Brake Pressure Switch (IM 3C)
0: Service brake not applied 1: Service brake applied
26
960E-1
40 Troubleshooting
Park Brake Released (IM 2M)
CEN40007-00
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): A21
Park Brake Set (IM 2f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and a released parking brake Fault(s): A213 Brake Pressure Sensor 2.4 mA to 20.1 mA: good readings (IM 3p) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A205 Related circuit diagram ABA AUTO BRAKE APPLY SOLENOID BRAKE AUTO APPLY
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE RELEASED
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
PARK BRAKE SET SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi SERVICE BRAKE PRESSURE
SERVICE BRAKE PRESSURE
960E-1
BRAKE PRESSURE
27
CEN40007-00
40 Troubleshooting
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. Parameter
Expected State and/or Related Fault(s)
Open file markers
Stored in IM FLASH
Battery Voltage, 24 Volt (IM 1A)
>22 volts: 12 volt circuit should have normal readings <22 volts: 12 volt circuit might have abnormal readings
Related circuit diagram
BATTERY POWER
28
960E-1
40 Troubleshooting
CEN40007-00
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 or 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. Parameter
Expected State and/or Related Fault(s)
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Drive System Control Power (IM 3M)
0: Control power is off 1: Control power is on
Related circuit diagram
GE CONTROL
GE BATTERY
960E-1
29
CEN40007-00
40 Troubleshooting
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 (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
Related circuit diagram
START ENABLE START CIRCUIT RELAY
30
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
31
CEN40007-00
40 Troubleshooting
Fault Code A351: Overload on output 1E Operator Action
Go to shop now
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) Park Brake Solenoid Valve circuit is disabled (park brake won't 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 (IM 1E)
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
32
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
PBS PARK BRAKE SOLENOID PARK BRAKE SOLENOID
960E-1
33
CEN40007-00
40 Troubleshooting
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 (5 Minute Idle Latch or Shutdown Delay Relay) 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. (IM 1H) 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, Cummins Shutdown Delay is on, Park brake is set, Selector Switch 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 Related circuit diagram
SHUTDOWN DELAY RELAY TIMED ENGINE SHUTDOWN RELAY
34
960E-1
40 Troubleshooting
CEN40007-00
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: IM OUTPUT 1J FAULT 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)
Spare IM Output (IM 1J)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off 1: On
Related circuit diagram None.
960E-1
35
CEN40007-00
40 Troubleshooting
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 (IM 1K)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off. Display is permitted to go to sleep. 1: On. Display is awakened.
36
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
ELECTRONIC DASH (PC1927) AND (PC1929)
IM ON SIGNAL YELLOW GREEN
960E-1
37
CEN40007-00
40 Troubleshooting
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: (IM 1L)
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
Related circuit diagram
GE CONTROL
BRAKE COOL RPM ADVANCE 1
38
960E-1
40 Troubleshooting
CEN40007-00
Fault Code A356: Overload on output 1M Operator Action
Go to shop now
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 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 (IM 1M)
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): A251
Related circuit diagram
SONALERT
960E-1
SONALERT #2 (IM FAULTS)
39
CEN40007-00
40 Troubleshooting
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 (IM 1N)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off. 1: On.
Related circuit diagram None.
40
960E-1
40 Troubleshooting
CEN40007-00
Fault Code A358: Overload on output 1P Operator Action
Go to shop now
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, therefore 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 (IM 1P)
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
Related circuit diagram STEERING ACCUMULATOR BLEEDDOWN SOLENOID
960E-1
STEERING BLEEDDOWN SOLENOID
41
CEN40007-00
40 Troubleshooting
Fault Code A359: Overload on output 1R Operator Action
Go to shop now
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) A non-functional brake auto apply valve might cause damage to the parking brake. 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)
Auto Brake Apply Solenoid (IM 1R)
Status - Open Load: Unexpected if park brake request and keyswitch are on. But expected if park brake request is off or keyswitch is off. Troubleshoot if inconsistent. Status - Normal: Expected if park brake request and keyswitch are on. Troubleshoot if status is normal with park brake request off or keyswitch off. Status - Shorted to ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot. 0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A215, A317
Related circuit diagram ABA AUTO BRAKE APPLY SOLENOID BRAKE AUTO APPLY
42
960E-1
40 Troubleshooting
CEN40007-00
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 (IM 1S)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off 1: On
Related circuit diagram None.
960E-1
43
CEN40007-00
40 Troubleshooting
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 (IM 1T)
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 Sw (IM 3Y)
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 (IM 3X)
0: Auto lube solenoid is energized 1: Auto lube solenoid is not energized
44
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram AUTO LUBE SOL SENSE AUTO LUBE PRESSURE SWITCH
AUTO LUBE SOLENOID
SPARE
AUTO LUBE SOLENOID
960E-1
AUTO LUBE PRESSURE SWITCH 2000 psi
45
CEN40007-00
40 Troubleshooting
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 (IM 1U)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off 1: On
Related circuit diagram None.
46
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
47
CEN40007-00
40 Troubleshooting
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, 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 2: (IM 1X)
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): A146
48
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
GE CONTROL
BRAKE COOL RPM ADVANCE 2
960E-1
49
CEN40007-00
40 Troubleshooting
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 (IM 1Y)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off. 1: On.
Related circuit diagram None.
50
960E-1
40 Troubleshooting
CEN40007-00
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 (IM 1Z)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off. 1: On.
Related circuit diagram None.
960E-1
51
CEN40007-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40007-00
52
960E-1
CEN40008-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Cab air conditioning Preliminary checks................................................................................................................................................ 3 Diagnosis of gauge readings and system performance........................................................................................ 3 Troubleshooting by manifold gauge set readings ................................................................................................. 4
960E-1
1
CEN40008-00
40 Troubleshooting
NOTES
2
960E-1
40 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: Ensure that 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.
CEN40008-00
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 charts list 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.
• 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. • 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. • 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.
960E-1
3
CEN40008-00
40 Troubleshooting
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 - Low refrigerant charge, causing pressures to be slightly lower than normal.
Suggested Corrective Actions 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 - Pressure sensing switch may have compressor clutch disengaged. - Refrigerant excessively low; leak in system.
4
Suggested Corrective Actions 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.
960E-1
40 Troubleshooting
CEN40008-00
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 A/C 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.
960E-1
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.
5
CEN40008-00
40 Troubleshooting
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 - Leaks in system.
Suggested Corrective Actions 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 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.
Suggested Corrective Actions 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 0° C (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.
6
960E-1
40 Troubleshooting
CEN40008-00
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 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 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.
Possible Causes Kink in a line, collapsed hose liners, plugged receiver-drier or condenser, etc.
960E-1
Suggested Corrective Actions 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.
7
CEN40008-00
40 Troubleshooting
PROBLEM: Compressor Malfunction Indications: Low side pressure - HIGH High side pressure - LOW Compressor operates noisily. Possible Causes - Defective reed valves or other internal components.
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.
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
8
960E-1
40 Troubleshooting
CEN40008-00
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 - Lack of air flow through the condenser fins
960E-1
Suggested Corrective Actions 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.
9
CEN40008-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40008-00
10
960E-1
CEN50001-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly General information Special tool list ...................................................................................................................................................... 3
960E-1
1
CEN50001-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50001-00
Special tool list Part number
Description
Qty.
Use
EH8687
Roller assembly
2
EH8661
Roller mount
2
PC0706
Bearing assembly
2
TG9449
Bearing retaining ring
2
TG1608
Roller retaining ring
2
C1645
Capscrew - 3/4" - 10NC X 2 1/4"
6
C1542
Lockwasher - 3/4"
6
EH8686
Roller ring assembly
2
AK5298
Jack/maintenance stand - 200 ton
4
XA2307
Radiator tube removal tool
1
VJ6567
Radiator tube seal installation tool
1
EJ2847
Rear suspension pin removal tool
2
EJ2848
Cylinder for
1
EJ2849
Hand pump
1
EJ2850
Shackle sssembly
2
MM0093
Capscrew - M16 X 2.00 X 70
4
ED3347
Seal installation tool
1
BF4117
Seal installation tool
1
EK6089
Front brake tool group
1
EK6090
Rear brake tool group
1
EK5877
Alignment tool
1
SS1143
Hoist cylinder quill installation tool * (make locally)
1
SS1158
Plug installation tool
1
EH4638
Sleeve alignment tool
1
Steering linkage installation
PC1980
Offset box end wrench - 1-11/16"
1
Operator cab removal and installation
PC0370
Body retention sling
1
PC0367
Shackle assembly
2
AK5397
Electrical wheel motor jig
1
Wheel motor removal and installation
AK5299
Large tire handler
1
Tire removal and installation
AK5306
Variable work table
1
WA4826
Lifting eye bolts
960E-1
As required
Power module removal and installation
Radiator service
Rear suspension pin removal
Rear axle/hub adapter floating seal installation Brake assembly and installation Upper hoist pin installation Hoist cylinder quill installation
Body up retention
Various procedures
3
CEN50001-00
50 Disassembly and assembly
• SS1146 - Square Tube (3.00" x 3.00" x 0.25" wall x 15.50" long)
* SS1143 Tightening Tool can be made locally. Request the following drawings from your Area or Regional Service Manager:
• SS1147 - Tube, Brass (1.75"O.D. x 1.50" I.D.x 13.50" long)
SS1143 Tightening Tool - Assembly Drawing
• SS1148 - Square Cut (2.50" x 2.50" x 0.75" thick)
• SS1144 - Square Tube (3.50" x 3.50" x 0.19" wall x 2.0" long)
• SS1149 - Hex Drive (1.75" Hex stock x 2.50" long)
• SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
All materials are SAE 1020 steel except SS1147. The tools in the following table can be ordered from Kent-Moore: Part number Description Qty. J-24092
Puller legs
1
J-25030
Clutch hub holding tool
1
J-33884-4
Indicator switch tester
1
J-8092
Universal handle
1
J-8433
Pulley puller
1
J-9395
Puller pivot
1
J-9399
Clutch plate and hub assembly removal tool
1
J-9401
Thin wall socket
1
J-9403
Spanner wrench
1
J-9480-01
Drive plate installer
1
J-9480-02
Spacer
1
Puller and bearing installer
1
J-9481
4
Use
Air conditioning system service
960E-1
50 Disassembly and assembly
CEN50001-00
NOTES
960E-1
5
CEN50001-00
50 Disassembly and assembly
960E-1 Dump truck
Form No. CEN50001-00
6
960E-1
CEN50002-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Wheels, spindles and rear axle General information for tires and rims................................................................................................................... 3 Removal and installation of front wheel ................................................................................................................ 4 Removal and installation of rear wheel ................................................................................................................. 6 Removal and installation of tires ........................................................................................................................... 8 Removal and installation of front wheel hub and spindle .................................................................................... 10 Disassembly and assembly of front wheel hub and spindle ............................................................................... 14 Removal and installation of rear axle .................................................................................................................. 19 Removal and installation of anti-sway bar .......................................................................................................... 21 Removal and installation of pivot pin .................................................................................................................. 22 Pivot eye and bearing service............................................................................................................................. 23 Removal and installation of wheel motor ............................................................................................................ 25
960E-1
1
CEN50002-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50002-00
General information for tires and rims
When inflating tires always use a safety cage. Never inflate a tire until the lock ring is securely in place. Do not stand in front of or over the lock ring during inflation procedures. Never overinflate a tire. Refer to tire manufacturer’s recommendations. Before each work shift, the truck tires should be inspected and tire pressure should be checked with an accurate pressure gauge. Tire pressure will vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended tire pressure. Ensure that the valve caps are securely installed on the valve stems. Caps protect the valves from dirt buildup and damage. Do not bleed air from tires that are hot due to operation. Under such circumstances, it is normal for pressure to increase in the tire due to expansion. A bent or damaged rim which does not the bead properly may cause abnormal strain on the tire, resulting in tire damage. If a tire becomes deeply cut, it should be removed and repaired. Neglected cuts cause many tire problems. Water, sand, dirt and other foreign materials work into the tire through a cut, eventually causing tread or ply separation.
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. Always keep personnel away from a wheel and tire assembly when it is being removed or installed. The tire and rim weigh approximately 6,480 kg (14,285 lbs). Make sure that the tire handling equipment is capable of lifting and maneuvering the load. Due to the size and weight of the tire and rim assemblies, special handling equipment such as a modified fork lift called a “tire handler” is desirable (See Figure 50-1). Consult local tire vendors for sources of equipment designed especially to remove, repair, and install large off-highway truck tires.
Storage and handling 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 with oil, grease and 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 tires. If a stored truck cannot be blocked, inspect the tires and check the air pressure twice a month.
FIGURE 50-1. TYPICAL TIRE HANDLER
960E-1
3
CEN50002-00
50 Disassembly and assembly
Wheel stud maintenance
Removal and installation of front wheel
The wheel mounting hardware used on some trucks may no longer be able to maintain the specified clamping force (tightening torque). Inadequate clamping force may lead to broken studs, stripped threads, and/or failure of the stud knurl, which would allow the stud to rotate when the nut is loosened or tightened. Stud replacement is necessary based on the following guidelines:
Removal
• The maximum allowable number of missing or damaged studs in any one bolt circle is four. • The position of missing or damaged studs must not be in consecutive locations. • There must be a minimum of four properly functioning studs between each missing stud. Refer to Figure 50-2.
While replacing missing or damaged studs, inspect the condition of all other stud threads. If minor corrosion or dirt is found in the threads, wire brush the threads thoroughly. If damaged, knicked or highly corroded threads are found, the stud(s) must be replaced.
1. Park the truck on level ground and chock the rear wheels to prevent truck movement. 2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 3. Place a jack under the spindle or frame at the front cross tube. 4. Raise the front end of the truck until the tire clears the ground. Block up the truck securely under the frame. 5. Inspect the hydraulic brake lines for damage or leaking fittings. 6. Grip the tire and wheel assembly with a tire handler. Remove flanged nuts (11, Figure 50-3) that secure the wheel assembly. 7. Be careful not to damage the inflation hose during tire removal. Move the wheel assembly away from the wheel hub and into a clean work area.
Do not attempt to disassemble a wheel assembly until all air pressure is bled off. Always keep personnel away from a wheel assembly when it is being removed or installed.
FIGURE 50-2. MISSING/DAMAGED WHEEL STUD ALLOWANCE
4
960E-1
50 Disassembly and assembly
CEN50002-00
Installation 1. Remove all dirt and rust from mating parts before installing the wheel assembly. 2. Grip the wheel assembly with the tire handler and align the tire inflation hose and wheel hub (1, Figure 50-3). Position the rim onto the wheel hub studs.
a. Install six nuts at the 12 o'clock and six nuts at the 6 o'clock positions. Tighten each nut to 2 326 ± 136 Nm (1,715 ± 100 ft lb). b. Install three nuts directly below the 3 o'clock and three nuts directly above the 9 o'clock positions. Tighten the nuts to 2 326 ± 136 Nm (1,715 ± 100 ft lb). c. Install three nuts directly above the 3 o'clock and three nuts directly below the 9 o'clock positions. Tighten these nuts to 2 326 ± 136 Nm (1,715 ± 100 ft lb).
Grease containing molybdenum disulphide must never be used on wheel mounting hardware. Use of this type of grease on wheel mounting hardware may result in wheel mounting studs stretching beyond their elastic limit, making them susceptible to breakage. 3. Lubricate all stud threads and nut seating flanges with a lithium-based grease that does not contain molybdenum disulphide. Install and tighten the nuts in the following sequence:
d. Install the remaining nuts and torque in a clockwise direction to 2 326 ± 136 Nm (1,715 ± 100 ft lb). e. Retighten all nuts in a clockwise direction to 2 326 ± 136 Nm (1,715 ± 100 ft lb). 4. Remove the blocking and lower the jack. 5. Operate the truck for one load, then retighten the wheel nuts to the specified torque.
FIGURE 50-3. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector
960E-1
5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring
9. O-Ring 10. Clamp Bracket 11. Flanged Nut
5
CEN50002-00
Removal and installation of rear wheel Removal
50 Disassembly and assembly
8. If removal of the inner wheel is necessary, disconnect inner tire inflation extension (7) and remove it.
1. Park the truck on level ground and chock the rear wheels to prevent truck movement.
9. Position the tire handler to grip the inner wheel. Remove flanged nuts (6).
2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions.
10. Pull straight out to remove the tire from the wheel hub.
3. Place a jack under the rear suspension mounting plates (See Figure 50-4). If the wheel motor is to be removed from the truck for service, install approximately eight flanged nuts with appropriate spacers in place of the outer wheel adapter ring and nuts removed in Step 6. This will provide additional for the wheel motor transmission during removal and transportation.
FIGURE 50-4. REAR AXLE JACK LOCATION
4. Raise the rear axle housing until the tires clear the ground. Securely block up the rear axle housing near the wheel motor mounting flange. 5. If the rear inner tire is to be removed, remove the inner tire inflation hose at the clamp on the outer wheel and disconnect it from inner extension (7, Figure 50-6). 6. Grip outer wheel and tire with the tire handler (See Figure 50-5). Remove flanged nuts (10, Figure 50-6) from adapter ring (9) that secures the outer rim to the wheel motor hub.
FIGURE 50-5. REAR TIRE REMOVAL 1. Tire Handler 2. Outer Rear Tire
3. Inner Rear Tire
7. Pull straight out on the outer wheel assembly to remove it.
6
960E-1
50 Disassembly and assembly
CEN50002-00
Installation NOTE: Clean all mating surfaces and check stud threads before installing wheel assemblies. 1. If either wheel motor has been removed, bleed the brakes before installing the rear tires. Refer to Disassembly and assembly section Brake system. 2. Grip the inner wheel assembly with the tire handler and install it onto wheel hub (5, Figure 50-6). Carefully align tire inflation extension line (4) for mating with inner extension (7) at bracket (8).
Grease containing molybdenum disulphide must never be used on wheel mounting hardware. Use of this type of grease on wheel mounting hardware may result in wheel mounting studs stretching beyond their elastic limit, making them susceptible to breakage.
3. Lubricate all stud threads and nut seating flanges with a lithium based grease that does not contain molybdenum disulphide. Install and tighten the wheel nuts in the following sequence: a. Install six nuts at the 12 o'clock position and six nuts at the 6 o'clock position. Tighten each nut to 2326 ± 136 N•m (1715 ± 100 ft lbs). b. Install three nuts directly below the 3 o'clock position and three nuts directly above the 9 o'clock position. Tighten the nuts to 2326 ± 136 N•m (1715 ± 100 ft lbs). c. Install three nuts directly above the 3 o'clock position and three nuts directly below the 9 o'clock position. Tighten these nuts to 2326 ± 136 N•m (1715 ± 100 ft lbs). d. Install the remaining nuts and tighten them in a clockwise direction to 2326 ± 136 N•m (1715 ± 100 ft lbs). e. Retighten all nuts in a clockwise direction to 2326 ± 136 N•m (1715 ± 100 ft lbs).
FIGURE 50-6. REAR WHEEL ASSEMBLY 1. Wheel Motor Mounting Flange 2. Inner Wheel Rim 3. Disc Brake Assembly 4. Extension 5. Wheel Hub
960E-1
6. Flanged Nut 7. Inner Extension 8. Bracket 9. Adapter Ring 10. Flanged Nut
11. Flanged Nut 12. Wheel Motor Transmission 13. Extension 14. Bracket 15. Outer Wheel Rim
7
CEN50002-00
4. If removed, install adapter ring (9) onto the wheel hub/wheel motor. Lubricate the studs and nut flanges with lithium based grease that does not contain molybdenum disulphide.
50 Disassembly and assembly
Removal and installation of tires Removal
5. Use the procedure in Step 3 to install flanged nuts (10). 6. Grip the outer wheel assembly with the tire handler. Position it onto the wheel motor hub so the tire valve bracket is aligned with the inner wheel inflation line. NOTE: Position the outer dual wheel to align the tire valve bracket with the inner wheel inflation line. 7. Use the procedure in Step 3 to install flanged nuts (11) in the sequence described and tighten to the same torque value as the inner wheel. 8. Secure the inner and outer dual tire inflation lines to bracket (14) on the outer rim. 9. Remove the blocks from under the truck and lower the truck to the ground. Operate the truck for one load and retighten flanged nuts (11) and (10) to 2 326 ± 136 Nm (1,715 ± 100 ft lb). NOTE: During scheduled maintenance checks, inspect the inner wheel flanged nuts and the studs for breakage or missing nuts by inserting a mirror between the rear tires.
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 an explosion. When deflating tires, always use a safety cage.
1. Place the tire and wheel assembly in a safety cage. Discharge all air pressure from the tire. 2. Attach a hydraulic bead breaker to the rim by slipping the jaws of the frame assembly over the outer edge of side flange (7, Figure 50-7). Make sure that the jaws of the frame assembly are as near as possible to bead seat band (6). 3. Move the tire bead in far enough to place a wedge between the tire and the flange at the side of the tool. Follow the tool manufacturer’s instructions. 4. Repeat this procedure at locations approximately 90° from the first application. Continue this procedure until the tire bead is free from the rim. 5. After the bead is broken loose, insert the flat of a tire tool in the beading notch on lock ring (8). Pry the lock ring up and out of the groove on the rim. 6. Pry in on bead seat band (6) until O-ring (9) is exposed. Remove the O-ring. 7. Remove bead seat band (6) from rim (5), then remove side flange (7). 8. Reposition the wheel assembly and repeat the removal procedure on the opposite side of the tire.
8
960E-1
50 Disassembly and assembly
CEN50002-00
Installation 1. Before mounting the tire to the rim, remove all dirt and rust from the rim parts, particularly the O-ring groove and bead seats. Also, touch up all metal parts with anti-rust paint to prevent bare metal from being exposed. NOTE: Do not allow paint, rust or other contamination to cover the mating faces of lock ring (8, Figure 50-7) and rim (5).
Make 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 the tire inflation hose and hardware were removed, reinstall them in the rim. Position the hose assembly for proper routing.
3. Install the inner flange on the rim. Coat the beads of the tire with a tire mounting soap solution.
Prying against tire bead may cause damage to tire bead, resulting in air leaks. 4. Position the tire over the rim and work the tire on as far as possible without prying against the beads. 5. Install side flange (7, Figure 50-7), then install bead seat band (6). Push in on the bead seat band to expose the O-ring groove in the rim. 6. Lubricate new O-ring (9) with a tire mounting soap solution and install it in the groove of the rim. 7. Install lock ring (8) and tap it into place with a lead hammer. The lock ring lug must fit into the slot of the rim.
FIGURE 50-7. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector
960E-1
5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring
9. O-Ring 10. Clamp Bracket 11. Flanged Nut
9
CEN50002-00
50 Disassembly and assembly
Removal and installation of front wheel hub and spindle
When inflating tires, always use a safety cage. Never inflate a tire until the lock ring is securely in place. Do not stand in front of or over the lock ring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers recommendations. 8. Place the tire and wheel assembly in a safety cage. Remove the valve core from the valve stem and inflate the tire to seat the beads of the tire and the O-ring as specified by the tire manufacturer. 9. If the beads of the tire and O-ring do not seat within one minute, raise the tire slightly and tap bead seat band (6). This will help the air pressure to push the tire bead out into position.
The following instructions will cover the complete removal, installation, disassembly, assembly and bearing adjustment of the front wheel hub and spindle. If only brake service is to be performed, refer to Disassembly and assembly section Brake system.
Do not loosen or disconnect any hydraulic line or component until the engine is stopped, the key switch is OFF for 90 seconds, and the brake accumulators are depressurized.
10. As soon as the seating has been accomplished, install the valve core and inflate the tire to the recommended tire pressure.
FIGURE 50-8. FRONT WHEEL & SPINDLE REMOVAL 1. Spindle 2. Brake Oil Drain Plug 3. Disc Brake Housing
10
4. Brake Cooling Line 5. Speed Sensor Connector
960E-1
50 Disassembly and assembly
CEN50002-00
Removal 1. After the truck is properly shut down, depressurize the brake accumulators by using the bleed valves on the brake manifold. 2. Activate the battery disconnect switches. 3. Remove the front tire and rim assembly. Refer to "Removal and installation of front wheel". 4. If equipped, close the hydraulic pump shutoff valves at the hydraulic tank. 5. Disconnect speed sensor connectors (5, Figure 50-8). Tie the cables back away from the spindle to prevent damage during spindle removal. 6. Disconnect brake cooling lines (4) at the inlet and outlet ports on the brake housing. Plug the hoses and ports to help prevent contamination. 7. Disconnect the brake apply line. Cap the hoses and ports to prevent contamination. Remove drain plug (2) and drain the oil from the brake housing and hub bearings into a suitable container. 8. Remove the lubrication lines from the tie rod and steering cylinder. 9. Disconnect the steering cylinder and the tie rod from the spindle that is being removed. Refer to Disassembly and assembly section Steering system.
FIGURE 50-9. SPINDLE AND WHEEL HUB REMOVAL (TYPICAL)
The front wheel hub, spindle, and brake assembly weighs approximately 5 180 kg (11,420 lb). Ensure that the lifting device has sufficient capacity for lifting the load. 10. Position a fork lift under the wheel hub and spindle assembly as shown in Figure 50-9. Use blocking as necessary to keep the assembly level. 11. Remove capscrews and washers (1, Figure 5010) that secure retainer plate (2) to the spindle and suspension. To prevent thread damage, loosen the capscrews in a circular pattern in torque increments of 678 Nm (500 ft lb). Remove retainer plate (2).
FIGURE 50-10. WHEEL HUB AND SPINDLE REMOVAL 1. Capscrews and Washers 2. Retainer Plate
960E-1
3. Spindle 4. Steering Arm 5. Capscrews
11
CEN50002-00
50 Disassembly and assembly
NOTE: Spindle removal tool (2, Figure 50-11) may be fabricated locally to aid in spindle removal. Refer to Disassembly and assembly section General information for fabrication information. Use of this tool is described in the following steps. 10. Remove 16 of capscrews (5, Figure 50-10) as follows: a. Refer to Figure 50-11. Remove only the capscrews that are designated by an “X”. b. Remove the capscrews using a circular pattern in torque increments of 678 Nm (500 ft lb). Do not attempt to remove each capscrew in one sequence. 11. Run a tap (1 1/4” - 12 UNF) in the threads after the capscrews are removed. 12. Use several 1 1/4” - 12 UNF x 8.00" grade 8 capscrews (1, Figure 50-12) and hardened flat washers (2) to install spindle removal tool (3) on the bottom of the steering arm. Lubricant, such as chassis lube, is recommended for use on the washers and capscrew threads. NOTE: Multiple washers may be required for the pusher capscrews to be effective. One or two washers can be installed with the pusher tool in place to determine the washer height that is required to prevent the capscrews from bottoming out. The minimum recommended thread engagement is 41 mm (1.62 in.).
FIGURE 50-11. SPINDLE REMOVAL TOOL 1. Capscrew Insertion Holes (“X”)
2. Spindle Removal Tool
Heavy components 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. 13. Install the remaining capscrews in the holes marked “X” (See Figure 50-11). Progressively increase the torque in a circular pattern until the tapered piston breaks loose or 2 142 Nm (1,580 ft lb) of torque is reached. 14. If the specified torque is reached and the tapered parts have not separated, apply heat to the spindle at two places 180 degrees apart. Do not exceed 454 °C (850 °F), which is the saturated temperature of the spindle.
12
FIGURE 50-12. SPINDLE REMOVAL TOOL INSTALLATION 1. Capscrew (P/N KC7095) 2. Hardened Washer (P/ N WA0366)
3. Spindle Removal Tool 4. Steering Arm 5. Spindle 6. Suspension Piston
960E-1
50 Disassembly and assembly
15. Tighten the capscrews again to the maximum specified torque. Use a large hammer and heat as specified in the previous step to carefully tap the top surface of the spindle. NOTE: In extreme cases, it may be necessary to remove additional steering arm retaining capscrews and use additional pusher capscrews to apply more force. 16. 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. 17. Move the spindle and hub assembly to a clean work area for repair. Installation
CEN50002-00
6. If removed, install the steering arm. Tighten the capscrews to 2 705 ± 135 Nm (1,995 ± 100 ft lb). 7. Install the steering cylinder into the steering arm. Use the sleeve alignment tool included in the special tool group to position the spacers and bearing during pin insertion. Tighten the pin retaining nut to 1 017 ± 102 Nm (750 ± 75 ft lb). 8. Use the sleeve alignment tool to install the tie rod on the steering arm. Tighten the pin retaining nut to 1 017 ± 102 Nm (750 ± 75 ft lb). 9. Connect the lubrication lines. 10. Install the brake system cooling hoses using new O-rings in the flange fittings. Install the brake apply line. Make sure that brake oil drain plug (2, Figure 50-8) is installed. 11. Reconnect the speed sensor cables.
1. Clean the spindle bore and suspension rod taper so that they are free of rust, dirt, etc.
12. Install the wheel and tire. Refer to "Removal and installation of front wheel".
2. Lubricate the spindle bore and suspension rod taper with multi-purpose grease No. 2 with 5% Molybdenum Disulphide.
13. Make sure that the hydraulic pump shutoff valves are open.
Use of anti-seize compounds that contain copper are prohibited from use on spindle bores and rod tapers. These lubricants can cause severe damage. Only use multi-purpose grease No. 2 with 5% molybdenum disulphide. 3. Position the spindle and wheel hub assembly on a fork lift or similar lifting device as shown in Figure 50-9. 4. Raise the spindle and wheel hub assembly into position.
14. Start the engine. Move the hoist control lever to the FLOAT position to allow hydraulic oil to circulate through the brake cooling system and fill the front wheel hub and disc brake assembly with oil. 15. Bleed the air from the brake apply lines. Refer to Disassembly and assembly section Brake system for the procedure. 16. Shut off the engine. Check the hydraulic tank oil level and refill if necessary. 17. Inspect the brake assembly and all hose connections for leaks.
5. Secure the spindle to the suspension by using retainer plate (2, Figure 50-10) and capscrews and washers (1). Tighten the capscrews according to the following procedure: a. Tighten the capscrews uniformly to 678 Nm (500 ft lb). b. Continue to tighten the capscrews in increments of 339 Nm (250 ft lb) to obtain a final torque of 2 705 ± 135 Nm (1,995 ± 100 ft lb).
960E-1
13
CEN50002-00
Disassembly and assembly of front wheel hub and spindle Disassembly 1. Remove the wheel hub and spindle. Refer to "Removal and installation of front wheel hub and spindle". Remove any dirt and mud from the assembly. 2. To aid in the complete disassembly of the wheel hub and spindle assembly, use a fabricated spindle stand to the assembly in a vertical position (hub cover up). 3. Disconnect the speed sensor cables. Loosen the sensor clamping capscrews and remove speed sensors (16, Figure 50-13) from bracket (17). 4. Remove capscrews (3) and washers (4) that secure cover (5) to wheel hub (1). Remove the cover and discard O-ring seal (15). 5. Remove capscrews (11) and hardened flat washers (12). 6. Remove bearing retainer (13), O-ring (9), and shims (8). Discard the O-ring. 7. Attach a lifting device to the wheel hub/brake assembly and carefully lift it straight up and off the spindle. 8. Remove outer bearing cone (7) and retainer pin (20). 9. Rotate the hub vertically 180 degrees and place it on blocking to prevent damage to the wheel studs and machined surfaces. 10. Remove dowel pins (14) and (34) that hold seal carrier (37), sensor gear (35), and shims (36) in place on the wheel hub.
50 Disassembly and assembly
13. Remove and discard seal carrier O-ring (33). 14. Remove speed sensor gear (35) and shims (36). 15. Remove oil seal (19). 16. If the bearings require replacement, press bearing cups (6) and (29) from the wheel hub. 17. Remove capscrews (31) and hardened flat washers (32). Remove and discard O-ring (25). 18. Remove inner bearing cone (28) and retainer pin (21). 19. Remove bearing spacer (27).
Cleaning and inspection 1. Clean all metal parts in fresh cleaning solvent. 2. Remove and clean magnetic plug (10). 3. Inspect wheel hub studs (2). Replace any that are damaged or broken. NOTE: If new studs are being installed, coat the hole in the hub and the serrated portion of the stud with an anti-seize compound before installation. Do not coat the threads. 4. Inspect the tapped hole threads. Re-tap them if necessary. 5. Inspect the bearing seating surfaces in the wheel hub and on the spindle. Inspect the bearing spacer. Use a stone to carefully dress high spots that may interfere with reassembly. 6. Inspect all other machined surfaces for damage. 7. Always use new O-ring seals during assembly.
11. Remove capscrews (23) and hardened flat washers (24) that secure the brake assembly inner gear to the wheel hub. 12. Attach lifting eyes and an overhead hoist to the brake assembly. Carefully lift the brake assembly off the hub. NOTE: For brake assembly rebuild instructions, refer to disassembly and assembly section Brake system.
14
960E-1
50 Disassembly and assembly
CEN50002-00
FIGURE 50-13. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY 1. Wheel Hub 2. Stud 3. Capscrew 4. Washer 5. Cover 6. Outer Bearing Cup 7. Outer Bearing Cone 8. Shims 9. O-ring 10. Magnetic Plug 960E-1
11. Capscrew 12. Hardened Washer 13. Bearing Retainer 14. Dowel Pin 15. O-ring 16. Speed Sensor 17. Sensor Bracket 18. Disc Brake Assembly 19. Oil Seal 20. Bearing Retainer Pin
21. Bearing Retainer Pin 22. Drain Plug 23. Capscrew 24. Hardened Washer 25. O-ring 26. Spindle 27. Bearing Spacer 28. Inner Bearing Cone 29. Inner Bearing Cup 30. Seal Assembly
31. Capscrew 32. Hardened Washer 33. O-ring 34. Dowel Pin 35. Speed Sensor Gear 36. Shims 37. Seal Carrier 38. Plate
15
CEN50002-00
Assembly
All mating surfaces of the wheel and brake components must be clean and dry during assembly. No thread lubricant is permitted on these surfaces. 1. Position the spindle vertically (hub end up). 2. Check bearing cones (7) and (28, Figure 50-13) for a slip fit on spindle (26). 3. Check the threads in the bearing retainer holes in the end of the spindle to ensure that the capscrews will thread freely. If not, re-tap the threads. 4. Install bearing cups (6) and (29) in wheel hub (1) as follows: a. Preshrink the cups by packing them in dry ice or by placing them in a deep-freeze unit. NOTE: Do not cool below -65 °F (-54 °C). b. Install the cups in the wheel hub bores. c. After the cups have warmed to ambient temperature, press the cups tight against the hub shoulder as follows:
50 Disassembly and assembly
Wheel bearing adjustment 8. Install bearing retainer (13) onto the spindle without O-ring (9) and shims (8). The thickness of the retainer is etched on the surface of the retainer. This side should be facing outward. Use five equally-spaced capscrews in order to secure the retainer. Two capscrews must be positioned adjacent to the 12.7 mm (0.50 in.) diameter access holes in the retainer. 9. Seat the wheel bearings using the following procedure: a. Tighten the five capscrews to 95 Nm (70 ft lb). Rotate the wheel hub at least three full revolutions. b. Tighten the five capscrews to 190 Nm (140 ft lb). Rotate the wheel hub at least three full revolutions. c. Repeat Step maintained.
9b
until
the
torque
is
d. Loosen the five capscrews and rotate the hub at least three revolutions. e. Tighten the five capscrews to 54 Nm (40 ft lb). Rotate the wheel hub at least three full revolutions. f. Repeat Step maintained.
9e
until
the
torque
is
Outer cup (6) - Apply 20 860 kg (23 tons) force.
10. Use a depth micrometer to measure and record the distance between the face of bearing retainer (13) and spindle (26) through each of the two 13 mm (0.50 in.) diameter access holes.
5. Install spacer (27). If necessary, tap lightly to seat the spacer against the spindle. The spacer must fit tightly against the spindle shoulder.
11. Add the two dimensions measured in the Step 10. Divide the sum by 2 to obtain the average depth.
Inner cup (29) - Apply 22 680 kg (25 tons) force.
6. Install retainer pin (21) in the pin groove and install inner bearing cone (28) over the pin and against the spacer. The cone is a loose fit on the spindle. 7. Install wheel hub (1) onto spindle (26). Install outer pin (20) and outer bearing cone (7). NOTE: To ensure bearing lubrication during initial operation, lightly lubricate the bearings with clean hydraulic oil.
12. Subtract the retainer plate thickness, which is etched on the surface of bearing retainer (13), from the result calculated in Step 11. Then subtract an additional 0.23 mm (0.009 in.). 13. Assemble a shim pack that equals the dimension calculated in Step 12 within 0.03 mm (0.001 in.). NOTE: Measure the shims individually for accuracy. The above procedure results in a shim pack which will provide a nominal 0.56 mm (0.022 in.) preload for the bearings after assembly.
To facilitate the bearing adjustment procedure, do not install the brake assembly at this time.
16
960E-1
50 Disassembly and assembly
Example: Step 11 (average depth) Step 12 subtract etched dim. Step 12 subtract additional Step 13 Required shim pack
1.416 in. -1.375 in. -0.009 in. = 0.032 in.
CEN50002-00
17. Remove bearing retainer (13), outer cone (7), retainer pin (20), and wheel hub (1) from spindle (26) for installation of the brake assembly. 18. Install the necessary number of shims (36) that was determined in Step 16, seal carrier (37), and speed sensor gear (35) onto wheel hub (1) with dowel pins (14) and (34). 19. Lubricate and install O-ring (33). Ensure that the O-ring is not twisted.
After a shim pack has been determined, the shim pack, spindle, wheel hub, spacer, and bearings are now an interdependent group. If any of the parts are replaced, the shim pack is no longer valid and a new pack must be calculated. Seal assembly gap check and adjustment Before the assembly of the wheel and brake is complete, the gap between the seal seat and brake assembly back plate must be measured and adjusted if necessary. 14. Measure Dimension “A” (Figure 50-14) from the spindle flange to the seal seat of the hub. Record the results. 15. Measure Dimension “B” (Figure 50-14) from the spindle flange to the face of the seal cavity of the brake assembly back plate. Record the results.
FIGURE 50-14. MEASURING SEAL GAP
16. Subtract Dimension “B” from Dimension “A”. a. If the result is 63.9 mm (2.52 in.) or less, no shims are necessary. b. If the gap is more than 63.9 mm (2.52 in.) or up to 64.4 mm (2.54 in.), add one shim (36, Figure 50-13) at each location. c. If the gap is more than 64.4 mm (2.54 in.) or up to 64.9 mm (2.56 in.), add two shims (36) at each location. d. If the gap is more than 64.9 mm (2.56 in.) or up to 65.4 mm (2.58 in.), add three shims (36) at each location.
960E-1
17
CEN50002-00
Brake installation 20. Install seal assembly (30, Figure 50-13) into the seal cavities of the back plate and seal carrier (37). Install oil seal (19) in the back plate. Pack the area between the seal lips with grease. 21. Install lifting eyes on the brake assembly and attach it to an overhead hoist. Lower the brake assembly onto the hub. 22. Attach brake assembly (18) to wheel hub (1) with capscrews (23) and hardened washers (24). Tighten the capscrews to 2 705 ± 135 Nm (1,995 ± 100 ft lb). 23. Install plates (38) with flat washers and nuts at three equally-spaced locations around the wheel.
50 Disassembly and assembly
Speed sensor installation and adjustment 32. Install speed sensor (16, Figure 50-13) and bracket (17). Adjust the sensor as follows: a. Rotate the hub to position the center line of a gear tooth directly under the sensor tip. b. Turn in the sensor until the tip s the gear tooth. Then, back off 1/2 turn. c. Continue turning out the sensor until the flats of the sensor housing are perpendicular to the gear tooth motion (See Figure 50-15). d. Lock the sensor in place. Rotate the hub 180 degrees to that there is enough sensor clearance. There should be 1 - 2 mm (0.04 0.08 in.) of clearance.
NOTE: Do not remove the shipping bars until the inner gear ring of the brake assembly is attached to the hub. 24. Lubricate and install O-ring (25) onto spindle (26). Ensure that the O-ring is not twisted. 25. Install the wheel hub/brake assembly onto the spindle. Align the brake assembly with the spindle by installing three capscrews (31) with hardened washers (32) hand-tight only. 26. Install retainer pin (20) and bearing cone (7). 27. Remove plates (38), the nuts and flat washers. Remove the shipping bars from the brake assembly. 28. Install remaining capscrews (31) with hardened washers (32). Tighten all 54 capscrews to 2 705 ± 135 Nm (1,995 ± 100 ft lb).
FIGURE 50-15. SPEED SENSOR ADJUSTMENT
33. Install the speed sensor cables. 34. Install the spindle, hub and brake assembly on the suspension per instructions in Installation.
29. Lubricate and install O-ring (9) onto bearing retainer (13). Ensure that the O-ring is not twisted. 30. Install shim pack (8) that was determined in Step 13, bearing retainer (13), capscrews (11), and hardened washers (12). While rotating the hub, tighten the capscrews alternately in several successive increments to a final torque of 1 017 ± 102 Nm (750 ± 75 ft lb). 31. Lubricate and install new O-ring (15) on cover (5). Install the cover, capscrews (3), and washers (4). Tighten the capscrews to the standard torque.
18
960E-1
50 Disassembly and assembly
CEN50002-00
Removal and installation of rear axle Removal 1. Park the truck on firm, level ground and chock the rear wheels to prevent truck movement. 2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 3. Remove the dump body. Refer to Disassembly and assembly section Body and structures. 4. Block up the truck and remove the rear wheels. Refer to "Removal and installation of rear wheel". 5. Loosen the hose clamps and disconnect axle air blower hose (1, Figure 50-16) from wheel motor cooling air duct (2) at the front of the rear axle housing. 6. If equipped, close the pump shutoff valves at the hydraulic tank. 7. Remove the drain plugs at the bottom of the rear brake assemblies and drain the oil from the disc brakes.
FIGURE 50-16. REAR AXLE HOUSING
8. Disconnect and unclamp the hoses at hydraulic hose manifold (4) on the left side of the rear axle housing. Cap the fittings and plug the hoses to prevent contamination.
1. Axle Air Blower Hose 2. Wheel Motor Cooling Air Duct
9. Remove the wheel motor cable grips at power cable mount (3) on the right side of the rear axle housing. Slide the cable grips forward on the cables.
14. Disconnect and unclamp any electrical harnesses that are attached to the rear axle housing as necessary.
10. Disconnect the brake system cooling lines at each brake assembly back plate. Disconnect the brake apply lines. Cap and plug all openings. 10. Remove the clamps that secure the brake hoses to the spindles. NOTE: For access to components inside the rear axle housing, the rear hatch can be opened and the top cover can be removed.
3. Power Cable Mount 4. Hydraulic Hose Manifold
15. Remove all automatic lubrication system hoses and clamps that are attached to the rear axle housing. Secure the hoses to the frame to prevent interference during rear axle housing removal. 16. Remove the wheel motors. Refer to "Removal and installation of wheel motor". 17. Remove the rear suspensions. Disassembly and assembly Suspensions.
Refer to section
11. Disconnect and cap the parking brake supply lines to the parking brake on each wheel motor.
18. Remove the anti-sway bar. Refer to "Removal and installation of anti-sway bar".
12. Remove the wheel motor cooling air exhaust duct from between the wheel motors.
19. Remove the pivot pin. Refer to "Removal and installation of pivot pin".
13. Disconnect all wheel motor power cables and electrical harnesses at their terminals. Remove the cable clamps and pull the cables and harnesses from the rear axle housing.
20. Attach an overhead hoist or crane to the lifting eyes on the rear axle housing and move it away from the rear of the frame.
960E-1
19
CEN50002-00
Cleaning and inspection 1. Thoroughly clean the capscrew holes and wheel motor mounting faces. Re-tap the holes if the threads are damaged. 2. Check the wheel motor mounting faces for nicks, scratches and other damage. Inspect all welds and repair them as necessary.
50 Disassembly and assembly
Installation 1. Position the rear axle housing under the frame. 2. Align the pivot pin bores and install the pivot pin. Refer to Refer to "Removal and installation of pivot pin". 3. Install the anti-sway bar. Refer to "Removal and installation of anti-sway bar".
3. Inspect the pivot pin bearing. If it is worn or damaged, refer to "Pivot eye and bearing service".
4. Install the rear suspensions. Refer to Disassembly and assembly section Suspensions.
4. Inspect the brake system relay valve and hoses inside the rear axle housing for leaks. Repair leaks or damaged hoses as required.
5. Connect all automatic lubrication system hoses, electrical harnesses and clamps to the rear axle housing.
5. Inspect the hose connections at hydraulic hose manifold (4, Figure 50-16). Repair leaks or damaged hoses as required.
6. Route the wheel motor power cables and electrical harnesses through power cable mount (3, Figure 50-16) and into the rear axle housing. Clamp them in place. Install the cable grips at the power cable mount.
6. Inspect the wheel motor power cables, terminals, cable grips and clamps. Replace any cables or hardware that is worn or damaged.
7. Install the wheel motors, cables, brake lines and tires as described later in this section. 8. Connect the hoses to hydraulic hose manifold (4) on the left side of the rear axle housing.
All propulsion system power cables must be properly secured in their wood or other nonferrous cable cleats. If any clamps are cracked or broken, replace them with new parts. Inspect the cable insulation and replace the entire cable if the insulation is damaged.
20
9. Install the wheel motor cooling air exhaust duct between the wheel motors. 10. Reconnect axle air blower hose (1) to wheel motor cooling air duct (2) at the front of the rear axle housing. Tighten the hose clamps securely. 11. Open the pump shutoff valves. Service the hydraulic system.
960E-1
50 Disassembly and assembly
Removal and installation of anti-sway bar NOTE: The anti-sway bar mounting arrangement is identical at each end. Removal 1. Position the frame and the rear axle housing to allow use of a puller arrangement to remove pins (4, Figure 50-17). 2. Securely install blocking between the frame and the rear axle housing. 3. Disconnect the lubrication lines.
The anti-sway bar weighs approximately 147 kg (325 lb). Ensure that the lifting device has sufficient capacity for lifting the load. 4. Position a fork lift or attach an appropriate lifting device to anti-sway bar (1).
CEN50002-00
4. Raise the anti-sway bar into position. Push the pin through spherical bearing (8), insert the second bearing spacer, and continue pushing the pin into the other ear of the bracket. If necessary, realign the pin with the retainer capscrew hole. 5. Install capscrew (2) and locknut (3). 6. Repeat the previous steps to install the remaining pin and spacers at the opposite end of the bar. Start the pin into the bore from the rear of the frame mount. 7. Attach the lubrication lines. Pump grease into the bearing to that the line and the automatic lubrication system are operational. 8. Remove the blocking from between the frame and the rear axle housing. 9. If necessary, charge the suspensions. Refer to Testing and adjusting section Accumulators and suspensions for the proper charging procedure.
5. Remove capscrews (2) and locknuts (3) at each mount. 6. Attach a puller and remove pin (4) from each end of the anti-sway bar. 7. Remove the anti-sway bar from the mounting brackets. 8. Remove bearing spacers (6) and inspect for damage and wear. Replace if necessary. 9. If necessary, remove retainer rings (7) from the bores at both ends of the anti-sway bar and press out spherical bearings (8). 10. If the bearings are removed, inspect the bearing bores of the anti-sway bar. If the bores are damaged, repair or replace the anti-sway bar. Installation 1. If removed, press new bearings into the antisway bar and install retainer rings (7). Ensure that the retainer rings are properly seated in the grooves. 2. Install one bearing spacer (6). 3. Place pin (4) into position at the front of the frame mount. Push the pin through the spacer and rotate the pin to align the hole for capscrew (2) with the hole in the mounting structure.
960E-1
FIGURE 50-17. ANTI-SWAY BAR ASSEMBLY 1. Anti-Sway Bar 2. Capscrew 3. Lockwasher 4. Pin
5. Sleeve 6. Bearing Spacer 7. Retainer Ring 8. Spherical Bearing
21
CEN50002-00
50 Disassembly and assembly
Removal and installation of pivot pin
6. Tighten capscrews (2) to 237 Nm (175 ft lb). Tighten capscrews (1) to 2 325 Nm (1,715 ft lb).
Removal 1. Park the empty truck on a firm, level surface. Ensure that the body is resting on the frame. Block the front and rear of all tires. 2. Release all brakes. 3. Charge the rear suspensions with nitrogen until the pistons are fully extended. Refer to Testing and adjusting section Accumulators and suspensions for the proper charging procedure. 4. Place blocks or stands under each frame member beneath the hoist cylinders. 5. Release the suspensions.
nitrogen
from
the
front
6. Release the nitrogen from the rear suspensions. 7. Place a jack under pivot eye (5, Figure 50-18) to control the downward movement of the front of the axle housing.
7. Install the ground wire and the lubrication line. Pressurize the lube line to ensure that bearing (6) receives grease. 8. Charge the front suspension. Refer to Testing and adjusting section Accumulators and suspensions for the proper charging procedure. 9. Charge the rear suspensions with nitrogen until the pistons are fully extended. Refer to Testing and adjusting section Accumulators and suspensions for the proper charging procedure. 10. Release the nitrogen from the rear suspension then charge them again. 11. Move the directional control lever to PARK. 12. Remove the blocks from the wheels.
8. Disconnect the pivot eye bearing lube line. Remove the ground wire between the pivot eye and frame. 9. Remove three capscrews (2) and lockwashers. 10. Remove seven capscrews (1). Remove pin retainer (3). 11. Install a puller in tapped holes in the head of pivot pin (4). Pull out the pin. NOTE: Placement of a pry bar or jack between the mounting structure and pivot eye may be necessary to push the pivot eye downward and away from the mounting structure. Spacers (7) will fall free. Installation 1. Raise pivot eye (5) into position. 2. Ensure that the inner race of spherical bearing (6) is aligned with the pin bore. 3. Install spacers (7). Install pin (4). 4. Position pin retainer (3) by lining up capscrews (1) with the capscrew holes in the pin. Install capscrews (1). 5. Rotate the pin and pin retainer to align capscrews (2) with the holes in the frame mounting structure. Install capscrews (2) and the lockwashers.
22
FIGURE 50-18. PIVOT PIN ASSEMBLY 1. Capscrews (Pin) 2. Capscrews (Retainer) 3. Pin Retainer 4. Pivot Pin
5. Pivot Eye 6. Spherical Bearing 7. Spacers
960E-1
50 Disassembly and assembly
CEN50002-00
Pivot eye and bearing service Bearing removal 1. Remove 16 capscrews (5, Figure 50-19) and locknuts (6). 2. Remove bearing retainers (2). 3. Setup an appropriate tool to press spherical bearing (4) from pivot eye (1). 4. Inspect all parts for excessive wear and damage. Replace parts as required. Spherical bearing O.D.: 266.67 - 266.70 mm (10.4988 - 10.5000 in.) Spherical bearing I.D.: 177.77 - 177.80 mm (6.9990 - 7.0000 in.) NOTE: If bearing carrier (3) is damaged or worn, refer to "Pivot eye repair" for the repair procedure.
Bearing installation 1. Set up an appropriate tool to press spherical bearing (4) into pivot eye (1). Ensure that the bearing is centered and properly installed in the pivot eye to allow proper lubrication. 2. Install bearing retainers (2) using capscrews (5) and locknuts (6). Tighten the capscrews to the standard torque.
FIGURE 50-19. PIVOT EYE BEARING INSTALLATION 1. Pivot Eye 2. Bearing Retainer 3. Bearing Carrier
960E-1
4. Spherical Bearing 5. Capscrew 6. Locknut
23
CEN50002-00
50 Disassembly and assembly
5. Setup an appropriate tool to press the bearing carrier into the pivot eye bore.
Pivot eye repair
The pivot eye weighs approximately 385 kg (850 lb). Ensure that the lifting device has sufficient capacity for lifting the load.
NOTE: With parts of the correct size, the fit of the bearing carrier into the pivot eye bore may be 0.025 0.080 mm (0.001 - 0.003 in.) interference fit. Freezing the bearing carrier will ease installation.
1. Attach an appropriate lifting device to pivot eye (4, Figure 50-20). 2. Remove capscrews (2) and flat washers (3). Remove pivot eye (4) from rear axle housing (1).
The lubrication groove in the outer diameter of the bearing carrier must be aligned with the lubrication fitting hole in the pivot eye. 6. Press the bearing carrier into the bore. Ensure that the carrier is pressed fully into the pivot eye bore and flush with the sides to allow proper lubrication. 7. Install spherical bearing (4, Figure 50-19) into the pivot eye. Refer to "Bearing installation". 8. Ensure that the mating surfaces of rear axle housing (1, Figure 50-20) and pivot eye (4) are clean and not damaged.
FIGURE 50-20. PIVOT EYE ATTACHMENT 1. Rear Axle Housing 2. Capscrew
3. Flat Washer 4. Pivot Eye
9. Attach an appropriate lifting device to pivot eye (4). Lift the pivot eye into position on the front of the rear axle housing. Insert several capscrews (2) and flat washers (3) to align the parts. Remove the lifting device. 10. Install the remaining capscrews and flat washers. Tighten the capscrews alternately until the pivot eye is properly seated, then tighten the capscrews to 2 630 ± 263 Nm (1,940 ± 194 ft lb).
3. Setup an appropriate tool to press the bearing carrier out of the pivot eye bore. Bearing carrier I.D. (new): 266.660 ± 0.013 mm (10.4984 ± 0.0005 in.) Bearing carrier O.D. (new): 292.160 ± 0.013 mm (11.5023 ± 0.0005 in.)
4. Inspect the pivot eye bore for excessive wear and damage. Replace the pivot eye if necessary. Pivot eye bore (new): 292.023 ± 0.013 mm (11.4969 ± 0.0005 in.)
24
960E-1
50 Disassembly and assembly
CEN50002-00
Removal and installation of wheel motor
Removal
Preparation
NOTE: If suitable equipment is available to lift the wheel motor assembly from the axle housing, it is not necessary to remove the dump body. The equipment used must be capable of lifting and ing the weight of the complete wheel motor assembly. It must also be mobile and capable of aligning the wheel motor with the axle housing mounting flange during installation. If the wheel motor must be removed by use of a crane or overhead hoist, refer to Disassembly and assembly section Body and structures, for dump body removal instructions.
Read and observe the following instructions before attempting any repairs on propulsion system components.
•
Do not step on or use any power cable as a hand hold when the engine is running.
•
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 that 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 area of the wheel motors, and possibly the electrical cabinet and retarding grids. Refer to the shutdown procedure in Index and foreword section Operating instructions to ensure that the electrical system is properly discharged before repairs are started.
1. Block up the truck and remove the rear wheels. Refer to "Removal and installation of rear wheel". NOTE: Ensure that additional capscrews have been installed to provide for the wheel motor transmission housing while the rear tires are removed. 2. If equipped, close the pump shutoff valves at the hydraulic tank. 3. Remove the drain plugs at the bottom of the rear brake assemblies. Drain the oil from the disc brakes into a suitable container. 4. Disconnect the brake system cooling lines and apply lines at each brake assembly backplate. Cap and plug the hoses and ports. 5. Remove the clamps that secure the brake hoses to the spindles. NOTE: For access to components inside the rear axle housing, the rear hatch can be opened and the top cover can be removed. 6. Disconnect and cap the supply lines to the parking brake on each wheel motor. 7. Remove the wheel motor cooling air exhaust duct from between the wheel motors. 8. Disconnect all wheel motor power cables and electrical harnesses at their terminals. Remove the cable clamps and pull the cables and harnesses from the rear axle housing. 9. Tie up any cables and hoses as necessary to prevent damage during wheel motor removal.
960E-1
25
CEN50002-00
50 Disassembly and assembly
Cleaning and inspection
Each complete wheel motor assembly weighs approximately 18,500 kg (40,800 lbs). Ensure that the lifting device is capable of handling the load safely. 10. Attach lifting device to wheel motor assembly. Do not allow the lifting device to the brake housing. 11. Remove capscrews (1, Figure 50-21) and hardened washers (2) that secure the wheel motor to the rear axle housing.
1. Thoroughly clean the capscrew holes and mounting faces of the rear axle housing and the wheel motor. Re-tap the holes if the threads are damaged. 2. Check the wheel motor mounting faces for nicks, scratches and other damage. Inspect all welds and repair them as necessary. 3. Inspect the brake system relay valve and hoses inside the rear axle housing for leaks. Repair leaks or damaged hoses as required. 4. Inspect the wheel motor power cables, terminals, cable grips and clamps. Replace any cables or hardware that is worn or damaged.
12. Move the wheel motor assembly out of the axle housing. Be careful not to damage the brake hoses if they were not removed previously. 13. Refer to the appropriate GE service information for wheel motor repair instructions.
FIGURE 50-21. WHEEL MOTOR REMOVAL 1. Capscrews 2. Hardened Washers
26
All propulsion system power cables must be properly secured in their wood or other nonferrous cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace entire cable if insulation is damaged.
High tightening force is required on wheel motor mounting capscrews. Repeated tightening will cause capscrew material to fatigue and break. Do not reuse wheel motor mounting capscrews and washers more than twice after original installation. The mounting hardware must be replaced after the third use.
960E-1
50 Disassembly and assembly
The following method is suggested to control the "3 - Use" maximum:
CEN50002-00
Installation
1. Punch mark the capscrew heads with a center punch after each tightening as follows: • Initial Installation . . . . . . . . . . . . . . . . Zero marks • Second Installation . . . . . . . . . .One punch mark • Third Installation. . . . . . . . . . . . Two punch marks 2. Before installation, inspect each capscrew for any defects and check the number of punch marks. 3. Replace capscrews and washers if two punch marks are evident. Do not reuse the capscrews if any defect is suspected. Hardware showing signs of rust, corrosion, galling, or local yielding on any seat or thread surfaces should be replaced. Replace the mounting hardware if the truck was operated with the wheel motors in a loose t condition. Replace wheel motor mounting hardware with original Komatsu parts. NOTE: The hardened washers used in this application are punched during the manufacturing process. Therefore, they must be assembled with the punch lip away from head of the mounting capscrews to prevent damage to the fillet between capscrew head and shank. Refer to Figure 50-22.
The wheel motors must be properly aligned before installing them into the axle housing. The wheel motor has markings which help determine installation orientation. Two sets of dimples are located at the 3 o’clock and 9 o’clock positions. A centerline symbol marks the 12 o’clock position of the wheel motor. Refer to Figure 50-24. The axle housing also contains dimples at the 3 o’clock and 9 o’clock positions next to the wheel motor mounting rings. Refer to Figure 50-23. When installing the wheel motors, ensure the markings on both components line up. The top capscrew hole on the axle housing may also be determined by counting the holes in between the two sets of punch marks. The top hole on the axle housing should line up with the “CL” stamping on the wheel motor.
Punch Marks
FIGURE 50-22. MOUNTING HARDWARE 1. Washer 2. Capscrew
960E-1
FIGURE 50-23. AXLE HOUSING DIMPLE MARKINGS
27
CEN50002-00
50 Disassembly and assembly
FIGURE 50-24. WHEEL MOTOR DIMPLE MARKINGS
1. Install two guide pins 180 degrees apart in the rear axle housing.
Each complete wheel motor assembly weighs approximately 18,500 kg (40,800 lbs). Ensure that the lifting device is capable of handling the load safely. 2. Lift the wheel motor into position on the rear axle housing. Ensure that all cables and lines are clear before installation. If the brake system hoses have not been removed, guide the hoses through the spindle holes during installation. 3. Install lubricated capscrews (1, Figure 50-21) and flat washers (2) to secure the wheel motor to the rear axle housing. Snug all capscrews until the wheel motor is seated against the axle housing flange at all points. Tighten alternating capscrews 180 degrees apart to 2 007 Nm (1,480 ft lbs). 4. Connect all power cables and electrical harnesses to their appropriate locations on the wheel motor.
28
All propulsion system power cables must be properly secured in their wood or other nonferrous cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace the entire cable if insulation is damaged. 5. Connect the brake apply line to the port on the brake assembly back plate. 6. Install the brake cooling hoses with new Orings. 7. Use Uniseal 310S Sealant to seal the gap around the brake cooling hoses where cooling hoses through spindle holes. Install the clamps. NOTE: Uniseal 310S Sealant comes as a 2-inch wide x 1/8 inch thick x 120 inch long roll and can be ordered from: Uniseal 1800 W. Maryland Street Evansville, IN 47712
960E-1
50 Disassembly and assembly
CEN50002-00
NOTE: Brake system hoses must be sealed where they through axle spindle holes to prevent cooling air loss.
12. Check the hydraulic tank oil level before and after engine startup and the brake bleeding procedure. Service as necessary.
8. Attach the parking brake supply lines to the parking brake on each wheel motor.
13. Bleed any trapped air from the brake apply line. Refer to Testing and adjusting section Brake system.
9. Install the wheel motor cooling air exhaust duct between the wheel motors. 10. If equipped, fully open all shutoff valves in the pump suction lines. The valves are fully open when the valve handle is in line with the hose.
14. Remove the temporary capscrews that were previously installed in wheel motor transmission housing mounting flange. 15. Install the tires and rims. Refer to "Removal and installation of rear wheel". 16. Raise the truck and remove the stands. Lower the truck and remove the jack.
Serious pump damage will occur if any shutoff valve is not fully open when the engine is started. 11. Fill the hydraulic tank with clean type C-4 Check the wheel motor oil level. Rotate a magnetic plug to the 6 o’clock position and remove the plug. The oil level should be even with the bottom of the plug opening. Refer to Figure 5025. Fill the wheel motor as necessary.
FIGURE 50-25. WHEEL MOTOR OIL LEVEL
960E-1
29
CEN50002-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50002-00
30
960E-1
CEN50003-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Brake system Removal and installation of brake valve ............................................................................................................... 3 Disassembly and assembly of brake valve ........................................................................................................... 4 Removal and installation of dual relay valve ........................................................................................................11 Disassembly and assembly of dual relay valve .................................................................................................. 13 Removal and installation of brake manifold ........................................................................................................ 15 Disassembly and assembly of brake manifold.................................................................................................... 16 Removal and installation of brake accumulator .................................................................................................. 17 Disassembly and assembly of brake accumulator.............................................................................................. 18 Disassembly and assembly of wheel brake ........................................................................................................ 21 Removal and installation of parking brake .......................................................................................................... 33 Disassembly and assembly of parking brake...................................................................................................... 35
960E-1
1
CEN50003-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50003-00
Removal and installation of brake valve Removal NOTE: If the brake valve is to be removed from the truck, additional equipment will be required as outlined in the disassembly and assembly procedures. 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 depressurize the steering accumulators and the brake accumulators. 1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 2. Open bleed down valves (1, Figure 50-1) and (3) to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and apply the service brake pedal. The service brake light should not come on.
FIGURE 50-1. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
4. Close the bleed down valves by rotating them clockwise. 5. Remove the access at the front of the operator cab. 6. Tag and remove all hydraulic lines from the brake valve. Plug all lines and ports to prevent possible contamination. Remove all valve fittings except the fitting at port “PX”. 7. Disconnect the retarder pedal harness. 8. Remove capscrews (1, Figure 50-2) and lockwashers (2) that secure brake valve (3) to the mounting structure. 9. Slide the brake valve assembly downward and remove it from the cab. Move the brake valve assembly to a clean work area for disassembly.
FIGURE 50-2. BRAKE VALVE REMOVAL 1. Capscrews 2. Lockwashers
960E-1
3. Brake Valve Assembly
3
CEN50003-00
Installation 1. Place brake valve assembly (3, Figure 50-2) into position in the cab and secure it with capscrews (1) and lockwashers (2). Tighten the capscrews to the standard torque. 2. Remove the plugs from the brake valve assembly and hydraulic lines. Install all fittings and connect the lines securely to the brake valve assembly. 3. Connect the retarder pedal harness to the truck harness. 4. With the engine off and the key switch OFF, open both brake accumulator bleed down valves (1, Figure 50-1) and (3). Precharge both brake accumulators to 9650 kPa (1400 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. NOTE: For best performance, charge the accumulators in the temperature conditions that the vehicle is expected to operate in. During the precharge, allow the temperature of the nitrogen gas to come into equilibrium with the ambient temperature. 5. Close both accumulator bleed down valves after the accumulators have been properly charged. 6. Before checking the brake valve operation, the steering accumulators must have the proper nitrogen precharge. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 7. Start the engine. Partially apply the brakes and open the supply plug at each wheel to the bleed air from brake lines and brakes. Close the supply plug after the bubbles disappear. Refer to Tesing and adjusting section Brake system for additional information on bleeding the brakes. 8. Check for oil leaks at the brake valve.
50 Disassembly and assembly
Disassembly and assembly of brake valve Disassembly 1. If not already removed, remove electronic retarder pedal (16, Figure 50-3) from the brake pedal by removing pivot shaft (8). 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. 2. Match mark each section of the brake valve before disassembly. 3. Drain the oil from all ports of the brake valve by rotating the valve over a suitable container. 4. Secure the brake valve in an upright position in a vice. 5. Remove brake pedal actuator (17) by removing retainer clips (2), then removing pivot shaft (3) with a punch and hammer. 6. Remove four button head allen screws (3, Figure 50-4) that secure boot retainer plate (4). 7. Remove boot retainer plate (4), boot (2), and actuator cap (1) as an assembly by grasping the boot and gently lifting it from the valve body. 8. Remove capscrews (31, Figure 50-5) and plate (30). 9. Remove and discard O-ring (22) and face seals (23). 10. Loosen the locknuts on actuator plunger (2). Loosen the socket head capscrew from adjustment collars (1). 11. Unscrew and remove the adjustment collars. 12. Remove two socket head capscrews (5, Figure 50-4) that retain actuator base (6) to the valve body. 13. Remove the actuator base from the valve body. 14. Remove the controller from the vice.
4
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-3. BRAKE VALVE WITH RETARD PEDAL 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft 4. Bushings 5. Shims 6. Retainer Clip 7. Nylon Bearing 8. Pivot Shaft
960E-1
9. Shim 10. Jam Nut 11. Capscrew 12. Pedal Structure 13. Pad 14. Nut 15. Capscrew 16. Electronic Retarder Pedal
17. Brake Pedal Actuator 18. Spring Pivot (Lower) 19. Spring 20. Spring Pivot (Top) 21. Set Screw 22. Jam Nut
5
CEN50003-00
50 Disassembly and assembly
18. Remove O-ring (25) from the counterbore in the base of the valve body. Discard the O-ring. 19. With the controller upright on the work bench, hold the valve with one hand and push "B1" actuator plunger (2) down with the other hand until regulator sleeve (14) becomes loose. 20. Repeat the Step 19 to loosen the "B2" regulator sleeve. 21. Turn the valve on its side on the work bench and remove both regulator sleeves (14) from the valve body. 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) and (6) are also different in the "B1" and "B2" bores. 22. Remove regulator spools (8), reaction plungers (16) and (17), and spool return springs (15) from regulator sleeves (14). FIGURE 50-4. ACTUATOR CAP & BOOT 1. Actuator Cap 2. Boot 3. Capscrew 4. Retainer Plate
5. Capscrew 6. Actuator Base 7. Threaded Insert
23. Remove plunger return springs (4), regulator springs (5) and (6), and spring seats (7) from the valve body. 24. Remove 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.
15. Remove four capscrews (29, Figure 50-5) and washers (28) from the base of the valve.
25. Remove Glyde ring assembly (3) from the actuator plunger.
16. Remove base plate (27).
26. Remove O-rings (10), (12), and (13), and teflon backup rings (9) and (11) from the regulator sleeves. Discard the O-rings and backup rings.
17. With the valve upright, retaining plug (26) should fall out. If the plug does not fall out, lightly tap the valve body to dislodge the plug. NOTE: Spools (8), reaction plungers (16) and (17), and spool return springs (15) may fall out at this time. Keep the parts separate so they can be installed in the same bores from which they were removed. "B1" reaction plunger (16) is larger than "B2" reaction plunger (17).
6
27. Remove wiper seals (18), poly-pak seals (20), and orange backup rings (19) from the actuator section of the valve. Discard the seals and backup rings.
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-5. BRAKE VALVE COMPONENTS 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
960E-1
9. Backup Ring 10. O-Ring 11. Backup 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. Backup Ring 20. Poly-Pak Seal 21. Valve Body 22. O-Ring 23. Face Seals 24. Set Screw Orifice Plug
25. O-Ring 26. Retaining Plug 27. Base Plate 28. Washer 29. Capscrew 30. Plate 31. Capscrew
7
CEN50003-00
Cleaning and inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect plunger (2, Figure 50-5) 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. 3. Place regulator 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. 4. Inspect each spring carefully for cracks and 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 threaded inserts (7, Figure 50-4) in actuator base (6). 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 the components protected from contamination.
50 Disassembly and assembly
Assembly Actuator base threaded inserts 1. If any threaded inserts (7, Figure 50-4) were removed from actuator base (6), position the actuator base upside down on the work bench and it directly under each of the four 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. To avoid breaking the base, make sure that the base is ed. 3. Thoroughly clean the actuator base and set it aside. Boot and cap 4. Examine boot (2) for any cracks, tears, or other damage. If damage is evident, the boot must be replaced. 5. If damaged, remove the boot from actuator cap (1) and discard the old boot. Thoroughly clean the sides of the cap by using a knife or suitable scraper to scrape the lip where the cap s the boot. Clean the cap thoroughly to remove all adhesive or particles of the old boot. 6. 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. The rounded ends must not be sealed to allow the boot to “breathe”. 7. Carefully position the cap into the new boot groove. Wipe off any excess glue. 8. Position the boot so that it conforms to the contour of the cap, then set it aside. The adhesive requires about 30 minutes to cure.
8
960E-1
50 Disassembly and assembly
CEN50003-00
Regulator sleeve O-Ring installation
Valve body seal installation 9. Install poly-pak seal (3, Figure 50-6) 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. 10. Make sure that the internal O-ring is still seated inside the poly-pak seal and did not get dislodged during installation. Position the polypak seal to the bottom of the groove. 11. Install orange backup ring (4) on top of the polypak seal. Start it by hand and then continue to work into the groove either by hand or by using an O-ring installation tool. 12. Install wiper seal (5) in the top counterbore. Position the seal in the groove so that the lip is facing up toward the actuator. 13. Repeat Steps 9 - 12 for the second bore.
14. Install O-ring (2, Figure 50-7) onto the smallest groove (on the top) of 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. 15. Install split nylon backup ring (4) onto each side of O-ring (5) located in the middle of the regulator sleeve. 16. Install one split nylon backup ring behind O-ring (2) located at the top end of the sleeve. (This Oring is the smallest of the three O-rings.) Position the backup ring so that it is next to the top of the regulator sleeve. The top of the sleeve is the end with the smallest outside diameter. 17. Repeat Steps 14 - 16 for the second regulator sleeve.
FIGURE 50-7. SLEEVE SEAL PLACEMENT 1. Backup Ring 2. O-Ring 3. Regulator Sleeve
4. Backup Ring 5. O-Ring 6. O-Ring
FIGURE 50-6. VALVE BODY SEAL INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Poly - Pak Seal
960E-1
4. Backup Ring 5. Wiper Seal 6. Actuator Base
9
CEN50003-00
50 Disassembly and assembly
Actuator plunger O-ring installation 18. Install an O-ring (3, Figure 50-5) into the O-ring groove located at the large diameter end of actuator plunger (2). 19. Install a split Glyde ring (3) over the O-ring. Twist and squeeze the split Glyde ring into a small circle before installing it to ensure a tight fit over the O-ring. 20. Repeat Steps 18 and 19 for the second plunger. Assembly of valve
23. Install the plunger return spring (4), regulator springs (5) and (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. 24. Lightly lubricate regulator spool (8). 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 outside diameter.
NOTE: Start with either side (circuit) of the valve and build that side complete through Step 24 before starting on the other side (circuit). Be careful to assemble components into the circuit from which they were removed.
25. Push the spool lightly through the sleeve. The spool must move freely and smoothly the entire length of the sleeve. If it cannot, the spool must be replaced. Never replace just the spool or sleeve. They must be replaced as a matched set.
21. Lightly lubricate actuator plunger Glyde ring (3, Figure 50-5). Install “B1” actuation plunger (2) into the “B1” circuit.
26. Remove the spool from sleeve before installing the sleeve into the valve body.
NOTE: 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. It may be necessary to work Glyde ring (3, Figure 508) past sharp edges (4) in valve body (2) to prevent damage to the seal. Ensure that the actuation plunger (1) is completely seated and bottomed. 22. Repeat Step 21 for the “B2” actuation plunger.
27. Lightly lubricate O-rings (10), (12) and (13) on the regulator sleeve. 28. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure that the spring seat is correctly seated in the regulator spring before installing the regulator sleeve assembly. Push the sleeve into the bore until the sleeve retaining flange at the base of the sleeve s the valve body. 29. Install spool return spring (15) into regulator spool (8). 30. Insert reaction plunger (16) or (17) into the regulator spool. 31. Install regulator spool (8) into regulator sleeve (14). 32. Repeat Steps 24 - 31 for the second circuit. 33. Lightly lubricate large retainer plate O-ring (25) and install it into the counterbore in the bottom end of the valve. 34. Install retainer plug (26) into the counterbore on the bottom of the valve. Make sure that the steps on the retainer plug are facing the counterbore or toward the top of the valve.
FIGURE 50-8. GLYDE RING INSTALLATION 1. Actuator Plunger 2. Valve Body
10
3. Glyde Ring 4. Sharp Edges
35. Install base plate (27) on top of the retainer plug. Tighten four allen screws (29) evenly, alternating diagonally, in order to evenly seat the regulator sleeve assembly. Then tighten the screws to a final torque of 16 - 17 Nm (140 - 150 in lb).
960E-1
50 Disassembly and assembly
36. Using a new O-ring (22) and seal (28), install plate (30) on valve body. 37. Install actuator base (6, Figure 50-4) on top of the valve. Position the actuator base properly for correct port direction. Install and tighten two socket head capscrews (5) to 20 - 21 Nm (180 190 in lb). 38. Screw adjustment collars (1, Figure 50-5) onto the top of actuator plungers (2). Screw them all the way down until they bottom on the threads. Brake pedal actuator to brake valve installation
CEN50003-00
Removal and installation of dual relay valve Removal
Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down the steering and brake accumulators.
39. Install jam nut (22, Figure 50-3) and set screw (21) into brake pedal actuator (17).
1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions.
40. Insert nylon bushings (4) into the brake pedal actuator.
2. Open bleed down valves (1, Figure 50-9) and (3) to depressurize the brake accumulators.
41. Install one retainer clip (2) to one end of pivot shaft (3).
3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and apply the service brake pedal. The service brake light should not come on.
42. Align pedal structure (12) with brake valve (1) and partially insert pivot shaft (3). Move the pedal structure to the “B2” side of the valve and insert shims (5) between the pedal structure and the brake valve ear to fill the gap. Fully insert the pivot shaft. Install the remaining retainer clip.
4. Close the bleed down valves by rotating them clockwise.
43. Assemble spring assembly (19) and install the complete assembly onto the brake pedal actuator as shown.
Install the spring assembly with the larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly. NOTE: When the pedal is adjusted properly, the spring assembly will not interfere with pedal travel. Retard pedal to brake pedal installation 44. Install nylon bearings (7) in retard pedal (16). 45. Install retard pedal (16) onto brake pedal actuator (17) with pivot shaft (8). Install two retainer clips (6). 46. With jam nut (10) loose, adjust capscrew (11) until the roller on the retard pedal just s the brake pedal actuator. Tighten jam nut (10).
FIGURE 50-9. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake) NOTE: Follow Steps 2 and 3 to remove the front brake circuit dual relay valve or Steps 4 through 7 to remove the rear brake circuit dual relay valve.
960E-1
11
CEN50003-00
50 Disassembly and assembly
Front brake circuit
Rear brake circuit
5. Tag and remove all hydraulic lines from dual relay valve (1, Figure 50-10). Plug all lines and ports to prevent possible contamination.
7. Open the access hatch on the rear axle housing. Remove the capscrews that secure the duct tube to the axle housing. Remove the tube.
6. Remove two capscrews and washers that secure the valve to the rear wall of the hydraulic brake cabinet. Remove the valve and move it to a clean work area for disassembly.
8. Remove the wheel motor cooling air exhaust duct from between the wheel motors. 9. Tag and remove all hydraulic lines from dual relay valve (1, Figure 50-11). Plug all lines and ports to prevent possible contamination. 10. Remove two capscrews and washers that secure the valve to the mounting bracket. Remove the valve and move it to a clean work area for disassembly.
FIGURE 50-11. DUAL RELAY VALVE REAR BRAKE CIRCUIT 1. Dual Relay Valve FIGURE 50-10. DUAL RELAY VALVE FRONT BRAKE CIRCUIT Installation 1. Dual Relay Valve
1. Install the dual relay valve in the hydraulic brake cabinet (front brake circuit) or rear axle housing (rear brake circuit). Install the two mounting capscrews and lockwashers to secure the valve. Tighten the capscrews to the standard torque. 2. Unplug all hoses and fittings and attach the hoses to the proper valve ports. 3. Start the engine and check for leaks and proper brake operation. Shut off the engine. 4. For the rear brake circuit dual relay valve, reinstall the wheel motor cooling air duct between the wheel motors. Reinstall the tube in the axle access opening and close the hatch.
12
960E-1
50 Disassembly and assembly
CEN50003-00
Disassembly and assembly of dual relay valve Disassembly
The parts installed in the valve body for the “B1” and “B2” bores are identical. However, the parts must not be interchanged between the two bores. 1. Thoroughly clean the valve to remove any dirt accumulation. Drain the oil from all valve ports by rotating the valve over a suitable container. 2. Use a felt tip pen to mark manifold body (1, Figure 50-12) and valve body (2) to ensure correct reassembly. NOTE: As the valve is disassembled, lay out the parts in the order of disassembly. Note the valve body bore from which the parts are removed. The parts must be reinstalled in the same bore from which they are removed. 3. Secure the valve in an upright position in a vice. 4. Remove two socket head capscrews (3) that hold manifold body (1) to valve body (2). Remove the manifold body and discard O-rings (18). 5. Remove plungers (16) and sleeves (17). 6. Remove the controller from the vice. 7. Remove four capscrews and washers (7) from the base of the valve. 8. Remove sleeve retainer (6). 10. With the valve upright, plug (5) should fall out. If not, tap the valve body lightly to dislodge it. 11. Remove spools (12), reaction plungers (8) and spool return springs (11). Keep the parts separate so they can be installed in the same spool from which they were removed. 12. Remove and discard packing (4) from the counterbore in the base of the valve body. 13. Turn the valve on its side on the work bench and remove sleeves (9) from the valve body. 14. Remove and discard seal (10), O-rings (22) and (24), and backup rings (21) and (23). 15. Remove spring seats (13) and (15) and regulator springs (14).
960E-1
FIGURE 50-12. DUAL RELAY VALVE 1. Manifold Body 2. Valve Body 3. Capscrew 4. Packing 5. Plug 6. Sleeve Retainer 7. Capscrews & Washers 8. Reaction Plunger 9. Sleeve 10. Seal 11. Spool Spring 12. Regulator Spool
13. Lower Spring Seat 14. Regulator Spring 15. Upper Spring Seat 16. Plunger 17. Sleeve 18. O-Ring 19. Plug 20. Backup Ring 21. O-Ring 22. Backup Ring 23. O-Ring
13
CEN50003-00
Cleaning and inspection 1. Clean all metal parts with solvent and air dry. 2. Apply a light film of type C-4 hydraulic oil to plungers (16, Figure 50-12) and insert them into sleeves (17). The sleeves must slide smoothly and freely in the sleeve bores. If the parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and plunger. 3. Apply a light film of oil to regulator spools (12) and slide them into sleeves (9). The spools must slide smoothly and freely in the sleeve bores. If the parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and spool. 4. Inspect each spring carefully for cracks and breaks. Any spring with a crack or break must be replaced. If the valve was not reaching the proper regulated pressure, replace the regulator springs. 5. Lubricate all parts with a thin coat of clean type C-4 hydraulic oil. Take care to keep the components protected from contamination.
Assembly 1. Install sleeves (17, Figure 50-12) in the bores in the top of valve body (2). 2. Install plungers (16) in the sleeves as shown in Figure 3-10. 3. Apply a film of oil to O-rings (18) and position them in the grooves on top of the valve body. 4. Position manifold body (1) on valve body (2) by aligning the marks that were made during disassembly. 5. Secure the manifold to the valve body with two socket head capscrews (20). Tighten the capscrews finger-tight only. 6. Preassemble upper spring seat (15), spring (14) and lower spring seat (13). Insert this assembly into the bore from the bottom of the valve. Make sure that the upper spring seat is positioned against plunger (16). Repeat for the other bore.
14
50 Disassembly and assembly
7. Install sleeve packing seal (10). Refer to Details “A” and “B” in Figure 50-12 and install O-rings (22) and (24) and backup rings (21) and (23) in the grooves of sleeve (9). 8. Apply a light film of oil to the sleeve seals. Carefully push sleeves (9) into their respective bores in the valve body until the flange at the base of each sleeve s the valve body. 9. Preassemble regulator spool (12) as follows: a. Insert spool springs (11) into the spool bore. b. Insert reaction plungers (8) into the spool bores and springs. 10. Install the regulator spool assemblies into their respective sleeve bores. The spherical end must be inserted toward the spring seat. Push them into the bore until is made with the lower spring seat. 11. Install sleeve retainer plug packing (4) in the valve body. 12. that spring seats (13) and (15) are positioned properly in regulator springs (14) and that reaction plunger (8) slides smoothly in its bore. Install retaining plug (5) in the valve body counterbore. 13. Position sleeve retainer (6) on the valve body. Install four capscrews and washers (7). Tighten the capscrews evenly to properly seat plug (5) in the counterbore. Then tighten the capscrews to a final torque of 16 - 17 Nm (140 - 150 in lb). 14. Tighten two capscrews (3) that hold manifold body (1) to valve body (2) to 20 - 21 Nm (180 190 in lb). 15. Install plugs (19) in the manifold body ports. Tighten the larger plugs to 31 - 34 Nm (275 300 in lb). Tighten the smaller plugs (installed in the “TC1” and “TC2” ports) to 10 - 11 Nm (90 100 in lb).
960E-1
50 Disassembly and assembly
CEN50003-00
Removal and installation of brake manifold Removal NOTE: If the brake manifold is leaking oil, an O-ring or cartridge can be replaced without removing the manifold from the truck. Refer to "Disassembly and assembly of brake manifold".
Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down the steering and brake accumulators. 1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 2. Open bleed down valves (1, Figure 50-13) and (2) to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and applying the service brake pedal. The service brake light should not come on. 4. Close the bleed down valves by rotating them clockwise. NOTE: If the manifold must be removed from the truck, disconnect only the hydraulic lines and wires that are necessary to allow removal. 5. Disconnect and plug all necessary lines and ports to prevent possible contamination. 6. Remove the mounting hardware and move the brake manifold to a clean work area for disassembly.
FIGURE 50-13. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Accumulator Bleed Down Valve (Front Brake) 3. Check Valve 4. Pressure Reducing Valve 5. Auto Apply Sequence Valve 6. Check Valve 7. Load Shuttle Cartridge 8. Hot Oil Cartridge 9. Check Valve 10. Brake Lock Solenoid Valve 11. Parking Brake Solenoid Valve 12. Auto Apply Solenoid Valve
Installation 1. Place the brake manifold into position in the hydraulic brake cabinet. Install and tighten the mounting hardware to the standard torque. 2. Remove all plugs and connect all lines and electrical connections to the proper locations. 3. Start the engine. Check for leaks and for proper operation. 4. Shut off the engine and make sure that the hydraulic tank is filled to the proper level.
960E-1
15
CEN50003-00
Disassembly and assembly of brake manifold Disassembly 1. Mark all plugs, valves and cartridges before removal to ensure proper assembly. 2. Remove the plugs, valves and cartridges as needed. NOTE: Check valve (3, Figure 50-12) and reducing valve (4) both have an orifice disc located below them. The two orifices are different sizes. Therefore, it is very important to properly match each orifice with the correct installation location.
50 Disassembly and assembly
5. Before installing check valves (3), (6), and (9), or reducing valve (4), refer to Figure 50-14 for proper orifice disc installation. The orifice discs must be installed in the direction shown for proper operation. • Check valve orifice - 1.58 mm (0.062 in.) • Reducing valve orifice - 2.54 mm (0.100 in.) 6. Install all remaining cartridges in the bores from which they were removed (See Figure 50-13). Tighten each cartridge to 34 - 36 Nm (25 - 27 ft lb).
3. Clean all parts with an approved cleaning solution. 4. Blow all parts dry with pressure air and protect them from dust and any foreign matter until installation. 5. Replace all O-rings and any other items that are 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. NOTE: Do not overtighten any cartridges and valves. Damage to the cartridge may occur. 3. Install auto apply solenoid valve (12, Figure 5013). Tighten the cartridge to 25 - 27 Nm (18 - 20 ft lb). Tighten the solenoid nut to 5 - 7 Nm (4 - 5 ft lb). 4. Install brake lock solenoid valve (10) and parking brake solenoid valve (11). Tighten the cartridges to 34 - 36 Nm (25 - 27 ft lb). Tighten the solenoid nut to 7 - 9 Nm (5 - 7 ft lb).
16
FIGURE 50-14. ORIFICE INSTALLATION 1. Cartridge 2. Brake Manifold
3. Cavity 4. Orifice Disc
960E-1
50 Disassembly and assembly
CEN50003-00
Removal and installation of brake accumulator Removal 1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 2. Open bleed down valves (1, Figure 50-13) and (2) to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and apply the service brake pedal. The service brake light should not come on. 4. Close the bleed down valves by rotating them clockwise. 5. Remove protective cover (3, Figure 50-15) from the charging valve guard on top of the accumulator. 6. Install a charging valve kit onto the accumulator charging valve. Use the charging kit to release nitrogen from the accumulator that is to be removed. Refer to Disassembly and assembly section General information for more information. 7. Disconnect oil line (6) from the bottom hydraulic port. Cap the port and hose fitting to prevent contamination. 8. Attach a lifting device to accumulator.
FIGURE 50-15. BRAKE SYSTEM ACCUMULATORS 1. Rear Brake Circuit Accumulator 2. Front Brake Circuit Accumulator 3. Protective Cover
4. Charging Valve 5. Mounting Clamps 6. Oil Lines 7. Mounting Bracket 8. R.H. Frame Rail
Installation Each accumulator weighs approximately 100 kg (220 lb). Ensure that the lifting device has adequate capacity for handling the load. 9. Remove accumulator mounting clamps (5) and lift the accumulator off the mounting pad. Move the accumulator to a clean work area.
1. Position the accumulator on mounting bracket (7, Figure 50-15) with warning label visible. 2. Install mounting clamps and hardware. Tighten capscrews to standard torque. 3. Install oil line (6) at bottom (hydraulic) port. 4. Precharge the accumulator to 690 - 827 kPa (100 - 120 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 5. Install protective cover (3) over charging valve on top of accumulator.
960E-1
17
CEN50003-00
50 Disassembly and assembly
Disassembly and assembly of brake accumulator Disassembly 1. Secure accumulator shell (10, Figure 50-17) with a chain wrench or similar device to prevent rotation during disassembly. 2. Remove cap (14). that the nitrogen has been released and remove charging valve (11). Remove bleed plug (2) from hydraulic port assembly (1). 3. Use a spanner wrench to remove locking ring (3) from the hydraulic port assembly. Use an adjustable wrench on the flats of the hydraulic port assembly to prevent the port assembly from rotating. 4. Remove spacer (4) as shown in Figure 50-16. Then push the hydraulic port assembly into the shell.
FIGURE 50-16. SPACER REMOVAL
5. Insert a hand into the accumulator shell and remove O-ring backup (5), O-ring (6) and metal backup washer (7). 6. Separate anti-extrusion ring (8) from the hydraulic port. FIGURE 50-17. ACCUMULATOR ASSEMBLY 1. Hydraulic Port Assembly 2. Bleed Plug 3. Locking Ring 4. Spacer 5. O-Ring Backup 6. O-Ring 7. Metal Backup Washer
18
8. Anti-Extrusion Ring 9. Bladder Assembly 10. Shell 11. Charging Valve 12. O-Ring 13. Locknut 14. Protective Cap 15. Port Protector*
960E-1
50 Disassembly and assembly
7. Fold the anti-extrusion ring and remove it from the shell as shown in Figure 50-18.
CEN50003-00
11. Fold the bladder and pull it out of the bottom of the accumulator shell using a twisting motion as shown in Figure 50-20. A cloth may keep your hand from slipping due to the oil film on the bladder.
FIGURE 50-18. ANTI-EXTRUSION RING
8. Remove the hydraulic port from the shell as shown in Figure 50-19.
FIGURE 50-20. BLADDER REMOVAL
Cleaning and inspection 1. All metal parts should be cleaned with a cleaning agent. 2. Seals and soft parts should be wiped clean. 3. Inspect the hydraulic port assembly for damage. Check the poppet plunger to see that it spins freely and functions properly. 4. Check the anti-extrusion ring and soft seals for damage and wear. Replace all worn or damaged seals with original equipment seals.
FIGURE 50-19. HYDRAULIC PORT REMOVAL
9. At the opposite end of the accumulator assembly, remove locknut (13, Figure 50-17) from the bladder valve stem.
5. After the shell has been cleaned with a cleansing agent, check the inside and outside of the shell. Pay special attention to the area where the gas valve and hydraulic assembly through the shell. Any nicks or damage in this area could destroy the accumulator bladder or damage new seals. If this area is pitted, consult your Komatsu service manager.
10. Reach inside the shell at the hydraulic port end and compress the bladder to expel as much air as possible.
960E-1
19
CEN50003-00
Assembly 1. After shell (10, Figure 50-17) has been cleaned and inspected, secure it in place to prevent rotation during assembly.
50 Disassembly and assembly
14. Install O-ring (6) over the poppet assembly. Push it into the shell fluid port until it has bottomed out against washer (7). Do not twist the O-ring.
2. Apply 2 liters (64 oz.) of clean type C-4 hydraulic oil inside the shell to lubricate and provide a cushion for the bladder.
15. Install O-ring backup (5) over the poppet assembly. Push it until it bottoms against O-ring (6).
3. With all gas completely exhausted from bladder (9), collapse the bladder and roll it longitudinally into a compact roll. To keep the bladder rolled up, insert the gas valve core to prevent air from entering the bladder.
16. Insert spacer (4) with the smaller diameter of the shoulder facing the shell.
4. Insert the bladder pull rod through the valve stem opening and through the shell hydraulic port. Attach the bladder pull rod to the bladder valve stem. 5. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. A slight twisting of the bladder will ease installation. 6. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install the name plate (if used) over the valve stem and install locknut (13) by hand. 7. Once locknut (13) is in place, remove the bladder pull rod. Tighten the nut to 76 Nm (56 ft lb). 8. Grasp hydraulic port assembly (1) at the threaded end and insert the poppet end into the shell. Lay the assembly inside the shell. 9. Fold anti-extrusion ring (8) to enable insertion through the shell opening, then insert the ring into the shell. Once the anti-extrusion ring has cleared the shell opening, place the ring on the poppet assembly with the steel collar facing toward the shell hydraulic oil port.
17. Install locking ring (3) on the poppet assembly and tighten it. This will squeeze the O-ring into position. Use a wrench on the flats of the port assembly to prevent it from rotating. Tighten the nut to a final torque of 373 Nm (275 ft lb). 18. Release all of the nitrogen from the bladder. 19. Install bleed plug (2) and tighten it to 14 Nm (10 ft lb). 20. Pour approximately 4 liters (1 gallon) of clean Type C-4 hydraulic oil into the accumulator through the hydraulic port. NOTE: The hydraulic oil added in Step 20 will act as a cushion when the accumulator is installed on the truck and precharged with nitrogen. 21. Precharge the accumulator to 690 - 827 kPa (100 - 120 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 22. After precharging, install a plastic cover over the hydraulic port to prevent contamination. Do not use a screw-in type plug. 23. Tighten cap (14) to 19 Nm (14 ft lb).
10. Pull the threaded end of the hydraulic port assembly through the shell until it seats solidly into position in the shell fluid port opening. 11. With the hydraulic port assembly firmly in place, install the charging valve into the bladder stem. 12. Slowly pressurize the bladder with dry nitrogen. Use a sufficient pressure of 275 - 345 kPa (40 50 psi) to hold the poppet assembly in place. 13. Install metal backup washer (7) over the poppet assembly. Push the washer into the shell fluid port until it has bottomed out on anti-extrusion ring (8).
20
960E-1
50 Disassembly and assembly
CEN50003-00
Disassembly and assembly of wheel brake Disassemble and reassemble the brake assembly on a clean, dry work surface. The surface should be wooden or, if it is metal, covered with padding to prevent damage to machined surfaces. Match mark individual parts for correct orientation before disassembly.
The front brake assembly weighs approximately 1 460 kg (3,210 lb) The rear brake assembly weighs approximately 1 820 kg (4,000 lb). Ensure that the lifting devices have adequate capacites for handling the load.
FIGURE 50-21. WET DISC BRAKE ASSEMBLIES 9. Separator Plates 5. Ring Gear 1. Hub Adapter 10. Piston Assembly 6. Inner Gear 2. Dowel Pin 11. Back Plate 7. Friction Disc 3. Seal Carrier 8. Damper 4. Capscrew & Hardened Washer
960E-1
21
CEN50003-00
50 Disassembly and assembly
Front and rear wheel brakes:
Disassembly NOTE: If a rear wheel brake is to be disassembled, start with Steps 1 - 4. If a front wheel brake is to be disassembled, start with Step 5.
5. Position the brake assembly on a work surface with the ring gear retainer bars on the bottom as shown in Figure 50-22.
Remove the brake assembly fron the truck. Refer to the Disassembly and assembly section Wheels, spindles and rear axle.
6. Remove capscrews and hardened flat washers (1, Figure 50-22) from backplate (3).
Rear wheel brake only: 1. Ring gear retainer bars must be installed to retain inner gear inside the brake assembly. 2. Remove 12-point capscrews and hardened washers (4, Figure 50-21). 3. Make sure that the hub and other parts are marked to ensure proper orientation during reassembly. Lift hub adapter (1) from the brake assembly. Note the shim packs installed at six locations between the seal carrier and hub.
7. Insert a 7/8” - 9NC x 2” pusher bolt in each of the three tapped holes in the back plate. Tighten the bolts evenly to lift the back plate from ring gear (4). Remove and discard O-ring (2). NOTE: Note the order of the discs and dampers as they are removed from the brake pack. 8. Remove damper (5) from the top of the brake pack. Remove separator plates (6), friction discs (7), and the remaining damper at the bottom of the brake pack.
4. Remove seal carrier (3) with the oil seal and seal assembly.
FIGURE 50-22. INITIAL DISASSEMBLY 5. Damper 1. Capscrew & Hardened Flat Washer 6. Separator Plate 2. O-Ring 7. Friction Disc 3. Back Plate 4. Ring Gear
22
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-23. INNER GEAR INSTALLATION 1. Capscrew & Flat Washer 2. Capscrew & Lockwasher 3. Retainer Bar
4. Ring Gear 5. Piston Housing 6. Inner Gear
7. Drain Plug 8. Brake Apply Pressure Ports 9. Brake Wear Indicator Port
10. Turn over the brake assembly to position the ring gear retainer bars on top as shown in Figure 50-23. 11. Remove capscrews (1, Figure 50-23) and (2) that attach retainer bars (3) to piston housing (5) and inner gear (6). 12. Attach a lifting strap through retainer bars (3) and lift inner gear (6) out of the brake assembly. Remove the retainer bars and spacers.
960E-1
23
CEN50003-00
50 Disassembly and assembly
FIGURE 50-24. PISTON/HOUSING ASSEMBLY REMOVAL 1. Capscrew & Hardened Washer 2. Piston Housing
3. O-Ring 4. Ring Gear
FIGURE 50-25. PISTON REMOVAL 1. Capscrew 2. Spring Guide 3. Piston Retract Spring 4. Piston 13. Remove capscrews and hardened washers (1, Figure 50-24) from piston housing (2). 14. Insert a 7/8” - 9NC x 2” pusher bolt in each of the three tapped holes in the piston housing. Tighten the bolts evenly to lift the housing from ring gear (4). Remove and discard O-ring (3). 15. Position the piston assembly so that piston retract springs (3, Figure 50-25) are on top.
5. Piston Housing 6. Seal Assembly 7. Seal Assembly
NOTE: Capscrew (1) threads are coated with Loctite® during assembly. A small amount of heat applied to the piston housing may be required for easier removal. 17. Loosen or remove the plugs that are installed in the ports in piston housing (5). Carefully lift piston (4) out of the housing. Remove seal assemblies (6) and (7).
16. Remove capscrews (1), spring guides (2), and piston retract springs (3).
24
960E-1
50 Disassembly and assembly
Cleaning and inspection
If the brake wear indicator test indicates that internal brake components are worn to the maximum allowable limit, all friction discs, separator plates and dampers should be replaced with new parts. Always replace seal assemblies and O-rings with new parts. 1. Clean all parts thoroughly before inspection. 2. For the rear brake assembly, remove and discard the toric rings from the seal assembly in seal carrier (3, Figure 50-21) and back plate (11). Inspect the oil seal’s polished mating surfaces for scratches and other damage. Inspect the band of the mating faces to determine the amount of wear. A new oil seal will have a band (dimension "A", Figure 50-26) approximately 1.6 mm (0.06 in.) wide. As wear occurs, the band will widen slightly (dimension "B") and migrate inward until the inside diameter is reached and the entire seal assembly must be replaced. Remaining seal life can be estimated by the width of the band. 3. Inspect the piston housing for nicks and scratches in the piston seal area. If any nicks or scratches cannot be removed by polishing, replace the piston housing.
CEN50003-00
4. Inspect the piston seal assembly grooves for damage. 5. Inspect piston retract springs (3, Figure 50-25). Check the free height and test for height under load. Replace the springs if they are not within approximately 10% of specification. Free Height: . . . . . . . . .88.9 mm (3.50 in.) Height @ 1 000 N (225 lb) working load: . . . . . . . . . . . . . . . . . . . . .74.60 mm (2.937 in.) Height @ 2 669 N (600 lb) working load: . . . . . . . . . . . . . . . . . . . . .56.46 mm (2.223 in.) 6. Inspect the friction discs for warping, tooth wear, and excessive friction material wear. Replace ithe friction discs if wear exceeds the minimum allowable groove depth. Disc thickness including friction material: . . . . . . . . . . . . . . 7.7 ± 0.3 mm (0.30 ± 0.01 in.) Friction material thickness (new): . . . . . . . . . . . . . . . . . . . . . . . .1.1 mm (0.04 in.) Nominal friction material groove depth: 0.63 mm (0.025 in.) Minimum allowable friction material groove depth:. . . . . . . . . . . . . . . . .0.25 mm (0.010 in.) Flatness over friction material (new): . . . . . . . . . . . . . . . . . . . . . .0.45 mm (0.018 in.) 7. Inspect the separator plates for warping and tooth wear. Disc thickness (new): . . . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.) Flatness (new): . . . . . . .0.5 mm (0.020 in.) 8. Inspect the dampers for warping, tooth wear and excessive facing material wear. Disc thickness including facing material: . . . . . . . . . . . . 6.9 ± 0.5 mm (0.272 ± 0.020 in.) Disc thickness, steel plate only (new): . . . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.) Flatness, steel plate (new): . . . . . . . . . . . . . . . . . . . . . . .0.5 mm (0.020 in.) 9. Inspect ring gear (4, Figure 50-23) for excessive tooth wear and for nicks and scratches in the Oring seal grooves.
FIGURE 50-26. SEAL WEAR PROGRESSION
960E-1
10. Inspect inner gear (6) for excessive tooth wear and damage at the capscrew holes.
25
CEN50003-00
Assembly
The work area must be clean. Handle all parts carefully to avoid damage to polished sealing surfaces. 1. Check the bore of piston housing (5, Figure 5025) for nicks, scratches and dirt particles. Position the housing on a clean work surface with the bore facing upward. 2. Lubricate the square O-ring portion of piston seal assemblies (6) and (7) with type C-4 hydraulic oil and install the seals in the grooves in piston (4). Make sure that the seal assemblies are not twisted. 3. Lubricate the piston groove and outer piston seal rings. Install the seal ring portion of piston seal assemblies (6) and (7) in the grooves over the O-ring portions. Use your fingers or a smooth rounded object to push the seal ring into the groove. 4. Install two equally spaced 1/2” - 13NC x 5” guide studs in the housing at the piston retract spring mount tapped holes. 5. Lubricate the piston housing bore. Install lifting eyes and attach an overhead hoist to piston (4). Position the piston over piston housing (5) with the retract spring cavity holes aligned with the guide studs. Place a spring guide over each stud to aid in alignment. 6. Carefully lower the piston straight into the piston housing bore until it is seated against the housing. If necessary, seat the piston by tapping it with a soft mallet.
50 Disassembly and assembly
10. Install O-ring (3, Figure 50-24) in the groove of ring gear (4). 11. Attach lifting eyes to the piston/housing assembly and lower it into position over the ring gear. Install capscrews and hardened washers (1). Alternately tighten the capscrews to 780 N·m (575 ft lbs). 12. Insert inner gear (6, Figure 50-27) into the piston/housing assembly. Orient the gear as shown. 13. Place retainer bars (3) over the piston housing. Attach the retainer bars to piston housing (5) by using 1” - 8NC x 4 1/2” capscrews and flat washers (1) at the ends of the retainer bars. Insert the spacers, 1/2” - 13NC x 7” capscrews and lockwashers (2) to retain the inner gear. 14. Attach lifting eyes to the piston/housing assembly. Turn over the assembly to place the piston housing on the bottom. 15. Install the brake pack as follows: a. Insert one damper (1, Figure 50-28) into the ring gear and inner gear with the friction material facing piston (5). b. Insert one friction disc (2). c. Install one separator plate (3). d. Continue installing the remaining friction discs and separator discs, alternating each type as installed. e. Install remaining damper (1) on top of the last friction disc with the friction material facing away from the top friction disc. NOTE: The brake pack contains eleven friction discs, ten separator plates, and two dampers.
7. Assemble twelve capscrews (1), spring guides (2) and retract springs (3). Apply Loctite® to the capscrew threads and install the assembled parts through the piston and into the tapped holes in the piston housing. Tighten the capscrews to 122 Nm (90 ft lb). 8. Test the piston for leakage. For instructions, refer to the Testing and adjusting section. 9. After completing the piston leakage test, release the pressure, remove the hydraulic pressure test device, and drain the oil from the piston apply cavity. Plug the ports to prevent contamination.
26
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-27. INNER GEAR INSTALLATION 1. Capscrew & Flat Washer 2. Capscrew & Lockwasher 3. Retainer Bar
4. Ring Gear 5. Piston Housing 6. Inner Gear
7. Drain Plug 8. Brake Apply Pressure Ports 9. Brake Wear Indicator Port
FIGURE 50-28. BRAKE PACK INSTALLATION 1. Damper 2. Friction Disc
960E-1
3. Separator Plate 4. Piston Housing
5. Piston
27
CEN50003-00
50 Disassembly and assembly
16. Install new O-ring (2, Figure 50-22) on back plate (3). Install back plate (3) over ring gear (4). Make sure that the back plate is oriented properly according to the match marks that were made during disassembly. 17. Install capscrews and hardened washers (1). Alternately tighten the capscrews to a final torque of 780 Nm (575 ft lb). NOTE: Assembly is now complete for a front brake assembly. For a rear brake assembly, continue with the following steps. Rear wheel brake only: 18. Insert two shims (4, Figure 50-29) with capscews and flat washers at six locations around the hub adapter flange. 19. Make sure that the dowel pins are installed in the seal carrier. Install seal carrier (3) with new O-rings (1) into hub adapter (2). 20. Install seal assembly (6) in the rear brake and hub adapter. Refer to "Floating ring seal assembly and installation" for detailed instructions.
FIGURE 50-29. REAR BRAKE HUB INSTALLATION 1. O-Rings 2. Hub Adapter 3. Seal Carrier
4. Shims 5. Oil Seal 6. Seal Assembly
21. Install oil seal (5) in the back plate. 22. Position hub adapter (2) over the inner gear. Orient the hub adapter according to the marks that were made during disassembly. 23. Install capscrews and hardened washers (4, Figure 50-21). It will be necessary to remove the retainer bars from the inner gear to access some capscrews. Alternately tighten the capscrews to a final torque of 2 705 Nm (1,995 ft lb). Reinstall the retainer bars.
28
960E-1
50 Disassembly and assembly
CEN50003-00
Floating ring seal assembly and installation Failures are usually caused by combinations of factors rather than one single cause, but many failures have one common denominator: assembly error! Floating ring seals should always be installed in matched pairs; that is, two new rings or two rings that have previously run together. Never assemble one new ring and one used ring, or two used rings that have not previously run together. ALWAYS USE NEW TORIC RINGS!
When using tri-chloroethane or any solvent, avoid prolonged skin . Use solvents only in well ventilated areas and use approved respirators to avoid breathing fumes. Do not use near open flame, welding operations or other heated surfaces exceeding 482°C (900°F). Do not smoke around solvents.
1. Inspect the seal surfaces and mounting cavities for rough tool marks or nicks that may damage rubber seal rings. Hone them smooth and clean, if required.
Both ramps must be dry. Use clean, lint-free cloths or lint-free paper towels for wiping.
2. Remove any oil, dust, protective coating or other foreign matter from the metal seal rings, the toric rings, and both the housing and seal ring ramps. Use tri-chloroethane #111, which is a non-petroleum based, rapid drying solvent that leaves no film. Allow the surfaces to dry completely. Use clean, lint-free material such as Micro-Wipes # 05310 for cleaning and wiping.
NOTE: Oil from adjacent bearing installations or seal ring face lubrication must not get on the ramp or toric until after both seal rings are together in their final assembled position. 3. Install the rubber toric on the seal ring. Make sure that it is STRAIGHT! Make sure that the toric ring is not twisted and that it is seated against the retaining lip of the seal ring ramp. Use the flash line as a reference guide to eliminate twist. The flash line must be straight and uniform around the toric ring.
NOTE: Handle the seal carefully. Nicks and scratches on the seal ring face can cause leaks.
FIGURE 50-30. SEAL TERMINOLOGY 1. Seal Ring 2. Rubber Toric 3. Housing Retainer Lip 4. Housing Ramp
960E-1
5. Seal Ring Housing 6. Seal Ring Face 7. Seal Ring Ramp 8. Seal Ring Retainer Lip
29
CEN50003-00
4. Place the installation tool onto the seal ring with the toric ring. Lower the rings into a container of tri-chloroethane until all surfaces of the toric ring are wet.
50 Disassembly and assembly
7. Use a sight gauge to check the variation in the seal ring "assembled height" in four places that are 90 degrees apart. Height variation around the assembled ring should not exceed 1.30 ± 0.01 mm (0.51 ± 0.05 in.) for the brake assembly floating seal or 1.14 ± 0.01 mm (0.45 ± 0.04 in.) for the hub seal.
ALTERNATE PROCEDURE 5. After positioning the seal squarely over the retaining lip, thoroughly lubricate the ring by spraying it with tri-chloroethane #111. Do not use Stanosol or any other liquid that leaves an oily film or does not evaporate quickly. 6. With all surfaces of the toric ring wet, use the installation tool to position seal ring and toric ring squarely against the seal housing. Apply sudden and even pressure to pop (push) the toric ring under the housing retaining lip.
8. If small adjustments are necessary, do not push directly on the seal ring. Make any required adjustments with the installation tool.
NOTE: The toric ring might twist if it is dry on one spot or if there are burrs or fins on the housing retaining lip. A bulging toric or cocked seal can contribute to eventual failure.
30
960E-1
50 Disassembly and assembly
9. The toric ring must not slip on the ramps of either the seal ring or housing. To prevent slippage, wait at least two minutes to let all the tri-chloroethane evaporate before further assembly. Once it is correctly in place, the toric ring must roll on the ramps only. If correct installation is not obvious, repeat Steps 4 - 7.
CEN50003-00
10. Wipe the polished metal seal surfaces with clean tri-chloroethane to remove any foreign material or fingerprints. No foreign particles of any kind should be on the seal ring faces. Something as small as a paper towel raveling will hold the seal faces apart and cause leakage.
11. Apply a thin film of clean oil on the seal faces. Use a lint-free applicator or a clean finger to distribute the oil evenly. Make sure no oil comes in with the rubber toric rings or their mating surfaces. Before assembling both seals and housing together, wait at least two minutes to let all trichloroethane evaporate. Some may still be trapped between the toric ring and the housing ramp.
960E-1
31
CEN50003-00
10. Ensure that both housings are in correct alignment and are square and concentric. Move the parts slowly and carefully toward each other.
50 Disassembly and assembly
NOTE: Do not slam, bump or drop the seals together. High impact can damage the seal face and cause leakage.
Ensure seals are square and concentric.
32
960E-1
50 Disassembly and assembly
Removal and installation of parking brake Removal NOTE: Whenever possible, parking brake repairs should be performed when the wheel motor is removed from the truck. If repairs are necessary when the wheel motor is installed, a lifting device must be set up inside the rear axle housing to the weight of the parking brake assembly when it is removed from the wheel motor.
The parking brake assembly weighs approximately 159 kg (350 lb). Ensure that the lifting device is capable of ing the weight of the brake assembly when removed. 1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 2. Open bleed down valves (1, Figure 50-31) and (2) to depressurize the brake accumulators.
CEN50003-00
3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and applying the service brake pedal. The service brake light should not come on. 4. Close the bleed down valves by rotating them clockwise. 5. If the wheel motor is installed in the rear axle housing, open the rear axle housing hatch. Disconnect the parking brake apply supply hose from the parking brake. 6. Remove capscrews and lockwashers (7, Figure 50-32). Install guide studs in two of the mounting holes to parking brake assembly (3) when it is removed from the wheel motor frame. 7. Disconnect the parking brake supply hose from the parking brake. Plug and cap the hose and port to help prevent contamination. 8. Slide the parking brake assembly out of wheel motor frame (2) and off rotor shaft gear (4). If the wheel motor is still installed in the rear axle housing, remove the parking brake assembly from the rear axle housing. 9. If the rotor shaft gear is worn, damaged, or otherwise requires removal, perform the following steps: NOTE: The gear is shrink fit on the splined motor shaft. a. Remove capscrew and hardened flat washer (6) from the shaft. Remove retainer plate (5). b. Install a gear puller using the tapped holes provided in rotor shaft gear (4). c. Apply heat around gear hub area while tightening the puller until gear is removed from shaft.
FIGURE 50-31. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
960E-1
33
CEN50003-00
50 Disassembly and assembly
FIGURE 50-32. PARKING BRAKE INSTALLATION 1. Wheel Motor Mounting 3. Parking Brake Assembly 6. Capscrew & Hardened Flange 4. Rotor Shaft Gear Flat Washer 2. Wheel Motor Frame 5. Retainer Plate 7. Capscrew & Lockwasher
34
960E-1
50 Disassembly and assembly
Installation 1. If rotor shaft gear (4, Figure 50-32) was removed, install the gear before installing the parking brake on the wheel motor: a. Thoroughly clean the gear and the shaft. Inspect the splines and remove any burrs that may interfere with installation. b. Heat the gear to 280 °C (536 °F). Immediately install the gear on the shaft. The gear must be fully seated against the shoulder of the rotor shaft. c. Install retainer plate (5), hardened flat washer and capscrew (6). Tighten the capscrew to 595 - 670 Nm (440 - 495 ft lb). 2. Install two guide studs in wheel motor frame (2) to guide parking brake assembly (3) into position. Ensure that the mating surfaces are clean and free of burrs. 3. Lift the parking brake into position for installation. Note the proper orientation depending on whether the parking brake is to be installed on a left or right wheel motor. (The bleeder screw at the top of the parking brake will be tilted toward the front of the truck.)
CEN50003-00
Disassembly and assembly of parking brake Disassembly 1. Match mark parking brake housing (3, Figure 50-34), piston housing (4), and end cap (5).
The following procedure is necessary to properly relieve the pressure exerted by the belleville springs on the end cap. Failure to follow this procedure could result in capscrew failure and personal injury during disassembly. 2. Loosen 12-point capscrews (10) evenly in 27 Nm (20 ft lb) increments. Alternate by selecting a successive capscrew that is located approximately 180 degrees from the previously loosened capscrew. Continue loosening capscrews until the spring pressure is released and the capscrews and washers can be removed by hand. 3. Remove end cap (5). Lift Belleville washers (7) out of the counterbore of piston (6).
4. Slide the parking brake over the guide studs and rotor shaft gear (4).
4. Lift the piston/housing assembly off the dowels in housing (3).
5. Install capscrews and lockwashers (7). Tighten the capscrews evenly to ensure that the parking brake housing is properly seated on the wheel motor. Tighten the capscrews to a final torque of 300 Nm (220 ft lb).
5. Remove springs (1), separator discs (12), and friction discs (13). 6. Remove piston (6) from piston housing (4). Remove and discard piston seals (8) and (9).
6. If the wheel motor is still installed in the rear axle housing, connect the parking brake supply hose and remove any lifting equipment. 7. Bleed the air from the parking brake apply line and housing. Refer to the Testing and adjusting section for the procedure.
960E-1
35
CEN50003-00
50 Disassembly and assembly
Cleaning and inspection 1. Clean all parts thoroughly. 2. It is recommended the separator discs and friction discs be replaced if wear is indicated. 3. Check the piston and piston housing bore for scratches, nicks, pitting and other defects that may cause seal leakage. Slight defects may be repaired by polishing. 4. Inspect dowel pins (2, Figure 50-34). If the dowel pins are grooved from excessive wear or otherwise damaged, press the dowel pins out of parking brake housing (3). 5. Check the free height of compression springs (1) and test for height under load. Replace the springs if they are not within approximately 10% of specification. Free Height: . . . . . . . . . . . . . . . 11.58 mm (0.456 in.) Height @ 162 N (36.4 lb): . . . . . 8.89 mm (0.350 in.) 6. Inspect Belleville washers (7) for cracks and damage. Replace any springs that are damaged or significantly worn. 7. Measure the unsprung total height (cone height + material thickness) of Belleville washers (7). It must be greater than or equal to 21.16 mm (0.833 in.). Discard any Belleville washers that do not meet this specification.
8. A load deflection test must now be conducted to determine whether the Belleville washers will be reused or discarded. The equipment that is needed for this test are as follows: • Universal Testing Machine (UTM) capacity minimum of 18 144 kgf (40,000 lbf) in compression • Machined flat plate • Height stand and depth indicator with minimum range of 25 mm (1 in.) a. Place the Belleville washer on a clean, flat and leveled testing machine bed. b. Put the machined flat plate on top of the Belleville washer. Make sure that the plate will not slip from the Belleville washer when force is applied. c. Adjust the height stand so that the depth indicator is at zero. d. Gradually apply force. Follow all necessary safety precautions for operating the UTM. The Belleville washer will start deflecting due to compression as shown in the example in Figure 50-33. e. Note the depth indicator as it moves from 10% to 100% compression of the cone height. Record the force that is required to deflect the Belleville washer in 10% increments up to 100% of the unsprung cone height as shown in Table 1. f. Repeat Steps c through e three times.
FIGURE 50-33. BELLEVILLE WASHER DEFLECTION
36
960E-1
50 Disassembly and assembly
CEN50003-00
g. Average the three recorded force values from Step f for a respective deflection percentage. h. Compare the average force values with the "Minimum" values in Table 1. If all of the average force values are above or equal to the minimum specified values, the Belleville washer is acceptable for use in the parking brake assembly.
i. If any of the average force values are below the minimum specified values, the Belleville washer will not be of sufficient strength to cause the piston to compress and hold the disc pack. Discard the Belleville washer and replace it with a new one during assembly.
Table 1: BELLEVILLE WASHER DEFLECTION SPECIFICATIONS Percentage
Deflection
10%
Load Average
Minimum
0.94 mm (0.037 in.)
2 285 kgf (5,038 lbf)
1 828 kgf (4,030 lbf)
20%
1.88 mm (0.074 in.)
4 340 kgf (9,568 lbf)
3 472 kgf (7,654 lbf)
30%
2.82 mm (0.111 in.)
6 190 kgf (13,647 lbf)
4 952 kgf (10,918 lbf)
40%
3.76 mm (0.148 in.)
7 862 kgf (17,332 lbf)
6 290 kgf (13,866 lbf)
50%
4.70 mm (0.185 in.)
9 380 kgf (20,679 lbf)
7 504 kgf (16,543 lbf)
60%
5.64 mm (0.222 in.)
10 770 kgf (23,744 lbf)
8 616 kgf (18,995 lbf)
70%
6.58 mm (0.259 in.)
12 058 kgf (26,583 lbf)
9 646 kgf (21,266 lbf)
80%
7.52 mm (0.296 in.)
13 269 kgf (29,253 lbf)
10 615 kgf (23,402 lbf)
90%
8.46 mm (0.333 in.)
14 429 kgf (31,811 lbf)
11 543 kgf (25,449 lbf)
100%
9.40 mm (0.370 in.)
15 564 kgf (34,312 lbf)
12 451 kgf (27,450 lbf)
960E-1
37
CEN50003-00
50 Disassembly and assembly
Assembly 1. If dowel pins (2, Figure 50-34) have been removed, press new dowel pins into the holes in parking brake housing (3) until they are fully seated against the shoulder. 2. Install one separator disc (12) over the dowel pins. Insert one compression spring (1) over the dowel pins. Insert one friction disc (13). 3. Install second compression spring (1) over the dowel pins. Install one separator disc (12) over the dowel pins. Insert second friction disc (13). Install remaining separator disc (12) over the dowel pins. NOTE: The internal teeth of the two friction discs must be aligned and must be concentric with the pilot diameter machined on the rear of the housing to enable the completed assembly to be installed properly. If available, a mating gear as installed on the wheel motor rotor shaft should be used to simplify alignment. 4. Assemble piston seal assemblies (8) and (9) on the piston. a. Install the O-ring seal in the bottom of each groove. Make sure that the O-rings are not twisted. b. If available, use an expander to expand the outside diameter of each seal enough to allow it to slide onto the piston. If an expander tool is not available, the seals may be heated to a maximum of 204 °C (400 °F). This will allow ring to be manually expanded until it will fit over piston.
The following procedure is necessary to properly compress the belleville washers. Failure to follow this procedure could result in capscrew failure and personal injury during assembly. 9. Select three capscrews 120 degrees apart and mark them. a. Tighten the marked capscrews to 41 Nm (30 ft lb). Snug the remaining capscrews. b. Retighten the marked capscrews until the gap between the end cap and piston housing is equalized. Snug the remaining capscrews. c. Retighten the marked capscrews in 27 Nm (20 ft lb) increments until they are fully tightened to 122 Nm (90 ft lb). d. Tighten the remaining capscrews to 122 Nm (90 ft lb). 10. Install bleeder valve (17). Install a fitting in one of the oil supply ports and attach a hydraulic power source. Install an O-ring plug in the remaining port. 11. Slowly apply pressure and open the bleeder valve to bleed air from the piston cavity. Close the bleeder valve. Apply 2 068 kPa (300 psi) of hydraulic pressure and hold it for one minute. 12. Check for oil leakage. If leakage occurs, the parking brake assembly must be disassembled and repaired.
c. When each seal is over the groove, resize by compressing the seal ring. Use a full circle clamp with any sharp edges or grooves covered to prevent damage to the seal surfaces. d. Install the quad ring in each seal. 5. Lubricate the piston seals and insert piston (6) into piston housing (4). 6. Install the piston/housing assembly over the dowels in parking brake housing (3). 7. Place belleville washers (7) in the piston counterbore with the convex sides facing each other. 8. Place end cap (5) on the assembly and insert capscrews (10) with hardened washers (11). Do not tighten the capscrews.
38
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-34. PARKING BRAKE ASSEMBLY 1. Compression Spring 2. Dowel Pin 3. Parking Brake Housing 4. Piston Housing 5. End Cap 6. Piston
960E-1
7. Belleville Washers 8. Piston Seal Assembly 9. Piston Seal Assembly 10. Capscrew 11. Hardened Washer 12. Separator Disc
13. Friction Disc 14. Gear (Armature) 15. Plug 16. Oil Supply Port 17. Bleeder Valve 18. Piston Position Holes
39
CEN50003-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50003-00
40
960E-1
CEN50004-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Steering system Removal and installation of steering control unit .................................................................................................. 3 Disassembly and assembly of steering control unit .............................................................................................. 5 Removal and installation of steering column ...................................................................................................... 10 Removal and installation of steering wheel......................................................................................................... 12 Removal and installation of bleed down manifold ............................................................................................... 13 Removal and installation of flow amplifier ........................................................................................................... 15 Disassembly and assembly of flow amplifier ...................................................................................................... 15 Removal and installation of steering cylinders and tie rod .................................................................................. 18 Disassembly and assembly of steering cylinders ............................................................................................... 20 Removal and installation of steering/brake pump ............................................................................................... 21 Disassembly and assembly of steering/brake pump........................................................................................... 24 Removal and installation of steering accumulators............................................................................................. 33 Disassembly and assembly of steering accumulators ........................................................................................ 34
960E-1
1
CEN50004-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50004-00
Removal and installation of steering control unit Removal
Relieve pressure before disconnecting hydraulic lines. Tighten all connections before applying pressure. Hydraulic oil 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. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Remove the access cover on the front of the operator cab. 3. Clean steering control unit (7, Figure 50-1) and surrounding area to help avoid contaminating the hydraulic oil when any lines are opened.
FIGURE 50-2. STEERING CONTROL UNIT HOSES 1. Brake Valve 2. Steering Control Unit 3. "LS" Port Hose 4. "L" Port Hose
5. "T" Port Hose 6. "P" Port Hose 7. "R" Port Hose
4. Tag all hydraulic lines for proper identification during installation. Disconnect hydraulic lines (3, Figure 50-2) through (7) at the steering control unit. Plug all hoses. 5. Remove four mounting capscrews (10, Figure 50-1), flat washers and lockwashers. Remove steering control unit (7). 6. Place the steering control unit in a clean work area for disassembly, if required. 7. Whenever the steering column or steering control unit is removed for service, inspect the splines of the steering column shaft. Refer to "Removal and installation of steering column".
FIGURE 50-1. STEERING CONTROL UNIT 1. Steering Wheel 2. Button Horn 3. Steering Column 4. Capscrew 5. Flat Washer 6. Lockwasher
960E-1
7. Steering Control Unit 8. Bracket L.H. 9. Bracket R.H. 10. Capscrew 11. Lockwasher
3
CEN50004-00
50 Disassembly and assembly
Installation 1. Lubricate the splines of the steering column shaft with a molybdenum disulphide or multipurpose NLGI grease. 2. Move steering control unit (7, Figure 50-1) into position and align it with the steering column shaft splines. Secure the steering control unit in place using four mounting capscrews (10), flat washers and lockwashers. 3. Check for proper steering wheel rotation. Ensure that the steering wheel does not bind and returns to the centered position after rotating it 1/4 turn to the left and right. If necessary, adjust the steering control unit and/ or steering column to realign the steering column and the steering control unit. 4. Tighten all capscrews to the standard torque. Unplug and attach the hydraulic lines to their proper ports on the steering control unit. Refer to Figure 50-3.
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. After servicing the steering control unit, check the hydraulic steering lines for correct hook-up before starting the engine. 5. Start the engine and check for proper steering function and any leaks. 6. Install the access cover on the front of the operator cab.
FIGURE 50-3. VALVE PORT IDENTIFICATION 1. Steering Control Unit "T" - Return to Tank "P" - Supply from Pump
4
"L" - Left Steering "R" - Right Steering "LS" - Load Sensing
960E-1
50 Disassembly and assembly
Disassembly and assembly of steering control unit Disassembly NOTE: The steering control unit is a precision unit manufactured to close tolerances. Therefore, complete cleanliness is essential 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 ensure initial lubrication.
CEN50004-00
4. Remove end cover (4, Figure 50-5) and O-ring (2). 5. Remove the outer gear of gear wheel set (1) and the O-ring between the gear set and the distribution plate.
1. Allow the oil to drain from the valve ports. 2. Match mark the gear wheel set and end cover to ensure proper relocation during reassembly. Refer to Figure 50-4. 3. Remove the end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 504). Mark the hole location of the capscrew with rolled pin on end cover (4) to aid in reassembly.
FIGURE 50-5. END COVER REMOVAL 1. Gear Wheel Set 2. O-Ring
FIGURE 50-4. MARKING VALVE COMPONENTS 1. Valve Assembly 2. Match Marks
960E-1
3. Capscrew With Rolled Pin 4. End Cover
5
CEN50004-00
50 Disassembly and assembly
FIGURE 50-6. STEERING CONTROL UNIT 1. Dust Seal 2. Housing & Spools 3. Ball 4. Threaded Bushing 5. O-ring 6. Kin Ring
6
7. Bearing Assembly 8. Ring 9. Cross 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 18. O-ring
19. End Cover 20. Washers 21. Rolled Pin 22. Capscrew With Pin 23. Capscrews
960E-1
50 Disassembly and assembly
CEN50004-00
6. Lift the inner gear off cardan shaft (11, Figure 50-6). 7. Remove cardan shaft (11), distribution plate (15) and O-ring (14). 8. Remove threaded bushing (4) and ball (3). 9. With the valve housing positioned with the spool and sleeve vertical, carefully lift the spool assembly out of the housing bore.
If housing is not vertical when spool and sleeve are removed, pin (9) may slip out of position and trap spools inside housing bore. 10. Remove O-ring (5), kin ring (6) and bearing assembly (7).
Assembly 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. Before reassembly, thoroughly lubricate all parts with clean type C-4 hydraulic oil. NOTE: When assembling the spool and sleeve, only one of the two possible matching positions of the spring slots can be used because, 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 upon assembly so that the holes are partly visible through the slots in the spool. Refer to Figure 50-8.
11. Remove ring (8) and pin (9) and carefully push the inner spool out of the outer sleeve. 12. Press neutral position springs (10) out of their slot in the inner spool. 13. Use a screwdriver to remove dust seal (2, Figure 50-7). Be careful not to scratch or damage the dust seal bore.
FIGURE 50-8. SPOOL AND SLEEVE ASSEMBLY 1. Slots 2. Hole
3. Spool 4. Sleeve
FIGURE 50-7. DUST SEAL REMOVAL 1. Screwdriver 2. Dust Seal
960E-1
3. Housing
7
CEN50004-00
50 Disassembly and assembly
FIGURE 50-9. NEUTRAL POSITION SPRING INSTALLATION
3. To install the neutral position springs, place a screwdriver in the spool slot as shown in Figure 50-9. 4. Place one flat neutral position spring on each side of the screwdriver blade. Do not remove the screwdriver. 5. 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. 6. 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. 7. Install cross pin (2, Figure 50-10). 8. With neutral position springs (7) 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 must be facing away from the bearing. 9. Place dust seal (1, Figure 50-6) in position. Using a flat iron block over the seal, tap it into the housing. 10. Position O-ring (5) and kin ring (6) on the spool.
8
FIGURE 50-10. BEARING INSTALLATION 1. Sleeve 2. Cross Pin 3. Ring 4. Bearing Race (with chamfer)
5. Thrust Bearing 6. Bearing Race 7. Neutral Position Springs
960E-1
50 Disassembly and assembly
11. Position the steering control unit so that housing (1, Figure 50-11) is horizontal. Slowly guide lubricated spool assembly (2) with fitted parts into the bore using light turning movements.
CEN50004-00
16. Position the inner gear wheel onto the cardan shaft. It may be necessary to rotate the gear slightly to find the matching splines on the cardan shaft. Splines are machined to ensure proper alignment of the cardan shaft and inner gear wheel. 17. Lubricate O-rings (17) and (18) on both sides of the outer gear wheel with Vaseline and install them. 18. Align the outer gear wheel bolt holes with the tapped holes in the housing and the match marks. 19. Align cover (19), using the match marks as a reference. Install capscrews (23) and washers (20). 20. Install capscrew with pin (22) into the proper hole.
FIGURE 50-11. SPOOL INSTALLATION
21. Install the end cover. Install and tighten the capscrews with washers hand-tight in a crisscross pattern.
1. Housing 2. Spool Assembly
The cross pin must remain horizontal when the spool and sleeve are pushed into the bore to prevent the pin from dropping out of the spool. 12. Install check ball (2, Figure 50-12) in hole (1). Install and lightly tighten the threaded bushing. 13. Lubricate O-ring (3) with Vaseline and install it in the groove of housing (4). 14. Install distribution plate (15, Figure 50-6) so that the plate holes match the corresponding holes in the housing. 15. Guide cardan shaft (11) down into the bore with the slot in the cardan shaft aligned with cross pin (9).
960E-1
FIGURE 50-12. CHECK BALL INSTALLATION 1. Hole 2. Check Ball
3. O-ring 4. Housing
9
CEN50004-00
50 Disassembly and assembly
Removal and installation of steering column Removal 1. Turn the key switch OFF. Allow at least 90 seconds for the steering accumulators to bleed down. Turn the steering wheel to ensure that no pressure remains. 2. Activate the battery disconnect switch. 3. Remove access cover (15, Figure 50-13) from the front of the cab. NOTE: Do not remove hydraulic lines from the steering control unit unless necessary. 4. Loosen capscrews (10) on steering control unit (7) and move it out of the way. 5. Disconnect the steering column wire harness. 6. Remove the screws that secure trim cover (14) where the steering column enters the instrument . Remove the cover. 7. Remove capscrews (12) and brackets (8) and (9). 8. Remove four capscrews (4) with flat washers (5) and lockwashers (6). Access these capscrews from the front of the cab through the access opening. 9. Lift the steering column from the instrument . Inspection
FIGURE 50-13. STEERING COLUMN 1. Steering Wheel 2. Button Horn 3. Steering Column 4. Capscrew 5. Flat Washer 6. Lockwasher 7. Steering Control Unit 8. Bracket - L.H.
9. Bracket - R.H. 10. Capscrew 11. Lockwasher 12. Capscrew 13. Nut 14. Trim Cover 15. Access Cover
Whenever the steering column or steering control unit is removed for service, inspect the splines of the steering column shaft. 1. With the column assembly removed from the truck, thoroughly clean the splines on the steering column shaft. Inspect for damage and excessive wear. 2. Use an outside micrometer or dial caliper to measure the outside diameter of the male splines on the steering column shaft. Minimum diameter: 24.13 mm (0.95 in.) 3. If the splines are smaller than the minimum diameter specification, replace the steering column.
10
960E-1
50 Disassembly and assembly
Installation 1. Insert capscrew (10, Figure 50-13) with lockwashers (11) and flat washers (5) through brackets (8) and (9), then through the steering column flange. Add second flat washer (5) and nut (13) to each capscrew to hold the parts together. Tighten the nuts securely. 2. Slide the entire assembly down the tapered blocks until brackets (8) and (9) the mounting surface in the cab. Install capscrews (4) and (12) with flat washers (5) and lockwashers (6). Tighten capscrews (4) only. 3. Inspect brackets (8) and (9) to see whether they the mounting surface evenly and are flat and inline with the surface. If they are, tighten capscrews (12). If brackets are not quite parallel, install flat washers as needed between the brackets and mounting surface to eliminate any gaps. Tighten capscrews (12) to the standard torque. 4. After capscrews (4) and (12) are tightened to the standard torque, remove nuts (13) and flat washers (5) that were holding the steering column to the two brackets. Do not remove capscrews (10) from the brackets.
960E-1
CEN50004-00
5. Lubricate the male splines on the end of the steering column shaft. NOTE: There is no lower end bearing in this 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. 6. Without removing capscrews (10) from the holes, move steering control unit (7) into place and start each of the capscrews. 7. Tighten four capscrews (10) to the standard torque. 8. Ensure that the steering wheel turns properly without binding and that the steering wheel returns to its centered position after rotating 1/4 turn to the left and to the right. 9. If disconnected, reconnect the hoses to the steering control unit. 10. Connect the steering column wire harness to the harness in the cab. 11. Install access cover (15) and trim cover (14).
11
CEN50004-00
50 Disassembly and assembly
Removal and installation of steering wheel Removal 1. Park the truck on a hard, level surface. Apply the parking brake and turn the key switch to OFF. Chock the wheels. 2. Turn off the battery disconnect switch to remove battery power from the horn circuit. 3. Use a pocket screwdriver to pry horn button (4, Figure 50-14) from steering wheel (1). 4. Disconnect horn wire (3) and set the horn button aside. 5. Remove nut (2).
Installation 1. Place steering wheel (1, Figure 50-14) into position on the steering column shaft while guiding horn wire (3) through the access hole in the steering wheel. Align the marks on the steering wheel and the shaft that were made during disassembly. Align the serrations and push the steering wheel onto the shaft. 2. Install nut (2). Tighten the nut to 81 ± 7 Nm (60 ± 5 ft lb). 3. Connect horn wire (3) to horn button (4). 4. Install the horn button onto the steering wheel. Turn on the battery disconnect switch and that the horn functions properly.
6. Use a marker to make alignment marks on the steering wheel and the shaft. 7. 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.
FIGURE 50-14. STEERING WHEEL RETAINER NUT 1. Steering Wheel 2. Nut
12
3. Horn Wire 4. Horn Button
960E-1
50 Disassembly and assembly
CEN50004-00
Removal and installation of bleed down manifold Removal
Do not loosen or disconnect any hydraulic line or component connection until engine is stopped and the key switch has been off for at least 90 seconds. 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: It may not be necessary to remove the bleed down manifold from the truck for component replacement. If the problem area has been isolated, remove the inoperative component and replace it. 1. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Open accumulator bleed down valves (1, Figure 50-15) and (3) on the brake manifold to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and apply the service brake pedal. The service brake status light should not come on. 4. Close the bleed down valves by rotating them clockwise. 5. Remove the protective cover from bleed down manifold (6, Figure 50-16). 6. Disconnect the wires from solenoids (6, Figure 50-17) and (15), and pressure switch (7). 7. Disconnect, identify and plug each hydraulic line from the bleed down manifold.
The steering pump weighs approximately 170 kg (375 lbs). Use a suitable lifting device that has sufficient capacity to handle the load safely. 8. Remove the mounting capscrews and the bleed down manifold. Clean the exterior of the manifold before removing any components from the manifold.
960E-1
FIGURE 50-15. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
Installation 1. Position bleed down manifold (6, Figure 50-16) on the truck. Install and tighten the mountng capscrews to the standard torque. 2. Unplug the hydraulic lines. Install new O-rings at the flange fittings and attach the hoses to the proper ports (See Figure 50-17). Tighten the connections securely. 3. Attach the electrical leads to the (6, Figure 5017) and (15), and pressure switch (7). If the check valves or relief valves were removed, install new O-ring seals before installing them in the bleed down manifold. 4. Start the engine. Check the steering system and brake system for proper operation and leaks. 5. Install the protective cover. NOTE: Relief valves are factory preset. Do not attempt to reset the relief valves or repair defective relief valves. Replace them as a unit. The check valves are also replaced only as units.
13
CEN50004-00
50 Disassembly and assembly
FIGURE 50-17. BLEED DOWN MANIFOLD FIGURE 50-16. STEERING SYSTEM COMPONENTS 1. Cover 2. Front Steering Accumulator 3. Rear Steering Accumulator 4. Mounting Clamp 5. Flow Amplifier 6. Bleeddown Manifold 7. Mounting Bracket 8. Oil Line 9. Charging Valve 10. Nitrogen Precharge Pressure Switch 11. Check Valve
14
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.
To Hoist Valve, Power Up To Hoist Valve, Power Down Spare Pressure Port Test Port To Brake System Steering Accumulator Bleeddown Solenoid Steering System Pressure Switch Supply To Flow Amp Return From Flow Amp To Front Steering Accumulator To Rear Steering Accumulator Relief Valve, 4100 kPa (600 psi) Relief Valve, 27,500 kPa (4000 psi) Auto Lube Pump Supply Port Hoist Up Limit Solenoid Return From Hoist Pilot Valve Hoist Pilot Valve, Power Down Hoist Pilot Valve, Power Up Return to Tank Pressure to Unloader valve Supply From Pump Test Port (TP3) Check Valve Quick Disconnect Port (Supply) Quick Disconnect Port (Return)
960E-1
50 Disassembly and assembly
Removal and installation of flow amplifier
CEN50004-00
Disassembly and assembly of flow amplifier
Removal Disassembly
Do not loosen or disconnect any hydraulic line or component connection until engine is stopped and the key switch has been off for at least 90 seconds. 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. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Disconnect, identify and plug each hydraulic line from flow amplifier (5, Figure 50-16).
The flow amplifier weighs approximately 29 kg (64 lb). Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury. 3. the flow amplifier so it does not fall. Remove the mounting capscrews and the flow amplifier. The weight of the flow amplifier is 29 kg (64 lb). 4. Move the flow amplifier to a clean work area for disassembly. Installation 1. the flow amplifier and move it into position. 2. Install the mounting capscrews and tighten them to the standard torque. 3. Unplug the hydraulic lines. Install new O-rings on the flange fittings and connect the hydraulic lines at their proper locations. Tighten the fittings securely.
960E-1
NOTE: The flow amplifier valve is a precision unit manufactured to close tolerances. Therefore, complete cleanliness is essential when handling the 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 ensure cleanliness and initial lubrication. 1. Remove counterpressure valve plug (38, Figure 50-18) and O-ring (4). Remove counterpressure valve (39). 2. Remove relief valve plug (20) and seal (5). Use an 8 mm hex allen head wrench to remove relief valve assembly (19). Remove steel seal (6). 3. Use a 13 mm hex head allen wrench to remove screw (11) and lockwasher (12) from end cover (15). Use a 13 mm hex head allen wrench to remove screws (13) and lockwashers (14). Remove end cover (15). 4. Remove spring stop (22) and spring (30). Remove spring stop (23) and springs (28) and (29). Remove O-rings (1) and (2) from end cover (15). 5. Remove spring control (24) and main spool (37). Remove priority valve spool (41). Remove spring control (24), springs (28) and (29), and spring stop (23) from housing (40). 6. Remove amplifier spool assembly (25) and set it aside for further disassembly, if required. 7. Remove shock and suction valve (21) and set it aside for further disassembly, if required. 8. Use a 13 mm hex head allen wrench to remove screw (11) and lockwasher (12) from end cover (16). Use a 13 mm hex head allen wrench to remove screws (13) and lockwashers (14). Remove end cover (16). 9. Remove O-rings (1), (2) and (3). Remove spring (17). 10. Remove shock and suction valve (42) and set it aside for further disassembly, if required. 11. Remove orifice screw (27), orifice screw (33), and check valve (34).
15
CEN50004-00
50 Disassembly and assembly
1. O-rings 2. O-rings 3. O-rings 4. O-ring 5. Seal 6. Seal (Steel) 7. O-ring 8. O-ring 9. O-ring 10. Pins 11. Screw 12. Lockwasher 13. Capscrews 14. Lockwashers 15. End Cover 16. End Cover 17. Spring 18. Spring 19. Relief Valve Assembly* 20. Plug 21. Shock/Suction Valve*
22. Spring Stop 23. Spring Stop 24. Spring Control 25. Amplifier Spool Assembly* 26. Name Plate 27. Orifice Screw 28. Spring 29. Spring 30. Spring 31. Orifice Screw 32. Orifice Plug 33. Orifice Screw 34. Check Valve* 35. Plug 36. Washer 37. Main Spool** 38. Plug 39. Counterpressure Valve* 40. Housing** 41. Spool** 42. Shock/Suction Valve* * Serviced as a complete assembly ** Not serviced separately L060124
FIGURE 50-18. FLOW AMPLIFIER COMPONENTS
16
960E-1
50 Disassembly and assembly
NOTE: The flow amplifier valve is equipped with two identical shock and suction valves (21, Figure 50-18) and (42) which are only serviced as complete valve assemblies. Only O-rings (7) and (8) are replaceable. Check valve (34) and counterpressure valve (39) are also serviced only as assemblies. NOTE: Disassembly of the amplifier spool assembly is only necessary if O-ring (2, Figure 50-19), spring (9) or orifice plug (11) requires replacement. Otherwise, replace the amplifier spool assembly as a complete unit. Refer to Steps 12 and 13.
CEN50004-00
Assembly 1. Use clean type C-4 hydraulic oil to thoroughly lubricate each internal part before installation. 2. Reassemble the amplifier spool assembly in reverse order. 3. Install orifice screw (27, Figure 50-18) fingertight. 4. Install check valve (34). Tighten the check valve to 1 Nm (8 in lb). 5. Install orifice screw (33). Tighten the orifice screw to 1 Nm (8 in lb). 6. Install steel seal (6), relief valve assembly (19), seal (5), and plug (20). Tighten the plug to 2 Nm (25 in lb). 7. Install counterpressure valve assembly (39). Install plug (38) with new O-ring (4). 8. Install both shock and suction valves (21) and (42) as complete units. 9. Install spring stop (23) springs (28) and (29), and spring control (24) into housing (40). Install orifice screws (31) into main spool (37), if removed. Install main spool (37).
FIGURE 50-19. 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
12. Remove retaining ring (7, Figure 50-19), remove pin (5). Remove plug (10) and spring (9). Remove retaining ring (6) and pin (4) and remove inner spool (8).
10. Install amplifier spool assembly (25). Install priority valve spool (41) and spring (30). Install spring (17). 11. Install spring control (24), springs (28) and (29), and spring stop (23). 12. Lubricate O-rings (1), (2) and (3) with molycote grease and install them on end covers (15) and (16). Install end covers (15) and (16), capscrews (13) and lockwashers (44). Tighten the capscrews to 3 Nm (26 in lb). Install screws (11) and lockwashers (12). Tighten the screws to 8 Nm (71 in lb). 13. To prevent contamination, fit plastic plugs to each open valve port.
13. Unscrew check valve (1) and remove. Remove O-ring (2). Remove orifice screw (11) from plug (10). 14. Clean and inspect all parts carefully. Replace Oring (2), spring (9) or orifice plug (11) as needed.
960E-1
17
CEN50004-00
Removal and installation of steering cylinders and tie rod NOTE: The steering cylinders and tie rod mounting arrangements are similar. The same removal and installation procedures are applicable to both components. Removal 1. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Block the front and back of the rear wheels. 3. Disconnect the hydraulic and lubrication lines at the steering cylinders. Plug all line connections and cylinder ports to prevent contamination of the hydraulic system. 4. Remove capscrews (12, Figure 50-20), hardened washers (13) and retainers (14) from both ends of tie rod assembly (1) and steering cylinders (2). 5. Remove pins (9) from each end of the tie rod assembly and steering cylinders. Move the tie rod assembly and steering cylinders to a clean work area.
Bearing spacers (11) are secured by the pin. Take measures to prevent the spacers from falling during removal of the pin. Damage to the spacers and/or personal injury may result.
18
50 Disassembly and assembly
Bearing replacement 1. Use snap ring pliers to remove bearing seals (8) or (17). 2. Press spherical bearing (7) or (16) out of the bore in the steering cylinder or tie rod end. 3. Press the new bearing into the bore. 4. Use snap ring pliers to install the bearing seals.
Installation NOTE: Use the sleeve alignment tool included in the tool group to hold the bearing spacers and the spherical bearings in position when the pins are inserted during assembly. 1. Align the bearing bore of steering cylinder (2) or tie rod end (4) with the pin bores in the spindle or frame. Insert bearing spacers (11). NOTE: The tie rod must be installed with the clamping bolts toward the rear of the truck. The steering cylinders must be installed with the hydraulic line ports facing up. 2. Install pins (9), retainers (14), hardened washers (13), capscrews (12) and the bearing seals. Tighten the capscrews to 237 ± 24 Nm (175 ± 18 ft lb). 3. Unplug and connect the hydraulic and lubrication lines to their respective ports. Turn the steering wheel and check for leaks and proper operation. 4. Perform the toe-in adjustment. Refer to Testing and adjusting section Steering, brake and hoist hydraulic system for the procedure.
960E-1
50 Disassembly and assembly
CEN50004-00
FIGURE 50-20. STEERING CYLINDER AND TIE ROD INSTALLATION 13. Hardened Washer 7. Spherical Bearing 1. Tie Rod Assembly 14. Retainer 8. Bearing Seal 2. Steering Cylinder 15. Sleeve 9. Pin 3. Steering Arm 16. Spherical Bearing 10. Sleeve 4. Tie Rod End 17. Bearing Seal 11. Spacer 5. Capscrew 12. Capscrew 6. Locknut
960E-1
19
CEN50004-00
50 Disassembly and assembly
Disassembly and assembly of steering cylinders Disassembly 1. Remove capscrews (9, Figure 50-21) and the flat washers. Pull rod (10) and gland (8) out of cylinder housing (1). 2. Remove screw (2) and unscrew piston (3) from the rod. Remove wear ring (4), piston ring (5), O-ring (16) and backup ring (17) from the piston.
3. Pull rod (10) free of gland (8). Remove O-ring (6) and backup ring (7). Remove snap ring (11) and dust seal (12). Remove packing (13), ring (14) and bushing (15). 4. Inspect the cylinder housing, gland, piston and rod for signs of pitting, scoring and excessive wear. Clean all parts with fresh cleaning solvent.
FIGURE 50-21. STEERING CYLINDER ASSEMBLY 1. Housing 2. Screw 3. Piston 4. Wear Ring 5. Piston Ring
20
6. O-Ring 7. Backup Ring 8. Gland 9. Capscrews 10. Rod
11. Snap Ring 12. Dust Seal 13. Packing 14. Ring 15. Bushing
16. O-Ring 17. Backup Ring
960E-1
50 Disassembly and assembly
Assembly NOTE: Lubricate the O-rings with clean Type C-4 hydraulic oil before installation. 1. Install new bushing (15, Figure 50-21), ring (14), packing (13), dust seal (12), snap ring (11) and O-ring (6) in gland (8). 2. Install O-ring (16), piston ring (5) and wear ring (4) on piston (3). 3. Heat backup rings (7) and (17) in 50 - 60 °C (122 - 140 °F) water for 3 to 4 minutes. Install the backup rings immediately after removing them from the water, applying pressure evenly around the backup rings. 4. Slowly push rod (10) through the top of the gland. Be careful not to damage the dust seal and packing. 5. Apply Loctite No. 262 to the threads of piston (3) and screw it onto the rod. Tighten the piston to 294 ± 30 Nm (217 ± 22 ft lb). 6. Apply Loctite No. 262 to the threads of screw (2). Tighten the screw to 59 - 74 Nm (44 - 55 ft lb). 7. Coat the piston and the rod with clean Type C-4 hydraulic oil and carefully install the rod and gland assembly into housing (1). Ensure that backup ring (7) and O-ring (6) are not damaged during installation. 8. Install capscrews (9) with flat washers. Tighten the capscrews evenly to 343 ± 34 Nm (253 ± 25 ft lb). 9. After steering cylinder is assembled, perform the following tests to that performance is within acceptable limits: a. Piston leakage must not exceed 2.5 cm3/min. (0.15 in3/min.) at 20 700 kPa (3,000 psi), port to port.
CEN50004-00
Removal and installation of steering/brake pump Removal
Relieve pressure before disconnecting hydraulic lines. Tighten all connections before applying pressure. Hydraulic oil 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 steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Drain the hydraulic tank by using the drain located on the bottom side of the tank. NOTE: Be prepared to contain approximately 947 liters (250 gallons) of hydraulic oil. If the oil is to be reused, clean containers must be used with a 3 micron filtering system available for refill. NOTE: As an alternative to draining the hydraulic oil, a vacuum can be placed on the hydraulic tank to hold the oil in the tank while checking the strainers. 3. Clean the steering pump and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened.
b. Rod seal leakage must not exceed one drop of oil in eight cycles of operation. c. Piston break-away force should not exceed 690 kPa (100 psi).
960E-1
21
CEN50004-00
50 Disassembly and assembly
Installation 1. Install a new O-ring on the pump mounting flange. 2. Ensure that the steering pump splined coupler is in place inside the hoist pump before steering pump installation. 3. Move the steering pump into position. Engage the steering pump shaft with the hoist pump spline coupler. 4. Install pump mount bracket (6, Figure 50-22) and the capscrews. Do not tighten the capscrews at this time. 5. Align the capscrew holes and install four pump mounting capscrews (4). Tighten the capscrews to the standard torque. Tighten the pump bracket capscrews to the standard torque.
FIGURE 50-22. STEERING PUMP REMOVAL 1. Hoist Pump Outlet Hoses 2. Pump Mount Capscrews 3. Hoist Pump
4. Pump Mounting Capscrews 5. Steering/Brake Pump 6. Pump Mount Bracket 7. Outlet To Filter
4. Disconnect the suction line and outlet to filter (7, Figure 50-22) at steering/brake pump (5). Disconnect and cap the pump case drain line from the fitting at the top of the pump housing. Plug all lines to prevent oil contamination.
6. Remove the plugs from the pump inlet and outlet ports. Remove the caps from the inlet and outlet lines. Install the lines to the steering pump with new O-rings. Tighten the capscrews securely. Do not connect the steering pump drain hose to the steering pump at this time (see Step 7). 7. Remove the case drain fitting from the top of the pump housing. Add clean C-4 hydraulic oil to the pump through the opening until the steering pump housing is full. This may require 2 to 3 liters (2 to 3 qt.) of oil. 8. Uncap the case drain line. Connect the line to the steering pump fitting and tighten it. 9. Replace the hydraulic filter elements.
The steering pump weighs approximately 113 kg (250 lbs). Use a suitable lifting device that has sufficient capacity to handle the load safely. 5. the steering pump and the rear section of the hoist pump. Remove the capscrews and pump mount bracket (6). Remove four pump mounting capscrews (4).
Use only Komatsu filter elements, or elements that meet the Komatsu hydraulic filtration specification of Beta 12 = 200. 10. With the body down and the engine stopped, fill the hydraulic tank with clean C-4 hydraulic oil to the upper sight glass level.
6. Move the steering pump rearward to disengage the drive coupler splines from hoist pump (3). Remove the pump. 7. Clean the exterior of the pump. Move the pump to a clean work area for disassembly.
22
960E-1
50 Disassembly and assembly
11. With suction line shutoff valve open, loosen the suction (inlet) hose capscrews at the pump to bleed any trapped air. Retighten the capscrews to the standard torque.
If trapped air is not bled from steering pump, possible pump damage and no output may result. 12. If required, top off the oil in the hydraulic tank to the level of the upper sight glass. 13. Open accumulator bleed down valves (1, Figure 50-23) and (3) completely to allow the steering pump to start under a reduced load.
CEN50004-00
14. Move the hoist control lever to the FLOAT position. 15. Start the truck engine and operate at low idle for two minutes.
Do not allow the engine to run with the accumulator bleed down valves in open for longer than two minutes. 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. The oil level in the hydraulic tank may be below the level of the pump(s), causing extreme pump wear during this initial pump startup. 16. Turn off the engine. Fully accumulator bleed down valves.
close
both
17. 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 visible in the upper sight glass, add oil as needed. 18. Start the engine and check for proper pump operation.
FIGURE 50-23. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
960E-1
23
CEN50004-00
Disassembly and assembly of steering/brake pump Disassembly
When disassembling or assembling the pump, 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, etc. Place all parts on a clean surface. To clean parts which have been disassembled, it is important that clean solvents are used. All tools and gauges should be clean before working with these units and new, clean, threadless rags should be used to handle and dry parts. 1. Drain off excess hydraulic oil from the pump inlet and discharge ports. It may be necessary to loosen four valve plate capscrews (8, Figure 50-26) in order to pull back on the valve plate and allow oil 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 disassemble all components. Control piston group 3. Remove two large plugs (24, Figure 50-24) from both sides of the pump. 4. Control piston (11, Figure 50-25) must be in the “neutral” position. Control link pin (16) should be centered in the plug opening. 5. Use snap ring pliers to remove retaining rings (14) from both sides of the pin. Remove control link washers (15). 6. For handling purposes, insert a 1/4” - 20 UNC capscrew into the threaded end of control link pin (16). 7. Use a brass rod and hammer to tap on the end opposite the capscrew to remove control link pin (16).
24
50 Disassembly and assembly
NOTE: Stroke adjuster assembly (items 12, 13, 14, 15 and 16, Figure 50-24) must be removed before further disassembly of the control piston. 8. Without disturbing jam nut (16, Figure 50-24), unscrew gland (15) and remove the stroke adjuster as a complete assembly. 9. Back out capscrews (1, Figure 50-26), then remove cap (4). 10. Remove bias control spring (1, Figure 50-25). Valve plate group NOTE: Valve plate (11, Figure 50-26) is a slight press fit in the pump housing. 11. valve plate (11) from an overhead hoist using the lifting lug holes that are provided. Remove four capscrews (8) from the valve plate. 12. Remove the valve plate from the pump housing by tapping it away from the housing with a mallet until the valve plate pilot diameter is disengaged from the case by 6 mm (0.25 in). 13. With the weight of the valve plate still suspended from the overhead hoist, slide te valve plate back until it disengages from the driveshaft. Set the valve plate aside. Be careful not to damage the wear face of the valve plate. 14. To further disassemble the control piston assembly, move control piston (11, Figure 5025) into sleeve (4) until stop pin (8) s the sleeve. Use a large mallet to drive the piston and sleeve assembly outward from the valve plate. 15. When backup ring (5) and O-rings (6) and (7) are clear of the valve plate, re-extend the control piston. While tipping the assembly enough to clear the hole, pull the assembly from the valve plate. 16. Remove pin (18) from the control piston by pressing or tapping it out through the hole on the opposite side. Stop pin (8) can be removed and control piston (11) can be slipped out of sleeve (4). 17. Remove screws (12, Figure 50-27) and compensator block (10). 18. Remove capscrews (7, Figure 50-26) and cover plate (9).
960E-1
50 Disassembly and assembly
CEN50004-00
FIGURE 50-24. PUMP FRONT HOUSING 1. Driveshaft 2. Bearing 3. Retaining Ring 4. Retaining Ring 5. Lifting Eyes 6. Name Plate 7. Drive Screw
960E-1
8. Name Plate 9. Plug 10. O-ring 11. Plate 12. O-ring 13. Stem 14. O-ring
15. Gland 16. Jam Nut 17. Pin 18. O-ring 19. Pin 20. O-ring 21. Housing
22. Seal Retainer 23. Elbow Fitting 24. Plug 25. O-ring 26. Shaft Seal
25
CEN50004-00
50 Disassembly and assembly
FIGURE 50-25. PUMP ROTATING GROUP 1. Bias Control Spring 2. Seal 3. Piston Ring 4. Sleeve 5. Backup Ring 6. O-ring 7. O-ring
26
8. Stop Pin 9. Backup Ring 10. Cylinder Barrel 11. Control Piston 12. Fulcrum Ball 13. Piston Shoe Assembly 14. Retaining Ring
15. Washer 16. Pin 17. Control Link 18. Pin 19. Dowel Pin 20. Saddle 21. O-ring
22. Roll Pin 23. Roll Pin 24. Saddle Bearing 25. Swashblock 26. Cylinder Bearing 27. Retainer 28. Retainer Spring
960E-1
50 Disassembly and assembly
Rotating group
The rotating group weighs approximately 14 kg (30 lb). Be careful not to damage the cylinder wear face or 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 as well. 19. To remove the rotating group, firmly grasp cylinder barrel (10, Figure 50-25) and pull the assembly outward until the cylinder spline disengages from the driveshaft spline about 63.5 mm (2.5 in.). Then rotate the cylinder barrel one or two revolutions to break any between piston shoe assemblies (13) and the wear face of swashblock (25). 20. Slide the rotating group off the driveshaft and out of the pump housing. Place it on a clean, protective surface with the piston shoes facing upward. 21. Mark each piston, its cylinder bore and location in shoe retainer for ease of inspection and assembly. 22. Piston/shoe assemblies can be removed individually or as a group by pulling upward on shoe retainer (27). 23. Remove fulcrum ball (12). 24. If retainer springs (28) are removed, mark which spring came from which bore. Each spring must be returned to its particular bore upon assembly. 25. Remove two pins (17, Figure 50-24) and pull cylinder bearing (26, Figure 50-25) straight out of the pump housing. Swashblock group 26. Remove two pins (19, Figure 50-24). Tilt the bottom of swashblock (25, Figure 50-25) outward and remove the swashblock from the pump case. 27. 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.
960E-1
CEN50004-00
Driveshaft group 28. Remove retaining ring (3, Figure 50-24). Use a mallet on the tail shaft to tap driveshaft (1) out from the front of the pump housing. 29. Remove seal retainer (22) from the pump housing. Use a mallet to tap saddle (20, Figure 50-25) out from the inside of the pump housing. Saddle bearings (24) can then be easily removed. O-ring (21) may also be removed at this time.
Inspection
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 and signs of fatigue. Control piston group 4. Control piston (11, Figure 50-25) must slide smoothly in sleeve (4). 5. The linkage to the cradle should operate smoothly but not loosely (with slop). Check the piston and bore in the sleeve for signs of scratching and galling. Polish with a fine emery, if needed. Valve plate group 6. Closely examine the mating faces of valve plate (11, Figure 50-26) and cylinder barrel (10, Figure 50-25) for flatness, scratches and grooves. If the faces are not flat and smooth, the cylinder side will “lift off” from the alve plate, resulting in delivery loss and damage to the pump. Replace if necessary.
27
CEN50004-00
50 Disassembly and assembly
Rotating group 7. Check all piston shoe assemblies (13, Figure 50-25) for smooth action in their bores. 8. Check the piston walls and bores for scratches or other signs of excessive wear. (The pistons should not have more than a few thousandths of an inch of clearance). Replace if necessary. 9. The piston shoes must pivot smoothly, but the end play must not exceed 0.076 mm (0.003 in.). To check the end play: a. Place the square end of the piston on a bench and hold it down firmly. Pull on the end of the shoe with your other hand and note the 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 and scratches. b. Measure the shoe thickness between retainer (27) and the cradle. All shoes must have equal thickness within 0.003 mm (0.0001 in.). If even one piston shoe assembly (13) is out of specification, all piston shoe assemblies must be replaced. c. Inspect cylinder bearing (26) and the matching cylinder barrel bearing mating surface for galling, pitting and roughness. Replace if necessary.
FIGURE 50-26. PUMP, REAR HOUSING 1. Capscrew 2. O-ring 3. Plug 4. Cap 5. Backup Ring
28
6. O-ring 7. Capscrew 8. Capscrew 9. Cover Plate 10. O-ring
11. Valve Plate 12. Gasket 13. Bearing
960E-1
50 Disassembly and assembly
CEN50004-00
Swashblock group 10. Inspect swashblock (25, Figure 50-25) for scratches, grooves, cracks and uneven surface. Replace if necessary. NOTE: The wear face is coated with a gray colored, epoxy-based, dry film lubricant for break-in purposes. Scratching or wearing of this coating is not detrimental as long as the metal surface underneath the coating is not scored or “picked-up”.
11. For saddle bearing (24), compare the thickness in the wear area to the thickness in a non-wear area. Replace the saddle bearings if the difference is greater than 0.102 mm (0.004 in.). 12. Check the mating surface of the swashblock for cracks and excessive wear. Replace if necessary. 13. Swashblock movement in the saddle and saddle bearing must be smooth.
FIGURE 50-27. UNLOADER & COMPENSATOR CONTROLS 1. Valve Plate 2. O-Ring 3. O-Ring 4. O-Ring 5. Plug 6. O-Ring 7. Plug
960E-1
8. O-Ring 9. Orifice (0.062 in.) 10. Compensator Block 11. 4-Way Valve 12. Screw 13. Plug 14. O-Ring
15. Orifice (0.032 in.) 16. Compensator 17. Screw 18. Unloader Module 19. O-Ring
29
CEN50004-00
50 Disassembly and assembly
Driveshaft group 14. Remove shaft seal (26, Figure 50-24). 15. Check bearing (2) for galling, pitting, binding and roughness. Replace if necessary. 16. Check the shaft and its splines for wear. Replace parts as necessary. Compensator block and unloader module 17. Remove screws (17, Figure 50-27) and separate unloader module (18) from compensator block (10). 18. Remove 4-way valve (11) and compensator (16) from the compensator block. Remove all plugs and orifices (9) and (15). Clean the compensator block in solvent and inspect all ages and orifices for obstructions. 19. Remove the valve from unloader module (18). Remove the plugs and clean the block ages. If the valve is inoperative, replace the entire unloader module. Stroke adjuster assembly 20. Measure and record dimension “A” of the stroke adjuster assembly. See Figure 50-28. 21. Loosen jam nut (4). Separate stem (1) from gland (3). Remove and discard O-ring (2). 22. Inspect the parts for damage and excessive wear. 23. Install new O-ring (2) on stem (1) and reassemble it to gland (3). Adjust the stem-togland distance to dimension “A” recorded in Step 20. Tighten jam nut (4).
Assembly NOTE: The procedures for assembling the pump are basically the reverse order of the disassembly procedures. NOTE: During assembly, install new gaskets, seals, and O-rings. 1. Apply a thin film of clean grease or hydraulic oil to the sealing components to ease the assembly procedure. If a new rotating group is used, lubricate it thoroughly with clean hydraulic oil. Apply oil generously to all wear surfaces. Swashblock group 2. Press or tap roll pin (22, Figure 50-25) into pump housing (18, Figure 50-24). 3. Use an arbor press to press new shaft seal (26) into saddle (20, Figure 50-25). Install O-ring (21) into the groove in the saddle. 4. 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.
Be careful not to damage the saddle bearing surfaces while installing the saddle into the pump housing. 5. Use a long brass bar and a mallet (or an arbor press) to install the saddle and bearing assembly into the pump housing. Tap or press only on the area of the saddle that is exposed between the saddle bearings. Do not tap on the bearing surfaces. The saddle is fully seated when a distinct metallic sound is heard when installing the saddle into the pump housing. 6. Fasten control link (17) to swashblock (25) using link pin (16) and two retaining rings (14). 7. Ensure that both dowel pins (19) are pressed into swashblock (25). 8. Insert the swashblock into the pump housing until it engages in the saddle bearing. Allow the swashblock to settle to its lowest natural position.
FIGURE 50-28. STROKE ADJUSTER ASSEMBLY 1. Stem 2. O-ring
30
3. Gland 4. Jam Nut
9. Retain the swashblock by installing two pins (19, Figure 50-24) and O-rings (20). Once pinned, ensure that the swashblock strokes smoothly in the saddle by pulling firmly on the free end of the control link.
960E-1
50 Disassembly and assembly
CEN50004-00
Driveshaft group NOTE: Ensure that the punch marks on cylinder bearing (26, Figure 50-25) will face toward the shaft end of the pump. 10. Insert cylinder bearing (26) straight into the pump housing. Ensure that the bearing is positioned so that bearing retainer pins (17, Figure 6-9) can be inserted in the case and into the bearing. 11. Install O-rings (18) on pins (17). Install the pins. 12. An arbor press is required to install bearing (2, Figure 50-24) onto driveshaft (1). Press only on the inner race of the bearing. Press the bearing until it s the shoulder on the driveshaft. 13. Use a 153 mm (6 in.) long sleeve with an inside diameter that is slightly larger than the retaining ring inside diameter to press retaining ring (4) toward the bearing until it seats in the groove. 14. Place seal retainer (22) over shaft seal (26) inside pump housing (21). Lubricate the shaft seal with clean hydraulic oil. 15. Install the entire driveshaft assembly through the front of the pump housing. A mallet will be required to install the driveshaft through the shaft seal. 16. Once the driveshaft assembly is fully seated in the pump housing, install retaining ring (3).
The assembled rotating group weighs approximately 14 kg (30 lb). Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury. 21. The rotating group can now be carefully installed over the end of the driveshaft and into the pump housing. 22. When installing the rotating group, the weight of cylinder barrel (10) as the cylinder spline is ed over the end of the driveshaft to avoid scratching or damage. 23. Push the cylinder barrel forward until the cylinder spline reaches the driveshaft spline. Rotate the cylinder slightly to engage the shaft splines. 24. Continue to slide cylinder barrel forward until it encounters cylinder bearing (26). Lifting the driveshaft slightly helps cylinder barrel-tocylinder bearing engagement. Continue pushing the cylinder forward until the piston shoes swashblock (25). 25. At this point, the back of the cylinder barrel should be located approximately 6 mm (0.25 in.) inside the back of the pump housing.
Rotating group 17. Grease the mating surfaces. Place the cylinder assembly on a clean work bench with the valve plate side down. 18. Assemble the rotating group by inserting retainer springs (28, Figure 50-25) into the same spring bores in cylinder barrel (10) from which they came.
Control piston group 26. Install seal (2) and piston ring (3) into their respective grooves on control piston (11). 27. Insert the control piston assembly into sleeve (4). 28. While ing the control piston, press or slip in pin (8) and secure it with cotter or roll pin (18).
19. Slide fulcrum ball (12) over the nose of cylinder barrel (10). 20. Place retainer (27) over the fulcrum ball and align the holes in the retainer with the corresponding holes (marked during disassembly) in the cylinder barrel. Once aligned, insert piston shoe assemblies (13) into their corresponding holes.
960E-1
31
CEN50004-00
50 Disassembly and assembly
NOTE: The order of piston sleeve seal installation starts at the widest end of the sleeve. 29. Install backup ring (1, Figure 50-29), O-ring (2) and backup ring (3) in rearmost groove on the piston sleeve. Install O-ring (4) and backup ring (5) in the remaining groove.
Valve plate group 35. Ensure that bearing (13, Figure 50-26) is in place. Using assembly grease to hold the desired position, place gasket (12) in position on valve plate (11). 36. In preparation for mating to the pump housing, the valve plate assembly from an overhead hoist using the lifting lug holes that are provided. 37. Assemble one retainer ring (14, Figure 50-25) and one washer (15) onto the threaded hole side of pin (16). Then thread a 1/4” - 20NC capscrew into the pin to ease holding. 38. Carefully maneuver the valve plate assembly (ed by overhead hoist) over the driveshaft and into the pump housing so that the slot on control piston (11) engages control link (17).
FIGURE 50-29. O-RING LOCATION ON PISTON SLEEVE 1. Backup Ring 2. O-ring 3. Backup Ring
4. O-ring 5. Backup Ring
NOTE: Ensure that the grooves in sleeve (4, Figure 50-25) are at the 12 o’clock and 6 o’clock positions when inserted into the valve plate. 30. Insert the piston and sleeve assembly into valve plate (11, Figure 50-26). Install O-ring (6) with backup ring (5) in the seal groove of control cover cap (4). 31. Insert bias control springs (1, Figure 50-25) into control piston (11). Use four capscrews (1, Figure 50-26) to fasten the control cover cap to the rear of the valve plate. Tighten the capscrews evenly to 187 Nm (138 ft lb). 32. Install O-ring (10) in the rear of the valve plate. Use four capscrews (7) to fasten cover plate (9) over the opening in the valve plate. 33. Pull the free end of control link (17, Figure 5025) toward the rear of the pump housing until the open hole in the link lines up with the open ports on the sides of the pump case. 34. Install stroke adjuster assembly (see Figure 5028) to hold the swashblock in place.
32
39. With the hole in the control piston lined up with the hole in the link, carefully insert pin (16).
During this next step, be careful to prevent the washer and retaining ring from falling into the pump housing. 40. Install second washer (15) and retaining ring (14) onto the pin. Remove the capscrew from the pin. NOTE: The valve plate is a slight press fit into thr pump housing. Ensure that the pilot diameter on the valve plate is aligned with the mating diameter on the pump housing before assembly. 41. Insert four capscrews (8, Figure 50-26) and alternately tighten them until the valve plate is drawn up to the pump housing. Tighten the capscrews evenly to 330 Nm (244 ft lb). 42. Install cover plate (9) with new O-ring (10) and capscrews (7). 43. Install O-rings (2, Figure 50-27), (3) and (4) in their proper locations on the top of the valve plate. Install compensator block (10) to the valve plate with socket head capscrews (12). Tighten the capscrews to 21 Nm (183 in lb).
960E-1
50 Disassembly and assembly
44. Install 4-way valve (11) and compensator (16). 45. Install orifice (9) and plug (7) with new O-ring (8) in the side of the compensator block. Install orifice (15), plug (7) and O-ring (8) in the top of the compensator block. 46. Install the remaining plugs with new O-rings. 47. Install unloader module (18) on the compensator block with new O-rings (19) and socket head capscrews (17). Tighten the capscrews to 10 Nm (88 in lb).
CEN50004-00
Removal and installation of steering accumulators Removal 1. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Remove cover (1, Figure 50-30). Disconnect the electrical wires from nitrogen precharge pressure switch (10).
48. Install plugs (9, Figure 50-24) and (24) and Orings (10) and (25) in the pump housing. 49. Measure the pump rotation torque. The rotation torque should be approximately 20 Nm (15 ft lb).
FIGURE 50-30. STEERING ACCUMULATORS 1. Cover 2. Front Steering Accumulator 3. Rear Steering Accumulator 4. Mounting Clamp 5. Flow Amplifier Valve
960E-1
6. Bleed Down Manifold 7. Mounting Bracket 8. Oil Line 9. Charging Valve 10. Nitrogen Precharge Pressure Switch 11. Gas Valve
33
CEN50004-00
3. Remove the charging valve guard and loosen the small hex on charging valve (9) three complete turns. Depress the valve core until all nitrogen pressure has been relieved.
Ensure that only the small swivel hex nut 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 a protective face mask when discharging nitrogen gas. 4. Remove oil line (8) from the bottom of the accumulator that is being serviced. Plug the hoses and cover the opening in the accumulator to prevent possible contamination of the system. Do not use a screw-in type plug.
The accumulator weighs approximately 172 kg (380 lbs). Use a suitable lifting device with adequate capacity to handle the load safely. 5. Attach a lifting device to the accumulator. 6. Loosen the capscrews and remove mounting clamp (4). 7. Raise the accumulator until it is clear of mounting bracket (7). Move the accumulator to a clean work area for disassembly.
50 Disassembly and assembly
Disassembly and assembly of steering accumulators Disassembly 1. After the accumulator has been removed from the truck, secure the accumulator body in a vise, preferably a chain vise. If a standard jaw vise is used, use brass inserts to protect the hydraulic port assembly from damage. Clamp on wrench flats only when using a jaw vise to prevent the accumulator from turning. 2. Remove bleed plug (12, Figure 50-33) on hydraulic port assembly (2). Use a spanner wrench to remove locking ring (10) from hydraulic port assembly (2). Use an adjustable wrench on the flats located on the port assembly to prevent the port assembly from rotating. 3. Remove spacer (9), then push the hydraulic port assembly into the shell. 4. Insert your hand into the accumulator shell and remove O-ring backup (8), O-ring (7), and metal backup washer (6). Separate anti-extrusion ring (3) from the hydraulic port. Fold the antiextrusion ring and remove it from the shell (See Figure 50-31).
Installation 1. Lift the accumulator into position it on mounting bracket (7, Figure 50-30). The accumulator should be positioned to allow access to charging valve (9). 2. Secure the accumulator to mounting bracket (7) using mounting clamps (4), capscrews, lockwashers and nuts. Tighten the capscrews to the standard torque. 3. Connect the electrical wiring to nitrogen precharge pressure switch (10). Reconnect oil line (8) to the bottom of the accumulator. 4. Precharge both accumulators with pure dry nitrogen. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 5. Check charging valve (9), precharge switch (10) and gas valve (11) for leaks using a soap solution.
34
FIGURE 50-31. ANTI-EXTRUSION RING REMOVAL
960E-1
50 Disassembly and assembly
5. Remove the hydraulic port from the accumulator shell. 6. To prevent the bladder valve stem from twisting, secure it with an appropriate wrench applied to the valve stem flats. Remove gas valve manifold (14, Figure 50-33). Then remove nut (5) while still holding the bladder valve stem. 7. Fold the bladder and pull it out of the accumulator shell. A slight twisting motion while pulling on the bladder reduces the effort required (see Figure 50-32). If the bladder is slippery, hold it with a cloth.
FIGURE 50-32. BLADDER REMOVAL
960E-1
CEN50004-00
Cleaning and Inspection 1. Clean all metal parts with a cleaning agent. 2. All seals and soft parts should be wiped clean. 3. Inflate the bladder to normal size. Wash the bladder with a soap solution. If the bladder causes bubbles in the soap solution, discard the bladder. After testing, deflate the bladder immediately. 4. Inspect the hydraulic port assembly for damage. Check the poppet plunger to see that it spins freely and functions properly. 5. Check the anti-extrusion ring and soft seals for damage and wear. Replace all worn or damaged seals with original equipment seals. 6. After the shell has been cleaned with a cleaning agent, check the inside and outside of the shell. Pay special attention to the area where the gas valve and hydraulic assembly through the shell. Any nicks or damage in this area could destroy the accumulator bladder or damage new seals. If this area is pitted, consult your Komatsu Service Manager.
DO NOT repair the housing by welding, machining or plating to salvage a worn area. These procedures may weaken the housing and result in serious injury to personnel when pressurized.
35
CEN50004-00
50 Disassembly and assembly
3. With all gas completely exhausted from the bladder, collapse the bladder and fold it longitudinally in a compact roll.
Assembly
4. Install the gas valve on the bladder. Assemble the accumulator(s) in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. Use only nitrogen that meets or exceeds CGA (Compressed Gas Association) specification G10.1 for type 1, grade F. The nitrogen should be 99.9% pure. Use only nitrogen cylinders with standard CGA number 580 connections with the appropriate high pressure regulator. 1. After shell (4, Figure 50-33) has been cleaned and inspected, place the accumulator shell in a vise or on a table. 2. Thoroughly spray the inside of the accumulator shell with 3.1 L (106 oz.) of clean C-4 hydraulic oil to lubricate and cushion the bladder. Ensure that the entire internal surface of the shell is lubricated.
5. 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. 6. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. Slight twisting of the bladder will assist in this insertion. 7. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install nut (5) by hand. Remove the bladder pull rod. 8. Use a wrench to hold the bladder valve stem on the flats, then tighten nut (5) securely. 9. If removed, install pressure switch (15) into charging valve assembly (11). Tighten the switch to 41 ± 5 Nm (30 ± 4 ft lb). Then install valve assembly (11) onto gas valve manifold (14) and tighten it to 18 ± 4 Nm (13 ± 3 ft lb).
FIGURE 50-33. ACCUMULATOR ASSEMBLY 1. Bladder Assembly 2. Hydraulic Port Assembly 3. Anti-Extrusion Ring 4. Shell 5. Nut 6. Metal Backup Washer
36
7. O-ring 8. O-ring Backup 9. Spacer 10. Locking Ring 11. Charging Valve Assembly 12. Bleed Plug
13. Warning Plate 14. Gas Valve Manifold 15. Pressure Switch 16. O-ring
960E-1
50 Disassembly and assembly
10. If removed, install charging valve assembly (11) onto gas valve manifold (14). Then tighten swivel nut (4, Figure 50-34) to 5 Nm (45 in lb). If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten swivel nut (4) to 14 Nm (10 ft lb). b. Loosen the swivel nut. c. Retighten the swivel nut to 14 Nm (10 ft lb). d. Loosen the swivel nut again. e. Finally, tighten the swivel nut to 5 Nm (45 in lb).
FIGURE 50-34. 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
11. Install valve cap (1) finger-tight. Install the valve cover and tighten the capscrews to 40 Nm (25 ft lb). 12. Install new O-ring (16, Figure 50-33) on gas valve manifold (14). Hold the bladder valve stem with a wrench and install gas valve manifold (14) securely. 13. While holding hydraulic port assembly (2) by the threaded end, insert the poppet end into the shell fluid port. Lay the complete assembly inside the shell.
960E-1
CEN50004-00
14. 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. 15. 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. 16. Connect the nitrogen charging kit to the charging valve. With the hydraulic port assembly firmly in place, slowly pressurize the bladder using dry nitrogen and a sufficient pressure of approximately 275 - 345 kPa (40 50 psi) to hold the port assembly in place so that both of your hands are free to continue with the assembly. 17. Install metal backup washer (6) over the hydraulic port assembly. Push it into the shell fluid port to bottom it out on the anti-extrusion ring. 18. Install O-ring (7) over the hydraulic port assembly. Push it into the shell fluid port until it bottoms out against metal backup washer (6). Ensure that the O-ring does not twist. 19. Install O-ring backup (8) over the hydraulic port assembly. Push it into the shell fluid port until it bottoms out against O-ring (7). 20. Insert spacer (9) with the smaller diameter of the shoulder facing the accumulator shell. 21. Install locking ring (10) on the hydraulic port assembly and tighten it securely. This will squeeze the O-ring into position. Use an appropriate wrench on the flats on the port assembly to ensure that the unit does not turn. 22. Install bleed plug (12) into the hydraulic port assembly. 23. that all warning labels are attached to the shell and that they are legible. Install new labels as required. 24. Precharge the accumulator to 690 - 827 kPa (100 - 120 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 25. After precharging is completed, install a plastic cover over the hydraulic port to prevent contamination. Do not use a screw-in type plug.
37
CEN50004-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50004-00
38
960E-1
CEN50005-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Suspensions Removal and installation of front suspension ....................................................................................................... 3 Minor front suspension repairs (lower bearing and seals) .................................................................................. 10 Major front suspension rebuild.............................................................................................................................11 Removal and installation of rear suspension ...................................................................................................... 13 Disassembly and assembly of rear suspension.................................................................................................. 16
960E-1
1
CEN50005-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
Removal and installation of front suspension ®
Hydrair II 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 rear axle 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 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.
CEN50005-00
Removal 1. Remove the front tire and rim. Refer to Disassembly and assembly section Tires, spindles and rear axle. 2. Remove the front wheel hub and spindle. Refer to Disassembly and assembly section Tires, spindles and rear axle. 3. Remove the boot clamp and boot from the front suspension.
Wear a face mask or goggles. Make sure that only the swivel nut turns. Turning the entire charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. 4. Discharge the nitrogen pressure from the suspension as follows: a. Remove the cap from charging valve (5, Figure 50-1). b. Turn charging valve swivel nut (small hex) (2, Figure 50-2) counterclockwise three full turns to unseat the valve seal. Do not turn more than three turns. Do not turn charging valve body (large hex) (3). c. Depress the valve stem until all nitrogen pressure has been relieved. 5. After all nitrogen pressure has been relieved, loosen valve body (3) and remove the charging valve assembly. Discard the O-ring seal.
FIGURE 50-1. SUSPENSION CHARGING VALVE 1. Suspension Housing 2. Cap Structure 3. Pressure Sensor Port
960E-1
4. Vent Plug 5. Charging Valve
FIGURE 50-2. CHARGING VALVE INSTALLATION 1. Valve Cap 2. Swivel Nut (Small Hex)
3. Charging Valve Body (Large Hex) 4. Vent Plug
3
CEN50005-00
6. Place a suitable container under the suspension cylinder. Remove bottom drain plug (11, Figure 50-12) and allow the cylinder to drain completely. A properly charged front suspension cylinder contains 113.5 L (30 gal) of oil.
50 Disassembly and assembly
Installation 1. Remove all paint, rust, dirt and foreign debris from the suspension mounting surfaces.
NOTE: Front suspensions are equipped with lower bearing retainer puller holes. If rod wiper, rod seals, bearing, O-ring and backup ring replacement is required, it is not necessary to remove the suspension from the truck. Refer to "Minor front suspension repairs (lower bearing and seals)" for bearing retainer removal and installation. 7. If major suspension rebuild is required, continue with the removal procedure. 8. Attach a fork truck or suitable lifting device to the suspension. Secure the suspension to the lifting device.
The front suspension weighs approximately 3255 kg (7176 lbs). Make sure that the lifting device has a sufficient capacity to handle the load. 9. Remove upper capscrews (1, Figure 50-4). 10. Remove four lower outer capscrews (4).
FIGURE 50-3. REMOVING DEBRIS
2. Clean and dry the mounting surfaces on both the suspension and the frame. Use a cleaning agent that does not leave a film after evaporation, such as isopropyl alcohol, acetone or lacquer thinner. 3. Inspect the mounting surfaces of the suspension and frame for damage or wear. Check for the following criteria:
11. Remove four lower capscrews (4) with spacers (7).
Flatness of each surface must be within 0.25 mm (0.010 in.).
12. Move the suspension to a clean work area for disassembly.
Surface finish must not exceed 0.635 µm (250 µ in.) roughness average (RA).
13. Discard the suspension mounting capscrews, washers, and nuts.
If measurements are not within specifications, your Komatsu customer service manager for further instructions. 4. Clean and dry all suspension mounting hardware. Use the same cleaning agent that was used to clean the mounting surfaces.
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.
4
960E-1
50 Disassembly and assembly
CEN50005-00
.
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.
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 or threads lubricated with anti-seize compounds may result in damage. Only use the approved lubricant specified below.
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.
5. Lubricate the cap screw threads, cap screw head seats, washer faces and nut seats with 5% molybdenum-disulphide grease. 6. Identify and separate the hardware according to location on the suspension. Refer to Figure 504.
FIGURE 50-4. 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 3/4" - 5NC x 14 1/2" (G8) 5. Flat Washer - 1 3/4" (G8) 6. Nut - 1 3/4" - 5NC (G8) 7. Spacer 8. Shear Key 9. Part Of Frame
960E-1
5
CEN50005-00
50 Disassembly and assembly
7. The hardened flat washers used on the front suspensions are punched during the manufacturing process. Assemble the cap screws and washers and position the punched lip away from the cap screw head to prevent damage. Refer to Figure 50-5.
8. Lift the front suspension into position on the frame. The weight of each front suspension cylinder is approximately 2 790 kg (6,150 lb). 9. Install the mounting hardware and the shear key. Install the shear key flush with the side face of the suspension. Install one washer under each cap screw head and one washer under each nut (where applicable). 10. Tighten all of the hardware to 1 356 ± 136 Nm (1,000 ± 100 lb ft) in the sequence shown in Figure 50-7. This ensures that the suspension has been seated properly on the frame. 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.
FIGURE 50-5. FLAT WASHER ORIENTATION 1. Hardened Flat Washer
2. Cap Screw
Failure to tighten all cap screws to the proper torque and in the proper sequence could affect the integrity of the t.
FIGURE 50-6. SUSPENSION INSTALLATION
6
960E-1
50 Disassembly and assembly
CEN50005-00
11. The mounting cap screws now must be loosened one at time and then tightened one at time by turning the hardware by a specified number of degrees. This is known as the turn-of-the-nut method (or angle advance). Use the map shown in Figure 50-7 for the proper tightening sequence. Refer to the turn-of-the-nut methods on the following pages for the proper tightening procedures.
The capscrews at the upper mounting t require a different turn-of-the-nut tightening procedure than the capscrews at the lower mounting t. It is important to refer to the correct procedure as each capscrew is tightened in sequence.
12. Charge the front suspension with dry nitrogen to fully extend the suspension piston before installing the front wheel hub and spindle. Refer to Testing and adjusting section Accumulators and suspensions. 13. Install spindle, wheel and tire. Refer to Disassembly and assembly section Wheels, spindles and rear axle. FIGURE 50-7. TIGHTENING SEQUENCE MAP
14. Service the front suspensions. Refer to Testing and adjusting section Accumulators and suspensions for the oiling and charging procedure. 15. Install the suspension boot and secure it with the boot clamp.
960E-1
7
CEN50005-00
Upper mounting t - 60° turn-of-the-nut method 1. Loosen the cap screw. All other cap screws must remain tightened. 2. Tighten the cap screw to 95 Nm (70 lb ft). NOTE: Do not exceed 4 rpm tightening speed. Do not hammer or jerk the wrench while tightening. 3. Mark a corner of the cap screw head with a paint marker as shown in Figure 50-8. 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.
50 Disassembly and assembly
5. Make new reference lines along the cap screw, nut and frame at the rear of the t as shown in Figure 50-9. These reference lines will be used to the cap screws have maintained their torque. 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 must be cleaned and lubricated again before repeating.
4. Advance the cap screw to the 60° advance mark. Hold the nut at the rear of the t stationary while tightening.
FIGURE 50-8. 60 DEGREE ADVANCE
8
FIGURE 50-9. MAKING REFERENCE LINES
960E-1
50 Disassembly and assembly
Lower mounting t - 90° turn-of-the-nut method 1. Loosen the cap screw. All other cap screws must remain tightened. 2. Tighten the cap screw to 475 Nm (350 lb ft). NOTE: Do not exceed 4 rpm tightening speed. Do not hammer or jerk the wrench while tightening. 3. Mark a corner of the cap screw head with a paint marker as shown in Figure 50-10. 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.
CEN50005-00
5. Make new reference lines along the cap screw, nut and frame at the rear of the t as shown in Figure 50-9. For the four cap screws with spacers, refer to Figure 50-11. These reference lines will be used to the cap screws have maintained their torque. 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 must be cleaned and lubricated again before repeating.
4. Advance the cap screw to the 90° advance mark. Hold the nut at the rear of the t (where applicable) stationary while tightening.
FIGURE 50-11. MAKING REFERENCE LINES
FIGURE 50-10. 90 DEGREE ADVANCE Inspection Visual inspections of the bolted ts are necessary after the truck has been released for use. Inspect the ts 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 50-9 and Figure 50-11) have remained in alignment, the trucks 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.
960E-1
9
CEN50005-00
Minor front suspension repairs (lower bearing and seals) If only rod wiper, rod seals, bearing, O-ring and backup rings are to be replaced, refer to the following steps.
50 Disassembly and assembly
5. Install the spindle, wheel and tire. Refer to Disassembly and assembly section Wheels, spindles and rear axle.
Lower bearing retainer removal 1. Remove the spindle, wheel and tire. Refer to Disassembly and assembly section Wheels, spindles and rear axle. 2. Remove capscrews (1, Figure 50-12), hardened washers (2). Install pusher bolts into the tapped holes in the retainer flange. 3. Tighten the pusher bolts evenly and prepare to the lower bearing retainer as it exits the suspension housing. Remove lower bearing retainer (3). 4. Remove retainer plate (4), wiper seal (5), double lip seal (6), buffer seal (7), O-ring (8), backup ring (9) and lower bearing (10). Lower bearing retainer installation
When installing backup rings with double lip seal (6) and buffer seal (7), ensure that the radius is positioned toward the seal and the white dot is positioned away from the seal. 1. Install new buffer seal (7, Figure 50-12), double lip seal (7) and wiper seal (5). Install retainer plate (4). 2. Install new O-ring (8) and backup ring (9) in their appropriate grooves in lower bearing retainer (3). Install new lower bearing (10). NOTE: Backup rings must be positioned toward the flange of the bearing retainer as shown in Figure 5013. 3. Install temporary guide bolts to ensure bolt hole alignment as the lower bearing retainer is seated. Lift lower bearing retainer (3) into place and carefully start it into the suspension housing. 4. Install hardened washers (2) and capscrews (1). Tighten the capscrews to 678 Nm (500 ft lbs).
10
FIGURE 50-12. FRONT SUSPENSION 1. Capscrew 2. Hardened Washer 3. Lower Bearing Retainer 4. Retainer Plate 5. Wiper Seal
6. Double Lip Seal 7. Buffer Seal 8. O-Ring 9. Backup Ring 10. Lower Bearing 11. Drain Plug
960E-1
50 Disassembly and assembly
Major front suspension rebuild Disassembly NOTE: your Komatsu distributor for any Hydrair II suspension repair information that is not covered in this shop manual. 1. With the suspension housing and piston held in a vertical position (end cap up), remove capscrews (1, Figure 50-14) and hardened washers (2). Attach a hoist to end cap structure (16) and lift the end cap out of suspension housing (6) until piston stop (12) s upper bearing retainer (5). the lower end of the piston and remove capscrews (3) and hardened washers (4). Lift the end cap and bearing retainer from the housing.
CEN50005-00
Assembly NOTE: All parts must be completely dry and free of foreign material. Lubricate all interior parts with clean Hydrair II suspension oil. Refer to Testing and adjusting section Accumulators and suspensions.
Be careful not to damage the machined or plated surfaces, O-rings or seals when installing the piston assembly. 1. Install new buffer seal (7, Figure 50-12), double lip seal (6) and wiper seal (5). Install retainer plate (4).
2. Remove roll pin (10), nut (11), piston stop (12) and key (13). Separate the cap and bearing. Remove O-rings and backup rings (15). Remove bearing (14). 3. Attach a lifting device to piston (7) and carefully lift it out of the housing. 4. Rotate the suspension 180 degrees. NOTE: Steel balls (9) will fall free when the housing is rotated. 5. Remove capscrews (1, Figure 50-12) and hardened washers (2). Install pusher bolts and remove lower bearing retainer (3). 6. Remove retainer plate (4), wiper seal (5), double lip seal (6), buffer seal (7), O-ring (8), backup ring (9) and lower bearing (10).
When installing backup rings with double lip seal (6) and buffer seal (7), ensure that the radius is positioned toward the seal and the white dot is positioned away from the seal. 2. Install new O-ring (8) and backup ring (9) in their appropriate grooves in lower bearing retainer (3). NOTE: The backup rings must be positioned toward the bearing retainer bolt flange with the concave side toward the O-ring as shown in Figure 50-13. 3. Install new lower bearing (10) into the lubricated bearing retainer. Install hardened washers (2) and capscrews (1). Tighten the capscrews to 678 Nm (500 ft lbs). 4. Install new backup rings and O-rings (15, Figure 50-14) in the end cap grooves. Backup rings must be positioned toward the flange on the end cap. 5. Install new upper bearing (14) on upper bearing retainer (5). 6. Slide upper bearing retainer (5) over the rod of cap structure (16).
FIGURE 50-13. BACKUP RING REPLACEMENT 1. O-Ring 2. Backup Ring
960E-1
3. Lower Bearing Retainer
11
CEN50005-00
50 Disassembly and assembly
7. Install key (13) and piston stop (12) on the cap structure rod. Ensure that the piston stop is fully seated against the rod shoulder. Install locknut (11) against the piston stop. Tighten locknut one-half turn further until the hole for rollpin (10) is in alignment. Install the rollpin. 8. Attach a lifting device to top side of the end cap assembly. Lower the end cap onto piston (7). Insert steel balls (9) in the holes in the piston before fully seating the bearing on top of the piston. A small amount of petroleum jelly will prevent the balls from dropping out during assembly. 9. Install upper bearing retainer (5) onto the piston rod. Secure the bearing in place with new capscrews (3) and hardened washers (4). Tighten the capscrews to 678 Nm (500 ft lb). NOTE: Always use new capscrews (3, Figure 50-14) during assembly. Used capscrews will be stressed and fatigued because of loads imposed on these capscrews during operation. 10. Apply a light coating of petroleum jelly to the seals, wiper and bearings. With the 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 hardened washers (2) and capscrews (1). Tighten the capscrews to 678 Nm (500 ft lb). 12. Install drain plug (11, Figure 50-12) and tighten to 17 Nm (13 ft lb). NOTE: If the suspension is to be stored, put in one liter (two pints) of a rust preventive oil. This oil must be drained when the suspension is put into service. 13. Install the charging valve with a new O-ring. Lubricate all O-rings with clean Hydrair II oil before threading the charging valve into the end cap. Tighten valve body (large hex) (3, Figure 50-2) to 23 Nm (17 ft lb).
12
FIGURE 50-14. PISTON ROD REMOVAL 1. Capscrew 2. Hardened Washer 3. Capscrew 4. Hardened Washer 5. Upper Bearing Retainer 6. Housing 7. Piston 8. Mounting Holes
9. Steel Ball (2 each) 10. Rollpin 11. Nut 12. Piston Stop 13. Key 14. Upper Bearing 15. O-Ring and Backup Ring 16. Cap Structure
960E-1
50 Disassembly and assembly
CEN50005-00
Removal and installation of rear suspension The Hydrair® II 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 rear suspension cylinders consist of two basic components: a suspension housing attached to the frame and a suspension rod attached to the rear axle housing.
The suspension cylinder requires only normal care when handling as a unit. However, after being disassembled, these parts must be handled with extreme care 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.
FIGURE 50-15. REAR SUSPENSION 1. Suspension Cylinder 2. Mud Flap
960E-1
3. Mounting Pin
13
CEN50005-00
50 Disassembly and assembly
2. Discharge the nitrogen pressure from the suspension as follows:
Removal
Table 1: TOOL LIST FOR SUSPENSION PIN REMOVAL
a. Remove charging valve cap (1, Figure 5016).
Part Number
Description
Quantity
EJ2847
Pin Removal Tool
2
EJ2848
Cylinder
1
b. Loosen swivel nut (small hex) (4) on the charging valve and turn it counterclockwise three full turns to unseat the valve seal. Do not turn more than three turns. Do not turn valve body (large hex) (6).
EJ2849
Hand Pump
1
c. Connect the charging kit.
EJ2850
Shackle
2
MM0093
Capscrew - M16 x 2 x 70
4
1. Remove capscrews, washers, and mud flap (2, Figure 50-15) from the suspension.
Wear a face mask or goggles. Make sure that only the swivel nut turns. Turning the entire 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 in.). 4. Place stands or cribbing under the truck frame at each hoist cylinder mount. 5. Open the valve on the suspension charging kit to release nitrogen from the suspension. Disconnect the charging kit. 6. Disconnect the lubrication pressure sensor cable.
lines
and
the
7. Position a fork lift under the suspension housing above the lower mounting pin. Secure the suspension to the fork lift.
FIGURE 50-16. CHARGING VALVE 1. Charging Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
14
6. Valve Body 7. O-Ring 8. Valve Stem 9. O-Ring
The rear suspension weighs approximately 913 kg (2,013 lb). Make sure that the lifting device has a sufficient capacity to handle the load.
960E-1
50 Disassembly and assembly
NOTE: The mounting arrangement for the top and bottom pins is identical. 8. Remove locking capscrew (4, Figure 50-17) from the lower suspension pin that is to be removed. The locking capscrew on the remaining cylinder must remain installed. 9. Install pin removal tool (1) to each lower pin using the capscrews listed in Table 1. Tighten the capscrews to 240 ± 24 Nm (177 ± 17 ft lb). 10. Attach both shackles (2) to cylinder (3).
CEN50005-00
13. 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. 14. Remove the pin from the lower mounting. 15. Install the tool on the upper pin and repeat the pin removal process. 16. Remove the cylinder from the truck.
11. Attach each shackle to pin removal tool (1), as shown.
17. If it is necessary to remove the remaining rear suspension cylinder, insert the pins back into the upper and lower mountings.
12. Apply pressure to the cylinder using the hand pump (not shown).
18. Secure the pins using locking capscrews (4), and repeat the removal process. Installation
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.
1. Inspect mounting bore sleeves (9, Figure 5018) and the bearing spacers for damage and wear. Check the fit of the pins in the bores before installing the suspension. Replace worn or damaged parts. 2. Secure the suspension to the fork lift and raise it into position. The suspension assembly must be retracted as far as possible before installation. 3. Position the top suspension eye and spherical bearing between the ears on the frame, as shown in Figure 50-18. Orient the cylinder so that the charging valve faces the opposite suspension cylinder, as shown in Figure 50-15. 4. Lubricate all pin-to-bearing and pin-to-sleeve surfaces with anti-seize compound. Lubricating the pin surfaces aids in removal and installation, as well as prevention of rust and corrosion.
FIGURE 50-17. REAR SUSPENSION PIN REMOVAL TOOL 1. Pin Removal Tool 2. Shackle
960E-1
3. Cylinder 4. Locking Capscrew
5. Align the retaining capscrew hole in pin (1, Figure 50-18) with the hole in the mounting bore. Drive in the pin far enough to hold pin in position. 6. Insert bearing spacer (4) and continue to drive in the pin through the spherical bearing. Insert the remaining spacer and continue to drive in the pin until the retaining capscrew hole is aligned with the hole in the pin.
15
CEN50005-00
50 Disassembly and assembly
Disassembly and assembly of rear suspension Disassembly 1. Place the suspension in a fixture with the rod end down. NOTE: The fixture should allow the suspension to be rotated 180° vertically.
To avoid possible injury, wear a face mask or goggles while relieving nitrogen gas pressure.
FIGURE 50-18. SUSPENSION MOUNTING PIN Typical, top and bottom 1. Pin 2. Retainer Capscrew 3. Locknut 4. Bearing Spacer 5. Retaining Ring
6. Spherical Bearing 7. Capscrew 8. Washer 9. Sleeve
7. Install capscrew (2) and locknut (3). Tighten to 465 Nm (343 ft lb). If further alignment of the capscrew and hole are necessary, install a pin removal tool onto the pin. Use the tool in conjunction with a large pipe wrench or other suitable device to align the locking capscrew holes. 8. Adjust the piston rod height until the lower mount bearing aligns with the bore in the rear axle housing, and repeat the above procedure to install the bottom pin. Mounting components in the top and bottom ts are identical. 9. Install the nitrogen charging kit, and add nitrogen to raise the frame off the stands or cribbing. A lifting device may also be used.
2. Depress the charging valve stem to ensure that all nitrogen gas pressure has been released before removing the charging valve. 3. Remove cover (16, Figure 50-19) and charging valve (17). Remove and discard the charging valve O-ring. 4. Remove pressure sensor (15). 5. With the suspension in a vertical position (piston rod down), remove drain plug (18) and allow the suspension oil to drain. A properly charged rear suspension cylinder contains 54.5 L (14.4 gal) of oil. 6. Rotate the cylinder 180 degrees. Remove capscrews (6) and washers (7). Lift piston rod (9) from housing (1). 7. Remove bearing retainer (5) from the piston. Remove bearing (4). Remove the seals, the Oring and backup ring from bearing retainer (5). Discard the O-ring and backup ring. 8. Remove bearing (3) from the piston. 10. If spherical bearings (6, Figure 50-18) require replacement, remove retaining rings (5) and press the bearing from the cylinder bore.
10. Connect the lubrication lines and the pressure sensor. 11. Service the suspension. For instructions, refer to Testing and adjusting section Accumulators and suspensions. 12. Install mud flap (2, Figure 50-15) with the capscrews, flat washers, and lockwashers.
16
960E-1
50 Disassembly and assembly
Cleaning and Inspection 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 laquer thinner.
When using cleaning agents, follow the solvent manufacturer's instructions.
CEN50005-00
Assembly NOTE: Assembly must be performed 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. Refer to the Testing and adjusting section Accumulators and suspensions. 1. If removed, install spherical bearing (6, Figure 50-18) in the eye of the piston rod and cylinder housing. 2. Install retaining rings (5) to secure the bearings.
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. NOTE: your local Komatsu distributor for repair information and instructions not covered in this manual.
3. Install wiper seal (12, Figure 50-19), double lip seal (11), buffer seal (10), O-ring (13) and backup ring (14) onto bearing retainer (5). NOTE: Refer to the seal installation illustration and details in Figure 50-19 for proper orientation. 4. Install rod bearing (4). 5. Slide piston bearing (3) onto the lubricated piston rod. 6. With the lubricated housing (1) held in a vertical position, slide the piston assembly partially into the housing. Slide retainer (5) onto the housing and fasten with capscrews (6) and washers (7). Tighten the capscrews to standard torque. Use care during piston installation to prevent damage to machined and chrome surfaces. NOTE: If the suspension is to be stored, fill with one liter (two pints) of a rust preventive oil. This oil must be drained when the suspension is put back into service. 7. Install a new O-ring onto the charging valve, and install the charging valve onto the cylinder. Tighten the large hex of the charging valve to 23 Nm (17 ft lb). 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 finger-tight. 8. Install the charging valve, pressure sensor, and plugs. 9. Install cover (16) onto the suspension. 10. Pressure test the suspension. Refer to the Testing and adjusting section Accumulators and suspensions.
960E-1
17
CEN50005-00
50 Disassembly and assembly
FIGURE 50-19. REAR SUSPENSION ASSEMBLY 1. Housing 2. Vent Plug 3. Piston Bearing 4. Rod Bearing 5. Bearing Retainer 6. Capscrew
18
7. Hardened Washer 8. Mud Flap 9. Piston Rod 10. Rod Buffer Seal 11. Rod Double Lip Seal 12. Wiper Seal
13. O-ring 14. Backup Ring 15. Pressure Sensor 16. Cover 17. Charging Valve 18. Drain Plug 960E-1
50 Disassembly and assembly
CEN50005-00
NOTES
960E-1
19
CEN50005-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50005-00
20
960E-1
CEN50006-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Hoist circuit Removal and installation of hoist pump ................................................................................................................ 3 Disassembly and assembly of hoist pump............................................................................................................ 5 Removal and installation of hoist valve ............................................................................................................... 13 Disassembly and assembly of hoist valve .......................................................................................................... 14 Overcenter valve manifold service...................................................................................................................... 21 Removal and installation of hoist pilot valve ....................................................................................................... 22 Disassembly and assembly of hoist pilot valve................................................................................................... 23 Removal and installation of hoist cylinders ......................................................................................................... 25 Disassembly and assembly of hoist cylinders..................................................................................................... 27
960E-1
1
CEN50006-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50006-00
Removal and installation of hoist pump Removal NOTE: The hoist pump can be removed without removing the steering/brake pump from the truck if desired. 1. Shut down the truck properly. Refer to Index and foreword section Operating instructions for the shutdown procedure. 2. If necessary, drain the hydraulic tank by using the drain valve on the bottom of the tank. 3. Remove the rear axle blower duct to allow the hoist pump to be lowered from the pump mount bracket for removal. Remove the duct bracket.
FIGURE 50-1. HOIST PUMP REMOVAL 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. 4. Loosen the capscrews that secure the inlet hoses and outlet hoses to hoist pump (3, Figure 50-1). Allow the oil to drain into a suitable container. 5. Remove the inlet and outlet hoses. Cap or cover all lines and pump inlets and outlets to prevent contamination.
1. Pump Outlet Hoses 2. Capscrews 3. Hoist Pump 4. Mounting Capscrews
5. Steering/Brake Pump 6. Pump Mount Bracket 7. Outlet Hose
8. Remove four capscrews (2) that secure the hoist pump to the front bracket. Remove the six capscrews that secure pump mount bracket (6) to the pump module . Remove the pump mount bracket.
6. Remove the capscrews that secure the hoist pump drive flange to the driveshaft.
9. Ensure that the lifting and devices are in place on both pumps. Loosen (but do not remove) the rear bracket capscrews holding steering/brake pump (5). Lower the pumps, allowing the hoist pump to come down farther than the steering/brake pump.
The hoist pump weighs approximately 140 kg (310 lb). The hoist pump and steering/brake pump combined weigh approximately 254 kg (560 lb). Use a suitable lifting device that can handle the load safely.
10. Remove four steering/brake pump mounting capscrews (4). Slide the hoist pump forward to disengage the splines of coupling (9, Figure 502) from the steering/brake pump.
7. Attach a suitable lifting device to the hoist pump. Attach a to the front end of steering/ brake pump (5) to hold it in place during removal of the hoist pump.
960E-1
11. Move the hoist pump to a clean work area for disassembly.
3
CEN50006-00
1. Hoist Pump 2. Nut and Washer 3. Dowel 4. O-Ring 5. Capscrew
50 Disassembly and assembly
FIGURE 50-2. HOIST PUMP INSTALLATION 11. Steering/Brake Pump 6. Bearing Plate 12. Pump Case Return 7. O-Ring Fitting (Pump Drain) 8. Transition Plate 13. Inlet Port 9. Coupling 10. Capscrew
Installation NOTE: The following procedure assumes that the steering/brake pump is already installed on the truck. 1. Install O-ring (16, Figure 50-2) on transition plate (8). Install coupling (9) on hoist pump (1).
14. Compensator Adjustment 15. Unloader Adjustment 16. O-Ring 17. Nut
4. Use the capscrews, lockwashers and nuts to attach the front bracket to the pump module and to the pump. Tighten the capscrews to the standard torque. 5. Use the capscrews, lockwashers and nuts to connect the pump drive flange to the driveshaft. Tighten the capscrews to the standard torque. 6. Tighten the capscrews for pump mount bracket (6, Figure 50-1) to the standard torque.
The hoist pump weighs approximately 140 kg (310 lbs). The hoist and steering pump together weigh approximately 254 kg (560 lbs). Use a suitable lifting or device that can handle the load safely. 2. Attach a suitable lifting device to the hoist pump. Move the pump into position for installation. 3. Lubricate the steering/brake pump spline shaft and align it with coupling (9). Install the hoist pump onto the steering/brake pump using capscrews (10) with hardened washers. Tighten the capscrews to the standard torque. Raise the pumps into position.
4
7. Uncap the inlet and outlet hoses and attach them to the pumps with new O-rings. Tighten the capscrews securely. 8. Fill the hydraulic tank with clean hydraulic oil. 9. To bleed any trapped air, loosen the capscrews on the suction hoses at the pump, then loosen the capscrews on the pressure hoses at the pump. Tighten all capscrews securely. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result. 10. Install the blower duct and bracket.
960E-1
50 Disassembly and assembly
Disassembly and assembly of hoist pump 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/brake pump is attached, remove capscrews (10, Figure 50-2) and pull the steering/brake pump free of transition plate (8). Remove O-ring (16). 2. Remove and inspect coupling (9). Remove and discard the internal snap ring, if installed. Remove dowels (3) if they are damaged or if replacement of the bearing plate is necessary. 3. the pump by placing it on wood blocks with the input driveshaft pointing downward. Match mark each section nearest the input drive gear to aid in reassembly.
CEN50006-00
4. Remove nuts (17). Remove bearing plate (6) with transition plate (8) and O-ring (16). 5. Remove the capscrews that secure the bearing plate to the transition plate. Remove O-ring (7). Remove the dowels if they are damaged or if replacement of the transition plate is necessary. 6. Remove connector plate (9, Figure 50-3). If the connector plate is stuck, tap it lightly with a plastic hammer to loosen it. Remove O-ring (8) and steel rings (10) and (14). Remove dowels (6) if they are damaged or if the connector plate must be replaced. 7. Remove backup ring (15), O-ring and retainer (16), and isolation plate (17). Grasp drive gear (12) and idler gear (11) and pull straight up and out of the bore of gear plate (5). Remove pressure plate (18) from gears. 8. Remove gear plate (5) and pressure plate (19). Remove the steel rings, backup ring, O-ring, and retainer, and isolation plate. Remove Orings (3) and (4).
FIGURE 50-3. HOIST PUMP DISASSEMBLY (Rear Section) 1. O-ring 2. Bearing Plate 3. O-ring 4. O-ring 5. Gear Plate 6. Dowel
960E-1
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 and Retainer 17. Isolation plate 18. Pressure Plate
19. Pressure Plate 20. Dowels 21. Coupling 22. Snap Ring 23. O-ring
5
CEN50006-00
50 Disassembly and assembly
9. Remove bearing plate (2). Remove O-ring (23) and stud O-rings (1). Remove dowels (20) if they are damaged or if replacement of the bearing plate is necessary.
11. Remove steel rings (13), backup ring (14), Oring and retainer (15), and isolation plate (17). Remove dowels (16) if they are damaged or if replacement of bearing plate (10) is necessary.
10. Remove coupling (21). Remove snap ring (22) if it is damaged or if replacement is necessary. NOTE: Disassembly of the rear pump section is now complete. Do not remove studs (12, Figure 50-4) at this time as the studs serve as guides for disassembly.
12. Unscrew studs (12) and remove them. Remove flange (5). If the flange is stuck, tap it lightly with a plastic hammer to loosen it. Remove O-ring (8). Remove dowels (6) if they are damaged or if replacement of flange (5) or gear plate (7) is necessary.
10. Remove bearing plate (10, Figure 50-4). If the bearing plate is stuck, tap it lightly with a plastic hammer to loosen it. Remove O-rings (9) and (11).
13. Remove the steel rings, backup ring, O-ring and retainer. Remove drive gear (1) and idler (3) from gear plate (7). Remove both pressure plates (18).
FIGURE 50-4. HOIST PUMP DISASSEMBLY (Front Section) 1. Drive Gear and Shaft 2. Seal 3. Idler Gear 4. Steel Ball 5. Flange 6. Dowel 7. Gear Plate
6
8. O-ring 9. O-ring 10. Bearing Plate 11. O-ring 12. Studs 13. Steel Rings 14. Backup Ring
15. O-ring and Retainer 16. Dowel 17. Isolation Plate 18. Pressure Plate 19. Plug 20. Seal 21. Snap Ring
960E-1
50 Disassembly and assembly
CEN50006-00
FIGURE 50-5. PREPARATION FOR SEAL REMOVAL 1. Flange 3. Wood Blocks 2. Bearings
14. To aid in removal of the outboard shaft seal, place flange (1, Figure 50-5) on two small wood blocks (3). 15. Remove inboard shaft seal (20, Figure 50-4) and snap ring (21) from the flande bore. 16. Use a hammer and punch to tap outboard shaft seal (2) out of the flange bore (see Figure 50-6). Be careful not to mar, scratch or damage the seal bore surface or bearings. 17. After the shaft seals and snap ring have been removed, clean the bore thoroughly. If necessary, the bore may be smoothed with number 400 emery paper only.
960E-1
FIGURE 50-6. SHAFT SEAL REMOVAL 1. Flange 2. Punch
3. Bearings
7
CEN50006-00
50 Disassembly and assembly
Inspection 1. Inspect the gear bores in both gear plates (2, Figure 50-7). During the initial break-in, the gears cut into the aluminum 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. Use a knife or sharp pointed scraper to remove the metal that was rolled against the pressure plates. Remove all metal chips that were broken loose.
NOTE: Installing a 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 and gouges which may interfere with shaft seal installation. Assembly NOTE: A suitable seal press ring or plug and two small wood blocks should be available. 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.
When removing the rolled up metal, do not attempt to remove gear track-in grooves (1). 2. Inspect the pressure plates. They should not show excessive wear on the bronzed side. If deep, curved wear marks are visible, replace the pressure plates. 3. Inspect 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, replace the gears.
1. Open the vise jaws wide enough to accept the combined thickness of the flange, wood blocks and press ring. 2. Place the wood blocks flat against the fixed jaw of the vise. Place flange (1, Figure 50-8) against wood blocks (2) so that bearing projections (3) are between the wood blocks and clear of the vise jaw.
4. If any of the internal parts show excessive wear, replace them. Replace all O-rings and seals. 5. Inspect the bearings. If they are worn beyond the gray teflon into the bronze material, the entire flange, connector plate or bearing plate must be replaced.
FIGURE 50-8. SHAFT SEAL INSTALLATION FIGURE 50-7. GEAR BORE INSPECTION 1. Gear Track-In Groove
8
1. Flange 2. Wood Blocks
3. Bearing Projection
2. Gear Plate
960E-1
50 Disassembly and assembly
3. Lubricate the seals with hydraulic oil. Position inboard shaft seal (3, Figure 50-9) with the metal face toward the outboard end of the flange. 4. Position the press ring over the seal. Ensure that the seal stays centered and true with the bore, then start applying pressure with the vise. Continue pressing the seal until it just clears the snap ring groove in the bore.
CEN50006-00
9. Install steel rings (5, Figure 50-10). Lubricate and install backup ring (8), O-ring (7) and retainer (6). 10. Install isolation plate (9) on the suction side of gear plate (1). The isolation plate has a relief area milled on one side. Turn that side up or toward the pressure plate.
5. Install snap ring (2) so that the snap ring opening is over weep hole (10). 6. Install outboard shaft seal (1) with the metal face out until it just s snap ring (2). 7. Lubricate the threads of stud (14) with hydraulic oil. Thread the studs into flange (5) until they are snug. NOTE: There are four long studs and four short studs. Refer to Figure 50-10 for proper stud location. 8. Lubricate and install O-ring (7, Figure 50-9). If removed, install dowels (12). Install gear plate (13). Ensure that the recess in the gear plate will be toward the connector plate or facing up when the gear plate is installed.
FIGURE 50-10. PUMP REASSEMBLY 1. Gear Plate 2. Drive Gear 3. Idler Gear 4. Bearing 5. Steel Ring 6. Retainer
7. O-ring 8. Backup Ring 9. Isolation Plate 10. Relief Area 11. Studs
FIGURE 50-9. SHAFT SEAL INSTALLATION 1. Outboard Shaft Seal 2. Snap Ring 3. Inboard Shaft Seal 4. Seal, Metal Face 5. Flange 6. Steel Ball 7. O-ring
960E-1
8. Bearing 9. Bearing 10. Weep Hole 11. Plug 12. Dowel 13. Gear Plate 14. Studs
9
CEN50006-00
50 Disassembly and assembly
11. With the bronze side up and milled slot (3, Figure 50-11) facing toward the discharge side, slide pressure plate (2) down into the gear bores until it rests on the backup ring and Oring. Do not force the plate down the gear bores. If it gets stuck on the way down, work it back and forth until it slides freely into place.
14. Install the opposite pressure plate with the bronze side down and the milled slot facing toward the discharge side.
12. Coat the inside of gear plate (1) and the gears with clean hydraulic oil. NOTE: To ensure that 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 50-14, which illustrates gear timing. 13. 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. Be careful when pushing the drive gear extension through the shaft seals. Install the idler gear.
1. Drive Gear and Shaft 2. Idler Gear 3. Gear Plate 4. Relief 5. O-ring
10
FIGURE 50-11. PRESSURE PLATE INSTALLATION 1. Gear Plate 2. Pressure Plate
3. Milled Slot
FIGURE 50-12. HOIST PUMP ASSEMBLY (Front Section) 16. Pressure Plate 11. Steel Ring 6. Connector Plate 17. Bearings 12. Backup Ring 7. O-ring 13. O-ring and Retainer 8. Snap Ring 14. Dowel 9. Coupling 15. Isolation Plate 10. Studs
960E-1
50 Disassembly and assembly
CEN50006-00
15. Install steel rings (11, Figure 50-12), backup ring (12), O-ring and retainer (13). Install the isolation plate so that its relief is toward the pressure plate.
17. Lubricate O-ring (3, Figure 50-13) and install it in bearing plate (7). Lubricate O-rings (4) and install them over studs (12). If removed, replace dowel (2). Install bearing plate (7).
16. Lubricate and install O-rings (5) and (7). If removed, install dowel (14). Lubricate the inside diameter of bearings (17) and install connector plate (6). Install snap ring (8) and coupling (9).
18. Repeat Steps 9, 10 and 11 for installation of the steel rings, backup ring, O-ring, retainer, isolation plate and pressure plate. 19. Lubricate the inside diameter of bearings (26). Install O-rings (8) and (9). If removed, replace dowel (25). Install gear plate (10). Ensure that the relief in the gear plate is toward bearing plate (7).
FIGURE 50-13. HOIST PUMP ASSEMBLY (Rear Section) 1. Drive Gear (Rear) 2. Dowel 3. O-ring 4. O-ring 5. Coupling 6. Connector Plate 7. Bearing Plate
960E-1
8. O-ring 9. O-ring 10. Gear Plate 11. Connector Plate 12. Stud 13. Idler Gear 14. Capscrew
15. Bearing Plate 16. Transition Plate 17. O-ring 18. (Not used) 19. Coupling 20. Nut 21. O-ring
22. Dowel 23. Dowel 24. O-ring 25. Dowel 26. Bearings
11
CEN50006-00
50 Disassembly and assembly
20. Install rear drive gear (1) and idler gear (13). The rear drive gear must be timed with the front drive gear 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 50-14.
FIGURE 50-14. PUMP GEAR TIMING
21. Repeat Steps 14 and 15 for installation of the remaining pressure plate, steel rings, backup ring, O-ring and retainer, and isolation plate. 22. Lubricate and install O-ring (24, Figure 50-13) in connector plate (11). If removed, install dowel (23). Lubricate the inside diameter of the bearing in connector plate (11). Install connector plate (11) with flat washers and nuts. 23. If removed, install dowel (22). Lubricate and position O-ring (17) in transition plate (16). Assemble bearing plate (15) onto the transition plate and install capscrews (14). Tighten the capscrews to the standard torque. 24. Lubricate O-ring (21) and position it on bearing plate (15). Install assembled bearing plate (15) and transition plate (16) to connector plate (11) and secure it with nuts (20). Tighten the nuts to the standard torque. 25. Install coupling (19).
A snap ring may have been installed previously inside coupling (19). This snap ring is not necessary and must not be used. In some cases, depending on tolerance stack-up, the snap ring can cause excessive axial loading, leading to premature pump failure.
12
FIGURE 50-15. CHECKING PUMP DRIVE ROTATION 1. Wrench 2. Driveshaft
3. Pump
26. Lubricate the stud threads and install two opposite stud nuts and hardened washers. Tighten the nuts to 325 - 339 Nm (240 - 250 ft lb). 27. Use a 45 cm (18 in.) adjustable wrench to check the pump drive shaft rotation (See Figure 5015). The driveshaft will be tight but should turn freely with a maximum torque of 7 - 14 Nm (5 10 ft lb) after the initial surge. 28. If the shaft will not turn properly, disassemble the pump and inspect the parts for burrs or foreign material that that may be causing buildup or interference between parts. 29. When the driveshaft turns properly, install the remaining hardened washers and nuts. Tighten the nuts to 325 - 339 Nm (240 - 250 ft lb). 30. Install a new O-ring on the steering/brake pump flange and install the steering/brake pump onto transition plate (16, FFigure 50-13). Install the capscrews and tighten them to the standard torque.
960E-1
50 Disassembly and assembly
CEN50006-00
Removal and installation of hoist valve
2. Shut down the truck properly. Refer to Index and foreword section Operating instructions for the shutdown procedure.
Removal
3. Slowly move the hoist control lever to the LOWER position until the body lowers against the body-up retention cable to relieve hoist cylinder pressure. Relieve all pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure.
4. Thoroughly clean the exterior of the hoist valve.
Hydraulic oil 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.
6. Remove the capscrews and lockwashers that secure hoist valve (5, Figure 50-16).
1. Make sure that there is adequate overhead clearance and raise the truck body. Secure the body in the raised position with the body-up retention cable. Refer to Index and foreword section Foreword and general information for the procedure.
The hoist valve weighs approximately 193 kg (425 lb). Use a suitable lifting device that can handle the load safely.
5. Disconnect and plug all hydraulic lines and ports to help prevent contamination. Mark each hydraulic line to aid in correct installation.
7. Attach a lifting device to the hoist valve and remove it from the truck. Move the hoist valve to a clean work area for disassembly.
FIGURE 50-16. HOIST VALVE & PIPING (Top View) 1. Hoist Cylinder 2. Brake/Hoist Return Oil Manifold 960E-1
3. Overcenter Manifold 4. Hoist Circuit Filters 5. Hoist Valve
6. Pump Drive Shaft 7. Hydraulic Tank
13
CEN50006-00
50 Disassembly and assembly
Disassembly and assembly of hoist valve
Installation 1. Attach a suitable lifting device to the hoist valve. Move the hoist valve into position on top of the hoist pump and secure it with capscrews, nuts and lockwashers. Tighten the capscrews to the standard torque. NOTE: The hoist valve must be positioned with separator plate (8, Figure 50-17) toward the front of the truck.
O-ring replacement It is not necessary to remove the individual valve sections to accomplish repairs unless the O-rings between the valve sections to must be replaced to prevent leakage. Loosening and retightening the main valve tie rod nut could cause distortion, resulting in binding or severely sticking plungers, poppet and spools. To replace the O-rings between the valve sections: 1. Remove four nuts and washers (5, Figure 5017) from the tie rods on one end of the hoist valve. Slide tie rods (6) from the valve and separate the valve sections. 2. Inspect the machined sealing surfaces for scratches and nicks. If scratches or nicks are found, remove them by lapping on a smooth flat steel surface with fine lapping compound. 3. Lubricate the new O-rings lightly with multipurpose greaseand install them between the valve sections. Stack the valve sections together, making sure that the O-rings between the sections are properly positioned.
FIGURE 50-17. HOIST VALVE ASSEMBLY 1. Inlet Section (Rear) 2. Spool Section (Work Ports) 3. Spool Section (Tank Ports)
4. Install the four tie rods with the dished washer between the nut and housing (See Figure 5018).
4. Inlet Section (Front) 5. Nuts and Washers 6. Tie Rods 7. Tube 8. Separator Plate
2. Install new O-rings at the flange fittings, then connect the hydraulic lines to the hoist valve. Tighten the flange capscrews to the standard torque. Refer to Figure 50-16 for hydraulic line locations.
FIGURE 50-18. TIE ROD INSTALLATON
3. Connect the pilot supply lines. Tighten the fittings securely. 4. Start the engine. Raise the body and remove the body-up retention cable. Lower and raise the body to check for proper operation and leaks. 5. Check the hydraulic tank oil level and fill the tank, if needed.
14
960E-1
50 Disassembly and assembly
CEN50006-00
5. Use a torque wrench to tighten the nuts in the pattern shown in Figure 50-19. Tighten the tie rod nuts evenly in the following sequence: a. First, tighten the nuts to 20 Nm (15 ft lb) in order 1, 4, 2, 3. b. Next, tighten the nuts to 43 Nm (32 ft lb) in order 1, 4, 2, 3. c. Finally, tighten the nuts to 142 Nm (105 ft lb) in order 1, 4, 2, 3.
Disassembly of inlet section NOTE: Match mark or identify each part when removed in respect to its location or mating bore to aid in reassembly. 1. Disconnect tube (7, Figure 50-17) at the cover end. Remove capscrews (14, Figure 50-20) and cover (13). Remove springs (12), check valves (11), and O-rings (10). NOTE: The inlet section is shown removed from the main valve body for clarity. 2. Remove capscrews (1) and inlet cover (2). Remove springs (3) and (5) and flow control/ main relief valve (4). Remove sleeve (6), low pressure relief valve (7), and O-rings (8). NOTE: If removal of the restrictor poppet in inlet cover (2) is required, proceed to the next step.
FIGURE 50-19. TIGHTENING SEQUENCE
FIGURE 50-20. INLET SECTION DISASSEMBLY 1. Capscrew 2. Inlet Cover 3. Spring (Orange) 4. Flow Control/Main Relief Valve 5. Spring
960E-1
6. Sleeve 7. Secondary Low Pressure Relief Valve 8. O-Rings 9. Inlet Valve Body
10. O-Rings 11. Check Valves 12. Springs 13. Cover 14. Capscrews
15
CEN50006-00
50 Disassembly and assembly
3. Remove sleeve (9, Figure 50-21), backup ring (8), O-ring (7), backup ring (6). Remove backup ring (5), O-ring (4), backup ring (3) and restrictor poppet (2). 4. Repeat the procedure for the opposite inlet section if disassembly is required.
Assembly of inlet section 1. Discard all O-rings and backup rings. Clean all parts in solvent and dry with compressed air. 2. Inspect all springs for breaks and 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 and excessive wear. 4. Inspect the poppets in their respective bore for proper fit. Poppets should move freely through a complete revolution without binding. 5. Inspect the fit and movement between the sleeve and low pressure relief valve. 6. Coat all parts, including the housing bores, with clean, type C-4 hydraulic oil. Lightly lubricate new O-rings with a multipurpose grease. 7. If restrictor poppet (2, Figure 50-21) was removed, reassemble it in the order shown. 8. Install check valves (11, Figure 50-20) in their respective bores. Install springs (12). 9. Install O-rings (10) and cover (13). Install and tighten capscrews (14) to 81 Nm (60 ft lb).
FIGURE 50-21. RESTRICTOR POPPET REMOVAL (Inlet Cover) 1. Inlet Cover 2. Restrictor Poppet 3. Backup Ring 4. O-Ring 5. Backup Ring
10. Install low pressure relief valve (7) in sleeve (6), then install the assembly in housing (9). Install flow control/main relief valve (4). Install springs (3) and (5). Install inlet cover (2). Install and tighten capscrews (1) to 81 Nm (60 ft lb). Connect the tube (7, Figure 50-17) and tighten the nuts to 34 Nm (25 ft lb).
6. Backup Ring 7. O-ring 8. Backup Ring 9. Sleeve
FIGURE 50-22. POPPET AND BALL 1. Poppet 2. Steel Ball
16
3. O-Ring
960E-1
50 Disassembly and assembly
Disassembly of rear spool section NOTE: It is not necessary to remove inlet sections (1, Figure 50-17) or (4) to disassemble spool sections (2) or (3). NOTE: Match mark or identify each part when removed in respect to its location or respect to its mating bore to aid reassembly. 1. Remove the capscrews and lift spool cover (1, Figure 50-24) from the housing. 2. Remove poppet (6) from the spool cover. Remove and discard O-ring (8). NOTE: The poppet contains a small steel ball (7). Do not misplace it. 3. Remove and discard O-rings (4) and (5). 4. Remove restrictor poppet (1, Figure 50-23). Remove and discard O-ring (2) and backup ring (3), if used. Note the position of the restrictor poppet when removed to ensure correct reassembly. 5. Remove spool assembly (20, Figure 50-24). Note the color of the lower spring (blue) to ensure proper location during reassembly. Also note the “V” groove on the top end of the spool.
CEN50006-00
6. Remove plug (3) from the end of the spool. Remove spring seat (2) and spring (11). Remove poppet (21) and spool end (15). NOTE: Pay special attention to poppets (12), (21) and (22) during removal to ensure proper location during reassembly. Poppets may be identified with a colored dot (red, green or white). If the poppets are not color coded, use the table below and the specified drill bit to measure the orifice diameter for proper identification. POPPET COLOR
ORIFICE DIAMETER
DRILL SIZE
Red
3.556 mm (.140 in.)
#28
Green
2.362 mm (.093 in.)
#42
White
1.600 mm (.063 in.)
#52
7. Repeat Step 6 to disassemble the opposite end of spool assembly (20). Note that there is no plug or restrictor poppet in the opposite end and the spring is blue. 8. Remove spool assembly (14). At the top end of the spool, remove plug (3). Remove spring seat (2) and spring (11). Remove restrictor poppet (12) and spool end (15). 9. At the opposite end, remove plug (3), spring seat (2) and spring (16). Remove restrictor poppet (22) and spool end (15). 10. Remove spool cover (19) and O-rings (4), (5) and (10). Remove poppet (18).
FIGURE 50-23. RESTRICTOR POPPET 1. Restrictor Poppet 2. O-Ring * 3. Backup Ring *
4. O-Ring 5. O-Ring
* Items 2 and 3 not used on all valves.
960E-1
17
CEN50006-00
50 Disassembly and assembly
FIGURE 50-24. REAR SPOOL SECTION ASSEMBLY 1. Spool Cover 2. Spring Seat 3. Plug 4. O-Ring 5. O-Ring 6. Poppet 7. Steel Ball
18
8. O-Ring 9. Restrictor Poppet 10. O-Ring 11. Spring 12. Restrictor Poppet (Red) 13. Spool Housing
14. Spool Assembly 15. Spool End 16. Spring (Blue) 17. O-Ring 18. Poppet 19. Spool Cover 20. Spool Assembly
21. Restrictor Poppet (Green) 22. Restrictor Poppet (White)
960E-1
50 Disassembly and assembly
Assembly of rear spool section 1. Discard all O-rings and backup rings. Clean all parts in solvent and blow dry with compressed air.
CEN50006-00
NOTE: Spool assemblies (14, Figure 50-24) and (20) are physically interchangeable. Ensure that spool assembly (14) is installed toward the base port of the spool housing.
2. Inspect all springs for breaks and distortion. Inspect the poppet seating surfaces for nicks and excessive wear. All seats must be sharp and free of nicks.
12. If used, install O-ring (2, Figure 50-23) and backup ring (3) on restrictor poppet (1). Install the poppet in the spool housing as shown in Figure 50-24.
3. Inspect all bores and surfaces of sliding parts for nicks, scores and excessive wear.
13. Install new O-rings (4, Figure 50-24), (5) and (10).
4. Inspect all poppets in their respective bore for proper fit. Poppets should move freely through a complete revolution without binding.
14. Install a new O-ring (and backup ring, if used) on poppet (6). Make sure that small steel ball (7) is installed in the poppet. Install the poppet in spool cover (1).
5. Lubricate O-rings (4, Figure 50-24), (5) and (10) with clean hydraulic oil. Install the O-rings in spool housing (13). Install poppet (18). Install spool cover (19) and secure it with the capscrews. Tighten the capscrews to 81 Nm (60 ft lb). 6. Install spring (11) in spool assembly (20). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install the spool end and tighten it to 34 Nm (25 ft lb). Install restrictor poppet (21). Apply Dri-loc #204 to the threads of plug (3). Install and tighten the plug to 20 Nm (15 ft lb).
15. Position spool cover (1) over spool housing (13). Install and tighten the capscrews to 81 Nm (60 ft lb). NOTE: The cover must be positioned according to the match marks that were made during disassembly. Do not reverse the cover position.
NOTE: Poppets (12), (21) and (22) may be color coded and must be installed in their original location. 7. Repeat Step 6 for the opposite end of spool assembly (20). Ensure that spring (16) is blue. A poppet and plug are not installed in the lower end. 8. Lubricate the spool assembly and carefully install it in the spool housing (See Figure 50-25). Make sure that “V” groove (1) in spool assembly (2) is positioned up as noted. 9. Install spring (11, Figure 50-24) in the top (grooved) end of remaining spool assembly (14). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install spool end and tighten it to 34 Nm (25 ft lb). Install red restrictor poppet (12). Apply Dri-loc #204 to the threads of plug (3). Install and tighten the plug to 20 Nm (15 ft lb).
FIGURE 50-25. SPOOL INSTALLATION 1. “V” Groove 2. Spool Assembly
3. Work Ports Spool Section
10. Repeat Step 9 for the bottom end of spool assembly (14). Ensure that spring (16) is blue. 11. Lubricate the assembled spool and install it in the spool housing (See Figure 50-25). Make sure that “V” groove (1) in spool assembly (2) is positioned up as noted.
960E-1
19
CEN50006-00
50 Disassembly and assembly
Disassembly of front spool section NOTE: It is not necessary to remove inlet sections (1, Figure 50-17) or (4) to accomplish spool section disassembly and repair. NOTE: Match mark or identify each spool in respect to its mating bore when removed.
1. Remove the capscrews and lift spool cover (4, Figure 50-26) from spool housing (1). 2. Remove and discard O-rings (5) and (6). 3. Remove the capscrews and spool cover (9) from spool housing (1). Remove and discard the O-rings. 4. Remove springs (8). Push spools (7) out of the housing bores.
FIGURE 50-26. FRONT SPOOL SECTION ASSEMBLY 1. Spool Housing 2. Plug 3. O-Ring
20
4. Spool Cover 5. O-Ring 6. O-Ring
7. Spool 8. Spring 9. Spool Cover
960E-1
50 Disassembly and assembly
CEN50006-00
Overcenter valve manifold service
Assembly of front spool section 1. Discard all O-rings. Clean all parts in solvent and blow dry with compressed air. 2. Inspect the springs for breaks and distortion. 3. Inspect the housing bores and surfaces of the spools for nicks, scoring and excessive wear.
The overcenter valve manifold is located at the rear of the hoist valve (See Figure 50-16). Figure 50-27 through Figure 50-29 show the proper placement of the O-rings and backup rings on the cavity plug, the needle valve, and the counterbalance valve.
4. Lubricate spools (7, Figure 50-26) with clean hydraulic oil and reinstall them in their original bores. Install springs (8). 5. Lubricate O-rings (5) and (6) with clean hydraulic oil. Install the O-rings in the bottom of the spool housing. Install bottom cover (9) and secure it in place with capscrews. Tighten the capscrews to 81 Nm (60 ft lb). 6. Lubricate O-rings (5) and (6) and install them in the top of the spool housing. Install top cover (4) and secure it in place with capscrews. Tighten the capscrews to 81 Nm (60 ft lb). 7. If removed, install plugs (2) with new O-rings (3).
FIGURE 50-27. CAVITY PLUG
1. O-Rings
2. Backup Rings
FIGURE 50-28. NEEDLE VALVE 1. O-Rings
2. Backup Rings
FIGURE 50-29. COUNTERBALANCE VALVE 1. O-Rings 2. Backup Rings
960E-1
21
CEN50006-00
50 Disassembly and assembly
Removal and installation of hoist pilot valve Removal 1. Place the hoist control lever in the LOWER position. Ensure that the body is in the fully resting on the frame. Release the hoist control lever to return the hoist valve spool to the FLOAT position. 2. Disconnect hydraulic lines (3, Figure 50-30) at hoist pilot valve (1) located in the hydraulic brake cabinet. Remove capscrews (5). 3. Loosen and unthread jam nut (8). Unthread sleeve (9) until cotter pin (6) and pin (10) are exposed. 4. Remove cotter pin and pin. 5. Remove mounting hardware (2) and hoist pilot valve (1).
Installation 1. Place hoist pilot valve (1) into position on the mounting bracket. Secure the hoist pilot valve with mounting hardware (2). 2. Position hydraulic lines (3) over the valve ports and assemble the fittings. Tighten the hydraulic line connections securely. 3. Place the hoist control lever in the springcentered position. Adjust the pilot valve spool until the centerline of the cable attachment hole extends 29.5 mm (1.16 in.) from the face of the valve body. 4. Align the control cable eye with the pilot valve spool hole, then insert pin (10). Secure the pin with cotter pin (6). 5. Thread sleeve (9) upward until it s the valve body. Move flange (4) into position and secure it capscrews (5). 6. Thread jam nut (8) against the sleeve. Tighten the jam nut securely. 7. Start the engine and check for proper hoist operation and leaks.
FIGURE 50-30. HOIST PILOT VALVE & PIPING 1. Hoist Pilot Valve 2. Mounting Hardware 3. Hydraulic Tubes
22
4. Flange 5. Capscrew 6. Cotter Pin
7. Control Cable 8. Jam Nut 9. Sleeve
10. Pin
960E-1
50 Disassembly and assembly
Disassembly and assembly of hoist pilot valve Disassembly 1. Thoroughly clean the exterior of the valve. Match mark the components to ensure proper reassembly.
CEN50006-00
9. Remove nuts (8) and (10, Figure 50-32) and remove tie rods (9). Separate the valve housings. Remove O-ring (11). Remove the poppet check and spring (located on the outlet housing side of the spool housing) from the spool housing.
2. Remove machine screw (15, Figure 50-32), seal plate (16), wiper (13) and O-ring (12). 3. Remove snap ring (1), capscrews (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). 4. Carefully slide spool (14) out of spool housing (17). Remove seal retainer (25), wiper (26) and O-ring (27) from the spool. 5. Insert a rod in the cross holes of detent pin (3) and unscrew it from spool (14). Exert slight pressure against the detent pin as it disengages and spring tension is released. 6. Remove spring seats (19), spring (4) and spacer (5). 7. Remove relief valve (2, Figure 50-31) from spool housing (1). 8. Match mark the inlet and outlet housings in relation to the spool housing to ensure correct location during reassembly.
FIGURE 50-32. HOIST PILOT VALVE
FIGURE 50-31. RELIEF VALVE 5. To Hoist Valve (Base 1. Spool Housing 2. Relief Valve End) 3. Supply Port 6. Return to Tank 4. To Hoist Valve (Rod End)
960E-1
1. Snap Ring 2. Ball (4) 3. Detent Pin 4. Spring 5. Spacer 6. Capscrew 7. Outlet Housing 8. Nut 9. Tie Rod 10. Nut 11. O-Ring 12. O-Ring 13. Wiper 14. Spool
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
23
CEN50006-00
Cleaning and inspection 1. Clean all parts, including the housings, in solvent and blow dry with compressed air. 2. Inspect the seal counter bores. They must be free of nicks and grooves.
50 Disassembly and assembly
9. Install new O-ring (12) and wiper (13). Install seal plate (16) and machine screws (15). 10. Install relief valve (2, Figure 50-31) with new Orings in the spool housing.
3. Examine springs for breaks or distortion. 4. Inspect spool (14, Figure 50-32). The spool must be free of longitudinal score marks, nicks or grooves. 5. Test spool (14) in spool housing (17) for proper fit. The spool must fit and rotate freely through a complete revolution without binding. NOTE: Spool housing (17), spool (14), inlet housing (18) and outlet housing (7) are not serviced separately. If any of these parts require replacement, the entire hoist pilot valve must be replaced. Assembly 1. Thoroughly coat all parts, including the housing bores, with clean type C-4 hydraulic oil. 2. If the inlet and outlet housings were removed: a. Install check poppet (2, Figure 50-33) and spring (3) in spool housing (1). b. Install new O-ring (4) in spool housing. Place the inlet and outlet housings on the spool housing.
FIGURE 50-33. HOIST PILOT VALVE 1. Spool Housing 4. O-Ring 2. Check Poppet 5. Outlet Housing 3. Spring
c. Install the tie rods and nut. Tighten the tie rod nuts to the torques shown in Figure 50-34. 3. Install new O-ring (27, Figure 50-32) and wiper (26). Install seal retainer (25). 4. Install spacer (5), spring seats (19), and spring (4). Thread detent pin (3) into spool (14). Exert slight pressure to compress the detent spring. Tighten the detent pin to 9 - 11 Nm (84 - 96 in lb). Install spring (20). Carefully install the spool into the spool housing. 5. Apply grease to the cross holes of the detent pin (3) to hold balls (2) and (21). 6. Slide detent sleeve (22) into cap (24) and place it over a punch. Use the punch to depress ball (21) and insert balls (2) in the cross holes. 7. While holding down ball (21), slide detent sleeve (22) and cap (24) as an assembly over detent pin (3). Continue to insert detent sleeve (22) until it s spring seat (19). 8. Secure cap (24) in place with capscrews (6). Tighten the capscrews to 7 Nm (5 ft lb). Install spacer (23) and snap ring (1).
24
FIGURE 50-34. TIE ROD NUT TORQUE 4. Tie Rod 1. Nut 5. Outlet Housing 2. Tie Rod 3. Nut
960E-1
50 Disassembly and assembly
Removal and installation of hoist cylinders Removal
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure.
CEN50006-00
8. At the lower mount, straighten the locking plate tabs to allow removal of the capscrews. Remove all capscrews (1, Figure 50-36), locking plate (2) and retaining plate (3). 9. Carefully remove the cylinder from the frame pivot by pulling it outward. Move the cylinder to a clean area for disassembly. NOTE: Do not lose spacer (6) between the cylinder bearing and frame. 10. Clean the exterior of the cylinder thoroughly.
Hydraulic oil 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. Shut down the truck properly. Refer to Refer to Index and foreword section Operating instructions for the shutdown procedure. 2. Disconnect the lubrication lines to the upper and lower bearings of the hoist cylinder. 3. Remove the flange clamps that secure the hydraulic hoses to the hoist cylinder. Cap and plug all lines and ports to prevent excessive spillage and contamination. 4. Secure the cylinder to the frame to prevent movement.
The hoist cylinder weighs approximately 1 135 kg (2,500 lb). Some means of is necessary to prevent it from falling and causing injury when removing it from the truck. Use a suitable lifting device that can handle the load safely. 5. At the upper mount, remove locknut (4, Figure 50-35) and capscrew (5). Use a brass drift and hammer to drive pivot pin (1) from the bore of the mounting bracket. 6. Carefully lower the hoist cylinder until it lies against the inner dual tire. Attach a suitable lifting device to the upper cylinder mounting eye.
FIGURE 50-35. HOIST CYLINDER UPPER MOUNT 1. Pivot Pin 2. Retaining Ring 3. Bearing
4. Locknut 5. Capscrew
7. Install a retaining strap or chain to prevent the cylinder from extending while handling.
960E-1
25
CEN50006-00
50 Disassembly and assembly
Installation
Install a retaining strap or chain to prevent the cylinder from extending during handling. The hoist cylinder weighs approximately 1 135 kg (2,500 lb). 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 so that the air bleed vent plug is on top and facing toward the front of the truck. Install spacer (6, Figure 50-36). Align the bearing eye with the pivot point and push the cylinder into place. 2. Install retaining plate (3), locking plate (2) and capscrews (1). Tighten the capscrews to 298 Nm (220 ft lb). Bend the locking plate tabs over the capscrew flats. 3. Align the top hoist cylinder bearing eye with the bore of the upper mounting bracket (See Figure 50-35). 4. Align the retaining capscrew hole in pivot pin (1, Figure 50-35) with the hole in the mounting bracket. Install the pivot pin. Install capscrew (5) and locknut (4). Tighten the locknut to 203 N·m (150 ft lbs). 5. Lubricate new O-rings with clean hydraulic oil and install the O-rings in the grooves on the hose flange connections. Position the flange clamps over the hoist cylinder ports and secure the flange clamps with capscrews and lockwashers. Tighten the capscrews to the standard torque.
FIGURE 50-36. HOIST CYLINDER LOWER MOUNT 1. Capscrew 2. Locking Plate 3. Retaining Plate
4. Retaining Ring 5. Bearing 6. Spacer
6. Connect the lubrication lines at the upper and lower hoist cylinder bearings. 7. Start the engine. Raise and lower the body several times to bleed air from the hoist cylinders. Check for proper operation and leaks. 8. Check the hydraulic tank oil level and fill if necessary.
26
960E-1
50 Disassembly and assembly
Disassembly and assembly of hoist cylinders Disassembly 1. If removal of the hoist cylinder eye bearings is necessary, remove retaining ring (4, Figure 5036) and press out bearing (5). 2. Mount the hoist cylinder in a fixture which will allow it to be rotated 180 degrees. 3. Position the cylinder with the mounting eye on cover (10, Figure 50-37) at the top. Remove capscrews and lockwashers (11) the secure the cover to housing (4). 4. Install two threaded capscrews - 22 mm (0.88 in.) diameter x 229 mm (9 in.) length - into the two threaded holes in cover (10). Screw in the capscrews evenly until the cover can be removed. Lift the cover straight up until quill assembly (22) is clear. Remove O-ring (12) and backup ring (23). 5. Remove capscrews (7) and plate (5) that secure rod bearing retainer (6) to rod (1). Remove seal (8).
CEN50006-00
NOTE: As internal parts are exposed during disassembly, protect machined surfaces from scratches or nicks. 8. Rotate the cylinder housing 180 degrees. Remove the retainer bar that was installed in Step 6. 9. Fabricate a round disc - 318 mm (12.5 in.) diameter x 10 mm (0.38 in.) thick with a 14 mm (0.56 in.) hole in the center. Align the disc over second stage cylinder (2) and first stage cylinder (3) at the bottom of the cylinder housing. 10. Insert a threaded rod - 13 mm (0.50 in.) diameter x 1350 mm (53 in.) - through the top and through the hole in the round disc. Thread a nut onto the bottom end of the threaded rod below the disc. 11. Screw a lifting eye into the top end of the rod. Attach it to a lifting device, then lift the second and first stage cylinders out of the housing. 12. Remove the lifting tools from the second and first stage cylinders.
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 180 degrees apart in the housing. Attach the bar to the housing using capscrews (11).
13. Slide second stage cylinder (2) down inside first stage cylinder (3). Remove snap ring (9) from inside the first stage cylinder.
NOTE: A retainer bar is required to prevent the first and second stage cylinders from dropping out when the housing is inverted.
15. Remove all old bearings, O-rings, and seals from the hoist cylinder parts.
14. Remove the second stage cylinder from the first stage cylinder by sliding it out the top.
7. Rotate the cylinder assembly 180 degrees to position the lower mounting eye at the top. Hook a lifting device to the eye on rod (1) and lift the rod and third stage cylinder out of the cylinder housing. Remove cushioin (25).
960E-1
27
CEN50006-00
50 Disassembly and assembly
1. Rod and Third Stage Cylinder 2. Second Stage Cylinder 3. First Stage Cylinder 4. Housing 5. Plate 6. Rod Bearing Retainer 7. Capscrew and Lockwasher 8. Seal 9. Snap Ring 10. Cover 11. Capscrews 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. Seal 25. Cushion
FIGURE 50-37. HOIST CYLINDER ASSEMBLY
28
960E-1
50 Disassembly and assembly
CEN50006-00
Cleaning and inspection NOTE: Use only fresh cleaning solvent, a 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 Type C-4 hydraulic oil. 1. Thoroughly clean and dry all parts. 2. Inspect all parts for damage and excessive wear. 3. If the cylinder bores or plated surfaces are excessively worn or grooved, the parts must be replaced or, if possible, replated and machined to original specifications. 4. Check the tightness of quill assembly (2, Figure 50-38) if it has not previously been tack welded. a. Use special tightening tool SS1143 (see Figure 50-38 and Disassembly and assembly section General information) to apply a tightening torque of 1 356 Nm (1,000 ft lb) to the quill. b. If the quill moves, remove the quill and clean the threads in the cover assembly and quill. c. To install the quill, refer to "Installation of the quill".
FIGURE 50-38. QUILL ASSEMBLY TIGHTENING 1. Cap Assembly 2. Quill Assembly
5. When the cylinder assembly is dismantled, check capscrews (7, Figure 50-37) carefully for distress. Replace the capscrews if in doubt.
960E-1
29
CEN50006-00
50 Disassembly and assembly
Installation of the quill 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. 1. Inspect plugs (3, Figure 50-39) and check balls (4) in the quill to ensure that the plugs are tight and the ball seats are not damaged. Refer to "Installation of check balls and plugs in quill" on the next page. 2. Secure cap assembly (1) in a sturdy fixture. Ensure that the threads in the cap and the threads on the quill are clean, dry and free of oil and solvent. 3. Spray the mating threads of both cap assembly (1) and quill assembly (2) with LOCQUIC® Primer T (Komatsu part number TL8753) or equivalent. Allow the primer to dry for three to five minutes. 4. Apply Loctite® Sealant #277 (Komatsu part number VJ6863) or equivalent to the mating threads of both the cap assembly and quill assembly. 5. Install the quill. Use SS1143 tool to tighten the quill to 1 356 Nm (1,000 ft lbs). Allow the parts to cure for two hours before exposing the threaded areas to oil. NOTE: If LOCQUIC Primer T (TL8753) was not used, the cure time will require 24 hours instead of two hours. 6. Tack weld the quill in two places as shown in Figure 50-39. 7. Remove all slag and foreign material from the tack weld area before assembling the cylinder. During future cylinder rebuilds, removal of the quill will not be necessary unless it has loosened or is damaged. Removal will require a break-loose force of at least 2 712 Nm (2,000 ft lb) after the tack welds are ground off. FIGURE 50-39. QUILL ASSEMBLY INSTALLATION 1. Cap Assembly 2. Quill Assembly
30
3. Plug 4. Check Ball
960E-1
50 Disassembly and assembly
Installation of check balls and plugs in quill Check balls (4, Figure 50-39) in the side of 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, inspect the opposite side hoist cylinder and the plumbing leading to the hoist valve for damage. Also, check the hoist valve itself to see whether 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. NOTE: Refer to Figure 50-40 for SS1158 plug installation and removal tool that can be fabricated for installing and removing the check ball plugs. Check the plugs during any cylinder repair to ensure that they are tight. If they move, remove the plugs and check whether the ball seat in the quill is deformed. • If deformation of the ball seat has occurred, the quill should be replaced. • If the ball seat area is not deformed, measure the plug thickness as shown in Figure 50-40: Older plug: 6.35 ± 0.50 mm (0.25 ± 0.02 in.) Newer plug: 9.65 ± 0.50 mm (0.38 ± 0.02 in.)
CEN50006-00
1. Use the newer plugs. Ensure that the threads in the quill tube and on the plugs are clean, dry and free of oil and solvent. 2. Spray the mating threads of both plugs (3, Figure 50-39) and quill assembly (2) with LOCQUIC Primer T (Komatsu part number TL8753) or equivalent. Allow the primer to dry for 3 to 5 minutes. 3. Apply Loctite Sealant #277 (Komatsu part number VJ6863) or equivalent to the mating threads of both plugs and the quill assembly. 4. Place check balls (4) in the quill tube and install plugs (3) with the concave side facing the ball. Use the SS1158 plug installation and removal tool to tighten the plugs to 95 Nm (70 ft lb). Allow the parts to cure for two hours before exposing the threaded areas to oil. NOTE: If LOCQUIC Primer T (TL8753) was not used, the cure time will require 24 hours instead of two hours. 5. Stake the plug threads in two places between the holes, as shown in Figure 50-40, to prevent loosening of the plug. NOTE: 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 must be installed and staked as previously detailed.
FIGURE 50-40. SS1158 PLUG INSTALLATION & REMOVAL TOOL
960E-1
31
CEN50006-00
Assembly 1. Install seals (15, Figure 50-37) and bearing (14) on the second stage cylinder. Install bearings (19), buffer seal (18), rod seal (20) and rod wiper (21) on the first stage cylinder. Lubricate with clean Type C-4 hydraulic oil.
50 Disassembly and assembly
12. Check capscrews (1, Figure 50-41) carefully for distress. Replace the capscrews if in doubt. 13. Lubricate capscrews (1) with a lithium based grease. Install capscrews and plate (2). Tighten the capscrews to 780 Nm (575 ft lb).
2. Align and slide second stage cylinder (2) inside first stage cylinder (3). Allow the second stage to protrude far enough to install snap ring (9) on the inside of the first stage cylinder. 3. Mount housing (4) in the fixture with the cover end positioned at the top. Install bearings (19), buffer seal (18), rod seal (20) and rod wiper (21) in the housing. 4. Install the lifting tool that was used during disassembly in the second and first stage cylinder assembly. 5. Install bearings (13) and (24) on first stage cylinder (3). Lift and align this assembly over housing (4). Lower the second and first stage cylinders into the housing. 6. Install the retainer bar that was used during disassembly to hold the second and first stage cylinder in place when the housing is rotated. Rotate the housing 180 degrees to position the lower mounting eye at the top. 7. Install bearings (19), buffer seal (18), rod seal (20) and rod wiper (21) in second stage cylinder (2). 8. Attach a lifting device to the eye of rod (1) and align it over housing (4). Install cushion (25) on the rod with the chamfered corner toward the rod eye. Lower the rod into the housing. Lubricate the rod with hydraulic oil. 9. Rotate the housing 180 degrees to position the cover end at the top. Remove the retainer bar that was installed in Step 6. Install bearings (17) and seal (16) on rod bearing retainer (6). 10. Thread two guide bolts - 100 mm (4 in.) long - in the end of rod (1). Install seal (8) on the end of the rod.
FIGURE 50-41. THIRD STAGE PISTON 1. Capscrew 2. Plate
3. Piston
14. Install O-ring (12, Figure 50-37) and backup ring (23) on cover (10). Align and lower the cover onto housing (4). Lubricate capscrews (11) and install them with the lockwashers. Tighten the capscrews to 678 Nm (500 ft lb). 15. If removed, install bearing (5, Figure 50-36) and retainer rings (4) in the hoist cylinder eye.
11. Align piston rod bearing retainer (6) over the guide bolts and lower it over the end of rod (1). Remove the guide bolts.
32
960E-1
50 Disassembly and assembly
CEN50006-00
NOTES
960E-1
33
CEN50006-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50006-00
34
960E-1
CEN50007-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Operator cab Removal and installation of operator cab.............................................................................................................. 3 Removal and installation of cab door .................................................................................................................... 6 Disassembly and assembly of cab door ............................................................................................................... 6 Adjustment of cab door ....................................................................................................................................... 13 Removal and installation of side window glass ................................................................................................... 15 Removal and installation of windshield and rear window glass .......................................................................... 17 Removal and installation of windshield wiper motor ........................................................................................... 18 Removal and installation of windshield wiper arm .............................................................................................. 19 Removal and installation of windshield wiper linkage ......................................................................................... 20 Removal and installation of seat ......................................................................................................................... 21
960E-1
1
CEN50007-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50007-00
Removal and installation of operator cab NOTE: 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. 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, the servicing Komatsu Distributor.
Do not attempt to work in the deck area until the body safety cables have been installed.
FIGURE 50-1. CAB ASSEMBLY (FRONT VEW) 1. Access Cover
960E-1
2. Lifting Eyes
3
CEN50007-00
50 Disassembly and assembly
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 must be marked prior to removal for identification to ensure correct reinstallation. 1. Turn the key switch to the OFF position and allow at least 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no pressure remains. 2. Chock the tires securely, then open the brake accumulator bleed down valves on brake manifold located in the hydraulic brake cabinet. Allow sufficient time for the accumulators to depressurize completely. 3. Activate the battery disconnect switches located on the left side of the battery box.
4. Disconnect all hydraulic hoses that are routed to the frame from the fittings on the bottom of the hydraulic brake cabinet. Remove the rear cover plate underneath the cab and disconnect the steering hoses. Cap all fittings and plug the hoses to prevent contamination. 5. Disconnect the wire harnesses from cab connector plate (1, Figure 50-2) at the rear of the cab. 6. Remove cable clamps, hose clamps, grounding straps and cables as needed for cab removal. 7. Close heater shutoff valves (1, Figure 50-3) located at the water pump inlet housing on the right side of the engine and at the water manifold. Disconnect the heater hoses at each valve and drain the coolant into a container. 8. Remove clamps and heater hoses from the fittings on the underside of the deck.
FIGURE 50-2. CAB ASSEMBLY (REAR VEW) 1. Cab Connector Plate
4
2. Cab Mounting Hardware
960E-1
50 Disassembly and assembly
CEN50007-00
12. Check for any other hoses or wiring which may interfere with cab removal. 13. Lift the cab assembly off the truck and move it to a work area for further service. 14. Before the cab is lowered to the floor, place blocking under each corner of the cab to prevent damage to the floor pan and hoses. Installation 1. Lift the cab assembly and align the mounting pad holes with the tapped pads on the deck. Insert at least one capscrew and hardened washer at each of the four mounting pads before lowering the cab onto the truck.
FIGURE 50-3. ENGINE - R.H. VIEW 1. Heater Shutoff Valves
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. Refer to Structure, function and maintenance standards section Cab air conditioner for the correct procedure. 10. Attach a lifting device to lifting eyes (2, Figure 50-1) provided on top of the cab.
The cab assembly weighs approximately 2 268 kg (5,000 lb). Ensure the lifting device has adequate capacity for lifting the load.
2. After the cab is positioned, install the remaining capscrews and hardened washers (32 total). Begin at the rear mounting pads. Tighten the capscrews to 950 Nm (700 ft lb). 3. Route the wire harnesses to cab connector plate (1, Figure 50-2). Align the cable connector plug key with the receptacle key and push the plug onto the receptacle. Carefully thread the retainer onto the receptacle and tighten it securely. 4. Remove the caps and plugs from the hydraulic hoses and fittings. Reinstall the hoses and tubes. 5. Reinstall any cable clamps, hose clamps, grounding straps and cables as needed. 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 heater shutoff valves (1, Figure 50-3). Open the heater shutoff valves. 7. Remove the caps and reinstall the air conditioning system hoses to the compressor and receiver/drier. Refer to Testing and adjusting section Cab air conditioning for detailed instructions about evacuation and recharging with refrigerant. 8. Close the brake accumulator bleed down valves on the brake manifold. 9. Deactivate the battery disconnect switches.
NOTE: The rear portion of the cab assembly is heavier than the front portion.
10. Service the hydraulic tank and engine coolant as required.
11. Remove cab mounting hardware (2, Figure 502) from the mounting pads at each corner of the cab.
11. Start the engine and proper operation of all controls. Ensure that the air conditioning system is properly recharged.
960E-1
5
CEN50007-00
50 Disassembly and assembly
Removal and installation of cab door
Disassembly and assembly of cab door
The cab door assemblies are mirror images of each other. 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.
Removing door 1. Remove hair pin clip (1, Figure 50-4) and bolt (2) from the door check strap closest to the door.
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 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. 5. Insert a lifting sling through the open window 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. Place the door on blocks or on a work bench to protect the window glass and allow access to internal components for repair. 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.
FIGURE 50-4. DOOR 1. Hair Pin Clip 2. Bolt 3. Door Check Strap Bracket
4. Wiring Harness 5. Screws 6. Window Regulator Mounting Screw
2. Align the door hinges with the cab and install the capscrews that secure the door to the cab.
2. Disconnect wiring harness (4) from the floor.
3. Attach the travel limiting strap with the bolt and clip that were removed previously.
3. Open the door as far as possible in order to remove the internal door .
4. Connect the door harness to the receptacle mounted in the cab floor.
4. Before removing all door mounting screws, the to prevent the assembly from dropping. Remove 15 screws (5).
5. proper operation of the power window and door latch adjustment. 6. Install the door .
NOTE: Remove the screws across the top last.
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.
6
Door glass and internal door will drop when door screws are removed.
960E-1
50 Disassembly and assembly
5. Carefully lower the door a few inches. Hold the glass at the top to prevent it from dropping. Slide the door toward the cab to disengage the window regulator roller from the track on the bottom of the glass (See Figure 505). Slide the away from the cab to disengage the other top roller and lower roller from its tracks. Place the out of the way after removal.
CEN50007-00
Installing door 1. While ing the window glass as shown in Figure 50-10 (a few inches from the top), install the lower and upper regulator rollers in their tracks. Start by moving the door (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 toward the cab. Move the just far enough to allow the upper regulator roller to go into the track on the bottom of the glass. 2. Lift up the door , regulator and glass to align the screw holes in the with the holes in the door frame. Install 15 screws (5, Figure 50-4) that secure the to the door frame. NOTE: Install the screws across the top first. 3. Connect wiring harness (4) to the floor. 4. Align the door check strap opening with the holes in the bracket and install bolt (2). Install hair pin clip (1).
Replacing door window regulator 1. Remove the door . Refer to "Removing door ". 2. Move the inner door assembly to a work area. 3. Remove four window screws (6, Figure 50-4). FIGURE 50-5. WINDOW REGULATOR ROLLER
regulator
mounting
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. Ensure that the motor mounting screws are tight. 5. Mount the window regulator to the inner using four mounting screws (6). Ensure that the screws are tight. 6. Install the door . Refer to "Installing door ".
960E-1
7
CEN50007-00
50 Disassembly and assembly
Replacing door handle or latch assembly The cab doors are equipped with serviceable latch handle assemblies (inner and outer). The outer latch handle assembly has a key-operated lock. 1. Remove the door . Refer to "Removing door ". 2. Remove capscrew and nut (1, Figure 50-6) from the inside door handle. 3. Remove four mounting screws (2) for the latch. Remove latch assembly (4). 4. If replacing the latch assembly, proceed to Step 5. If replacing the outside door handle, remove three mounting screws (3) that secure the door handle to the door . Install the new door handle and three mounting screws. NOTE: Only one screw is shown. The other two are behind the latch assembly. 5. Install latch assembly (4) and align the mounting holes. Install four mounting screws (2). Ensure that they are tight. 6. Align the inside door handle and install capscrew and nut (1). 7. Install the door . Refer to "Installing door ".
FIGURE 50-6. DOOR LATCH 1. Capscrew and Nut 2. Mounting Screws Latch
8
3. Mounting Screw Outside Door Handle 4. Latch Assembly 5. Window Frame
960E-1
50 Disassembly and assembly
CEN50007-00
Replacing door assembly seal and door hinge seal 1. The door assembly seal 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 507). 4. Door hinge seal (2, Figure 50-8) is glued to the hinge. Use the same procedure as above for this seal. Replacing 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 door opening seal (1, Figure 50-7 and Figure 50-8) loose all the way around the opening.
FIGURE 50-7. DOOR SEALS 1. Door Opening Seal
3. Door Assembly Seal
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. 3. 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. 4. 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. 5. Fit both ends so that they meet squarely. Then while holding the ends together, push them firmly into the center of the opening.
960E-1
FIGURE 50-8. DOOR SEALS 1. Door Opening Seal
2. Door Hinge Seal
9
CEN50007-00
50 Disassembly and assembly
Removing door glass 1. Remove the door . Refer to "Removing door ". 2. Lift the door glass and it at the top of the frame.
5. Remove screws (1, Figure 50-11) at the lower end of the window channels. It is necessary to pull rubber felt insert (2) out of the channel to be able to remove the screws.
3. Remove two screws holding the roller track to the bottom of the door glass (See Figure 50-9).
FIGURE 50-11. WINDOW CHANNEL 1. Screws
2. Rubber Felt Insert
FIGURE 50-9. ROLLER TRACK 4. the glass in the door frame with block (1, Figure 50-10) as shown. Remove screws (2) that hold the window regulator track adapter.
FIGURE 50-10. WINDOW REGULATOR TRACK ADAPTER 1. Block
10
2. Screws
6. Remove the trim material covering screws (1, Figure 50-12) that are holding the window frame to the door. Remove the screws. NOTE: The screws along the bottom of the window frame may be shorter than the screws along the top and sides.
FIGURE 50-12. WINDOW FRAME 1. Screws
960E-1
50 Disassembly and assembly
7. Lift the door glass up in window frame (1, Figure 50-13) so that it is near the top. While holding the glass in place, tilt the frame out at the top. Lift the frame and glass straight up and out of the door.
Window bracket (2) at the bottom of the glass must clear the door frame if it is still on the glass.
CEN50007-00
Installing door glass 1. Before installing new window glass, inspect the window frame. In each corner, there is an “L” shaped bracket (1, Figure 50-14) 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 50-11) in the window channels is in good condition. Replace it if necessary. 2. Slide the new window glass into the window frame glass channels. Move the glass to the top of the frame. 3. While holding the glass at the top of the frame, lift the window frame and lower the assembly into the door.
FIGURE 50-13. WINDOW FRAME 1. Window Frame
2. Window Bracket
8. 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.
960E-1
FIGURE 50-14. WINDOW FRAME INSPECTION 1. “L” Shaped Brackets
11
CEN50007-00
50 Disassembly and assembly
Ensure that the one channel in window frame (5, Figure 50-6) that is next to the door latch es to the inside of latch assembly (4). 4. Lower the glass in the frame and it with block (1,Figure 50-10). 5. Install screws (1, Figure 50-12) that secure the window frame to the door frame.
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 50-12. 6. Install the trim material over the top of screws screws (1, Figure 50-12) that hold the window frame to the door. Use a flat blade screwdriver to assist with installing the trim material. See Figure 50-15. NOTE: Be careful not to cut the retainer lip on the trim material. 7. Install screws (1, Figure 50-11) at the lower end of the window channels. Ensure that rubber felt insert (2) is back in place after the screws are installed.
FIGURE 50-15. INSTALLING TRIM MATERIAL
8. Install the window regulator track adapter using two screws (1, Figure 50-10). Ensure that the nylon bushings and gaskets are installed properly to prevent damage to the glass. 9. Lift the window glass in the frame and install the window regulator roller track onto the adapter (See Figure 50-9). Install the screws finger-tight, then tighten them 1/4 to 1/2 turn only. NOTE: If the screws for the roller track adapter do not have built-in nylon washers, use a removable Loctite product under the screw heads. 10. Install the door . Refer to "Installing door ".
12
960E-1
50 Disassembly and assembly
Adjustment of cab door Door jamb bolt adjustment Over time, the door latch mechanism may wear. To ensure proper latching of the door, the door jamb bolt may need to be adjusted periodically.
CEN50007-00
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 the door and tighten the jamb bolt completely without affecting the adjustment. 5. If the paper slips out from the door seal easily along the top but the bottom (or vise versa), the door itself will have to be adjusted. a. If the seals are tight at the bottom of the 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 the seal tension again using the paper method. Seal compression should be equal all the way around the door. If the seal is still loose at the top, repeat the procedure again until seal compression is the same all the way around.
FIGURE 50-16. DOOR JAMB BOLT ADJUSTMENT 1. Washer 2. Striker Bolt
3. Frame 4. Door Seal
NOTE: Always check the condition of the door assembly seal before making adjustments. • If the door closes, but not tightly enough to give a good seal between the door seal and the cab skin: 1. Mark washer location (1, Figure 50-16) 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 striker bolt (2). Move it straight inwards 1.5 mm (1/16 inch) and retighten the bolt. 3. Hold a piece of paper where door seal (4) will the skin of the cab and firmly close the door on the paper. NOTE: The door latch mechanism has a double catch mechanism, so ensure that it latches on the second catch.
960E-1
b. If the seals are tight at the top of the door but not at the bottom, place a 4 x 4 block of wood at the top corner of the door and 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 using the paper method. Seal compression should be equal all the way around the door. If seal is still loose at the bottom, repeat the procedure again until seal compression is the same all the way around. • If the door springs back when trying to close it, striker bolt (2) has probably loosened and slipped down from where the catch can engage with the bolt. 1. Open the door and close both latches (3) and (5 on the catch until they are both fully closed. 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.
13
CEN50007-00
50 Disassembly and assembly
Door handle plunger adjustment If the door handle does not function, 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 s the door release mechanism. Measure the distance that the plunger travels from this position to where the plunger is fully released (See Figure 50-18).
FIGURE 50-17. DOOR JAMB BOLT ADJUSTMENT 1. Cab 2. Striker Bolt 3. Upper Latch
4. Door 5. Lower Latch
3. Loosen and vertically align (center) the door jamb bolt with the mark and tighten it firmly enough to hold it in place but still allow some slippage. 4. Carefully try to close door (4, Figure 50-17) and determine whether this adjustment has helped the “springing” 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. By design, if both seals are in good condition, proper adjustment of the outside seal will ensure good on the inside seal to prevent dust and moisture from entering the cab.
14
FIGURE 50-18. MEASURING TRAVEL DISTANCE OF PLUNGER 2. Remove the door . Refer to "Removing door ". 3. Remove capscrew and nut (1, Figure 50-19) from inside release lever. 4. Remove four mounting screws (2) that hold the latch mechanism in the door. 5. Remove latch assembly (4). Check whether the door latch mechanism works properly by performing the following test: a. Close the latch mechanism pawls. b. Operate the inside door release lever to see whether the pawls open. If the pawls do not open, replace the door latch assembly. c. Close the pawls again. d. Press the outside door button to see whether the pawls open. e. If the latch mechanism operates properly, proceed to Step 6. If the latch mechanism does not operate properly, install a new door latch assembly then continue with Step 6.
960E-1
50 Disassembly and assembly
6. Remove mounting screws (3) from the outside door handle. With the door handle removed, adjust the plunger counterclockwise to increase the height of the door handle release button. Lock the plunger capscrew with the locknut. Apply Loctite® to prevent the screw from loosening.
CEN50007-00
Removal and installation of side window glass Recommended tools and supplies • Cold knife, pneumatic knife, or a piano wire cutting device, long knife. Cutout tools are available at an auto glass supply store. • Heavy protective gloves • Safety eyeglass goggles • Windshield adhesives, proper cleaners, primers and application gun • SM2897 glass installation bumpers (6 or 7 per window) 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). • Sikaflex 255FC or Drive (unheated). Vehicle can be put into service in 8 hours under optimum conditions. 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
FIGURE 50-19. DOOR LATCH 1. Capscrew and Nut 2. Mounting Screws Latch
3. Mounting Screw Outside Door Handle 4. Latch Assembly 5. Window Frame
NOTE: Install the door handle and latch assembly by reversing the previous steps.
960E-1
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, follow that manufacturer's instructions for use, including the use of any primers, and double the allowances for proper curing time.
15
CEN50007-00
Removal
The first concern with all glass replacement is SAFETY! Wear heavy protective gloves and safety eyeglass goggles when working with glass. 1. Use a cut-out tool to slice into the existing urethane adhesive and remove the window glass. 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. NOTE: Removal of all old adhesive is not required. Remove just enough to provide an even bedding base. 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. Installation 1. 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.
50 Disassembly and assembly
5. 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. The rubber bumpers are used to ensure a proper adhesive installed thickness. If too thin, the glass may break when the cab flexes. If too thick, both improper sealing and the risk of glassnot being properly bonded are possible. NOTE: Be careful not to place the adhesive too far inboard, as it will make any future glass replacement more difficult. 6. 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 2. 7. 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. 8. Use a wooden prop and duct tape to hold the glass in place for at least two hours or double the adhesive manufacturer’s curing time, whichever time is longer. 9. Remove the tape or prop from the glass only after the cure time has expired.
2. 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. 3. 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. 4. 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.
16
960E-1
50 Disassembly and assembly
CEN50007-00
Removal and installation of windshield and rear window glass NOTE: Two people are required to remove and install the windshield or rear window glass. One person must be inside the cab, and the other person must be on outside the cab. Special tools that are helpful in removing and installing automotive glass are available from local tool suppliers. Removal NOTE: If the windshield is to be replaced, lift the windshield wiper arms out of the way first. 1. Starting at the lower center of the glass, pull out weatherstrip locking lip (2, Figure 50-20 or Figure 50-21). Use a non-oily rubber lubricant and a screwdriver to release the locking lip. 2. Remove glass (1) from weatherstrip (3) by pushing it out from inside the cab. 3. Clean all dirt and old sealant from the weatherstrip grooves. Ensure that the perimeter of the window opening is clean and free of burrs.
FIGURE 50-20. WINDSHIELD 1. Glass 2. Locking Lip
3. Weatherstrip 4. Sheet Metal
Installation 1. If the weatherstrip that was previously removed is broken, weathered, or damaged in any way, install a new rubber weatherstrip. NOTE: Using a non-oily rubber lubricant or waterbased hand cleaner on the weatherstrip material and cab opening will make the following installation easier. a. Install weatherstrip (3, Figure 50-20 or Figure 50-21) 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. 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. 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.
960E-1
FIGURE 50-21. REAR WINDOW 1. Glass 2. Locking Lip
3. Weatherstrip 4. Sheet Metal
17
CEN50007-00
50 Disassembly and assembly
2. Lubricate the groove of the weatherstrip where the glass is to be seated.
Removal and installation of windshield wiper motor
3. Lower the glass into the groove along the bottom of the window opening.
Removal
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. 5. After the glass is in place, go around the weatherstrip and push in on locking lip (2) to secure the glass in the weatherstrip. NOTE: If the windshield was replaced, lower the windshield wiper arms back onto the glass.
1. Remove large access cover (1, Figure 50-1) from the front of the cab. 2. Disconnect the wiper motor harness connector.
Some wiper linkage arms may have extremely sharp edges. Wear protective gloves and long sleeves when handling wiper linkage arms. 3. While holding wiper linkage (9, Figure 50-22) stationary, remove nut (10) and disconnect the linkage from wiper motor (1). 4. Remove three cap screws (6), flat washers (7) and lock washers (8) that attach the wiper motor to plate (5). Remove the wiper motor assembly. Installation 1. Place wiper motor (1, Figure 50-22) into position on plate (5). 2. Install three cap screws (6), flat washers (7) and lock washers (8). Tighten the cap screws to 8-9 Nm (71-79 in lb). 3. Align the motor output shaft with wiper linkage (9). Install nut (10). Hold the linkage stationary and tighten the nut to 22-24 Nm (16-18 ft lb). 4. Reconnect the wiper motor harness connector. NOTE: In case the wiper motor operates incorrectly, lift the wiper arms off the windshield to avoid possible damage. 5. that the wipers operate properly and park in the proper position (See to Figure 50-24).
18
960E-1
50 Disassembly and assembly
CEN50007-00
Removal and installation of windshield wiper arm Removal 1. Note the parked position of wiper arm (1, Figure 50-23). 2. Lift the wiper arm cover. Remove nut (2) and washer (3). 3. Disconnect the washer hose, then remove the wiper arm. Installation 1. Place wiper arm (1, Figure 50-23) into the parked position noted during removal. Install washer (3) and nut (2). Tighten the nut to 16-20 Nm (142-177 in lb). Close the wiper arm cover. 2. Connect the washer hose to the wiper arm. 3. that the wipers operate properly and park in the proper position (See to Figure 50-24).
FIGURE 50-22. WINDSHIELD WIPER INSTALLATION 1. Wiper Motor 2. Cap Screw 3. Flat Washer 4. Lock Washer 5. Plate
960E-1
6. Cap Screw 7. Flat Washer 8. Lock Washer 9. Wiper Linkage 10. Nut
FIGURE 50-23. WIPER ARM DETAIL 1. Wiper Arm 2. Nut 3. Spring Washer
4. Cap 5. Washer 6. Nut
19
CEN50007-00
50 Disassembly and assembly
Removal and installation of windshield wiper linkage Removal 1. Remove the wiper arms. Refer to "Removal and installation of windshield wiper arm". 2. Remove retainer (8, Figure 50-24), and disconnect the wiper linkage from wiper motor drive arm (6).
Installation 1. Place the wiper assembly into position in the wiper compartment. 2. Install cap screws (3, Figure 50-24), lock washers (4) and flat washers (5). Tighten cap screws. 3. Install washer (5, Figure 50-23) and nut (6) on each wiper shaft. Tighten the nut to 18-20 Nm (160-177 in lbs).
3. Remove nut (6, Figure 50-23) and washer (5) from each wiper shaft. 4. Remove cap screws (3, Figure 50-24), lock washers (4) and flat washers (5). 5. Remove wiper assembly from cab.
Do not overtighten the nut. The threads on the wiper shafts are easily stripped when improperly tightened. 4. Install cap (4) over nut (6). 5. Align the linkage and attach it to wiper motor drive arm (6, Figure 50-24) using retainer (8). NOTE: When the motor is parked, the drive arm will be in the 3 o’clock position as shown in Figure 50-24. 6. Install the wiper arms. Refer to "Removal and installation of windshield wiper arm". 7. that the wipers operate properly and park in the proper position.
FIGURE 50-24. PARK POSITION A. Park Position (7°) 1. Wiper Motor 2. Wiper Blade 3. Cap Screw 4. Lock Washer
20
5. Flat Washer 6. Wiper Motor Drive Arm 7. Nozzle 8. Retainer 9. Hose
960E-1
50 Disassembly and assembly
CEN50007-00
Removal and installation of seat Removal 1. Remove cotter pins (5, Figure 50-25) that secure seat belt tethers (6) to the eye bolts in the cab floor. 2. Remove cap screws (2), flat washers (3) and lock washers (4) that secure the riser to the floor. 3. Disconnect seat harness (7) at the cab floor. 4. Remove seat assembly (1) from the cab. Installation 1. Place seat assembly (1) in position in the cab. 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 (8). 4. Fasten seat belt tethers (6) to eye bolts in the cab floor. Install cotter pins (5).
FIGURE 50-25. SEAT INSTALLATION 1. Seat Assembly 2. Cap Screw 3. Flat Washer 4. Lock Washer
960E-1
5. Cotter Pin 6. Seat Belt Tether 7. Seat Harness
21
CEN50007-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50007-00
22
960E-1
CEN50008-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Body and structures Removal and installation of dump body ................................................................................................................ 3 Removal and installation of body pads ................................................................................................................. 5 Removal and installation of diagonal ladder/hood and grille assembly ................................................................ 7 Removal and installation of right deck .................................................................................................................. 8 Removal and installation of left deck................................................................................................................... 10 Removal and installation of fuel tank .................................................................................................................. 12 Removal and installation of fuel gauge sender ................................................................................................... 14 Disassembly and assembly of fuel tank breather ............................................................................................... 15
960E-1
1
CEN50008-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
Removal and installation of dump body
CEN50008-00
Removal 1. Park truck on a hard, level surface and block all the wheels.
Inspect the condition and rating of all lifting devices, slings, chains, and cables. Refer to the manufacturer's manual for correct capacities and safety procedures when lifting components. Replace any questionable items. Ensure that the lifting device is rated for at least a 45 ton capacity. Slings, chains, and 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 service procedure, the Komatsu area representative for further information.
2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 3. Attach lifting cables (1, Figure 50-1) and a lifting device to the dump body and take up the slack. 4. Remove the mud flaps from both sides of the dump body. Remove any electrical wiring and hoses that are attached to the dump body. 5. Attach chains around the upper end of the hoist cylinders to them after the mounting pins are removed. 6. Remove retaining capscrew and locknut (4, Figure 50-2) from each of the upper hoist cylinder mounting eyes. Remove each pivot pin (2).
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, ensure there is adequate clearance between the body and overhead structures or electric power lines.
FIGURE 50-2. HOIST CYLINDER MOUNT 1. Dump Body 3. Hoist Cylinder 2. Pivot Pin 4. Retaining Capscrew and Locknut
FIGURE 50-1. DUMP BODY REMOVAL 1. Lifting Cables
960E-1
2. Guide Rope
3
CEN50008-00
50 Disassembly and assembly
7. Remove capscrews (1, Figure 50-3) and locknuts (2) from each body pivot pin. 8. Attach a body pivot pin fixture to the bracket on the underside of the dump body to aid in ing the pin as it is removed. 9. Remove body pivot pins (3) far enough to allow shims (6) to drop out. Complete removal of pins is not necessary unless new pins are being installed.
Inspection 1. Inspect body ear (4, Figure 50-3), frame pivot (7), and bushings (5), (8) and (9) for excessive wear or damage. 2. Inspect the body guide wear points. Body guide (2, Figure 50-4) should be centered between wear plates (3) with a maximum gap of 4.8 mm (0.19 in.) at each side (new wear plates). If the gap becomes excessive, install new parts.
NOTE: To prevent the pivot pins from falling while removing the dump body, use chains to secure them to the truck. 10. Lift the dump body clear of the chassis and move it to a work area. Block the body to prevent damage to the body guide.
FIGURE 50-3. DUMP BODY PIVOT PIN 1. Capscrew 2. Locknut 3. Body Pivot Pin 4. Body Ear 5. Body Pivot Bushing
4
6. Shim 7. Frame Pivot 8. Pivot Bushing 9. Body Pivot Bushing
FIGURE 50-4. BODY GUIDE 1. Dump Body 2. Body Guide
3. Body Guide Wear Plates
960E-1
50 Disassembly and assembly
Installation 1. Park truck on a hard, level surface and block all the wheels.
CEN50008-00
Removal and installation of body pads Removal
2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 3. Attach lifting cables (1, Figure 50-1) and a lifting device to the dump body and take up the slack. 4. Lower the body over the truck frame and align the body pivots with the frame pivot holes. 5. Install shims (6, Figure 50-3) in both body pivots, as required, to fill the outside gaps and center the body on the frame pivot. Do not install shims on the inside. A minimum of one shim is required at the outside end of both frame pivots. 6. Align the hole in pivot pin (3) with the capscrew hole in the pin retainer, which is part of body pivot ear (4). Push the pivot pin through shims (6), frame pivot (7), and into pivot bushings (5) and (9) in each side of the body pivot.
To avoid serious personal injury or death, the body retention sling must be installed anytime personnel are required to perform maintenance on the vehicle with the dump body in the raised position. Refer to Index and foreword section Foreword and general information for the body retention sling installation procedure. NOTE: It is not necessary to remove the dump body to replace the body pads. Body pads should be inspected during scheduled maintenance inspections and replaced if worn excessively.
7. Install capscrew (1) through each pin. Install and tighten locknuts (2) to 203 Nm (150 ft lb).
1. Raise the unloaded dump body to a height that is sufficient to allow access to all of the body pads. Place blocks between the dump body and the frame. Secure the blocks in place.
NOTE: Use washers, as necessary, on the nut side only to ensure that the capscrew does not run out of threads when tightening.
2. Remove pad mounting hardware (2, Figure 505).
8. Align the hoist cylinder upper mounting eye bushings with the hole through the dump body. Align the pin retaining capscrew hole and install the pin.
3. Remove body pad (4) and shims (5). Note the number of shims installed at each pad location. The rear pad on each side should have one less shim than the other pads.
9. Install retaining capscrews and locknuts (4, Figure 50-2). Tighten the locknuts to 203 Nm (150 ft lb). 10. Install all mud flaps, electrical wiring and hoses to the dump body.
960E-1
5
CEN50008-00
Installation 1. Install new body pads (4) with the same number of shims (5) that were removed in Step 3. 2. Install pad mounting hardware (2). Tighten the nuts to 88 Nm (65 ft lb). 3. Remove the blocks from the frame. Lower the dump body onto the frame. 4. All pads (except the rear pad on each side) should the frame with approximately equal compression of the rubber.
50 Disassembly and assembly
5. A gap of approximately 1.9 mm (0.075 in.) is required at each rear pad. This can be accomplished by using one less shim at each rear pad. 6. If the pad appears to be unequal, repeat the adjustment procedure. NOTE: Proper between the body pad and frame is required to assure maximum pad life.
FIGURE 50-5. BODY PAD INSTALLATION 1. Dump Body 3. Frame 2. Pad Mounting Hardware 4. Body Pad
6
5. Shim 6. Mounting Pad
960E-1
50 Disassembly and assembly
CEN50008-00
Removal and installation of diagonal ladder/hood and grille assembly NOTE: It may be necessary to remove the dump body to provide clearance for any lifting equipment. If body removal is not required, the body should be raised and the body retention cables installed. Removal
The weight of the diagonal ladder is approximately 200 kg (440 lb). The weight of the hood and grille assembly is approximately 570 kg (1255 lb). Use a lifting device with adequate capacity to remove the components. 1. Remove the hardware that attaches diagonal ladder to the front bumper.
the
2. Attach an appropriate lifting device to the ladder and lift it off the truck. 3. Disconnect all cables, harnesses, hoses and clamps, as needed, to allow removal of hood and grille assembly (1, Figure 50-6). 4. Attach an appropriate lifting device to the hood and grille assembly. 5. Remove all capscrews and lockwashers (2) from the grille housing. 6. Loosen the radiator bumpers on both decks. 7. Lift hood and grille assembly (1) from the truck and move it to a work area.
FIGURE 50-6. HOOD AND GRILLE REMOVAL 1. Hood and Grille Assembly
2. Capscrews and Lockwashers
Installation 1. Use an appropriate lifting device to lift hood and grille assembly (1) into place on the truck. 2. Align the mounting holes with the brackets attached to the radiator assembly. Install capscrews and lockwashers (2) to the standard torque. 3. Adjust and tighten both radiator bumpers. 4. Use an appropriate lifting device to lift the diagonal ladder into position over the mounting pads on the front bumper. Align the mounting holes and install the hardware. Tighten the capscrews to the standard torque. 5. Connect all cables, harnesses, hoses and clamps that were removed previously.
960E-1
7
CEN50008-00
50 Disassembly and assembly
Removal and installation of right deck Removal 1. Remove the access covers from retarding grid (7, Figure 50-7). Tag and disconnect all electrical leads in preparation for removal. Reinstall the access covers.
The weight of the retarding grid is approximately 2 494 kg (5,500 lb). Use a lifting device with adequate capacity to remove the component. 2. Remove retarding grid mounting hardware (3, Figure 50-8) at six locations. 3. Attach an appropriate lifting device to the lifting eyes on the retarding grid. Lift the retarding grid clear of deck structure (1) and move it to a work area. NOTE: If repairs to the grid assembly or cooling blower are required, refer to the applicable GE publication for service and maintenance procedures. 4. Disconnect deck lighting harness (4). Inspect the underside of the deck. If necessary, remove any hoses or cables that remain connected to the deck. The lighting harness and clamps do not require removal.
FIGURE 50-7. DECK COMPONENTS 1. L.H. Deck 2. Electrical Cabinet 3. Cab 4. Diagonal Ladder
5. Center Deck 6. R.H. Deck 7. Retarding Grid
The weight of the right deck is approximately 1 024 kg (2,258 lb). Use a lifting device with adequate capacity to remove the component. 5. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails. 6. Remove deck mounting hardware (2) at the deck and the front upright. 7. Loosen the radiator bumpers on both decks. 8. Ensure that all wiring harnesses, cables and hoses have been removed. Carefully lift the deck from the deck s.
8
960E-1
50 Disassembly and assembly
Installation 1. Tighten the radiator bumpers on both decks. Clean all deck mount mating surfaces. 2. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails. 3. Carefully lift and position the deck on the deck s. Ensure that any wiring harnesses, cables and hoses that may still be attached to the deck are moved out of the way. 4. Install deck mounting hardware (2) at the deck and the front upright. Tighten the capscrews to the standard torque.
CEN50008-00
5. Connect deck lighting harness (4) and any hoses or cables that were disconnected from the deck. Ensure that all electrical harnesses and clamps are undamaged and reinstalled securely. Replace any components as necessary. 6. Attach an appropriate lifting device to the lifting eyes on the retarding grid. Lift retarding grid (7, Figure 50-7) into position on deck structure (1, Figure 50-8). 7. Install retarding grid mounting hardware (3) at six locations. Tighten the capscrews to the standard torque. 8. Remove the access covers from the retarding grid. Connect all electrical leads to their correct locations. Reinstall the access covers.
FIGURE 50-8. RIGHT DECK STRUCTURE - BOTTOM VIEW 1. Deck Structure 2. Deck Mounting Hardware
960E-1
3. Retarding Grid Mounting Hardware 4. Deck Lighting Harness
9
CEN50008-00
Removal and installation of left deck Removal
50 Disassembly and assembly
Installation 1. Tighten the radiator bumpers on both decks. Clean all deck mount mating surfaces. 2. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails.
If air conditioning system components must be removed, refer to Testing and adjusting section Cab air conditioning for instructions on discharging the air conditioning system before disconnecting any air conditioning lines and servicing the air conditioning system after installation.
3. Carefully lift and position the deck on the deck s. Ensure that any wiring harnesses, cables and hoses that may still be attached to the deck are moved out of the way.
1. Remove the operator cab. Refer to Disassembly and assembly section Operator cab for cab removal instructions.
5. Connect deck lighting harness (4) and any hoses or cables that were disconnected from the deck. Ensure that all electrical harnesses and clamps are undamaged and reinstalled securely. Replace any components as necessary.
2. Disconnect deck lighting harness (3, Figure 509). Inspect the underside of the deck. If necessary, remove any hoses or cables that remain connected to the deck. The lighting harness and clamps do not require removal.
4. Install deck mounting hardware (2) at the deck and the front upright. Tighten the capscrews to the standard torque.
6. Install the operator cab. Refer to Disassembly and assembly section Operator cab for cab installation instructions.
The weight of the left deck is approximately 707 kg (1,559 lb). Use a lifting device with adequate capacity to remove the component. 3. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails. 4. Remove deck mounting hardware (2) at the deck and the front upright. 5. Loosen the radiator bumpers on both decks. 6. Ensure that all wiring harnesses, cables and hoses have been removed. Carefully lift the deck from the deck s.
10
960E-1
50 Disassembly and assembly
CEN50008-00
FIGURE 50-9. LEFT DECK STRUCTURE - BOTTOM VIEW 1. Deck Structure 2. Deck Mounting Hardware
960E-1
3. Deck Lighting Harness
11
CEN50008-00
50 Disassembly and assembly
Removal and installation of fuel tank
Cleaning and inspection
Removal
NOTE: If a tank has been damaged and requires structural repair, perform such repairs before final cleaning.
1. Raise the truck body and install the body up retention cable. 2. Loosen filler cap (5, Figure 50-10) and open drain cock (10) to drain the fuel from the tank into clean containers. Tighten the filler cap when the fuel is completely drained. 3. Disconnect wire harness (13) and remove the clamps attached to the fuel tank. Remove ground wire (17).
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.
4. If equipped, close the inline shutoff valves. Remove fuel return hose (6) and fuel supply hose (8). Cap the hoses and tank fittings to help prevent contamination.
The fuel tank has drain cock (10) and a cleaning port in the side that allows steam or solvent to be used for cleaning tanks that have accumulated foreign material.
5. Remove hoist circuit filter assemblies (11) and steering circuit filter assembly (12) from the frame side of the tank. the filter assembly by placing a chain over the frame rail. It is not necessary to remove the hydraulic hoses.
The weight of the empty fuel tank is approximately 2 056 kg (4,533 lb). Use a lifting device with adequate capacity to remove the component. 6. Attach a lifting device to the lifting eyes on each side of the tank.
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 with all interior surfaces by rotating the tank in various positions. Before a cleaning procedure of this type, all vents, the fuel gauge sender, and hose connections must be removed and temporarily sealed. After cleaning is complete, 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. All openings should be sealed for rust prevention.
7. Remove lower mounting hardware (14), flat washer (15) and rubber dampeners (16). Remove upper mounting hardware (3) and mounting caps (4). 8. Lift the fuel tank from the brackets and move it to a work area. 9. Remove fuel gauge sender (9), breather (5), and other fittings as required to perform interior cleaning. See "Removal and installation of fuel gauge sender" for further instructions.
12
960E-1
50 Disassembly and assembly
CEN50008-00
FIGURE 50-10. FUEL TANK INSTALLATION 1. Fuel Tank 2. Fuel Receiver Assembly 3. Mounting Cap 4. Upper Mounting Hardware 5. Filler Cap 6. Fuel Return Hose 7. Breather
960E-1
8. Fuel Supply Hose 9. Fuel Gauge Sender 10. Drain Cock 11. Hoist Circuit Filter Assemblies 12. Steering Circuit Filter Assembly 13. Wire Harness 14. Lower Mounting Hardware
15. Flat Washer 16. Rubber Dampener 17. Ground Wire 18. Terminals 19. Sender Mounting Hardware
13
CEN50008-00
Installation 1. Thoroughly clean the frame mounting brackets and the mounting hardware holes. Re-tap the threads if damaged.
50 Disassembly and assembly
Removal and installation of fuel gauge sender Removal 1. Drain the fuel below the level of fuel gauge sender (9, Figure 50-10). 2. Disconnect the wires from terminals (18).
The weight of the empty fuel tank is approximately 2 056 kg (4,533 lb). Use a lifting device with adequate capacity to remove the component.
3. Remove sender mounting hardware Carefully remove the sender and gasket.
(19).
Installation 1. Clean the mating surfaces. Install a new gasket.
2. Attach a lifting device to the lifting eyes on each side of the tank. Lift the fuel tank over the frame trunnion mounts and lower it into position.
2. Install fuel gauge sender (9) in the tank. Ensure that the float is oriented properly and moves freely.
3. Install mounting caps (4, Figure 50-10) and upper mounting hardware (3). Do not tighten the hardware at this time.
3. Install sender mounting hardware (19) and tighten the capscrews to the standard torque.
4. Install rubber dampeners (16), flat washers (15) and lower mounting hardware (14) in the lower mounts. Tighten the lower mounting hardware to 420 ± 42 Nm (310 ± 31 ft lb).
4. Connect the wires to terminals (18). 5. Fill the fuel tank and check for leaks.
5. Tighten upper mounting hardware (3) to 711 ± 72 Nm (525 ± 53 ft lb). 6. Install hoist circuit filter assemblies (11) and steering circuit filter assembly (12) on the frame side of the tank. 7. Connect fuel return hose (6) and fuel supply hose (8). Install wire harness (13) and all clamps. Open the inline shutoff valves, if equipped.
14
960E-1
50 Disassembly and assembly
CEN50008-00
Disassembly and assembly of fuel tank breather Disassembly 1. Remove clamp (3, Figure 50-11), cover (2) and screen (1). 2. Remove ball cage (10), solid ball (11) and float balls (12). 3. Unscrew end fitting (7) from body (4). 4. Remove stem (8) and valve spring (5). Assembly 1. Clean and inspect all parts. If any parts are damaged, replace the entire assembly. 2. Place valve spring (5) into position in body (4). 3. Insert stem (8) into end fitting (7). 4. Screw end fitting (7) into body (4). Ensure the components are properly aligned and seated. 5. Place screen (1) and cover (2) into position on the breather. Install clamp (3). 6. Insert the balls into ball cage (10) with solid ball (11) on top. 7. Insert the ball cage onto the stem. A minimum of two cage coils must be seated in the groove on the stem. Ensure that the solid ball is able to seat properly on the stem. If not, adjust the cage accordingly.
FIGURE 50-11. FUEL TANK BREATHER 1. Screen 2. Cover 3. Clamp 4. Body 5. Valve Spring 6. O-Ring
960E-1
7. End Fitting 8. Stem 9. O-Ring 10. Ball Cage 11. Solid Ball 12. Float Ball
15
CEN50008-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50008-00
16
960E-1
CEN50009-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Cab air conditioning Replacement of air conditioning system components........................................................................................... 3 Diasassembly and assembly of compressor clutch .............................................................................................. 5
960E-1
1
CEN50009-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50009-00
Replacement of air conditioning system components
Never use any lubricant or t compound to lubricate or seal any A/C connections.
Hoses and fittings When replacing hoses, use the same type and ID hose you removed. When hoses or fittings are shielded or clamped to prevent vibration damage, ensure that 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, ensure that these are in place and secure.
It is important to always torque fittings to the proper torque. Failure to do this may result in improper 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. capscrews securing the inlet and outlet fittings onto the compressor ports is 15 - 34 Nm (11 - 25 ft lb).
960E-1
Expansion valve When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the capillary (bulb) and external equalizer tube (if present) from their mounting locations. Remove the expansion valve from the evaporator inlet. Expansion valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the valve. Secure the capillary and equalizer, if used, to clean surfaces and replace or attach any insulating material.
Receiver-drier 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.
Thermostat A thermostat can be stuck open or closed due to 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 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 or just no . When troubleshooting, by the thermostat by hot wiring the clutch coil with a fused lead. If the clutch engages, replace the thermostat. Thermostat 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.
3
CEN50009-00
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. Ensure that 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. Add 207 ml (7 oz.) 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.
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.
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. 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 by clutch circuit control devices.
4
50 Disassembly and assembly
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. Excessive clutch plate wear is caused by the plate rubbing on the clutch pulley when the clutch is not engaged or the clutch plate slipping when the clutch coil is energized. A gap that is too small or too large between the plate and clutch pulley or a loss of clutch plate spring temper are possible causes. The ideal air gap between the clutch pulley and the clutch plate is 1.02 ± 0.043 mm (0.023 to 0.057 in.). If the gap is too wide, the magnetic field created when the clutch coil is energized will not be strong enough to pull and lock the clutch plate to the clutch pulley.
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: 12.0 ± 0.37 Ohms @ 20 °C (68 °F) 16.1 ± 0.62 Ohms @ 116 °C (240 °F) The temperatures specified above are roughly typical of a summer morning before first start-up and the heat beside an engine on a hot day. At temperatures in between those listed above, the correct resistance is proportionate to the difference in temperature.
960E-1
50 Disassembly and assembly
Diasassembly and assembly of compressor clutch
CEN50009-00
Removal of the clutch assembly 1. Remove the belt guard from the front of the air conditioning compressor.
* RECOMMENDED TOOLS FOR COMPRESSOR CLUTCH REMOVAL AND INSTALLATION J-9399
Thin Wall Socket
**J-9403
Spanner Wrench
**J-25030
Clutch Hub Holding Tool
J-9401
Clutch Plate and Hub Assembly Remover
J-8433
Pulley Puller
J-9395
Puller Pilot
***J-24092
Puller Legs
J-8092
Universal Handle
J-9481
Pulley and Bearing Installer
J-9480-01
Drive Plate Installer
J-9480-02
Spacer, Drive Plate Installer
FIGURE 50-1. 1. Belt Pulley 2. Clutch Hub/Drive Plate
3. Shaft 4. Locknut
2. Remove the drive belt from compressor belt pulley (1, Figure 50-1).
* Tools are available though your local Kent-Moore dealer. ** These tools are interchangeable. ***For use on multiple groove pulleys.
Use the proper tools to remove and replace clutch components. Using the recommended tooling helps prevent damage to compressor components during maintenance. Do not drive or pound on the clutch plate, hub assembly, or shaft. Internal damage to the compressor may result.
FIGURE 50-2. 1. Thin Wall Socket 2. Clutch Hub Holding Tool
3. Clutch Hub
3. Remove locknut (4) using thin wall socket (1, Figure 50-2) or the equivalent. Use clutch hub holding tool (2), spanner wrench (J-9403), or the equivalent to hold clutch hub (3) while removing the locknut. It is recommended that the locknut be replaced after it has been removed.
960E-1
5
CEN50009-00
50 Disassembly and assembly
FIGURE 50-3. 1. Clutch Assembly
2. Clutch Plate & Hub Assembly Remover
4. Thread clutch plate and hub assembly remover (2, Figure 50-3) into the hub of clutch assembly (1). Hold the body of the remover with a wrench and tighten the center screw to pull the clutch plate and hub assembly from the compressor.
FIGURE 50-5. 1. Clutch Hub
2. Pulley
6. Inspect the friction surfaces on clutch hub (1, Figure Figure 50-5) and pulley (2). Scoring on the friction surfaces is normal. DO NOT replace these components for this condition only.
Inspect the steel friction surface on the clutch and ensure that it is not damaged by excessive heat. Inspect the other components near the clutch for damage due to heat. If signs of excessive heat are evident, it may be necessary to replace the compressor. Excessive heat may cause leakage in the seals and damage to internal components as well as external components.
FIGURE 50-4. 1. Square Key
2. Keyway in Shaft
5. Remove square key (1, Figure 50-4) from the keyways.
6
960E-1
50 Disassembly and assembly
CEN50009-00
10. Tighten the center screw on the puller against the shaft of the compressor to remove the pulley.
Removal of the pulley
11. Clean the pulley and pulley bearing with solvent. Inspect the assembly for damage. Check the bearing for brinneling, excessive looseness, noise, and lubricant leakage. Replace the assembly if any of these warning signs are evident. 12. Use a multi-meter to ohm check the clutch coil. The resistance should be as follows: 12 ± 0.37 ohms @ 20° C (68° F) 16.1 ± 0.62 ohms @ 115° C (239° F) FIGURE 50-6. 1. Pulley Assembly 2. Pulley Retainer Ring
3. Retaining Ring Pliers
7. Use retaining ring pliers (3, Figure 50-6) to remove pulley retainer ring (2) from pulley (1).
If the resistance of the coil is not within the specifications, the clutch will not operate properly. Remove the retaining ring and replace the coil.
Installation of the pulley
8. Pry the absorbent sleeve retainer from the neck of the compressor, and remove the sleeve.
FIGURE 50-8. 1. Bearing Installer 2. Universal Handle
FIGURE 50-7. 1. Pulley Puller 2. Pulley Assembly
3. Puller Pilot
9. Install pulley puller (1, Figure 50-7) and puller pilot (3) onto the compressor, as shown. If a multiple groove pulley is used, install puller legs (J-24092) onto the puller in place of the standard legs. Extend the puller legs to the back side of the pulley. DO NOT use the belt grooves to pull the pulley from the compressor. 960E-1
1. Place the pulley assembly into position on the compressor. Use bearing installer (1, Figure 508), universal handle (2), and a hammer to lightly tap the pulley assembly onto the compressor until it seats. Use of the installer or the equivalent ensures that the force driving the bearing into position acts on the inner race of the bearing. Applying force to the outer race of the bearing will result in bearing damage. 2. Ensure the pulley rotates freely. If the pulley does not rotate freely, remove the pulley and check for damaged components. Replace any damaged components and reinstall the pulley. 3. Install the pulley retainer ring and ensure that the ring is properly seated. 4. Install the absorbent sleeve into the neck of the compressor. Install the sleeve retainer.
7
CEN50009-00
50 Disassembly and assembly
Installation of the clutch assembly 1. Insert square key (1, Figure 50-4) into the keyway in the clutch hub. Allow the key to protrude about 4.5 mm (0.18 in.) from the outer edge of the hub. Use petroleum jelly to hold the key in place.
NOTE: The outer threads of installer (J-9480-01) are left handed threads.
FIGURE 50-10. CLUTCH GAP
FIGURE 50-9. 1. Drive Plate Installer
2. Spacer
2. Place the clutch assembly into position on the compressor. Align the square key with the keyway on the shaft. 3. Thread drive plate installer (1, Figure 50-9) onto the shaft of the compressor. Spacer (2) should be in place under the hex nut on the tool. 4. Press the clutch onto the compressor using drive plate installer (1). Continue to press the clutch plate until a 2 mm (0.08 in.) gap remains between the clutch friction surface and the pulley friction surface. Refer to Figure 50-10.
8
5. Install locknut (4, Figure 50-1) and tighten the nut until it seats. The gap should now measure 1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap is not within the specification, check for proper installation of the square key. 6. Install the drive belt onto the compressor. Ensure that the proper tension on the belt is attained. Refer to the belt tension chart in the appropriate engine manual for the proper specifications. 7. After assembly is complete, burnish the mating parts of the clutch by operating the air conditioning system at maximum load conditions with the engine at high idle. Turn the air conditioning control ON and OFF at least 15 times for one second intervals. 8. Install the belt guard if no further servicing is required.
960E-1
50 Disassembly and assembly
CEN50009-00
NOTES
960E-1
9
CEN50009-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50009-00
10
960E-1
CEN90001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
90 Diagrams and drawings Hydraulic circuit diagrams Steering, hoist and brake cooling hydraulic circuit diagram ....................................................................... EM7616 Brake hydraulic circuit diagram.................................................................................................................. EM7623
960E-1
1
CEN90001-00
90 Diagrams and drawings
NOTES
2
960E-1
EM7616-0 JUN 08 HYDRAULIC SCHEMATIC 960E-1 A30001 & UP
EK7623-0 JUN 08 BRAKE SCHEMATIC 960E-1 A30001 & UP
90 Diagrams and drawings
CEN90001-00
NOTES
960E-1
3
CEN90001-00
90 Diagrams and drawings
960E-1 Dump truck Form No. CEN90001-00
4
960E-1
CEN90002-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
90 Diagrams and drawings Electrical circuit diagrams Electrical circuit diagram - index & symblos................................................................................................XS5701 Electrical circuit diagram - circuit locator sheet...........................................................................................XS5702 Electrical circuit diagram - circuit locator sheet...........................................................................................XS5703 Electrical circuit diagram - battery box ........................................................................................................XS5704 Electrical circuit diagram - 24V power distribution & circuit protection........................................................XS5705 Electrical circuit diagram - 24V power distribution & circuit protection........................................................XS5706 Electrical circuit diagram - engine control wiring.........................................................................................XS5707 Electrical circuit diagram - engine control wiring.........................................................................................XS5708 Electrical circuit diagram - engine control wiring.........................................................................................XS5709 Electrical circuit diagram - engine control wiring.........................................................................................XS5710 Electrical circuit diagram - keyswitch, timed engine shutdown & auto lube system.................................... XS5711 Electrical circuit diagram - engine start circuit.............................................................................................XS5712 Electrical circuit diagram - brake control wiring...........................................................................................XS5713 Electrical circuit diagram - brake control wiring...........................................................................................XS5714 Electrical circuit diagram - steering & hoist pressure switch wiring.............................................................XS5715 Electrical circuit diagram - operator drive system controls..........................................................................XS5716
960E-1
1
CEN90002-00
90 Diagrams and drawings
Electrical circuit diagram - operator drive system controls......................................................................... XS5717 Electrical circuit diagram - electronic dash ....................................................................................... XS5718 Electrical circuit diagram - operator cab light controls & horn .................................................................... XS5719 Electrical circuit diagram - operator cab light controls & horn .................................................................... XS5720 Electrical circuit diagram - operator cab windows & wipers ....................................................................... XS5721 Electrical circuit diagram - operator cab radio & seat wiring ...................................................................... XS5722 Electrical circuit diagram - clearance lights, fog lights & headlights ........................................................... XS5723 Electrical circuit diagram - hazard light wiring ............................................................................................ XS5724 Electrical circuit diagram - heater & air conditioning controls..................................................................... XS5725 Electrical circuit diagram - diagnostic ports - GE ....................................................................................... XS5726 Electrical circuit diagram - diagnostic ports - VHMS & GE......................................................................... XS5727 Electrical circuit diagram - modular mining interface.................................................................................. XS5728 Electrical circuit diagram - interface module inputs & outputs.................................................................... XS5729 Electrical circuit diagram - interface module inputs & outputs.................................................................... XS5730 Electrical circuit diagram - interface module inputs & outputs.................................................................... XS5731 Electrical circuit diagram - interface module inputs & outputs.................................................................... XS5732 Electrical circuit diagram - payload meter III circuits .................................................................................. XS5733 Connectors table and arrangement drawing
2
960E-1
XS5701-0 JUN 08 ELECTRICAL SCHEMATIC INDEX & SYMBOLS 960E-1 A30003 & UP Sheet 01 of 33
XS5702-0 JUN 08 ELECTRICAL SCHEMATIC CIRCUIT LOCATOR SHEET 960E-1 A30003 & UP Sheet 02 of 33
XS5703-0 JUN 08 ELECTRICAL SCHEMATIC CIRCUIT LOCATOR SHEET 960E-1 A30003 & UP Sheet 03 of 33
XS5704-0 JUN 08 ELECTRICAL SCHEMATIC BATTERY BOX 960E-1 A30003 & UP Sheet 04 of 33
XS5705-1 JUL 08 ELECTRICAL SCHEMATIC 24V POWER DISTRIBUTION & CIRCUIT PROTECTION 960E-1 A30003 & UP Sheet 05 of 33
XS5706-0 JUN 08 ELECTRICAL SCHEMATIC 24V POWER DISTRIBUTION & CIRCUIT PROTECTION 960E-1 A30003 & UP Sheet 06 of 33
XS5707-1 JUL 08 ELECTRICAL SCHEMATIC ENGINE CONTROL WIRING 960E-1 A30003 & UP Sheet 07 of 33
XS5708-0 JUN 08 ELECTRICAL SCHEMATIC ENGINE CONTROL WIRING 960E-1 A30003 & UP Sheet 08 of 33
XS5709-0 JUN 08 ELECTRICAL SCHEMATIC ENGINE CONTROL WIRING 960E-1 A30003 & UP Sheet 09 of 33
XS5710-0 JUN 08 ELECTRICAL SCHEMATIC ENGINE CONTROL WIRING 960E-1 A30003 & UP Sheet 10 of 33
XS5711-1 JUL 08 ELECTRICAL SCHEMATIC KEY SWITCH, TIMED ENGINE SHUTDOWN & AUTO LUBE SYSTEM 960E-1 A30003 & UP Sheet 11 of 33
XS5712-0 JUN 08 ELECTRICAL SCHEMATIC ENGINE START CIRCUIT 960E-1 A30003 & UP Sheet 12 of 33
XS5713-0 JUN 08 ELECTRICAL SCHEMATIC BRAKE CONTROL WIRING 960E-1 A30003 & UP Sheet 13 of 33
XS5714-1 JUL 08 ELECTRICAL SCHEMATIC BRAKE CONTROL WIRING 960E-1 A30003 & UP Sheet 14 of 33
XS5715-0 JUN 08 ELECTRICAL SCHEMATIC STEERING & HOIST PRESSURE SWITCH WIRING 960E-1 A30003 & UP Sheet 15 of 33
XS5716-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR DRIVE SYSTEM CONTROLS 960E-1 A30003 & UP Sheet 16 of 33
XS5717-1 JUL 08 ELECTRICAL SCHEMATIC OPERATOR DRIVE SYSTEM CONTROLS 960E-1 A30003 & UP Sheet 17 of 33
XS5718-0 JUN 08 ELECTRICAL SCHEMATIC ELECTRONIC DASH 960E-1 A30003 & UP Sheet 18 of 33
XS5719-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR CAB LIGHT CONTROLS & HORN 960E-1 A30003 & UP Sheet 19 of 33
XS5720-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR CAB LIGHT CONTROLS & HORN 960E-1 A30003 & UP Sheet 20 of 33
XS5721-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR CAB WINDOWS & WIPERS 960E-1 A30003 & UP Sheet 21 of 33
XS5722-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR CAB RADIO & SEAT WIRING 960E-1 A30003 & UP Sheet 22 of 33
XS5723-0 JUN 08 ELECTRICAL SCHEMATIC CLEARANCE LIGHTS, FOG LIGHTS & HEADLIGHTS 960E-1 A30003 & UP Sheet 23 of 33
XS5724-0 JUN 08 ELECTRICAL SCHEMATIC HAZARD LIGHT WIRING 960E-1 A30003 & UP Sheet 24 of 33
XS5725-0 JUN 08 ELECTRICAL SCHEMATIC HEATER & AIR CONDITIONING CONTROLS 960E-1 A30003 & UP Sheet 25 of 33
XS5726-0 JUN 08 ELECTRICAL SCHEMATIC DIAGNOSTIC PORTS - GE 960E-1 A30003 & UP Sheet 26 of 33
XS5727-1 JUL 08 ELECTRICAL SCHEMATIC DIAGNOSTIC PORTS - VHMS & GE 960E-1 A30003 & UP Sheet 27 of 33
XS5728-0 JUN 08 ELECTRICAL SCHEMATIC MODULAR MINING INTERFACE 960E-1 A30003 & UP Sheet 28 of 33
XS5729-1 JUL 08 ELECTRICAL SCHEMATIC INTERFACE MODULE INPUTS & OUTPUTS 960E-1 A30003 & UP Sheet 29 of 33
XS5730-0 JUN 08 ELECTRICAL SCHEMATIC INTERFACE MODULE INPUTS & OUTPUTS 960E-1 A30003 & UP Sheet 30 of 33
XS5731-0 JUN 08 ELECTRICAL SCHEMATIC INTERFACE MODULE INPUTS & OUTPUTS 960E-1 A30003 & UP Sheet 31 of 33
XS5732-1 JUL 08 ELECTRICAL SCHEMATIC INTERFACE MODULE INPUTS & OUTPUTS 960E-1 A30003 & UP Sheet 32 of 33
XS5733-1 AUG 08 ELECTRICAL SCHEMATIC PAYLOAD METER III CIRCUITS 960E-1 A30003 & UP Sheet 33 of 33
Connectors table and arrangement drawing Connector No.
Number of pins
Description
Location Item No.
Connector No.
Number of pins
960E-1 Description
Location Item No.
ABA
2
Auto brake apply solenoid connector
R3
2
CN730
6
Fuel tank connector
T10
20
BLS
2
Brake lock solenoid connector
R4
3
CN801
16
Engine sub-module connector
T8
21 22
BPS
2
Brake pressure sensor connector
M5
4
CN802
4
Coolant level switch connector
T2
BPS
3
Low brake pressure switch connector
P1
5
CN803
2
A/C compressor clutch connector
W5
23
CAATS
2
Ambient air temperature sensor connector
T8
37
CN804
23
Engine ECM connector
W5
24
CAN1A
3
CAN 1939 network connector
F6
1
CN805
21
Engine ECM connector
W5
25
CAN2B
3
CAN - RPC network connector
E7
2
CN806
31
Engine ECM connector
W5
26
CNP1
8
Dash 1 connector
I5
42
CN807
5
Prelube relay connector
T5
27
CNP2
8
Dash 2 connector
I5
43
CN808
9
Engine ECM/sub-module connector
T4
28
CNX1/P301
48
GE interface connector - P301
A2
3
CN815
2
Prelube signal connector
T5
29
CNX2/P302
48
GE interface connector - P302
A2
4
CN816
4
A/C drier pressure switch connector
X3
30
CNX3/P303
48
GE interface connector - P303
A2
5
CN820
3
Engine ECM/CAN connector
T8
31
CNX4/P304
48
GE interface connector - P304
A3
6
CN821
3
CAN - RPC engine connector
E7
9
CNX5/P305
48
GE interface connector - P305
A3
7
DB1P1
3
Diode board 1 connector - P1
C7
10
CN01
19
Cab interface - diagnostic
I1
1
DB1P2
6
Diode board 1 connector - P2
C7
11
CN02
31
Cab interface - diagnostic
I1
2
DB1P3
12
Diode board 1 connector - P3
C7
12 13
CN04
31
Cab interface - dash & center control
I1
3
DB1P4
15
Diode board 1 connector - P4
C7
CN05
31
Cab interface - dash
I1
4
DB1P5
6
Diode board 1 connector - P5
C7
14
CN06
19
Cab interface - dash overhead
J1
5
DIAG 1
9
Diagnostic plug 1 connector - PSC
G5
45
CN08
5
Wiper relay high speed connector
K7
6
DIAG 2
3
Diagnostic plug 2 connector - CENCE
G2
46
CN09
5
Wiper relay low speed connector
K7
7
DIAG 3
9
Diagnostic plug 3 connector - TCI
G5
47
CN10
5
Wiper timer delay module connector
K7
8
DIAG 4
9
Diagnostic plug 4 connector - QUANTUM
G2
48
CN11
2
Horn connector
K7
9
DIAG 5
9
Diagnostic plug 5 connector - IM
H1
49
CN12
12
Steering column connector
J7
10
DIAG 6
9
Diagnostic plug 6 connector - VHMS
H1
50
CN14
4
Heater module connector
L5
11
DIAG 7
9
Diagnostic plug 7 connector - PLM
H2
51
CN16
6
Wiper motor connector
L5
12
DIAG 8
9
Diagnostic plug 8 connector - GE/MM
H5
52
CN22
4
light dimmer connector
H6
13
DID
10
DID connector
H2
44
CN25
10
Headlight switch connector
H7
14
HFPSW-1
2
Hoist pressure by switch 1 connector
T9
32
CN26
10
Ladder light switch connector
H7
15
HFPSW-2
2
Hoist pressure by switch 2 connector
T9
33
CN27
10
Manual back-up light switch connector
H7
16
HLS
2
Hoist limit solenoid connector
W8
42 34
CN28
10
Fog light switch connector
H6
17
HPS1
2
Hoist pressure sensor 1 connector
T10
CN29
10
Display control switch 2 connector
H6
18
HPS2
2
Hoist pressure sensor 2 connector
T10
35
CN30
10
Display control switch 1 connector
H6
19
IMCAN1A
3
CAN 1939 interface module connector
F6
15
CN32
10
Rotating beacon switch connector
I5
20
IMCAN2B
3
CAN - RPC interface module connector
F7
16
CN33 CN36
10 10
Heated mirror switch connector Grid drier/engine warmup switch connector
J7 L4
21 22
IM1
41
Interface module connector - 1
E7
17
IM2
41
Interface module connector - 2
E7
18
CN37
10
AC drive rest switch connector
L4
23
IM3
41
Interface module connector - 3
D7
19
CN38
10
Brake lock switch connector
J7
24
LSPS
3
Low steering pressure switch connector
W8
40
CN40
10
Pantagraph control switch connector
I5
25
ORBCOMMCNA
14
Orbcomm connector - CNA
A6
20 21
CN41
10
Hazard light switch connector
J5
26
ORBCOMMCNB
10
Orbcomm connector - CNB
A7
CN71
10
Right window switch connector
H1
27
PBAPS
3
Parking brake apply pressure switch connector
R3
8
CN72
10
Left window switch connector
H1
28
PBRPS
3
Parking brake release pressure switch connector
Q1
10
CN75
8
Selector switch connector
L4
29
PBS
2
Parking brake solenoid connector
R4
9
CN161
2
Left window motor connector
I5
30
PLMCN264
10
Payload meter connector
C7
22
CN162
2
Right window motor connector
K2
31
RB1P1
6
Relay board 1 connector - P1
C1
23
CN209
5
Radio power relay connector
H5
32
RB1P3
10
Relay board 1 connector - P3
C1
24
CN210
6
Radio right speakers connector
H5
33
RB3P1
5
Relay board 3 connector - P1
D1
25
CN211
6
Radio left speakers connector
H5
34
RB3P2
2
Relay board 3 connector - P2
D1
26
CN228
2
Air seat power left connector
K3
35
RB3P4
9
Relay board 3 connector - P4
D1
27
CN229
2
Air seat power right connector
K3
36
RB3P5
2
Relay board 3 connector - P5
D1
28
CN235
3
Retarder pedal connector
L6
37
RB4P1
8
Relay board 4 connector - P1
D1
29
CN236
3
Accelerator pedal connector
L6
38
RB4P3
8
Relay board 4 connector - P3
D1
30
CN237
3
Retarder lever connector
L5
39
RB4P4
2
Relay board 4 connector - P4
D1
31
CN240
23
Hydraulic cabinet connector
M5
1
RB5P1
6
Relay board 5 connector - P1
B1
32
CN246
3
Inclinometer connector
C1
8
RB5P3
4
Relay board 5 connector - P3
B1
33
CN250
2
Selector switch current limit connector
L3
40
RB5P4
6
Relay board 5 connector - P4
B1
34
CN251
12
Modular mining interface connector
G5
41
RB5P5
6
Relay board 5 connector - P5
B1
35
CN501
4
Left wheel speed connector
W7
1
RPCIM
3
CAN incoming “T” to CN251 connector
K3
53
CN502
8
Left frame/hood lights connector
W2
2
RPCIT
3
CAN outgoing “T” to dash “T” connector
K2
54
CN503
5
Left engine service lights connector
W4
3
RPC2M
3
CAN incoming “T” to dash “T” connector
J5
55
CN504
5
Right engine service lights connector
T4
4
RPC2T
3
CAN dash “T” to dash connector
K5
56
CN507
4
Right wheel speed connector
T5
5
SBDPSW
2
Service brake degrade pressure switch connector
M4
6
CN511
5
Auto lube pump connector
X3
6
SBDPSW
3
Steering bleeddown pressure switch connector
W8
39 38
CN512
3
Auto lube level connector
X3
7
SBDS
2
Steering bleeddown solenoid connector
W7
CN516
8
Right frame/hood lights connector
T3
8
SBPSW
2
Service brake pressure switch connector
R5
7
CN535
3
Ladder light switch connector
X2
9
SFPSW
2
Steering pressure by switch connector
T9
36
CN536
3
Engine shutdown switch connector
X2
10
SPS
2
Steering pressure sensor connector
W8
41
CN703
3
Cooling air pressure switch connector
V14
11
VCAN1A
3
CAN 1939 VHMS connector
F7
36
CN707
2
Left front brake temperature sensor connector
W10
12
VCAN2B
3
CAN - RPC VHMS connector
E7
37
CN708
2
Right front brake temperature sensor connector
W11
13
VHMSCN1
20
VHMS connector - CN1
C7
38
CN709 CN710
2 2
Left rear brake temperature sensor connector Right rear brake temperature sensor connector
W11 W11
14 15
VHMSCN2A
18
VHMS connector - CN2A
C7
39
VHMSCN2B
12
VHMS connector - CN2B
C7
40
CN711
2
Hydraulic tank level sender connector
W10
16
VHMSCN3A
18
VHMS connector - CN3A
C7
41
CN712
3
Hydraulic tank temperature sensor connector
W10
17
VHMSCN3B
12
VHMS connector - CN3B
C7
42
CN721
7
Left rear speed sensor connector
U14
18
VHMSCN4A
14
VHMS connector - CN4A
C7
43
CN722
7
Right rear speed sensor connector
V14
19
VHMSCN4B
10
VHMS connector - CN4B
C7
44
Auxiliary control cabinet
Operator cab
Main frame
Hydraulic brake cabinet
90 Diagrams and drawings
CEN90002-00
NOTES
960E-1
3
CEN90002-00
90 Diagrams and drawings
960E-1 Dump truck Form No. CEN90002-00
4
960E-1
®
www.komatsuamerica.com
Komatsu America Corp. 2300 N.E. Adams Street Peoria, IL 61639 Phone: 309-672-7577 Fax: 309-672-7072
Copyright 2008 Komatsu Printed in Canada
Shop Manual
DUMP TRUCK SERIAL NUMBERS
A30003 and UP
®
CEN00001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
00 Index and foreword Index Composition of shop manual ................................................................................................................................ 2 Table of contents................................................................................................................................................... 4
960E-1
1
CEN00001-00
00 Index and foreword
Composition of shop manual The contents of this shop manual are shown together with Form No. in a list. Note 1: Always keep the latest version of this manual in accordance with this list and utilize accordingly. The marks shown to the right of Form No. denote the following: : New module (to be filed additionally) : Revision (to be replaced for each Form No.) Note 2: This shop manual can be supplied for each Form No. Note 3: To file this shop manual in the special binder for management, handle it as follows: • Place a divider on the top of each section in the file after matching the Tab No. with No. indicated next to each Section Name shown in the table below: • File overview and other materials in sections in the order shown below and utilize them accordingly. Section Title Shop Manual, contents binder, binder label and tabs
Form Number CEBM021300
00 Index and foreword Index Foreword, safety and general information Operating instructions
CEN00001-00 CEN00002-00 CEN00003-00
01 Specification Specification and technical data
CEN01001-00
10 Structure, function and maintenance standard Steering circuit Hoist circuit Brake circuits Suspensions Electrical system, 24 volt Interface module (IM) Electrical system, AC drive Cab air conditioning
CEN10001-00 CEN10002-00 CEN10003-00 CEN10004-00 CEN10005-00 CEN30006-00 CEN10007-00 CEN10008-00
20 Standard value table Standard service value table
CEN20001-00
30 Testing and adjusting General information Steering, brake cooling and hoist hydraulic system Brake system Accumulators and suspensions VHMS and payload meter Interface module (IM) Cab air conditioning
CEN30001-00 CEN30002-00 CEN30003-00 CEN30004-00 CEN30005-00 CEN30006-00 CEN30007-00
2
960E-1
00 Index and foreword
CEN00001-00
40 Troubleshooting Failure code table and fuse locations AC drive system fault codes Troubleshooting by failure code, Part 1 Troubleshooting by failure code, Part 2 Troubleshooting by failure code, Part 3 Troubleshooting by failure code, Part 4 Troubleshooting by failure code, Part 5 Cab air conditioning
CEN40001-00 CEN40002-00 CEN40003-00 CEN40004-00 CEN40005-00 CEN40006-00 CEN40007-00 CEN40008-00
50 Disassembly and assembly General information Wheels, spindle and rear axle Brake system Steering system Suspensions Hoist circuit Operator cab Body and structures Cab air conditioning
CEN50001-00 CEN50002-00 CEN50003-00 CEN50004-00 CEN50005-00 CEN50006-00 CEN50007-00 CEN50008-00 CEN50009-00
90 Diagrams and drawings Hydraulic circuit diagrams Electrical circuit diagrams
CEN90001-00 CEN90002-00
960E-1
3
CEN00001-00
00 Index and foreword
Table of contents 00 Index and foreword Index CEN00001-00 Composition of shop manual ....................................................................................................2 Table of contents .......................................................................................................................4 Foreword, safety and general information CEN00002-00 Foreword ...................................................................................................................................4 How to read the shop manual ...................................................................................................5 General safety ...........................................................................................................................7 Precautions before operating the truck ...................................................................................10 Precautions while operating the truck .....................................................................................12 Working near batteries ............................................................................................................15 Precautions before performing service....................................................................................16 Precautions while performing service......................................................................................17 Tires ........................................................................................................................................19 Precautions for performing repairs ..........................................................................................20 Precautions for welding on the truck .......................................................................................21 Handling electrical equipment and hydraulic components ......................................................22 How to read electric wire code ................................................................................................30 Standard torque tables ............................................................................................................33 Conversion tables....................................................................................................................38 Operating instructions CEN00003-00 Preparing for operation..............................................................................................................3 Engine start-up ..........................................................................................................................6 After engine start-up ..................................................................................................................7 Emergency steering system ......................................................................................................8 Precautions during truck operation............................................................................................9 Operating on a haul road.........................................................................................................10 Starting on a grade with a loaded truck ...................................................................................10 Sudden loss of engine power .................................................................................................. 11 Fuel depletion.......................................................................................................................... 11 Towing .....................................................................................................................................12 Loading the dump body...........................................................................................................12 Dumping a load .......................................................................................................................13 Disabled truck dumping procedure..........................................................................................15 Safe parking procedure ...........................................................................................................16 Normal engine shutdown procedure .......................................................................................16 01 Specification Specification and technical data CEN01001-00 Specification drawing.................................................................................................................3 Specifications ............................................................................................................................4 Weight table ..............................................................................................................................6 Fuel, coolant and lubricants ......................................................................................................7
4
960E-1
00 Index and foreword
CEN00001-00
10 Structure, function and maintenance standard Steering circuit CEN10001-00 Steering circuit operation........................................................................................................... 3 Steering circuit components ...................................................................................................... 5 Flow amplifier operation ............................................................................................................ 8 Steering/brake pump operation ............................................................................................... 17 Steering cylinder wear data ..................................................................................................... 20 Hoist circuit CEN10002-00 Hoist circuit operation................................................................................................................ 3 Hoist circuit components ........................................................................................................... 4 Hoist pilot valve operation ......................................................................................................... 8 Hoist cylinder wear data .......................................................................................................... 18 Brake circuits CEN10003-00 General information................................................................................................................... 3 Service brake circuit operation.................................................................................................. 4 Secondary braking and auto apply............................................................................................ 4 Parking brake circuit operation.................................................................................................. 6 Wheel brake lock circuit operation ............................................................................................ 7 Brake warning circuit operation................................................................................................. 7 Brake assembly wear data ........................................................................................................ 9 Suspensions CEN10004-00 General information................................................................................................................... 3 Front suspension wear data ...................................................................................................... 3 Rear suspension wear data ......................................................................................................4 Electrical system, 24V CEN10005-00 Battery supply system ............................................................................................................... 3 Auxiliary control cabinet components........................................................................................ 4 Relay boards ............................................................................................................................. 6 Body-up switch........................................................................................................................ 10 Hoist limit switch...................................................................................................................... 11 Interface module (IM) CEN10006-00 General information................................................................................................................... 3 Sensors ..................................................................................................................................... 3 Interface module inputs and outputs ......................................................................................... 4 Electrical system, AC drive CEN10007-00 General system operation ......................................................................................................... 3 AC drive system components ................................................................................................... 5 PSC software functions ............................................................................................................. 7 Alernator field control .............................................................................................................. 12 Event detection and processing .............................................................................................. 14 Event logging and storage ......................................................................................................15 Serial data communications .................................................................................................... 17 Abnormal conditions/overriding functions ............................................................................... 18 AC drive system component table .......................................................................................... 20 Cab air conditioning CEN10008-00 General information................................................................................................................... 3
960E-1
5
CEN00001-00
00 Index and foreword
Principles of refrigeration...........................................................................................................4 Air conditioning system components.........................................................................................6 Air conditioning system electrical circuit..................................................................................10 20 Standard value table Standard value table CEN20001-00 Standard value table for truck....................................................................................................3 30 Testing and adjusting General information CEN30001-00 Special tools ..............................................................................................................................3 Steering, brake cooling and hoist hydraulic system CEN30002-00 General information on system checkout ..................................................................................3 Steering system checkout procedures ......................................................................................3 Steering system checkout data sheet........................................................................................9 Brake cooling and hoist system checkout procedures ............................................................ 11 Brake cooling and hoist system checkout data sheet .............................................................16 Hydraulic system flushing procedure ......................................................................................17 Brake system CEN30003-00 General information on system checkout ..................................................................................3 Brake circuit checkout procedure ..............................................................................................3 Brake system checkout data sheet .........................................................................................14 Brake piston leakage test ........................................................................................................18 Wet disc brake bleeding procedure .........................................................................................18 Parking brake bleeding procedure ..........................................................................................19 Brake valve bench test and adjustment ..................................................................................20 Dual relay valve bench test and adjustment............................................................................23 Accumulators and suspensions CEN30004-00 Accumulator charging and storage............................................................................................3 Accumulator leak testing ...........................................................................................................8 Suspension oiling and charging procedures ...........................................................................10 Suspension pressure test........................................................................................................17 VHMS and payload meter CEN30005-00 VHMS and payload meter software...........................................................................................3 VHMS controller initial setting procedure ..................................................................................4 VHMS initialization check list................................................................................................... 11 VHMS initialization form ..........................................................................................................13 Precautions for replacing VHMS controller .............................................................................14 VHMS controller checkout procedure......................................................................................19 Payload meter initial setting procedure ...................................................................................22 Infterface module (IM) CEN30006-00 Interface module software .........................................................................................................3 Interface module checkout procedures .....................................................................................5 Cab air conditioning CEN30007-00 General information...................................................................................................................3 Service tools and equipment .....................................................................................................4
6
960E-1
00 Index and foreword
CEN00001-00
Detecting leaks.......................................................................................................................... 7 System performance test .......................................................................................................... 8 Checking system oil .................................................................................................................. 9 System flushing....................................................................................................................... 10 Installing the manifold gauge set............................................................................................. 11 Recovering and recycling refrigerant ...................................................................................... 12 Evacuating the air conditioning system................................................................................... 14 Charging the air conditioning system ...................................................................................... 15 A/C drive belt checkout procedure .......................................................................................... 16 40 Troubleshooting Fault code table and fuse locations CEN40001-00 Fault code table......................................................................................................................... 3 Fuse and circuit breaker locations ............................................................................................ 8 AC drive system fault codes CEN40002-00 DID fault code tables ....................................................................................................... 3 Troubleshooting by fault code, Part 1 CEN40003-00 Fault Code A001: Left front suspension pressure sensor signal high ....................................... 3 Fault Code A002: Left front suspension pressure sensor signal low ........................................ 4 Fault Code A003: Right front suspension pressure sensor signal high .................................... 5 Fault Code A004: Right front suspension pressure sensor signal low ...................................... 6 Fault Code A005: Left rear suspension pressure sensor signal high........................................ 7 Fault Code A006: Left rear suspension pressure sensor signal low ......................................... 8 Fault Code A007: Right rear suspension pressure sensor signal high ..................................... 9 Fault Code A008: Right rear suspension pressure sensor signal low..................................... 10 Fault Code A009: Incline sensor signal high........................................................................... 11 Fault Code A010: Incline sensor signal low ............................................................................ 12 Fault Code A011: Payload meter speed sensor signal has failed ...........................................13 Fault Code A013: Body up switch has failed........................................................................... 14 Fault Code A014: Payload meter checksum computation has failed ...................................... 15 Fault Code A016: Payload meter write to flash memory has failed ........................................ 16 Fault Code A017: Payload meter flash memory read has failed ............................................. 17 Fault Code A018: Right rear flat suspension cylinder warning ............................................... 18 Fault Code A019: Left rear flat suspension cylinder warning .................................................. 20 Fault Code A022: Carryback load excessive .......................................................................... 22 Fault Code A100: An open circuit breaker has been detected on a relay board..................... 25 Fault Code A101: High pressure detected across an hydraulic pump filter ............................ 26 Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level ....... 28 Fault Code A107: GE has generated a propel system caution ............................................... 29 Fault Code A108: GE has generated a propel system temperature caution........................... 30 Fault Code A109: GE has generated a propel system reduced level signal........................... 31 Fault Code A111: Low steering pressure warning................................................................... 32 Fault Code A115: Low steering precharge pressure detected ................................................ 34 Fault Code A117: Low brake accumulator pressure warning.................................................. 36 Fault Code A118: Brake pressure is low while in brake lock................................................... 38 Fault Code A123: GE has generated a reduced retarding caution ......................................... 40
960E-1
7
CEN00001-00
00 Index and foreword
Fault Code A124: GE has generated a no propel / no retard warning ....................................41 Fault Code A125: GE has generated a no propel warning......................................................42 Fault Code A126: Oil level in the hydraulic tank is low............................................................43 Fault Code A127: IM-furnished +5 volt output for sensors is low ............................................44 Fault Code A128: IM-furnished +5 volt output for sensors is high ..........................................46 Fault Code A139: Low fuel warning ........................................................................................48 Troubleshooting by fault code, Part 2 CEN40004-00 Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil................................................................................4 Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of hydraulic oil................................................................................6 Fault Code A152: Starter failure ................................................................................................8 Fault Code A153: Battery voltage is low with the truck in operation .......................................10 Fault Code A154: Battery charging voltage is excessive ........................................................12 Fault Code A155: Battery charging voltage is low...................................................................13 Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level 14 Fault Code A166: Left rear hydraulic oil temperature sensor is low ........................................16 Fault Code A167: Right rear hydraulic oil temperature sensor is low .....................................18 Fault Code A168: Left front hydraulic oil temperature sensor is low .......................................20 Fault Code A169: Right front hydraulic oil temperature sensor is low.....................................22 Fault Code A170: Left rear hydraulic oil temperature sensor is high ......................................24 Fault Code A171: Right rear hydraulic oil temperature sensor is high ....................................25 Fault Code A172: Left front hydraulic oil temperature sensor is high......................................26 Fault Code A173: Right front hydraulic oil temperature sensor is high ...................................27 Fault Code A184: J1939 data link is not connected ................................................................28 Fault Code A190: Auto lube control has detected an incomplete lube cycle ..........................30 Fault Code A194: Left front hydraulic oil temperature is high .................................................32 Fault Code A195: Right front hydraulic oil temperature is high ...............................................33 Fault Code A196: Left rear hydraulic oil temperature is high ..................................................34 Fault Code A197: Right rear hydraulic oil temperature is high................................................35 Fault Code A198: Hoist pressure 1 sensor is high ..................................................................36 Fault Code A199: Hoist pressure 2 sensor is high ..................................................................37 Fault Code A200: Steering pressure sensor is high ................................................................38 Fault Code A201: Brake pressure sensor is high....................................................................39 Fault Code A202: Hoist pressure 1 sensor is low ...................................................................40 Fault Code A203: Hoist pressure 2 sensor is low ...................................................................42 Fault Code A204: Steering pressure sensor is low .................................................................44 Fault Code A205: Brake pressure sensor is low .....................................................................46 Fault Code A206: Ambient temperature sensor is high...........................................................48 Fault Code A207: Ambient temperature sensor is low ............................................................49 Troubleshooting by fault code, Part 3 CEN40005-00 Fault Code A212: Bad truck speed signal .................................................................................4 Fault Code A213: Parking brake should have applied but is detected as not having applied...6 Fault Code A214: Parking brake should have released but is detected as not having released...................................................................................................................................10 Fault Code A215: Brake auto apply valve circuit is defective..................................................14
8
960E-1
00 Index and foreword
CEN00001-00
Fault Code A216: An open or short to ground has been detected in the parking brake command valve circuit............................................................................................................. 16 Fault Code A223: Excessive engine cranking has occurred or a jump start has been attempted ................................................................................................................................ 18 Fault Code A230: Parking brake has been requested while truck still moving ....................... 20 Fault Code A231: The body is up while traveling or with selector in forward or neutral.......... 22 Fault Code A235: Steering accumulator is in the process of being bled down ....................... 24 Fault Code A236: The steering accumulator has not properly bled down after 90 seconds ... 26 Fault Code A237: The CAN/RPC connection to the display is open....................................... 28 Fault Code A240: The key switch input to the interface module is open ................................ 29 Fault Code A242: Fuel gauge within the Actia display is defective ............................... 30 Fault Code A243: Engine coolant temperature gauge within the Actia display is defective.................................................................................................................................. 31 Fault Code A244: Drive system temperature gauge within the Actia display is defective.................................................................................................................................. 32 Fault Code A245: Hydraulic oil temperature gauge within the Actia display is defective.................................................................................................................................. 33 Fault Code A246: Payload meter reports truck overload ........................................................34 Fault Code A247: Low steering pressure warning .................................................................. 36 Fault Code A248: Status module within the Actia display is defective .......................... 38 Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted ......... 39 Fault Code A250: Battery voltage is low with the truck parked ............................................... 40 Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted to ground ................................................................................................................................. 42 Fault Code A252: Start enable output circuit is either open or shorted to ground................... 44 Fault Code A253: Steering bleed circuit is not open while running ......................................... 46 Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open.................... 48 Fault Code A257: Payload CAN/RPC is not connected.......................................................... 49 Fault Code A258: Steering accumulator bleed pressure switch circuit is defective ................ 50 Troubleshooting by fault code, Part 4 CEN40006-00 Fault Code A260: Parking brake failure .................................................................................... 4 Fault Code A261: Low brake accumulator pressure warning ................................................... 6 Fault Code A262: Steering bleed valve circuit open during shutdown ...................................... 8 Fault Code A263: Steering bleed valve circuit shorted to ground ...........................................10 Fault Code A264: Parking brake relay circuit is defective ....................................................... 12 Fault Code A265: Service brake failure .................................................................................. 14 Fault Code A266: Selector lever was not in park while attempting to crank engine ............... 16 Fault Code A267: Parking brake was not set while attempting to crank engine ..................... 17 Fault Code A268: Secondary engine shutdown while cranking .............................................. 18 Fault Code A270: Brake lock switch power supply is not on when required........................... 20 Fault Code A271: Shifter not in gear....................................................................................... 24 Fault Code A272: Brake lock switch power supply is not off when required............................ 26 Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure switch circuit............................................................................................................................ 29 Fault Code A274: A brake setting fault has been detected..................................................... 30 Fault Code A275: A starter has been detected as engaged without a cranking attempt ........ 32 Fault Code A276: The drive system data link is not connected .............................................. 34
960E-1
9
CEN00001-00
00 Index and foreword
Fault Code A277: Parking brake applied while loading...........................................................36 Fault Code A278: Service brake applied while loading ...........................................................38 Fault Code A279: Low steering pressure switch is defective ..................................................40 Fault Code A280: Steering accumulator bleed down switch is defective ................................41 Fault Code A281: Brake lock degrade switch is defective ......................................................42 Fault Code A282: The number of excessive cranking counts and jump starts without the engine running has reached 7...........................................................................................44 Fault Code A283: An engine shutdown delay was aborted because the parking brake was not set ..............................................................................................................................46 Fault Code A284: An engine shutdown delay was aborted because the secondary shutdown switch was operated ...............................................................................................48 Fault Code A285: The parking brake was not set when the key switch was turned off...........50 Fault Code A286: A fault was detected in the shutdown delay relay circuit ............................52 Fault Code A292: The shutdown delay relay has remained on after the latched key switch circuit is off ..............................................................................................................................54 Troubleshooting by fault code, Part 5 CEN40007-00 Fault Code A303: Shifter is defective ........................................................................................4 Fault Code A304: Auto lube grease level fault ..........................................................................6 Fault Code A305: Auto lube circuit is defective.........................................................................8 Fault Code A307: Both GE inverters are disabled ..................................................................10 Fault Code A309: No brakes applied when expected .............................................................12 Fault Code A311: Brake lock switch is on when it should not be ............................................16 Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings ............18 Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings...........19 Fault Code A314: DCDC converter 12 volt circuit is high........................................................20 Fault Code A315: DCDC converter 12 volt circuit is low .........................................................22 Fault Code A316: Starter engagement has been attempted with engine running...................24 Fault Code A317: Operation of brake auto apply valve without a detected response.............26 Fault Code A318: Unexpected power loss to interface module ..............................................28 Fault Code A328: Drive system not powered up.....................................................................29 Fault Code A350: Overload on output 1B ...............................................................................30 Fault Code A351: Overload on output 1E ...............................................................................32 Fault Code A352: Overload on output 1H ...............................................................................34 Fault Code A353: Overload on output 1J ................................................................................35 Fault Code A354: Overload on output 1K ...............................................................................36 Fault Code A355: Overload on output 1L................................................................................38 Fault Code A356: Overload on output 1M...............................................................................39 Fault Code A357: Overload on output 1N ...............................................................................40 Fault Code A358: Overload on output 1P ...............................................................................41 Fault Code A359: Overload on output 1R ...............................................................................42 Fault Code A360: Overload on output 1S ...............................................................................43 Fault Code A361: Overload on output 1T................................................................................44 Fault Code A362: Overload on output 1U ...............................................................................46 Fault Code A363: Overload on output 1X ...............................................................................48 Fault Code A364: Overload on output 1Y ...............................................................................50 Fault Code A365: Overload on output 1Z................................................................................51 Cab air conditioning CEN40008-00
10
960E-1
00 Index and foreword
CEN00001-00
Preliminary checks .................................................................................................................... 3 Diagnosis of gauge readings and system performance ............................................................ 3 Troubleshooting by manifold gauge set readings...................................................................... 4 50 Disassembly and assembly General information CEN50001-00 Special tools .............................................................................................................................. 3 Wheels, spindles and rear axles CEN50002-00 General information for tires and rims....................................................................................... 3 Removal and installation of front wheel .................................................................................... 4 Removal and installation of rear wheel ..................................................................................... 6 Removal and installation of tires ............................................................................................... 8 Removal and installation of front wheel hub and spindle ........................................................10 Disassembly and assembly of front wheel hub and spindle.................................................... 14 Removal and installation of rear axle ...................................................................................... 19 Removal and installation of anti-sway bar............................................................................... 21 Removal and installation of pivot pin....................................................................................... 22 Pivot eye and bearing service ................................................................................................. 23 Removal and installation of wheel motor ................................................................................ 25 Brake system CEN50003-00 Removal and installation of brake valve.................................................................................... 3 Disassembly and assembly of brake valve ............................................................................... 4 Removal and installation of dual relay valve ........................................................................... 11 Disassembly and assembly of dual relay valve....................................................................... 13 Removal and installation of brake manifold ............................................................................ 15 Disassembly and assembly of brake manifold ........................................................................ 16 Removal and installation of brake accumulator ...................................................................... 17 Disassembly and assembly of brake accumulator .................................................................. 18 Disassembly and assembly of wheel brake ............................................................................ 21 Removal and installation of parking brake .............................................................................. 33 Disassembly and assembly of parking brake .......................................................................... 35 Steering system CEN50004-00 Removal and installation of steering control unit....................................................................... 3 Disassembly and assembly of steering control unit .................................................................. 5 Removal and installation of steering column........................................................................... 10 Removal and installation of steering wheel ............................................................................. 12 Removal and installation of bleed down manifold ................................................................... 13 Removal and installation of flow amplifier ............................................................................... 15 Disassembly and assembly of flow amplifier........................................................................... 15 Removal and installation of steering cylinders and tie rod ...................................................... 18 Disassembly and assembly of steering cylinders.................................................................... 20 Removal and installation of steering/brake pump ................................................................... 21 Disassembly and assembly of steering/brake pump............................................................... 24 Removal and installation of steering accumulators ................................................................. 33 Disassembly and assembly of steering accumulators ............................................................ 34 Suspensions CEN50005-00
960E-1
11
CEN00001-00
00 Index and foreword
Removal and installation of front suspension............................................................................3 Minor front suspension repairs (lower bearing and seals).......................................................10 Major front suspension rebuild ................................................................................................ 11 Removal and installation of rear suspension...........................................................................13 Disassembly and assembly of rear suspension ......................................................................16 Hoist circuit CEN50006-00 Removal and installation of hoist pump.....................................................................................3 Disassembly and assembly of hoist pump ................................................................................5 Removal and installation of hoist valve ...................................................................................13 Disassembly and assembly of hoist valve...............................................................................14 Overcenter valve manifold service ..........................................................................................21 Removal and installation of hoist pilot valve............................................................................22 Disassembly and assembly of hoist pilot valve .......................................................................23 Removal and installation of hoist cylinders .............................................................................25 Disassembly and assembly of hoist cylinders .........................................................................27 Operator cab CEN50007-00 Removal and installation of operator cab ..................................................................................3 Removal and installation of cab door ........................................................................................6 Disassembly and assembly of cab door....................................................................................6 Adjustment of cab door ...........................................................................................................13 Removal and installation of side window glass .......................................................................15 Removal and installation of windshield and rear window glass...............................................17 Removal and installation of windshield wiper motor................................................................18 Removal and installation of windshield wiper arm...................................................................19 Removal and installation of windshield wiper linkage .............................................................20 Removal and installation of seat .............................................................................................21 Body and structures CEN50008-00 Removal and installation of dump body ....................................................................................3 Removal and installation of body pads......................................................................................5 Removal and installation of diagonal ladder/hood and grille assembly .....................................7 Removal and installation of right deck.......................................................................................8 Removal and installation of left deck .......................................................................................10 Removal and installation of fuel tank.......................................................................................12 Removal and installation of fuel gauge sender .......................................................................14 Disassembly and assembly of fuel tank breather....................................................................15 Cab air conditioning CEN50009-00 Replacement of air conditioning system components ...............................................................3 Diasassembly and assembly of compressor clutch...................................................................5 90 Digrams and drawings Hydraulic circuit diagrams CEN90001-00 Steering, hoist and brake cooling hydraulic circuit diagram .......................................... EM7616 Brake hydraulic circuit diagram ..................................................................................... EM7623 Electrical circuit diagrams CEN90002-00 Electrical circuit diagram - index & symblos ................................................................... XS5701 Electrical circuit diagram - circuit locator sheet .............................................................. XS5702
12
960E-1
00 Index and foreword
CEN00001-00
Electrical circuit diagram - circuit locator sheet .............................................................. XS5703 Electrical circuit diagram - battery box ........................................................................... XS5704 Electrical circuit diagram - 24V power distribution & circuit protection ........................... XS5705 Electrical circuit diagram - 24V power distribution & circuit protection ........................... XS5706 Electrical circuit diagram - engine control wiring ............................................................ XS5707 Electrical circuit diagram - engine control wiring ............................................................ XS5708 Electrical circuit diagram - engine control wiring ............................................................ XS5709 Electrical circuit diagram - engine control wiring ............................................................ XS5710 Electrical circuit diagram - keyswitch, timed engine shutdown & auto lube system ....... XS5711 Electrical circuit diagram - engine start circuit ................................................................ XS5712 Electrical circuit diagram - brake control wiring .............................................................. XS5713 Electrical circuit diagram - brake control wiring .............................................................. XS5714 Electrical circuit diagram - steering & hoist pressure switch wiring ................................ XS5715 Electrical circuit diagram - operator drive system controls ............................................. XS5716 Electrical circuit diagram - operator drive system controls ............................................. XS5717 Electrical circuit diagram - electronic dash ........................................................... XS5718 Electrical circuit diagram - operator cab light controls & horn ........................................ XS5719 Electrical circuit diagram - operator cab light controls & horn ........................................ XS5720 Electrical circuit diagram - operator cab windows & wipers ........................................... XS5721 Electrical circuit diagram - operator cab radio & seat wiring .......................................... XS5722 Electrical circuit diagram - clearance lights, fog lights & headlights ............................... XS5723 Electrical circuit diagram - hazard light wiring ................................................................ XS5724 Electrical circuit diagram - heater & air conditioning controls......................................... XS5725 Electrical circuit diagram - diagnostic ports - GE ........................................................... XS5726 Electrical circuit diagram - diagnostic ports - VHMS & GE............................................. XS5727 Electrical circuit diagram - modular mining interface...................................................... XS5728 Electrical circuit diagram - interface module inputs & outputs........................................ XS5729 Electrical circuit diagram - interface module inputs & outputs........................................ XS5730 Electrical circuit diagram - interface module inputs & outputs........................................ XS5731 Electrical circuit diagram - interface module inputs & outputs........................................ XS5732 Electrical circuit diagram - payload meter III circuits ...................................................... XS5733 Connectors table and arrangement drawing
960E-1
13
CEN00001-00
00 Index and foreword
960E-1 Dump truck Form No. CEN00001-00
14
960E-1
CEN00002-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
00 Index and foreword Foreword, safety and general information Foreword............................................................................................................................................................... 4 How to read the shop manual ............................................................................................................................... 5 General safety....................................................................................................................................................... 7 Precautions before operating the truck ............................................................................................................... 10 Precautions while operating the truck ................................................................................................................. 12 Working near batteries ........................................................................................................................................ 15 Precautions before performing service ............................................................................................................... 16 Precautions while performing service ................................................................................................................. 17 Tires .................................................................................................................................................................... 19 Precautions for performing repairs...................................................................................................................... 20 Precautions for welding on the truck................................................................................................................... 21 Handling electrical equipment and hydraulic components .................................................................................. 22 How to read electric wire code............................................................................................................................ 30 Standard torque tables ........................................................................................................................................ 33 Conversion tables ............................................................................................................................................... 38
960E-1
1
CEN00002-00
00 Index and foreword
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 with it.
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 their local Komatsu distributor for information on the latest revision.
CALIFORNIA Proposition 65 Warning Diesel engine exhaust, some of its constituents, and certain vehicle components contain or emit chemicals known to the State of California to cause cancer, birth defects or other reproductive harm.
CALIFORNIA Proposition 65 Warning Battery posts, terminals and related accessories contain lead and lead compounds, chemicals known to the State of California to cause cancer and birth defects or other reproductive harm. Wash hands after handling.
2
960E-1
00 Index and foreword
CEN00002-00
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 . 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.
960E-1
3
CEN00002-00
Foreword This manual is written for use by the operator and/or the service technician. It is designed to help these persons to become fully knowledgeable of the truck and all of its systems in order to keep it operating safely and efficiently. All operators and maintenance personnel should read and understand the information in this manual before operating the truck or performing maintenance and/or operational checks on the truck. All safety notices, warnings, and cautions should be understood and followed when operating the truck or performing repairs on the truck. The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example, the disassembly, service and reassembly of the radiator group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed repairs. The illustrations used in this manual are typical of the component shown and may not be an exact reproduction of what is found on the truck. This manual shows dimensioning of U.S. standard and metric (SI) units throughout. All references to “right,” “left,” “front,” or “rear” are made with respect to the operator's normal seated position unless specifically stated otherwise. When assembly instructions are provided without references to specific torque values, standard torque values should be used. Standard torque values are shown in torque charts in the General Information section of this manual. Specific torques, when provided in the text, are in bold face type, such as 135 Nm (100 ft lb). All torque specifications have ±10% tolerance unless otherwise specified.
4
00 Index and foreword
A product identification plate is located on the frame in front of the right side front wheel. It designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum GVW (Gross Vehicle Weight) rating. The KOMATSU truck model designation consists of three numbers and one letter (i.e. 930E). The three numbers represent the basic truck model. The letter “E” designates an Electrical wheel motor drive system. The Product Identification Number (vehicle serial number) contains information which identifies several characteristics of this unit. For a more detailed explanation, see the end of Section A4. The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the maximum GVW. GVW is total weight: empty vehicle weight + fuel & lubricants + payload. To determine the allowable payload, fill all lubricants to the proper level and fill the fuel tank of an empty truck (which includes all accessories, body liners, tailgates, etc.), and then weigh the truck. Record this value and subtract it from the GVW. The result is the allowable payload. NOTE: Accumulations of mud, frozen material, etc, become part of the GVW and reduces the allowable payload. To maximize payload and to keep from exceeding the maximum GVW rating, these accumulations should be removed as often as practical. Exceeding the allowable payload will reduce the expected life of truck components.
960E-1
00 Index and foreword
CEN00002-00
How to read the shop manual • Some attachments and optional parts in this shop manual may not be delivered to certain areas. If one of them is required, consult KOMATSU distributors. • Materials and specifications are subject to change without notice. • Shop manuals are divided into the “Chassis volume” and “Engine volume”. For the engine unit, see the engine volume of the engine model mounted on the machine. Composition of shop manual This shop manual contains the necessary technical information for services performed in a workshop. For ease of understanding, the manual is divided into the following sections. 00. Index and foreword This section explains the shop manuals list, table of contents, safety, and basic information. 01. Specification This section explains the specifications of the machine. 10. Structure, function and maintenance standard This section explains the structure, function, and maintenance standard values of each component. The structure and function sub-section explains the structure and function of each component. It serves not only to give an understanding of the structure, but also serves as reference material for troubleshooting. The maintenance standard sub-section explains the criteria and remedies for disassembly and service. 20. Standard value table This section explains the standard values for new machine and judgement criteria for testing, adjusting, and troubleshooting. This standard value table is used to check the standard values in testing and adjusting and to judge parts in troubleshooting. 30. Testing and adjusting This section explains measuring instruments and measuring methods for testing and adjusting, and method of adjusting each part. The standard values and judgement criteria for testing and adjusting are explained in Testing and adjusting. 40. Troubleshooting This section explains how to find out failed parts and how to repair them. The troubleshooting is divided by failure modes. 50. Disassembly and assembly This section explains the special tools and procedures for removing, installing, disassembling, and assembling each component, as well as precautions for them. In addition, tightening torque and weight of components are also explained. 90. Diagrams and drawings This section gives hydraulic circuit diagrams and electrical circuit diagrams. Revision and distribution Any additions, revisions, or other change of notices will be sent to KOMATSU distributors. Get the most upto-date information before you start any work.
960E-1
5
CEN00002-00
00 Index and foreword
Symbols
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.
6
960E-1
00 Index and foreword
General safety
CEN00002-00
Fire extinguisher and first aid kit
Safety records from most organizations will show that the greatest percentage of accidents are caused by unsafe acts performed by people. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to the proper authority.
• Make sure that fire extinguishers are accessible and proper usage techniques are known.
The following safety rules are provided as a guide for the operator. However, local conditions and regulations may add many more to this list.
• Keep the phone numbers of persons you should in case of an emergency on hand.
• Provide a first aid kit at the storage point. • Know what to do in the event of a fire.
Read and follow all safety precautions. Failure to do so may result in serious injury or death.
Safety rules • Only trained and authorized personnel may operate and maintain the truck. • Follow all safety rules, precautions and instructions when operating or performing maintenance on the truck. • When working with another operator or a person on work site traffic duty, make sure that all personnel understand all hand signals that are to be used.
Safety features
Clothing and personal items • Avoid loose clothing, jewelry, and loose long hair. They can catch on controls or in moving parts and cause serious injury or death. Also, never wear oily clothes as they are flammable. • Wear a hard hat, safety glasses, safety shoes, mask and gloves when operating or maintaining a truck. Always wear safety goggles, hard hat and heavy gloves if your job involves scattering metal chips or minute materials, particularly when driving pins with a hammer or when cleaning air cleaner elements with compressed air. Also, ensure that the work area is free from other personnel during such tasks.
• Make sure that all guards and covers are in their proper position. Have any damaged guards and covers repaired. (See Operating Instructions “Preparing For Operation”.) • Learn the proper use of safety features such as safety locks, safety pins, and seat belts. Use these safety features properly. • Never remove any safety features. Always keep them in good operating condition. • Improper use of safety features could result in serious bodily injury or death.
960E-1
7
CEN00002-00
Leaving the operator seat
00 Index and foreword
Fire prevention for fuel and oil
When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent accidental operations from occurring, always perform the following:
• Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous. Keep flames away from flammable fluids.
• Move the directional control lever to PARK. Do not use the wheel brake lock when the engine will be turned off.
• Keep oil and fuel in a designated location and do not allow unauthorized persons to enter.
• Lower the dump body to the frame. • Stop the engine. When exiting the truck, always lock compartments and take the keys with you. If the truck should suddenly move or move in an unexpected way, this may result in serious bodily injury or death.
• When refueling, stop the engine and do not smoke. • Refueling and oiling should be done in well ventilated areas. • Tighten all fuel and oil tank caps securely.
Mounting and dismounting • Use the handrails and steps when getting on or off the truck. • Never jump on or off the truck. Never climb on or off a truck while it is moving. • When climbing on or off a truck, face the truck and use the hand-hold and steps. • Never hold any control levers when getting on or off a truck. • Always maintain three-point with the hand-holds and steps to ensure that you yourself. • When bringing tools into the operator's compartment, always 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.
8
960E-1
00 Index and foreword
CEN00002-00
Precautions with high temperature fluids
Prevention of injury by work equipment
Immediately after truck operation, engine coolant, engine oil, and hydraulic oil are at high temperatures and are pressurized. If the cap is removed, the fluids are 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.
Never enter or put your hand, arm or any other 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 lead to serious bodily injury or death.
Unauthorized modification Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create hazards.
To prevent hot coolant from spraying:
Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.
1. Stop the engine. 2. Wait for the coolant temperature to decrease. 3. Depress the pressure release button on the cap to vent cooling system pressure. 4. Turn the radiator cap slowly to release the pressure before removing. 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 release the pressure before removing the cap.
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 to control dust. • Operate the truck or perform tasks with the wind to your back whenever possible.
Precautions when using ROPS The ROPS is intended to protect the operator if the truck should roll over. It is designed not only to the load of the truck, but also to absorb the energy of the impact. • The Rollover Protection Structure (ROPS) must be properly installed before the truck is operated. • ROPS installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu, or if it is damaged when the truck rolls over, the strength of the structure will be compromised and will not be able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or modified as specified by Komatsu. • 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 truck.
• Use an approved respirator when necessary.
960E-1
9
CEN00002-00
Precautions for 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 America Corp. 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 truck. • 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 for starting the truck Start the engine from the operator seat only. Never attempt to start the engine by shorting across the cranking motor terminals. This may cause a fire, serious injury or death to anyone in truck’s path.
00 Index and foreword
Precautions before operating the truck 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 should attempt to operate or maintain a Komatsu machine. Safe practices start before the operator gets to the equipment. 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 area, the roads to be used, and the existence of obstacles before starting operations. • Always determine the travel roads at the work site and maintain them so that it is always safe for the machines to travel. • If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts. Never drive through water that exceeds the permissible water depth.
10
960E-1
00 Index and foreword
Fire prevention • Remove wood chips, leaves, paper, and other flammable items that have accumulated in the engine compartment. Failure to do so could result in a fire. • Check the fuel, lubrication, and hydraulic systems for leaks. Repair any leaks. Clean any excess oil, fuel or other flammable fluids, and dispose of them properly. • Make sure that a fire extinguisher is present and in proper working condition. • Do not operate the truck near open flames.
CEN00002-00
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 rear view mirror to a position where the operator can see best from the operator's seat. If any glass or light is broken, replace it with a new part. • Make sure that the headlights, work lights, and taillights are in proper working order. Make sure that the truck is equipped with the proper work lamps that are needed for the operating conditions.
In operator cab (before starting the engine) • Do not leave tools or spare parts lying around. Do not allow trash to accumulate in the cab of the truck. Keep all unauthorized reading material out of the truck cab. Ventilation in enclosed areas If it is necessary to start the engine within an enclosed area, provide adequate ventilation. Inhaling exhaust fumes from the engine can kill.
• Keep the cab floor, controls, steps and handrails free of oil, grease, snow and excess dirt. • Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always use the seat belts when operating a truck. • Read and understand the contents of this manual. Pay special attention to the safety information and operating instructions. 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.
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 might be in the area.
• Make sure that the steering wheel, horn, controls and pedals are free of any oil, grease or mud. • Check the operation of the windshield wiper, condition of wiper blades, and 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.
• 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.
960E-1
11
CEN00002-00
00 Index and foreword
Precautions while operating the truck When starting the engine • Never attempt to start the engine by shorting across cranking motor terminals. This may cause a fire, or serious injury or death to anyone in truck’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 truck 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 truck. General truck operation • Wear the seat belt at all times. • Only authorized persons are allowed to ride in the truck. Riders must be in the cab and belted in the enger seat. • Do not allow anyone to ride on the decks or 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 the hand signal communications between operator and spotter. When other machines and personnel are present, the operator should 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 at the haul road, pit or dump area that may cause an operating hazard. • Check for flat tires periodically during a shift. If the truck has been operating on a “flat”, do not park the truck inside a building until the tire cools. If the tire must be changed, do not stand in front of the rim and locking ring when inflating a tire mounted on the truck. Observers should not be permitted in the area and should be kept away from the side of such tires.
12
The tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote or protected location if sensing excessively hot brakes, smelling burning rubber or observing evidence of fire near the tire and wheel area. If the truck must be approached to exstinguish a fire, those personnel should do so only while facing the tread area of the tire (front or back) unless protected by using 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 8 hours or until the tire and wheel are cool. • Keep serviceable fire fighting equipment on hand. Report empty extinguishers for replacement or refilling. • Always place the directional control lever in the PARK when the truck is parked and unattended. Do not leave the truck unattended while the engine is running. • 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.
Ensuring good visibility • When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if necessary. • 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.
960E-1
00 Index and foreword
Traveling • When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly. • Lower the dump body and set the dump lever to the FLOAT position before traveling. • If the engine stops while the truck is in motion, secondary steering and braking enable the truck to be steered and stopped. A fixed amount of reserve oil provides temporary steering and braking to briefly allow the truck to travel to a safe area. Apply the brakes immediately and stop the truck as quickly and safely as possible off of the haul road, if possible.
Traveling in reverse Before operating the truck: • Sound the horn to warn people in the area. Make sure that the back-up horn also works properly. • Check for personnel near the truck. Be particularly careful to check behind the truck. • When necessary, designate a person to watch the area near the truck and signal the operator. This is particularly necessary when traveling in reverse. • When operating in areas that may be hazardous or have poor visibility, designate a person to direct work site traffic. • Do not allow any one to enter the line of travel of the truck. This rule must be strictly observed even with machines equipped with a back-up horn or rear view mirror.
CEN00002-00
Traveling on slopes • Traveling on slopes could result in the truck 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 truck 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 should stop on a slope, apply the service brakes fully and stop the truck. Move the directional control lever to PARK after the truck has stopped.
Operating on snow or ice • When working on snowy or icy roads, there is danger that the truck 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. When traveling on snow-covered roads, always install tire chains.
Avoid damage to dump body Always be extremely cautious when working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place where there are height limits. The dump body must be completely lowered before driving the truck.
960E-1
13
CEN00002-00
00 Index and foreword
Working on loose ground
Driving near high voltage cables Driving near high voltage cables can cause electric shock. Always maintain safe distances between the truck and the high voltage cable as listed below. Voltage
Minimum Safety 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 truck approaches an electric cable. • If the work equipment touches an electric cable, the operator should not leave the cab. • When performing operations near high voltage cables, do not allow anyone to approach the truck. • Check with the electrical maintenance department about the voltage of the cables before starting operations. When dumping • Before starting the dumping operation, make sure that there are no persons or objects behind the truck. • Stop the truck in the desired location. Check again for persons or objects behind the truck. 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, truck stability is poor and there is danger of tipping over. Always use extreme care when performing such operations. • Never travel with the dump body raised. When loading • Make sure that the surrounding area is safe. Stop the truck in the correct loading position, then load the body uniformly. • Do not leave the operator seat during the loading operation.
14
• Avoid operating the truck near cliffs, overhangs and deep ditches. If these areas collapse, the truck could fall or tip over and result in serious injury or death. 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 truck. Avoid these areas whenever possible. Parking the truck • Choose a flat, level surface to park the truck. If the truck has to be parked on a slope, put blocks behind all the wheels to prevent truck movement. • Do not activate the wheel brake lock when the parking brake is activated. Bleed down of hydraulic pressure may occur, causing the truck to roll away. • When parking on public roads, provide fences and signs, such as flags or lights, on the truck to warn pedestrians and other vehicles. Make sure that the truck, flags or lights do not obstruct traffic. • Lower the dump body fully, move the directional control lever to PARK, stop the engine and lock everything. Always take the key with you. Towing Improper towing methods may lead to serious personal injury and/or damage. For towing methods, refer to Index and foreword section Operating instructions. • Use a towing device with ample strength for the weight of this truck. • Never tow a truck on a slope. • 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. • Keep a safe distance from the trucks and towing apparatus while towing a vehicle. • When 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.
960E-1
00 Index and foreword
Working near batteries Battery hazard prevention • Battery electrolyte contains sulfuric acid, which can quickly burn the skin and eat holes in clothing. If you spill acid on yourself, immediately flush the area with water. • Battery acid can cause blindness if splashed into your eyes. If acid gets into your eyes, flush them immediately with large quantities of water and see a doctor at once. • If you accidentally drink acid, 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.
CEN00002-00
• Batteries generate hydrogen gas. Hydrogen gas is very explosive and can easily be ignited with a small spark or flame. • Before working with batteries, stop the engine and turn the key switch to the OFF position. • Avoid short-circuiting the battery terminals through accidental with metallic objects, such as tools, across the terminals. • When removing or installing batteries, check which is the positive (+) terminal and the negative (-) terminal. • Tighten battery caps securely. • Tighten the battery terminals securely. Loose terminals can generate sparks and lead to an explosion.
• Always wear safety glasses or goggles when starting the truck with booster cables.
• If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always be cautious when using tools near the battery.
• When starting from another truck, do not allow the two trucks to touch.
• Connect the batteries in parallel: positive to positive and negative to negative.
• Connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative (-) cable first during removal.
• When connecting the ground cable to the frame of the truck to be started, connect it as far as possible from the battery.
Starting with booster cables
INCORRECT
960E-1
15
CEN00002-00
Precautions before performing service
00 Index and foreword
Securing the dump body
Warning tag Starting the engine or operating the controls while other personnel are performing maintenance on the truck can lead to serious injurty and/or death. Always attach the warning tag to the control lever in the operator cab to alert others that you are working on the truck. Attach additional warning tags around the truck as necessary.
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.
These tags are available from your Komatsu distributor. Warning tag part number: 09963-03000
NOTE: This sling is to be used only with a Komatsu body. 1. Raise the body to its maximum height. 2. Install two shackles and body retention sling (3, Figure 00-1) between rear body ear (1) and axle housing ear (2). 3. Secure the shackle pins with cotter pins.
Stopping the engine
4. After service work is completed, reverse the installation steps to remove the sling.
• Before performing inspections or maintenance, stop the truck on firm flat ground, lower the dump body, move the directional control lever to PARK, and stop the engine. • If the engine must be run during service, such as when cleaning the radiator, the directional control lever must be in PARK. Always perform this work with two people. One person must sit in the operator's seat to stop the engine if necessary. During these situations, never move any controls that are not related to the task at hand. • When servicing the truck, do not to touch any moving parts. Never wear loose clothing or jewelry. • Put wheel blocks under the wheels to prevent truck movement. • When performing service with the dump body raised, place the dump lever in the HOLD position and apply the lock (if equipped). Install the bodyup safety pins or cable securely. Proper tools Only use tools that are suited to the task. Using damaged, low quality, faulty or makeshift tools could cause personal injury.
FIGURE 00-1. BODY RETENTION SLING INSTALLATION 1. Rear Body Ear 2. Axle Housing Ear 3. Body Retention Sling
16
960E-1
00 Index and foreword
Precautions while performing service
CEN00002-00
Working under the truck
NOTE: Only authorized personnel should service and repair the truck.
• Always lower all movable work equipment to the ground or to their lowest position before performing service or repairs under the truck.
Keep the truck clean
• Always block the tires of the truck securely.
• Spilled oil, grease, scattered tools, etc, can cause you to slip or trip. Always keep your truck clean and tidy.
• Never work under the truck if the truck is poorly ed.
• If water gets into the electrical system, there is danger that the truck may 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. • 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 is possible.
Rotating fan and belts Stay away from all rotating parts such as the radiator fan and fan belts. Serious bodily injury may result from direct or indirect with rotating parts and flying objects.
• 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.
Adding fuel or oil • Spilled fuel and oil may cause slipping. Always clean up spills immediately. • Always add fuel and oil in a well-ventilated area. Attachments Place attachments that have been removed from the truck in a safe place and manner to prevent them from falling.
960E-1
• When refueling, stop the engine and do not smoke. • Tighten the cap of the fuel and oil fillers securely. • Never use fuel to wash parts.
17
CEN00002-00
Radiator coolant level If it is necessary to add coolant to the radiator, stop the engine and allow the engine and radiator to cool down before adding the coolant. Depress the pressure release button on the cap to vent cooling system pressure. Slowly loosen the cap to relieve any remaining pressure.
00 Index and foreword
Precautions when performing maintenance near high temperature or high pressure Immediately after stopping operation, engine coolant and operating oils are at high temperature and under high pressure. If the cap is removed, the oil or water is drained, or the filters are replaced under these conditions, it 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 shop manual.
Use of lighting When checking fuel, oil, coolant or battery electrolyte, always use lighting with anti-explosion specifications. If such lighting equipment is not used, there is danger of an explosion.
Precautions with high pressure oil • Work equipment circuits are always under pressure. Do not add oil, drain oil or perform maintenance or inspections before completely releasing the internal pressure. • Small, high-pressure pin hole leaks are extremely dangerous. A jet of high-pressure oil can pierce the skin and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check for oil leakage. • If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.
Precautions with the battery When repairing the electrical system or performing electrical welding, remove the negative (-) terminal of the battery to stop the flow of current.
Waste materials • Never dump oil into a sewer system, river, etc. • Always put oil drained from your truck in appropriate containers. Never drain oil directly onto the ground. 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.
• Obey appropriate laws and regulations when disposing of harmful objects such as oil, fuel, coolant, solvent, filters and batteries.
• Always repair any loose or broken hoses. If fuel or oil leaks, it may result in a fire.
18
960E-1
00 Index and foreword
Tires Handling tires If tires are not used under the specified conditions, they may overheat and burst, or be cut and burst by sharp stones on rough road surfaces. This may lead to serious injury or damage. To maintain tire safety, always use the specified tires. Inflate the tires to the specified pressure. An abnormal level of heat is generated when the inflation pressure is too low. The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on the type of tire and the condition under which they are used. For details, please consult the tire manufacturer.
CEN00002-00
Storing tires after removal • As a basic rule, store the tires in a warehouse in which unauthorized persons cannot enter. If the tires are stored outside, always erect a fence around the tires and put up “No Entry” signs and other warning signs that even young children can understand. • Stand the tire on level ground and block it securely so that it cannot roll or fall over. • If the tire falls over, flee the area quickly. The tires for dump trucks are extremely heavy. Never attempt to hold or the tire. Attempting to hold or a tire may lead to serious injury.
When tires become hot, a flammable gas is produced and may 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 to personnel in the area. Explosions differ from punctures or tire bursts because the destructive force 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 or creating open flames If the proper procedure for performing maintenance or replacement of the wheel or tire is not used, the wheel or tire may burst and cause serious injury or damage. When performing such maintenance, consult your authorized regional Komatsu distributor or the tire manufacturer.
960E-1
19
CEN00002-00
Precautions for performing repairs NOTE: Only qualified maintenance personnel who understand the systems being repaired should attempt repairs. Only a qualified operator should move the truck under its own power in the repair facility or during road testing after repairs are complete. • Many components on the Komatsu truck are large and heavy. Ensure that lifting equipment (hoists, slings, chains, and lifting eyes) are of adequate capacity to handle the load. • Do not work under a suspended load. Do not work under a raised body unless body retention sling, props or pins are in place to hold the body in the raised position. • Do not repair the truck while the engine is running, except when adjustments can only be made under such conditions. Keep a safe distance from moving parts. • When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for protection against freezing. Follow all current regulations for handling and recycling refrigerants. Refer to Testing and adjusting section Cab air conditioning. • Follow package directions carefully when using cleaning solvents. • If an auxiliary battery assist is needed, first use one cable to connect the 24V positive (+) post of the disabled truck batteries to the 24V positive (+) post of the auxiliary assist. Use a second cable to connect the 24V negative (-) post of the auxiliary assist battery to a frame ground (-) on the disabled truck away from the battery. • If the truck must be towed, use a rigid tow bar. Check the truck frame for a decal recommending special towing precautions. Also refer to the towing instructions in Index and foreword section Operating instructions. • Relieve hydraulic pressure before disconnecting any lines or hoses. Hydraulic oil escaping under pressure can have sufficient force to enter a person's body by penetrating the skin, resulting in serious injury and possibly death. • After adjustments or repairs, replace all shields, screens and clamps.
00 Index and foreword
Engine shutdown procedure after AC drive system failure If the AC drive system is operating normally when the engine is shut down, the system should be safe to service. However, in the event of a drive system failure, performing the following procedure before any maintenance activities will ensure that no hazardous voltages are present in the AC drive system. 1. Before shutting down the engine, the status of all the drive system warning lights on the overhead display . Use the lamp test switch to 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 retarding grid cabinet without a trained drive system technician present, even if the engine is off. Only qualified personnel, specifically trained for servicing the AC drive system, should perform this service. 2. If all red drive system warning lights are off, follow the normal engine shutdown procedure in Index and foreword section Operating instructions. 3. After the engine has been stopped for at least five minutes, inspect the link voltage lights on the exterior of the main control cabinet and the DID on the rear wall of the operator cab. a. If all lights are off, it is safe to work on the retarding grids, wheel motors, alternator and related power cables. Proceed to Step 5. b. If any red lights continue to be illuminated after following the above procedure, a fault has occurred. Leave all cabinet doors in place. Do not touch the retarding grid elements. Do not disconnect any power cables or use them as hand or foot holds. Notify your Komatsu service representative immediately. 4. Locate the generator field or (GF) switch in the access 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 its former position. 5. Leave the drive system in the rest mode until the truck is to be moved.
20
960E-1
00 Index and foreword
Precautions for welding on the truck NOTE: Before welding or repairing an AC drive truck, notify a Komatsu service representative. Only qualified personnel, specifically trained for servicing the AC drive system, should perform this service. If it is necessary to perform welding on the truck without the field engineer present, the following procedures and precautions 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. • Before opening any cabinets or touching a retarding grid element or a power cable, the engine must be shutdown and any red drive system warning lights must not be illuminated. • Always disconnect the positive and negative battery cables of the truck before doing any welding on the unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect the battery charging alternator lead wire and isolate the electronic control components before making welding repairs. (It is not necessary to disconnect or remove any control circuit cards on electric drive dump trucks or any of the 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 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.
CEN00002-00
• Do not weld on the rear of the control cabinet! The metal s on the back of the cabinet are part of capacitors and cannot be heated. • Do not weld on the retarding grid exhaust louvers! They are made of stainless steel. Some power cable s 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. • 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 before servicing the cables and returning the truck to service. Discard cables with broken insulation. • Power cables and wiring harnesses should 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. • 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. • Before doing any welding on the truck, disconnect the battery charging alternator lead wire and isolate electronic control components. • Also, always disconnect the negative and positive battery cables of the vehicle. Failure to do so may seriously damage the battery and electrical equipment. • Never allow welding current to through ball bearings, roller bearings, suspensions or hydraulic cylinders.
• Drain, clean, and ventilate fuel tanks and hydraulic tanks before making any welding repairs on the tanks. • Before welding on the truck, disconnect all electrical harnesses from the modules and controllers inside the auxiliary control cabinet behind the operator cab.
960E-1
21
CEN00002-00
00 Index and foreword
Handling electrical equipment and hydraulic components To maintain the performance of the machine over a long period, and to prevent failures or other troubles before they occur, correct “operation“, “maintenance and inspection“, “troubleshooting“, and “repairs” must be carried out. This section deals particularly with correct repair procedures for mechatronics and is aimed at improving the quality of repairs. For this purpose, it provides information on handling electrical equipment and handling hydraulic equipment (particularly gear oil and hydraulic oil). Points to when handling electrical equipment 1. Handling wiring harnesses and connectors Wiring harnesses consist of wiring connecting one component to another component, connectors used for connecting and disconnecting one wire from another wire, and protectors or tubes used for protecting the wiring. Compared with other electrical components fitted in boxes or cases, wiring harnesses are more likely to be affected by the direct effects of rain, water, heat, or vibration. Furthermore, during inspection and repair operations, they are frequently removed and installed again, so they are likely to suffer deformation or damage. For this reason, it is necessary to be extremely careful when handling wiring harnesses. 2. Main failures occurring in wiring harness • Defective of connectors (defective between male and female) Problems with defective are likely to occur because the male connector is not properly inserted into the female connector, or because one or both of the connectors is deformed or the position is not correctly aligned, or because there is corrosion or oxidization of the surfaces. The corroded or oxidized surfaces may become shiny again (and may become normal) by connecting and disconnecting the connector about 10 times. • Defective crimping or soldering of connectors The pins of the male and female connectors are in at the crimped terminal or soldered portion, but if there is excessive force brought to bear on the wiring, the plating at the t will peel and cause improper connection or breakage.
22
960E-1
00 Index and foreword
CEN00002-00
• Disconnections in wiring If the wiring is held and the connectors are pulled apart, or components are lifted with a crane with the wiring still connected, or a heavy object hits the wiring, the crimping of the connector may separate, or the soldering may be damaged, or the wiring may be broken.
• High-pressure water entering connector The connector is designed to make it difficult for water to enter (drip-proof structure), but if highpressure water is sprayed directly on the connector, water may enter the connector, depending on the direction of the water jet. Accordingly, take care not to splash water over the connector. The connector is designed to prevent water from entering, but at the same time, if water does enter, it is difficult for it to be drained. Therefore, if water should get into the connector, the pins will be short-circuited by the water, so if any water gets in, immediately dry the connector or take other appropriate action before ing electricity through it. • Oil or dirt stuck to connector If oil or grease are stuck to the connector and an oil film is formed on the mating surface between the male and female pins, the oil will not let the electricity , so there will be defective . If there is oil or grease stuck to the connector, wipe it off with a dry cloth or blow it dry with compressed air and spray it with a restorer. • When wiping the mating portion of the connector, be careful not to use excessive force or deform the pins. • If there is oil or water in the compressed air, the s will become even dirtier, so remove the oil and water from the compressed air completely before cleaning with compressed air.
960E-1
23
CEN00002-00
00 Index and foreword
3. Removing, installing, and drying connectors and wiring harnesses • Disconnecting connectors a. When disconnecting the connectors, hold the connectors. For connectors held by a screw, loosen the screw fully, then hold the male and female connectors in each hand and pull apart. For connectors which have a lock stopper, press down the stopper with your thumb and pull the connectors apart. Never pull with one hand.
b. Both of the connector and clip have stoppers, which are engaged with each other when the connector is installed.
When removing a connector from a clip, pull the connector in a parallel direction to the clip for removing stoppers. If the connector is twisted up and down or to the left or right, the housing may break.
c. After removing any connector, cover it with a vinyl bag to prevent any dust, dirt, oil, or water from getting in the connector portion. If the machine is left disassembled for a long time, it is particularly easy for improper to occur, so always cover the connector.
24
960E-1
00 Index and foreword
CEN00002-00
• Connecting connectors a. Check that there is no oil, dirt, or water stuck to the connector pins (mating portion). Check that there is no deformation, defective , corrosion, or damage to the connector pins. Check that there is no damage or breakage to the outside of the connector. • If there is any oil, water, or dirt stuck to the connector, wipe it off with a dry cloth. If any water has got inside the connector, warm the inside of the wiring with a dryer, but be careful not to make it too hot as this will cause short circuits. • If there is any damage or breakage, replace the connector. b. Fix the connector securely. Align the position of the connector correctly, and then insert it securely. For connectors with the lock stopper, push in the connector until the stopper clicks into position. • Correct any protrusion of the boot and any misalignment of the wiring harness. • For connectors fitted with boots, correct any protrusion of the boot. In addition, if the wiring harness is misaligned, or the clamp is out of position, adjust it to its correct position. • If the connector cannot be corrected easily, remove the clamp and adjust the position. • If the connector clamp has been removed, be sure to return it to its original position. Check also that there are no loose clamps.
960E-1
25
CEN00002-00
00 Index and foreword
• Heavy duty wire connector (DT 8-pole, 12-pole) a. For disconnection, press both sides of locks (a) and (b) while pulling out female connector (2). b. For connection, push in female connector (2) horizontally until the lock clicks. Since locks (a) and (b) may not be set completely, push in female connector (2) while moving it up and down until the locks are set normally. • Right half of figure: Lock (a) is pulled down (not set completely) and lock (b) is set completely.
1. Male connector 2. Female connector
a. Lock b. Lock
• Drying wiring harness If there is any oil or dirt on the wiring harness, wipe it off with a dry cloth. Avoid washing it in water or using steam. If the connector must be washed in water, do not use high pressure water or steam directly on the wiring harness. If water gets directly on the connector, perform the following procedure. a. Disconnect the connector and wipe off the water with a dry cloth. If the connector is blown dry with compressed air, there is the risk that oil in the air may cause defective , so remove all oil and water from the compressed air before blowing with air. b. If water gets inside the connector, use a dryer to dry the inside of the connector. Hot air from the dryer can be used, but regulate the time that the hot air is used in order not to make the connector or related parts too hot, as this will cause deformation or damage to the connector. c. After drying, leave the wiring harness disconnected and carry out a continuity test to check for any short circuits between pins caused by water. d. After completely drying the connector, blow it with restorer and reassemble.
26
960E-1
00 Index and foreword
CEN00002-00
4. Handling controllers The controllers contain a microcomputer and electronic control circuits. These control all of the electronic circuits on the machine, so be extremely careful when handling the controllers. • Do not place objects on top of the controllers. • Cover the controller connectors with tape or a vinyl bag. Never touch the connector s with your hand. • During rainy weather, do not leave a controller in a place where it is exposed to rain. • Do not place a controller on oil, water, or soil, or in any hot place, even for a short time. Place it on a suitable dry stand. • When carrying out arc welding on the body, disconnect all wiring harness connectors that are connected to the controllers. Fit an arc welding ground close to the welding point.
5. When troubleshooting electric circuits 1) Always turn the power OFF before disconnecting or connecting any connectors. 2) Before troubleshooting, ensure that all the related connectors are properly inserted. Disconnect and connect the related connectors several times to check. 3) Always connect any disconnected the connectors before proceeding to the next step. If the power is turned ON while the connectors are still disconnected, unnecessary fault codes will be generated. 4) When troubleshooting circuits (measuring the voltage, resistance, continuity, or current), move the related wiring and connectors several times and check that there is no change in the reading of the tester. If there is any change, there is probably defective in that circuit.
960E-1
27
CEN00002-00
00 Index and foreword
Points to when handling hydraulic equipment With the increase in pressure and precision of hydraulic equipment, the most common cause of failure is dirt (foreign material) in the hydraulic circuit. When adding hydraulic oil, or when disassembling or assembling hydraulic equipment, it is necessary to be particularly careful.
1. Be careful of the operating environment. Avoid adding hydraulic oil, replacing filters, or repairing the machine in rain or high winds, or places where there is a lot of dust. 2. Disassembly and maintenance work in the field If disassembly or maintenance work is carried out on hydraulic equipment in the field, there is danger of dust entering the equipment. It is also difficult to check the performance after repairs, so it is desirable to use unit exchange. Disassembly and maintenance of hydraulic equipment should be carried out in a specially prepared dustproof workshop, and the performance should be checked with special test equipment. 3. Sealing openings After any piping or equipment is removed, the openings should be sealed with caps, tapes, or vinyl bags to prevent any dirt or dust from entering. If the opening is left open or is blocked with a rag, there is danger of dirt entering or of the surrounding area being made dirty by leaking oil so never do this. Do not simply drain oil out onto the ground, but collect it and ask the customer to dispose of it, or take it back with you for disposal. 4. Do not let any dirt or dust get in during refilling operations Be careful not to let any dirt or dust get in when refilling with hydraulic oil. Always keep the oil filler and the area around it clean, and also use clean pumps and oil containers. If an oil cleaning device is used, it is possible to filter out the dirt that has collected during storage, so this is an even more effective method.
5. Change hydraulic oil when the temperature
28
is high 960E-1
00 Index and foreword
CEN00002-00
When hydraulic oil or other oil is warm, it flows easily. In addition, the sludge can also be drained out easily from the circuit together with the oil, so it is best to change the oil when it is still warm. When changing the oil, as much as possible of the old hydraulic oil must be drained from the hydraulic tank. If any old oil is left, the contaminants and sludge in it will mix with the new oil and will shorten the life of the hydraulic oil. 6. Flushing operations After disassemby and assembly, or changing the oil, use flushing oil to remove the contaminants, sludge, and old oil from the hydraulic circuit. Normally, flushing is carried out twice: primary flushing is carried out with flushing oil, and secondary flushing is carried out with the specified hydraulic oil.
7. Cleaning operations After repairing the hydraulic equipment (pump, control valve, etc.) or when running the machine, carry out oil cleaning to remove the sludge or contaminants in the hydraulic oil circuit. The oil cleaning equipment is used to remove the ultra fine particles (about 3 microns) that the filter built in the hydraulic equipment cannot remove, so it is an extremely effective device.
960E-1
29
CEN00002-00
00 Index and foreword
How to read electric wire code In the electric circuit diagram, the material, thickness, and color of each electric wire are indicated by symbols. The electric wire code is helpful in understanding the electric circuit diagram. Example: AEX
0.85
L ---
Indicates blue, heat-resistant, low-voltage wire for automobile, having nominal No. of 0.85 Indicates color of wire by color code. Color codes are shown in Table 3. Indicates size of wire by nominal No. Size (Nominal No.) is shown in Table 2. Indicates type of wire by symbol. Type, symbol, and material of wire are shown in Table 1. (Since AV and AVS are classified by size (nominal No.), they are not indicated.)
AV and AVS are different in only thickness and outside diameter of the cover. AEX is similar to AV in thickness and outside diameter of AEX and different from AV and AVS in material of the cover. Table 3: Type, symbol and material of electric wires Using SymMaterial temperature Example of use Type bol range (°C) Conducto Annealed copper for Low-voltage General wiring r electric appliance wire for AV (Nominal No. 5 and above) automobile Insulator Soft polyvinyl chloride –30 to +60 Conducto Annealed copper for Thin-cover r electric appliance General wiring low-voltage AVS (Nominal No. 3 and below) wire for Insulator Soft polyvinyl chloride automobile HeatConducto Annealed copper for resistant r electric appliance General wiring in extremely low-voltage AEX –50 to +110 cold district, wiring at highHeat-resistant crosslinked wire for temperature place Insulator polyethylene automobile
30
960E-1
00 Index and foreword
Nominal No.
Conductor
AVS CovAV er D AEX
Number of strands/ Diameter of strand Sectional area (mm2) d (approx.) Standard Standard Standard
Nominal No.
Conductor
AVS CovAV er D AEX
Number of strands/ Diameter of strand Sectional area (mm2) d (approx.) Standard Standard Standard
CEN00002-00
Table 4: Dimensions of electric wires (0.5) 0.75f (0.85) 1.25f (1.25) 2f
0.5f
2
3f
3
5
20/0.18 7/0.32 30/0.18 11/0.32 50/0.18 16/0.32 37/0.26 26/0.32 58/0.26 41/0.32 65/0.32
0.51
0.56
0.76
1.0 2.0 – 2.0
0.88
1.27
1.2 2.2 – 2.2
1.29 1.5 2.5 – 2.7
1.96
2.09
3.08
3.30
5.23
1.9 2.9 – 3.0
1.9 2.9 – 3.1
2.3 3.5 – –
2.4 3.6 – 3.8
3.0 – 4.6 4.6
8
15
20
30
40
50
60
85
100
50/0.45
84/0.45
41/0.80
70/0.80
85/0.80
7.95
13.36
20.61
35.19
42.73
54.29
63.84
84.96
109.1
3.7 – 5.5 5.3
4.8 – 7.0 7.0
6.0 – 8.2 8.2
8.0 – 10.8 10.8
8.6 – 11.4 11.4
9.8 – 13.0 13.0
10.4 – 13.6 13.6
12.0 – 16.0 16.0
13.6 – 17.6 17.6
108/0.80 127/0.80 169/0.80 217/0.80
NOTE: "f" of nominal No. denotes "flexible".
960E-1
31
CEN00002-00
00 Index and foreword
Table 5: Color codes of electric wires Color of wire Color Code Black LgW Brown LgY Brown & Black LR Brown & Red LW Brown & White LY Brown & Yellow O Charcoal P Dark green R Green RB Green & Black RG Green & Blue RL Gray RW Green & Red RY Green & White Sb Green & Yellow Y Blue YB Blue & Black YG Light green YL Light green & Black YR Light green & Red YW
Color Code B Br BrB BrR BrW BrY Ch Dg G GB GL Gr GR GW GY L LB Lg LgB LgR
Color of wire Light green & White Light green & Yellow Blue & Red Blue & White Blue & Yellow Orange Pink Red Red & Black Red & Green Red & Blue Red & White Red & Yellow Sky Blue Yellow Yellow & Black Yellow &Green Yellow & Blue Yellow & Red Yellow & White
NOTE: In a color code consisting of two colors, the first color is the color of the background and the second color is the color of the marking. For example, “GW” means that the background is Green and marking is White.
Type of wire Charge Ground Start Light Instrument Signal Type of circuit
Others
32
Table 6: Types of circuits and color codes AVS or AV – – – R WG – – – – B – – – – R RW RB RY RG RL Y YR YB YG YL G GW GR GY GB L LW LR LY LB Br BrW BrR BrY BrB Lg LgR LgY LgB LgW – – – – O – – – – Gr – – – – P – – – – Sb – – – – Dg – – – – Ch
AEX
–
R B R D Y G L
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
– – – –
YW GL
– – – –
Gr Br –
960E-1
00 Index and foreword
Standard torque tables This shop manual provides metric (SI) and U.S. standard units for most specifications. References throughout the shop manual to standard torques or other standard values will be to one of the following tables. For values not shown in these tables, standard conversion factors for most commonly used measurements, refer to "Conversion tables". NOTE: Standard torque values are not to be used when “turn-of-the-nut” tightening procedures are recommended. Effect of special lubricants on fasteners and standard torque values Komatsu 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 frictionreducing lubricants will significantly alter the clamping force during the tightening process. Excessive stress and possible breakage of the fasteners may result.
CEN00002-00
Suggested sources for rust preventive grease: • American Anti-Rust Grease #3-X from Standard Oil Company (also American Oil Co.) • 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.
When the torque tables specify “lubricated threads” for the standard torque values listed, these standard torque values are to be used with simple lithium based chassis grease (multi-purpose EP NLGI) or a rust preventive grease (see the list below) on the threads and seats unless specified otherwise. the threads and tapped holes are free of burrs and other imperfections before installing hardware.
960E-1
33
CEN00002-00
00 Index and foreword
Standard tightening torques for SAE hex head capscrew and nut assemblies The following specifications apply to required tightening torques for all SEA hex head capscrew and nut assemblies. • Capscrew threads and seats shall be lubricated when assembled. Refer to "". • 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 7: Standard tightening torques for SAE hex head capscrew and nut assembly with lubricated threads Thread Size
Torque Grade 5
Torque Grade 8
ft lb
kgm
Nm
ft lb
kgm
Nm
1/4-20
7
0.97
9.5
10
1.38
13.6
1/4-28
8
1.11
10.8
11
1.52
5/16-18
15
2.07
20.3
21
5/16-24
16
2.21
22
3/8-16
25
3.46
3/8-24
30
7/16-14
Thread Size
Torque Grade 5
Torque Grade 8
ft lb
kgm
Nm
ft lb
kgm
Nm
3/4-16
235
32.5
319
335
46.3
454
14.9
7/8-9
350
48.4
475
500
69.2
678
2.90
28
7/8-14
375
51.9
508
530
73.3
719
22
3.04
30
1.0-8
525
72.6
712
750
103.7
1017
34
35
4.84
47
1.0-12
560
77.4
759
790
109.3
1071
4.15
41
40
5.5
54
1.0-14
570
78.8
773
800
110.6
1085
40
5.5
54
58
8.0
79
1 1/8-7
650
89.9
881
1050
145
1424
7/16-20
45
6.2
61
62
8.57
84
1 1/8-12
700
96.8
949
1140
158
1546
1/2-13
65
9
88
90
12.4
122
1 1/4-7
910
125.9
1234
1480
205
2007
1/2-20
70
9.7
95
95
13.1
129
1 1/4-12
975
134.8
1322
1580
219
2142
9/16-12
90
12.4
122
125
17.3
169
1 3/8-6
1200
166
1627
1940
268
2630
9/16-18
95
13.1
129
135
18.7
183
1 3/8-12
1310
181
1776
2120
293
2874
5/8-11
125
17.3
169
175
24.2
237
1 1/2-6
1580
219
2142
2560
354
3471
5/8-18
135
18.7
183
190
26.2
258
1 1/2-12
1700
235
2305
2770
383
3756
3/4-10
220
30.4
298
310
42.8
420
1 ft lb = 0.138 kgm = 1.356 Nm
34
960E-1
00 Index and foreword
CEN00002-00
Standard assembly torques for 12-point, grade 9 capscrews (SAE)
Standard assembly torques for class 10.9 capscrews and class 10 nuts
The following specifications apply to required assembly torques for all 12-point, grade 9 (170,000 psi minimum tensile) capscrews.
The following specifications apply to required assembly torques for all metric class 10.9 finished hexagon head capscrews and class 10 nuts.
• Capscrew threads and seats shall be lubricated when assembled. Refer to "".
• Capscrew threads and seats shall not be lubricated when assembled. These specifications are based on all capscrews, nuts, and hardened washers being phosphate and oil coated.
• 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 8: Standard assembly torques for 12-point, grade 9 capscrews Capscrew size*
Torque ft lb
Torque kgm
Torque Nm
0.250 - 20
12
1.7
16
0.312 - 18
24
3.3
33
0.375 - 16
42
5.8
57
0.438 - 14
70
9.7
95
0.500 - 13
105
14.5
0.562 - 12
150
0.625 - 11
NOTE: If zinc-plated hardware is used, each piece must be lubricated with simple lithium based chassis grease (multi-purpose EP NLGI) or a rust preventive grease to achieve the same clamping forces provided in the table. • 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 9: Standard assembly torques for metric class 10.9 capscrews and class 10 nuts
142
Capscrew size*
Torque ft lb
Torque kgm
Torque Nm
20.7
203
M6 x1
12
9
1.22
205
28.3
278
M8 x 1.25
30
22
3.06
0.750 - 10
360
49.7
488
M10 x 1.5
55
40
5.61
0.875 - 9
575
79.4
780
M12 x 1.75
95
70
9.69
1.000 - 8
860
119
1166
M14 x 2
155
114
15.81
1.000 - 12
915
126
1240
M16 x 2
240
177
24.48
1.125 - 7
1230
170
1670
M20 x 2.25
465
343
47.43
1.125 - 12
1330
184
1800
M24 x 3
800
590
81.6
1.250 - 7
1715
237
2325
M30 x 3.5
1600
1180
163.2
1.250 - 12
1840
254
2495
M36 x 4
2750
2028
280.5
1.375 - 6
2270
313
3080
* Shank diameter (mm) - Threads per millimeter
1.375 - 12
2475
342
3355
1.500 - 6
2980
411
4040
NOTE: This table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
1.500 - 12
3225
445
4375
* Shank diameter (in.) - Threads per inch NOTE: This table represents standard values only. Do not use these values to replace torque values which are specified in assembly instructions.
960E-1
35
CEN00002-00
00 Index and foreword
Standard tightening torques for fittings
Table 11: Torques for O-ring boss fittings Table 10: Torques for JIC 37° swivel nuts (with or without O-ring seals)
Size code
Tube size (O.D.)
Threads UNF-2B
Torque ft lbs
Torque Nm
Size code
Tube size (O.D.)
Threads UNF-2B
Torque ft lbs
Torque Nm
–2
0.125
0.312–24
4±2
6±3
–3
0.188
0.375–24
5±2
7±3
–2
0.125
0.312–24
4±1
5±1
–4
0.250
0.438–20
8±3
11 ± 4
–3
0.188
0.375–24
8±3
11 ± 4
–5
0.312
0.500–20
10 ± 3
13 ± 4
–4
0.250
0.438–20
12 ± 3
16 ± 4
–6
0.375
0.562–18
13 ± 3
18 ± 4
–5
0.312
0.500–20
15 ± 3
20 ± 4
–8
0.500
0.750–16
24 ± 5
33 ± 7
–6
0.375
0.562–18
18 ± 5
24 ± 7
– 10
0.625
0.875–14
32 ± 5
43 ± 7
–8
0.500
0.750–16
30 ± 5
41 ± 7
– 12
0.750
1.062–12
48 ± 5
65 ± 7
– 10
0.625
0.875–14
40 ± 5
54 ± 7
– 14
0.875
1.188–12
54 ± 5
73 ± 7
– 12
0.750
1.062–12
55 ± 5
74 ± 7
– 16
1.000
1.312–12
72 ± 5
98 ± 7
– 14
0.875
1.188–12
65 ± 5
88 ± 7
– 20
1.250
1.625–12
80 ± 5
108 ± 7
– 16
1.000
1.312–12
80 ± 5
108 ± 7
– 24
1.500
1.875–12
80 ± 5
108 ± 7
– 20
1.250
1.625–12
100 ± 10
136 ± 14
– 32
2.000
2.500–12
96 ± 10
130 ± 14
– 24
1.500
1.875–12
120 ± 10
162 ± 14
– 32
2.000
2.500–12
230 ± 20
311 ± 27
36
960E-1
00 Index and foreword
CEN00002-00
Table 12: Torques for O-ring face seal fittings Size code
Tube size (O.D.)
Threads UNF-2B
Torque ft lbs
Torque Nm
–4
0.250
0.438–20
11 ± 1
15 ± 1
–6
0.375
0.562–18
18 ± 2
24 ± 3
–8
0.500
0.750–16
35 ± 4
47 ± 5
– 10
0.625
0.875–14
51 ± 5
70 ± 8
– 12
0.750
1.062–12
71 ± 7
96 ± 9
– 16
1.000
1.312–12
98 ± 6
133 ± 8
– 20
1.250
1.625–12
132 ± 7
179 ± 9
– 24
1.500
1.875–12
165 ± 15
224 ± 20
Table 13: Torques for pipe thread fittings
960E-1
Size code
Pipe thread size
Torque with sealant ft lb
Torque with sealant Nm
Torque without sealant ft lbs
Torque without sealant Nm
–2
0.125–27
15 ± 3
20 ± 4
20 ± 5
27 ± 7
–4
0.250–18
20 ± 5
27 ± 7
25 ± 5
34 ± 7
–6
0.375–18
25 ± 5
34 ± 7
35 ± 5
47 ± 7
–8
0.500–14
35 ± 5
47 ± 7
45 ± 5
61 ± 7
– 12
0.750–14
45 ± 5
61 ± 7
55 ± 5
74 ± 7
– 16
1.000-11.50
55 ± 5
74 ± 7
65 ± 5
88 ± 7
– 20
1.250–11.50
70 ± 5
95 ± 7
80 ± 5
108 ± 7
– 24
1.500–11.50
80 ± 5
108 ± 7
95 ± 10
129 ± 14
– 32
2.000–11.50
95 ± 10
129 ± 14
120 ± 10
162 ± 14
37
CEN00002-00
00 Index and foreword
Conversion tables Common conversion multipliers Table 14: English to metric
Table 15: Metric to English
From
To
Multiply by
From
To
Multiply by
inch (in.)
millimeter (mm)
25.40
millimeter (mm)
inch (in.)
0.0394
inch (in.)
centimeter (cm)
2.54
centimeter (cm)
inch (in.)
0.3937
foot (ft)
meter (m)
0.3048
meter (m)
foot (ft)
3.2808
yard (yd)
meter (m)
0.914
meter (m)
yard (yd)
1.0936
mile (mi)
kilometer (km)
1.61
kilometer (km)
mile (mi)
0.6210
square inch (in.2)
square centimeter (cm2)
6.45
square centimeter (cm2)
square inch (in.2)
0.1550
square foot (ft2)
square centimeter (cm2)
929
square centimeter (cm2)
square foot (ft2)
0.001
cubic inch (in.3)
cubic centimeter (cm3)
16.39
cubic centimeter (cm3)
cubic inch (in.3)
0.061
cubic inch (in.3)
liter (l)
0.016
liter (l)
cubic inch (in.3)
61.02
cubic foot (ft3)
cubic meter (m3)
0.028
cubic meter (m3)
cubic foot (ft3)
35.314
cubic foot (ft )
liter (l)
28.317
liter (l)
cubic foot (ft3)
0.0353
ounce (oz )
gram (g)
28.350
gram (g)
ounce (oz )
0.0353
fluid ounce (fl oz)
milliliter (ml)
29.573
milliliter (ml)
fluid ounce (fl oz)
0.0338
pound (lb) - mass
kilogram (kg)
0.454
kilogram (kg)
pound (lb) - mass
2.2046
pound (lb) - force
Newton (N)
4.448
Newton (N)
pound (lb) - force
0.2248
inch pound (in lb)
Newton meter (Nm)
0.113
Newton meter (Nm)
inch pound (in lb)
8.85
foot pound (ft lb)
Newton meter (Nm)
1.356
Newton meter (Nm)
foot pound (ft lb)
0.7376
foot pound (ft lb)
kilogram meter (kgm)
0.138
kilogram meter (kgm)
foot pound (ft lb)
7.2329
pounds/square inch (psi)
kilopascal (kPa)
6.895
kilopascal (kPa)
pounds/square inch (psi)
0.1450
pounds/square inch (psi)
megapascal (MPa)
0.007
megapascal (MPa)
pounds/square inch (psi)
145.038
pounds/square inch (psi)
kilograms/square centimeter (kg/cm2)
0.0704
kilograms/square centimeter (kg/cm2)
pounds/square inch (psi)
14.2231
short ton
kilogram (kg)
907.2
kilogram (kg)
short ton
0.0011
short ton
metric ton
0.0907
metric ton
short ton
1.1023
quart (qt)
liter (l)
0.946
liter (l)
quart (qt)
1.0567
U.S gallon (gal)
liter (l)
3.785
liter (l)
U.S gallon (gal)
0.2642
horsepower (HP)
kilowatt (kw)
0.745
kilowatt (kw)
horsepower (HP)
1.3410
3
38
960E-1
00 Index and foreword
CEN00002-00
Table 16: Metric to metric From
To
Multiply by
Newton meter (Nm)
kilogram meter (kgm)
0.102
kilogram meter (kgm)
Newton meter (Nm)
9.807
kilograms/square centimeter (kg/cm2)
kilopascal (kPa)
98.068
kilopascal (kPa)
kilograms/square centimeter (kg/cm2)
0.01
960E-1
39
CEN00002-00
00 Index and foreword
Temperature conversion table When converting from Fahrenheit (°F) to Centigrade (°C), consider the center (boldface) column to be a table of Fahrenheit temperatures and read the corresponding Centigrade temperature in the column at the left. When converting from Centigrade (°C) to Fahrenheit (°F), consider the center (boldface) column to be a table of Centigrade values, and read the corresponding Fahrenheit temperature on the right.
°C
40
°F
°C
°F
°C
°F
°C
°F
–40.4 –37.2 –34.4 –31.7 –28.9
–40 –35 –30 –25 –20
–40.0 –31.0 –22.0 –13.0 –4.0
–11.7 –11.1 –10.6 –10.0 –9.4
11 12 13 14 15
51.8 53.6 55.4 57.2 59.0
7.8 8.3 8.9 9.4 10.0
46 47 48 49 50
114.8 116.6 118.4 120.2 122.0
27.2 27.8 28.3 28.9 29.4
81 82 83 84 85
177.8 179.6 181.4 183.2 185.0
–28.3 –27.8 –27.2 –26.7 –26.1
–19 –18 –17 –16 –15
–2.2 –0.4 1.4 3.2 5.0
–8.9 –8.3 –7.8 –7.2 –6.7
16 17 18 19 20
60.8 62.6 64.4 66.2 68.0
10.6 11.1 11.7 12.2 12.8
51 52 53 54 55
123.8 125.6 127.4 129.2 131.0
30.0 30.6 31.1 31.7 32.2
86 87 88 89 90
186.8 188.6 190.4 192.2 194.0
–25.6 –25.0 –24.4 –23.9 –23.3
–14 –13 –12 –11 –10
6.8 8.6 10.4 12.2 14.0
–6.1 –5.6 –5.0 –4.4 –3.9
21 22 23 24 25
69.8 71.6 73.4 75.2 77.0
13.3 13.9 14.4 15.0 15.6
56 57 58 59 60
132.8 134.6 136.4 138.2 140.0
32.8 33.3 33.9 34.4 35.0
91 92 93 94 95
195.8 197.6 199.4 201.2 203.0
–22.8 –22.2 –21.7 –21.1 –20.6
–9 –8 –7 –6 –5
15.8 17.6 19.4 21.2 23.0
–3.3 –2.8 –2.2 –1.7 –1.1
26 27 28 29 30
78.8 80.6 82.4 84.2 86.0
16.1 16.7 17.2 17.8 18.3
61 62 63 64 65
141.8 143.6 145.4 147.2 149.0
35.6 36.1 36.7 37.2 37.8
96 97 98 99 100
204.8 206.6 208.4 210.2 212.0
–20.0 –19.4 –18.9 –18.3 –17.8
–4 –3 –2 –1 0
24.8 26.6 28.4 30.2 32.0
–0.6 0 0.6 1.1 1.7
31 32 33 34 35
87.8 89.6 91.4 93.2 95.0
18.9 19.4 20.0 20.6 21.1
66 67 68 69 70
150.8 152.6 154.4 156.2 158.0
40.6 43.3 46.1 48.9 51.7
105 110 115 120 125
221.0 230.0 239.0 248.0 257.0
–17.2 –16.7 –16.1 –15.6 –15.0
1 2 3 4 5
33.8 35.6 37.4 39.2 41.0
2.2 2.8 3.3 3.9 4.4
36 37 38 39 40
96.8 98.6 100.4 102.2 104.0
21.7 22.2 22.8 23.3 23.9
71 72 73 74 75
159.8 161.6 163.4 165.2 167.0
54.4 57.2 60.0 62.7 65.6
130 135 140 145 150
266.0 275.0 284.0 293.0 302.0
–14.4 –13.9 –13.3 –12.8 –12.2
6 7 8 9 10
42.8 44.6 46.4 48.2 50.0
5.0 5.6 6.1 6.7 7.2
41 42 43 44 45
105.8 107.6 109.4 111.2 113.0
24.4 25.0 25.6 26.1 26.7
76 77 78 79 80
168.8 170.6 172.4 174.2 176.0
68.3 71.1 73.9 76.7 79.4
155 160 165 170 175
311.0 320.0 329.0 338.0 347.0 960E-1
00 Index and foreword
CEN00002-00
NOTES
960E-1
41
CEN00002-00
00 Index and foreword
960E-1 Dump truck Form No. CEN00002-00
42
960E-1
CEN00003-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
00 Index and foreword Operating instructions Preparing for operation ......................................................................................................................................... 3 Engine start-up...................................................................................................................................................... 6 After engine start-up.............................................................................................................................................. 7 Emergency steering system.................................................................................................................................. 8 Precautions during truck operation ....................................................................................................................... 9 Operating on a haul road .................................................................................................................................... 10 Starting on a grade with a loaded truck............................................................................................................... 10 Sudden loss of engine power...............................................................................................................................11 Fuel depletion ......................................................................................................................................................11 Towing................................................................................................................................................................. 12 Loading the dump body ...................................................................................................................................... 12 Dumping a load................................................................................................................................................... 13 Disabled truck dumping procedure ..................................................................................................................... 15 Safe parking procedure....................................................................................................................................... 16 Normal engine shutdown procedure ................................................................................................................... 16
960E-1
1
CEN00003-00
00 Index and foreword
NOTES
2
960E-1
00 Index and foreword
CEN00003-00
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 should be made before attempting to start the engine. 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, and use and care of the safety equipment on the truck. Only qualified operators or technicians should attempt to 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 should 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.
High voltage may be present on this truck! DO NOT open any electrical cabinet doors on this truck while the engine is running. Never climb on any power cables or use power cables for handholds or footholds unless the engine has been shut down and the system has been verified to be at “rest”. 1. Start at left front of truck. Visually inspect all lights and safety equipment for damage. Make sure that the lenses are clean and unbroken. 2. Empty the dust collectors on the left side air cleaner assemblies. A ladder may be necessary to reach the air cleaners. Make sure that the battery box covers are in place and secure. 3. Move in front of the left front tire. Inspect the hub and brake assemblies for leaks and any abnormal conditions. 4. Make sure that all suspension mounting hardware is secure. Inspect the mounting key area for evidence of wear. Make sure that the suspension extension (exposed piston rod) is correct and that there are no leaks.
Walk-around inspection
5. With the engine stopped, check the engine oil level. Use the service light, if necessary.
At the beginning of each shift, a careful walk-around inspection should be performed before attempting to start the engine. 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.
6. Inspect the air conditioner belts for correct tension, obvious wear, and tracking. Make sure that the fan guard is secure and in good condition. When leaving this point, turn off the service light if used.
Start at the left front corner of the truck (see the illustration on the next page) and move in a counterclockwise direction. Move front-to-rear, across the rear, and continue 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. Local work practices may prevent an operator from performing all tasks suggested here. To the extent permitted, the operator should follow this routine.
960E-1
7. Make sure that the anchor end of the steering cylinder is secure and properly greased. 8. Move outside of the front wheel. Make sure that all of the mounting nuts/studs are in place and tight. Check the tires for cuts, damage, or bubbles. Check for evidence of incorrect tire inflation. 9. Move in behind the front wheel. Make sure that the steering cylinder is properly greased and the mounting hardware is tight. Check the suspension mounting hardware and suspension extension. Make sure that the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check the entire area for leaks.
3
CEN00003-00
00 Index and foreword
START HERE
4
960E-1
00 Index and foreword
CEN00003-00
10. Inspect the sight glass on the hydraulic tank. With the engine stopped and the body down, the hydraulic oil level must be visible in the center of the upper sight glass.
20. Make sure that all wheel nuts/studs are in place and tight. Inspect the wheel for any oil that would indicate brake leakage or wheel motor leakage.
11. that all hydraulic tank shutoff valves are locked in their fully open positions. The valve handle should be inline with the hose.
21. Move in front of right dual tires. Inspect the hoist cylinder in the same manner as the left side. Make sure the body-up limit switch is secure and in good condition. Remove any mud or dirt accumulation from the switch.
12. Move around the hydraulic tank and in front of the rear dual tires. Inspect the hoist cylinder for any damage and leaks. Make sure that both upper and lower hoist cylinder pins are secure and properly greased. 13. Look under the lower edge of the chassis to make sure that the flexible duct that carries the air from the main blower to the final drive housing is in good condition. Also, look up at the main hydraulic pumps to see if there is any leakage or any other unusual condition with the pumps or pump drive shafts. 14. Move around the left side dual tires. Make sure that all wheel nuts/studs are in place and tight. Inspect the wheel for any oil that would indicate brake leakage or wheel motor leakage. 15. Check the dual tires for cuts, damage, and bubbles. that tire inflation is correct. If the truck has been run on a “flat”, the tire must be cooled before moving the truck inside. Check for any rocks that might be lodged between the dual tires. 16. Inspect the left rear suspension for damage, correct rod exposure, and leaks. Ensure that the covers over the chrome piston rod are in good condition. 17. Open the rear hatch cover. Inspect for leaks around the parking brakes. Make sure the cooling air exhaust ductwork is intact and there are no obstructions. 18. While standing at the rear hatch, look up to check that the rear lights and back-up horns are in good condition. Look up at the anti-sway bar to check that it is properly greased. Also check both body hinge pins for proper greasing and any abnormal condition. Check the hoist limit switch and clear any mud or debris from the s. Perform the same inspections on the right rear suspension. 19. Move around the right side dual tires. Inspect between the tires for rocks. Inspect the tires for cuts, damage and proper inflation. 960E-1
22. Move around the fuel tank. Make sure that the fuel gauge agrees with the fuel gauge in the cab. Inspect the mounting hardware for the fuel tank at the upper saddles and at the lower back side of the tank. Check the hoist filters for leaks. 23. Move in behind the right front wheel. Make sure that the steering cylinder is properly greased and the mounting hardware is secure. Check the suspension mounting hardware and suspension extension. Make sure that the suspension protective boot is in good condition. Inspect the hub and brakes for any unusual conditions. Check the entire area for leaks. 24. Move out and around the right front wheel. Make sure that all wheel nuts/studs are in place and tight. 25. Move behind the front of the right front wheel. Check the hub and brakes for leaks and any unusual conditions. Make sure that the steering cylinder is secure and properly greased. Inspect the engine compartment for any leaks and unusual conditions. Inspect the fan guard and belts. Check for any debris behind the radiator. 26. Move around to the right front of the truck. Empty the dust collectors on the right side air cleaner assemblies. A ladder may be necessary to reach the air cleaners. 27. As you move in front of the radiator, remove any debris that is stuck in front of the radiator. Check for any coolant leaks. Inspect the headlights and fog lights. 28. Inspect the automatic lubrication system tank, fittings and hoses for leaks. 29. Before climbing the ladder to the decks, make sure that the ground level engine shutdown switch is ON. Inspect the fire control actuator. Make sure that the safety pin and the plastic tie that prevents accidental actuation are in place and in good condition. Make sure that the battery disconnect switches are activated.
5
CEN00003-00
00 Index and foreword
Engine start-up
Always mount and dismount ladders facing the truck. Never attempt to mount or dismount while the truck is in motion. 30. Always use handrails and ladders when mounting or dismounting the truck. Clean any foreign material such as ice, snow, oil or mud from the ladders and handrails.
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 with hot coolant.
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. Start the engine from the operator seat only.
If the truck is in an enclosure, make sure that there is adequate ventilation before start-up. Exhaust fumes are dangerous!
31. Use the coolant level sight gauge to check the coolant level in the radiator. If it is necessary to remove the radiator cap, make sure that the engine is off, then relieve the coolant pressure by slowly removing the radiator cap.
If the truck is equipped with an auxiliary cold weather heater system, do not attempt to start the engine while the heaters are in operation. Damage to the coolant heaters will result.
32. Inspect the retarding grid covers. Make sure that the latches are in place and secure. Inspect the main air inlet to ensure that it is clear. Make sure that all cabinet door latches are secure.
1. Make sure that all personnel are clear of the truck before starting the engine. Always sound the horn as a warning before moving any controls.
33. Move around to the rear of the cab. Open the doors of the hydraulic brake cabinet and check for leaks.
2. Make sure that the directional control lever is in PARK before starting.
34. Clean the cab windows and mirrors. Clean out the cab floor, if necessary. Make sure that the steering wheel, operator controls, and pedals are free of any grease or mud.
3. Place the rest switch in the ON position to put drive system in rest mode. For more information, refer to the Operation and Maintenance Manual.
35. Stow any personal gear in the cab so that it does not interfere with any operation of the truck. Dirt or trash buildup, specifically in the operator's cab, should be cleared. Do not carry tools or supplies in the cab or on the deck. 36. Adjust the operator seat and the steering wheel for the most comfort during truck operation. 37. Before operating the truck, read the Operation and Maintenance Manual to understand the locations and functions of all operator controls.
6
960E-1
00 Index and foreword
CEN00003-00
After engine start-up
Do not crank an electric starter for more than 30 seconds. Allow two minutes for cooling before attempting to start the engine again. Severe damage to the starter motors can result from overheating. 4. The key switch is a three-position switch (OFF, RUN, START). a. Turn the key switch one position clockwise to the RUN position. All electrical circuits except the start circuit are activated. b. Turn the key switch fully clockwise to the START position and hold this position until the engine starts. The START position is spring-loaded and will return the switch to the RUN position when the key is released. NOTE: This truck is equipped with an engine prelube system. With this feature, a noticeable time delay may occur before engine cranking begins as the engine lube oil ages are being filled and pressurized. 5. After the engine has started, place the rest switch in the OFF position to deactivate the rest mode.
Do not leave the truck unattended while the engine is running. Move the directional control lever to PARK and turn off the engine before leaving the truck. Become thoroughly familiar with the steering, braking and emergency controls. 1. After the engine has been started and the low pressure warning systems are normal, test the steering by turning the steering wheel fully to the left and right. If the steering system is not operating properly, turn the engine immediately. Determine the steering system problem and have it repaired before resuming operation. 2. Operate each of the truck's brake circuits at least twice before operating and moving the truck. These circuits include the service brake, parking brake, and brake lock. With the engine running and the hydraulic circuit fully charged, activate each circuit individually from the operator's cab. If any application or release of any brake circuit appears sluggish or improper, or if warning alarms are activated, turn off the engine and notify maintenance personnel immediately. Do not operate the truck until the faulty brake circuit is fully operational. 3. Check the gauges, warning lights, and instruments before moving the truck to ensure proper system operation and proper instrument functioning. Pay special attention to the braking and steering hydraulic circuit warning lights. If warning lights come on, turn off the engine immediately and determine the cause. 4. Make sure that the headlights, worklights, and taillights are in proper working order. Check the operation of windshield wiper. Good visibility may help prevent an accident.
960E-1
7
CEN00003-00
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 that the steering accumulator precharge pressure is adequate at the beginning of each shift before operating the truck. 1. Park the empty truck on flat, level ground. Lower the dump body onto the frame and stop the engine. Make sure that the key switch is in the OFF position.
00 Index and foreword
b. Steering accumulator precharge: 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. 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. Stop the engine and turn the key switch to the OFF position. Immediately notify maintenance personnel. Do not operate the truck until the problem is corrected. 7. If the steering accumulators are adequately charged, stop the engine by using the engine shutdown switch. Leave the key switch in the ON position. This allows the steering accumulators to retain their hydraulic charge. The low steering pressure warning light and the low accumulator precharge warning light should not illuminate.
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.
8. Turn the steering wheel from stop to stop. The front wheels should turn fully to the left and to the right. Also, the low steering pressure warning light should illuminate and the warning buzzer should sound. 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.
4. Turn the key switch to the ON position, but do not start the engine.
If the truck es this test, the emergency steering system is functioning properly.
2. Wait at least 90 seconds to 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.
a. Steering system pressure: 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.
8
960E-1
00 Index and foreword
Precautions during truck operation After the engine is started and all systems are functioning properly, the operator must follow all local safety rules to ensure safe machine operation.
CEN00003-00
• Observe all regulations pertaining to the job site's traffic pattern. Be alert to any unusual traffic pattern. Obey the spotter's signals. • Match the truck speed to haul road conditions. Slow down the truck in congested areas. Keep a firm grip on the steering wheel at all times. • Do not allow the engine to run at idle for extended periods of time.
If any of the red warning lights come on or if any gauge reads in the red area during truck operation, a malfunction is indicated. Stop the truck as soon as possible and turn off the engine. Have the problem corrected before resuming truck operation.
• When the truck body is in the dump position, do not allow anyone beneath it unless the body-up retaining pin or cable is in place.
Do not use the brake lock for parking. With the engine stopped, hydraulic pressure will bleed down, allowing the brakes to release. 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 the wheel motors. If the truck does not begin to move within 10 seconds after depressing the throttle pedal with the directional control lever in a F or R position, release the throttle pedal and allow the wheels to regain traction before accelerating again. • Operate the truck only while properly seated with seat belt fastened. Keep hands and feet inside the cab while the truck is in operation.
• Check the brake lock performance periodically for safe loading and dump operation. • Proceed slowly on rough terrain to avoid deep ruts or large obstacles. Avoid traveling close to soft edges or the edge of a fill area. • Do not drive over unprotected power cables. • Check the tires for proper inflation periodically during your shift. If the truck has been run on a “flat” or under-inflated tire, it must not be parked in a building until the tire cools.
• Do not allow unauthorized personnel to ride in or on the truck. Do not allow anyone to ride on the ladder of the truck. • Always look to the rear before backing the truck. Watch for and obey the ground spotter's hand signals before making any reverse movements. The spotter should have a clear view of the entire area at the rear of the truck. • When backing up the truck, give a back-up signal of three blasts on the horn. When starting forward, give two blasts on the horn. These signals must be given each time the truck is moved forward or backward. • Truck operation requires concentrated effort by the driver. Avoid distractions of any kind while operating the truck. • Check the gauges and instruments frequently during operation for proper readings.
960E-1
9
CEN00003-00
Operating on a haul road
00 Index and foreword
Starting on a grade with a loaded truck
• Always stay alert! If you are unfamiliar with the haul road, drive with extreme caution. The cab doors should remain closed at all times if the truck is in motion or unattended.
Initial propulsion with a loaded truck should begin from a level surface whenever possible. If the truck must be started on a hill or grade, use the following procedure:
• Obey all road signs. Keep the truck under control at all times. Govern the truck speed according to the road conditions, weather, and visibility. Report poor haul road conditions immediately. Muddy or icy roads, pot holes, or other obstructions can present hazards.
1. Fully depress the service brake pedal. Do not use the 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 or REVERSE) and increase the engine rpm with the throttle pedal.
• Initial propulsion with a loaded truck should begin from a level surface whenever possible. If starting on a hill or grade cannot be avoided, refer to "Starting on a grade with a loaded truck".
2. As the engine rpm approaches the maximum, and the operator senses the propulsion effort working against the brakes, release the brakes and let truck movement start. Completely release the service brake pedal. As the truck speed increases above 5 - 8 kph (3 - 5 mph), the propulsion system controller (PSC) will drop the propulsion if the retarder is still applied.
• Use extreme caution when approaching a haul road intersection. Maintain a safe distance from oncoming vehicles. • Maintain a safe distance when following another vehicle. Never follow another vehicle in the same lane closer than 15 m (50 ft), or 30 m (100 ft) on a downgrade.
NOTE: Releasing and re-applying dynamic retarding during a hill start operation will result in loss of propulsion.
• Do not another truck on a hill or blind curve. Only use areas designated for ing. Before ing, make sure that the road ahead is clear. If a disabled truck is blocking your lane, slow down and with extreme caution. • Do not stop or park on a haul road unless it is unavoidable. If you must stop, move the truck to a safe place, move the directional control lever to PARK and turn off the engine before leaving the cab. Chock the wheels securely and notify maintenance personnel for assistance. • Before driving uphill or downhill, maintain a speed that will ensure safe driving and provide effective retarding under all conditions. Refer to the grade/ speed chart in the operator cab to determine the maximum safe truck speeds for descending various grades with a loaded truck. • 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 up the truck if the backup horn or lights are inoperative. Always dim the headlights when meeting oncoming vehicles. • If the emergency steering light and/or low brake pressure warning light illuminate during operation, steer the truck immediately to a safe area away from other traffic, if possible, and stop the truck.
10
960E-1
00 Index and foreword
CEN00003-00
Sudden loss of engine power
Fuel depletion
If the engine suddenly stops, there is enough hydraulic pressure stored in the brake accumulators 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.
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.
If the brake supply pressure drops to a predetermined level, the low brake oil pressure warning light will illuminate and sonalarm 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. Move the directional control lever to PARK as soon as the truck has stopped moving.
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.
3. Turn the key switch to the OFF position and notify maintenance personnel immediately. 4. 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.
960E-1
11
CEN00003-00
Towing
00 Index and foreword
Loading the dump body 1. Pull into the loading area with caution. Remain at a safe distance while the truck ahead is being loaded.
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. Do not tow the truck faster than 8 kph (5 mph). NOTE: Information about special towing attachments is available from your Komatsu service representative. A disabled machine may be towed after the following precautions have been taken. 1. Turn off the engine.
2. When approaching or leaving a loading area, watch out for other vehicles and personnel working in the area. 3. When pulling in under a loader or shovel, follow the spotter or shovel operator’s signals. The truck operator may speed up loading operations by observing the location and loading cycle of the truck being loaded ahead, then follow a similar pattern. 4. During loading, the operator must stay in the cab with the engine running. Place the directional control lever in NEUTRAL and apply the brake lock. 5. When loaded, pull away from shovel as quickly as possible but with extreme caution.
2. If equipped, install hydraulic connections for steering and dumping between towing and towed vehicles. Check the towed vehicle braking system. 3. If the truck is loaded, dump the entire load. Never pull or tow a loaded truck. Refer to "Disabled truck dumping procedure". 4. Make sure that the tow bar has adequate strength (approximately 1.5 times the gross vehicle weight of truck being towed). 5. Make sure that the towing vehicle has adequate capacity to both move and stop the towed truck under all conditions. 6. Chock the disabled truck’s wheels to prevent movement while attaching the tow bar. 7. Release the disabled truck’s brakes and remove the blocking.
Sudden movement may cause tow bar failure, resulting in possible uncontrolled truck rolling and serious personal injury. Smooth, gradual truck movement will help prevent tow bar failure. 8. Minimize the tow angle at all times. Never exceed 30 degrees. The towed truck must be steered in the direction of the tow bar.
12
960E-1
00 Index and foreword
CEN00003-00
Dumping a load Raising the dump body 1. Pull into the dump area with extreme caution. Make sure the area is clear of persons and obstructions, including overhead utility lines. Obey signals directed by the spotter, if present. 2. Avoid unstable areas. Stay a safe distance from the edge of the dump area.
To prevent tipping or rolling, position the truck on a solid, level surface before dumping. As the body raises, the truck center of gravity will move. 3. Carefully maneuver the truck into the dump position. When backing the truck into the dump position, use only the foot-operated brake pedal to stop and hold the truck. Do not rely on the wheel 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 the dump position, apply the brake lock and move the directional control lever to NEUTRAL.
Dumping 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, possibly causing injury to the operator and/or damage to the hoist cylinders, frame, and/or body hinge pins.
960E-1
5. Pull the lever to the rear to actuate the hoist circuit. Releasing the lever anywhere during “hoist up” will hold the body at that position. 6. Raise the engine rpm to accelerate the hoist speed. If dumping very large rocks or sticky material, slowly accelerate the engine to raise 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 cleared the body. 7. Reduce the engine rpm as the last stage of the hoist cylinder begins to extend. Let the engine go to low idle as the last stage reaches halfextension. 8. Release the hoist lever as the last stage of the hoist cylinder reaches full extension. 9. After the material being dumped clears the body, lower the body to the frame.
13
CEN00003-00
Lowering the dump body (on flat ground) 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. Move 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. 2. Stop, move the directional control lever to NEUTRAL, and apply the brake lock. 3. Move the hoist lever forward to the LOWER position. Release the lever to place the hoist control valve in the FLOAT position, which allows the body to return to the frame. If dumped material builds up at the rear of the body and the body cannot be lowered, then perform the following steps: 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.
00 Index and foreword
Lowering the dump body (over a berm or into a crusher) 1. Move the hoist lever forward to the DOWN position. Release the lever to place the hoist control valve in the FLOAT position, which allows the body to return to the frame. If dumped material builds up at the rear of the body and the body cannot be lowered, perform the following steps: a. Move hoist lever back to the HOIST position to fully raise the dump body. Release the hoist lever so it returns to the HOLD position. NOTE: Do not drive forward if the tail of 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. c. Stop, move the directional control lever to NEUTRAL, apply the brake lock and lower the body. NOTE: Failure to hoist the body after making an unsuccessful attempt at lowering the body may result in the dump body suddenly lowering after the truck has pulled ahead of the material that was previously preventing the body from lowering.
c. Stop, move the directional control lever to NEUTRAL, apply the brake lock, and lower the body. NOTE: Failure to hoist the body after making an unsuccessful attempt at lowering the body may result in the dump body suddenly lowering after the truck has pulled ahead of the material that was previously preventing the body from lowering.
Do not move the truck with the dump body raised except in an emergency. 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 leave the dump area carefully.
Do not move the truck with the dump body raised except in an emergency. Failure to lower body before moving truck may cause damage to hoist cylinders, frame and/or body hinge pins. 4. With the body returned to frame, move the directional control lever to FORWARD, release the brake lock, and leave the dump area carefully.
14
960E-1
00 Index and foreword
Disabled truck dumping procedure Sometimes it is necessary to dump a load from the body of a truck if the hoist system is inoperable. The following instructions describe the use of a “good” truck to provide the hydraulic power required to raise the body of the “disabled” truck to dump the load. Figure 00-1 illustrates a typical hookup from the good truck. The disabled truck may be the same truck model or a different Komatsu truck model.
CEN00003-00
Raising the body 1. 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). 2. On the good truck, start the engine, place the hoist control in the LOWER position and increase the engine rpm to high idle to dump the disabled truck. 3. If the body of the disabled truck fails to raise, increase the power down relief pressure of the good truck as follows and repeat Step 2: a. Turn off engine and allow the hydraulic system to depressurize. b. Remove the cap from the hoist pilot valve relief valve located in the hydraulic brake cabinet. While counting the number of turns, slowly turn the relief valve adjustment screw clockwise until it bottoms. Lowering the body
FIGURE 00-1. PUMP MODULE, HOSE HOOKUP 1. Hoist Valve 2. Tubes to LH Hoist Cylinder 3. Power Down Quick Disconnect 4. Power Up Quick Disconnect 5. Overcenter Manifold Hookup 1. Make sure that there is an adequate, clear area to dump the loaded body. Park the good truck as close as possible to the disabled truck. 2. Turn off the engine and allow the hydraulic system to depressurize before connecting the hoses. 3. Attach a hose from power up quick disconnect (4, Figure 00-1) to the power down circuit of the disabled truck. NOTE: The hose for the power up circuit must be rated for at least 17 000 kPa (2,500 psi). The power down circuit will use a smaller diameter hose.
1. Place the hoist lever of the good truck in FLOAT to lower the body. If necessary, momentarily place the hoist control in RAISE until the body is able to descend in FLOAT. Do not accelerate the engine. 2. After the body is lowered, turn off the engine, allow the hydraulic system to depressurize, and disconnect the hoses. 3. If necessary, reduce the power down relief valve pressure of the good truck to normal by turning the adjustment counterclockwise the same number of turns as required in Step 2 of "Raising the body". 4. Check the power down relief pressure of the good truck. Refer to Testing and adjusting section Steering, brake cooling and hoist hydraulic system. 5. Check the hydraulic tank oil level. Add oil, if necessary.
4. Connect another hose from power down quick disconnect (3) to the power up circuit of the disabled truck. NOTE: If both trucks are the same model, the hoses will be installed at the quick disconnects shown in Figure 00-1 and will be crossed when connected.
960E-1
15
CEN00003-00
Safe parking procedure Continue to use safety precautions when preparing for parking and engine shutdown. If the truck 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 the truck must be parked on a grade, position the truck at a right angle to the grade. 2. The directional control lever must be in PARK and chocks must be placed in front of and behind the wheels so the truck cannot roll. Each truck should be parked at a reasonable distance from one another.
Do not activate the wheel lock feature when the parking brake is activated. Bleed down of hydraulic pressure may occur, causing the truck to roll away. 3. Haul roads are not safe parking areas. In an emergency, pick the safest spot that is 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.
00 Index and foreword
Normal engine shutdown procedure 1. Stop the truck out of the way of other traffic on a level surface. Make sure that there are no overhead power lines or other obstructions in case the dump body must be raised. 2. Reduce the engine speed to idle. 3. Place the directional control lever in PARK. Make sure that the parking brake applied indicator light is illuminated. 4. Place the rest switch in the ON position to put the AC drive system in the rest mode. Make sure that the rest mode indicator light is illuminated. 5. Turn the key switch to the OFF position. A shutdown timing sequence will be activated automatically to allow the engine to cool down before it is turned off. The timing sequence may last up to three minutes. If the engine does not shut down after the timing sequence is done, use the engine shutdown switch on the operator cab center console. Pull this switch up until the engine stops. 6. With the key switch OFF and engine stopped, wait at least 90 seconds for the steering accumulators to depressurize completely. Make sure that the steering circuit is completely depressurized by turning the steering wheel back and forth several times. The front wheels should not turn when the hydraulic pressure is relieved. If the front wheels can still be turned, notify maintenance personnel. 7. Make sure that the link voltage light in the control cabinet is off. Notify maintenance personnel if the light remains illuminated for longer than five minutes after the engine is shut down. 8. Close and lock all windows. Remove the key from the key switch and lock the cab to prevent unauthorized truck operation. Dismount the truck properly. Put wheel chocks in place behind and in front of each tire.
16
960E-1
00 Index and foreword
CEN00003-00
NOTES
960E-1
17
CEN00003-00
00 Index and foreword
960E-1 Dump truck Form No. CEN00003-00
18
960E-1
CEN01001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
01 Specification Specification and technical data Specification drawing ............................................................................................................................................ 3 Specifications ........................................................................................................................................................ 4 Weight table .......................................................................................................................................................... 6 Fuel, coolant and lubricants .................................................................................................................................. 7
960E-1
1
CEN01001-00
01 Specification
NOTES
2
960E-1
01 Specification
CEN01001-00
Specification drawing
960E-1
3
CEN01001-00
01 Specification
Specifications
Dimensions
Performance
248 730 kg (548,357 lbs)
Max. load
327 332 kg (721,643 lbs)
Gross
576 062 kg (1,270,000 lbs) Empty Gross
Dump body capacity Max. travel speed Gradeability Min. turning radius
Engine
117 845 kg (259,804 lbs)
rear
130 885 kg (288,553 lbs)
front
199 580 kg (440,000 lbs)
rear
376 482 kg (830,000 lbs)
Struck
191 m3 (250 yd3)
Heaped (2:1)
239 m3 (313 yd3) 64.5 kph (40 mph) 22.3% @ stall 31.9 m (104 ft 8 in) 45°
Overall length
15.60 m (51 ft 2 in)
Overall width
9.60 m (31 ft 6 in)
Overall height
7.37 m (24 ft 2 in)
Wheel base
6.65 m (21 ft 10 in)
Ground clearance (empty)
1.02 m (3 ft 4 in)
Model
KOMATSU SSDA18V170
Type
4-cycle, water-cooled, direct injection, with turbocharger, aftercooler and intercooler
Piston displacement
18 - 170 mm x 190 mm (6.7 in. x 7.5 in.) 78 L (20.6 gal)
Rated output
2 611 kW (3,500 hp) @ 1,900 rpm
Max. torque
13 771 Nm (10,157 ft lb)
Min. fuel consumption Cranking motor Battery charging alternator Batteries AC Drive System
front
Dumping angle
No. of cylinders - Bore x stroke
4
Value
Empty
Weight distribution
Weight
Specification
Motorized wheels Standard gear ratio
Continuous dynamic retarding
0.323 lb/hp-hr 24V, 7.5 kW X 2 units 24V, 240A 12V, 1450 CCA, 8D type X 4 units AC induction traction motors 32.62:1
4476 kW (6000 hp)
960E-1
01 Specification
CEN01001-00
Suspension
Steering System
Specification
Value
Type
Fully hydraulic
Suspension method
Front axle
Sliding pillar
Rear axle
Hydro-pneumatic
Tread (standard tire)
600 kPa (87 psi) Front wheel
105 mm (4.1 in.)
Rear wheel
105 mm (4.1 in.)
Service brakes (front and rear)
Multiple wet disc
Parking brake
Multiple dry disc
Steering/brake pump
Hoist/brake cooling pump
Type
Pressure compensated piston type
Delivery @ 1900 rpm
246 liters/min (65 gpm)
Type
Tandem gear type
Delivery @ 1900 rpm
931 liters/min (246 gpm)
Type
3-stage, piston type 1st stage - 355.6 mm x 929.9 mm (14.00 in x 36.61 in)
Hoist cylinder Cylinders
Hydraulic systems
56/80 R63
Min. tire pressure
Hydraulic pumps
Brake System
Tires
Size
Bore x stroke
3rd stage - 241.3 mm x 945.9 mm (9.50 in x 27.24 in) Type
Piston type, double acting with accumulator assist
Bore x stroke
180 mm x 642.1 mm (7.09 in x 25.28 in)
Steering cylinder
960E-1
2nd stage - 298.5 mm x 945.9 mm (11.75 in x 27.24 in)
5
CEN01001-00
01 Specification
Weight table NOTE: This weight table is a guide for use when transporting or handling a component. Component Weight Power module Engine assembly Radiator and shroud assembly
13 355 kg (29,443 lbs) 10 300 kg (22,701 lbs) 2 100 kg (4,630 lbs)
Main traction alternator
4 710 kg (10,384 lbs)
Fuel tank assembly
2 056 kg (4,533 lbs)
Hydraulic tank assembly
590 kg (1,300 lbs)
Front suspension cylinder assembly
3 255 kg (7,176 lbs)
Rear suspension cylinder assembly
913 kg (2,013 lbs)
Hoist cylinder and bushing assembly
998 kg (2,200 lbs)
Steering cylinder assembly
193 kg (426 lbs)
Tie rod
365 kg (805 lbs)
Bleed down manifold Pump/hoist valve module
170 kg (375 lbs) 750 kg (1,653 lbs)
Hoist pump
136 kg (300 lbs)
Steering/brake pump
90 kg (198 lbs)
Hoist valve
189 kg (417 lbs)
Overcenter valve manifold
114 kg (250 lbs)
Mounting structure
140 kg (309 lbs)
Spindle, hub and brake assembly Front spindle and hub Steering arm Front brake assembly Rear axle
5 180 kg (11,420 lbs) 3 370 kg (7,430 lbs) 346 kg (763 lbs) 1 460 kg (3,219 lbs) 27 457 kg (60,532 lbs)
Axle housing
7 312 kg (16,120 lbs)
Electric wheel motor
5 440 kg (11,993 lbs)
Electric wheel transmission
12 885 (28,407lbs)
Rear brake assembly
1 820 kg (4,012 lbs)
Parking brake
159 kg (350 lbs)
Final frame structure
29 177 kg (64,324 lbs)
Dump body
42 851 kg (94,470 lbs)
Cab assembly Hydraulic brake cabinet Main electrical control cabinet Auxiliary control cabinet
2 268 kg (5,000 lbs) 215 kg (475 lbs) 3 176 kg (7,000 lbs) 306 kg (675 lbs)
Retarding grid
2 494 kg (5,500 lbs)
Right deck
1 024 kg (2,258 lbs)
Left deck Center deck
6
707 kg (1,559 lbs) 286 kg (631 lbs)
960E-1
01 Specification
CEN01001-00
Fuel, coolant and lubricants Reservoir
Fluid type
Recommended fluids
Engine oil pan Engine oil reserve tank
Engine oil
See engine manufacturer’s service manual.
Hydraulic oil
C-4 type (SAE 10W)
Suspension oil with friction modifier
See "Suspension cylinder oil and nitrogen specifications".
Multi-purpose extreme pressure grease
NLGI No. 2
Heavy duty synthetic gear oil
See drive system manufacturer’s service manual.
Coolant
See engine manufacturer’s service manual.
Diesel fuel
See engine manufacturer’s service manual.
Hydraulic tank Suspension cylinders Grease fitting Auto lube tank Wheel motor Cooling system Fuel tank
Mixing rate of water and anti-freeze Percentage of anti-freeze
Protection To:
10%
-5 °C (23 °F)
20%
-9 °C (16 °F)
25%
-11 °C (11 °F)
30%
-16 °C (4 °F)
35%
-19 °C (-3 °F)
40%
-24 °C (-12 °F)
45%
-30 °C (-23 °F)
50%
-36 °C (-34 °F)
55%
-44 °C (-48 °F)
60%
-52 °C (-62 °F)
960E-1
7
CEN01001-00
01 Specification
Suspension cylinder oil and nitrogen specifications HYDRAIR® II oil specifications Ambient Temperature Range
-34.5°C & above (-30°F & above)
Part No.
Approved Sources
VJ3911 (need to add 6% of AK3761)
Mobil 424 Sunfleet TH Universal Tractor Fluid Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid Texaco TDH Oil Conoco Power Tran III Fluid Petro AMOCO ULTIMATE Motor Oil Canada Duratran Fluid 5W-30 Shell Canada Donax TDL
AK4063
Suspension Oil (premixed with 6% Friction Modifier)
AK4064
-48.5°C & above (-55°F & above)
5 Gallon container 55 Gallon container
VJ5925 (need to add 6% of AK3761)
Emery 2811, SG-CD, 5W-30 Mobil Delvac I, 5W-30
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 19 L (5 gal) cans.
Friction modifier
Friction modifier mixing instructions (94% suspension oil, 6% friction modifier)
Part number
Amount of 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
Nitrogen gas used in HYDRAIR® II Suspension Cylinders must meet or exceed CGA specification G-10.1 for Type 1, Grade F Nitrogen Gas
8
Property
Value
Nitrogen
99.9% Minimum
Water
32 PPM Maximum
Dew Point
-55°C (-68°F) Maximum
Oxygen
0.1% Maximum
960E-1
01 Specification
CEN01001-00
NOTES
960E-1
9
CEN01001-00
01 Specification
960E-1 Dump truck Form No. CEN01001-00
10
960E-1
CEN10001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Steering circuit Steering circuit operation ...................................................................................................................................... 3 Steering circuit components.................................................................................................................................. 5 Flow amplifier operation........................................................................................................................................ 8 Steering/brake pump operation........................................................................................................................... 17 Steering cylinder wear data................................................................................................................................. 20
960E-1
1
CEN10001-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
Steering circuit operation Steering/brake pump (8, Figure 10-1) supplies oil to bleed down manifold (5) after ing through high pressure filter (9). This oil supply is then distributed to the various circuits.
CEN10001-00
The bleed down manifold performs many functions, including distribution of the steering circuit oil supply to steering accumulators (3) and flow amplifier (4). Oil is also provided to the brake circuit, the hoist circuit, the automatic lubrication system pump, and the optional radiator shutters, if installed.
FIGURE 10-1. STEERING CIRCUIT COMPONENTS - TYPICAL (Bottom View) 1. Steering Cylinders 2. Manifold 3. Steering Accumulators
960E-1
4. Flow Amplifier 5. Bleed Down Manifold 6. Hydraulic Tank
7. Shutoff Valve 8. Steering/Brake Pump 9. High Pressure Filter
10. Hoist Pump
3
CEN10001-00
10 Structure, functions and maintenance standard
Oil pressure from the bleed down manifold is routed back to the steering/brake pump and sensed by the “ACC” port on the unloader valve located on the bottom of the steering/brake pump case. The unloader valve regulates the system pressure between 22 060 kPa (3,200 psi) and 34 130 kPa (3,500 psi). Steering pressure switch (7, Figure 10-2) on the bleed down manifold activates a warning on the instrument if steering system pressure drops below 15 900 kPa (2,300 psi). Two nitrogen precharged steering accumulators (3, Figure 10-1) are mounted on the left frame rail behind the front tire. They provide an oil supply that is sufficient to allow the operator to steer the truck off the haul road and park in a safe area if a loss of steering circuit oil occurs. Steering accumulator bleed down solenoid (6, Figure 10-2) on the bleed down manifold is electrically activated to bleed the pressurized hydraulic oil from inside the accumulators back to the hydraulic tank whenever the key switch it turned to the OFF position. The bleed down manifold and steering accumulators supply oil to flow amplifier (4, Figure 10-1). The flow amplifier directs oil flow to the appropriate ports on the steering cylinders as determined by inputs from steering control unit (1, Figure 10-3) as the operator steers the truck. Oil entering the steering control unit is blocked until the steering wheel is turned in a desired direction. The steering control unit then directs oil to the flow amplifier, which in turn provides a high volume of oil to steering cylinders (1, Figure 10-1). Hydraulic oil at the opposite ends of the steering cylinders flows back through the flow amplifier and bleed down manifold to hydraulic tank (6). Oil flow to the brake apply circuit flows through a check valve, preventing loss of oil in the brake circuit if a loss of oil occurs in the steering circuit. Refer to Structure, functions and maintenance standard section Brake circuit for more information.
4
FIGURE 10-2. BLEED DOWN MANIFOLD 1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Spare Pressure Port 4. VHMS Pressure Sensor (Port TP2) 5. To Brake System 6. Steering Accumulator Bleed down Solenoid 7. Steering Pressure Switch 8. Supply To Flow Amplifier 9. Return From Flow Amplifier 10. To Front Steering Accumulator 11. To Rear Steering Accumulator 12. Relief Valve, 4100 kPa (600 psi) 13. Relief Valve, 27,500 kPa (4000 psi) 14. Auto Lube Pump Supply Port 15. Hoist Up Limit Solenoid Valve 16. Return From Hoist Pilot Valve 17. Hoist Pilot Valve, Power Down 18. Hoist Pilot Valve, Power Up 19. Return to Tank 20. Pressure to Unloader valve 21. Supply From Pump 22. Test Port (TP3) 23. Pilot Operated Check Valve 24. Quick Disconnect, Supply Port 25. Quick Disconnect, Return Port
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
Steering circuit components
Steering accumulators
Steering control unit
Two bladder type steering accumulators (3, Figure 10-1) are mounted on the left side of the truck. Each accumulator has a capacity of 62 liters (16.5 gallons), and each is precharged to 9 650 kPa (1,400 psi) with pure dry nitrogen.
Steering control unit (1, Figure 10-2) is mounted inside the cab and is directly coupled to the lower end of the steering column. Operation of the steering control unit is both manual and hydraulic in effect. This component incorporates a hydraulic control valve. Steering effort applied to the steering wheel by the operator actuates the valve, which in turn directs hydraulic oil through the flow amplifier valve to the steering cylinders to provide the operator with power steering.
FIGURE 10-3. STEERING CONTROL UNIT 1. Steering Control Unit
“T”: Tank Port “L”: Left Steer Port “P”: Pressure Supply Port “R”: Right Steer Port “LS”: Load Sense Port
High pressure filter High pressure filter (9, Figure 10-1) filters oil for the steering and brake circuits. If the filter element becomes restricted, a warning on the instrument is activated at 241 kPa (35 psi) differential. Oil will start to by the element when the pressure differential exceeds 345 kPa (50 psi).
960E-1
Oil entering the accumulators compresses the nitrogen in the bladder. The nitrogen pressure increases directly with steering circuit pressure. When steering circuit pressure reaches 34 130 kPa (3,500 psi), the unloader valve will unload the pump. The accumulators will contain a quantity of oil, under pressure and held by check valves in the bleed down manifold, that will be available for steering the truck. When system pressure drops to 22 060 kPa (3,200 psi), the pump output will again increase to refill the accumulators and increase the steering system pressure. The accumulators also provide oil for a limited period of time to be used in case the steering/brake pump becomes inoperative. A pressure switch located in the top of each accumulator monitors the precharge pressure when the key switch is turned ON before the engine is started. If the nitrogen pressure drops below 7 600 kPa (1,100 psi), a warning on the instrument is activated. A latching circuit prevents the warning from turning off when the engine is started and steering system pressure compresses the remaining nitrogen in the accumulator.
Do not operate the truck with a precharge pressure of less than 7600 kPa (1100 psi) in the accumulator. Low nitrogen pressure may not provide an adequate supply of steering system oil in some emergency conditions. If the low precharge warning remains active, wait approximately three minutes after the steering accumulators are completely depressurized to check the accumulator precharge pressure and recharge the accumulator, if necessary.
5
CEN10001-00
10 Structure, functions and maintenance standard
Bleed down manifold
Hoist up limit solenoid
Bleed down manifold (5, Figure 10-1) is located on the outside of the left frame rail just behind the accumulators.
Hoist up limit solenoid (24, Figure 10-4) is a 3-way valve that is activated by the hoist limit switch when the hoist cylinders approach the maximum extension limit. When activated, the solenoid will close the power up pilot line to the hoist valve from the hoist pilot valve mounted in the hydraulic cabinet.
The bleed down manifold receives oil from the steering/brake pump through a high pressure filter and directs oil to the steering accumulators, flow amplifier, brake circuit, and the automatic lubrication system pump. The manifold also provides hoist circuit control when the body is raised. Relief valve (13, Figure 10-2) limits the hydraulic supply pressure to the steering and brake circuits to 27 500 kPa (4,000 psi). Relief valve (12) provides maximum pressure protection of 4 100 kPa (600 psi) for the oil returning to the hydraulic tank. NOTE: The relief valves, steering accumulator bleed down solenoid, and hoist up limit solenoid are factory preset and cannot be individually rebuilt. Steering accumulator bleed down solenoid Each time the key switch is turned OFF with the truck stopped, steering accumulator bleed down solenoid (6) is energized. When the solenoid is energized, all hydraulic steering pressure (including the accumulators) is bled back to the hydraulic tank. Brake pressure, however, will not bleed down due to internal check valves in the brake manifold and bleed down manifold. After approximately 90 seconds, the solenoid will deenergize to close the return port to the hydraulic tank. By this time, all the oil in the accumulators should be returned to the hydraulic tank. At startup, the steering circuit and brake circuit will be charged. Steering pressure switch (7, Figure 10-2) will activate a low steering pressure warning until steering pressure reaches 15 900 kPa (2,300 psi).
Pilot operated check valve (30) is opened by power down pilot pressure line (19) to allow oil in the raise port to by hoist up limit solenoid (24) for the initial power down operation while the solenoid is activated by the hoist limit switch. Refer to Structure, functions and maintenance standard section Hoist circuit for more information. Quick disconnect ports Two quick disconnect ports on the bleed down manifold allow service personnel to connect an external hydraulic supply to allow operation of the truck steering and service brakes if the steering/brake pump or engine is not operational. The external supply is connected to port (24, Figure 10-2) and the return is connected to port (25). This feature should only be used for an emergency to allow operation of the truck to return to the shop for service or to move the truck out of haul road traffic. Flow amplifier Flow amplifier (4, Figure 10-1), located on the left frame rail in front of the accumulators, provides the steering circuit with the high volume of oil required for the steering cylinders. The flow amplifier uses the amount of flow from the steering control unit to determine a proportional amount of flow to send from the bleed down manifold to the steering cylinders.
If steering pressure falls below 15 900 kPa (2,300 psi) during operation, the low steering pressure warning light will illuminate until pressure returns to normal.
6
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-4. BLEED DOWN MANIFOLD SCHEMATIC 1. Steering/Brake Pump Inlet 2. VHMS Steering Pressure Test Port (TP2) 3. Steering Accumulator 4. APU Port 5. Pressure (to Steering Pump) 6. Steering Pressure Switch 7. (Not used) 8. Radiator Shutters (If installed) 9. Spare Pressure Port 10. Brake Circuit Supply 11. Steering Accumulator 12. Steering Circuit Supply to Flow Amplifier 13. Quick Disconnect, Supply Port 14. Steering Circuit Return From Flow Amplifier 15. Quick Disconnect, Return Port 16. Spare Return Port
960E-1
17. Auto Lube Pump Supply 18. Hoist Pilot Return 19. Hoist Pilot Power Down 20. Hoist Pilot Power Up 21. Tank Return Port 22. Hoist Power Up 23. Hoist Power Down 24. Hoist Up Limit Solenoid 25. Relief Valve - 27 500 kPa (4,000 psi) 26. Cavity Plug 27. Steering Accumulator Bleed down Solenoid 28. Relief Valve - 4 100 kPa (600 psi) 29. Pilot Operated Check Valve 30. Pilot Operated Check Valve 31. Test Port (TP3)
7
CEN10001-00
10 Structure, functions and maintenance standard
Flow amplifier operation
No steer
Refer to Figure 10-5 through Figure 10-8 for oil flow paths during the following conditions:
Refer to Figure 10-5.
• No steer • Steering left • Steering right • No steer, external shock load
High pressure oil from the steering pump and steering accumulators is available through the bleed down manifold to the “HP” port on the flow amplifier. Upon entering the priority valve, the oil 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 steering control unit, the oil goes to a closed area in the control. As pressure builds up in these two areas, oil es 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 3 500 kPa (500 psi), the spool moves, compressing its spring and closing off oil supply through area “A”, resulting in high pressure at “PP” but only 3 500 kPa (500 psi) at the amplifier spool and steering control unit.
8
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-5. FLOW AMPLIFIER - NO STEER
960E-1
9
CEN10001-00
10 Structure, functions and maintenance standard
Steering left
This combined oil going to the center area “Q” of the directional valve es out port “CL” of the flow amplifier 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, through the directional valve to area “M”, through return check valve “N”, and exit port “HT” to the hydraulic reservoir.
Refer to Figure 10-6. When the operator turns the steering wheel to the left, the steering control unit is opened to allow oil coming in port “P” to to the gerotor section of the control unit to turn the rotor. Oil in the other side of the gerotor flows through other ages in the control unit valve and out steering control unit port “L”. This oil enters port “L” of the flow amplifier and goes to a closed area “B” in the directional valve. As pressure in area “B” builds, it also es 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 through the directional valve to area “D” of the amplifier valve, through holes in sleeve “E” to a age between sleeve “E” and valve “F”, and 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 outside of sleeve “E”, around pin “H”, through orifice “J” to build pressure on the end of the amplifier valve, and opens hole “G” just enough to allow the flow of oil coming from the steering control unit to to the control area of the directional valve.
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 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 through the amplifier valve to operate the steering cylinders. The flow amplifier valve includes a relief valve in the priority valve spring area that is used to control maximum steering working pressure to 21 000 kPa (3,045 psi), even though supply pressure coming in to port “HP” is higher. When 21 000 kPa (3,045 psi) is obtained, the relief valve prevents the “LS” pressure from increasing, thereby allowing the priority valve to compress the spring enough to close off area “A” when 21 000 kPa (3,045 psi) is present.
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”. 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 age of oil through holes “K” past the valve body is metered by holes “K” being opened the same proportion as hole “G”. The number of holes “K” (7) in sleeve “E” determine the amount of additional oil that is added to the steering control unit oil ing through hole “G”.
10
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-6. FLOW AMPLIFIER - STEERING LEFT
960E-1
11
CEN10001-00
10 Structure, functions and maintenance standard
Steering right Refer to Figure 10-7. There are only a few differences between steering left and steering 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 oil flows through the amplifier valve in exactly the same way. The combined oil from the amplifier valve es 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 to the right. The returning oil comes back through port “CL” to go to the tank. The “LS” oil operates exactly the same as steering left.
12
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-7. FLOW AMPLIFIER - STEERING RIGHT
960E-1
13
CEN10001-00
10 Structure, functions and maintenance standard
No steer, external shock load Refer to Figure 10-8. 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 ages to ports “CL” and “CR”. This creates a hydraulic lock on the steering cylinders to prevent their movement. If the tires hit an obstruction that causes a large shock load, forcing 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 at port “CR” will open at its adjusted setting of 24 000 kPa (3,480 psi) and allow oil to escape from the pressurized ends of the cylinders, preventing a higher pressure. 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.
14
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
FIGURE 10-8. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
960E-1
15
CEN10001-00
1. Plug 2. O-ring 3. Spring 4. Back-Up Ring 5. O-Ring 6. Back-Up Ring 7. O-Ring 8. O-Ring 9. O-Ring 10. Back-Up Ring 11. Spring 12. Control Piston Sleeve 13. Spring 14. Control 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. Link 24. O-Ring 25. Stroke Adjuster 26. Retainer Ring 27. Pin 28. Swashblock 29. Dowel Pin 30. Saddle 31. Roll Pin 32. Retainer Ring 33. Ball Bearing 34. Shaft Retainer Ring 35. Driveshaft 36. Seal Retainer 37. Pump Housing 38. Shaft Seal 39. O-Ring 40. Fulcrum Ball 41. Cylinder Bearing 42. O-Ring 43. Elbow Fitting 44. Piston/Shoe Assembly 45. Cylinder Barrel 46. Gasket 47. Bearing 48. Valve Plate 49. Capscrew 50. O-Ring 51. Cover 52. Seal 53. Cap
16
10 Structure, functions and maintenance standard
FIGURE 10-9. STEERING PUMP COMPONENTS
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
Steering/brake pump operation
High altitude operation
The steering/brake pump is mounted on the rear of the hoist pump. The driveshaft mates with an internally splined coupling inside the hoist pump when the pump is bolted in place.
Stroke adjuster (3, Figure 10-10) is set at the factory to provide maximum pump flow so adjustment is not normally required. If the truck is operated at high altitude locations of 3 050 meters (10,000 feet) or more above sea level, it may be necessary to readjust the stroke control to reduce pump flow to prevent pump cavitation under certain conditions. If the truck is operating at high altitude and problems occur, consult your Komatsu service representative for adjustment procedures.
The steering/brake pump is a pressure compensated piston-type pump with an unloader valve. The pressure compensator is adjusted to 26 200 kPa (3,800 psi). The pump-mounted unloader valve maintains system pressure between 12 060 kPa (3,200 psi) and 24 130 kPa (3,500 psi). Oil flow from the pump is routed through a high pressure filter, then to the bleed down manifold, where the flow is directed to the steering circuit and to the brake apply circuit components located in the hydraulic brake cabinet.
Figure 10-10 shows the steering/brake pump and the location of the pressure control adjustments and stroke (flow) adjuster. Refer to Figure 10-11 for the pump pressure control schematic.
Normal operation Driveshaft (35, Figure 10-9) runs through the centerline of pump housing (37) and valve plate (48). Cylinder barrel (45) is splined to the drive shaft. Ball bearing (33) s the outboard end of the driveshaft, and bushing-type bearing (47) s the inboard end. The pump cylinder barrel is carried in a polymerous (journal type) bearing (41). The valve plate has two crescent shaped ports (inlet and outlet). Piston/shoe assemblies (44) in the cylinder barrel are held against swashblock (28) by shoe retainer (17). The shoe retainer is held in position by fulcrum ball (40), which is forced outward by retainer springs (13). The springs act against cylinder barrel (45), forcing it against the valve plate while also forcing the piston shoes against the swashblock. The semi-cylindrical shaped swashblock limits the piston stroke and can be swiveled in arc shaped saddle bearings (21). The cradle is swiveled by control piston (14).
960E-1
FIGURE 10-10. PUMP ASSEMBLY 5. Compensator 1. Outlet Port Pressure Adjust 2. Case Drain 6. 4-Way Valve 3. Stroke Adjuster 7. GPA Test Port 4. Unloader Valve 8. GP2 Test Port Pressure Adjust 9. “ACC” Port
17
CEN10001-00
10 Structure, functions and maintenance standard
FIGURE 10-11. STEERING PUMP PRESSURE CONTROL SCHEMATIC 1. 4-Way Valve 2. Unloader Control Block 3. “ACC” Port
4. Pressure Compensator Control Block 5. Case Drain
6. GP2 Port 7. GP4 Port 8. GPA Test Port
Neutral position Neutral position (Figure 10-12) results when control piston (1) centers swashblock (4). The swashblock angle is zero and the swashblock face is parallel to cylinder face. Therefore, no inward or outward motion of pistons (3) exists as the piston shoes rotate around the swashblock face. The lack of inward and outward motion results in no fluid being displaced from the piston bores to the crescents in the valve plate and, subsequently, no delivery from pump ports.
FIGURE 10-12. PUMP IN NEUTRAL POSITION 1. Control Piston 2. Splined Housing
18
3. Piston 4. Swashblock
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
Full pump volume
Half pump volume
Control piston (1, Figure 10-13) controls the angle of swashblock (4). When the control piston moves to the full right position, the pump is at maximum pumping capacity.
The position of control piston (1, Figure 10-14) is near the center of its travel. Swashblock (4) is not angled as steeply as before. Therefore, the pistons have a shorter stroke. As the piston stroke gets shorter, the pump output also decreases.
The driveshaft turns splined housing (2), which contains pistons (3). When the housing is rotated, the pistons move in and out of their bores and the piston shoes “ride” against the angled swashblock. 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 oil from port “A” into the piston bore until its outermost stoke is reached. At that point, the piston bore es from the left crescent port to the right crescent port. 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 its innermost stroke is reached. At that point, the piston bore again es from the right to the left side crescent and the operating cycle is repeated.
FIGURE 10-14. HALF PUMP VOLUME 1. Control Piston 2. Splined Housing
3. Piston 4. Swashblock
FIGURE 10-13. FULL PUMP VOLUME 1. Control Piston 2. Splined Housing
960E-1
3. Piston 4. Swashblock
19
CEN10001-00
10 Structure, functions and maintenance standard
Steering cylinder wear data
Criteria No.
1
No. 2
20
Check item Clearance between piston rod and bushing
Check item Spherical bearing wear
Standard size 90
Tolerance
Standard clearance
Shaft
Holes
-0.036 -0.090
+0.048 0.084 - 0.347 mm +0.257
Clearance limit 0.647 mm
Criteria New bearing diameter
Maximum wear - 1%
128.02 mm (5.04 in.)
1.28 mm (0.05 in.)
Remedy
Replace bushing
Remedy Replace bearing
960E-1
10 Structure, functions and maintenance standard
CEN10001-00
NOTES
960E-1
21
CEN10001-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10001-00
22
960E-1
CEN10002-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Hoist circuit Hoist circuit operation ........................................................................................................................................... 3 Hoist circuit components ....................................................................................................................................... 4 Hoist pilot valve operation..................................................................................................................................... 8 Hoist cylinder wear data...................................................................................................................................... 18
960E-1
1
CEN10002-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
Hoist circuit operation Hydraulic fluid is supplied by a tank (1, Figure 10-1) located on the left frame rail. Hydraulic oil is routed to hoist pump (2). A second pump, coupled to the rear of the hoist pump, supplies oil for the steering and brake systems. The pumps are driven by an accessory drive at the end of the traction alternator. Hoist pump output is directed to a pair of high pressure filters (3) mounted to the inboard side of the fuel tank. Hydraulic oil from the hoist filters is directed to hoist valve (7), which is mounted above the pumps.
CEN10002-00
The hoist valve directs oil to hoist cylinders (10) for raising and lowering of the dump body. Hoist valve functions are controlled by the operator through the hoist control lever that is connected to hoist pilot valve (4) located in the hydraulic brake cabinet.Hoist limit solenoid (5), located in the bleed down manifold, shifts the hoist valve out of POWER UP before the hoist cylinders extend to their maximum physical limit. When the hoist valve is in the HOLD or FLOAT position, hoist circuit oil flows to the front and rear service brakes, cooling the wet disc brakes during truck operation.
FIGURE 10-1. HOIST CIRCUIT SCHEMATIC 1. Hydraulic Tank 2. Hoist Pump 3. High Pressure Filter 4. Hoist Pilot Valve 5. Hoist Limit Solenoid
960E-1
6. Pilot Operated Check Valve 7. Hoist Valve 8. Brake Cooling Oil Supply (Front) 9. Brake Cooling Oil Supply (Rear) 10. Hoist Cylinder
11. Quick Disconnect 12. Overcenter Manifold 13. Check Valve 14. Counterbalance Valve 15. Bleed Down Manifold
3
CEN10002-00
10 Structure, functions and maintenance standard
Hoist circuit components
Hoist valve
Hydraulic tank
The hoist valve (Figure 10-2) is mounted on a modular assembly containing the hoist valve, overcenter manifold, and both hydraulic pumps. This assembly is bolted to brackets attached to the frame rails behind the main alternator. The hoist valve is a split spool design. The term “split spool” describes the spool section of the valve.
The hydraulic tank supplies hydraulic oil for the hoist, steering and brake circuits. The hydraulic tank is located on the left frame rail in front of the rear wheels. Type C-4 hydraulic oil is recommended for use in the hydraulic system. Oil used in the hoist circuit flows through 100 mesh wire suction strainers to the inlet hoses of the pump. Air drawn into the tank during operation is filtered by air filters located on the top of the hydraulic tank. The oil level can be checked visually at sight glasses located on the face of the hydraulic tank.
The hoist valve precisely follows the differential pressure input signals generated by the hoist pilot valve when the operator moves the hoist control lever while raising and lowering the dump body.
Hoist pump The hoist pump is a tandem, gear type pump driven by a driveshaft on the end of the traction alternator. The pump has a total output of 931 L/m (246 gpm) at 1,900 rpm and 18 960 kPa (2,750 psi). A smaller piston type, pressure compensated pump, rated at 250 l/m (66 gpm) @ 1,900 rpm, is coupled to the hoist pump. It supplies oil to the steering system and brake apply system. Hoist pressure is limited to 18 960 kPa (2,750 psi) by internal relief valves located in the hoist control valve inlet sections. High pressure filters Hoist pump output oil is directed to the high pressure filters mounted on the inboard side of the fuel tank. The filter assemblies are equipped with a by valve which permits oil flow if the filter element becomes excessively restricted. Flow restriction through the filter element is sensed by an indicator switch which will activate a warning in the cab to indicate that filter service is required when the restriction reaches approximately 241 kPa (35 psi). Actual filter by will start to occur when the filter element restriction reaches approximately 345 kPa (50 psi).
4
FIGURE 10-2. HOIST VALVE 1. Inlet Section 2. Work Ports Spool Section 3. Tank Ports Spool Section
4. Inlet Section 5. Inlet Port 6. Outlet Port 7. Spool Section Cover 8. Separator Plate
960E-1
10 Structure, functions and maintenance standard
Inlet sections Each of the front and rear inlet sections of the hoist valve contains of the following components:
CEN10002-00
Work ports (rear) spool section The rear spool section of the hoist valve consists of the following components:
• Flow control valve and main relief valve
• Pilot ports
• Secondary low pressure relief valve
• Main spools
• Anti-void check valve
• Work ports
• Load check valve
• Check poppets
The flow control portion of the flow control and main relief valves allow pump flow to be diverted to the service brake cooling circuit unless the body is being raised or lowered. The relief portion of this valve is direct-acting and has the capacity to limit the maximum working pressure at full pump flow. The secondary low pressure relief valve is located between the low pressure core and the outlet to the brake cooling circuit. It provides pressure relief if pressure spikes occur in the low pressure age area. 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. Tank ports (front) spool section The primary low pressure valves are located in the front spool section of the hoist valve. These valves maintain back pressure on the low pressure age and direct the hoist cylinder return oil back to the hydraulic tank.
960E-1
The pilot ports are located in the spool section cover. These ports provide connections for a pilot line to the hoist pilot valve. Each work port has a corresponding pilot port. The work ports provide for a line connection between the spool section and the hoist cylinders. One main spool for each work port is spring biased on both ends. This blocks the work port from the high and low pressure cores when there is no flow through the spool cross-holes. When there is flow through the pilot ports to the spools, a positive differential pressure occurs at the top of the spool, overcomes the bottom spring bias and causes the spool to shift, connecting the work port to the high pressure core. When there is flow from the main valve work port to the pilot port through the cross-holes, a positive differential pressure at the bottom of the spool occurs, overcoming the top spring bias and the spool will shift to connect the work port to the low pressure core. The check poppets located in the spool section permit free flow from the work port to the pilot port and restrict flow from the pilot port to the work port. These check poppets control spool response and spool movements during void conditions.
5
CEN10002-00
10 Structure, functions and maintenance standard
Hoist pilot valve
Bleed down manifold
Hoist pilot valve (1, Figure 10-3) is mounted in the hydraulic components cabinet behind the operator’s cab. The hoist pilot valve spool is spring centered to the neutral position and is controlled directly by the operator through a lever mounted on the console between the operator and enger seat. A cable connects the cab mounted lever to the hoist pilot valve in the hydraulic components cabinet.
The pilot valve/hoist valve hydraulic circuit is routed through the bleed down manifold located on the left frame rail. The hoist limit solenoid and pilot operated check valve described below are contained in the manifold. Refer to Structure, functions and maintenace standard section Steering circuit for more information about the bleed down manifold.
When the operator moves the hoist control lever, the pilot valve spool moves and directs pilot flow to the appropriate pilot port on the hoist valve. The pilot flow causes the main spool to direct oil flow to the hoist cylinders. The hoist pilot valve is equipped with a one-way load check valve which allows free flow from the center age to bridge core and prevents reverse flow. The valve also contains power down relief valve (2), which is used to limit the power down pressure to 10 400 kPa (1,500 psi).
Hoist limit solenoid Hoist limit solenoid (5, Figure 10-1), located on the bottom of the bleed down manifold, is used in the hydraulic circuit to prevent maximum hoist cylinder extension. The 3-way valve solenoid valve is controlled by a proximity switch (hoist limit switch) located near the body pivot and the right rear suspension upper mount. When the body is nearly fully raised, the body activates the magnetic proximity switch, signalling the solenoid to open the “raise” pilot line to the tank, and close the “raise” pilot line to the hoist valve, thus stopping further oil flow to the hoist cylinders. Pilot operated check valve Pilot operated check valve (6, Figure 10-1), located in the bleed down manifold, is opened by power down pilot pressure to allow oil in the raise port to by the hoist limit solenoid for initial power down operation while the solenoid is activated by the hoist limit switch.
FIGURE 10-3. HOIST PILOT VALVE 1. Hoist Pilot Valve 2. Power Down Relief Valve 3. Supply Port
6
4. To Hoist Valve (Rod End) 5. To Hoist Valve (Base End) 6. Return to Tank
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
Overcenter manifold Overcenter manifold (4, Figure 10-4) contains counterbalance valve (2), which controls the pressure of the cushion of oil in the annulus area of the hoist cylinder when the body approaches the maximum dump angle. The counterbalance valve limits the maximum pressure buildup by relieving pressure in excess of 20 400 kPa (3,000 psi), preventing possible seal damage. Quick disconnect fittings (5) allow dumping of the load in a disabled truck by connecting jumper hoses to the hydraulic system of an operational truck.
FIGURE 10-4. PUMP MODULE 1. Hoist Valve 2. Counterbalance Valve 3. Needle Valve
960E-1
4. Overcenter Valve 5. Quick Disconnects 6. Steering/Brake Pump 7. Hoist Pump
7
CEN10002-00
10 Structure, functions and maintenance standard
Hoist pilot valve operation
Float position with body down
Refer to Figure 10-5 through Figure 10-9 for oil flow paths during the following hoist circuit conditions:
Refer to Figure 10-5.
• Float (with body down) • Power up • Hold • Power down • Float
Figure 10-5 shows the position of the hoist pilot valve when the truck body is resting on the frame. However, the hoist valve internal valves and spools will be in the position shown in Figure 10-7. Oil from the hoist pump enters the inlet sections of the hoist valve in supply port (11), es through load check valve (18), and stops at closed high pressure age (19) at rod end spool (7) and head end spool (8). Pressure builds to approximately 414 kPa (60 psi) on the pilot of flow control valve (2), causing the valve to compress the spring and open, which allows the oil to flow the through brake cooling circuit port (23) to the service brakes for brake disc cooling and eventually back to the tank. Between brake cooling circuit port (23) and the brakes or heat exchanger, the cooling supply tee’s to orificed regulator valves. If supply pressure attempts to increase above 240 kPa (35 psi), the regulator valve opens and dumps to the hydraulic tank. Oil also flows out of pilot supply port (12) of the hoist valve to pilot supply port port (12) of the hoist pilot valve, through the hoist pilot valve spool, and out through tank return port (10) to the hydraulic tank. This oil flow is limited by orifices in the inlet sections of the hoist valve and, therefore, has no pressure buildup.
8
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-5. FLOAT POSITION (BODY DOWN) 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool 960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
9
CEN10002-00
10 Structure, functions and maintenance standard
The hoist pilot valve spool is moved to the power up position when the operator moves the lever rearward in the cab. The pilot supply oil coming in pilot supply port (12) of the hoist pilot valve is prevented from returning to the hydraulic tank. Instead, the oil is directed out raise pilot port (14), through hoist limit solenoid (13) in the bleed down manifold, and into raise pilot port port (14) of the hoist valve.
No pressure is present on the top of rod end spool (7). Cylinder return pressure es through the check-poppet in the bottom of rod end spool (7) to build pressure under the spool, which moves the spool upward, thus compressing the top spring. This movement allows the returning cylinder oil to flow into low pressure age (20) to primary low pressure relief valve (22). Approximately 179 kPa (26 psi) causes this relief valve to open, allowing the oil to flow through tank return port (10) to the hydraulic tank.
From there it goes to the top of head end spool (8) and builds pressure on the end of the spool, causing the spool to move down and compress the bottom spring, thus connecting high pressure age (19) to head end work port (9). Working oil flow in the high pressure age is now allowed to flow through head end spool (8) and out head end work port (9) to extend hoist cylinders (6).
If the load ing over the tail of the body during dumping causes the body to raise faster than the oil is being supplied by the pump, the return oil from the annulus area of hoist cylinders (6) that is ing through the counterbalance valve in overcenter manifold (24) controls how fast the hoist cylinders can extend due to the external force of the load. The speed is controlled by counterbalance valve.
Even though a small amount of oil flows through the check poppet in the top of head end spool (8), pressure at raise pilot ports (14) increases to slightly higher pressure than the required hoist cylinder pressure. As a result, the pressure in pilot supply 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) and to hoist cylinders (6) to extend them. At this time, oil flow to the brake cooling circuit is stopped.
During the normal raise process, the raise pilot pressure supplied to the counterbalance valve will open the cylinder return ports fully whenever the raise pressure is above 4 600 kPa (666 psi). As the load shifts toward the tail of the body, the raise pressure decreases. As it drops below 4 600 kPa (666 psi), the counterbalance valve starts restricting oil flow, causing a back pressure to the annulus area. If the raise pressure were to drop to 0, return pressure would increase to 20 400 kPa (3,000 psi) maximum.
Power up operation Figure 10-6.
If, at any time, the resistance to the flow of the pump oil coming into the inlet section causes the pressure to increase to 18 960 kPa (2,750 psi), the pilot pressure against hoist relief valve (1) causes it to open and allow oil to flow through brake cooling circuit port (23) and to return to the hydraulic tank. As the hoist cylinders extend, oil in the annulus area of all three stages must exit sequentially from the cylinders. Initially, rod end spool (7) ports are closed. As the returning oil entering rod end work port (5) builds low pressure, it flows through the checkpoppet in the top of the spool, through down pilot ports (15), through the pilot valve spool, through tank return port (10) of the pilot valve, to the bleed down manifold and to the hydraulic tank.
10
When the operator releases the hoist control lever, the valves change to the HOLD position. If the body rises to the position that activates the hoist limit switch, located above the right rear suspension, before the operator releases the lever, hoist limit solenoid (13) is energized. The solenoid valve closes raise pilot port (14) on the hoist and releases the hoist pilot valve raise pilot pressure at port (14) to the tank, allowing head end spool (8) to center and shut off the supply of oil to the hoist cylinders. This prevents maximum extension of the hoist cylinders.
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-6. POWER UP POSITION 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool
960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
11
CEN10002-00
10 Structure, functions and maintenance standard
Hold operation Refer to Figure 10-7. The pilot valve spool is positioned to allow the pilot supply oil entering pilot supply port (12) to return to the hydraulic tank through head end work port (10). Pilot supply pressure in pilot supply ports (12) then decreases to no pressure, allowing flow control valve (2) to open and route the incoming pump oil through brake cooling circuit port (23) and back to the hydraulic tank. Both raise pilot port (14) and down pilot port (15) in the pilot valve are closed by the pilot valve spool. In this condition, pressure is equalized on each end of each rod end spool (7) and head end spool (8), allowing the springs to center the spools and close all ports to trap the oil in hoist cylinders (6) and hold the body in its current position.
12
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-7. HOLD POSITION 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool
960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
13
CEN10002-00
10 Structure, functions and maintenance standard
Power down operation Refer to Figure 10-8. When the operator moves the hoist control lever to lower the body, the hoist pilot valve is positioned to direct the oil in pilot supply ports (12) through down pilot ports (15) to the top of rod end spool (7). Pilot pressure increases to move the spool down, compressing the bottom spring. Movement of the spool connects high pressure age (19) to the rod end (annulus area) of the hoist cylinders. At the same time, flow control valve (2) is forced to close as pilot pressure increases, thus directing the incoming pump oil to the hoist cylinders through rod end spool (7) and the check valve in the overcenter manifold rather than back to the hydraulic tank. Oil flow to the brake cooling circuit ceases when the flow control valve closes. If the body is at the maximum up position, the hoist limit switch has the hoist up limit solenoid activated, therefore closing raise pilot port (14) on the hoist valve. Power down pilot pressure in ports (15) pushes open pilot operated check valve (21), located in the bleed down manifold, so the pilot pressure in ports (14) is open to the tank through the pilot valve spool. As oil attempts to return from the head end of the hoist cylinders, it initially encounters 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 enter low pressure age (20), build up 179 kPa (26 psi) to open primary low pressure relief valve (22) and exit the hoist valve through tank return port (10) to the hydraulic tank. As the dump body descends and the hoist limit solenoid is no longer activated, pilot operated check valve (21) is no longer necessary.
14
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-8. POWER DOWN POSITION 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool
960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
15
CEN10002-00
10 Structure, functions and maintenance standard
Float operation Refer to Figure 10-9. When the operator releases the hoist control lever as the body travels down, the hoist pilot valve spool returns to the FLOAT position. In this position, all ports (10), (12), (14), and (15) are common with each other. Therefore, the pilot supply oil is returning to the hydraulic tank with no pressure buildup, thus allowing flow control valve (2) to remain open to allow the pump oil to flow through brake cooling circuit port (23) and eventually return to the hydraulic tank. With no blockage of either raise pilot port (14) or down pilot port (15) in the pilot valve, there is no pressure on the top of either main spool. The oil returning from the head end of hoist cylinders (6) builds pressure on the bottom of head end spool (8) exactly like in POWER DOWN, allowing the returning oil to transfer to low pressure age (20). The back pressure in the low pressure age, created by primary low pressure relief valve (22), causes pressure under rod end spool (7) and moves the spool upward. This connects the low pressure age to the rod end of the hoist cylinders. The 179 kPa (26 psi) in low pressure age (20) causes oil to flow to the rod end of hoist cylinders (6) 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 ages.
16
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
FIGURE 10-9. FLOAT POSITION 1. Hoist Relief Valve (2,750 psi) 2. Flow Control Valve 3. Secondary Low Pressure Valve (250 psi) 4. Snubber Valve 5. Rod End Work Port 6. Hoist Cylinders 7. Rod End Spool 8. Head End Spool
960E-1
9. Head End Work Port 10. Tank Return Port 11. Supply Port 12. Pilot Supply Port 13. Hoist Limit Solenoid 14. Raise Pilot Port 15. Down Pilot Port 16. Power Down Relief Valve (1,500 psi)
17. Anti-Void Check Valve 18. Load Check Valve 19. High Pressure age 20. Low Pressure age 21. Pilot Operated Check Valve 22. Primary Low Pressure Relief Valve (26 psi) 23. Brake Cooling Circuit Port 24. Overcenter Manifold
17
CEN10002-00
10 Structure, functions and maintenance standard
Hoist cylinder wear data
No. 1
Cylinder housing
2
1st stage (13.0 in. rod)
3
4
Criteria
Check item
2nd stage (10.5 in. rod) 3rd stage (7.0 in. rod)
New
Rebuilt
I.D.
355.625 ± 0.076 mm (14.001 ± 0.003 in.)
355.879 ± 0.330 mm (14.011 ± 0.013 in.)
O.D.
330.175 ± 0.025 mm (12.999 ± 0.001 in.)
330.175 ± 0.025 mm (12.999 ± 0.001 in.)
I.D.
298.475 ± 0.076 mm (11.751 ± 0.003 in.)
374.929 ± 0.330 mm (14.761 ± 0.013 in.)
O.D.
269.215 ± 0.025 mm (10.599 ± 0.001 in.)
269.215 ± 0.025 mm (10.599 ± 0.001 in.)
I.D.
241.325 ± 0.076 mm (9.501 ± 0.003 in.)
241.579 ± 0.330 mm (9.511 ± 0.013 in.)
O.D.
177.775 ± 0.025 mm (6.999 ± 0.001 in.)
177.775 ± 0.025 mm (6.999 ± 0.001 in.)
No.
Check item
5
Spherical bearing Upper bearing wear Lower bearing
18
Criteria
Remedy
Rebuild/replace cylinder
Remedy
New bearing diameter
Maximum wear - 1%
164.465 mm (6.475 in.)
1.625 mm (0.064 in.) Replace bearing 2 mm (0.079 in.)
200 mm (7.874 in.)
960E-1
10 Structure, functions and maintenance standard
CEN10002-00
NOTES
960E-1
19
CEN10002-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10002-00
20
960E-1
CEN10003-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Brake circuits General information .............................................................................................................................................. 3 Service brake circuit operation.............................................................................................................................. 4 Secondary braking and auto apply ....................................................................................................................... 4 Parking brake circuit operation ............................................................................................................................. 6 Wheel brake lock circuit operation ........................................................................................................................ 7 Brake warning circuit operation............................................................................................................................. 7 Brake assembly wear data.................................................................................................................................... 9
960E-1
1
CEN10003-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
General information The Komatsu truck is equipped with an all-hydraulic actuated wet disc service brake system. The brake system utilizes Type C-4 hydraulic oil provided by the brake/steering pump from the main hydraulic tank for brake application. Brake disc cooling during truck operation is provided by the hoist circuit pump through the hoist valve. A disc type parking brake, located in the rear axle housing, is attached to each wheel motor. The fundamental function of the brake system is to provide an operator with the the necessary control for stopping the truck in either a slow modulating fashion or in as short a distance as reasonably possible. Outlined below are the functions that Komatsu feels are necessary for safe truck operation: • Warn the operator as soon as practical of a serious or potentially serious loss of brake pressure so that proper action can be taken to stop the truck before the secondary system is exhausted of its power. • Provide secondary brake circuits so that any single failure leaves the truck with sufficient stopping power. • Automatically apply the service brakes if low pressure warnings are ignored and pressures continue to decrease.
CEN10003-00
The brake system consists of several major valve components: the dual circuit brake valve, two hydraulically-operated dual relay valves, the brake manifold and two accumulators. The dual circuit brake valve is the only component located in the operator's cab. The dual relay valve for the front brakes, the brake manifold, and the electrical components are located in the hydraulic brake cabinet behind the cab (see Figure 10-1). The dual relay valve for the rear brakes is located in the rear axle housing. The two accumulators are mounted on the frame rail behind the right front tire. The brake manifold contains dual circuit isolation check valves, accumulator bleed down valves, and valves for the brake lock, parking brake and automatic apply functions. All of these components are screw-in cartridge type valves. There are two independent means of brake actuation provided for the operator: the service brake/retarder pedal and the wheel brake lock switch. Additionally, the brakes will apply automatically if the brake system supply drops below a predetermined pressure. NOTE: The following brake circuit descriptions should be used in conjunction with the hydraulic brake system schematic located in the Diagrams and drawings section.
• Provide a wheel brake lock to relieve the operator from holding the brake pedal while at the dump or shovel. • Provide a spring-applied parking brake for holding (not stopping) the truck during periods other than loading or dumping. • The brake system should be easy to diagnose and service.
960E-1
3
CEN10003-00
10 Structure, functions and maintenance standard
Service brake circuit operation
Secondary braking and auto apply
This portion of the system provides the operator with the precise control that is necessary 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 foot-operated, dual circuit brake valve located in the cab. This valve enables the operator to control the relatively high pressure energy within the brake accumulators directed to the brakes.
A fundamental function of the secondary 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, accumulators, 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.
There are two valves in the dual circuit brake valve. One supplies pressure to dual relay valve (1, Figure 10-1) in the hydraulic brake cabinet to provide apply pressure for the front brakes. The other supplies pressure to a dual relay valve located in the rear axle housing to provide apply pressure for the rear brakes. As the brake pedal is depressed, each valve within the dual circuit brake valve simultaneously delivers hydraulic oil from its respective accumulator to the dual relay valves, which then deliver hydraulic oil to the wheel brakes at a pressure that is proportional to both pedal position and the force being applied to the pedal. The further the pedal is depressed, the higher the brake force, which gives the operator a very positive feel of control. Brake accumulators have two functions: storing energy for reserve braking in the event of a failure and providing rapid oil flow for good brake response. Depressing the brake pedal also actuates stop light pressure switch (20), which in turn activates the brake light on top of the cab, the stop/tail lights on the rear axle housing and the propulsion interlock.
NOTE: For an internal view of the brake valve, refer to Figure 10-2.
4
The brake accumulators perform two functions: provide rapid flow for good response and store energy for secondary braking. The check valves ensure that this energy is retained if a failure should occur in the brake system supply or an accumulator circuit. An additional check valve, located between the supply line from the steering/brake pump and the brake manifold, provides additional protection against pressure loss if the oil supply is interrupted. If a failure occurs in the pump, steering, or either brake accumulator circuit, a low brake pressure warning light located on the overhead in the cab will illuminate, and an audible alarm will sound, indicating that the vehicle should be stopped as soon as practical. When the pressure in one accumulator circuit is lower than the preset level, all the service brakes will be automatically applied. Automatic brake application is accomplished by automatic apply sequence valve (8, Figure 10-1) located in the brake manifold. This valve senses the lower brake accumulator pressure. When the pressure is less than 11 400 kPa (1,650 psi), the valve shifts, operating the brake treadle valve hydraulically which, in turn, applies pressure to the dual relay valves, applying all the brakes. Regardless of the nature or location of a failure, sensing the lowest brake accumulator circuit pressure ensures two to four full brake applications after the low brake pressure warning light and alarm activate and before automatic apply activates. This allows the operator the opportunity to safely stop the truck after the warning occurs.
960E-1
10 Structure, functions and maintenance standard
CEN10003-00
FIGURE 10-1. HYDRAULIC BRAKE CABINET 1. Dual Relay Valve 2. Hoist Pilot Valve 3. Relief Valve (Hoist Power Down) 4. Brake Lock Shuttle Valve 5. Brake Manifold 6. Brake Oil Supply Pressure Test Port (SP3) 7. Rear Brake Accumulator Bleed Valve 8. Automatic Apply Sequence Valve 9. Front Brake Accumulator Bleed Valve 10. Parking Brake Solenoid Valve (SV2) 11. Brake Lock Apply Pressure Test Port (PP3) 12. Pressure Reducing Valve (PR)
960E-1
13. Brake Lock Solenoid Valve (SV1) 14. Parking Brake Release Pressure (PK2) 15. Low Accumulator Test Port (LAP1) 16. Low Brake Pressure Switch 17. Parking Brake Pressure Switch 18. Automatic Brake Apply Solenoid Valve (SV3) 19. Junction Manifold 20. Stop Light Pressure Switch 21. Brake Lock Degradation Switch 22. Rear Brake Pressure Test Port (BR) 23. Front Brake Pressure Test Port (BF)
5
CEN10003-00
Parking brake circuit operation The parking brakes are spring applied and hydraulically released. Whenever the parking brake solenoid is de-energized, the spring in the solenoid valve will shift the spool, diverting oil pressure from the parking brakes to direct the oil back to the hydraulic tank. Normal operation (key switch ON, engine on) • Directional control lever in PARK Automatic brake apply solenoid (18, Figure 10-1) is energized, causing all four service brakes to apply. After one second, parking brake solenoid (10) is de-energized. The oil pressure in the parking brake lines returns to tank and the springs in the parking brake apply the brake. Parking brake pressure switch (17) closes, completing a path to ground and illuminating the parking brake light on the status indicator dash . After a 1/2 second, the automatic brake apply solenoid is de-energized, causing the service brakes to release.
10 Structure, functions and maintenance standard
If a loss of supply pressure occurs with the directional control lever in F, R, or N, the parking brake solenoid will still be energized. The supply circuit that lost pressure is still open to the parking brake pistons. To prevent parking brake pressure oil from returning to the supply circuit, a check valve in the parking brake circuit traps the oil, holding the parking brake in the released position. NOTE: Normal internal leakage in the parking brake solenoid may allow leakage of the trapped oil to return to tank and eventually allow parking brake application. If 24 volt power to the parking brake solenoid is interrupted, the parking brake will apply at any truck speed. The spring in the solenoid will cause it to shift, opening a path for the oil pressure in the parking brake line to return to tank, and the springs in the parking brake will apply the brake. Parking brake pressure switch (17) will close, completing a path to ground and interrupting propulsion.
• Directional control lever in F, R, or N The parking brake solenoid is energized. The oil flow is routed from parking brake solenoid valve (10) to the parking brake pistons for release. The parking brake circuit is protected against accidental application by monitoring a wheel motor speed sensor to determine the truck ground speed. The parking brake will not apply until the truck is virtually stopped. This eliminates parking brake damage and will extend brake adjustment intervals. If the key switch is turned OFF, the parking brake will not apply until the truck speed is less than 0.5 kph (1/3 mph).
6
960E-1
10 Structure, functions and maintenance standard
CEN10003-00
Wheel brake lock circuit operation
Brake warning circuit operation
The primary function of the wheel brake lock is to provide a means for the operator to hold the truck while at the shovel or dump. The brake lock only applies the rear service brakes. It may also provide a secondary means of stopping the truck in the event of a brake valve malfunction.
The brake warning circuit is equipped with a low brake pressure warning light on the overhead and an audible alarm in the cab to alert the operator to low brake pressures. Several electrical sensors, a relay and delay timer are used to detect brake system problems.
During normal operations, the wheel brake lock will function only when:
• Brake Warning Relay When the wheel brake lock switch is ON, the brake warning relay is energized and switches the electrical connection from the terminal to brake lock degradation switch (21, Figure 10-1). When the wheel brake lock switch is OFF, the relay is de-energized and switches the connection from the brake lock degradation switch to the terminal.
• the control power is ON, • the key switch is ON, • and the parking brake is not activated (directional control lever is not in PARK). If the wheel brake lock is applied while the truck is moving, the brake lock function will remain applied after the truck is stopped regardless of the conditions stated above (except the control power must be ON for the wheel brake lock to function). The operator must deactivate the wheel brake lock. When the wheel brake lock switch on the dash is activated, brake lock solenoid valve (13, Figure 101) and pressure reducing valve (12) will apply unmodulated pressure oil at 13 800 kPa (2,000 psi) to fully actuate the rear brakes. Shuttle valve (4) in the rear brake line provides the independence from the brake valve for brake application.
• System Supply Pressure Switch The system supply pressure switch is located on the pump pressure sensing manifold. When system supply pressure drops below 15 800 kPa (2,300 psi), the low brake pressure warning and buzzer will activate. • Low Brake Pressure Switch Low brake pressure switch (16) is located on brake manifold (5) in te hydraulic brake cabinet. When the brake accumulator with the lower pressure falls below 12 700 kPa (1,850 psi), the low brake pressure warning and buzzer will activate. • Brake Lock Degradation Switch Brake lock denegration switch (21) is located on junction manifold (19) in the hydraulic brake cabinet. When the wheel brake lock switch is ON, brake lock solenoid (13) and the brake warning relay are energized. The brake warning relay switches the electrical connection from the terminal to the brake lock degradation switch. If the brake lock apply pressure is less than 6 900 kPa (1,000 psi), a path to ground will be completed and the low brake pressure warning and buzzer will activate.
960E-1
7
CEN10003-00
10 Structure, functions and maintenance standard
FIGURE 10-2. BRAKE VALVE 1. Actuator Cap 2. Adjustment Collar 3. Nut 4. Actuator Plunger 5. Wiper Seal 6. Poly-Pak Seal Assembly 7. Glyde Ring Assembly 8. Regulator Springs (B1) 9. Plunger Return Spring 10. Spring Seat 11. Spool Return Spring (B1) 12. Regulator Sleeve (B1) 13. Regulator Spool (B1) 14. Reaction Plunger (B1) 15. Base Plate 16. Reaction Plunger (B2) 17. Regulator Sleeve (B2) 18. Regulator Spool (B2) 19. Spool Return Spring (B2) 20. Regulator Springs (B2) 21. Staging Seat A. Adjustment Collar Maximum Pressure Area B. Automatic Apply Piston Area C. PX Port D. Tank Port E. Reactionary Pressure Area F. Brake Apply Port G. Orifice H. Supply Port Note: B1 - Rear Brakes B2 - Front Brakes
8
960E-1
10 Structure, functions and maintenance standard
CEN10003-00
Brake assembly wear data
Criteria No.
1
2
Check item
Check separator plates
Check friction discs
New
Maximum wear
Overall thickness
3.70 mm (0.15 in.)
3.40 mm (0.13 in.)
Flatness
0.50 mm (0.020 in.)
0.70 mm (0.027 in.)
Scoring
-
> 10% of surface area
Overall thickness
7.70 mm (0.30 in.)
6.88 mm (0.27 in.)
Flatness
0.45 mm (0.018 in.)
0.70 mm (0.03 in.)
Disc to disc wear variation
-
< 0.164 mm (0.0065 in.)
Friction material depth (each side)
1.10 mm (0.043 in.)
0.69 mm (0.027 in.)
Friction material loss
-
> 10% of surface area
Friction material flakes off easily
-
-
Overall thickness
8.20 mm (0.32 in.)
6.60 mm (0.26 in.)
3
Check damper
4
Check assembled thickness • 10 separator plates Overall thickness • 11 friction discs • 2 dampers
960E-1
138.10 mm (5.437 in.)
Remedy
Replace separator plate
Replace friction disc
Replace damper
129.08 mm Replace brake (5.082 in.) assembly
9
CEN10003-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10003-00
10
960E-1
CEN10004-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Suspensions General information .............................................................................................................................................. 3 Front suspension wear data.................................................................................................................................. 3 Rear suspension wear data .................................................................................................................................. 4
960E-1
1
CEN10004-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
General information
CEN10004-00
Front suspension wear data
The suspension system s the weight of the truck and absorbs the shock from uneven road surfaces to provide a comfortable ride for the operator. Also, the suspension system maintains the stability of the truck by ensuring that all of the wheels are always in with the ground. This allows the truck to demonstrate its full performance in acceleration, braking, and turning, even when traveling at high speeds. The suspension system uses hydro-pneumatic suspension cylinders, which are charged with oil and nitrogen gas. The cylinder acts as a shock absorber by contracting and expanding the nitrogen gas and oil to absorb the load from the road surface.
FIGURE 10-1. FRONT SUSPENSION CYLINDER
No.
Check item
1 2
960E-1
Criteria
Remedy
New
Maximum wear
Check bore diameter
457.20 -0/+0.05 mm (18.000 -0/+0.002 in.)
457.50 mm (18.012 in.)
Check rod diameter
422.20 +0/-0.05 mm (16.622 +0/-0.002 in.)
422.00 mm (16.614 in.) Replace rod
Replace cylinder housing
3
CEN10004-00
10 Structure, functions and maintenance standard
Rear suspension wear data
FIGURE 10-2. REAR SUSPENSION CYLINDER
4
No.
Check item
1
Criteria
Remedy
New
Maximum wear
Check bore diameter
393.70 -0/+0.05 mm (15.500 -0/+0.002 in.)
394.00 mm (15.512 in.)
2
Check rod diameter
355.52 +0/-0.05 mm (13.997 +0/-0.002 in.)
355.32 mm (13.989 in.) Replace rod
3
Spherical bearing wear
128.02 mm (5.04 in.)
1.28 mm (0.05 in.)
Replace cylinder housing
Replace bearing
960E-1
10 Structure, functions and maintenance standard
CEN10004-00
NOTES
960E-1
5
CEN10004-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10004-00
6
960E-1
CEN10005-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Electrical system, 24 volt Battery supply system........................................................................................................................................... 3 Auxiliary control cabinet components ................................................................................................................... 4 Relay boards......................................................................................................................................................... 6 Body-up switch.................................................................................................................................................... 10 Hoist limit switch ..................................................................................................................................................11
960E-1
1
CEN10005-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
Battery supply system The truck uses a 24VDC electrical system to supply power for the engine starting circuits and most nonpropulsion related electrical components. The 24VDC engine starting circuit is supplied by four heavy duty, type 8D, 12-volt storage batteries (3, Figure 10-1). The batteries are of the lead-acid type, each containing six 2-volt cells.
CEN10005-00
While the engine is off, power is supplied by the batteries. During engine cranking, power is supplied by the batteries. When the engine is running, however, power is supplied by a high capacity alternator that is driven by the engine. During operation, the 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.
FIGURE 10-1. BATTERY BOX & BATTERY CONTROL BOX 1. Battery Box Cover Latch 2. Auxiliary Battery Receptacles 3. Batteries 4. Battery Control Box
960E-1
5. Circuit Breaker (50 amp) 6. Engine Start Relay 7. Battery Disconnect Switch (Starter)
8. Battery Disconnect Switch (System) 9. Isolation Diode
3
CEN10005-00
Battery disconnect switches provide a convenient method of disconnecting the batteries from the truck’s electrical circuits without having to remove any battery cables. Rearward disconnect switch (7) opens the starter battery circuit only, preventing engine startup while still allowing battery power to the 24VDC control system circuits, if desired. Forward disconnect switch (8) disconnects the 24VDC system batteries. Two pairs of receptacles (2), located near the battery disconnect switches, 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 should be of the same type (8D) as the batteries installed on the truck. Two pairs of batteries should be used. Each pair should 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. Schottky type isolation diode (9) is used to provide isolation between the electrical system battery circuits and the dual starter motor start command circuits. This device controls the direction of current flow in high current applications. The isolation diode allows current from the battery charging alternator to charge the batteries, but prevents current flow from the batteries to the starter motors when the engine is started. Engine start relay (6) receives the signal to begin cranking from the start relay located on relay board RB6 in the auxiliary control cabinet. When the engine start relay is activated, it provides current to the starter motors to engage the drives and begin cranking the engine, eliminating the need for magnetic switches.
4
10 Structure, functions and maintenance standard
Auxiliary control cabinet components 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 can be found in the engine manufacturer's service publications and the appropriate GE publications. Also refer to the electrical schematics in the Drawings and diagrams section. 24VDC to 12VDC converter 24VDC to 12VDC converter (7, Figure 10-2) is used to convert the 24 volt battery system voltage to 12 volts for various truck components such as the radio/ CD player, cab power windows, and the auxiliary power receptacles in the cab. The converter output circuits are protected by 50 amp circuit breaker (5, Figure 10-1) located inside the battery control box. Diode board - DB1 Diode board (16) contains 24 replaceable diodes that are mounted on a plug-in connector for easy replacement. Some of the diodes are used in the coil circuit of various relays to suppress the resultant coil voltage spike when power is removed from the circuit, preventing damage to other circuit components (lamp filaments, etc.). Other diodes are used to control the flow of current in a circuit as required. Resistors or diodes may also be installed in sockets P7 through P12. Power distribution terminals 24VDC terminal (1) and 12VDC terminal (2) are mounted on the left wall of the cabinet. These terminals distribute battery voltage and 12VDC for devices requiring reduced voltage. The 24VDC terminal is a convenient test point for measuring battery voltage during troubleshooting procedures.
960E-1
10 Structure, functions and maintenance standard
CEN10005-00
Pulse voltage modulator (PMV)
Control power relay
The Pulse Voltage Modulator (4) receives a load curve signal from the engine controls and converts it to a 0 to 10 volt signal for use by a PSC card in the Integrated Control (I).
Control power relay (6) 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.
FIGURE 10-2. AUXILIARY CONTROL CABINET - LEFT WALL 1. 24VDC Terminal 2. 12VDC Terminal 3. Key Switch Power Relay 4. Pulse Voltage Modulator (PVM) 5. 12V Power Relay 6. Control Power Relay
960E-1
7. 24VDC to 12VDC Converter 8. Relay Board - RB1 9. Relay Board - RB3 10. Relay Board - RB4 11. Relay Board - RB5 12. Relay Board - RB6
13. Relay Board - RB7 14. Relay Board - RB8 15. Relay Board - RB9 16. Diode Board - DB1
5
CEN10005-00
10 Structure, functions and maintenance standard
Fuse blocks
Relay boards
Four fuse blocks (1, Figure 10-3) and four fuse holders (2) contain fuses that protect various circuits on the truck. Always replace a blown fuse with a new one of the same rating. For a listing of fuse sizes and circuits, refer to Troubleshooting section Fault code table and fuse locations.
The auxiliary control cabinet contains eight relay boards to provide control for many of the 24VDC circuits. Two types of boards are used. One type of board contains circuit breakers in addition to 24VDC relays and a PC board for special functions. The second type of board contains relays only. All relays are interchangeable. The circuit breakers are also interchangeable as long as the circuit breaker capacity is the same.
Do not interchange or replace any circuit breaker with one of a different capacity than specified for the circuit. Serious damage or a fire may result if the wrong capacity breaker is used.
Refer to Figure 10-2 for the location of each relay board. Relay boards RB1, RB3, RB4, RB5 Each relay board of this type is equipped with four green lights (9, Figure 10-4) and one red “breaker open” light (7). Each relay board has fifth green light (8) that has a different function on each board. Four green lights are labeled K1, K2, K3, or K4. These lights will be on only when that particular control circuit has been switched ON and the relay coil is being energized. The light will not turn on if the relay board does not receive the 24 volt signal to turn on a component.
FIGURE 10-3. AUXILIARY CONTROL CABINET FRONT VIEW 1. Fuse Blocks
6
2. Fuse Holders
If illuminated, the red “breaker open” light indicates that a circuit breaker on that relay board is in the OFF position. A light on the overhead display will also illuminate, informing the operator that a circuit breaker is in the OFF position. The red “breaker open” light will turn ON whenever there is a voltage difference across the two terminals of a circuit breaker.
960E-1
10 Structure, functions and maintenance standard
If a control switch has been turned ON and a green (K) light is on, but that component is not operating, check the following on the relay board for that circuit: If a circuit breaker light is on, press all the circuit breakers to make sure that they are all on. There is no visual indication as to which circuit breaker has been tripped. Check the operation of the component. If it trips again, check the wiring or component for the cause of the overload. The s inside the relay may not be closing, or the s may be open,
CEN10005-00
preventing an electrical connection. Swap relays and check again. Replace defective relays. Relays may take one minute to trip and 30 seconds before they can be reset. Check the wiring and all of the connections between the relay board and the component for an open circuit. The component may be defective. Replace the component. There is a poor ground at the component. Repair the ground connection.
FIGURE 10-4. TYPICAL RELAY BOARDS - RB1, RB3, RB4, RB5 1. Relay Board 2. Screw 3. Screw 4. Circuit Breaker 5. Circuit Card 6. Screw 7. Breaker Open Light (RED) 8. Bleed Down Light (GREEN) (RB4 only) 9. K1, K2, K3, K4 Lights (GREEN) 10. Screw 11. Relay 12. Circuit Harness Connector
960E-1
7
CEN10005-00
10 Structure, functions and maintenance standard
Relay boards RB6, RB7, RB8, RB9
Relay functions
Auxiliary relay boards do not contain circuit breakers or modular cards. Additional circuits may be added by utilizing a spare relay socket. See Figure 10-5.
The functions of each relay are described below.
The control circuit for the relays are the “+” and “-” terminals: • “+” terminal is for positive voltage. • “-” terminal is for grounding of the control circuit. • Either circuit can be switched “open” or “closed” to control the position of the relay. The terminals of the switched circuit from the relay s are labeled as follows: • NC - Normally Closed • COM - Common • NO - Normally Open COM terminal is for the voltage source (protected by a circuit breaker) coming into the relay which will supply the electrical power for the component being controlled. NC terminal is connected (through the relay) to the “COM” terminal when the relay is not energized (when the control circuit terminals “+” & “-” are not activated). NO terminal is connected (through the relay) to the “COM” terminal when the relay is energized (by the control circuits “+” & “-” being energized).
Relay board 1 (RB1) 1 - Flasher Power Light (green): This light will be illuminated when the turn signals or hazard lights are activated. 1 light will be illuminated during right turn signal operation 2 light will be illuminated during left turn signal operation 3 light will be illuminated when clearance lights are activated. 4 light will be flashing when the turn signals or hazard lights are in operation. NOTE: If circuit breakers CB13 and CB15 are in the OFF position, no warning will be noticed until the clearance light switch is turned ON. 1 - Flasher Module card 2 - 12.5 amp circuit breakers (CB13, CB15) 4 - Relays Left Turn Light Relay (K1) Right Turn Light Relay (K2) Clearance Lights Relay (K3) Flasher Relay (K4)
Relay board 3 (RB3) 1 - Light Module Display card 1 - Rev Light (green): This light is illuminated whenever the directional control lever is in the REVERSE position and the key switch is in the ON position. 4 - 12.5 amp circuit breakers (CB16, CB17, CB18, CB19) 4 - Relays FIGURE 10-5. AUXILIARY RELAY BOARD RB6, RB7, RB8, RB9 1. Circuit Board 2. Mounting Rail 3. Screw 4. Nut
8
5. Mounting Plate 6. Foam Block 7. Relay
Manual Backup Lights Relay (K1) Stop Lights Relay (K2) Retard Lights Relay (K3)
960E-1
10 Structure, functions and maintenance standard
Relay board 4 (RB4)
CEN10005-00
Relay board 7 (RB7)
1 - Steering Pressure Bleeddown Timer Module card
Brake Lock Limitation Relay (K1)
1 - Bleed Down Light (green): This light is illuminated when the bleed down solenoid is being energized. The bleed down timer will energize the solenoid for 90 seconds after the key switch is turned OFF.
Brake Lock Limitation Relay (K3)
3 - 12.5 amp circuit breakers (CB20, CB21, CB22) 4 - Relays
Brake Lock Limitation Relay (K2) Brake Lock Limitation Relay (K4) IM Warning Relay (K5) Timed Engine Shutdown Light Relay (K6) Brake Lock Limitation Relay (K7) Timed Engine Shutdown Relay (K8)
Parking Brake Failure Relay (K1) Engine Cranking Oil Pressure Interlock Relay (K2)
Relay board 8 (RB8)
Horn Relay (K3)
70% Load Signal to PSC Relay (K1)
Body-Up Relay (K4)
Full Load Signal to PSC Relay (K2) A/C Shutter Control Relay (K3)
Relay board 5 (RB5)
PLMIII Lights Relay (K4)
1 - Light Display Module card
Shutter Control Relay (K5)
1 - Lights Control Light (green): This light is illuminated when 24 volts is being supplied to the battery terminal of the light switch.
PLMIII Red Lights Relay (K6) PLMIII Amber Lights Relay (K7) PLMIII Green Lights Relay (K8)
5 - 12.5 amp circuit breakers (CB23, CB24, CB25, CB26, CB27) 4 - Relays
Relay board 9 (RB9)
Left Low Beam Relay (K1)
Start Circuit Relay (K1)
Right Low Beam Relay (K2)
Brake Auto Apply Power Relay (K2)
Left High Beam Relay (K3)
Low Steering Pressure Power Relay (K3)
Right High Beam Relay (K4)
Parking Brake OFF Relay (K4) Key Switch Start Activation Relay (K5)
Relay board 6 (RB6) Backup Horn Relay (K1) Engine Run/Ignition Relay (K2)
Low Steering Pressure Ground Relay (K6) Spare Relay (K7) Spare Relay (K8)
Auto Lube Solenoid Relay (K3) Bleed Down Power Supply Relay (K4) Ether Start Relay (K5) Spare Relay (K6) HID Headlights Relay (K7) Spare Relay (K8)
960E-1
9
CEN10005-00
10 Structure, functions and maintenance standard
Body-up switch Body-up switch (3, Figure 10-6) is located inside the right frame rail near the front of the body. It must be adjusted to specifications to ensure that the proper electrical signal is obtained when the body is raised or lowered. 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. When the body is resting on the frame, actuator arm (4) causes the electrical s in the magnetically operated switch to close. When the body is raised, the arm moves away from the switch, opening the s. The electrical signal is sent to the control system and the body-up relay. 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 10-6. BODY-UP SWITCH 1. Switch Mounting Bracket 2. Adjustment Capscrews
10
3. Proximity Switch 4. Actuator Arm 5. Adjustment Capscrews
960E-1
10 Structure, functions and maintenance standard
CEN10005-00
Hoist limit switch Hoist limit switch (5, Figure 10-7) is located inside the right frame rail above the rear suspension, near the body pivot pin. The hoist limit switch is designed to stop the hoist cylinders before they reach full extension, preventing possible damage to the dump body or hoist cylinders. When the hoist cylinders approach maximum stroke and the body pivots on the pins, actuator arm (3) moves close enough to the magnetically-operated switch to close the electrical s. When the s close, an electrical signal is sent to the hoistup limit solenoid valve, located in the hydraulic brake cabinet, to prevent further oil flow to the hoist cylinders.
FIGURE 10-7. HOIST LIMIT SWITCH 1. Body 2. Frame 3. Actuator Arm
960E-1
4. Switch Mounting Plate 5. Hoist Limit Switch
11
CEN10005-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10005-00
12
960E-1
CEN10006-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Interface module (IM) General information .............................................................................................................................................. 3 Sensors................................................................................................................................................................. 3 Interface module inputs and outputs ..................................................................................................................... 4
960E-1
1
CEN10006-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
CEN10006-00
General information
Sensors
Interface module (1, Figure 10-1) collects data from various sensors and sends this information to the VHMS controller through the main wiring harness. The interface module (IM) is located in the auxiliary control cabinet.
Temperature sensors
New IM controllers come unprogrammed and must have the correct software installed in order to function. Refer to Testing and adjusting section Interface module (IM) for the correct software installation procedures.
Temperature sensors (Figure 10-2) 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.
FIGURE 10-2. TEMPERATURE SENSOR
Pressure sensors Four pressure sensors (Figure 10-3) have been added to the truck to monitor various hydraulic circuits. The four circuits are: • 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 10-1. INTERFACE MODULE 1. Interface Module 2. Connector IM1
3. Connector IM2 4. Connector IM3
FIGURE 10-3. PRESSURE SENSOR 1. Pin 1, Input (Brown) 2. Pin 2, Signal (Red)
960E-1
3. Sensor
3
CEN10006-00
10 Structure, functions and maintenance standard
Interface module inputs and outputs Table 2: Pulse, PWM and anaputs Input
Truck speed 2
Display Source type Digital readout
GE
Signal type
Input signal Truck speed input +
Pulse
Truck speed input Truck speed input +
Configure
IM1-e TPU8
(1)
IM1-f IM1-g
0 to 2083 0 to 2500 Hz rpm
0 to 4772 Hz
0 to 60 mph
IM1-t
0 to 28
0 to 28V
AN54
IM3-i
0 to 5.375
-57 to 150 °C
Right rear brake oil temp
AN53
IM3-m
0 to 5.375
-57 to 150 °C
Analog
Left front brake oil temp
AN51
IM3-t
0 to 5.375
-57 to 150 °C
Truck
Analog
Right front brake oil temp
AN52
IM3-r
0 to 5.375
-57 to 150 °C
Digital readout
GE
Radiator fan clutch voltage
None
Truck
PMW
Radiator fan clutch voltage
TPU6 and TPU7(2)
Hydraulic oil temp - left rear
Analog gauge
Truck
Analog
Left rear brake oil temp
Hydraulic oil Analog temp - right rear gauge
Truck
Analog
Hydraulic oil temp - left front
Analog gauge
Truck
Hydraulic oil Analog temp - right front gauge
Truck speed 1
Connector Checkout Parm full - Pin type scale
Pulse
Truck speed input -
TPU5
(1)
IM1-h
+5V sensor monitor
None
Truck
Analog
+5 volts for sensors
AN58(3)
IM3-j
0 to 30
0 to 30V
Battery voltage (24V)
Analog gauge
Truck
Analog
Battery voltage, 24V
AN0(4)
internal
0 to 40
0 to 40V
Ambient temperature
None
Truck
Analog
Ambient temperature
AN55
IM3-e
0 to 5.375
-50 to 160 °C
DC converter voltage (12V)
None
Truck
Analog
DC converter voltage (12V)
AN2(5)
IM3-h
0 to 20
0 to 20V
Battery voltage B (12V)
None
Truck
Analog
Battery voltage B (12V)
AN3(5)
IM3-k
0 to 20
0 to 20V
Battery voltage C (12V)
None
Truck
Analog
Battery voltage C (12V)
AN48(5)
IM3-n
0 to 20
0 to 20V
Hoist pressure 2
None
Truck
Analog Hoist pressure 2
AN49(6)
IM3-q
0 to 25 ma
-
Hoist pressure 1
None
Truck
Analog Hoist pressure 1
AN50(6)
IM3-s
0 to 25 ma
-
Steering pressure
None
Truck
Analog
Steering pressure
AN56(6)
IM3-d
0 to 25 ma
-
Brake pressure
None
Truck
Analog
Brake Pressure
AN57(6)
IM3-p
0 to 25 ma
-
Fuel level
Analog gauge
Truck
Analog
Fuel level
AN1(7)
IM3-g
0 to 15
-
(1)
Configure TPU for frequency input. (2) Configure TPU for PWM input. (3) Scale factor is 0.1883 V/V. (4) Scale factor is 0.125 V/V.
4
(5)
Scale factor is 0.249 V/V. Scale factor is 200 mV/ma. (7) Scale factor is 0.333 V/V. (6)
960E-1
10 Structure, functions and maintenance standard
CEN10006-00
Table 3: Digital inputs Display Source type
Signal type
Input signal
Configure
Circuit breaker tripped
Amber caution
Truck
Digital
Circuit breaker tripped
CS4, D13
IM2-g
Ground
0
Hydraulic oil filter
Amber caution
Truck
Digital
Pump filter switches
CS4, D5
IM2-Y
Ground
1
GE
Digital
Propel system caution switch
CS8, D15
IM2-t
Ground
0
Amber caution
GE
Digital
Propel system temp caution switch
CS7, D8
IM3-A
Ground
0
Retard at Amber continuous level caution
GE
Digital
Reduced retard level switch
CS8, D13
IM2-r
Ground
0
Input
Propulsion Amber system warning caution Propulsion system temp
Connector Force to - Pin
On
Reduce propulsion
Amber caution
GE
Digital
Propel system reduced level switch
CS7, D9
IM3-B
Ground
0
Low steering pressure alert
Red light
Truck
Digital
Low steering pressure switch 1
CS3, D0
IM2-S
Ground
1
Low steering Red light precharge alert
Truck
Digital
Low steering precharge switch 1
CS4, D3
IM2-W
Ground
1
Steering accum pressure
Truck
Digital
Steering accum pressure switch
CS4, D6
IM2-Z
Ground
0
Brake lock
CS8, D0
IM2-i
24VDC
1
Brake accum pressure switch
CS4, D1
IM2-U
Ground
1
Brake lock degrade
CS4, D2
IM2-V
Ground
1
Composite brake alert
Amber status
Red light
Truck
Digital
DC link voltage
None
GE
Digital
DC link voltage
CS4, D8
IM2-b
Ground
0
Propel system at rest/not ready
None
GE
Digital
Propel system at rest/not ready
CS4, D9
IM2-c
Ground
0
Digital
No propel/retard switch
CS8, D10
IM2-n
Ground
0
Digital
No propel switch/ diode fault
CS8, D11
IM2-p
Ground
0
Propel alert
Red light
Truck
Hydraulic tank Red light oil level alert
Truck
Digital
Hydraulic tank oil level
CS8, D8
IM2-k
Ground
1
Parking brake released
Amber status
Truck
Digital
Parking brake pressure switch
CS3, D2
IM2-M
Ground
0
Selector switch (FNR)
Amber status
Truck
Digital
Selector switch (FNR)
CS3, D4
IM2-N
24VDC
1
Crank request
None
Truck
Digital
Crank request
CS8, D1
IM2-j
24VDC
1
Key switch, direct
Amber status
Truck
Digital
Key switch
CS3, D5
IM2-P
24VDC
1
Crank inhibit/ timed engine shutdown
None
Engine
Digital
Crank inhibit/ timed engine shutdown
CS7,D13
IM3-F
24VDC
1
960E-1
5
CEN10006-00
10 Structure, functions and maintenance standard
Table 3: Digital inputs Input
Display Source type
Signal type
Input signal
Configure
Connector Force to - Pin
On
GE batt+
None
GE
Digital
GE batt+
CS8, D12
IM3-M
24VDC
1
Snapshot in progress
None
VHMS
Digital
Snapshot in progress
CS3, D1
IM2-L
Ground
0
Mode switch 1 left arrow
None
Truck
Digital
-
CS3, D15
IM3-H
Ground
0
Mode switch 2 OK
None
Truck
Digital
-
CS8, D2
IM3-J
Ground
0
Mode switch 3 down arrow
None
Truck
Digital
-
CS8, D3
IM3-K
Ground
0
Mode switch 4 up arrow
None
Truck
Digital
-
CS4, D15
IM2-q
Ground
0
Keyswitch, override
None
Truck
Digital
Keyswitch overridden by GE
CS7, D14
IM3-G
24VDC
1
Brake lock switch power supply
None
Truck
Digital
Brake lock switch power supply
CS7, D15
IM3-L
24VDC
1
Service brake set
None
Truck
Digital
Service brake set switch
CS7, D10
IM3-C
24VDC
1
Secondary engine shutdown
None
Truck
Digital
Secondary engine shutdown switch
CS7, D12
IM3-E
24VDC
0
Cranking motor 1 energized
None
Truck
Digital
Cranking motor 1 energized
CS8, D6
IM3-R
24VDC
1
Cranking motor 2 energized
None
Truck
Digital
Cranking motor 2 energized
CS8, D7
IM3-S
24VDC
1
Parking brake release request
None
Truck
Digital
Parking brake release request
CS3,D12
IM3-V
24VDC
1
Crank sense
None
Truck
Digital
Crank sense
CS3,D13
IM3-U
24VDC
1
Selector switch (PARK)
Amber status
Truck
Digital
Selector switch (PARK)
CS3,D14
IM3-T
24VDC
1
6
960E-1
10 Structure, functions and maintenance standard
CEN10006-00
Table 4: Pulse outputs Output Engine speed Truck speed
Display Source type
Signal type
Digital readout
Pulse
GE
Digital readout
GE
Pulse
Input signal
Connector Checkout Parm full - Pin type scale
Engine speed input +
IM1-a
Engine speed input -
IM1-b
Truck speed input +
IM1-c
Truck speed input -
IM1-d
0 to 2083 0 to 2500 Hz rpm 0 to 4772 Hz
0 to 60 mph
Table 5: Digital outputs Output
Function type
Location
Signal type
Configure
Connector - Pin
Checkout type
Brake auto apply
Control
-
PWM/ digital
PCS2, WM4 and SPI, OUT3
IM1-R
Low side switch
Auto lube solenoid
Display
Display
PWM/ digital
PCS2, WM5 and SPI, OUT4
IM1-T
Low side switch
Brake cooling RPM advance 1
Control
-
PWM/ digital
PCS1, TPU11 and SPI, OUT3
IM1-L
Low side switch
IM On signal
Display
Display
PWM/ digital
PCS1, TPU9 and SPI,OUT1
IM1-K
Low side switch
Red warning lamp
Display
Display
PWM/ digital
TPU4
IM1-G
Low side switch
Steering bleeddown valve
Display/ control
Display
PWM/ digital
PCS2, WM2 and SPI, OUT1
IM1-P
Low side switch
Sonalert
Display
Display
PWM/ digital
PCS1, TPU10 and SPI, OUT2
IM1-M
Low side switch
Timed engine shutdown relay
-
-
Digital
PCS1, SPI, OUT8
IM1-H
Low side switch
Start enable
Control
-
Digital
PCS1, SPI, OUT7
IM1-B
Low side switch
Parking brake solenoid
Control
-
PWM/ digital
PCS1, TPU13 and SPI, OUT9
IM1-E
Low side switch
Brake cooling RPM advance 2
Control
-
PWM/ digital
PCS1, TPU14 and SPI, OUT10
IM1-X
Low side switch
960E-1
7
CEN10006-00
10 Structure, functions and maintenance standard
Table 6: Serial inputs and outputs Input/output
Laptop computer (programming)
Monitoring bus (PLMIII, Modular Mining Hub, VHMS, Komatsu Display)
Spare CAN bus
J1939 engine monitor
Text display
K-Brick
Type
RS232
CAN / RPC
CAN / RPC
CAN / J1939
RS422
RS232
Circuit
Configure
Connector - Pin
IM transmit
MC68376 TXD
IM2-A
IM receive
MC68376 RXD
IM2-B
Ground
-
IM2-C
CAN-H
MC68376 TOUCAN
IM1-j
CAN-L
-
IM1-k
CAN-SHLD
-
IM1-i
CAN-H
CS9, IRQ3, 82527
IM1-n
CAN-L
-
IM1-p
CAN-SHLD
-
IM1-m
CAN-H
CS10, IRQ4, 82527
IM1-r
CAN-L
-
IM1-s
CAN-SHLD
-
IM1-q
IM T+
TPU1,TXD, UART
IM2-J
IM T-
-
IM2-K
IM R+
TPU1,TXD, UART
IM2-G
IM R-
-
IM2-H
IM transmit
TPU3 (configure as UART TXD)
IM2-D
IM receive
TPU2 (configure as UART TXD)
IM2-E
Ground
-
IM2-F
Table 7: Power supplies
8
Power supply
Type
Note
Connector - Pin
V batt
24V battery
Main 24V supply
IM1-A
V batt 2
24V battery
Key switch 24V supply
IM1-F
Ground
-
IM main ground
IM1-C
+5 amber
5V supply
2, 3 amber indicators supply
IM1-D
+5 red
5V supply
2, 3 red warning supply
IM1-V
+24V out
24V supply
24V protected power supply
IM1-W
+5V sensor
5V supply
Precision analog supply
IM3-c
+18V sensor
18V supply
Precision analog supply
IM3-b
AGND
-
Analog sensor ground
IM3-a
960E-1
10 Structure, functions and maintenance standard
CEN10006-00
NOTES
960E-1
9
CEN10006-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10006-00
10
960E-1
CEN10007-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Electrical system, AC drive General system operation..................................................................................................................................... 3 AC drive system components ............................................................................................................................... 5 PSC software functions......................................................................................................................................... 7 Alernator field control .......................................................................................................................................... 12 Event detection and processing.......................................................................................................................... 14 Event logging and storage .................................................................................................................................. 15 Serial data communications ................................................................................................................................ 17 Abnormal conditions/overriding functions ........................................................................................................... 18 AC drive system component table ...................................................................................................................... 20
960E-1
1
CEN10007-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
General system operation NOTE: The following information provides a brief description of system operation and major components of the AC drive system. Refer to the appropriate GE publication for detailed information and theory of operation. The AC drive system consists of the following major components: • Alternator (coupled to a diesel engine) • In-line cooling blower • Gate drive power converters • Rectifier diode modules • AC power inverters • AC induction traction motors NOTE: Refer to Figure 10-1 for the following description. 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. 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. 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 propulsion system controller (PSC) and engine RPM during propulsion. The DC link voltage will vary between 600 and 1600 volts.
960E-1
CEN10007-00
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. 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 ors. The PSC, 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 PSC and the truck brake system allow the PSC to provide proper retarding, braking and wheel slide control. The PSC interfaces with the truck control interface (TCI), which is mounted in the same card rack as the PSC. System status and control signals are transmitted and received between these two components to access real time data and event information that is stored in the PSC. This data is displayed on the diagnostic information display (DID) located in the cab behind the operator seat.
3
CEN10007-00
10 Structure, functions and maintenance standard
FIGURE 10-1. PROPULSION SYSTEM DIAGRAM
4
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
AC drive system components The integrated control (I) consists of three major components: the propulsion system controller (PSC), the truck control interface (TCI), and the traction motor controller (TMC). Propulsion system controller (PSC) The PSC is the main controller for the AC drive system. The I receives input signals from speed sensors mounted on the alternator and traction motors, voltage and current signals from various control devices, and status/command inputs from the TCI. Using these inputs, the PSC controls the two inverters, retarding circuits, relays, ors, 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.
The PSC contains the following internal, removable printed circuit boards and two fiber optic boards: System U Card: Provides serial communications and control functions, RS232 communications to PTU, and microprocessor controls for internal circuits. Digital I/O Card: Receives digital inputs and information from various propulsion and control system components. Digital outputs drive propulsion system ors, 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 and 2 U and I/O Cards (2 each): 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. Fiber Optic Assembly: Provides electrical isolation for control and signals for phase modules and chopper modules.
• Log event data • Store statistical data of the history of various component and system function operations. • Communicate with the TCI to exchange propulsion system status and control data (event data, statistical data, etc.) and to receive required truck systems status data. • Communicate with the TCI to exchange propulsion portable test unit (PTU) data (propulsion real time, history, diagnostic, and parameter data such as software code). • Drive the operator cab status and warning lamps.
960E-1
5
CEN10007-00
10 Structure, functions and maintenance standard
Truck control interface (TCI)
Diagnostic information display (DID)
The TCI is the main interface between the truck systems/devices and service personnel. This is used in conjunction with the DID .
The DID is located in the cab behind the operator seat. The display provides service personnel with a means of communicating with the TCI. See Figure 10-2.
The TCI provides the following functions: • Communicates with the PSC to exchange propulsion control system status and control data and to provide the PSC with truck systems status data. • Communicates with the DID to exchange PSC and/or TCI diagnostic and parameter data. • Communicates with a PTU to exchange TCI data. • Communicates with a Modular Mining Dispatch System to exchange truck status data. • Monitors engine control system, payload information, ambient and propulsion system temperature, operator control inputs, etc. • Controls the engine start sequence. • Provides signals to activate many of the cab mounted warning lamps and gauges. Controls the parking brake solenoid. • Processes the front wheel speed signals for the PSC and speedometer.
The TCI contains the following internal, removable printed circuit boards:
The 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]. The DID can also be used to perform the selfload test. Refer to Troubleshooting section AC drive system fault codes for a list of fault codes that may de displayed on the DID .
U Card: Provides high speed communications to PSC and RS232 serial communication with the PTU. Analog I/O Card: Provides RS232 serial communications with the DID and an optional Modular Mining Dispatch System. Receives signals for front wheel speed, motor cooling and barometric air pressures, accelerator, retard speed setting, payload, ambient and hydraulic oil temperature, and engine cranking voltage. Outputs drive the cab mounted temperature gauges. Digital I/O Card: Receives operator control, engine and body-up signals. Provides engine start controls and drives the cab mounted indicator/warning lamps.
6
FIGURE 10-2. DIAGNOSTIC INFORMATION DISPLAY
960E-1
10 Structure, functions and maintenance standard
PSC software functions The operation of the AC drive system is regulated by a software program which resides in the propulsion system control '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.
Input processing
CEN10007-00
Test state: The purpose of this state is to provide an environment for the verification of system functionality. The test state will 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.
This function reads in all external inputs for use by the PSC. 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.
960E-1
7
CEN10007-00
Transitions between states under normal operational conditions (no failures) 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).
10 Structure, functions and maintenance standard
Transition to Rest state: This transition will occur automatically from the Test or Ready state if a request for Rest state is received from the TCI 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 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 TCI Rest state request is not active and there is sufficient voltage on the DC link.
8
less
than
the
motor
d. The TCI accel inhibit is not active.
960E-1
10 Structure, functions and maintenance standard
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 40 mph (64 kph).
CEN10007-00
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 40 mph (64 kph).
• 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 TCI 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: • The accelerator pedal is not pressed. • The retard pedal or lever is not pressed or is pressed such that an insignificant amount of retarding effort is requested. • 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.
960E-1
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: a. Retard speed control is not selected. b. Truck speed is low enough such that retard speed control is not active. 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.
9
CEN10007-00
10 Structure, functions and maintenance standard
DC link state
De-powering the DC link: The PSC 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:
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 PSC 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.
• 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. • The engine is running. • The gate drive power converters have been enabled. • Neither inverter is requesting that a low voltage test be run.
To accomplish this, the PSC software will establish the necessary system configuration as follows: 1. Alternator field reference isset 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 PSC 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 ors open. 5. Chopper turn-on voltage is set above 600 volts. NOTE: Before the AFSE is allowed to output firing pulses, the RP ors will be commanded to open and the GF or 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.
10
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
Engine control This software function generates the engine speed command. The engine electronic fuel control is responsible for maintaining that speed. 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 the DC link when retard is being ramped out at low truck speeds. However, engine speed may be increased if needed to 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 TCI 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.
960E-1
11
CEN10007-00
10 Structure, functions and maintenance standard
Alernator field control
Self-load
The alternator is controlled by controlling the alternator field reference sent to the AFSE .
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 desired alternator output voltage is dependent on the system state. The PSC 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-to-line 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 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 the inverter self-tests.
• 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 for the following constraints: • 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 . The torque will be limited so that the engine does not overload.
12
960E-1
10 Structure, functions and maintenance standard
• Jerk limit The torque command will be slew-rate limited to prevent jerking motion. • 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:
CEN10007-00
Wheel slide control 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.
Resistor grid control The first resistor grid (RG1) will always be engaged when retard is active since the grid blower motors are wired across it. The second fixed resistor grids (controlled by RP2) will be engaged as needed to dissipate the energy produced in retard state.
• 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
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.
While overspeed is active, the full available retard torque will be requested. • Retard speed control (RSC) 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 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.
960E-1
13
CEN10007-00
Event detection and processing The PSC contains very powerful troubleshooting software. The PSC software constantly monitors the AC drive system for any abnormal conditions (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 troubleshooting system is composed of two parts:
10 Structure, functions and maintenance standard
• Inverter powerup tests - The purpose of these tests is to that each inverter sub-system is functional: 1. Enabling Inverter Powerup Tests - The powerup tests for a given inverter will be enabled if all of the following conditions are true: 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.
• The PSC for detection, event logging, data storage and fault light indications.
e. The inverter is requesting that the low voltage and/or high voltage powerup tests be performed.
• The TCI (or a PTU) for retrieval of stored event information, real time vehicle status, troubleshooting, etc.
f. The inverter has not been physically cut out of the system.
The event detection function of the software is responsible for ing the integrity of the PSC hardware and the systems to which the PSC interfaces by detecting an event. The events fall into three detection categories. Power-on tests The first three power-on tests are executed once every time power is applied to the PSC. The fourth power-on test is executed once every 24 hours. • U card checks - Upon power-up, the PSC will confirm the integrity of its U card hardware before transferring execution control to the application program residing in its flash memory. • 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 TCI/ PTU-adjustable parameters will be initialized to their default values.
14
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.
960E-1
10 Structure, functions and maintenance standard
• 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 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. 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, ors, 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 certain equipment. Event restrictions The PSC 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.
CEN10007-00
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 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. 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 ing for troubleshooting) at each maintenance interval.
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.
960E-1
15
CEN10007-00
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.
10 Structure, functions and maintenance standard
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. To record and save a data pack to a disk: PSC: 1. With the PTU serial cable attached to the PSC port, type c:\ACNMENU and press {enter}.
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.
2. Select “PTU TCI and PSC” and press {enter}
In the above default cases, data is stored for 3 seconds (2.95 second actual) before the fault and 2 seconds after the fault.
7. Cursor to “View Data Packs” and press {enter}.
A data pack status structure is assigned to each data pack plus any programmable settings. This status structure is used by the TCI (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.
9. Watch the lower right of the screen as 100 frames are recorded. Press the F2 key.
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.
3. Type your name and press {enter}. 4. Type your and press {enter}. 5. Cursor to “Special Operation” and press {enter}. 6. Cursor to “Event Data Menu” and press {enter}. 8. Type FLTR number to be recorded and press {enter}.
10. Cursor to “Record Screen” and press {enter}. 11. Assign a file name for the data pack. 12. Press {escape} until back to the DOS “C:>” prompt. 13. Insert a blank disk in the appropriate drive. 14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename NOTE: Insert the name assigned to the file in Step 11 in place of “filename" in the command in Step 14. 15. Press {enter} to copy the file to the disk.
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).
16
960E-1
10 Structure, functions and maintenance standard
TCI: 1. With the PTU serial cable attached to the TCI port, type c:\ACNMENU and press {enter}.
CEN10007-00
Serial data communications
2. Select “PTU TCI and PSC and press {enter}
The U card for the PSC uses serial data busses to communicate with the TCI, the PTU, and the two inverter U cards.
3. Type your name and press {enter}.
PSC to TCI communications processing
4. Type your and press {enter}. 5. Cursor to “Special Operation” and press {enter}. 6. Cursor to “Event Data Menu” and press {enter}. 7. Cursor to “View Data Packs” and press {enter}. 8. Type PK number to be recorded and press {enter}. 9. Watch the lower right of the screen as 100 frames are recorded. Press the F2 key. 10. Cursor to “Record Screen” and press {enter}. 11. Assign a file name for the data pack. 12. Press {escape} until back to the DOS “C:>” prompt. 13. Insert a blank disk in the appropriate drive. 14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename NOTE: Insert the name assigned to the file in Step 11 in place of “filename" in the command in Step 14. 15. Press {enter} to copy the file to the disk.
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:
This software function performs the processing necessary for the PSC to communicate with the TCI. The communication is comprised of periodic data and non-periodic data. Periodic data is a predefined set of data which is used for transferring real time control information from the PSC to the TCI and from the TCI to the PSC at a fixed rate. The non-periodic messages are used to transfer all background data. Background data consists of DID commands, remote monitor data, and code. Packets containing periodic data will be asynchronously (not initiated) transmitted from the PSC to the TCI and from the TCI to the PSC every 200 ms. The TCI initiates the transfer of non-periodic data. The TCI and the PSC are interfaced using the General Electric Asynchronous Communications Protocol (A). A provides two general types of messages: acknowledged and unacknowledged. The acknowledged messages are used to transmit the background data. The unacknowledged messages are used to transmit the periodic data. PSC to PTU communications processing This software function performs the processing necessary for the PSC to communicate through an RS-232 serial link to the Portable Test Unit (PTU).
• On power-up - A soft reset will be issued against all events at power-up. • By DID commands - The TCI can issue both hard and soft resets. • By PTU commands - The PTU can issue both hard and soft resets.
960E-1
17
CEN10007-00
10 Structure, functions and maintenance standard
Inverter communications processing
Abnormal conditions/overriding functions
This software function performs the processing necessary for the PSC system U card to communicate with both inverter U cards. The communication is through a high-speed serial link that is operated in a polled fashion with the system U card initiating communications to an inverter U card.
The software functions discussed 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.
Every message transmitted across the serial link may contain two separate sections of information: periodic data and acknowledged data. The periodic data format is fixed and is used for transferring control information from the system U card to the inverter U card and vise versa. The acknowledged data format is used to transfer all background data. When large amounts of background data are to be transferred via the acknowledged data format, the originating U card will break the data down into smaller pieces and transmit each piece individually. All acknowledged data flows are initiated from the system U card with the inverter U card providing a response. The system U card has one high-speed channel available for communications to the inverter U cards. This channel transfers periodic data across the serial link every 5 ms. This means that the periodic data to each inverter U card is updated every 10 ms. Each inverter responds to the data when the ID code in the periodic data matches the ID code of the specific inverter U card. The ID code is hard-wired in the card's backplane wiring. Output processing This software function processes all external outputs from the PSC. Refer to the G.E. publication System Description for a listing of the PSC outputs.
18
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 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 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 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).
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
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 TCI requests limp home mode, the state machine will ignore the restrictions associated with any fault for which limp home mode is possible.
The PSC will enter limp home mode if all of the following conditions are true: • The truck is not moving. • The TCI is requesting limp home mode. • The PSC 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. • 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). NOTE: The DID 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 PSC will exit limp home mode if either of the following conditions occur: • The TCI stops requesting limp home mode. • An event occurs for which limp home mode is not possible.
960E-1
19
CEN10007-00
10 Structure, functions and maintenance standard
AC drive system component table Table 1 lists component abbreviations that are used in schematics and system function information. Refer to Figure 10-3 through Figure 10-6 for the location of the components.
Table 1: AC drive system component descriptions Abbreviation
Fig. No.
AFSE
2-4
Alternator Field Static Exciter 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 anaput/output card
Provides signal conditioning for analog signals to and from the TCI and PSC.
ALT AMBTS
2-6
ANALOG I/O CARD
Component
Function Regulates current in the alternator field based on
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 U.
BFC
2-4
Battery Line Filter Capacitor
Additional capacitance for BLFP to prevent nuisance U 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 s 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 DC link (the DC bus connecting the Alternator output, Chopper Module/Resistor Grid circuits and 1 and 2
Illuminated when 50 volts or more is present on the
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 Sensing Detects amount of current flowing through the Alternator tertiary winding. Module
CM1, 2
2-3
Chopper IGBT Phase Module 1 and 2
20
Controls the DC voltage applied to the grids during retarding.
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
Table 1: AC drive system component descriptions Abbreviation
Fig. No.
Component
Function
CM11A - 12C
Current Sensing Modules, Phase 1A, 1B and 1C
Detects amount of current flow through the A, B and C phases of Traction Motor 1.
CM21A - 22C
Current Sensing Modules, Phase 2A, 2B and 2C
Detects amount of current flow through the A, B and C phases of Traction Motor 2.
R
2-4
Control Power Relay
Picks up when the Key Switch and Control Power Switch are closed.
RD
2-4
Dual Diode Module
Allows two separate voltages to control the R coil.
RS
2-4
Control Power Relay Suppression Module
Suppresses voltage spike when R coil is deenergized.
S
2-4
Control Power Switch
Energizes R coil.
DCN BUS/D BUS
2-6
DC Link (-) and (+) Bus
The DC bus connects the Alternator output, Chopper Module/Resistor Grid circuits, and Traction inverters.
Diagnostic Information Display
Provides maintenance personnel with the ability to monitor the operational status of certain truck systems and perform system diagnostic test.
Digital Input/Output Card
Receives or, relay and switch signals and provides drive signals to relays, ors, indicator lamps, etc. Located in PSC and TCI.
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 signals between the PSC and Phase/Chopper Modules.
DID
DIGITAL I/O CARD
FDR
2-6
FIBER OPTIC ASSEMBLY FP
2-6
Filter
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 or
Connects the AFSE to the Alternator field.
GFBR
2-4
Resistor
Provides a small load across the or s to help keep the ors clean.
GFCO
2-4
Generator Field or Cutout Switch
Disables Alternator output.
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 .
GFM1, 2
960E-1
GFR
2-5
Alternator Field Relay
Picks up with GF or and applies B+ to the AFSE (battery boost) during initial acceleration phase.
GFRS
2-5
Alternator Field Relay Coil Suppression Module
Suppresses voltage spikes when GF coil is deenergized.
GFS
2-5
Suppression Module
Suppresses voltage spikes in coil circuit when GF or is de-energized.
21
CEN10007-00
10 Structure, functions and maintenance standard
Table 1: AC drive system component descriptions Abbreviation
Fig. No.
GRR
2-6
Ground Resistor
Detects power circuit grounds.
GRR9, 10
2-4
Resistors
Used with GRR to detect power circuit grounds.
I
2-4
Integrated Control
The I is the main controller for the AC drive system. The I is composed of the PSC, TCI and inverter cards.
INV1 TMC CARD
Inverter 1 Central Processing Unit Card and Input/Output Card
Generates Phase Module turn-on/turn-off commands for the Inverter 1. Monitors voltages and currents from various areas for Inverter 1. Monitors Traction Motor 1 speed.
INV2 TMC CARD
Inverter 2 Central Processing Unit Card and Input/Output Card
Generates Phase Module turn-on/turn-off commands for the Inverter 2. Monitors voltages and currents from various areas for Inverter 2. Monitors Traction Motor 2 speed.
Key Switch
Connects battery voltage to R and control circuits when closed. (Located on instrument .)
Link Current Sensing Module
Detects amount of current flow through the DC link.
Cabinet Lights
Provide interior cabinet illumination.
KEYSW LINK1
2-6
L1, 2
M1, 2
Component
Motorized Wheels
Function
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-, 1112A-, 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-, 2122A-, 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
PSC RDA, B, C
2-5
RG1A - 5C
RP1, 2
22
2-5
Power Supply
A DC to DC converter which provides regulated ± 24 VDC outputs from the unfiltered battery supply. Supplies power to PSC, TCI & LEMS.
Propulsion System Controller
The PSC is a part of the I, and is the main controller for the AC drive system. All propulsion and retarding functions are controlled by the PSC based on internally stored software instructions.
Rectifier Diode
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.
Retard ors 1and 2
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.
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
Table 1: AC drive system component descriptions Abbreviation
Fig. No.
RP1S, RP2S
2-5
Suppression Modules
Suppresses voltage spikes in coil circuit when RP ors are de-energized.
RP1BR \ RP2BR
2-4
Resistor
Provides a small load across the or s to help keep the ors clean.
R1
2-5
Battery Boost Resistor
Limits surge current in the Alternator field circuit when GFR s first close.
Traction Motor Speed Sensors
Each speed sensor provides two output speed signals, proportional to the Traction Motor's rotor shaft speed.
System Central Processing Unit Card
Provides control of propulsion and dynamic retarding functions, battery backed RAM, real-time clock, able code storage, and an RS422 serial link.
Truck Control Interface
Is a part of the I . Provides the main interface between the various truck systems, controls, and equipment and is used in conjunction with the DID by maintenance personnel.
SS1, 2
SYS U Card
TCI
960E-1
Component
Function
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 I.
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 I.
VAM3
2-6
Voltage Attenuation Module
Attenuates the high voltage outputs between the main alternator and the rectifier , and between the rectifier and the inverters to a level acceptable for use by the Analog I/O card in the I.
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 I.
23
CEN10007-00
10 Structure, functions and maintenance standard
FIGURE 10-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA
24
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
FIGURE 10-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA
960E-1
25
CEN10007-00
10 Structure, functions and maintenance standard
FIGURE 10-5. CONTROL CABINET COMPONENTS - OR COMPARTMENT
26
960E-1
10 Structure, functions and maintenance standard
CEN10007-00
FIGURE 10-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW
960E-1
27
CEN10007-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10007-00
28
960E-1
CEN10008-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
10 Structure, functions and maintenance standard Cab air conditioning General information .............................................................................................................................................. 3 Principles of refrigeration ...................................................................................................................................... 4 Air conditioning system components .................................................................................................................... 6 Air conditioning system electrical circuit ............................................................................................................. 10
960E-1
1
CEN10008-00
10 Structure, functions and maintenance standard
NOTES
2
960E-1
10 Structure, functions and maintenance standard
CEN10008-00
General information
Air conditioning for off-highway vehicles
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.
Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes, and climate conditions that present different design and installation challenges 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.
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.
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.
(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.
The general cleanliness of the system and components is important. Dust and dirt collected in the condenser, evaporator, and air filters decreases the system's cooling capacity.
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.
960E-1
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 preventive maintenance at regular intervals on vehicle air conditioning systems (cleaning, checking belt tightness, and checking operation of electrical components).
3
CEN10008-00
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 air conditioning unit into top operating efficiency. Too frequently, the operator and the service technician overlook the primary fact that no air conditioning 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 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. 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.
4
10 Structure, functions and maintenance standard
• 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. 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. 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. Ambient air, ing 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 es 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
960E-1
10 Structure, functions and maintenance standard
CEN10008-00
located at the bottom of the accumulators to remove moisture that is trapped in the system.
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 cycle is completed when the heated low pressure gas is again drawn into the compressor through the suction side.
FIGURE 10-1. BASIC AIR CONDITIONING SYSTEM 1. Blower Switch 2. Thermostatic Switch 3. Battery Supply 4. Circuit Breaker 5. Blower 6. Temperature Sensor
960E-1
7. Evaporator 8. Expansion Valve 9. Suction Line 10. Test Gauges & Manifold 11. Compressor 12. Refrigerant Container
13. Magnetic Clutch 14. Compressor Drive Pulley 15. Receiver-Drier 16. Discharge Line 17. Condenser 18. Accumulator
5
CEN10008-00
10 Structure, functions and maintenance standard
Air conditioning system components NOTE: Figure 10-3 illustrates both the heater system and air conditioning system parts contained in the cab mounted enclosure. Relays Three relays (9, Figure 10-3) control the damper doors, A/C compressor clutch, temperature control switch, water (heater) valve and the actuator motors. Fan motor and speed control Fan speed is controlled by the position of the fan speed control knob on control (40, Figure 103). If blower assembly (3) does not operate at any of the speed selections, that battery voltage is available at the switches and relay. Refer to the electrical schematic. If voltage is present, the blower assembly is probably defective and should be removed and replaced.
FIGURE 10-2. CAB FILTER LOCATION 1. Access Cover
2. Cab Filter
Cab air filter Recirculation air filter (5, Figure 10-3) and the cab air filter behind access (2, Figure 10-2) at the front 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 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 2,000 hours, or sooner if inspection indicates a clogged or damaged filter. Heater core Heater core (2, Figure 10-3) receives engine coolant through water valve (33) when heat is selected. If the temperature control knob on control (40) is placed in between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked.
Actuators Two rotary actuators (9, Figure 10-3) are installed inside the heater housing and are used to actuate the damper doors for the following: • Defroster outlet • Bi-level or floor outlets A failure to switch one of the above modes of operation may be caused by a faulty actuator. Visually inspect damper doors (35) and (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. that 24 VDC is present at the actuator when air flow directional knob on control (40, Figure 103) is moved through its various positions of operation. If the correct voltages are present during operation of the air flow knob, disconnect the actuator from the damper door and that actuator force is comparable to a known (new) actuator. If it is not, install a new actuator.
If the temperature control knob and water valve (33) appear to be working properly, yet no heat is apparent in the heater core, the core may be restricted. Remove and clean or replace the core.
6
960E-1
10 Structure, functions and maintenance standard
CEN10008-00
FIGURE 10-3. 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 Valve 8. Relay 9. Actuator
960E-1
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 Harness 26. Main Unit Harness 27. Seal 28. Screw 29. Screw 30. Bulb 31. Pivot Bushing
32. Punched Setup 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 41. Grommet 42. Duct Adapter
7
CEN10008-00
Compressor (refrigerant pump) Compressor (11, Figure 10-1) 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 Condenser (17, Figure 10-1) 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 40 kph (25 mph).
10 Structure, functions and maintenance standard
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 air conditioning 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 ing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air. Receiver-drier Receiver-drier (15, Figure 10-1) 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.
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.
8
960E-1
10 Structure, functions and maintenance standard
Expansion valve Expansion valve (8, Figure 10-1) controls the amount of refrigerant entering the evaporator core. 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 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 Accumulator (18, Figure 10-1) 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.
960E-1
CEN10008-00
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 core Evaporator core (9, Figure 10-3) cools and dehumidifies the air before it enters the cab. Cooling a large area requires that large volumes of air be ed 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.
9
CEN10008-00
10 Structure, functions and maintenance standard
Air conditioning system 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 s to open and close. The thermostat has a capillary tube extended into the evaporator coil to sense temperature. When the s 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 s 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 s 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 s at a predetermined temperature.
10
960E-1
10 Structure, functions and maintenance standard
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 receiver-drier. The switch functions are: Terminals 1 and 2 are connected internally through two, normally closed pressure switches in series, the low pressure switch and the high pressure switch.
Terminals 3 and 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 1 379 - 1 586 kPa (200 - 230 psi). When pressure falls to 965 - 1 344 kPa (140 - 195 psi), the switch s 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 s 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.
960E-1
CEN10008-00
• 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 - 2 413 kPa (300 350 psi) range. After system pressure drops to 1 448 - 1 724 kPa (210 - 250 psi), the switch s 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
2 068 - 2 413 kPa (300 - 350 psi)
1448 - 1724 kPa (210 - 250 psi)
Fan Clutch
241 - 414 kPa (35 - 60 psi) below closing pressure
1 379 - 1 586 kPa (200 - 230 psi) rising pressure
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 138 kPa (20 psi) higher. This factor should be observed when checking for proper operation of the switch. 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 3 447 - 3 792 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.
11
CEN10008-00
10 Structure, functions and maintenance standard
960E-1 Dump truck Form No. CEN10008-00
12
960E-1
CEN20001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
20 Standard value table Standard value table Standard value table for truck ............................................................................................................................... 3
960E-1
1
CEN20001-00
20 Standard value table
NOTES
2
960E-1
20 Standard value table
CEN20001-00
Standard value table for truck Truck model
960E-1 Measurement conditions
Check item
Standard value for new truck
Permissible value
64 (40)
64 (40)
11.7 (7.3)
11.7 (7.3)
1,900
1,900
750
750
2,030
2,030
N (lb)
21.6 ± 2.0 (4.85 ± 0.45)
Max. 115 (Max. 25.8)
Deg
5
5
Number of rotations
4.2
4.2 ± 0.5
Unit
Travel speed
• Dry road surface 0% grade Maximum speed in forward gear 12% grade
• Engine coolant temperature within operating range • Body unloaded
kph (mph)
• Travel resistance: 2.0% • Standard tires
Engine speed
Rated
• Engine coolant temperature within operating range
Idle
rpm
Number of rotations 960E-1
Steering wheel
Dimension
Operating force
Max. overspeed Stationary steering • On flat dry load surface effort • Steering wheel speed: (If stationary steering is 30 rpm impossible, measure • Engine low idle steering effort at low speed). • Engine stopped Play
• Dimension on periphery of grip • Until front wheel starts moving • Lock to Lock
Rotation range
3
CEN20001-00
20 Standard value table
Truck model Check item
Operating force Accelerator pedal
960E-1 Standard value for new truck
Permissible value
29.3 + 13.0/-0 (6.6 + 2.9/-0)
29.3 + 13.0/-0 (6.6 + 2.9/-0)
58.7 + 0/-13.3 (13.2 + 0/-3.0)
58.7 + 0/-13.3 (13.2 + 0/-3.0)
45 ± 5 (1.8 ± 0.2)
45 ± 5 (1.8 ± 0.2)
44.5 ± 4.0 (10.0 ± 0.9)
44.5 ± 4.0 (10.0 ± 0.9)
300.5 ± 189.5 (67.55 ± 42.6)
300.5 ± 189.5 (67.55 ± 42.6)
17.5 ± 1.0
17.5 ± 1.0
17.5 ± 1.0
17.5 ± 1.0
N (lb)
Max. 29.4 (Max. 6.61)
Max. 29.4 (Max. 6.61)
mm (in.)
24.5 ± 1 (0.96 ± 0.04)
24.5 ± 2 (0.96 ± 0.08)
• Initial
Max. 35.3 (Max. 7.94)
Max. 35.3 (Max. 7.94)
• Full
Max. 24.5 (Max. 5.51)
Max. 24.5 (Max. 5.51)
Measurement conditions
Unit
• Starting • Point at to 150 mm depress (6 in.) from fulcrum of • Full pedal
N (lb)
• Starting to depress to Full
mm (in.)
Stroke • Retarding Operating force Brake pedal
Operating force and stroke
Stroke
Directional control lever
Operating force
N (lb)
• Braking • Retarding
Deg
• Braking • Measuring point: Center of grip
Stroke
Float to Raise
• Measuring point: Center of grip
Raise to Hold
Must return smoothly when engine speed is at high idle.
Hoist lever
• Initial Operating force
Hold to Raise
Hold to Lower
Max. 35.3 (Max. 7.94)
Max. 35.3 (Max. 7.94)
Max. 24.5 (Max. 5.51)
Max. 24.5 (Max. 5.51)
• Initial
Max. 35.3 (Max. 7.94)
Max. 35.3 (Max. 7.94)
• Full
Max. 24.5 (Max. 5.51)
Max. 24.5 (Max. 5.51)
• Full
N (lb)
Lower to Float
Stroke
4
Raise to Hold Hold to Lower
Must return smoothly when engine speed is at high idle. • Measuring point: Center of grip
mm (in.)
44.8 ± 1.9 (1.76 ± 0.08
44.8 ± 1.9 (1.76 ± 0.08
960E-1
20 Standard value table
CEN20001-00
Truck model Measurement conditions
Suspension cylinder Accumulator
Installed length (exposed rod)
Front
Nitrogen gas pressure
Front
Standard value for new truck
Permissible value
247 ± 10 (9.3 ± 0.4)
247 ± 20 (9.3 ± 0.8)
199 ± 10 (7.8 ± 0.4)
199 ± 20 (7.8 ± 0.8)
2 930 (425)
2 930 (425)
1 296 (188)
1 296 (188)
kPa (psi)
9 653 ± 70 {1,400 ± 10}
9 653 ± 70 {1,400 ± 10}
%
Min. 20
Min. 20
Unit
• Flat dry road surface • Body unloaded
Rear
mm (in.)
kPa (psi)
Rear
Front and • Atmospheric Nitrogen rear service temperature): 21 °C (70 °F) gas brakes pressure Steering
Parking brake
• With maximum allowed payload Braking capacity
• Machine can hold on specified grade
• Engine running kPa (psi)
Service brakes
Release pressure
Tire
Air pressure
Oil pressure
Oil pressure
Stop slope angle
Pressure
Pressure
Dimension
Check item
960E-1
960E-1
Operating pressure
22 753 ± 1 378 22 753 ± 1 378 (3,300 ± 200) (3,300 ± 200)
• At full stroke
Front and • Charge accumulator rear service and operate brake first Brake oil brakes time pressure • At full stroke Standard tire
56/80-R63
Optional tire
59/80-R63 (Bridgestone only)
kPa (psi)
16 545 ± 517 (2,400 ± 75)
16 545 ± 517 (2,400 ± 75)
kPa (psi)
600 + 100/-0 (87 + 14/-0)
600 + 100/-0 (87 + 14/-0)
• Machine unloaded
5
CEN20001-00
20 Standard value table
Truck model
Standard value for new truck
Permissible value
At rated • Oil temperature: 50 – 80 °C speed (122 – 176 °F) (1,900 rpm)
20.6 ± 0.5 (2,987 ± 72)
20.6 ± 0.5 (2,987 ± 72)
At low idle (750 rpm) [Reference value]
18.6 ± 0.5 (2,697 ± 72)
18.6 ± 0.5 (2,697 ± 72)
21.7 ± 0.7 (3,147 ± 100)
21.7 ± 0.7 (3,147 ± 100)
24.1 ± 0.7 (3,495 ± 100)
24.1 ± 0.7 (3,495 ± 100)
20.6 ± 0.7 (2,988 ± 100)
20.6 ± 0.7 (2,988 ± 100)
20.0 ± 0.7 (2,900 ± 100)
20.0 ± 0.7 (2,900 ± 100)
24 ± 2
24 ± 2
14 ± 1
14 ± 1
24 ± 2
24 ± 2
Measurement conditions
Counterbalance Steering pump valve unloader
Cut-in pressure
Cut-out pressure
Unit
• Oil temperature: 45 – 55 °C (113 – 131 °F) • High idle
MPa (psi)
• Oil temperature: 50 – 80 °C (122 – 176 °F) • Engine speed: 1,900 rpm (rated speed) Relief pressure
Hoist valve
Oil pressure
Steering valve
Check item
Relief oil pressure
960E-1
6
Body
Time
Lifting speed
• Oil temperature: 50 – 80 °C (122 – 176 °F) • Engine speed: 1,900 rpm (rated speed)
Power down • Oil temperature: 50 – 80 °C Lowering (122 – 176 °F) speed Float • Engine speed: 650 rpm
sec.
960E-1
20 Standard value table
CEN20001-00
NOTES
960E-1
7
CEN20001-00
20 Standard value table
960E-1 Dump truck Form No. CEN20001-00
8
960E-1
CEN30001-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting General information Special tool list ...................................................................................................................................................... 3
960E-1
1
CEN30001-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30001-00
Special tool list Part number
Description
Qty.
Use Suspension and accumulator charging
EB1759
Nitrogen charging kit
1
EC6027
Hydrair charging kit
1
EM3708
Rear brake wear indicator
1
EM1275
Front brake wear indicator
1
PB6039
Female quick disconnect
4
EL8868
Belt alignment tool
1
XA3379
Belt tension tool
1
PB9067
Bulkhead connector
1
Auxiliary battery power source
PC2525
Harness
1
Payload meter data ing
960E-1
Brake wear measurement Brake system checkout Air conditioner drive belt inspection
3
CEN30001-00
30 Testing and adjusting
960E-1 Dump truck
Form No. CEN30001-00
4
960E-1
CEN30002-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Steering, brake cooling and hoist hydraulic system General information on system checkout.............................................................................................................. 3 Steering system checkout procedures .................................................................................................................. 3 Steering system checkout data sheet ................................................................................................................... 9 Brake cooling and hoist system checkout procedures.........................................................................................11 Brake cooling and hoist system checkout data sheet ......................................................................................... 16 Hydraulic system flushing procedure .................................................................................................................. 17
960E-1
1
CEN30002-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30002-00
General information on system checkout
Steering system checkout procedures
The hydraulic system checkout procedures are intended to help the technician diagnose problems in the steering and hoist circuits. The technician should read the entire checkout procedure to become familiar with the procedures and all the warnings and cautions before performing any steps. The checkout procedure begins by checking the basic system before checking individual components.
NOTE: Excessive internal leakage within the brake circuit may contribute to problems within the steering circuit. Ensure that brake circuit leakage is not excessive before troubleshooting the steering circuit.
A data sheet is included in this section to record the test information obtained during the hydraulic system checkout procedure. The data sheet is designed to be removed, copied, and used during the checkout procedure.
Hydraulic oil 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. Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. Before performing procedures:
any
testing
and
The steering circuit can be isolated from the brake circuit by first releasing all steering system pressure, then releasing all pressure from the brake accumulators and removing brake system supply line (4, Figure 30-2) from the bleed down manifold. Plug the brake supply line and cap the fitting at the bleed down manifold to prevent high pressure leakage.
If the steering pump has just been installed, it is essential that the pump case is full of oil before starting the engine.
adjusting
• The truck must be shut down properly for service. Refer to Index and foreword section Operating instructions for the shutdown procedure. • The steering accumulators and the brake accumulators must have the correct precharge and must be at normal operating temperature. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure.
960E-1
The steering circuit hydraulic pressure is supplied from the piston pump and steering accumulators. Some steering system problems, such as spongy or slow steering or abnormal operation of the low steering pressure warning, can sometimes be traced to internal leakage of steering components. If internal leakage is suspected, perform the steering component leakage tests outlined in this section.
The following equipment will be necessary to properly checkout the steering hydraulic circuit: • Hydraulic schematic • Three 35 000 kPa (5,000 psi) calibrated pressure gauges and hoses • A graduated container marked to measure liquid volume in cubic inches or milliliters
3
CEN30002-00
Steering pump pressure control adjustments 1. Check the hydraulic oil level in the tank and add oil if required. 2. Install an accurate 35 000 kPa (5,000 psi) pressure gauge in pressure test port “GPA” (4, Figure 30-1) located on the suction side of the steering pump. Install a second 35 000 kPa (5,000 psi) gauge in pressure test port “TP2” (3, Figure 30-2) in the bleed down manifold. 3. Turn unloader valve adjustment screw (2, Figure 30-1) clockwise until it bottoms out.
30 Testing and adjusting
8. Back out unloader valve adjustment screw (2) completely. 9. Start the engine and allow the pump pressure to build until the pump unloads. NOTE: When the steering pump unloads, pump output pressure at the “GPA” pressure test port will drop to approximately 1 380 - 2 760 kPa (200 - 400 psi). 10. Turn the steering wheel to cause the accumulator pressure to drop until the pump loads.
4. Back out compensator adjustment screw (3) by turning it counterclockwise. NOTE: If equipped, ensure that the suction line shutoff valves at the hydraulic tank are open before starting the engine. 5. Start the engine and operate at low idle. 6. Turn the compensator adjustment screw (3) clockwise to obtain 26 200 kPa (3,800 psi) on the pressure gauge at the “GPA” pump port. Do not exceed this pressure at any time. Tighten the compensator jam nut. 7. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely.
FIGURE 30-2. BLEED DOWN MANIFOLD
FIGURE 30-1. STEERING PUMP ADJUSTMENTS 1. Stroke Control Adjustment Screw 2. Unloader Valve Adjustment Screw 3. Compensator Adjustment Screw 4. Pressure Test Port "GPA"
4
1. To Hoist Valve, Power Up 2. To Hoist Valve, Power Down 3. Pressure Test Port "TP2" 4. Brake System Supply Line 5. Steering System Pressure Switch 6. Steering Accumulator Bleed Down Solenoid 7. Pressure Test Port "TP3" 8. Flow Amplifier Supply Line 9. Flow Amplifier Return Line 10. Front Steering Accumulator Supply Line 11. Rear Steering Accumulator Supply Line 12. Relief Valve, 4.1 MPa (600 psi) 13. Relief Valve, 28.0 MPa (4000 psi) 14. Hoist Pilot Valve Return Line 15. Tank Return Line 16. Pressure to Unloader valve 17. Supply from Pump
960E-1
30 Testing and adjusting
11. Adjust the unloader valve to reload the accumulators when pressure falls to 22 062 22 408 kPa (3,200 - 3,250 psi). Unload pressure will be 23 959 - 24 649 kPa (3,475 - 3,575 psi). When the unload pressure increases to 23 959 - 24 649 kPa (3,475 - 3,575 psi), the adjustment has been successfully completed. * Record on Data Sheet
CEN30002-00
Steering control valve and flow amplifier leakage test 1. Disconnect flow amplifier return line (9, Figure 30-2) at the bleed down manifold. Plug the port on the bleed down manifold. 2. Disconnect the steering control unit return line at the flow amplifier. Install a plug in the open flow amplifier port. Do not turn the steering wheel while the hoses are disconnected!
12. Steer the truck slowly again while observing the “TP2” steering pressure gauge.
3. Start engine and allow the steering system to reach normal operating pressure.
The pump must reload when pressure drops to 22 062 - 22 408 kPa (3,200 - 3,250 psi).
4. Measure leakage from the flow amplifier return line removed in Step 1:
* Record on Data Sheet 13. If the minimum reloading pressure in Step 12 is not correct, repeat Steps 11 and 12. NOTE: The critical pressure setting is the 22 062 22 408 kPa (3,200 - 3,250 psi) when the pump loads. The unloading pressure follows the loading pressure adjustment and should occur at approximately 23 959 - 24 649 kPa (3,475 - 3,575 psi). 14. Tighten the jam nut to lock the adjustment. 15. Steer the truck several times to that system pressure begins to increase (pump cycles from unload to load) once pressure has dropped to 22 062 - 22 408 kPa (3,200 - 3,250 psi). 16. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. Turn the steering wheel to that no pressure remains.
Maximum permissible leakage is 820 ml/ min. (50 in3/min.). If leakage is excessive, the flow amplifier should be repaired or replaced. * Record on Data Sheet 5. Measure leakage from steering control unit return hose removed in Step 2: Maximum permissible leakage is 164 ml/ min. (10 in3/min.). If leakage is excessive, the steering control valve should be repaired or replaced. * Record on Data Sheet 6. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. If all steering system hoses are connected, turn the steering wheel to that no pressure remains.
17. Remove the gauges and cap the test ports. NOTE: Stroke control adjustment screw (1, Figure 30-1) controls the volume of oil that is produced by the steering/brake pump. Use of this feature is required only if the truck is operated at high altitude locations of 3 050 meters (10,000 feet) above sea level or greater. If the truck is operating at high altitudes, the Komatsu area service representative for instructions regarding stroke control adjustment procedures. For trucks operating at lower altitudes, this adjustment should not be changed from the factory setting (adjusted fully counterclockwise). The factory setting provides full pump flow for maximum performance.
960E-1
5
CEN30002-00
30 Testing and adjusting
Bleed down manifold leakage test 1. With hydraulic lines still disconnected from the "Steering control valve and flow amplifier leakage test", disconnect hoist pilot valve return line (14, Figure 30-2) located on the side of the bleed down manifold. Plug the open port on the bleed down manifold.
The hydraulic tank oil level is above the level of the tank return line. It is necessary to draw a vacuum on the hydraulic tank to prevent a large amount of oil from draining from the tank with the return line disconnected from the bleed down manifold. 2. Disconnect tank return line (15) from the bleed down manifold. Connect hoist pilot valve return line (14) to the tank return port, or connect it to the hydraulic tank fill port. Do not plug the hoist pilot valve return line. 3. Remove the vacuum on the hydraulic tank. 4. Start the engine and allow the system pressure to build until the unloader valve unloads the pump. Measure the leakage at the open tank return port on the bleed down manifold. Maximum permissible leakage is 541 ml/ min. (33 in3/min.). If leakage is excessive, bleed down solenoid (6, Figure 30-2), steering system relief valve (13), or the piloted check valve located on top of bleed down manifold is defective and must be replaced. * Record on Data Sheet
In the next step, DO NOT use the key switch to shut off the engine. If the key switch is turned OFF, all accumulator oil will be discharged through the open port on the bleed down manifold. A suggested method to provide steering accumulator bleed down when return hoses are disconnected is to connect a hose/needle valve assembly between bleed down manifold port TP3 and the hydraulic tank filler tube. This hose/valve assembly cannot be connected or disconnected if the accumulators are pressurized. The opposite end of the hose can be connected to a fitting which screws into the hydraulic tank filler tube in place of the filler cap. Both accumulators will be bled down when port TP3 is opened to tank, reducing the possibility of either accumulator being accidentally left pressurized. The hose can be 1/4” SAE 100R2, rated for 5000 psi, or 3/8” SAE 100R2, rated for 4000 psi. Needle valves are suggested to allow simple opening/closing, but must be rated for 4000 psi or above. 5. After test is complete, shut off the engine by using the engine shutdown switch on the center console. 6. Reattach the vacuum source to the hydraulic tank and draw a vacuum before disconnecting the tank return hose from the hoist pilot valve return hose. Attach the tank return hose to the bleed down manifold, then attach the hoist pilot valve return hose to the bleed down manifold. 7. Remove the vacuum on the hydraulic tank. Remove all test equipment and attach all remaining hoses to their proper locations. 8. Turn the key switch OFF to allow the steering accumulators to depressurize.
6
960E-1
30 Testing and adjusting
Shock and suction valve pressure tests Before the shock and suction valves in the steering circuit can be tested, the steering system pressure must be increased to obtain sufficient pressure for testing. Also, the steering relief valve pressure must be raised above the pressure that is required to actuate the shock and suction valves. 1. Install a 35 000 kPa (5,000 psi) pressure gauge at pressure test port “TP2” (3, Figure 30-2) in the bleed down manifold. 2. Install a 35 000 kPa (5,000 psi) pressure gauge in each steering cylinder manifold test port (located on the frame cross member under the engine).
CEN30002-00
10. Turn the steering wheel against the opposite stop. The other pressure gauge should read 24 000 ± 1 000 kPa (3,480 ± 145 psi). * Record on Data Sheet 11. If the pressure is incorrect during Step 9 or 10, the shock and suction valves must be replaced. NOTE: The shock and suction valves are only serviced as complete units and cannot be adjusted while installed in the flow amplifier valve. 12. After the test is complete, lower the steering relief pressure to 20 690 ± 345 kPa (3,000 ± 50 psi) as follows:
3. Turn unloader valve adjustment screw (2, Figure 30-1) clockwise until it bottoms out.
a. Steer full left or right and maintain a slight pressure against the steering wheel.
4. Back out compensator adjustment screw (3) by turning it counterclockwise.
b. Use the 5 mm allen wrench to adjust the steering relief valve until 20 690 ± 345 kPa (3,000 ± 50 psi) is shown on the gauge.
5. Start the engine and operate at low idle.
* Record on Data Sheet
6. Adjust compensator adjustment screw (3) to obtain 25 510 kPa (3,700 psi) on the pressure gauge at the “GPA” pump port. Do not exceed this pressure at any time. Tighten the compensator jam nut. NOTE: The steering pump will not unload at this time. It will maintain at 25 510 kPa (3,700 psi). 7. Raise the steering relief valve pressure as follows: a. Use an 8 mm allen wrench to remove plug (2, Figure 30-3) on the flow amplifier valve. b. Insert a 5 mm allen wrench into the opening and gently bottom out relief valve adjustment screw (4) by turning it clockwise. 8. While observing the two gauges installed on the steering cylinder manifold, turn the steering wheel against the left stop. One of the pressure gauges should read 24 000 ± 1 000 kPa (3,480 ± 145 psi). * Record on Data Sheet
960E-1
FIGURE 30-3. STEERING RELIEF VALVE ADJUSTMENT 1. Flow Amplifier Valve 2. Plug 3. O-ring 4. Relief Valve Adjustment Screw
7
CEN30002-00
30 Testing and adjusting
13. After the adjustment is complete, install plug (2) with O-ring (3) on the valve body.
24. Steer the truck slowly again while observing the “TP2” steering pressure gauge.
14. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely.
The pump must reload when pressure drops to 22 062 - 22 408 kPa (3,200 - 3,250 psi).
15. Turn unloader valve adjustment screw (2, Figure 30-1) clockwise until it bottoms out.
* Record on Data Sheet
16. Back out compensator adjustment screw (3) by turning it counterclockwise.
25. If the minimum reloading pressure in Step 12 is not correct, repeat Steps 11 and 12.
NOTE: If equipped, ensure that the shutoff valves are open before starting the engine.
NOTE: The critical pressure setting is the 22 062 22 408 kPa (3,200 - 3,250 psi) when the pump loads. The unloading pressure follows the loading pressure adjustment and should occur at approximately 23 959 - 24 649 kPa (3,475 - 3,575 psi).
17. Start the engine and operate it at low idle. 18. Adjust compensator adjustment screw (3) to obtain 26 200 kPa (3,800 psi) on the pressure gauge at the “GPA” pump port. Do not exceed this pressure at any time. Tighten the compensator jam nut. 19. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. 20. Back out unloader valve adjustment screw (2) completely. 21. Start the engine and allow the pump pressure to build until the pump unloads. NOTE: When the steering pump unloads, pump output pressure at the “GPA” pressure test port will drop to approximately 1 380 to 2 760 kPa (200 to 400 psi).
26. Tighten the jam nut to lock the adjustment. 27. Steer the truck several times to that system pressure begins to increase (pump cycles from unload to load) once pressure has dropped to 22 062 - 22 408 kPa (3,200 - 3,250 psi). 28. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. Turn the steering wheel to that no pressure remains. 29. Remove the gauges and cap the test ports.
22. Steer the truck to cause the accumulator pressure to drop until the pump loads. 23. Adjust the unloader valve to reload the accumulators when pressure falls to 22 062 22 408 kPa (3,200 - 3,250 psi). Unload pressure will be 23 959 - 24 649 kPa (3,475 - 3,575 psi). When the unload pressure increases to 23 959 - 24 649 kPa (3,475 - 3,575 psi), the adjustment has been successfully completed. * Record on Data Sheet
8
960E-1
30 Testing and adjusting
CEN30002-00
Steering system checkout data sheet
MACHINE MODEL _______ UNIT NUMBER _________ SERIAL NUMBER___________
__________Steering Accumulators charged to 9650 kPa (1400 psi). Operate steering system to obtain proper operating temperature. Refer to Check-out Procedures.
STEERING PUMP PRESSURE CONTROL ADJUSTMENTS STEP 11 __________Steering pump unload pressure STEP 12__________Steering pump reload pressure STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS STEP 4___________Flow amplifier return hose leakage STEP 5___________Steering control unit return hose leakage BLEED DOWN MANIFOLD LEAKAGE TEST STEP 4___________Tank return hose leakage SHOCK AND SUCTION VALVES TEST STEP 8___________Shock and suction valve pressure, left steer STEP 10__________Shock and suction valve pressure, right steer STEP 12__________Steering relief valve pressure setting STEP 23__________Steering pump unload pressure STEP 24__________Steering pump reload pressure
Name of Technician or Inspector Performing Check-Out__________________________ Date __________________________
960E-1
9
CEN30002-00
30 Testing and adjusting
Toe-in adjustment NOTE: Before returning the truck to operation, the steering system must first be centered in the straight ahead position. 1. Check the toe-in by measuring the distance between the centers of the front tires. Measure on the horizontal centerline at the front and rear of the tires. Refer to Figure 30-4. Radial tires should have equal measurements (zero toe-in). 2. Loosen the clamp locknuts on the tie rod. Rotate the tie rod as necessary to obtain the correct toe-in setting. The nominal tie rod length when installed is 3 696 mm (145.5 in.). 3. When the adjustment is complete, tighten the clamp locknuts on the tie rod to 420 ± 42 Nm (310 ± 31 ft lb). 4. Remove the blocks from the rear wheels.
FIGURE 30-4. MEASURING TOE-IN
10
960E-1
30 Testing and adjusting
Brake cooling and hoist system checkout procedures NOTE: If the relief valve or hoist valve assembly has been replaced or rebuilt, hoist valve power up pressure should be checked. Also, check the brake cooling circuit for correct pressures. Check hoist system power down relief pressure if the hoist pilot valve has been replaced or rebuilt.
CEN30002-00
Pressure gauge locations 1. Install a 1 000 kPa (100 psi) low pressure gauge at front brake cooling circuit test port (1, Figure 30-5) at the front of the hoist valve to monitor the front brake cooling oil pressure. 2. Install a 35 000 kPa (5,000 psi) gauge in overcenter manifold power down test port “TPD” (3, Figure 30-9) located on the front face of the manifold. 3. Install a 35 000 kPa (5,000 psi) gauge in both hoist pump filter pressure test ports (2, Figure 30-5).
Hydraulic oil 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.
4. Install a 1 000 kPa (100 psi) low pressure gauge at rear brake supply pressure test port (3, Figure 30-8) in the brake/hoist return manifold to monitor rear brake cooling supply pressure.
Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. The following equipment will be necessary to properly check-out the hoist relief and brake cooling circuit pressures: • Hydraulic schematic • Three 35 000 kPa (,5000 psi) calibrated pressure gauges and hoses • Two 1 000 kPa (100 psi) low pressure gauges and hoses
FIGURE 30-5. TEST PORTS 1. Front Brake Cooling Circuit Test Port 2. Hoist Pump Filter Pressure Test Port
960E-1
11
CEN30002-00
30 Testing and adjusting
Power up relief pressure test
Brake cooling circuit test be not not 30
The hoist control valve contains two relief valves. The rear inlet section contains the relief valve for the rear section of the hoist pump. The front inlet section contains the relief valve for the front section of the hoist pump.
1. Start the engine and operate at low idle. Place the hoist control lever in the FLOAT position.
1. To allow full extension of the hoist cylinders, disconnect the hoist up limit solenoid (located on the top of the bleed down manifold) from the wiring harness.
NOTE: Hydraulic oil temperature should approximately 21 °C (70 °F) during this test. Do turn the steering wheel or apply the brakes. Do operate the engine at low idle for more than seconds.
Hoist pump outlet pressures at the filters should be approximately 550 kPa (80 psi). * Record on Data Sheet Pressure at front brake cooling circuit test port (1, Figure 30-5) and rear brake supply pressure test port (3, Figure 30-8) should be approximately 172 kPa (25 psi) or less. * Record on Data Sheet
Ensure that there is adequate overhead clearance before raising the body.
2. With the engine at low idle, move the hoist control lever to the RAISE position.
NOTE: Ensure that the gauges are properly identified (front or rear section of the pump) when the pressures are read.
Pressure at the front and rear brake cooling circuits should drop to 0 kPa (0 psi) while the body rises.
2. Start the engine and operate at low idle. Move the hoist control lever to the RAISE position until the body is fully raised.
If the pressure is not correct, the hoist control valve may be plumbed incorrectly or defective.
Pressure at both hoist pump filter test ports should be 18 960 ± 690 kPa (2,750 ± 100 psi).
* Record on Data Sheet 3. Increase engine speed to 1,500 rpm. Place the hoist control lever in HOLD or FLOAT. Pressure at the front and rear brake cooling circuits should be approximately 345 kPa (50 psi) or less. * Record on Data Sheet 4. With engine at 1,500 rpm, move the hoist control lever to the LOWER position. Pressure at the front and rear brake cooling circuits should drop to 0 kPa (0 psi) while the body lowers. * Record on Data Sheet
* Record on Data Sheet 3. If the hoist power up relief pressure is incorrect on either gauge, the corresponding relief valve should be replaced. a. Lower the body until it is resting on the frame rails. Shut off the engine and wait at least 90 seconds for the accumulators to depressurize. Turn the steering wheel to ensure that system pressure has been relieved. b. Relieve all hydraulic pressure from the hoist system. c. Disconnect the tube from inlet cover (2, Figure 30-6). Disconnect the hose(s) at the top port. d. Remove capscrews (1) and cover (2). Remove spring (3) and relief valve (4). e. Install new relief valve (4), spring (3), cover (2), and new O-rings (8). Install and tighten capscrews (1). Connect the tube to the fitting on cover (2). Install the hose(s) at the top port.
12
960E-1
30 Testing and adjusting
CEN30002-00
4. Check the pressure again by repeating Step 2. If necessary, repeat the adjustment procedure until the correct pressure is obtained.
Power down relief pressure test NOTE: The hoist system power down relief valve is located on the hoist pilot valve in the hydraulic brake cabinet behind the cab. 1. Start the engine and operate at low idle. Allow the accumulators to fill and the steering/brake pump to unload. 2. With the body resting on the frame, move the hoist control lever to the LOWER position. Pressure at the overcenter manifold test port “TPD” should be 10 340 ± 517 kPa (1,500 ± 75 psi). * Record on Data Sheet
FIGURE 30-6. INLET SECTION 1. Capscrew 2. Inlet Cover 3. Spring 4. Main Relief Valve 5. Spring
6. Sleeve 7. Secondary Low Pressure Valve 8. O-rings 9. Inlet Valve Body
NOTE: Front and rear inlet sections are identical.
3. If power down relief pressure is not within specifications, adjust the relief valve as follows: a. Remove the cap from power down relief valve (2, Figure 30-7). b. To increase the power down relief pressure, turn the adjusting screw inward (clockwise). To decrease the power down relief pressure, turn the adjusting screw outward (counterclockwise).
FIGURE 30-7. HOIST PILOT VALVE 1. Spool Housing 2. Power Down Relief Valve
960E-1
13
CEN30002-00
30 Testing and adjusting
4. Recheck the power down relief pressure by repeating Step 2 after adjusting the relief valve. Install the cap on the power down relief valve. 5. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. Remove the gauges.
Counterbalance valve pressure check 1. Ensure that the engine is off, the body is resting on the frame or properly secured in the raised position, the hoist valve is in the FLOAT position, and the hydraulic system is depressurized. 2. Loosen the locknut on needle valve adjustment stem (9, Figure 30-9) on the overcenter manifold. Turn the adjustment stem fully clockwise.
FIGURE 30-8. BRAKE/HOIST RETURN OIL MANIFOLD 1. Rear Brake Return 2. Rear Brake Supply 3. Rear Brake Supply Pressure 4. Front Brake Supply Pressure 5. Rear Brake Cooling Oil (From Hoist Valve) 6. Return From Hoist Valve 7. Return From Hoist Valve 8. Brake/Hoist Return Oil Manifold
14
9. Front Brake By 10. Rear Brake Return Pressure 11. Hoist Return Pressure 12. Front Brake Return Pressure 13. Rear Brake Return 14. Rear Brake Return to Tank 15. Hoist Return to Tank 16. Front Brake Return to Tank 17. Front Brake Return 18. Front Brake Return
FIGURE 30-9. OVERCENTER MANIFOLD 1. Check Valves 2. Overcenter Valve Manifold 3. Power Down Test Port (TPD) 4. Counterbalance Valve Adjustment Stem 5. Counterbalance Valve Test Port (TCBVP) 6. Power Up Test Port (TPU) 7. Test Port (TR) 8. Pilot Vent Port 9. Needle Valve Adjustment Stem 10. Counterbalance Valve Port (TCBV)
960E-1
30 Testing and adjusting
3. Remove the plug from “PILOT VENT” port (8) on the overcenter manifold. This port will remain open to the atmosphere during the adjustment. Do not allow dirt to enter the open port. NOTE: It is suggested that a clean SAE #4 (1/4”) hydraulic hose be installed in the open pilot vent port and pointed downward. 4. Install a 35 000 kPa (5,000 psi) gauge at test port “TR” (7) on the overcenter manifold. Use a hose that is long enough for the technician to read the pressure gauge while in the cab of the truck. Do not read the gauge near the overcenter manifold or make adjustments while the engine is running. The gauge will measure the rod end pressure (the pressure controlled by the counterbalance valve). 5. Start the engine and operate at low idle. If the body is in the raised position, lower the body to the frame. 6. 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 and adjusted while the hoist cylinders are in the third stage. a. If pressure is 20 700 kPa (3,000 psi) or above, stop raising the body immediately. The pressure is adjusted too high and must be lowered. Refer to "Counterbalance valve adjustment". b. If pressure is below 20 700 kPa (3,000 psi), lower the body, increase engine speed by approximately 300 rpm and repeat Step 6 until the engine is at high idle or 20 700 kPa (3,000 psi) is obtained.
CEN30002-00
Counterbalance valve adjustment 1. With the hoist control lever in the FLOAT position and the body resting on the frame, loosen the locknut on counterbalance valve adjustment stem (4, Figure 30-9). Turn the adjustment stem fully inward (clockwise) so the counterbalance valve pressure is as low as possible. 2. Start the engine and operate at high idle. Observe the pressure gauge while raising the body. 3. Carefully turn the adjustment stem outward (counterclockwise) to obtain 20 700 kPa (3,000 psi) with the engine at high idle, the hoist control lever in the RAISE position and the hoist cylinders in the third stage. NOTE: Complete valve adjustment range is three full turns. 4. Lower the body to the frame and operate the engine at low idle. Repeat Step 6 of the "Counterbalance valve pressure check" procedure to proper adjustment. 5. With the body resting on the frame, install the plug in “PILOT VENT” port (8). Remove the pressure gauge. 6. Turn needle valve adjustment stem (9) fully outward and tighten the locknut securely. The needle valve must be fully open for normal operation.
c. If the gauge indicates 20 700 kPa (3,000 psi) with the engine at high idle, the hoist control lever in the RAISE position and the hoist cylinders in the third stage, the counterbalance valve adjustment is correct. * Record on Data Sheet d. If the gauge still does not indicate 20 700 kPa (3,000 psi) with the engine at high idle, the hoist control lever in the RAISE position and the hoist cylinders in the third stage, or if 20 700 kPa (3,000 psi) was obtained before the engine reached high idle, adjust the counterbalance valve.
960E-1
15
CEN30002-00
30 Testing and adjusting
Brake cooling and hoist system checkout data sheet
MACHINE MODEL ___________ UNIT NUMBER _______ SERIAL NUMBER___________
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out Procedures.
BRAKE COOLING CIRCUIT TEST STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position _________ Brake cooling circuit pressure, low idle, FLOAT position STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position POWER UP RELIEF PRESSURE TEST STEP 2 __________ Hoist relief pressure, front pump section ________ Hoist relief pressure, rear pump section POWER DOWN RELIEF PRESSURE TEST STEP 2 _________ Power down relief pressure COUNTERBALANCE VALVE PRESSURE CHECK STEP 6c _________ Counterbalance valve pressure
Name of Technician or Inspector Performing Check-Out__________________________ DATE _________________________
16
960E-1
30 Testing and adjusting
Hydraulic system flushing procedure Preparation 1. Properly shut down the truck for service. Refer to Index and foreword section Operating instructions for the shutdown procedure. 2. Open accumulator bleed down valves (1, Figure 30-10) and (3) on the brake manifold. This will return contaminants in the brake accumulators to the hydraulic tank.
CEN30002-00
5. Inspect the hydraulic tank strainers and diffs. If damaged, install new components. 6. Install an accurate 35 000 kPa (5,000 psi) pressure gauge in pressure test port “GPA” (4, Figure 30-1) located on the suction side of the steering pump. Install a second 35 000 kPa (5,000 psi) gauge in pressure test port “TP3” (7, Figure 30-2) in the bleed down manifold. Flushing procedure
Ensure that there is adequate overhead clearance before raising the body. 1. Connect the following ports with jumper hoses: •
“QD SUPPLY” and “QD RETURN” ports on the bleed down manifold
•
“disabled truck” quick connect fittings on the overcenter manifold
The jumper hoses must be made of 1 inch diameter SAE 100R12 material rated at 27 600 kPa (4,000 psi).
FIGURE 30-10. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
An optional hose/needle valve assembly for manually depressurizing the steering accumulators may be used. This hose/needle valve assembly is only for convenience and is not required. It provides a method for manually depressurizing both steering accumulators at any time. The jumper hoses installed in Step 1 are still needed. Required materials • Needle valve rated at 27 600 kPa (4,000 psi)
3. Thoroughly clean the exterior of the hydraulic tank. Drain the hydraulic tank, remove the strainers and diffs, and clean the inside of the tank. Flush the interior of the hydraulic tank with a cleaning solvent. 4. Inspect all hydraulic hoses for deterioration or damage. NOTE: If a system component fails, all hoses and tubing should be removed and back flushed with a cleaning solvent. Inspect for small particles which may be trapped inside.
960E-1
• Two hoses made from 1/4 inch diameter SAE 100R2 material rated at 35 000 kPa (5,000 psi) (The length of the hoses is not critical but should provide the best accessibility to the needle valve.) • Fittings (WB0585), (WB0692) and (WB0576) Installation a. Make sure that both steering accumulators and both brake accumulators are depressurized. b. Remove the plug directly above pressure test port "TP3" (7, Figure 30-2) on the bleed down manifold. Install fittings (WB0585) and (WB0692) in the unplugged port.
17
CEN30002-00
c. Remove the plug from the port marked "T3" on the right side of the brake manifold. Install fitting (WB0576) in the unplugged port. d. Assemble both hoses to the needle valve. Connect one hose to the fitting installed in the port above the "TP3" port. Connect the other hose to the fitting installed in the "T3" port.
30 Testing and adjusting
4. If equipped, fully open all shutoff valves in the pump suction lines. The valves are fully open when the valve handle is in line with the hose.
Serious pump damage will occur if any shutoff valve is not fully open when the engine is started.
NOTE: Retain the plugs that were removed from the manifolds so they can be installed after the hose/needle valve assembly is removed.
5. Fill the hydraulic tank with clean type C-4 hydraulic oil. Make sure that the oil level is visible in center of the upper sight gauge.
Once installed, the hose/needle valve assembly can be used to depressurize both steering accumulators.
6. Loosen each pump suction hose at the pump inlet to bleed any trapped air. Make sure that the O-ring does not fall out of the groove. Retighten the capscrews to the standard torque when oil appears.
Do not disconnect the hose/needle valve assembly while the steering accumulators are pressurized. Hydraulic oil 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. Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. 2. If the brakes are not installed, connect the brake cooling supply hoses to the brake cooling return hoses. The service brake hoses and parking brake hoses must be capped or connected to brake simulators. 3. Fill the steering pump case with clean hydraulic oil through the case drain port. An alternate method is to leave the case drain hose connected, then remove the plug from the port marked "PRG" on top of the steering pump. This will vent air from the pump case when the hydraulic tank is filled with oil. Install the plug when oil appears at the port opening.
7. Check the hydraulic oil level. Add oil, if necessary.
Do not apply the brakes or turn the steering wheel at any time during this procedure. 8. Move the hoist control lever to the FLOAT position. 10. Turn the key switch ON but do not start the engine. that the low steering accumulator precharge warning is not displayed. If the warning is displayed, correct the problem before proceeding. NOTE: The brake accumulators do not have pressure switches to warn of low precharge pressure. Make sure that both brake accumulators and both steering accumulators are properly precharged to 9 650 kPa (1,400 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure.
NOTE: Filling the steering case pump does not eliminate the need to bleed air from the pump suction line.
18
960E-1
30 Testing and adjusting
CEN30002-00
13. Move the hoist control lever to the RAISE or LOWER position. The pressure readings at the front and rear brake cooling test ports should be 0 kPa (0 psi). If, at any time, the warning indicator or buzzer is activated, do not loosen or remove any hydraulic hose or component. Hydraulic oil pressure may be trapped in the system. Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. If fault code A236 is active, do not loosen or remove any hydraulic hose or component. The steering accumulators have not been properly depressurized. Locate and correct the steering accumulator problem. The pressure gauge installed in bleed down manifold test port "TP3" will show 103 kPa (15 psi) or less if the steering accumulators are successfully depressurized. 11. Start the engine and operate at low idle for no more than 30 seconds. •
Pressure at the hoist filters should be approximately 550 kPa (80 psi).
•
Pressure at steering pump test port "GPA" should be approximately 690 kPa (100 psi).
•
Pressure at the front and rear brake cooling test ports should be 172 kPa (25 psi) or less.
Do not operate the truck at low idle for more than 30 seconds. The steering pump pressure at test port "GPA" must be at or above 1 725 kPa (250 psi) during the the flushing process to provide adequate pump internal lubrication. Steering pump damage will result if the pressure is below 1 725 kPa (250 psi) for more than 30 seconds.
If the pressure readings do not drop to 0 kPa (0 psi), the hoist valve may be plumbed incorrectly or the hoist valve may be defective. Correct the plumbing error or replace the hoist valve, as needed, then repeat this step. 14. If the pressure readings are correct, increase the engine speed to 1,500 rpm for 20 minutes to flush the system. Move the hoist control lever to the RAISE position for 30 seconds, and then move it to the LOWER position for 30 seconds. Repeat this cycle five times. This process will carry any system contaminants to the hydraulic tank. Monitor the pressure gauges at the front and rear brake cooling test ports during this step. The pressure readings should be 0 kPa (0 psi) when the hoist control lever is in the RAISE and LOWER positions and approximately 345 kPa (50 psi) in the HOLD and FLOAT positions. 15. When the flushing process is complete, shut off the engine and allow at least 90 seconds for the accumulators to depressurize completely. 16. Remove the jumper hoses from the overcenter manifold and the bleed down manifold. If the optional hose/needle valve assembly is installed, leave it installed. If the brakes are still not installed, leave the brake cooling supply hoses and return hoses connected together. 17. Check the hydraulic oil level. Add oil, if necessary. 18. Close the brake accumulator bleed down valves on the brake manifold.
12. Increase the engine speed as required to increase pressure at steering pump test port "GPA" to at least 1 725 kPa (250 psi).
960E-1
19
CEN30002-00
19. To flush the accumulators, start the engine and operate the engine until the accumulator pressure is approximately 23 960 kPa (3,475 psi). This is the pressure at which the unloader valve shifts to unload the steering pump. If the accumulator pressure does not reach 23 960 kPa (3,475 psi): •
Check for any bleed down related fault codes. Correct any problems and repeat Step 19.
•
If there are no such fault codes, refer to "Steering pump pressure control adjustments", then repeat Step 19.
30 Testing and adjusting
26. After the hydraulic system flushing procedure has been completed, all system high pressure filter elements must be replaced. a. Close both hoist pump suction line shutoff valves. Close the steering pump suction line shutoff valve. b. Remove the hoist and steering hydraulic filters. Clean the housings and install new filter elements. c. Check the hydraulic oil level. Add oil, if necessary. d. Open the suction line shutoff valves.
20. Shut off the engine and allow at least 90 seconds for the steering accumulators to depressurize completely. The steering pressure reading at bleed down manifold pressure test port "TP3" should be 103 kPa (15 psi) or less. 21. Open the brake accumulator bleed down valves on the brake manifold to depressurize the brake accumulators. Close the brake accumulator bleed down valves NOTE: Perform Steps 19 through 21 five times. 22. To flush the steering system, start engine. Allow the accumulators to fully charge and the steering pump to unload. 23. Turn the steering wheel full left then full right ten times. 24. Shut off the engine and allow at least 90 seconds for the steering accumulators to depressurize completely. 25. Check the hydraulic oil level. Add oil, if necessary.
20
960E-1
30 Testing and adjusting
CEN30002-00
NOTES
960E-1
21
CEN30002-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30002-00
22
960E-1
CEN30003-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Brake system General information on system checkout.............................................................................................................. 3 Brake circuit checkout procedure.......................................................................................................................... 3 Brake system checkout data sheet ..................................................................................................................... 14 Brake piston leakage test.................................................................................................................................... 18 Wet disc brake bleeding procedure .................................................................................................................... 18 Parking brake bleeding procedure ...................................................................................................................... 19 Brake valve bench test and adjustment .............................................................................................................. 20 Dual relay valve bench test and adjustment ....................................................................................................... 23
960E-1
1
CEN30003-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30003-00
General information on system checkout
Brake circuit checkout procedure
The brake system checkout procedures are intended to help the technician diagnose problems in the brake circuits. The technician should read the entire checkout procedure to become familiar with the procedures and all the warnings and cautions before performing any steps. The checkout procedures begin by checking the basic system before checking individual components.
NOTE: The steering system supplies the brake system with operating pressure. It is important that the steering system be checked for proper operation before checking the braking system. Refer to Testing and adjusting section Hydraulic system for the steering system checkout procedure.
Data sheets are included in this section to record the test information obtained during the brake system checkout procedures. The data sheets are designed to be copied and used during the checkout procedure.
This section outlines a procedure to test the functionality of the entire brake system. Pressure specifications and other criteria that must be duplicated for the braking system to be considered ready for daily operations are provided. The steering circuit can be isolated from the brake circuit by removing the brake supply line from the bleed down manifold. Plug the brake supply line and cap the port in the bleed down manifold. The following equipment will be necessary to properly checkout the brake hydraulic circuit:
Hydraulic oil 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. Relieve pressure before disconnecting any hydraulic lines. Tighten all connections securely before applying pressure. Before performing procedures:
any
testing
and
adjusting
• Brake hydraulic schematic (See Section 90) • Clear plastic hose and bucket for brake bleeding • Three 24 100 kPa (3,500 psi) pressure gauges • One 34 475 kPa (5,000 psi) pressure gauge • One female quick disconnect (PB6039) and hose long enough to reach from brake cabinet to the inside of the operator's cab for each gauge • Accumulator charging kit (EB1759 or equivalent) with gauges and dry nitrogen
• The truck must be shut down properly for service. Refer to Index and foreword section Operating instructions for the shutdown procedure. • The steering accumulators and the brake accumulators must have the correct precharge and must be at normal operating temperature. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure.
960E-1
3
CEN30003-00
30 Testing and adjusting
FIGURE 30-1. HYDRAULIC BRAKE CABINET 1. Dual Relay Valve 2. Hoist Pilot Valve 3. Relief Valve (Hoist Power Down) 4. Brake Lock Shuttle Valve 5. Brake Manifold 6. Brake Oil Supply Pressure Test Port (SP3) 7. Rear Brake Accumulator Bleed Valve 8. Auto Apply Sequence Valve 9. Front Brake Accumulator Bleed Valve 10. Parking Brake Solenoid Valve (SV2) 11. Brake Lock Apply Pressure Test Port (PP3) 12. Pressure Reducing Valve (PR)
4
13. Brake Lock Solenoid Valve (SV1) 14. Parking Brake Release Pressure (PK3) 15. Low Accumulator Pressure Test Port (LAP1) 16. Low Brake Pressure Switch 17. Parking Brake Pressure Switch 18. Auto Apply Solenoid Valve (SV3) 19. Junction Manifold 20. Stop Light Pressure Switch 21. Brake Lock Degradation Switch 22. Rear Brake Pressure Test Port (BR) 23. Front Brake Pressure Test Port (BF)
960E-1
30 Testing and adjusting
Initial system setup Ensure that the brakes have been properly bled to remove any trapped air. Refer to "Wet disc brake bleeding procedure". Also, before checking the brake system, make sure that the parking brake is functioning properly. Refer to "Parking brake bleeding procedure". 1. Securely block the wheels to prevent the truck from rolling away. 2. Move the directional control lever in PARK and turn the rest switch ON. Turn the key switch OFF to shut off the engine and allow 90 seconds for the steering system accumulators to depressurize. NOTE: Leave rest switch in the ON position and the GF cutout switch in the CUTOUT position throughout brake tests. 3. Install wo 24 100 kPa (3,500 psi) pressure gauges at front brake (BF) pressure test port (23, Figure 30-2) and rear brake (BR) pressure test port (22). Install the 34 475 kPa (5,000 psi) pressure gauge at low accumulator pressure test port “LAP1” (15). 4. Open bleed down valves (7) and (9, Figure 301) on the brake manifold to depressurize the brake accumulators. 5. Precharge both brake accumulators. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. NOTE: For best performance, charge the accumulators in the ambient conditions in which the machine will be operating. 6. Close both brake accumulator bleed down valves. 7. Release the brake lock. 8. Start the engine. Observe the rising brake pressures as the system charges. The brake pressures should begin to fall when the auto apply valve releases. The auto apply valves should release the front and rear brakes at 11 375 ± 1 380 kPa (1,650 ± 200 psi). * Record on data sheet.
CEN30003-00
9. Partially depress the brake pedal to bleed air from each brake. Move the directional control lever to NEUTRAL to bleed air from the parking brake. Then move the directional control lever to PARK. 10. Slowly depress the brake pedal. The rear brake pressure should begin to rise before the front brake pressure. that the rear brake pressure is 310 1415 kpa (45 - 205 psi) when the front brake pressure begins to rise. * Record on data sheet. 11. Slowly depress the brake pedal. Force of the pedal on your foot should be smooth with no abnormal noise or mechanical roughness. that the stop lights illuminate at 517 ± 34 kPa (75 ± 5 psi) rear brake pressure. * Record on data sheet. 12. Quickly and completely depress the brake pedal. that within one second after the brake is applied: Rear brake (BR) pressure reads 17 235 ± 517 kPa (2,500 ± 75 psi). Front brake (FR) pressure reads 17 235 ± 517 kPa (2,500 ± 75 psi). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet. Brake lock / secondary braking checkout 13. Disconnect the lead wire from brake lock solenoid valve (13, Figure 30-1) located on the brake manifold in the hydraulic brake cabinet. 14. Move the directional control lever to NEUTRAL. Press the brake lock switch. The brake lock will not apply if the engine is not operating. Fault code A118 will become active. 15. Depress the brake pedal until fault code A118 is cleared, then very slowly release the pedal until fault code A118 is active again. that the rear brake (BR) pressure drops to 6 895 ± 172 kPa (1,000 ± 25 psi) when the fault reoccurs. * Record on data sheet. NOTE: There is a three second delay between the time that the brake lock degradation switch senses the pressure and fault code A118 occurs. Fault code A265 will also become active during this step.
960E-1
5
CEN30003-00
16. Connect the lead wire to brake lock solenoid valve (13). 17. Cycle the brake lock switch several times to ensure crisp application and release of oil pressure and proper function of the status light. NOTE: Check the pressure readings at pressure test ports (BR) and (PP3). They should be identical. that the rear brake (BR) pressure is 13 790 ± 690 kPa (2,000 ± 100 psi) when the brake lock is applied. Fault code A118 should also not be displayed. * Record on data sheet. 18. If the brake lock does not function correctly, make sure that all brake lock circuit plumbing is correct. If the plumbing is correct, disconnect wire 52B to the brake lock solenoid at TB26-G. Apply 24V to the disconnected wire 52B. that the pressure reading at pressure test port (PP3) is 13 790 ± 690 kPa (2,000 ± 100 psi). Ignore any resulting brake lock faults. a. If the pressure is out of range, adjust pressure reducing valve (12, Figure 30-1) as required. b. If the pressure reducing valve cannot be adjusted to achieve the correct pressure, replace the pressure reducing valve. c. If the brake lock solenoid cannot be energized, that the wiring to the solenoid is correct. If it is correct, then replace the solenoid. d. If the brake lock valve will not operate, replace the valve. e. Connect wire 52B to TB26-G and repeat Step 17.
30 Testing and adjusting
Parking brake checkout 19. Move one of the pressure gauges (BR or BF) to parking brake release (PK3) pressure port (14, Figure 30-1). 20. Start the engine. Move the directional control lever to PARK, then back to NEUTRAL. The parking brake status light should illuminate, then go out. that the parking brake release (PK3) pressure is 22 753 ± 1378 kPa (3,300 ± 200 psi). * Record on data sheet. 21. Move the directional control lever to PARK. that the parking brake apply (PK3) pressure is 0 kPa (0 psi). * Record on data sheet. 22. If the parking brake does not function correctly, make sure that all parking brake circuit plumbing is correct. If the plumbing is correct, disconnect wire 52CS to the parking brake solenoid at TB26-M. Ground the disconnected wire 52CS. that the pressure reading at pressure test port (PK3) is 22 753 ± 1 378 kPa (3,300 ± 200 psi). Ignore any resulting parking brake faults. a. If the pressure is out of range, that the steering pump pressure compensator adjustment screw is properly adjusted. b. If the parking brake solenoid cannot be energized, that the wiring to the solenoid is correct. If it is correct, then replace the solenoid. c. If the parking brake valve will not operate, replace the valve. d. Connect wire 52CS to TB26-M and repeat Steps 21 and 22. 23. Cycle the parking brake several times (move the directional control lever between NEUTRAL and PARK) to ensure crisp application and release of oil pressure and proper function of the status light.
6
960E-1
30 Testing and adjusting
Service brake checkout 24. Move the directional control lever to PARK and release the brake lock. 25. Move both front brake pressure gauges to left rear brake (LBP) pressure test port (2, Figure 30-2) and right rear brake (RBP) pressure test port (1) on the manifold on the left side of the rear axle housing. 26. Quickly and completely depress the brake pedal. that within one second after the brake is applied: Left rear brake pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi). Right rear brake pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet. 27. Release the brake pedal. that both rear brake pressures return to 0 kPa (0 psi) within two seconds. There should be no residual pressure trapped in the brakes. * Record on data sheet.
CEN30003-00
28. Move both both rear brake pressure gauges to to pressure test ports (LFBP) and (RFBP) on the front brake backplates. NOTE: These test ports are not stamped on the spindle. 29. Quickly and completely depress the brake pedal. that within one second after the brake is applied: Left front brake pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi). Right front brake pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi). Both pressures must remain above their minimum values for a minimum of 20 seconds. * Record on data sheet. 30. Release the brake pedal. that both front brake pressures return to 0 kPa (0 psi) within two seconds. There should be no residual pressure trapped in the brakes. * Record on data sheet. Low brake accumulator pressure and auto apply checkout 31. Move both front brake pressure gauges back to pressure test ports (BF) and (BR) in the hydraulic brake cabinet. 32. Start the engine and allow the low brake accumulator pressure (LAP1) to increase to 21 718 ± 344 kPa (3,150 ± 50 psi). 33. Move the directional control lever to NEUTRAL. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. 34. Turn the key switch ON, but do not start the engine. Wait for two minutes, then check the low accumulator pressure reading at low accumulator pressure (LAP1) test port (15, Figure 30-1).
FIGURE 30-2. REAR BRAKE PRESSURE TEST PORTS 1. Right Rear Brake Pressure (RBP) Test Port 2. Left Rear Brake Pressure (LBP) Test Port
960E-1
If the pressure is below 14 480 kPa (2,100 psi), there is excessive leakage in the system. The source of the leakage must be identified and repaired. * Record on data sheet. 35. Start the engine and allow the low brake accumulator pressure (LAP1) to increase above 18 960 kPa (2,750 psi).
7
CEN30003-00
36. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. 37. Turn the key switch ON, but do not start the engine. Move the directional control lever to NEUTRAL.
30 Testing and adjusting
43. Move the directional control lever to NEUTRAL. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. 44. Turn the key switch ON, but do not start the engine.
38. Provide a speed signal of 2.5 kph (1.5 mph) from the DID on the rear wall of the operator cab. Fault code A260 will occur 1.5 seconds later.
45. Provide a speed signal of 2.5 kph (1.5 mph) from the DID on the rear wall of the operator cab. Fault code A260 will occur 1.5 seconds later.
39. Very slowly open front brake accumulator bleed valve (9) a small amount while observing the decreasing pressure at low accumulator pressure (LAP1) test port (15).
46. Very slowly open rear brake accumulator bleed valve (7) a small amount while observing the decreasing pressure at low accumulator pressure (LAP1) test port (15).
The low brake pressure fault code A261 must occur when the pressure drops to 12 755 ± 517 kPa (1,850 ± 75 psi). * Record on data sheet. When the low accumulator pressure reaches 11 375 ± 517 kPa (1,650 ± 75 psi), front brake pressures (BF) and (BR) should begin to rise due to the auto apply feature. * Record on data sheet. If necessary, adjust auto apply sequence valve (8) to obtain an auto apply pressure of 11 375 ± 517 kPa (1,650 ± 75 psi). 40. Close front brake accumulator bleed valve (9). Record the front and rear brake apply pressures after auto apply has occurred. Front brake (BF) pressure reads 9 825 kPa (1,425 psi) or higher. Rear brake (BR) pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi) or higher. Low brake accumulator pressure (LAP1) reads 11 375 ± 517 kPa (1,650 ± 75 psi). * Record on data sheet. 41. Provide a speed signal of 0 kph (0 mph) from the DID on the rear wall of the operator cab.
The low brake pressure fault code A261 must occur when the pressure drops to within 690 kPa (100 psi) of the pressure that was recorded in Step 39. * Record on data sheet. When the low accumulator pressure reaches within 690 kPa (100 psi) of the pressure that was recorded in Step 39, front brake pressures (BF) and (BR) should begin to rise due to the auto apply feature. * Record on data sheet. 47. Close rear brake accumulator bleed valve (7). Record the front and rear brake apply pressures after auto apply has occurred. Front brake (BF) pressure reads 16 545 ± 517 kPa (2,400 ± 75 psi) or higher. Rear brake (BR) pressure reads 9 825 kPa (1,425 psi) or higher. Low brake accumulator pressure (LAP1) reads 11 375 ± 517 kPa (1,650 ± 75 psi). * Record on data sheet. 48. Remove the speed signal from the DID . Set the speed signal to 0 kph (0 mph).
42. Move the directional control lever to PARK. Start the engine and allow the low brake accumulator pressure (LAP1) to increase to 19 305 ± 344 kPa (2,800 ± 50 psi).
8
960E-1
30 Testing and adjusting
Reapplication 49. Start the engine and allow the low brake accumulator pressure (LAP1) to increase to 21 718 ± 344 kPa (3,150 ± 50 psi). 50. Pull up on the engine shutdown switch on the center console to shut off the engine. Do not turn the key switch OFF. The steering accumulators must not be allowed to depressurize. 51. Move the directional control lever to NEUTRAL. Provide a speed signal of 1.0 kph (0.6 mph) from the DID on the rear wall of the operator cab. 52. While observing the pressure gauges, make repeated, slow brake applications until fault code A261 occurs. Fault code A261 must not occur before the sixth pedal application. * Record on data sheet. Auto apply must not occur until after fault code A261 occurs. 53. Remove the speed signal from the DID . Set the speed signal to 0 kph (0 mph).
CEN30003-00
Parking brake control logic checkout NOTE: The parking brake will not apply if the truck speed is above 0.8 kph (0.5 mph). If the parking brake is selected and the truck speed is less than 0.8 kph (0.5 mph), the following sequence will occur: • From 0 - 1 second, auto apply is applied, parking brake is released. • From 1 - 1.5 seconds, auto apply is applied, parking brake is applied. • After 1.5 seconds, auto apply is released, parking brake is applied. This sequence uses the service brakes to completely stop the truck before allowing the parking brake to apply. 54. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then move the directional control lever to NEUTRAL. 55. Move the directional control lever to PARK. proper operation of the parking brake and status light. No faults should be generated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) during the 1.5 seconds of the parking brake application sequence. The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 0 kPa (0 psi). Front brake (BF) pressure reads 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). Rear brake (BR) pressure reads 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). * Record on data sheet.
960E-1
9
CEN30003-00
30 Testing and adjusting
56. If the parking brake does not function correctly, make sure that all auto apply circuit plumbing and plumbing from the brake valve to the front and rear brake relay valves is correct.
57. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then move the directional control lever to NEUTRAL.
If the plumbing is correct but the auto apply solenoid valve is not energizing, start the engine and allow the steeering accumulators to fully charge. Disconnect wire 52ABA at TB42-L. Ground the disconnected wire 52ABA. Disconnect wire 71ABA at TB32-N. Apply 24V to the disconnected wire 71ABA. that the pressure readings at pressure test ports (BF) and (BR) are at 17 237 ± 517 kPa (2,500 ± 75 psi). Ignore any resulting auto apply faults.
58. Pull up on the engine shutdown switch on the center console to shut off the engine. Do not turn the key switch OFF. proper operation of the parking brake and status light. No faults should be generated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) during the 1.5 seconds of the parking brake application sequence.
a. If the auto apply solenoid cannot be energized, that the wiring to the solenoid is correct. If it is correct, then replace the solenoid. b. If the auto apply solenoid valve will not operate, replace the valve. c. If the auto apply solenoid valve operates but the readings at pressure test ports (BF) and (BR) do not change, try to adjust auto apply sequence valve (8, Figure 30-1) to 11 375 ± 517 kPa (1,650 ± 75 psi). d. If the auto apply sequence valve cannot be adjusted, replace the valve and the pressure adjustment according to Steps 35 through 39. e. If the auto apply solenoid energizes and the auto apply sequence valve is operating properly, but the pressure readings at pressure test ports (BF) and (BR) are not at 17 237 ± 517 kPa (2,500 ± 75 psi), make sure that the correct brake valve is installed and plumbed correctly. If the correct valve is installed and the plumbing is correct, replace the brake valve. f. Connect wire 52ABA at TB42-L. Connect wire 71ABA at TB32-N. Repeat Steps 54 through 56.
10
The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 0 kPa (0 psi). Front brake (BF) pressure should read 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). Rear brake (BR) pressure should read 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). * Record on data sheet. NOTE: The parking brake should apply using the auto apply sequence when the engine is shutdown while the directional control lever is in the NEUTRAL position. 59. Start the engine. Move the directional control lever to PARK. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then turn the key switch to OFF. that the parking brake remains applied. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) when the key switch is turned to OFF. All the pressure readings should be 0 kPa (0 psi). * Record on data sheet. NOTE: The parking brake should remain applied when the directional control lever is in the PARK position and the key switch is turned OFF.
960E-1
30 Testing and adjusting
NOTE: Since the key switch is OFF, auto apply sequencing with the parking brake will not occur in the following step. The parking brake should apply without the auto apply sequence when the directional control lever is in the NEUTRAL position, the key switch is ON and truck speed is 0 kph (0mph). 60. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then move the directional control lever to NEUTRAL and turn the key switch to OFF. that the parking brake applies. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) during the 1.5 seconds of the parking brake application sequence. The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test ports (PP3), (BF) and (BR) should read 0 kPa (0 psi). * Record on data sheet. NOTE: The parking brake should apply using the auto apply sequence when the directional control lever is in the NEUTRAL position, the key switch is OFF and the truck is moving. 61. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then move the directional control lever to NEUTRAL. Provide a speed signal of 1.0 kph (0.6 mph) from the DID on the rear wall of the operator cab. 62. Try to move the directional control lever to PARK. that the parking brake does not apply and fault code A230 is activated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR).
CEN30003-00
Brake lock control logic checkout 64. With the engine on and the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, move the directional control lever to NEUTRAL. 65. Turn the brake lock switch ON and OFF. proper operation of the brake lock and status light. No faults should be generated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR) when the brake lock is ON. The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). Front brake (BF) pressure should read 0 kPa (0 psi). Rear brake (BR) pressure should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). * Record on data sheet. 66. With the engine on and the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, move the directional control lever to PARK. 67. Try to turn the brake lock switch ON. that the brake lock does not apply, the status light does not illuminate, and fault codes A272 and A274 are not activated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR). All the pressure readings should be 0 kPa (0 psi). * Record on data sheet.
The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi). The pressure reading at pressure test ports (PP3), (BF) and (BR) should read 0 kPa (0 psi). * Record on data sheet. 63. Remove the speed signal from the DID . Set the speed signal to 0 kph (0 mph).
960E-1
11
CEN30003-00
30 Testing and adjusting
NOTE: The parking brake will not be allowed to apply when the parking brake is applied.
NOTE: The brake lock will release and the parking brake will apply when the key switch is turned OFF.
68. With the engine on and the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, move the directional control lever to NEUTRAL and turn the brake lock switch ON.
70. With the engine on and the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, move the directional control lever to NEUTRAL and turn the brake lock switch ON.
69. Move the directional control lever to PARK. that the parking brake applies, the brake lock releases and the status lights operate properly. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR).
71. Pull up on the engine shutdown switch on the center console to shut off the engine. Do not turn the key switch OFF. that the parking brake applies, the brake lock releases and the status lights operate properly. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR).
The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). Front brake (BF) pressure should read 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). Rear brake (BR) pressure should read 17 237 ± 517 kPa (2,500 ± 75 psi), then fall to 0 kPa (0 psi). * Record on data sheet.
The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). Front brake (BF) pressure should read 0 kPa (0 psi). Rear brake (BR) pressure should read 13 790 ± 690 kPa (2,000 ± 100 psi), then fall to 0 kPa (0 psi). * Record on data sheet. NOTE: The brake lock should not be applied during a timed engine shutdown. 72. Move the directional control lever to PARK and start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, then turn the key switch to OFF. 73. During the timed engine shutdown sequence, try to turn the brake lock switch ON. that the brake lock does not apply and the status light does not illuminate. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR). All the pressure readings should be 0 kPa (0 psi). * Record on data sheet.
12
960E-1
30 Testing and adjusting
NOTE: The brake lock will remain applied if the brake lock switch is turned ON when a truck speed above 0.8 kph (0.5 mph) is detected. The switch must be turned OFF to release the brake lock. 74. Start the engine. Make sure that the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher and the directional control lever is in PARK. Provide a speed signal of 1.0 kph (0.6 mph) from the DID on the rear wall of the operator cab. 75. Turn the brake lock switch ON. proper operation of the brake lock and status light. No faults should be generated. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR). The pressure reading at pressure test port (PK3) should read 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi). Front brake (BF) pressure should read 0 kPa (0 psi).
CEN30003-00
76. With the engine on, the low brake accumulator pressure (LAP1) is 21 718 kPa (3,100 psi) or higher, the directional control lever in PARK and the brake lock switch ON, set the speed signal on the DID to 0 kph (0 mph). 77. that the brake lock remains applied. Fault code A272 should be activated when the speed signal is removed. Record the highest pressure observed at ports (PK3), (PP3), (BF) and (BR). The pressure reading at pressure test port (PK3) should read 0 kPa (0 psi). The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi). Front brake (BF) pressure should read 0 kPa (0 psi). Rear brake (BR) pressure should read 13 790 ± 690 kPa (2,000 ± 100 psi). * Record on data sheet. 78. Turn off the engine. Remove all test equipment from the truck.
Rear brake (BR) pressure should read 13 790 ± 690 kPa (2,000 ± 100 psi). * Record on data sheet.
960E-1
13
CEN30003-00
30 Testing and adjusting
Brake system checkout data sheet MACHINE MODEL ________ UNIT NUMBER _________ SERIAL NUMBER___________ INITIAL SYSTEM SETUP STEP 8 __________Rear brake (BR) pressure when auto apply releases _________ Front brake (BF) pressure when auto apply releases STEP 10 __________Rear brake (BR) pressure when front brake (BF) begins to rise STEP 11 __________Rear brake (BR) pressure when stop lights come on STEP 12 __________Rear brake (BR) pressure within one second _________Front brake (BF) pressure within one second BRAKE LOCK / SECONDARY BRAKE CHECKOUT STEP 15 _________Rear brake (BR) pressure at brake lock degradation warning STEP 17 __________Rear brake (BR) pressure when brake lock is applied PARKING BRAKE CHECKOUT STEP 20 __________Parking brake release (PK3) pressure STEP 21 __________Parking brake apply (PK3) pressure SERVICE BRAKE CHECKOUT STEP 26 __________ Left rear brake (LBP) pressure when pedal is applied _________ Right rear brake (RBP) pressure when pedal is applied STEP 27 __________ Left rear brake (LBP) pressure when pedal is released _________ Right rear brake (RBP) pressure when pedal is released STEP 29 __________ Left front brake (LFBP) pressure when pedal is applied _________ Right front brake (RFBP) pressure when pedal is applied STEP 30 __________ Left front brake (LFBP) pressure when pedal is released _________ Right front brake (RFBP) pressure when pedal is released
14
960E-1
30 Testing and adjusting
CEN30003-00
Brake system checkout data sheet (cont.) LOW BRAKE ACCUMULATOR PRESSURE AND AUTO APPLY CHECKOUT STEP 34 _________ Low brake accumulator pressure (LAP1) after 2 minutes STEP 39 _________ Pressure when low brake accumulator pressure fault occurs ________ Pressure when low brake accumulator pressure fault occurs STEP 40 _________ Front brake (BF) apply pressure after auto apply occurs ________ Rear brake (BR) apply pressure after auto apply occurs ________ Low brake accumulator pressure (LAP1) after auto apply occurs STEP 46 _________ Low brake accumulator pressure (LAP1) when fault occurs ________ Low brake accumulator pressure (LAP1) when auto apply occurs STEP 47 _________ Front brake (BF) apply pressure after auto apply occurs ________ Rear brake (BR) apply pressure after auto apply occurs ________ Low brake accumulator pressure (LAP1) after auto apply occurs STEP 52 _________ Number of brake applications before low accumulator pressure warning occurs PARKING BRAKE CONTROL LOGIC CHECKOUT STEP 55 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 58 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure
960E-1
15
CEN30003-00
30 Testing and adjusting
Brake system checkout data sheet (cont.) STEP 59 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 60 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 62 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure BRAKE LOCK CONTROL LOGIC CHECKOUT STEP 65 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 67 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure
16
960E-1
30 Testing and adjusting
CEN30003-00
Brake system checkout data sheet (cont.) STEP 69 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 71 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 73 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 75 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure STEP 77 _________ Parking brake release pressure (PK3) ________ Brake lock apply pressure (PP3) ________ Front brake (BF) apply pressure ________ Rear brake (BR) apply pressure
Name of Technician or Inspector Performing Check-Out _________________________ DATE _________________________
960E-1
17
CEN30003-00
Brake piston leakage test
30 Testing and adjusting
Wet disc brake bleeding procedure
1. Remove the dust cap on diagnostic coupler (1, Figure 30-3) on the brake backplate.
NOTE: Rear wheel brakes must be bled before rear tire installation.
2. Remove the capnut on pressure port (2). Attach a hydraulic pressure test device to the fitting.
1. Make sure that the hydraulic brake supply (steering circuit) is operating properly.
3. Slowly apply pressure to bleed air from the piston cavity.
2. If necessary, charge the brake accumulators. Refer to Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure.
4. Cycle the piston to full stroke ten times by applying 2 070 kPa (300 psi) of hydraulic pressure at bleed port (2). Observe the piston for leakage. 5. Minor oil seepage (non-measurable) is permissible. If the leakage is greater, disassemble the piston assembly and determine the cause.
3. Make sure that the bleed down valves on brake manifold are closed. 4. Check the hydraulic tank oil level and fill if necessary. 5. With the wheels securely blocked, start the engine and allow the accumulators to fill. 6. Slowly depress the brake pedal until the service brake is partially applied. Rear wheel brakes: 7. Crack open the O-ring plug located next to the cooling oil port and brake apply port on the brake backplate. Close the plug after the oil runs clear and free of bubbles. Repeat for the other rear wheel brake.
FIGURE 30-3. BRAKE APPLY PRESSURE PORTS 1. Diagnostic Coupler 2. Brake Apply Pressure Port
NOTE: The other cooling line has a single hex plug located adjacent. DO NOT use this plug for bleeding brake. Front wheel brakes: NOTE: The front wheel brakes are equipped with a diagnostic coupler on the brake backplate. A hose with a mating fitting can be attached to direct the oil into a container during the bleeding process. 8. Attach a hose to diagnostic coupler (1, Figure 30-3) on the brake backplate (brake apply pressure circuit). 9. Slowly depress the brake pedal until the service brake is partially applied. 10. After the oil stream is clear of air, remove the hose from the coupler. Release the brake pedal. 11. Repeat Steps 8 - 10 for the other front wheel brake. 12. Shut off the engine and allow 90 seconds for the steering accumulators to depressurize completely. Check the hydraulic tank oil level.
18
960E-1
30 Testing and adjusting
CEN30003-00
Parking brake bleeding procedure 1. Securely block the wheels to prevent the truck from rolling away. 2. Open bleed down valves (1, Figure 30-4) and (2) to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, turn the key switch ON, but do not start the engine. Ppress the brake lock switch and apply the service brake pedal. The service brake light should not come on. 4. Close the accumulator bleed down valves. 5. Open the rear axle housing hatch. 6. Start the engine and allow the steering system to fully charge (pump unloads). Then move the directional control lever to NEUTRAL to disengage the parking brake. 7. Connect a clear plastic hose to the bleeder valve at the top of the parking brake. Place the other end of hose into a container. 8. Slowly open the bleeder valve and allow hydraulic oil to run until it is clear and free of bubbles. Close the bleeder valve securely.
FIGURE 30-4. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
9. Repeat Steps 5 and 6 for the other parking brake. 10. Shut off the engine. Remove the bleed equipment and close the rear axle housing hatch.
960E-1
19
CEN30003-00
30 Testing and adjusting
Brake valve bench test and adjustment The following parts and test equipment will be required to completely bench test and adjust the brake valve. • Three 20 680 kPa (3,000 psi) pressure gauges • Hydraulic pressure supply, regulated to 18 960 kPa (2,750 psi) • Hydraulic test stand
• Hose fittings for valve ports: Port PX . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE Ports P1, P2, B1 and B2 . . . . . . 3/4 in., #8 SAE Port T. . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE • Ohmmeter or continuity tester 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.
FIGURE 30-5. TEST BENCH SETUP 1. Motor 2. Pump 3. System Pressure Gauge 4. Needle Valve
20
5. Needle Valve 6. Brake Valve 7. Front Brake Pressure Gauge 8. Shutoff Valves
9. Simulated Brake Volume 10. Rear Brake Pressure Gauge 11. Relief Valve
960E-1
30 Testing and adjusting
Test setup procedure 1. Position the valve in the fixture to allow plungers to be activated by hand using a lever. Refer to Figure 30-5. 2. Attach the pilot input supply pressure to the pilot port labeled “PX” on the rear of the valve. 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 regulated output ports “B1” and “B2” to the test lines. Pressure monitoring devices in these two lines must be capable of 20 680 kPa (3,000 psi). Connect all ports according to the diagram shown in Figure 30-5. All ports must be used and connected.
CEN30003-00
Brake valve output pressure adjustment 1. Install the pedal pivot shaft in the actuator base by itself without installing the pedal assembly. 2. By placing a screwdriver or pry bar under the pivot pin and on top of the threaded plunger assembly, each circuit can be actuated individually. Refer to Figure 30-5. 3. Gradually apply pressure on each circuit one at a time to check for leaks around the plunger. Make sure that the adjustment collar is screwed all the way down on the threads. 4. “B1” Adjustment: Adjust the adjustment collar up (counterclockwise), starting with one-turn increments until the output pressure at port “B1” is 17 235 ± 517 kPa (2,500 ± 75 psi) with the adjustment collar ing the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments.
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure.
5. “B2” Adjustment: Adjust the adjustment collar up (counterclockwise), starting with one-turn increments until the output pressure at port “B2” is 17 235 ± 517 kPa (2,500 ± 75 psi) with the adjustment collar ing the actuator base (fully actuated). Fine adjustment will require turning the collar only in 1/8 turn increments.
Avoid spillage and contamination! Avoid with hot oil if the machine has been operating. The oil will be at very high pressure.
6. Tighten the set screws in the adjustment collars to 3 - 4 Nm (25 - 30 in lb). The entire plunger may have to be rotated to get to the set screws.
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.
7. Check the pressures again after tightening the set screws. If the pressures have moved out of specified range, loosen the appropriate set screw and re-adjust.
• Start the hydraulic pump and regulate output pressure to 18 960 kPa (2,750 psi) at pressure gauge (3). Pressure gauges (7) and (10) should read zero. • Pilot supply circuit pressure must also be 18 960 kPa (2,750 psi).
8. Cycle each circuit 50 times using pilot apply. This is done by closing needle valve (5, Figure 30-5) and opening needle valve (4). Read the pressure on gauges (7) and (10). Close valve (4) and open valve (5). The pressure gauges should read zero. 9. Recheck the pressures after cycling. If they have changed, re-adjust the pressures.
• Return line pressure during this test is not to exceed 34 kPa (5 psi). • Test the valve with ISO 32 grade hydraulic oil at 49 ± 3 °C (120 ± 10 °F).
960E-1
21
CEN30003-00
Final test and adjustment 1. The brake pedal actuator must be installed on the brake valve body before the final test and adjustment. Refer to "Disassembly and assembly of brake valve" in Disassembly and assembly section Brake system. NOTE: The final test and adjustment procedure can also be performed with the brake valve installed in the truck. Install the gauges at the “B1” and “B2” diagnostic test connectors in the brake cabinet. 2. Reinstall the brake valve with the actuator pedal attached on the test stand. 3. With the test stand pump adjusted for 18 960 kPa (2,750 psi) or with the engine running and the brake system supply pressure at or above 18 960 kPa (2,750 psi), depress the pedal as quickly as possible. The pressure on the output circuits must reach at least 17 235 ± 517 kPa (2,500 ± 75 psi) at port “B1” and port “B2” within one second. Measurement of time begins the moment force is applied to move the pedal. 4. 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 that the pressure increase is smooth and no sticking of the spools is observed. Fully depress the pedal. The pressures must remain within specification at “B1” and “B2” for 20 seconds.
30 Testing and adjusting
7. Adjust the set screw until it is just touching the cap. 8. Continue turning the set screw until the pressure begins to rise on one of the brake apply pressure gauges. 9. Back off the set screw by 1/8 turn. 10. Tighten the jam nut and remove the shim that was inserted previously. 11. Fully stroke the brake pedal actuator to that the output pressures at port “B1” and “B2” are within specifications. NOTE: If the pedal is adjusted properly, the spring and spring pivots will not interfere with pedal travel. 12. If the pressures are not within specifications, readjust the set screw. If the pressure is within specifications, apply a few drops of Loctite to the jam nut. 13. Check for 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. 14. “T” port leakage must be less than 250 cc/ minute with valve pilot pressure or manually applied.
5. Adjust the set screw until it is not touching the actuator cap. Apply Loctite® 242 to the adjustment screw before setting the deadband. 6. Set the deadband by placing a 0.254 mm (0.010 in.) thick shim at location (9) between the pedal structure and the return stop boss on the pivot structure.
22
960E-1
30 Testing and adjusting
CEN30003-00
Dual relay valve bench test and adjustment The following parts and test equipment will be required to completely bench test the dual relay valve. • Four 20 680 kPa (3,000 psi) pressure gauges • Hydraulic pressure supply, regulated to 18 960 kPa (2,750 psi) • Hydraulic test stand
• Hose fittings for valve ports: Port PX . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE Ports B1 and B2 . . . . . . . . . . . . 3/4 in., #8 SAE Port T . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE • Ohmmeter or continuity tester NOTE: It is possible to check the pressures with the dual relay valve installed on the truck by using the brake treadle valve to modulate pilot pressure and monitoring brake apply pressure in the appropriate brake apply pressure lines.
FIGURE 30-6. DUAL RELAY VALVE BENCH TEST SETUP 1. Motor 2. Pump 3. Main Pressure Gauge 4. Pressure Regulator (Pilot Pressure) 5. Needle Valve (Pilot Pressure Release)
960E-1
6. Needle Valve (Pressure Bleed to Tank) 7. Pilot Pressure Gauge 8. Dual Relay Valve 9. LH Brake Apply Pressure Gauge
10. RH Brake Apply Pressure Gauge 11. Needle Valve 12. Needle Valve 13. Shutoff Valves 14. Simulated Brake Volume 15. Relief Valve
23
CEN30003-00
Test setup procedure 1. Position the valve on the test stand as shown in Figure 30-6. 2. Attach the pilot input supply line to the port labeled “PX” on the side of the valve. 3. Attach the main supply input pressure line to the port on the front of the valve labeled “P”. 4. Attach the tank return line to the port labeled “T”. 5. Attach the regulated output ports “B1” and “B2” to the test lines. Pressure monitoring devices in these two lines must be capable of 20 680 kPa (3,000 psi). Connect all ports according to the diagram shown in Figure 30-6. All ports must be used and connected.
30 Testing and adjusting
Relay valve output pressure adjustment 1. With the pump operating and supply pressure and pilot pressure adjusted as described earlier inspect the valve for leakage. 2. With 17 235 kPa (2,500 psi) of pilot pressure applied, that pressure gauges (9) and (10) read 17 235 ± 517 kPa (2,500 ± 75 psi). 3. Close pilot supply needle valve (5) and open pilot pressure release needle valve (6) to bleed pressure back to the reservoir. Pilot pressure gauge (7) and regulated output pressure gauges (9) and (10) should drop to zero. 4. Repeat Steps 2 and 3 approximately 50 times to cycle the valve from minimum to maximum apply pressure. 5. that the output pressure remains within specifications. If not, the valve must be rebuilt.
All ports must be used. Relieve pressure before disconnecting hydraulic and other lines. Tighten all connections before applying pressure.
6. While observing pilot pressure gauge (7) and regulated output pressure gauges (9) and (10), apply pilot pressure slowly and steadily until 17 235 kPa (2,500 psi) maximum pilot pressure is obtained.
Avoid spillage and contamination! Avoid with hot oil if the machine has been operating. The oil will be at very high pressure.
Pilot pressure and regulated output pressure must track within 345 kPa (50 psi) after the pilot pressure reaches 690 kPa (100 psi).
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.
7. Reduce pilot pressure to zero. Apply 17 235 kPa (2,500 psi) of pilot pressure as quickly as possible. Regulated output pressure must increase to 17 235 ± 517 kPa (2,500 ± 75 psi) within one second after pressure is applied to the pilot line.
6. Start the hydraulic pump and regulate output pressure at 18 960 kPa (2,750 psi) at pressure gauge (3). Pressure gauges (9) and (10) should read zero. 7. Adjust pressure regulator (4) to set pilot supply pressure to 17 235 kPa (2,500 psi) on gauge (7).
8. Check for internal valve leakage from port “T” with full supply pressure (port “P”) applied. With pilot pressure released, leakage must not exceed 100 cc/minute. With 17 235 kPa (2,500 psi) of pilot pressure applied, leakage must not exceed 150 cc/minute.
8. Return line pressure during this test is not to exceed zero. 9. Test the valve with ISO 32 grade hydraulic oil at 49 ± 3 °C (120 ± 10 °F).
24
960E-1
30 Testing and adjusting
CEN30003-00
NOTES
960E-1
25
CEN30003-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30003-00
26
960E-1
CEN30004-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Accumulators and suspensions Accumulator charging and storage ....................................................................................................................... 3 Accumulator leak testing....................................................................................................................................... 8 Suspension oiling and charging procedures ....................................................................................................... 10 Suspension pressure test ................................................................................................................................... 17
960E-1
1
CEN30004-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
Accumulator charging and storage Accumulator charging procedures
CEN30004-00
1. Turn the key switch OFF and allow at least 90 seconds for the steering accumulators to depressurize completely. 2. Open bleed down valves (1, Figure 30-1) and (2) to depressurize the brake accumulators.
Do not loosen or disconnect any hydraulic line or component until the engine is stopped and the key switch has been OFF for at least 90 seconds.
3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and applying the service brake pedal. The service brake light should not come on. 4. Close the bleed down valves.
Pure dry nitrogen is the only gas approved for use in the brake accumulator. The accidental charging of oxygen or any other gas in this compartment may cause an explosion. Ensure that pure dry nitrogen gas is being used to charge the accumulator. Before charging or discharging nitrogen gas in the accumulator, carefully read and understand the warning labels and instructions regarding the charging valve. Only precharge accumulators to 9653 kPa (1400 psi) while installed on the truck. Never handle an accumulator with lifting equipment if the nitrogen precharge pressure is over 827 kPa (120 psi). Always set the precharge to 690 - 827 kPa (100 120 psi) before removing or installing the accumulators. Ensure that the nitrogen supply is shut off before attaching the charging manifold to the nitrogen container. NOTE: If one accumulator is low on nitrogen, it is recommended that both accumulators be checked and charged at the same time. Correct precharge pressure is the most important factor in prolonging accumulator life. NOTE: Use only nitrogen that meets or exceeds CGA (Compressed Gas Association) specification G-10.1 for type 1, grade F. The nitrogen should be 99.9% pure. Use only nitrogen cylinders with standard CGA number 580 connections with the appropriate high pressure regulator.
960E-1
FIGURE 30-1. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
5. Ensure that all hydraulic pressure has been relieved from the hydraulic system. Remove the bleeder plugs in the port valves of the steering accumulators and brake accumulators to vent any residual pressure. 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. Trapped air or oil on the hydraulic side of the bladder will prevent the proper precharge pressure to be obtained for safe operation.
3
CEN30004-00
30 Testing and adjusting
6. Brake accumulator: Remove protective cap (1, Figure 30-2) from the gas valve.
7. Close shutoff valves (3, Figure 30-4) on control manifold (5). 8. Connect the nitrogen charging kit to nitrogen container (1). Open the valve on the container. 9. Turn the “T” handle on charging valve adapter (6) all the way out (counterclockwise). 10. Close the bleed valve at the bottom of the accumulator.
FIGURE 30-2. GAS VALVE COMPONENTS BRAKE ACCUMULATOR 1. Protective Cap
2. Charging Valve
Steering accumulator: Remove valve guard (5, Figure 30-3) from gas valve manifold (1).Remove the valve cap from charging valve (6).
FIGURE 30-4. NITROGEN CHARGING KIT 1. Nitrogen Container 2. Regulator 3. Shutoff Valve
4. Pressure Gauge 5. Control Manifold 6. Charging Valve Adapter
11. Attach the charging valve adapter to the charging valve on the accumulator. Make sure that the hose does not loop or twist. Tighten the swivel nut on the charging valve adapter fingertight. 12. Brake accumulator: Turn the “T” handle on charging valve adapter (6) clockwise to open the accumulator gas valve. Do not turn the “T” handle all the way down as it will damage the valve core. FIGURE 30-3. GAS VALVE COMPONENTS STEERING ACCUMULATOR 1. Gas Valve Maniflod 2. O-ring 3. Capscrew 4. Lockwasher 5. Valve Guard
4
6. Charging Valve 7. Flat Gasket 8. Gas Valve 9. Pressure Switch
Steering accumulator: Hold charging valve body (6, Figure 30-5) with a wrench while unscrewing swivel nut (4) three complete turns with another wrench. This will open the poppet inside the accumulator gas valve.
960E-1
30 Testing and adjusting
13. Set the regulator for 172 kPa (25 psi), then slightly open the valve on the nitrogen container to slowly fill the accumulator. • The proper fill time for the brake accumulator is approximately three minutes. • The proper fill time for the steering accumulator is approximately four minutes.
If the precharge is not added slowly, the bladder may suffer permanent damage. A “starburst” rupture in the lower end of the bladder is a characteristic failure caused by charging too quickly. 14. When 172 kPa (25 psi) of precharge pressure is obtained, close the nitrogen container valve. Set the regulator for the precharge pressure based on the current ambient temperature. Refer to Table 1. Then, open the nitrogen container valve again and fill the accumulator.
CEN30004-00
16. Brake accumulator: Turn the “T” handle on charging valve adapter (6) all the way out (counterclockwise) to close the accumulator gas valve. Steering accumulator: Hold charging valve body (6, Figure 30-5) with a wrench while tightening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb) with another wrench. This will close the poppet inside the accumulator gas valve. 17. Hold the gas valve on the accumulator stationary. Loosen the swivel nut on the charging valve adapter to remove the nitrogen charging kit. 18. Use a common leak reactant to check for nitrogen leaks. 19. Brake accumulator: Install protective cap (1, Figure 30-2) on the gas valve. Steering accumulator: Install the valve cap on charging valve (6, Figure 30-3) finger-tight. Install valve guard (5) on gas valve manifold (1).
15. After the accumulator is charged to the desired pressure, wait 15 minutes to allow the gas temperature to stabilize. If the desired precharge pressure is exceeded, close the nitrogen container valve and slowly open the bleed valve at the bottom of the accumulator until the correct precharge pressure is obtained. Refer to Table 1.
Do not reduce the precharge pressure by depressing the valve core with a foreign object. High pressure may rupture the rubber valve seat.
FIGURE 30-5. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
960E-1
6. Valve Body 7. O-ring 8. Valve Stem 9. O-ring
5
CEN30004-00
30 Testing and adjusting
Temperature variation can affect the precharge pressure of an accumulator. As the temperature increases, the precharge pressure increases. Conversely, decreasing temperature will decrease the precharge pressure. In order to ensure the accuracy of the accumulator precharge pressure, the temperature variation must be ed for. A temperature variation factor is determined by the ambient temperature when charging the accumulator on a truck that has been shut down for one hour. Refer to Table 1 for precharge pressures in different ambient operating conditions that the truck is currently exposed to during the charging procedure. For example, assuming that the ambient temperature is 10 °C (50 °F), charge the accumulator to 9 294 kPa (1,348 psi).
Table 1: Relationship Between Precharge Pressure and Ambient Temperature Ambient Temperature
Charging Pressure ± 70 kPa (10 psi)
-23°C (-10°F) and below
8 232 kPa (1,194 psi)
-17°C (0°F)
8 412 kPa (1,220 psi)
-12°C (10°F)
8 584 kPa (1,245 psi)
-7°C (20°F)
8 763 kPa (1,271 psi)
-1°C (30°F)
8 943 kPa (1,297 psi)
4°C (40°F)
9 122 kPa (1,323 psi)
10°C (50°F)
9 294 kPa (1,348 psi)
16°C (60°F)
9 473 kPa (1,374 psi)
21°C (70°F)
9 653 kPa (1,400 psi)
27°C (80°F)
9 832 kPa (1,426 psi)
32°C (90°F)
10 011 kPa (1,452 psi)
38°C (100°F)
10 184 kPa (1,477 psi)
43°C (110°F)
10 363 kPa (1,503 psi)
49°C (120°F)
10 542 kPa (1,529 psi)
NOTE: A precharge pressure below 8 232 kPa (1,194 psi) is not recommended because of low precharge pressure warnings. The low accumulator precharge warning switch activates at 7 584 ± 310 kPa (1,100 ± 45 psi).
6
Precharge maintenance
If the low accumulator precharge warning is active when the key switch is turned ON, do not attempt to start the engine. Permanent bladder damage may result. Check the steering accumulator precharge pressure and adjust it if necessary. 1. When starting the truck, turn the key switch to the ON position and wait to confirm that the low accumulator precharge warning does not stay active after the system check is complete. If the warning stays active, do not operate the truck. Notify maintenance personnel. 2. Check the accumulator precharge pressure every 500 hours. If the precharge pressure is too low, the bladder will be crushed into the top of the shell by hydraulic system pressure and can extrude into the gas stem and become punctured. This condition is known as "pick out". One such cycle is sufficient to destroy a bladder. 3. Check all sealing areas on the nitrogen side of the accumulator (charging valve, pressure switch, manifold, etc) during every precharge maintenance interval to ensure that the seals do not leak. Replace all faulty or leaking seals, valves, etc. Failure to repair leaking nitrogen seals may result in a failed accumulator bladder or low performance from the accumulator. NOTE: If the precharge pressure continues to decline frequently between precharge maintenance intervals, and if all nitrogen sealing areas are free of leaks, then the accumulator bladder most likely has a small hole in it and must be replaced. 4. Check all heat shields and exhaust blankets, as provided, during every precharge maintenance interval to ensure that they are in place and good condition. NOTE: If the truck is equipped with cold weather bladder accumulators, the precharge pressure must be checked every 100 hours because the nitrogen permeates this bladder material at a much greater rate than the standard bladder material.
960E-1
30 Testing and adjusting
Accumulator storage procedure
CEN30004-00
Installing a bladder accumulator from storage Refer to "Accumulator charging procedures" to install the nitrogen charging kit on the accumulator and to check the precharge pressure.
Always store bladder accumulators with 690 - 827 kPa (100 - 120 psi) nitrogen precharge pressure. This amount of pressure fully expands the bladder and holds oil against the inner walls for lubrication and rust prevention. Do not exceed 827 kPa (120 psi). Storing accumulators with too much pressure is not safe due to possible leakage. Only precharge accumulators to 9 653 kPa (1,400 psi) while installed on the truck. Never handle an accumulator with lifting equipment if the precharge pressure is over 827 kPa (120 psi). Always set the precharge to 690 - 827 kPa (100 120 psi) before removing or installing the accumulators. 1. If the accumulator was just rebuilt, ensure that there is approximately 2 liters (64 oz.) of clean C-4 hydraulic oil inside the accumulator before adding a precharge pressure of 690 kPa (100 psi). 2. Store bladder accumulators with a precharge pressure of 690 - 827 kPa (100 - 120 psi). This pressure fully expands the bladder and holds a film of oil against the inner walls for lubrication and rust prevention. 3. Cover the hydraulic port with a plastic plug to prevent contamination. Do not use a screw-in type plug. 4. Store the accumulator in an upright position.
Bladder storage The shelf life of bladders under normal storage conditions is one year. Normal storage conditions consist of the bladder being heat sealed in a black plastic bag and placed in a cool dry place away from the sun, ultraviolet and fluorescent lights, and electrical equipment. Direct sunlight or fluorescent light can cause the bladder to weather check and dry rot, which will appear on the bladder surface as cracks.
960E-1
• If the precharge 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 nitrogen charging kit from the accumulator and install the accumulator on the truck. Charge the accumulator to the correct operating precharge pressure. • If the precharge pressure is less than 172 kPa (25 psi), slowly drain off all of the precharge pressure and use the following procedure: 1. Remove the nitrogen charging kit from the accumulator. 2. Lay the accumulator on a suitable work bench so that the valve port at the bottom of the accumulator is higher than the top end of the accumulator. Remove the protective cap from the valve port. 3. Pour approximately 2 liters (64 oz.) of clean C-4 hydraulic oil into the accumulator through the valve port. Allow time for the oil to run down the inside of the accumulator to reach the other end. 4. Lay the accumulator flat on the work bench (or floor) and slowly roll the accumulator two complete revolutions. This will thoroughly coat the accumulator walls with a film of oil that is necessary for bladder lubrication during the charging procedure. 5. Stand the accumulator upright. Charge the accumulator to 690 kPa (100 psi). Refer to "Accumulator charging procedures" for the proper charging procedure. 6. Remove the nitrogen charging kit. Install the protective cap on the valve port. 7. Install the accumulator on the truck. 8. Charge the accumulator to the correct operating precharge pressure. Again, refer to "Accumulator charging procedures" for the proper charging procedure.
7
CEN30004-00
30 Testing and adjusting
Accumulator leak testing Leak testing entails checking for internal and external leaks at high pressure. A source of 24 130 kPa (3,500 psi) hydraulic pressure and nitrogen precharge pressure of 9 653 kPa (1,400 psi) will be required. A small water tank will be necessary for a portion of the test. 1. Brake accumulator: Remove protective cap (1, Figure 30-7) from the gas valve. 2. Steering accumulator: Remove valve guard (5, Figure 30-8) from gas valve manifold (1).Remove the valve cap from charging valve (6). 3. Close shutoff valves (3, Figure 30-6) on control manifold (5). 4. Connect the nitrogen charging kit to nitrogen container (1). Open the valve on the container. 5. Turn the “T” handle on charging valve adapter (6) all the way out (counterclockwise). 6. Close the bleed valve at the bottom of the accumulator.
FIGURE 30-7. GAS VALVE COMPONENTS BRAKE ACCUMULATOR 1. Protective Cap
FIGURE 30-6. NITROGEN CHARGING KIT 1. Nitrogen Container 2. Regulator 3. Shutoff Valve
8
4. Pressure Gauge 5. Control Manifold 6. Charging Valve Adapter
2. Charging Valve
FIGURE 30-8. GAS VALVE COMPONENTS STEERING ACCUMULATOR 1. Gas Valve Maniflod 2. O-ring 3. Capscrew 4. Lockwasher 5. Valve Guard
6. Charging Valve 7. Flat Gasket 8. Gas Valve Assembly 9. Pressure Switch
960E-1
30 Testing and adjusting
CEN30004-00
7. Attach the charging valve adapter to the charging valve on the accumulator. Make sure that the hose does not loop or twist. Tighten the swivel nut on the charging valve adapter fingertight. 8. Brake accumulator: Turn the “T” handle on charging valve adapter (6) clockwise to open the accumulator gas valve. Do not turn the “T” handle all the way down as it will damage the valve core. Steering accumulator: Hold charging valve body (6, Figure 30-9) with a wrench while unscrewing swivel nut (4) three complete turns with another wrench. This will open the poppet inside the accumulator gas valve. 9. Slowly charge the accumulator to 690 kPa (100 psi). After 690 kPa (100 psi) is obtained, the charging rate can be increased until the accumulator is fully charged to 9 653 kPa (1,400 psi).
10. Brake accumulator: Turn the “T” handle on charging valve adapter (6, Figure 30-6) all the way out (counterclockwise) to close the accumulator gas valve. Steering accumulator: Hold charging valve body (6, Figure 30-9) with a wrench while tightening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb) with another wrench. This will close the poppet inside the accumulator gas valve. 11. Submerge the accumulator assembly under water and observe it for 20 minutes. No leakage (bubbles) is permitted from the gas valve at the top or the valve port at the bottom. If leakage is present, proceed to Step 16. 12. Hold the gas valve on the accumulator stationary. Loosen the swivel nut on the charging valve adapter to remove the nitrogen charging kit. 13. Brake accumulator: Install protective cap (1, Figure 30-7) on the gas valve. Steering accumulator: Install the valve cap on charging valve (6, Figure 30-8) finger-tight. Install valve guard (5) on gas valve manifold (1). 14. Ensure that the bleed valve at the bottom of the accumulator is closed. Connect a hydraulic power supply to the valve port at the bottom of the accumulator. 15. Pressurize the accumulator with oil to 24 130 kPa (3,500 psi). This may take 6 to 8 gallons of oil. No external oil leakage is permitted. 16. Slowly relieve oil pressure and remove the hydraulic power supply. Install the protective cap on the valve port to prevent contamination. 17. Install the nitrogen charging kit.
FIGURE 30-9. CHARGING VALVE 1. Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
960E-1
6. Valve Body 7. O-ring 8. Valve Stem 9. O-ring
• If any gas or oil leakage was present, discharge all nitrogen gas from the accumulator. Repair the accumulator as necessary. • If there were no leaks, adjust the precharge pressure to 690 - 827 kPa (100 - 120 psi). 18. that all warning and caution labels are attached and legible. Install new labels as required.
9
CEN30004-00
Suspension oiling and charging procedures 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. 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 suspensions to produce a comfortable ride.
30 Testing and adjusting
Equipment list • Hydrair charging kit • Jacks and/or overhead crane • blocks for: Oiling height dimensions (front and rear) Charging height dimensions (front only) • Hydrair II oil • Friction modifier • Dry nitrogen Installing the charging kit 1. Assemble the charging kit as shown in Figure 30-10, and attach it to a container of pure dry nitrogen (8). 2. Remove the protective covers and charging valve caps from the suspensions.
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.
3. Turn "T" handle valves (1) of charging valve adapters (2) completely counterclockwise.
Proper charging of Hydrair II suspensions requires that three basic conditions be established in the following order: 1. The oil level must be correct. 2. The suspension piston rod extension for nitrogen charging must be correct. 3. The nitrogen charge pressure must be correct. For best results, Hydrair II suspensions should be charged in pairs (fronts together and rears together). If rear suspensions are to be charged, the front suspensions should be charged first. NOTE: For longer life of suspension components, a friction modifier should be added to the suspension oil. See the oil and nitrogen specification charts in the Specifications section. NOTE: Setup dimensions must be maintained during oiling and charging procedures. However, after the truck has been operated, these dimensions may vary.
10
FIGURE 30-10. HYDRAIR CHARGING KIT NOTE: The arrangement of parts may vary from the illustration depending on the kit part number. 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 Container
960E-1
30 Testing and adjusting
CEN30004-00
4. Make sure that outlet valves (3) and inlet valve (4) are closed (turned completely clockwise).
blocks for oiling and charging dimensions
5. Turn the swivel nut (small hex) on the charging valve three full turns counterclockwise to unseat the valve.
Before starting the oiling and charging procedures, s should be fabricated to maintain the correct exposed piston rod extensions.
6. Attach charging valve adapters (2) to each suspension charging valve stem. 7. Turn "T" handle valves (1) clockwise. This will depress the core of the charging valve and open the gas chamber of the suspension. 8. 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. Removing the charging kit 1. Close both outlet valves (3). 2. Turn "T" handles (1) counterclockwise to release the charging valve cores. 3. Remove charging valve adapters (2) from the charging valves. 4. Tighten the swivel nut (small hex) on the charging valve. 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 and retighten to 6 Nm (50 in lb). Install the valve cap finger-tight. 5. Install the charging valve caps and protective covers on both suspensions.
Nitrogen charging blocks for the rear suspension are no longer necessary. However, oiling blocks are necessary to properly set the oiling height. Exposed piston rod extensions are specified for both oil level and nitrogen charging for Hydrair II suspensions. These dimensions are listed in the tables below. Measure the dimensions from the face of the cylinder gland to the machined surface on the spindle at the front suspension. At the rear suspension, measure from the face of the cylinder gland to the piston flange. blocks may be made in various forms. Mild steel materials are recommended. Square stock or pipe segments at least 25 mm (1 in.) may be used. The blocks must be capable of ing the weight of the truck during oiling and charging procedures while avoiding with plated surfaces and seals on the suspension. Refer to Figure 30-10 for front suspension block placement and Figure 3012 for rear block placement. Table 2: FRONT SUSPENSION DIMENSIONS (EMPTY) OILING HEIGHT
25.4 mm (1.0 in.)
CHARGING HEIGHT
219 mm (8.62 in.)
CHARGING PRESSURE
*3 282 kPa (476 psi)
* Charging pressures are for reference only and may vary depending on body weights.
Table 3: REAR SUSPENSION DIMENSIONS (EMPTY) OILING HEIGHT
CHARGING HEIGHT
CHARGING PRESSURE
53.0 mm (2.1 in.)
218 mm (8.60 in.)
*1 351 kPa (196 psi)
* Charging pressures are for reference only and may vary depending on body weights.
960E-1
11
CEN30004-00
Front suspension oiling
All Hydrair II 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 help prevent accidents during servicing and charging.
30 Testing and adjusting
5. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen pressure has been released, the suspension should have collapsed slowly and be seated solidly on the blocks. Remove the top fill plug next to the charging valve (See Figure 30-10).
Wear a face mask or goggles while relieving nitrogen pressure. Make sure that all personnel are clear and blocks are secure before relieving nitrogen pressure from the suspension. An unsecured block could fly loose as weight is applied, causing 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 the oil and nitrogen specification charts in the Specifications section. 1. Park the unloaded truck on a hard, level surface and chock the wheels. 2. Thoroughly clean the area around the charging valve on the suspensions. Remove the protective covers from the charging valves. 3. Position and secure oiling height dimension blocks 180° apart to provide stability (See Figure 30-10). When nitrogen pressure is released, the suspensions will lower and rest on the blocks. Ensure that the blocks do not mar or scratch the plated surfaces of the pistons or damage wiper seals in the lower bearing retainer. blocks must seat on the spindle and the cylinder housing. 4. Remove the charging valve cap. Turn the swivel nut (small hex) counterclockwise three full turns to unseat the valve seal. Do not turn the 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 released from the suspension.
12
FIGURE 30-11. FRONT SUSPENSION
6. Fill the suspension with clean Hydrair II oil (with 6% friction modifier) until the cylinder is full to the top of the fill plug bore. Use drip pans and clean all spillage 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. Install a new O-ring on the fill plug and install the plug.
960E-1
30 Testing and adjusting
CEN30004-00
Front suspension nitrogen charging
Lifting equipment (crane or hydraulic jacks) must be of sufficient capacity to lift the truck weight. Make sure that all personnel are clear of the lift area before the lift is started. Clearances under the truck may be suddenly reduced. 1. If removed, install the charging valve with new O-ring (9, Figure 30-11). Lubricate the O-ring with clean Hydrair oil. 2. Tighten valve body (large hex) (6) to 23 Nm (17 ft lb). Swivel nut (small hex) (4) must be unseated by turning it counterclockwise three full turns.
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 the oil and nitrogen specification charts in the Specifications section. 3. Install the Hydrair charging kit and a bottle of pure dry nitrogen. Refer to "Installing the charging kit". 4. Charge the suspensions with nitrogen gas to 50.8 mm (2 in.) greater than the charging height listed in Table 2. Close inlet valve (4, Figure 307). NOTE: If the truck starts to lift off the blocks before charging pressure is attained, stop charging. 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. 6. Remove the center hose from manifold (6). 7. Open inlet valve (4) until the pressure drops below the pressure listed in Table 2, then close the valve. 8. Install the center hose to manifold (6).
FIGURE 30-12. 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
9. Charge the suspensions to the pressure listed in Table 2. Do not use an overcharge of nitrogen to lift the suspensions off the charging blocks. 10. Close inlet valve (4). Leave outlet valves (3) open for five minutes to allow the pressures in the suspensions to equalize. 11. Close outlet valves (3). Remove the charging kit components. Refer to "Removing the charging kit". 12. If the charging valve is being reused, tighten swivel nut (4, Figure 30-9) to 6 Nm (50 in lb).
960E-1
13
CEN30004-00
13. 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 and retighten to 6 Nm (50 in lb). Install the valve cap finger-tight. 14. Install the protective guard over the charging valve.
30 Testing and adjusting
Rear suspension oiling
All Hydrair II 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 help prevent accidents during servicing and charging.
Ensure that there is adequate overhead clearance before raising the body. 15. Raise the truck body in order to extend the front suspensions, allowing for removal of the nitrogen charging blocks. If the suspensions do not extend after raising the body, turn the steering wheel from stop to stop 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. The front suspensions are now ready for operation. Visually check piston 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.
Wear a face mask or goggles while relieving nitrogen pressure. Make sure that all personnel are clear and blocks are secure before relieving nitrogen pressure from the suspension. An unsecured block could fly loose as weight is applied, causing 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 the oil and nitrogen specification charts in the Specifications section. 1. Park the unloaded truck on a hard, level surface and chock the wheels. 2. Thoroughly clean the area around the charging valve on the suspensions. Remove the protective covers from the charging valves. 3. Position and secure oiling blocks (2, Figure 30-12) 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. 4. Remove charging valve cap (1, Figure 30-11). Turn swivel nut (small hex) (4) counterclockwise three full turns to unseat the valve seal. Do not turn valve body (large hex) (6). 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 released from the suspension.
14
960E-1
30 Testing and adjusting
CEN30004-00
7. Install the vent plug and pressure sensor onto the suspension. 8. Install a new O-ring onto the charging valve. Lubricate the O-ring with clean Hydrair II oil. 9. Install the charging valve onto the suspension. Tighten valve body (6, Figure 30-11) to 23 Nm (17 ft lb).
FIGURE 30-13. OILING BLOCK INSTALLATION 1. Main Frame 2. Oiling Block
3. Rear Axle Housing
5. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen pressure has been released, loosen and remove the fill plug. The suspension should have collapsed slowly as gas pressure was released. The weight of the truck is now ed by the blocks. NOTE: A plastic tube can be used to help bleed off trapped air inside the piston. 6. Remove the vent plug, pressure sensor, and charging valve (See Figure 30-13). Use one of the open ports to fill the suspension with clean Hydrair oil (with 6% friction modifier). Fill until clean oil seaps from the open ports. Use drip pans and clean all spillage 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.
960E-1
FIGURE 30-14. REAR SUSPENSION 1. Main Frame 2. Charging Valve 3. Rear Axle Housing
15
CEN30004-00
30 Testing and adjusting
5. Slowly release gas until the suspensions match the charging height listed in Table 3.
Rear suspension nitrogen charging
6. Close inlet valve (4, Figure 30-9). Leave outlet valves (3) open for five minutes to allow the pressures in the suspensions to equalize. Lifting equipment must be of sufficient to lift the truck weight. Make sure personnel are clear of lift area before started. Clearances under the truck suddenly reduced.
capacity that all lifting is may be
Make sure that 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 30-11). Lubricate the O-ring with clean Hydrair oil. 2. Tighten valve body (large hex) (6) to 23 Nm (17 ft lb). Swivel nut (small hex) (4) must be unseated by turning it counterclockwise three full turns.
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 the Specifications Chart at the end of this section.
7. Make sure that 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 this amount, check the front suspensions for equal extension. Adjust the front suspensions 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. 8. Close outlet valves (3). Remove the charging kit components. Refer to "Removing the charging kit". 9. If the charging valve is being reused, tighten swivel nut (4, Figure 30-9) to 6 Nm (50 in lb). 10. 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 and retighten to 6 Nm (50 in lb). Install the valve cap finger-tight. 11. Install the protective guards over the charging valves. Install the rubber covers over the piston rods. The rear suspensions are now ready for operation. Visually check piston 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.
3. Install the Hydrair charging kit and a bottle of pure dry nitrogen. Refer to "Installing the charging kit". 4. Charge the suspensions with nitrogen gas to 38 mm (1.5 in.) greater than the charging height listed in Table 3.
16
960E-1
30 Testing and adjusting
Suspension pressure test 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.
CEN30004-00
4. Pressurize the suspension with air or nitrogen to 7 585 ± 1 380 kPa (1,100 ± 200 psi). 5. Maintain pressure for a minimum of 20 minutes and check for bubbles at the following locations: • Housing bearing/housing t • Piston/piston seal area • Charging valve and plugs
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. Make sure that the charging valve and all plugs are installed. Attach the pressurization line to the charging valve.
6. After the test is complete, remove the assembly from the water tank and release the air or nitrogen pressure. Do not remove the charging valve from the suspension. 7. Remove the suspension from the containment device. 8. Coat any exposed, unpainted areas with rust preventive grease. 9. Store the suspension in a collapsed position to protect the piston chrome surface until it is installed on a truck.
3. Place the suspension assembly in a containment device and submerge the entire assembly in the water tank.
960E-1
17
CEN30004-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30004-00
18
960E-1
CEN30005-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting VHMS and payload meter VHMS and payload meter software ...................................................................................................................... 3 VHMS controller initial setting procedure.............................................................................................................. 4 VHMS initialization check list ...............................................................................................................................11 VHMS initialization form...................................................................................................................................... 13 Precautions for replacing VHMS controller ......................................................................................................... 14 VHMS controller checkout procedure ................................................................................................................. 19 Payload meter initial setting procedure............................................................................................................... 22
960E-1
1
CEN30005-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30005-00
VHMS and payload meter software To work with the Vehicle Health Monitoring System (VHMS), several special tools and software programs are required. Refer to Tables 1 and 2 for detailed information on VHMS software and tools.
NOTE: Be aware that the software and data files are updated periodically. Check with the local Komatsu distributor for the latest software versions.
Table 1: VHMS Software Part Number Version 3.04.03.01
Name VHMS Technical Analysis Tool Box
Description
Source
To maintain VHMS system
Komatsu Distributor
Version 3.06.00.00 VHMS Setting Tool
To initialize VHMS 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 VHMS Komatsu Distributor
Table 2: VHMS Tools Name
Description
Source
Laptop PC
200 MHz or higher 64 MB RAM or more Serial or USB Port CD/DVD -Rom drive Floppy disk drive Windows 95/98/2000/ME/XP
Purchase Locally
Serial cable (RS232 port)
Male DB9 connector at one end Female DB9 connector at other end
Purchase Locally
Adaptor
USB port to RS232 serial port (If the laptop PC does not have an RS232 port, this adaptor is required.)
Purchase Locally
VHMS 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.
VHMS Setting Tool Installation 1. Insert the CD. If the VHMS Technical Analysis Tool Box software begins installing automatically, select the [Cancel] button to stop the installation process. 2. Open My Computer.
3. Double-click on the new icon on the desktop, VHMS Technical Analysis Tool Box.
3. Right-click on the CD drive and select Open.
4. Initialize the software by inserting the Set Up Disk.
5. Double-click on the Setup.exe file.
5. Enter the Name. The Name is . 6. Enter the . The you entered the first time will be your from then forward, unless you change it. 7. VHMS Technical Analysis Tool Box is installed.
4. Open the Setting Tool folder. 6. Accept the recommended defaults and finish installing VHMS Setting Tool. Installing the PDM software Insert the CD. The Payload Data Manager (PDM) software will begin installing automatically. If this does not happen, the software can be installed by running the Setup.exe program on the CD ROM.
960E-1
3
CEN30005-00
30 Testing and adjusting
VHMS controller initial setting procedure
VHMS controller setup procedure
When a new VHMS-equipped truck is being assembled, there are several procedures to perform in order to initialize the system. Following the procedures will ensure a smooth initialization process which should 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 with a date and SMR that does not match the VHMS initialization form will not allow the system to be initialized.
VHMS Setting Tool software program 1. Start the VHMS Setting Tool software program. There will be three choices to choose from. • Use the [VHMS Setting] function to initialize a truck or change a truck's settings. • Use the [When VHMS needs to be replaced] function when replacing a truck's VHMS controller. • Use the [Review setting information] function when only needing to view a truck's settings.
NOTE: The interface module must be fully operational before initializing the VHMS controller. The initialization procedure consists of the following: VHMS controller setup procedure
Select operation 2. Select VHMS Setting, then click [Next].
VHMS snapshot procedure VHMS procedure VHMS FTP procedure VHMS initialization forms
4
960E-1
30 Testing and adjusting
VHMS setting function 3. Select Set up & All clear if initializing a truck, then click [Next].
Machine information setting(1) 4. that the Machine Information Settings are correct. If not, enter the correct settings. Then click [Next].
960E-1
CEN30005-00
Machine information setting(2) 5. that the Machine Information Settings are correct. If not, enter the correct settings. Then click [Next].
Date and time setting 6. Enter the correct Time Zone, Date and Time. Check [DST (Summer Time)] if the truck's location uses Daylight Savings Time. Then click [Next].
5
CEN30005-00
GCC setting 7. Choose the correct GCC code. The GCC code tells trucks that are equipped with Orbcomm which satellite ground station to use. Then click [Next].
30 Testing and adjusting
Setting summary 8. that all the setting information is correct and click [Apply].
9. Click [YES].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will close.
6
960E-1
30 Testing and adjusting
VHMS snapshot procedure A snapshot through VHMS records important data about different systems on the truck. Take snapshots on a periodic schedule and store them as part of the truck history. These snapshots can then be compared and trends can be analyzed to predict future repairs. A single snapshot records truck data for 7.5 minutes. NOTE: On AC drive trucks, a laptop PC should also be connected to the GE drive system to allow for maximum horsepower check of the engine during the snapshot recording process.
CEN30005-00
3. While the manual snapshot is being taken, operate the truck. a. Operate the engine at high and low idle. b. Raise the dump body to the full dump position. c. Lower the dump body to the frame, then hold it in the power down position momentarily. d. Turn the steering wheel to full left, then full right against the stops momentarily. e. Travel forward to maximum speed and apply the brakes hard. f. Travel in reverse.
1. Allow the truck to run until it is at normal operating temperatures. 2. Press and hold the GE data store switch for three seconds, then release it. The white data store in progress LED should illuminate.
g. Perform a horsepower check using a laptop PC connected to the GE drive system. 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. that the VHMS controller red LED display is off. 6. Use VHMS Technical Analysis Tool Box program to the snapshot data into a laptop PC. Use the FTP feature to send the data to WebCARE.
960E-1
7
CEN30005-00
30 Testing and adjusting
VHMS procedure NOTE: Always a full has been taken before disconnecting the laptop PC from the truck.
16. Select the [Machine History] option from the list on the left side of the screen.
1. Turn the key switch to the OFF position to stop the engine.
17. that the key ON/OFF and engine ON/OFF records are recorded correctly.
2. Turn the key switch to the ON position, but DO NOT start the engine.
18. Exit any open windows on the laptop PC.
3. Allow the VHMS controller to start up. This should take about one minute. the red LED display starts counting up. 4. Attach the VHMS serial cable to the truck's VHMS 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 Name and and click the [OK] button. 7. Double-click on the [] icon. 8. Select the COM port in the Port No. drop-down box and click the [Connection] button. 9. that the date and time is correct for current local date and time. Also that the displayed service meter hours are equal to the value entered previously. 10. If this is the first time this laptop PC has been connected to the truck, you will need to its definition file by clicking the [OK] button. 11. that a manual snapshot (MFAO) has been recorded. The display should show an item named “Snapshot” with the code MFAO and text “Manual Trigger”. 12. On the screen, click the [Select All] button. All items will become checked. 13. Click the [] button. The may take one to ten minutes. Generally, if there are several snapshots in the items, the will take longer. 14. Click the [OK] button to complete the . 15. that the “ Completed” message is displayed. Click on [Exit].
8
19. that a full has been taken. Refer to Location of ed Files on Computer for more detailed instructions. 20. Disconnect the VHMS cable from the laptop PC and from the truck. 21. Turn the key switch to OFF. Location of ed files When a using VHMS Technical Analysis Tool Box is performed, several files are ed 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 from the VHMS 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 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.
960E-1
30 Testing and adjusting
CEN30005-00
VHMS FTP procedure After ing, the VHMS data resides on the laptop PC that performed the . 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 ed via FTP to WebCARE, it is accessible to anyone with an internet connection and an ID and . VHMS Technical Analysis Tool Box is used to perform the FTP . Perform an FTP as soon as the person who performed the can obtain an internet connection. All s should be ed to WebCARE.
1. Double-click on the VHMS Technical Analysis Tool Box icon on the laptop PC's desktop. The screenshot shows the location the VHMS files on a computer. The Check Number folder is named in the format CHK000#. Each time a is taken, it is placed in one of these folders. The first will be in the CHK0001 folder. If a second is taken on the same day, will be in the CHK0002 folder, etc.
2. Enter the appropriate name and 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 VHMS files through email or on a disk, the same folder organization must be created in order to view them in VHMS Technical Analysis Tool Box.
960E-1
4. At the FTP Client window, enter the FTP ID and . ID = komatsu = vhms
9
CEN30005-00
30 Testing and adjusting
5. The target directory should be set to the laptop PC's hard drive (usually drive C:\).
7. After selecting the correct file to send, click the [Send (FTP)] button.
a. Double-click the VHMS_Data folder to drop down the model folders.
8. Click the [Yes] button to that you want to the data to WebCARE.
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. 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 process. Others need to have the sending file created at this time. A sending file is just a compressed version of all the other ed 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.
NOTE: The compressed sending file will look similar to this file name, and will always end with a “.K”. P_930E_-_A30462_1105208857.K
9. If the sending file was ed successfully, the file will appear in the OK window. If the sending file was not ed successfully, the file will appear in the NG (No Good) window. Make sure that the laptop PC has an internet connection.
10. Click the [OK] button, then the [Exit] button. Close all other open windows.
VHMS initialization forms Complete the initialization check list and initialization forms found later in this section. Send the initialization form to Komatsu.
Initialization is now complete.
10
960E-1
30 Testing and adjusting
CEN30005-00
VHMS 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 VHMS Serial Number OrbComm Serial Number
2. Connect PC to VHMS 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 VHMS 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
Setting Data is Correct.
10. Setting of Payload Meter
Set PLM time ± 2 minutes of VHMS time. Start Time (set to 0) Interval (set to 1)
960E-1
11
CEN30005-00
30 Testing and adjusting
VHMS initialization check list (cont.) (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
VHMS DATA 1. data to laptop PC
What time did start (use wrist watch)? Select all files, and is complete? Is start time correct?
2. 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 data to Komatsu
12
Send data to KAC Service Systems at [email protected]
960E-1
30 Testing and adjusting
CEN30005-00
VHMS initialization form NOTE: This form is available in electronic “fill-in” format, which is preferred. If an electronic form is needed, send request to [email protected]. 2. Attach the VHMS files and a copy of the completed Machine-Specific VHMS Initilization Check List. The E-mail subject line should include the Model-Type, Serial Number, and “VHMS Initialization”. (Example: Subject: 930E-3SE-A30300-VHMS Initialization) The completed forms can also be faxed to: (847) 522-8005.
Customer Information Company Name Site Name Customer Employee Mailing Address Phone Number Fax Number E-mail
Distributor Information Distributor Name Distributor Service System Name and E-mail Distributor Branch Distributor Branch Employee and E-mail Distributor 4 + 2 Code
Machine Information Machine Model - Type Machine Serial Number Customer Unit Number Engine Serial Number Transmission / Alternator Serial Number VHMS Controller Part Number VHMS Controller Serial Number Orbcomm Controller Part Number Orbcomm Controller Serial Number
Setting Tool Information Setting Date (MM:DD:YYYY) Setting Time (HH:MM:SS) GMT (Time Zone) Daylight Savings Time (DST)
(Yes/No)
Service Meter Reading (SMR) GCC code (Orbcomm satellite) Orbcomm Activation Date
Reason for Form Submittal (Check One) Factory Installed VHMS Initialization Retrofitted VHMS Initialization VHMS Controller Replacement Major Component (Engine/Transmission Replacement) Customer or Distributor Change Setting Tool Information Change
960E-1
13
CEN30005-00
30 Testing and adjusting
Precautions for replacing VHMS controller
3. Click the [Save] button.
Refer to the VHMS controller removal and installation instructions to replace a VHMS 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 Replaced] function.
VHMS
Needs
To
Be
4. Click the [OK] button.
2. Select the [Save current setting before replacement of VHMS controller] function.
14
5. Replace the VHMS controller.
960E-1
30 Testing and adjusting
CEN30005-00
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. 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 truck's location uses Daylight Savings Time. Click the [Apply] button.
960E-1
15
CEN30005-00
30 Testing and adjusting
Setting Date & Time, Satellite & Payload Meter 10. Click the [OK] button.
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.
16
960E-1
30 Testing and adjusting
3. After selecting one of the following choices, click the [Next] button. • Date & Time
CEN30005-00
b. Satellite: Select the correct country location from the drop-down menu, then click the [Apply] button to change the setting.
• Satellite • Payload Meter
a. Date & Time: Should 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. Select [DST Summer Time)] if it applies. Click the [Apply] button.
960E-1
c. Payload Meter: Set Start Time to “0”, and Interval to 1. Then click the [Apply] button to save the setting.
17
CEN30005-00
Review Setting Information 1. Select the [Review setting information] function and then click the [Next] button.
30 Testing and adjusting
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.
3. Click the [Yes] button to close the Setting Tool Program.
18
960E-1
30 Testing and adjusting
CEN30005-00
VHMS controller checkout procedure 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)
NOTE: Before performing this procedure, the interface module must be fully functional and the VHMS controller must be initialized and fully functional.
Preliminary 1. Turn the key switch to the OFF position to stop the engine. that the seven segment LED display on the VHMS controller is off. 2. Turn the key switch to the ON position, but DO NOT start the engine. 3. Allow the VHMS controller to boot up. Watch the red, two digit LED display on the VHMS controller to show a circular sequence of seven flashing segments on each digit. After a short time the two digit display should start counting up from 00 - 99 at a rate of ten numbers per second.
FIGURE 30-1. VHMS CONTROLLER 1. VHMS Controller 2. LED Display 3. Connector CN3B 4. Connector CN3A 5. Connector CN4B 6. Connector CN4A
7. Connector CN1 8. Connector CN2A 9. Connector CN2B 10. PLM III Light 11. OrbComm Light
4. Attach the VHMS serial cable to the truck's VHMS diagnostic port (2, Figure 30-3) and the other end to the laptop PC’s serial port. 5. Double-click on the VHMS Technical Analysis Tool Box icon on the laptop PC's desktop. 6. Enter the appropriate Name and and click the [OK] button. 7. Check for any active fault codes. If any are found, these circuits should be analyzed to determine the cause of the fault and they must be repaired before continuing.
960E-1
19
CEN30005-00
8. Start the VHMS Setting Tool program by clicking on the icon on the laptop PC screen. 9. Select the [Review setting information] function and then click the [Next] button.
30 Testing and adjusting
11. If any one of the following settings was changed, a new VHMS initialization form must be filled out and submitted to Komatsu America Service Systems Team. • VHMS controller replaced • Engine or alternator replaced • Adjusted time or time zone 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 VHMS initialization form to Komatsu America Service Systems Team.
Checkout procedure 1. Connect the serial cable from the PC to the serial port of the VHMS controller. 10. Review the settings for accuracy.
2. Start the serial communications software (Tera Term).
• If everything is correct, click the [Exit] button. The checkout procedure is complete.
3. Setup the serial communications software by selecting the appropriate serial COM port, and baud rate equal to 19200.
• 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.
4. After completing the setup, wait for 5 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 VHMS has been established. 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 >
20
960E-1
30 Testing and adjusting
7. At the prompt type "dispvhmsinf". Information similar to the following will be displayed:
>dispvhmsinf
---- MACHINE INFORMATION -------PRODUCT GROUP: Dumptruck MACHINE_MODEL: 930EMACHINE_SERIAL: ENG_MODEL: QSK60 ENG_SERIAL_NO1: ENG_SERIAL_NO2: PRG_NO1: 12000100100
CEN30005-00
8. The VHMS controller also has two red LED lights (10 and 11, Figure 13-6). the connection status and repair any problems. Light (10) PLM III communication • OFF - No communication with the PLM III controller. Troubleshoot and repair the connection. • ON - Communication with the PLM III controller is good. Light (11) OrbComm • OFF - No communication with OrbComm controller. Troubleshoot and repair the connection. • ON - Communication with OrbComm controller is good. • FLASHING - Satellite signal is established. This may take as long as 15 minutes to occur.
PRG_NO2: 782613R290 ---- 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 VHMS controller.
960E-1
21
CEN30005-00
Payload meter initial setting procedure The payload meter must be configured for operation when it is first installed on the truck. This process requires a laptop computer with PDM software to make the necessary settings. Starting communications
30 Testing and adjusting
3. From the main menu, click the "Connect to Payload Meter" button. The laptop computer will try to connect to the payload meter and request basic information from the system. In the event of communications trouble, the laptop computer will try three times to connect before "timing-out". This may take several seconds.
Configure payload meter
1. Before connecting to the payload meter, select "Change Program Options". a. Confirm that the program has selected the correct serial port. Most laptop computers use Comm 1 for serial communications. b. The units displayed for reports and graphs by the PDM software can be set on this form. Click “Done” to return to the main menu.
2. Connect the laptop computer to the payload meter by using the communications harness. The connector is located on the DID in the cab.
The connection menu is displayed after a serial connection has been established and the PDM software has connected to the payload meter. The connection screen displays basic system information to the . • 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 . • 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 . • 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.
22
960E-1
30 Testing and adjusting
There are also many configuration and 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 must close the window and reconnect to the payload meter. 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.
CEN30005-00
Setting date and time
The time shown on the form is the time transmitted from the payload when the connection was first established.
When changes are made to the configuration, press the "Save Changes" button to save the changes into the payload meter. To confirm the changes, exit to the main menu and re-connect to the payload meter.
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. 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.
Setting 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.
960E-1
23
CEN30005-00
Setting gauge units
The payload units shown on the instrument display can be displayed as metric ton, short tons or long tons by 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.
30 Testing and adjusting
Setting truck number 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 payload meter system. This number is one of the key fields used within the haul cycle database. The field will hold 20 alphanumeric characters.
Setting Komatsu distributor Setting frame serial number
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.
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.
Setting Komatsu customer
24
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.
960E-1
30 Testing and adjusting
Clean truck tare
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. Perform this procedure after the suspensions are serviced 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 laptop computer. The truck does not need to be moving to start this procedure. 1. Clean the debris from the truck. 2. Check that the suspensions are properly serviced.
CEN30005-00
Inclinometer calibration
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. Often the maintenance area is an ideal location for this procedure. 1. Clean the debris from the truck. 2. Check that the suspensions are properly serviced. 3. Connect the laptop computer to the payload meter. 4. From the "Truck Configuration" screen, select "Inclinometer". 5. With the truck stopped and the brake lock ON, press the “Start” button. This instructs the payload meter to sample the inclinometer once. 6. Turn the truck around. Drive the truck around and park in the exact same spot as before, facing the other direction.
4. From the "Truck Configuration" screen, select "Clean Truck Tare".
7. With the truck stopped and the brake lock ON, press the “Start” button. This instructs the payload meter to sample the inclinometer again. The payload meter will average the two samples to determine the average offset.
5. Follow the instructions on the screen.
8. Follow the instructions on the screen.
3. Connect the laptop computer to the payload meter.
960E-1
25
CEN30005-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30005-00
26
960E-1
CEN30006-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Interface module (IM) Interface module software..................................................................................................................................... 3 Interface module checkout procedures................................................................................................................. 5
960E-1
1
CEN30006-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30006-00
Interface module software To work with the interface module (IM), several special tools and software programs are required. Refer to Table 1 and Table 2 for information on software and tools.
NOTE: 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. Be aware that the software and data files are updated periodically. Check with the local Komatsu distributor for the latest software versions.
Table 1: Interface Module Software Part Number
Name
Description
Source
1.1.0.0 Install.exe (or higher)
Interface Module Realtime Data Monitor Use to watch inputs and outputs in the Software Version interface module 1.1.0.0 Install.exe
EJ3055-2.exe
Flashburn program
To install application code in interface module
Komatsu distributor
EM7282-0.KMS
Application code
Application code for interface module
Komatsu distributor
Komatsu distributor
Table 2: Interface Module Tools Name
Description
Source
Laptop computer
200 MHz or higher 64 MB RAM or more Serial or USB Port CD/DVD -Rom drive Floppy Disk Drive Windows 95/98/2000/ME/XP
Purchase locally
Serial cable (RS232 port)
Male DB9 connector at one end Female DB9 connector at other end
Purchase locally
Adaptor
USB port to RS232 serial port (If the laptop computer does not have an RS232 port, this adaptor is required.)
Purchase locally
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.
960E-1
3
CEN30006-00
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 computer, save the application code files to a folder on a local hard drive (such as C:\temp). 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 [ Application to Product].
30 Testing and adjusting
Interface module realtime data monitor software installation The interface module realtime data monitor software is used to display the data going into and out of the interface module. To install: 1. Copy the file onto the hard drive of the laptop computer. 2. Double-click on the file and follow the screen prompts to install the software. To use: 1. Start the Interface Module Realtime Data 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.
6. Make sure that the power to the interface module is off. Then click [Next]. 7. Select the correct COM port. Then click [Next]. 8. Select the “EM7282-0” file. Then click [Next]. Flashburn will now install the application code into the interface module.
4
960E-1
30 Testing and adjusting
CEN30006-00
Interface module checkout procedures
If a new truck with VHMS is being assembled, or a new VHMS system has just been installed, refer to Tesing and adjusting section VHMS and payload meter for instructions regarding the VHMS Initialization Procedure. The initialization procedure and form must be completed before the truck can be put into service.
Necessary equipment • System schematic • Laptop PC • Interface Module Realtime Data Monitor software • Serial cable (RS232) • Jumper wire 77 mm (3 in.) or longer • Volt Meter • 300 to 332 ohm resistor • 3/8 in. nut driver
NOTE: The interface module must already have the application code installed.
960E-1
FIGURE 30-1. INTERFACE MODULE 1. Interface Module 2. Connector IM1
3. Connector IM2 4. Connector IM3
5
CEN30006-00
30 Testing and adjusting
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 VHMS controller to start up. This should take about one minute. that the red LED display starts counting up. 4. Attach the VHMS serial cable to VHMS diagnostic port (2, Figure 30-2), and the other end to the serial port on the laptop computer.
7. Check for fault codes associated with the interface module. a. Perform a VHMS with the VHMS Technical Analysis Toolbox program. Refer to VHMS for detailed instructions on performing a . b. In the 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 the PLM III controller, 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. 8. Attach the VHMS serial cable to the machine's IM diagnostic port (1, Figure 30-2), and the other end to the serial port on the laptop computer.
FIGURE 30-2. DIAGNOSTIC PORTS 1. IM Diagnostic Port
2. VHMS Diagnostic Port
5. Double-click on the VHMS Technical Analysis Tool Box icon on the computer's desktop. 6. Enter the appropriate Name and and click the [OK] button.
9. 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. 10. Click on [Select Serial Port] in the menu bar. Select the correct communication port. It will usually be Com1. 11. Click on [Start/Stop] in the menu bar and select Start. 12. The program should display data as shown in Figure 30-3 and Figure 30-4. 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.
6
960E-1
30 Testing and adjusting
Check digital inputs to the interface module 1. Hydraulic Tank Level (IM2-K) - Short wire 34L to ground at TB43-F 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).
CEN30006-00
5. Low Steering Precharge (IM2-W) - Short wire 51A1 to ground at TB28-B momentarily and confirm state change (one to zero). 6. Pump Filter Switches (IM2-Y) - Short wire 39 to ground at TB43-C momentarily and confirm state change (one to zero). 7. No Propel (IM2-p) - Short wire 75NP to ground at TB25-P momentarily and confirm state change (one to zero). 8. Propel System Caution (IM2-t) - Short wire 79W to ground at TB26-D momentarily and confirm state change (one to zero). 9. Reduced Propel System (IM3-B) - Short wire 72LP to ground at TB25-W momentarily and confirm state change (one to zero).
FIGURE 30-3. INTERFACE MODULE REALTIME DATA MONITOR
960E-1
7
CEN30006-00
30 Testing and adjusting
10. Parking Brake Released (IM2-M) - Short wire 73S to ground at TB26-W momentarily and confirm state change (zero to one). 11. Parking 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 and confirm state change (one to zero). Remove the ground from TB26-L. 12. GE Batt + (IM3-M) - Confirm that this is a one. 13. 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.
14. 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. 15. 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.
FIGURE 30-4. INTERFACE MODULE REAL TIME DATA MONITOR
8
960E-1
30 Testing and adjusting
16. 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. 17. Selector Switch (FNR) (IM2-N) - Place shifter into Park position and confirm 0 state, then shift into Neutral, Forward and Reverse and confirm 1 state for each position. Return shifter to Park position. 18. Steering Bleed Down Pressure Switch (IM2-Z) Disconnect the steering bleed down pressure switch (circuit 33JA) and confirm state change (zero to one). Reconnect the switch. 19. Brake Lock Switch Power Supply (IM3-L) - Use GE’s wPTU software to turn on FWD True output signal. Confirm state change (zero to one). Leave FWD True output signal on until completion of the next step. 20. Brake Lock (IM2-i) - Actuate brake lock switch and confirm state change (zero to one). Turn off FWD True output signal. Confirm input state remains at one. Turn off brake lock switch. Confirm input state returns to zero. 21. Service Brake Set Switch (IM3-C) - Short wire 44R at TB26-X to 24V momentarily and confirm state change (zero to one). 22. Timed Engine Shutdown (IM3-F) - Disconnect wire 21ISL from the engine ECM at TB36-W (leave wire 21ISL to IM connected at TB36-W). Momentarily short TB36-W to 24V and confirm state change (one to zero). Reconnect disconnected wire. 23. Secondary Engine Shutdown Switch (IM3-E) Actuate the secondary engine shutdown switch and confirm state change (zero to one). 24. Key Switch (IM3-G) - Confirm state remains one. 25. Mode Switch 1 (IM3-H) - Actuate "left arrow" LCD screen navigation switch and confirm state change (one to zero).
CEN30006-00
29. Crank Request (IM2-j) - Open the starter disconnect switch so there is no battery voltage to the cranking motors. Momentarily turn the key switch to START and confirm state change (zero to one). 30. Parking Brake Set (IM2-f) - Momentarily disconnect the parking brake pressure switch (circuit 33) and confirm state change (zero to one). 31. Circuit Breaker Tripped (IM2-g) - Short wire 31CB to ground at TB26-T momentarily and confirm state change (one to zero). 32. Shapshot In Progress (IM2-L) - Actuate the data store switch and confirm state change (one to zero). 33. Low Steering Pressure Switch 1 (IM2-S) - Short wire 33F to ground at TB27-M momentarily and confirm state change (one to zero). 34. Brake Accumulator Pressure Switch (IM2-U) Short wire 33BP to ground at TB30-H momentarily and confirm state change (one to zero). 35. Brake Lock Degradation Switch (IM2-V) - Short wire 33T to ground at TB27-J momentarily and confirm state change (one to zero). 36. Key Switch, Direct (IM2-P) - Confirm state is one. Turn the key switch OFF for one second, then turn it back to ON. Confirm state changes to zero then back to one. 37. Propel System At Rest/Not Ready (IM2-c) Short wire 72NR to ground at TB26-A momentarily and confirm state change (one to zero). 38. Link Voltage (IM2-b) - Short wire 75LE to ground at TB25-X momentarily and confirm state change (one to zero). 39. Auto Lube Level (IM3-W) - Short wire 68LS to ground at TB32-X momentarily and confirm state change (one to zero).
26. Mode Switch 2 (IM3-J) - Actuate "OK" LCD screen navigation switch and confirm state change (one to zero).
40. Auto Lube Solenoid Sense (IM3-X) - Disconnect wire 68 to the IM at TB28-K. Momentarily short the wire to ground and confirm state change (one to zero). Reconnect disconnected wire.
27. Mode Switch 3 (IM3-K) - Actuate "down arrow" LCD screen navigation switch and confirm state change (one to zero).
41. Auto Lube Pressure Switch (IM3-Y) - Short wire 68P to ground at TB38-P momentarily and confirm state change (one to zero).
28. Mode Switch 4 (IM2-q) - Actuate "up arrow" LCD screen navigation switch and confirm state change (one to zero). 960E-1
9
CEN30006-00
Check anaputs to the interface module NOTE: Instead of using a resister in place of a sensor for ing 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 Realtime Data Monitor program. that the used anaputs are in the range of the values listed below. 1. Truck Speed [kph] (IM1-g, h) - 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 (circuit 33SP) 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. DC Converter [V] (IM3-h) - Confirm reported voltage is 13.5 +/- 0.5 V. (24V battery voltage must be greater that 18 volts). 6. Brake Pressure [kPa] (IM3-p) - Disconnect service brake pressure sensor located in brake cabinet (circuit 33BPS) and confirm fault A205, Brake Pressure Sensor Low, is active. Reconnect sensor. 7. Right Rear Brake Oil Temp [°C] (IM3-m) Disconnect right rear brake oil temperature sensor (circuit 34BT4) and confirm fault A167, Hydraulic Oil Temp - Right Rear Sensor Low, is active. Reconnect sensor.
30 Testing and adjusting
9. Right Front Brake Oil Temp [°C] (IM3-r) Disconnect right front brake oil temperature sensor (circuit 34BT2) and confirm fault A169, Hydraulic Oil Temp - Right Front Sensor Low, is active. Reconnect sensor. 10. Left Front Brake Oil Temp [°C] (IM3-t) Disconnect left front brake oil temperature sensor (circuit 34BT1) and confirm fault A168, Hydraulic Oil Temp - Left Front Sensor Low, is active. Reconnect sensor. 11. Hoist Pressure 2 [kPa] (IM3-q) - Short wire 33HP2 to ground at TB41-G momentarily and confirm fault A203, Hoist Pressure 2 Sensor Low, is active. 12. 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. 13. Battery Voltage 24V [V] (IMint) - Confirm reported voltage is +/- 1 volt of actual measured battery voltage.
Check serial interfaces to the interface module 1. Disconnect and isolate all circuits 90MMT at TB33-B and confirm that fault A276 becomes active after ten seconds. 2. Reconnect all circuits 90MMT at TB33-B and confirm that fault A276 clears. 3. Confirm that faults A184, A237, A257, and A276 are not active.
8. Left Rear Brake Oil Temp [°C] (IM3-i) Disconnect left rear brake oil temperature sensor (circuit 34BT3) and confirm fault A166, Hydraulic Oil Temp - Left Rear Sensor Low, is active. Reconnect sensor.
10
960E-1
30 Testing and adjusting
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 ing 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. Parking Brake Solenoid (IM1-E), Brake Auto Apply (IM1-R) - Short the engine oil pressure switch wire (circuit 36) to ground on TB26-L. a. Turn the key switch ON and shift into NEUTRAL. Confirm that parking brake solenoid is energized by ing that coil is magnetized. b. Use the DID to set the truck speed to a speed above 1 kph. Shift into PARK. Confirm that the parking brake solenoid remains energized. c. Reduce the truck speed to 0 kph. Confirm that the auto apply solenoid energizes. After one second, confirm that the parking brake solenoid de-energizes. After another 0.5 second, confirm that the auto apply solenoid deenergizes. d. Remove the ground from TB26-L. 2. Brake Cooling 1 (IM1-L) - Confirm voltage on circuit 33ES1 at TB35-B is approximately 0 volts.
CEN30006-00
6. Start Enable (IM1-B) - Disconnect wire 21PL from the engine prelube timer. a. Shift into PARK and confirm that circuit 21A on TB25-D is 24 volts while cranking the engine. b. Shift into NEUTRAL and confirm that circuit 21A on TB25-D is 0 volts while cranking the engine. c. Reconnect circuit 21PL to the prelube timer. 7. IM On Signal (IM1-K) - Turn the key switch ON and confirm that the voltage on circuit 110NS TB36-X is approximately 0 volts. 8. Red Warning Light (IM1-G), Sonalert (IM1-M) Disconnect the IM from the CAN/RPC network by unplugging the T-connection to the network. Confirm the following on the dash , then reconnect the IM to the network: a. All status indicators flash on/off. b. The red warning light flashes on/off. c. Two separate audible alarms sound on/off. d. A "loss of communications" message is displayed. e. The needles of all gauges are moving through their entire range of motion. 9. Steering Bleed Down Solenoid (IM1-P) Confirm that the steering bleed down solenoid is de-energized. Turn the key switch OFF and confirm that the steering bleed down solenoid is energized by ing that coil is magnetized.
3. Brake Cooling 2 (IM1-X) - Confirm voltage on circuit 33ES2 at TB35-C is approximately 0 volts. 4. Brake Cooling 1 (IM1-L) - Place a 316 ohm resistor with a range of 300 to 332 ohms between circuit 5VIM on TB31-K and 34BT3 on TB31-H. Confirm voltage on circuit 33ES1 at TB35-B is approximately battery volts. 5. Brake Cooling 2 (IM1-X) - Confirm voltage on circuit 33ES2 at TB35-C is approximately battery volts. Remove the resistor between circuits 5VIM and 34BT3.
960E-1
11
CEN30006-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30006-00
12
960E-1
CEN30007-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
30 Testing and adjusting Cab air conditioning General information .............................................................................................................................................. 3 Service tools and equipment................................................................................................................................. 4 Detecting leaks ..................................................................................................................................................... 7 System performance test ...................................................................................................................................... 8 Checking system oil .............................................................................................................................................. 9 System flushing................................................................................................................................................... 10 Installing the manifold gauge set .........................................................................................................................11 Recovering and recycling refrigerant .................................................................................................................. 12 Evacuating the air conditioning system............................................................................................................... 14 Charging the air conditioning system.................................................................................................................. 15 A/C drive belt checkout procedure...................................................................................................................... 16
960E-1
1
CEN30007-00
30 Testing and adjusting
NOTES
2
960E-1
30 Testing and adjusting
CEN30007-00
General information 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, , 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 with the refrigerant (gauge sets, charging equipment, recycle/recovery equipment etc.) be dedicated to one type of refrigerant only in order to prevent cross contamination.
Federal regulations prohibit venting R-12 and R134a refrigerant into the atmosphere. An SAE and UL approved recovery/recycle station must be used to recover 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. 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 use extreme caution when handling refrigerant. • If even the slightest trace of refrigerant enters your eye, flood the eye immediately with cool water and seek medical attention as soon as possible.
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.
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. 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.
960E-1
• Ensure that there is sufficient ventilation whenever refrigerant is being discharged from a system. Keep in mind that refrigerant is heavier than air and will fall to low-lying 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 with components in the air conditioning system. Localized heat can raise the pressure to a dangerous level. • Do not heat or store refrigerant containers above 49 °C (120 °F). • Do not flush or pressure test the A/C system using shop air or another compressed air source. Certain mixtures of air and R-134a refrigerant are combustible when slightly pressurized. Shop air supplies also contain moisture and other contaminants that could damage system components.
3
CEN30007-00
30 Testing and adjusting
Service tools and equipment Recovery/recycle station Whenever refrigerant must be removed from the system, a dual purpose station (Figure 30-1) 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 whether 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 “reclaimed” 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 leak detector (Figure 30-2) 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 that the leak detector being used applies to the refrigerant in the system.
FIGURE 30-1. RECOVERY/RECYCLE STATION FIGURE 30-2. TYPICAL ELECTRONIC LEAK DETECTOR
4
960E-1
30 Testing and adjusting
CEN30007-00
Manifold gauge set A typical manifold gauge set (Figure 30-3) 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 305 mm (12 in.) 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 305 mm (12 in.) 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.
FIGURE 30-3. MANIFOLD GAUGE SET
NOTE: When hose replacement becomes necessary, the new hoses must be marked “SAE J2916 R-134a”. Functions of the manifold gauge set are included in many of the commercially available recovery or recovery/recycle stations. The low pressure gauge s 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 1035 kPa (150 psi).
Never open the hand valve to the high side when the air conditioning system is operating. High side pressure, if allowed, may rupture charging containers and potentially cause personal injury. The high pressure gauge is used to measure pressure only on the discharge side of the compressor. The scale is calibrated to 3450 kPa (500 psi).
960E-1
5
CEN30007-00
30 Testing and adjusting
Service valves
Vacuum pump
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 30-5) 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 30-4) 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. FIGURE 30-5. VACUUM PUMP
FIGURE 30-4. R-134a SERVICE VALVE 1. System Service Port Fitting 2. Quick Connect
6
3. Service Hose Connection
960E-1
30 Testing and adjusting
Detecting leaks 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. 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 ts 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. 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.
CEN30007-00
Several methods refrigerant leaks.
are
available
for
detecting
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. • An electronic leak detector (see Figure 30-2) can be used to detect leaks. 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. • 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 can be mixed together and applied to system components. Bubbles will appear to pinpoint the specific location of leaks.
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. 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.
960E-1
7
CEN30007-00
30 Testing and adjusting
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. 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 the air conditioning system at maximum cooling and maximum blower speed operation.
8. Feel the hoses and components on the low side. They should be cool to the touch. Check the connections near the expansion valve. The inlet side should be warm and the outlet side should be 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 2. NOTE: Pressures may be slightly higher in very humid conditions and lower in very dry conditions. Pressures listed in the table are during compressor clutch engagement.
6. Close all windows and doors to the cab. 7. Carefully feel the hoses and components on the high side. All should be warm or hot to the touch. Check the inlet and outlet of receiverdrier for even temperatures. If outlet is cooler than inlet, a restriction is indicated.
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 Troubleshooting section Cab air conditioning 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 2: NOMINAL R-134a PRESSURE RANGES Ambient Air Temperature
High Side Pressure
Low Side Pressure
21 °C (70 °F)
820 - 1 300 kPa (120 - 190 psi)
70 - 138 kPa (10 - 20 psi)
27 °C (80 °F)
950 - 1 450 kPa (140 - 210 psi)
70 - 173 kPa (10 - 25 psi)
32 °C (90 °F)
1 175 - 1 650 kPa (170 - 240 psi)
105 - 210 kPa (15 - 30 psi)
38 °C (100 °F)
1 300 - 1 850 kPa (190 - 270 psi)
105 - 210 kPa (15 - 30 psi)
43 °C (110 °F)
1 450 - 2 075 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.
8
960E-1
30 Testing and adjusting
CEN30007-00
Checking system 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. The Komatsu PAG oil (PC2212) is the oil that is furnished in the system on Komatsu trucks. • Avoid skin 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.
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. Damage to the compressor can be a result from not only a lack of oil, but also too much oil. 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.
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 "Evacuating the air conditioning system". 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 table. 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. NOTE: The proper quantity of oil may be injected into the system during charging as an alternate method of adding oil.
960E-1
9
CEN30007-00
30 Testing and adjusting
System flushing
When installing a new compressor, the compressor must be completely drained of its oil before installation. Add 207 ml (7 oz.) 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. Also, a new receiver-drier and accumulator must be installed and oil must be added to either one of these components.
Table 1: Replacing system 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
207 ml (7 ounces)
Expansion valve
Not necessary
Hoses
Drain and measure the 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 could corrode fittings when used externally.
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- 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. 1. Remove the compressor, receiver-drier, expansion valve, and accumulator. 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 R134a 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 reinstalled 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 Table 1.
6. Evacuate the system. Refer to "Evacuating the air conditioning system".
10
960E-1
30 Testing and adjusting
CEN30007-00
Installing the manifold gauge set Before attempting to service the air conditioning system, a visual inspection of both the engine and air conditioning 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 the engine. DO NOT attempt to connect service equipment when the engine is running. 1. Make sure that 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. 4. Connect the two service hoses from the manifold to the correct service valves on the compressor and accumulator as shown in Figure 30-6 (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.
960E-1
FIGURE 30-6. SERVICE HOSE HOOK-UP
Purging air from the 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.
11
CEN30007-00
30 Testing and adjusting
Recovering and recycling 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 es through filters located on the unit that meet specifications stipulated by Society of Automotive Engineers, SAE J2099. The refrigerant that has ed 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 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.
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. 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.
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. Two basic, readily available containers are used to store R-134a: the 14 kg (30 lb) or 28 kg (60 lb) bulk canisters (Figure 30-7). Always read the container label to the contents are correct for the system being serviced. Note the containers for R-134a are painted light blue.
FIGURE 30-7. R-134a CONTAINERS 1. 14 kg (30 lb) Canister
2. 28 kg (60 lb) Canister
If an incorrect charge is suspected, recover the refrigerant from the system, and charge the system with the correct operating weight of 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.
12
960E-1
30 Testing and adjusting
Draining oil from 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 “oil drain” 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 34 - 69 kPa (5 - 10 psi), switch the controller ON and OFF again. 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 that were absorbed during use. Recovery cycle 1. Ensure that the equipment being used is designed for the refrigerant you intend to recover. 2. Observe the sight glass oil level. Having been drained, it should be at zero. 3. Check the cylinder refrigerant level before beginning recovery to make sure you have enough capacity.
CEN30007-00
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 kPa (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 kPa (0 psi). 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. 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.
4. Confirm that all shutoff 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 according to the manufacturer's instructions.
960E-1
13
CEN30007-00
30 Testing and adjusting
Evacuating the air conditioning system Evacuating the complete air conditioning system is required for all new system installations, when repairs are made on systems requiring a component replacement (system opened), or when 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. 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.
2. Open the discharge valve on the vacuum pump or remove the dust cap from the discharge outlet. Turn on the pump 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. 4. Shut off the vacuum pump and observe the gauges. The system should hold the vacuum within 5 cm Hg (2 in. Hg) of the optimal vacuum for five 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.
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 specifications at various altitudes.
vacuum
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 30-8. Then open both hand valves to maximum. FIGURE 30-8. VACUUM PUMP HOOKUP
14
960E-1
30 Testing and adjusting
CEN30007-00
Charging the air conditioning system Table 3: ALTITUDE VACUUM VARIATIONS Altitude Above Sea Level
Optimal Vacuum
0 m (0 ft)
76.0 cm Hg. (29.92 in. Hg.)
305 m (1,000 ft)
73.5 cm Hg. (28.92 in. Hg.)
610 m (2,000 ft)
70.7 cm Hg. (27.82 in. Hg.)
914 m (3,000 ft)
68.1 cm Hg. (26.82 in. Hg.)
1 219 m (4,000 ft)
65.6 cm Hg. (25.82 in. Hg.)
1 524 m (5,000 ft)
63.3 cm Hg. (24.92) in. Hg.
1 829 m (6,000 ft)
60.8 cm Hg. (23.92 in. Hg.)
2 134 m (7,000 ft)
58.5 cm Hg. (23.02 in. Hg.)
2 438 m (8,000 ft)
56.4 cm Hg. (22.22 in. Hg.)
2 743 m (9,000 ft)
54.2 cm Hg. (21.32 In. Hg.)
NOTE: The chart indicates the expected gauge readings at altitude to obtain the optimal vacuum.
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. 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. 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. 1. Charge the A/C system with 3.4 kg (7.4 lbs) of R-134a refrigerant. 2. Check the system for leaks. Refer to "Detecting leaks". 3. If no leaks are found, that the system’s cooling capacity meets requirements. Refer to "System performance test".
960E-1
15
CEN30007-00
30 Testing and adjusting
A/C drive belt checkout procedure This procedure must be performed each time any component in the accessory drive is serviced, such as replacing a belt or removing the compressor. In addition, a 250 hour inspection of the AC drive belt is mandatory. The belts must be inspected for indications of wear and damage that may hinder performance. Replace as necessary and perform the following procedure. Pulley alignment 1. Install alignment tool (EL8868) onto the pulleys to check the alignment. Refer to Figure 30-11. If misalignment of the pulleys exceeds 3 mm (0.13 in.), the position of the compressor must be adjusted. Belt tension check NOTE: This procedure has been written for use with belt tension tool (XA3379), shown in Figure 30-9. Other tension tools may differ in functionality.
FIGURE 30-10. DEFLECTION MEASUREMENT 4. Find the approximate center of the belt between the two pulleys. Place the tip of the tool onto the outer face of the belt and apply pressure, as shown in Figure 30-10. The tool must be perpendicular to the belt. Push on the tool until the bottom edge of the deflection scale O-ring is even with the outer face of the adjacent drive belt. If only one belt is used, rest a straight edge across both pulleys to serve as the indicating plane. 5. The O-ring on the force scale indicates the force used to deflect the belt. The belt must deflect 5.3 mm (0.21 in.) under a force of 1.6 ± 0.1 kgf (3.44 ± 0.11 lbf). If not, adjust the belt accordingly and recheck the tension.
FIGURE 30-9. BELT TENSION TOOL - XA3379 2. Refer to Figure 30-12 for the proper distance from the centerline of the drive pulley to the centerline of the compressor pulley. Set the tension tool accordingly on the "deflection" scale by moving the deflection O-ring to the corresponding distance on the scale. 3. Slide the O-ring for the "force" scale to zero.
16
960E-1
30 Testing and adjusting
CEN30007-00
FIGURE 30-11. BELT ALIGNMENT TOOL 1. AC Compressor Pulley
2. Drive Pulley
3. Alignment Tool
a
346 mm (13.63 in.)
FIGURE 30-12. BELT TENSION DIMENSIONS
960E-1
17
CEN30007-00
30 Testing and adjusting
960E-1 Dump truck Form No. CEN30007-00
18
960E-1
CEN40001-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Fault code table and fuse locations Fault code table .................................................................................................................................................... 3 Fuse and circuit breaker locations ........................................................................................................................ 8
960E-1
1
CEN40001-00
40 Troubleshooting
NOTES
2
960E-1
40 Troubleshooting
CEN40001-00
Fault code table Fault code
Description
Operator action
A001
Left front suspension pressure sensor signal high
None
A002
Left front suspension pressure sensor signal low
None
A003
Right front suspension pressure sensor signal high
None
A004
Right front suspension pressure sensor signal low
None
A005
Left rear suspension pressure sensor signal high
None
A006
Left rear suspension pressure sensor signal low
None
A007
Right rear suspension pressure sensor signal high
None
A008
Right rear suspension pressure sensor signal low
None
A009
Incline sensor signal high
None
A010
Incline sensor signal low
None
A011
PLM speed sensor signal has failed
None
A013
Body up switch has failed
None
A014
PLM checksum computation has failed
None
A016
Payload meter write to flash memory has failed
None
A017
Payload meter memory flash memory read has failed
None
A018
Right rear flat suspension cylinder warning
None
A019
Left rear flat suspension cylinder warning
None
A022
Carryback load excessive
None
A100
An open circuit breaker has been detected on a relay board
Stop; Park
A101
High pressure detected across an hydraulic pump filter
Go to shop
A105
Fuel level sensor shorted to ground, indicating a false high fuel level
Go to shop
A107
GE has generated a propel system caution
A108
GE has generated a propel system temperature caution
None
A109
GE has generated a propel system reduced level signal
Speed limited
A111
Low steering pressure warning
Stop; Park
A115
Low steering precharge pressure detected
Stop; Park
A117
Low brake accumulator pressure warning
Stop; Park
A118
Brake pressure is low while in brake lock
Park
A123
GE has generated a reduced retarding caution
A124
GE has generated a no propel / no retard warning
Stop; Park
A125
GE has generated a no propel warning
Stop; Park
A126
Oil level in the hydraulic tank is low
Stop; Park
A127
IM-furnished +5 volt output for sensors is low
Go to shop
A128
IM-furnished +5 volt output for sensors is low
None
A139
Low fuel warning
Refuel
960E-1
Reference section
Troubleshooting by fault code, Part 1 CEN40003-00
Speed limited
Slow downhill
3
CEN40001-00
Fault code
4
40 Troubleshooting
Description
Operator action
A145
Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil
None
A146
Hydraulic temperature sensors cause advance of engine rpm to advance level 12 for cooling of hydraulic oil
None
A152
Starter failure
None
A153
Battery voltage is low with the truck in operation
Stop; Park
A154
Battery charging voltage is excessive
Stop; Park
A155
Battery charging voltage is low
Go to shop
A158
Fuel level sensor is open or shorted high, indicating a false low fuel level
Go to shop
A166
Left rear hydraulic oil temperature sensor signal low
None
A167
Right rear hydraulic oil temperature sensor signal low
None
A168
Left front hydraulic oil temperature sensor signal low
None
A169
Left front hydraulic oil temperature sensor signal low
None
A170
Left rear hydraulic oil temperature sensor signal high
None
A171
Right rear hydraulic oil temperature sensor signal high
None
A172
Left front hydraulic oil temperature sensor signal high
None
A173
Left front hydraulic oil temperature sensor signal high
None
A184
J1939 data link is not connected
A190
Auto lube control has detected an incomplete lube cycle
A194
Left front hydraulic oil temperature is high
Stop; Park; Engine ON
A195
Right front hydraulic oil temperature is high
Stop; Park; Engine ON
A196
Left rear hydraulic oil temperature is high
Stop; Park; Engine ON
A197
Right rear hydraulic oil temperature is high
Stop; Park; Engine ON
A198
Hoist pressure 1 sensor is high
None
A199
Hoist pressure 2 sensor is high
None
A200
Steering pressure sensor is high
None
A201
Brake pressure sensor is high
None
A202
Hoist pressure 1 sensor is low
None
A203
Hoist pressure 2 sensor is low
None
A204
Steering pressure sensor is low
None
A205
Brake pressure sensor is low
None
A206
Ambient temperature sensor is high
None
A207
Ambient temperature sensor is low
None
Stop; Park None
Reference section
Troubleshooting by fault code, Part 2 CEN40004-00
960E-1
40 Troubleshooting
Fault code
CEN40001-00
Description
Operator action
A212
Bad truck speed signal
A213
Parking brake should have applied but is detected as not having applied
A214
Parking brake should have released but is detected as not having released
Stop; Park
A215
Brake auto apply valve circuit is defective
Go to shop
A216
An open or short to ground has been detected in the parking brake command valve circuit
Stop; Park
A223
Excessive engine cranking has occurred or a jump start has been attempted
Retry in 2 minutes
A230
Parking brake has been requested while truck still moving
Move shifter
A231
The body is up while traveling or with selector in forward or neutral
Lower body
A235
Steering accumulator is in the process of being bled down
Stop; Park; Do not steer
A236
The steering accumulator has not properly bled down after 90 seconds
Stop; Park; Do not steer
A237
The CAN/RPC connection to the display is open
Stop; Park
A240
The key switch input to the interface module is open
Stop; Park
A242
Fuel gauge within the Actia display is defective
None
A243
Engine coolant temperature gauge within the Actia display is defective
Go to shop
A244
Drive system temperature gauge within the Actia display is defective
Go to shop
A245
Hydraulic oil temperature gauge within the Actia display is defective
Go to shop
A246
Payload meter reports truck overload
A247
Low steering pressure warning
Stop; Park
A248
Status module within the Actia display is defective
Go to shop
A249
Red warning lamp within the Actia display (driven by IM) is shorted
Go to shop
A250
Battery voltage is low with the truck parked
A251
Sonalert used with the Actia display (driven by IM) is open or shorted to ground
A252
Start enable output circuit is either open or shorted to ground
None
A253
Steering bleed circuit is not open while running
None
A256
Red warning lamp in the Actia display (driven by IM) is open
A257
Payload CAN/RPC is not connected
A258
Steering accumulator bleed pressure switch circuit is defective
960E-1
Reference section
Go to shop Secure truck
Troubleshooting by fault code, Part 3 CEN40005-00
Speed limited
Charge battery Go to shop
Go to shop None Go to shop
5
CEN40001-00
Fault code
6
40 Troubleshooting
Description
Operator action
A260
Parking brake failure
A261
Low brake accumulator pressure warning
Stop; Park
A262
Steering bleed valve circuit open during shutdown
Go to shop
A263
Steering bleed valve circuit shorted to ground
None
A264
Parking brake relay circuit is defective
None
A265
Service brake failure
A266
Selector lever was not in park while attempting to crank engine
Move shifter to park
A267
Parking brake was not set while attempting to crank engine
Move shifter to park
A268
Secondary engine shutdown while cranking
Do not shut down
A270
Brake lock switch power supply is not on when required
Go to shop
A271
Shifter not in gear
Move shifter into gear
A272
Brake lock switch power supply is not off when required
Go to shop
A273
A fault has been detected in the hoist or steering pump filter pressure switch circuit
A274
A brake setting fault has been detected
A275
A starter has been detected as engaged without a cranking attempt
A276
The drive system data link is not connected
A277
Parking brake applied while loading
Move shifter to neutral
A278
Service brake applied while loading
Release service brake
A279
Low steering pressure switch is defective
Stop; Park
A280
Steering accumulator bleed down switch is defective
Go to shop
A281
Brake lock degrade switch is defective
Go to shop
A282
The number of excessive cranking counts and jump starts without the engine running has reached 7
Stop; Park
A283
An engine shutdown delay was aborted because the parking brake was not set
None
A284
An engine shutdown delay was aborted because the secondary shutdown switch was operated
None
A285
The parking brake was not set when the key switch was turned off
Move shifter to park
A286
A fault was detected in the shutdown delay relay circuit
None
A292
The shutdown delay relay has remained on after the latched key switch circuit is off
None
Reference section
Secure truck
Stop; Park
None Secure truck Stop; Park
Troubleshooting by fault code, Part 4 CEN40006-00
None
960E-1
40 Troubleshooting
Fault code
CEN40001-00
Description
Operator action
A303
Shifter is defective
A304
Auto lube grease level fault
None
A305
Auto lube circuit is defective
None
A307
Both GE inverters are disabled
A309
No brakes applied when expected
A310
Low fuel warning
A311
Brake lock switch is on when it should not be
A312
DCDC converter 12 volt circuit sensing is producing low readings
None
A313
DCDC converter 12 volt circuit sensing is producing high readings
None
A314
DCDC converter 12 volt circuit is high
None
A315
DCDC converter 12 volt circuit is low
None
A316
Starter engagement has been attempted with engine running
A317
Operation of brake auto apply valve without a detected response
A318
Unexpected power loss to interface module
A328
Drive system not powered up
A350
Overload on output 1B
None
A351
Overload on output 1E
Go to shop
A352
Overload on output 1H
None
A353
Overload on output 1J
None
A354
Overload on output 1K
None
A355
Overload on output 1L
None
A356
Overload on output 1M
Go to shop
A357
Overload on output 1N
None
A358
Overload on output 1P
Go to shop
A359
Overload on output 1R
Go to shop
A360
Overload on output 1S
None
A361
Overload on output 1T
None
A362
Overload on output 1U
None
A363
Overload on output 1X
None
A364
Overload on output 1Y
None
A365
Overload on output 1Z
None
960E-1
Reference section
Stop; Park
Stop; Park Apply brake Refuel Turn brake lock OFF
Do not crank Go to shop None Stop; Park
Troubleshooting by fault code, Part 5 CEN40007-00
7
CEN40001-00
40 Troubleshooting
Fuse and circuit breaker locations The following fuses are located in four fuse blocks in the auxiliary control cabinet.
FIGURE 32-1. FUSE BLOCKS
FUSE BLOCK #1
8
Location
Amps
Devices protected
Circuit
1
15
A/C, Heater Blower Motor
2
10
Windshield Washer / Wiper
3
5
Instrument Gauges
712G
4
10
Key Switch Power
712P
5
10
Hoist Limit Switch
712H
6
15
Turn Signal / Clearance Lights
712T
7
10
Engine Options
712E
8
10
AID Module and Indicator Lights
12M
9
5
Engine Start Failure
712SF
10
10
Engine Shutters
712R
11
10
Auxiliary Control Cabinet Dome Lights
712A
13
10
Radio (Entertainment)
14
20
Radio (Communication)
12VREG
17
15
Timed Engine Shutdown
11GP
18
15
Payload Meter Module
39J
19
5
Payload Meter Module
39G
12H 63
65
960E-1
40 Troubleshooting
CEN40001-00
FUSE BLOCK #2 Location
Amps
Devices protected
Circuit
1
15
Engine Service Lights
2
15
Cab Dome, Fog, Ladder Lights, Rotating Beacon
11L
3
15
Hazard Lights
46
4
10
Interface Module
5
10
VHMS & Orbcomm Controllers Power
6
20
Modular Mining Hub
7
15
Display Module
8
10
Interface Module Power 2
11IM2
9
15
Reserve Oil System Pump
11ORS
10
15
Reserve Oil System Control Module
11
20
Hydraulic Bleed Down Power
11BD
12
10
Engine Load Module Power
11EM
13
10
Key Switch Power
11KS
17
20
Engine ECM Power
11E1
18
20
Engine ECM Power
11E2
19
20
Engine ECM Power
11E3
20
20
Engine ECM Power
11E4
11SL
11INT 85 11M 11DISP
11RCNT
FUSE BLOCK #3 Location
Amps
1
15
Cab Drive System
2
10
Auto Lube Pump Power
68ES
3
15
Interface Module (GE Power)
71IM
4
20
Operator Seat Power
71OS
17
10
12V Auxiliary Power Outlets
67C
18
20
R.H. Cab Window Switch
67R
19
20
L.H. Cab Window Switch
67P
960E-1
Devices protected
Circuit 71P
9
CEN40001-00
40 Troubleshooting
FUSE BLOCK #4 Location
Amps
Devices protected
Circuit
1
10
Brake Circuits
71BC
2
5
Payload Meter Controller
712PL
3
5
Interface Module
87
4
10
VHMS Controller
71VHM
5
5
Modular Mining Hub
712MM
6
5
Display Module
7
15
Hydraulic Bleed Down Power
71BD
8
10
Switch LED Power
71LS
9
1
Selector Switch Power
71SS
17
5
Gauge Voltage
15V
18
5
Pedal Voltage
15PV
19
5
Engine Interface
15VL
86
FUSE HOLDERS Location
Amps
Devices protected
Circuit
FH #1
1
Left Rear Wheel Speed Sensor
15LRW
FH #2
1
Right Rear Wheel Speed Sensor
15RRW
FH #3
1
Left Front Wheel Speed Sensor
15SLW
FH #4
1
Right Front Wheel Speed Sensor
15SRW
The following two fuses are located in the fusable link between the prelube timer solenoid and #2 cranking motor. Location
Amps
Fusable link
150 each
10
Devices protected Cranking Motors
Circuit 11ST
960E-1
40 Troubleshooting
CEN40001-00
The following circuit breakers are located on the relay boards on the left inside wall of the auxiliary control cabinet.
Location
Amps
Devices protected
Circuit
RB1 - CB13
12.5
Turn Signals / Clearance Lights
RB1 - CB14
12.5
Turn Signal Flasher
11Z
RB1 - CB15
12.5
Tail Lights
41T
RB3 - CB11
12.5
Backup Lights and Horn
79A
RB3 - CB16
12.5
Retard Lights
44D
RB3 - CB17
12.5
Manual Backup Lights
47B
RB3 - CB18
12.5
Stop Lights
44A
RB3 - CB19
12.5
Backup Lights and Horn
79A
RB4 - CB20
5
Parking Brake Failure Relay
439E
RB4 - CB21
12.5
Service Lights, Forward Horn
11A
RB4 - CB22
5
Engine Control Power
23D
RB5 - CB23
12.5
Headlights, Left Low Beam
11DL
RB5 - CB24
12.5
Headlights, Right Low Beam
11DR
RB5 - CB25
12.5
Headlights, Left High Beam
11HL
RB5 - CB26
12.5
Headlights, Right High Beam
11HR
RB5 - CB27
12.5
Headlights and Dash Lights
11CL
11D
The following circuit breaker is located in the battery disconnect box.
Location
Amps
Battery Box CB60
50
960E-1
Devices protected 24V to 12V Converter
Circuit 11BS
11
CEN40001-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40001-00
12
960E-1
CEN40002-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting AC drive system fault codes DID fault code tables ................................................................................................................................... 3
960E-1
1
CEN40002-00
40 Troubleshooting
NOTES
2
960E-1
40 Troubleshooting
CEN40002-00
DID fault code tables The tables on the following pages list the possible fault codes which may be displayed on the DID when accessed. Table 1 defines the restrictions to operation of the propulsion and retarding systems when a particular fault occurs. The fault codes listed in the tables are applicable to release version 21 software.
Table 1: Operational restrictions Restriction
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.
• Fault codes numbered 000 through 099 are applicable to the propulsion system controller (PSC). See Table 2. • Fault codes numbered 100 through 199 are applicable to Inverter 1. Fault codes numbered 200 through 299 are applicable to Inverter 2. See Table 3.
Definition
• Fault codes numbered 600 through 699 are applicable to the truck control interface (TCI). See Table 4. 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.
Raises engine speed to Engine Speed/ for a possible stuck RP or. RP1 Closes RP1. SYS Event
960E-1
No restrictions. Event is for information purposes only.
3
CEN40002-00
40 Troubleshooting
Table 2: DID fault codes (received from PSC) Fault code
Description
Restriction
000
NO FAULT
002
GROUND FAULT
No power
003
FAILED DIODE
No power
004
GFCO OPEN and not in REST
005
None
None
Cause of fault Displayed when all faults have been reset 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. Failed diode(s) in main rectifier GF Cutout Switch is open with the system not in REST.
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
:09
chopper IGBT
:10
chopper diode
:11
left IGBT module
:12
left diode
:13
right IGBT module
:14
right diode
:15
rectifier diode
No Propel
Temperature exceeds a limit for a sufficient time.
006
BOTH INVERTERS COMMUNICATION FAILED
No power
Lost communication with both inverters
008
DC LINK OVERVOLTAGE
No power
DC link voltage exceeds limit for a sufficient time.
:01
not in retard
Occurs while not in retard, exceeds propel voltage limit
:02
in retard
Occurs while in retard, exceeds retard voltage limit
:03
instantaneous
Occurs instantaneously in propel or retard, exceeds link voltage limit
009
ALT FIELD OVERCURRENT :01
Exceeds current limit over time
instantaneous
Exceeds current limit with no persistence
:03
persistent
With persistence due to low engine speed
:01
voltage too high
:02
voltage too low
RETARD LEVER BAD
012
4
Alternator field current exceeds limit. No power
:02
011
013
normal
None
Incorrect input from retard lever
None
Incorrect input from retard pedal
RETARD PEDAL BAD :01
voltage too high
:02
voltage too low LINKV TEST FAILED
No power
Incorrect link volts
960E-1
40 Troubleshooting
CEN40002-00
Table 2: DID fault codes (received from PSC) Fault code 014
Description
Restriction
Cause of fault
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
ANALOG SENSOR FAULT (restrictive)
Speed limit
Speed limit
Incorrect input from a sensor
Incorrect input from a sensor
:02
link amps
: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.
016
Problem has occurred in the system U card.
PSC U CARD (FB147)
017
DIGITAL I/O CARD FAULT (FB104)
018
ANALOG I/O CARD FAULT (FB173) :01
analog card no response
:02
analog card timeout
Failed to initialize No power
No power
System U cannot communicate with digital I/O card. System U 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
960E-1
5
CEN40002-00
40 Troubleshooting
Table 2: DID fault codes (received from PSC) Fault code 021
Description TCI COMM. FAULT
:01
Cause of fault PSC received no serial data from TCI over period of time.
Message missing
:02
Bad tick
:03
Bad CRC
:04
Overflow
:05
Bad start
:06
Bad stop
022
PERSISTENT TCI COMM FAULT
023
TERTIARY OVERCURRENT
024
PSC CONFIG FILE INCORRECT :01
no file
:02
bad CRC
No propel
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. Incorrect or missing PSC configuration file No configuration file selected
No power
:03
wrong version
Wrong configuration file version
:04
overspeeds incorrect
Incorrect overspeed values
AUX INVERTER FAULT
Auxiliary blower system fault
:01
not ok or no speed
Auxiliary speed indicates no or incorrect blower speed.
:02
numerous shutdowns
025
026
No power
Auxiliary OK goes low twice when speed command is greater than running speed.
CAPACITOR OVERPRESSURE
No power
Excessive filter cap pressure
:01
INV1
No power
INV1 capacitor
:02
INV2
No power
INV2 capacitor
:01
CNFB
:02
CNI/CNX (3500 HP, 150 TON)
:03
Aux blower connector
027
PSC CONNECTOR
030
GF OR
031
BATTERY BOOST CIRCUIT :01
GFR failed to open
:02
GFR failed to close
:03
SCR3 failed
032
A connector B, C, or D is not properly connected. No power
Speed limit
Speed limit
GF command/ don't agree.
GFR command/ don't agree.
RP OR :01
RP1
:02
RP2
:03
Speed limit & engine speed/ RP command/ don't agree. RP1
RP3
033
RETARD CIRCUIT
035
ESS INPUT
6
Restriction
Speed limit & engine speed/ RP1 Speed limit
Engine speed sensor is out of range.
960E-1
40 Troubleshooting
CEN40002-00
Table 2: DID fault codes (received from PSC) Fault code 036
Description
Restriction
Cause of fault
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
040
+5V power supply is out of limits. Speed limit
+15V power supply is out of limits. -15V power supply is out of limits.
VOLTS 24 POS
+24V power supply is out of limits.
041
VOLTS 24 NEG
-24V power supply is out of limits.
042
DIRECTION SELECTED IN LOAD BOX MODE
043
No propel
Selector switch moved to FORWARD or REVERSE during self load.
DRIVE SYSTEM BATTERY LOW
Speed limit
Battery volts are below limit.
044
DRIVE SYSTEM BATTERY HIGH
None
Battery volts are above limit.
045
CHOPPER OPEN CIRCUIT :01
chopper 1
:02
chopper 2
Open circuit in a chopper Speed limit
Open circuit in chopper 1 Open circuit in chopper 2
046
RETARD SHORT CIRCUIT
047
ENGINE STALL
No power
An engine stall condition has occurred.
048
SHORTED DC LINK
No power
DC link short detected at startup.
051
TACH LEFT REAR :01
Speed limit & engine speed
Input from M1 sensor is out of tolerance.
zero output with truck moving INV1 disable high output with truck stopped
High output from sensor with all other wheel speeds at zero.
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.
INV2 disable
053 :01
zero output with truck moving SYS Event
:02 054
high output with truck stopped
Zero output from sensor with rear wheels moving, brake released. High output from sensor with all other wheel speeds at zero.
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
SYS Event
960E-1
Zero output from sensor with front wheels moving, brake released.
:02 052
055
Failure during chopper self test. Link voltage decayed too quickly when AFSE command set low, prior to starting test.
FRONT WHEEL TACHS
High output from sensor with all other wheel speeds at zero. SYS Event
7
CEN40002-00
40 Troubleshooting
Table 2: DID fault codes (received from PSC) Fault code 056
Description
Restriction
INVERTER SW VERSION :01
Inverter # 1
:02
Inverter # 2
061
MOTOR OVERSPEED
063
ENGINE LOAD SIGNAL :01
below minimum
:02
above maximum
:03
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
:04
PWM signal failed low. PWM signal failed high.
:05 065
Cause of fault
PWM signal failed incorrect period. TEMP INPUT RANGE CHECK
An anaput 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
075
8
INV1 Disable
INV2 COMM FAILED :01
No communication Inverter #2
:02
Inverter #2 customer option bit
INV2 Disable
960E-1
40 Troubleshooting
CEN40002-00
Table 2: DID fault codes (received from PSC) Fault code 076
Description
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
077
INVERTER FAILED VI TEST
078
Inverter Background Communication Failure
084
CONTROL POWER SWITCH OFF
085
Cause of fault FB173 card failure
No power
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
:04
abnormal shutdown
SYS Event
Rpm 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 does not match commanded speed.
:02
RPM does not match command
091
INVERTER 1 CUTOUT
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 U RESET
SYS Event
PSC U reset without request.
098
DATA STORE
SYS Event
PTU data store command
960E-1
SYS Event
9
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 100/200
Restriction
Cause of fault
INVERTER U 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
:35
PGA not programmed
INV1 (INV2) off
Background not running PGA could not be programmed.
:38
PGA init failed
PGA initialization 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
:49
no peak samp TIC
Peak sample ISR not running
101/201
10
Description
INVERTER U 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
:09
Bup cmd not on
Phase A up command not on INV1 (INV2) off
Phase A down command 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 U reset
Inverter U was reset.
960E-1
40 Troubleshooting
CEN40002-00
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 102/202
Restriction
Cause of fault
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
960E-1
Description
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
None
Low frequency on VCO Vtest channel
: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
:22
infilV too hi
Input filter voltage too positive
:23
DB chop VCO hi
High frequency on VCO DB chopper channel
11
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 103/203
Restriction
Cause of fault
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
High frequency on VCO VB channel None
High frequency on VCO VC channel
: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
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 :02
107/207
DC pwr conn open
INV1 (INV2) off DC power connection is open.
link V phase V mismatch
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
109/209
LINK VOLTS SENSOR :01
111/211
linkV sensor flt INPUT VOLTS SENSOR
:01
12
Description
Vfil not ok
SYS Event
No power to gate drive power supply or it failed
No power to gate drive power supply or it failed with INV1 (INV2) off 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
960E-1
40 Troubleshooting
CEN40002-00
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 113/213
960E-1
Description
Restriction
Cause of fault
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
: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
Phase A volt too high while phase C down on INV1 (INV2) off Phase A volt too low while phase C 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
13
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 113/213
Restriction
Cause of fault
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
Phase B negative current low (unbalance)
:72
h neg I low
INV1 (INV2) off Phase C 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
h neg I hi
Phase C negative current high (unbalance)
:76
Aph pos I low
Phase A positive current low (unbalance)
:77
Bph pos I low
Phase B positive current low (unbalance)
:78
h 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
h 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
: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
114/214
14
Description
INVERTER, GENERAL (NR) Low frequency on IA channel
Input filter voltage too positive None
Low frequency on VCO DB chopper channel
: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
960E-1
40 Troubleshooting
CEN40002-00
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 119/219
Restriction
Cause of fault
INVERTER, PHASE A:01
alarm AN
Phase A negative IGBT did not turn off.
:02
Adn fb not off
Phase A down is not off.
:03
phase A modl neg
:04
hold AN
:05
Adn fb not on
Phase A negative module failed. INV1 (INV2) off Phase A positive and negative IGBTs are on (negative turn on). Phase A down is 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
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
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.
:02
Bup fb not off
Phase B up is not off.
:03
phase B modl pos
Phase B positive module failed.
:04
hold BP
Phase B positive and negative IGBTs are on (positive turn on).
:05
Bup fb not on
Phase B is not on.
:06
Bup IGBT not on
Phase B positive IGBT did not turn on.
:02
Bup temp short
127/227
960E-1
Description
INV1 (INV2) off
INVERTER, PHASE B+ Phase B up thermistor short
:03
Bup temp 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
None
Phase B up thermistor open Phase B up thermistor warm
15
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 128/228
Restriction
Cause of fault
INVERTER, PHASE B:01
alarm BN
Phase B negative IGBT did not turn off.
:02
Bdn fb not off
Phase B down is not off.
:03
phase B modl neg
:04
hold BN
:05
Bdn fb not on
Phase B down is 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
:03
Bdn temp open
:04
Bdn temp warm
129/229
Phase B negative module failed. INV1 (INV2) off Phase B positive and negative IGBTs are on (negative turn on).
INVERTER, PHASE B- (NR) 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
130/230
INVERTER, PHASE B CURR Phase B current sensor failed.
:02
IB zero not ok
:03
IB not ok
: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
INV1 (INV2) off
Current IB not zero at startup Phase B current too high
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_
IGBT saturated
:05
IGBT_SAT_CN
IGBT saturated
:01
alarm
:02
Cup fb not off
Phase C up is not off.
:03
phase C modl pos
Phase C positive module failed.
:04
hold
:05
Cup fb not on
Phase C up is not on.
:06
Cup IGBT not on
Phase C positive IGBT did not turn on.
:07
IGBT_PS_
IGBT protective shutoff
135/235
16
Description
Phase C IGBT did not turn off. INV1 (INV2) off Overcurrent on phase C
INVERTER, PHASE C+/hase C positive IGBT did not turn off.
INV1 (INV2) off Phase C positive and negative IGBTs are on (positive turn on).
960E-1
40 Troubleshooting
CEN40002-00
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 136/236
Restriction
Cause of fault
INVERTER, PHASE C+ :02
Cup temp short
:03
Cup temp open
:04
Cup temp 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
137/237
Phase C up thermistor short None
Phase C up thermistor open Phase C up thermistor warm
INVERTER, PHASE C:01
alarm CN
Phase C negative IGBT did not turn off.
:02
Cdn fb not off
Phase C down is not off.
:03
phase C modl neg
:04
hold CN
:05
Cdn fb not on
Phase C negative module failed. INV1 (INV2) off Phase C positive and negative IGBTs are on (negative turn on). Phase C down is not on.
:06
Cdn IGBT not on
Phase C negative IGBT did not turn on.
:07
IGBT_PS_CN
IGBT protective shutoff
:02
Cdn temp short
:03
Cdn temp 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
:01
V sensor phase C
138/238
INVERTER, PHASE C- (NR)
141/241
Phase C down thermistor short None
Phase C down thermistor open Phase C down thermistor warm
INVERTER, PHASE C VOLTS
:02 143/243
INV1 (INV2) off Phase C voltage sensor failed.
VC not ok
Phase C voltage too high
INVERTER, TACH 1 (NR) :01
tach1 rate hi
:02
tach1 no input
:03 144/244
145/245
INV1 (INV2) off
Tach 1 high rate of change Tach 1 no frequency input
TACH_INTERMIT INVERTER, TACH 1 (NR)
:01
tach1 one channel
None
Tach 1 single channel operation
INVERTER, TACH 2 :01
tach2 high rate
:02
tach2 no input
146/246
INVERTER, TACH 2 (NR) :01
960E-1
Description
tach2 one channel
None
Tach 2 high rate of change Tach 2 no frequency input
None
Tach 2 single channel operation
17
CEN40002-00
40 Troubleshooting
Table 3: DID fault codes (received from inverters 1 and 2) Fault code 148/248
Description
Restriction
INVERTER, CHOPPER 1 (NR) :01
chop1 fb not off
Chopper 1 is not off.
:02
chop1 fb not on
Chopper 1 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
:07
DB1 fb not off S
Chopper 1 not off with DC volts
150/250
None
ChopA thermistor short ChopA thermistor open
INVERTER, CHOPPER 2 (NR) :01
chop2 fb not off
Chopper 2 is not off.
:02
chop2 fb not on
Chopper 2 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
MISCELLANEOUS :01
153/253
tach differential
None
INV1 (INV2) off
Chop B thermistor short Chop B thermistor open
Too much speed difference
INVERTER, MOTOR :01
motor open
:02
motor short
154/254
INV1 (INV2) off
Motor connection open Motor connection short
INVERTER MOTOR FAULTS (NR) :01
rotor temp hi
:02
stator temp hi
155/255
INVERTER, SECOND LOAD :01
second load open
None
Motor rotor temperature is high. Motor stator temperature is high.
None
175/275
INV 1 GENERIC EVENT
None
176/276
INV 1 GENERIC EVENT
INV1 (INV2) off
18
Cause of fault
Second load connection open Inverter shutdown with no event code
960E-1
40 Troubleshooting
CEN40002-00
Table 4: DID fault codes (received from TCI) Fault code 601
Description
Restriction
Cause of fault
TCI FB144 U 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
BBRAM CRC
602
FB104 DIGITAL I/O CARD FAULT
603
FB160 ANALOG I/O CARD FAULT
604
TCI U card problem
No propel
Flash CRC computation did not match expected value. Upon power-up, excessive bus timeouts occurred.
CRC on BBRAM did not match expected value. 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
960E-1
Left front wheel sensor out of range Right front wheel sensor out of range
ANAPUT :01
A2D gnd
:02
A2D gainchk
:01
Battery Separate Failure
614
616
Front wheel speed input out of range None
Speed limit
BATTERY SEPARATE OR FAILURE
:02
crank batt > cntrl batt
:03
cntrl batt > crank batt 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.
19
CEN40002-00
40 Troubleshooting
Table 4: DID fault codes (received from TCI) Fault code 617
Description
Restriction
Cause of fault
SYS Event
Engine warning occurs after engine crank command is given.
ENGINE START REQUEST DENIED :01 :02
engine warn while cranking engine kill while cranking
619
ENGINE WARNING RECEIVED
620
ENGINE KILL WHILE VEHICLE MOVING
622
Engine kill input occurs while engine crank command is active. 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 don't agree.
:02
set above maximum speed
Parking brake set is received while truck is moving.
HYDRAULIC BRAKE FLUID
Hydraulic brake oil temperature has exceeded the limit.
:01
tank
:02
left front outlet
:03
right front outlet
:04
left rear outlet
:05
right rear outlet
623
624
BODY UP AND PAYLOAD INDICATION
625
Extended Battery Reconnect Time
628
CONNECTED BATTERY VOLTS
No propel
SYS Event
Speed Limit
Full payload and body up signal are received at the same time.
None
Excessive time since battery separate and battery reconnection One of the connected batteries' volts are incorrect with engine speed above low idle.
:01
control battery low
:02
control battery high
: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
Control battery voltage below minimum limit (20) SYS Event
BAROMETRIC PRESSURE SIGNAL
630 :01
low voltage
:03
high voltage
:04
sensor reversed
631
Barometric pressure signal is outside operational limits. SYS Event
no cooling air
:02
20
Voltage is below minimum operational limit. Voltage is above maximum operational limit.
SYS Event 632
Voltage is below minimum operational limit.
No voltage signal Speed Limit
AMBIENT TEMPERATURE :02
Control battery voltage above maximum limit (32)
high
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
Wrong version of file is loaded.
960E-1
40 Troubleshooting
CEN40002-00
Table 4: DID fault codes (received from TCI) Fault code 633
Description BBRAM CORRUPTED
634
TRUCK OVERLOADED - RESTRICTIVE
635
TRUCK OVERLOADED - NON-RESTRICTIVE
Restriction SYS Event
Cause of fault 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.
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 :01
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
SYS Event
Engine is cranking longer than allowed.
SYS Event
Engine start request signal occured while engine RPM greater than 600 RPM, and longer than 3 seconds.
640
ACCEL PEDAL TOO HIGH
No Propel
Accelerator pedal voltage is high.
641
ACCEL PEDAL TOO LOW
SYS Event
Accelerator pedal voltage is low.
696
UNEXPECTED TCI U RESET
SYS Event
TCI U reset without request.
698
DATA STORE
SYS Event
A data snapshot has been manually initiated.
960E-1
21
CEN40002-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40002-00
22
960E-1
CEN40003-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 1 Fault Code A001: Left front suspension pressure sensor signal high................................................................... 3 Fault Code A002: Left front suspension pressure sensor signal low .................................................................... 4 Fault Code A003: Right front suspension pressure sensor signal high ................................................................ 5 Fault Code A004: Right front suspension pressure sensor signal low.................................................................. 6 Fault Code A005: Left rear suspension pressure sensor signal high ................................................................... 7 Fault Code A006: Left rear suspension pressure sensor signal low ..................................................................... 8 Fault Code A007: Right rear suspension pressure sensor signal high ................................................................. 9 Fault Code A008: Right rear suspension pressure sensor signal low ................................................................ 10 Fault Code A009: Incline sensor signal high........................................................................................................11 Fault Code A010: Incline sensor signal low ........................................................................................................ 12 Fault Code A011: Payload meter speed sensor signal has failed....................................................................... 13 Fault Code A013: Body up switch has failed ...................................................................................................... 14 Fault Code A014: Payload meter checksum computation has failed.................................................................. 15 Fault Code A016: Payload meter write to flash memory has failed .................................................................... 16 Fault Code A017: Payload meter flash memory read has failed......................................................................... 17 Fault Code A018: Right rear flat suspension cylinder warning ........................................................................... 18
960E-1
1
CEN40003-00
40 Troubleshooting
Fault Code A019: Left rear flat suspension cylinder warning.............................................................................. 20 Fault Code A022: Carryback load excessive ...................................................................................................... 22 Fault Code A100: An open circuit breaker has been detected on a relay board................................................. 25 Fault Code A101: High pressure detected across an hydraulic pump filter ........................................................ 26 Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level ................................... 28 Fault Code A107: GE has generated a propel system caution ........................................................................... 29 Fault Code A108: GE has generated a propel system temperature caution....................................................... 30 Fault Code A109: GE has generated a propel system reduced level signal....................................................... 31 Fault Code A111: Low steering pressure warning............................................................................................... 32 Fault Code A115: Low steering precharge pressure detected ............................................................................ 34 Fault Code A117: Low brake accumulator pressure warning.............................................................................. 36 Fault Code A118: Brake pressure is low while in brake lock............................................................................... 38 Fault Code A123: GE has generated a reduced retarding caution ..................................................................... 40 Fault Code A124: GE has generated a no propel / no retard warning ................................................................ 41 Fault Code A125: GE has generated a no propel warning ................................................................................. 42 Fault Code A126: Oil level in the hydraulic tank is low ....................................................................................... 43 Fault Code A127: IM-furnished +5 volt output for sensors is low........................................................................ 44 Fault Code A128: IM-furnished +5 volt output for sensors is high ...................................................................... 46 Fault Code A139: Low fuel warning .................................................................................................................... 48
2
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A001: Left front suspension pressure sensor signal high Operator Action
None
Fault Code
A001
Description
Left front suspension pressure sensor signal 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 PLM3 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 (PLM3 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
+18V LF PRESSURE LEFT FRONT SUSPENSION PRESSURE LEFT DECK JUNCTION BOX
960E-1
3
CEN40003-00
40 Troubleshooting
Fault Code A002: Left front suspension pressure sensor signal low Operator Action
None
Fault Code
A002
Description
Left front suspension pressure sensor signal 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 PLM3 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 (PLM3 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
+18V LF PRESSURE LEFT FRONT SUSPENSION PRESSURE LEFT DECK JUNCTION BOX
4
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A003: Right front suspension pressure sensor signal high Operator Action
None
Fault Code
A003
Description
Right front suspension pressure sensor signal 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 PLM3 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 (PLM3 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
RF PRESSURE +18V RIGHT FRONT SUSPENSION PRESSURE RIGHT DECK JUNCTION BOX
960E-1
5
CEN40003-00
40 Troubleshooting
Fault Code A004: Right front suspension pressure sensor signal low Operator Action
None
Fault Code
A004
Description
Right front suspension pressure sensor signal 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 PLM3 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 (PLM3 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
RF PRESSURE +18V RIGHT FRONT SUSPENSION PRESSURE RIGHT DECK JUNCTION BOX
6
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A005: Left rear suspension pressure sensor signal high Operator Action
None
Fault Code
A005
Description
Left rear suspension pressure sensor signal 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 PLM3 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 (PLM3 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
LR PRESSURE +18V LEFT REAR SUSPENSION PRESSURE
960E-1
REAR AXLE JUNCTION BOX
7
CEN40003-00
40 Troubleshooting
Fault Code A006: Left rear suspension pressure sensor signal low Operator Action
None
Fault Code
A006
Description
Left rear suspension pressure sensor signal 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 PLM3 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 (PLM3 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
LR PRESSURE +18V LEFT REAR SUSPENSION PRESSURE
8
REAR AXLE JUNCTION BOX
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A007: Right rear suspension pressure sensor signal high Operator Action
None
Fault Code
A007
Description
Right rear suspension pressure sensor signal 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 PLM3 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 (PLM3 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
+18V RR PRESSURE RIGHT REAR SUSPENSION PRESSURE
960E-1
REAR AXLE JUNCTION BOX
9
CEN40003-00
40 Troubleshooting
Fault Code A008: Right rear suspension pressure sensor signal low Operator Action
None
Fault Code
A008
Description
Right rear suspension pressure sensor signal 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 PLM3 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 (PLM3 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
+18V RR PRESSURE RIGHT REAR SUSPENSION PRESSURE
10
REAR AXLE JUNCTION BOX
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A009: Incline sensor signal high Operator Action
None
Fault Code
A009
Description
Incline sensor signal 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 PLM3 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 (PLM3 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
INCLINE SIGNAL INCLINOMETER
INCLINE GROUND +18V
960E-1
11
CEN40003-00
40 Troubleshooting
Fault Code A010: Incline sensor signal low Operator Action
None
Fault Code
A010
Description
Incline sensor signal 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 PLM3 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 (PLM3 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
INCLINE SIGNAL INCLINOMETER
INCLINE GROUND +18V
12
960E-1
40 Troubleshooting
CEN40003-00
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 PLM declares a speed sensor fault. Resets when PLM 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. The primary correction is to correct the problem at the source. No other faults are available. Parameter
Expected State and/or Related Fault(s)
Related circuit diagram None.
960E-1
13
CEN40003-00
40 Troubleshooting
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 (PLM 18)
0: Body is up 1: Body is down
Related circuit diagram
BODY UP
BODY UP SWITCH (SHOWN WITH BODY UP)
14
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A014: Payload meter checksum computation has failed Operator Action
None
Fault Code
A014
Description
Payload meter checksum computation has failed.
Fault Conditions
PLM 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. Parameter
Expected State and/or Related Fault(s)
Payload Meter Related circuit diagram None.
960E-1
15
CEN40003-00
40 Troubleshooting
Fault Code A016: Payload meter write to flash memory has failed Operator Action
None
Fault Code
A016
Description
A 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. Parameter
Expected State and/or Related Fault(s)
Payload Meter Related circuit diagram None.
16
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A017: Payload meter flash memory read has failed Operator Action
None
Fault Code
A017
Description
A 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. Parameter
Expected State and/or Related Fault(s)
Payload Meter Related circuit diagram None.
960E-1
17
CEN40003-00
40 Troubleshooting
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 PLM3 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 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)
Right Rear Pressure Sensor (PLM3 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 (PLM3 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
Left Front Pressure Sensor (PLM3 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 (PLM3 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 (PLM3 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
18
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
LEFT FRONT SUSPENSION PRESSURE
LEFT DECK JUNCTION BOX +18V LF PRESSURE RF PRESSURE
RIGHT FRONT SUSPENSION PRESSURE
RIGHT DECK JUNCTION BOX
LEFT REAR SUSPENSION PRESSURE
RIGHT REAR SUSPENSION PRESSURE
LR PRESSURE RR PRESSURE
REAR AXLE JUNCTION BOX
INCLINOMETER
960E-1
INCLINE SIGNAL INCLINE GROUND
19
CEN40003-00
40 Troubleshooting
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 PLM3 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 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)
Left Rear Pressure Sensor (PLM3 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 (PLM3 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 (PLM3 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 (PLM3 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 (PLM3 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
20
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
LEFT FRONT SUSPENSION PRESSURE
LEFT DECK JUNCTION BOX +18V LF PRESSURE RF PRESSURE
RIGHT FRONT SUSPENSION PRESSURE
RIGHT DECK JUNCTION BOX
LEFT REAR SUSPENSION PRESSURE
RIGHT REAR SUSPENSION PRESSURE
LR PRESSURE RR PRESSURE
REAR AXLE JUNCTION BOX
INCLINOMETER
960E-1
INCLINE SIGNAL INCLINE GROUND
21
CEN40003-00
40 Troubleshooting
Fault Code A022: Carryback load excessive Operator Action
None
Fault Code
A022
Description
Carryback load excessive.
Fault Conditions
Sets if PLM3 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 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)
Left Rear Pressure Sensor (PLM3 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 (PLM3 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 (PLM3 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 (PLM3 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 (PLM3 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
22
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
LEFT FRONT SUSPENSION PRESSURE
LEFT DECK JUNCTION BOX +18V LF PRESSURE RF PRESSURE
RIGHT FRONT SUSPENSION PRESSURE
RIGHT DECK JUNCTION BOX
LEFT REAR SUSPENSION PRESSURE
RIGHT REAR SUSPENSION PRESSURE
LR PRESSURE RR PRESSURE
REAR AXLE JUNCTION BOX
INCLINOMETER
960E-1
INCLINE SIGNAL INCLINE GROUND
23
CEN40003-00
40 Troubleshooting
NOTES
24
960E-1
40 Troubleshooting
CEN40003-00
Fault Code A100: An open circuit breaker has been detected on a relay board Operator Action
Stop: Park
Fault Code
A100
Description
An open circuit breaker has been detected on a relay board.
Fault Conditions
Sets if any of the circuit breakers on relay boards are open for 1 second. These are all lighting and accessory electrical loads.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: PWR↓: CHK Display Fault Description: CIRCUIT BREAKER FLT Display Fault Code: A100
Resulting Problem(s) Accessory circuits (headlights, tail lights, stop lights, turn signal lights, retard lights, engine control, service lights, or horn) may be non-functional. Related Information
A laptop running "IM Realtime Data Monitor" software may be required to resolve this fault.
Table 1. This fault is generated by parallel input to IM from the relay boards. Each relay board in turn has an LED that indicates that one of its several breakers is open. Parameter
Expected State and/or Related Fault(s)
Circuit Breaker Tripped 0: one or more circuit breakers tripped on relay boards (IM 2g) 1: no circuit breakers tripped on any relay boards Relay Board 1
Turn Signal / Clearance Lights
Relay Board 3
Stop, Retard, Manual back up lights
Relay Board 4
Engine control, service lights & horn
Relay Board 5
Headlights
Related circuit diagram
CIRCUIT BREAKER
960E-1
25
CEN40003-00
40 Troubleshooting
Fault Code A101: High pressure detected across an 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 is above 100ºC (212ºF) 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 by 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 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)
Pump Filter Switches (IM 2Y)
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 - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166, A170 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167, A171 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168, A172 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169, A173
26
960E-1
40 Troubleshooting
CEN40003-00
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Keyswitch (IM 3G)
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
Related circuit diagram HOIST FILTER HOIST FILTER STEERING FILTER #2 PRESS. SWITCH #1 PRESS. SWITCH 35 psi PRESS. SWITCH 35 psi 35 psi
PUMP FILTERS
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
LF HYD OIL TEMP
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
RF HYD OIL TEMP
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
LR HYD OIL TEMP
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
RR HYD OIL TEMP
KEY SWITCH
960E-1
27
CEN40003-00
40 Troubleshooting
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level Operator Action
Go To Shop Now
Fault Code
A105
Description
Fuel level sensor 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. Resets if fuel level indication is at 104.2% 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 LO Display Fault Code: A105
Resulting Problem(s) False high 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 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 (IM 3g)
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)
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Keyswitch (IM 3G)
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]
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
28
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
BATTERY POWER
FUEL LEVEL SENDER FUEL LEVEL SENSOR
SPARE
KEY SWITCH
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 (IM 2t)
0: GE has generated a propel system caution 1: no propel system caution exists
Related circuit diagram
GE CONTROL
960E-1
PROPEL SYSTEM CAUTION
29
CEN40003-00
40 Troubleshooting
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 (IM 3A)
0: GE has generated a propel system caution 1: no propel system caution exists
Related circuit diagram
GE CONTROL
30
PROPEL SYSTEM TEMP CAUTION
960E-1
40 Troubleshooting
CEN40003-00
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 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 0: GE has generated a propel system reduced level signal Reduced Level (IM 3B) 1: no propel system reduced level signal exists Related circuit diagram
GE CONTROL
960E-1
PROPEL SYSTEM REDUCED LEVEL
31
CEN40003-00
40 Troubleshooting
Fault Code A111: Low steering pressure warning Operator Action
Stop: Park
Fault Code
A111
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.
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.
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: A111
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 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 Sw (IM 2S) 1: low steering pressure Fault(s): A279, A115, A253 Engine Speed [RPM]
0: engine is not running Greater than 300: engine is running Greater than 1200: engine is running fast enough to maintain steering pressure
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0.8kph: truck is moving
32
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
LOW STEERING PRESSURE
TRUCK SPEED IN
LOW STEERING PRESSURE SWITCH 2300 psi
GE CONTROL
TRUCK SPEED IN
960E-1
33
CEN40003-00
40 Troubleshooting
Fault Code A115: Low steering precharge pressure detected Operator Action
Stop; Park
Fault Code
A115
Description
Low steering precharge pressure detected.
Fault Conditions
Sets and latches if low steering precharge switch operates for 2 seconds with keyswitch on and "Steering Precharge Mask" not on. The "Steering Precharge Mask" prevents warnings that might occur from the beginning of steering bleed till 5 minutes after bleed is complete or timed out or keyswitch is turned back on. Resets when steering bleed comes on. Mask prevents new operations for 5 minutes.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK Display Fault Description: LOW STRG PRECHARGE Display Fault Code: A115
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 (IM 2W)
0: Normal reading - full precharge pressure 1: Steering precharge pressure is low
Keyswitch (IM 3G)
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
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Steering Accum Bled Pressure Switch (IM 2Z)
0: Steering bleed is complete 1: Steering bleed is not complete Fault(s): A258, A280
34
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram LOW STEERING PRECHARGE #2 1400 psi
LOW STEERING PRECHARGE #1 1400 psi
ACCUMULATOR PRECHARGE FAIL
LOW STEERING PRECHARGE STEERING BLEED PRESSURE SWITCH
STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
KEY SWITCH
960E-1
35
CEN40003-00
40 Troubleshooting
Fault Code A117: Low brake accumulator pressure warning Operator Action
Stop: Park
Fault Code
A117
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.
Fault Conditions
A117 sets if low brake accumulator pressure input to IM remains after 90 seconds of engine running at 300 rpm or above. A117 resets if pressure returns or engine stops running 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 is generated by more than one parameter, but the independent parameters do not have fault codes for situations that will affect this fault. Parameter
Expected State and/or Related Fault(s)
Brake Accumulator Pressure Sw (IM 2U)
0: brake accumulator pressure normal 1: low brake accumulator pressure
Engine Speed [RPM]
0: engine is not running Greater than 300: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0.8kph: truck is moving
36
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram LBPS LOW BRAKE ACCUMULATOR PRESSURE SWITCH 1850 psi
LOW BRAKE ACCUMULATOR PRESSURE
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
960E-1
37
CEN40003-00
40 Troubleshooting
Fault Code A118: Brake pressure is low while in brake lock Operator Action
Set Park Brake
Fault Code
A118
Description
Brake pressure is low while in brake lock.
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 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 (IM 2i)
0: brake lock not on 1: brake lock is on Fault(s): A272
Brake Lock Degrade Sw (IM 2V)
0: brake lock degrade not on 1: brake lock degrade is on Fault(s): A281
38
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram BDS BRAKE LOCK DEGRADE PRESSURE SWITCH 1000 psi
BRAKE LOCK DEGRADE BRAKE LOCK SOLENOID
BRAKE LOCK SOLENOID
960E-1
39
CEN40003-00
40 Troubleshooting
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 (IM 0: GE has generated a reduced retarding caution 2r) 1: no reduced retarding caution exists Related circuit diagram
GE CONTROL
40
PROPEL SYSTEM LOW RETARD
960E-1
40 Troubleshooting
CEN40003-00
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 1.0 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 either propel or 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 (IM 2n)
0: GE has generated a no propel / retard warning. 1: the no propel / retard warning doesn't exist
Related circuit diagram
GE CONTROL
960E-1
PROPEL SYSTEM NO PROPEL / RETARD
41
CEN40003-00
40 Troubleshooting
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 1.0 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 (IM 2p)
0: GE has generated a no propel warning. 1: The no propel warning doesn't exist.
Related circuit diagram
GE CONTROL
42
PROPEL SYSTEM NO PROPEL
960E-1
40 Troubleshooting
CEN40003-00
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 sensor reports oil level to be low. Resets if oil level is restored or if steering bleed comes on.
Operator Alerting System Response
Sound Buzzer Flash IM Warning Indicator Display Operation Action: STOP: PRK: PWR↓: 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. The 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 Sensor (IM 1W, 2k)
0: Oil level is normal 1: Oil level is low
Related circuit diagram HYDRAULIC TANK LEVEL +24V OUT
LOW HYDRAULIC TANK LEVEL
960E-1
43
CEN40003-00
40 Troubleshooting
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 2 seconds. Resets when Sensor +5V Input recovers to 4.66 volts for 2 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 5 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 Anaput (IM 3j)
>4.52 Volts: Normal voltage <4.52 Volts: Voltage low
Sensor +5V Output (IM 3c)
44
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
AMBIENT AIR TEMP
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
AMBIENT AIR TEMP
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
+5 SENSOR
960E-1
45
CEN40003-00
40 Troubleshooting
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 5 temperature sensors using the +5 Volt supply will report high readings. Control of engine speed and warnings of high oil temperature will occur 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 Anaput (IM 3j)
<5.51 Volts: Normal voltage >5.51 Volts: Voltage high
Sensor +5V Output (IM 3c)
46
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
AMBIENT AIR TEMP
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
AMBIENT AIR TEMP
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
+5 SENSOR
960E-1
47
CEN40003-00
40 Troubleshooting
Fault Code A139: Low fuel warning Operator Action
Refuel soon
Fault Code
A139
Description
A139 is a low fuel level warning for storage by VHMS and for use by A310.
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.
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 (IM 3g)
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 (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Keyswitch (IM 3G)
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]
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
48
960E-1
40 Troubleshooting
CEN40003-00
Related circuit diagram
BATTERY POWER
FUEL LEVEL SENDER FUEL LEVEL SENSOR KEY SWITCH
960E-1
49
CEN40003-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40003-00
50
960E-1
CEN40004-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 2 Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil.................................................................................................................................................... 4 Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of hydraulic oil.................................................................................................................................................... 6 Fault Code A152: Starter failure............................................................................................................................ 8 Fault Code A153: Battery voltage is low with the truck in operation ................................................................... 10 Fault Code A154: Battery charging voltage is excessive .................................................................................... 12 Fault Code A155: Battery charging voltage is low .............................................................................................. 13 Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level............................ 14 Fault Code A166: Left rear hydraulic oil temperature sensor is low ................................................................... 16 Fault Code A167: Right rear hydraulic oil temperature sensor is low ................................................................. 18 Fault Code A168: Left front hydraulic oil temperature sensor is low................................................................... 20 Fault Code A169: Right front hydraulic oil temperature sensor is low ................................................................ 22 Fault Code A170: Left rear hydraulic oil temperature sensor is high .................................................................. 24 Fault Code A171: Right rear hydraulic oil temperature sensor is high................................................................ 25 Fault Code A172: Left front hydraulic oil temperature sensor is high ................................................................. 26
960E-1
1
CEN40004-00
40 Troubleshooting
Fault Code A173: Right front hydraulic oil temperature sensor is high ............................................................... 27 Fault Code A184: J1939 data link is not connected............................................................................................ 28 Fault Code A190: Auto lube control has detected an incomplete lube cycle ...................................................... 30 Fault Code A194: Left front hydraulic oil temperature is high ............................................................................. 32 Fault Code A195: Right front hydraulic oil temperature is high........................................................................... 33 Fault Code A196: Left rear hydraulic oil temperature is high .............................................................................. 34 Fault Code A197: Right rear hydraulic oil temperature is high............................................................................ 35 Fault Code A198: Hoist pressure 1 sensor is high.............................................................................................. 36 Fault Code A199: Hoist pressure 2 sensor is high.............................................................................................. 37 Fault Code A200: Steering pressure sensor is high............................................................................................ 38 Fault Code A201: Brake pressure sensor is high................................................................................................ 39 Fault Code A202: Hoist pressure 1 sensor is low ............................................................................................... 40 Fault Code A203: Hoist pressure 2 sensor is low ............................................................................................... 42 Fault Code A204: Steering pressure sensor is low ............................................................................................. 44 Fault Code A205: Brake pressure sensor is low ................................................................................................. 46 Fault Code A206: Ambient temperature sensor is high ...................................................................................... 48 Fault Code A207: Ambient temperature sensor is low........................................................................................ 49
2
960E-1
40 Troubleshooting
CEN40004-00
NOTES
960E-1
3
CEN40004-00
40 Troubleshooting
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil Operator Action
None
Fault Code
A145
Description
Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of hydraulic oil.
Fault Conditions
Sets (advances engine) after 5 seconds at 105ºC after filtering out data from sensors failed high. Resets (returns engine to normal) after 5 seconds at 100ºC.
Operator Alerting System Response
None. This event is recorded by VHMS only.
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and 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)
Brake Cooling RPM Advance 1: (IM 1L)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: brake cooling rpm advance to advance idle 1: brake cooling rpm advance to normal idle Fault(s): A355
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166, A170 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167, A171 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168, A172 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169, A173
4
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram GE CONTROL BRAKE COOL RPM ADVANCE 1
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
960E-1
5
CEN40004-00
40 Troubleshooting
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of hydraulic oil Operator Action
None
Fault Code
A146
Description
Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of hydraulic oil.
Fault Conditions
Sets (advances engine) after 5 seconds at 120ºC after filtering out data from sensors failed high. Resets (returns engine to normal) after 5 seconds at 108ºC.
Operator Alerting System Response
None. This event is recorded by VHMS only.
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and 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)
Brake Cooling RPM Advance 2: (IM 1X)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: brake cooling rpm advance to advance idle 1: brake cooling rpm advance to normal idle Fault(s): A363
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166, A170 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167, A171 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168, A172 Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169, A173
6
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram GE CONTROL BRAKE COOL RPM ADVANCE 2
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
960E-1
7
CEN40004-00
40 Troubleshooting
Fault Code A152: Starter failure Operator Action
None
Fault Code
A152
Description
Starter Failure
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 (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A275
Starter Motor 2 Energized (IM 3S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A275
Crank Sense (IM 3U)
0: no cranking in process 1: cranking in process
8
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram STARTER #1
START MOTOR NO. 1
STARTER FAILURE CIRCUIT STARTER #2
START MOTOR NO. 2
STARTER FAILURE CIRCUIT
CRANK SENSE
960E-1
9
CEN40004-00
40 Troubleshooting
Fault Code A153: Battery voltage is low with the 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 park brake is not set. Resets if voltage recovers to 25.5 volts for 5 seconds or when steering bleed begins at shutdown.
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 (IM 1A)
<23.0 volts: Too low to continue operation. >23.0 volts: OK to continue operation. Fault(s): A250, A155
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
Park Brake Set (IM 2f) 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)
10
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
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
BATTERY POWER
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi PARK BRAKE SET
960E-1
11
CEN40004-00
40 Troubleshooting
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 ↓ 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 (IM 1A)
>32.0 volts: Too high to continue operation. <32.0 volts: OK to continue operation. Fault(s): A155
Related circuit diagram
BATTERY POWER
12
960E-1
40 Troubleshooting
CEN40004-00
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 (IM 1A)
<24.5 volts: Charger must be changed soon. >26.0 volts: OK to continue operation. Fault(s): A153, A250
Engine Speed [RPM]
Less than 1400 RPM: engine is not running fast enough for battery charger test. Greater than 1400 RPM: engine is running fast enough for battery charger test.
Related circuit diagram
BATTERY POWER
960E-1
13
CEN40004-00
40 Troubleshooting
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 or 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 (IM 3g)
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)
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this A158 fault code.
Engine Speed [RPM]
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
14
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
BATTERY POWER FUEL LEVEL SENDER FUEL LEVEL SENSOR
960E-1
15
CEN40004-00
40 Troubleshooting
Fault Code A166: Left rear hydraulic oil temperature sensor is low Operator Action
None
Fault Code
A166
Description
Left Rear Hydraulic Oil Temp Sensor is low.
Fault Conditions
Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC below ambient temperature for 15 minutes after the engine runs. Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to within 10ºC of ambient temperature.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: LR OIL TEMP SENS LO Display Fault Code: A166
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A170 Ambient Temperature (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206, A207
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
16
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
AMBIENT AIR TEMP
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
960E-1
AMBIENT AIR TEMP
LR HYD OIL TEMP
17
CEN40004-00
40 Troubleshooting
Fault Code A167: Right rear hydraulic oil temperature sensor is low Operator Action
None
Fault Code
A167
Description
Right Rear Hydraulic Oil Temp Sensor is low.
Fault Conditions
Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC below ambient temperature for 15 minutes after the engine runs. Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to within 10ºC of ambient temperature.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: RR OIL TEMP SENS LO Display Fault Code: A167
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit ture - Right Rear (IM 3m) Fault(s): A171 Ambient Temperature (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206, A207
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
18
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
AMBIENT AIR TEMP
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
960E-1
AMBIENT AIR TEMP
RR HYD OIL TEMP
19
CEN40004-00
40 Troubleshooting
Fault Code A168: Left front hydraulic oil temperature sensor is low Operator Action
None
Fault Code
A168
Description
Left Front Hydraulic Oil Temp Sensor is low.
Fault Conditions
Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC below ambient temperature for 15 minutes after the engine runs. Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to within 10ºC of ambient temperature.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: LF OIL TEMP SENS LO Display Fault Code: A168
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A172 Ambient Temperature (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206, A207
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
20
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
AMBIENT AIR TEMP
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
960E-1
AMBIENT AIR TEMP
LF HYD OIL TEMP
21
CEN40004-00
40 Troubleshooting
Fault Code A169: Right front hydraulic oil temperature sensor is low Operator Action
None
Fault Code
A169
Description
Right Front Hydraulic Oil Temp Sensor is low.
Fault Conditions
Sets if temperature reading drops to -51ºC (.016 Volts) for 3 seconds or remains 10ºC below ambient temperature for 15 minutes after the engine runs. Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to within 10ºC of ambient temperature.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: RF OIL TEMP SENS LO Display Fault Code: A169
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit ture - Right Front (IM 3r) Fault(s): A173 Ambient Temperature (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206, A207
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
22
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
960E-1
AMBIENT AIR TEMP
AMBIENT AIR TEMP
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
RF HYD OIL TEMP
23
CEN40004-00
40 Troubleshooting
Fault Code A170: Left rear hydraulic oil temperature sensor is high Operator Action
None
Fault Code
A170
Description
Left Rear Hydraulic Oil Temp Sensor is high.
Fault Conditions
Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds. Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: LR OIL TEMP SENS HI Display Fault Code: A170
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166 Related circuit diagram
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
24
LR HYD OIL TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A171: Right rear hydraulic oil temperature sensor is high Operator Action
None
Fault Code
A171
Description
Right Rear Hydraulic Oil Temp Sensor is high.
Fault Conditions
Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds. Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: RR OIL TEMP SENS HI Display Fault Code: A171
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167 Related circuit diagram
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
960E-1
RR HYD OIL TEMP
25
CEN40004-00
40 Troubleshooting
Fault Code A172: Left front hydraulic oil temperature sensor is high Operator Action
None
Fault Code
A172
Description
Left Front Hydraulic Oil Temp Sensor is high.
Fault Conditions
Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds. Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: LF OIL TEMP SENS HI Display Fault Code: A172
Resulting Problem(s) Loss of monitoring of the Left Front brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168 Related circuit diagram
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
26
LF HYD OIL TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A173: Right front hydraulic oil temperature sensor is high Operator Action
None
Fault Code
A173
Description
Right Front Hydraulic Oil Temp Sensor is high.
Fault Conditions
Sets if temperature reading rises to 211ºC (4.89 Volts) for 3 seconds. Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
Operator Alerting System Response
Lamp or Buzzer: None - Maintenance Item Display Fault Description: RF OIL TEMP SENS HI Display Fault Code: A173
Resulting Problem(s) Loss of monitoring of the Right Front brake temperature begins a compromise of the brake system temperature monitoring that can only worsen if other sensors are lost. 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)
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169 Related circuit diagram
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
960E-1
RF HYD OIL TEMP
27
CEN40004-00
40 Troubleshooting
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 ↓ 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 (IM1qrs)
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 (IM 3G)
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
28
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram YELLOW
YELLOW
YELLOW
YELLOW
GREEN
GREEN
GREEN
GREEN
CUMMINS CENSE 3 PIN 1939 CONNECTOR DATALINK
YELLOW
YELLOW
YELLOW
YELLOW
GREEN
GREEN
GREEN
GREEN
OP-CAB (NOT USED)
(NOT USED)
J1939 - HIGH J1939 - LOW J1939 - SHLD
KEY SWITCH
960E-1
29
CEN40004-00
40 Troubleshooting
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. 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 Sw (IM 3Y)
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) Sw (IM 2S) 1: low steering pressure Fault(s): A279 Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0 for 10 seconds: truck is moving
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running (required for lube cycle to proceed)
Keyswitch (IM 3G)
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 (required to post fault) Fault(s): A240
30
960E-1
40 Troubleshooting
Auto Lube Output (IM 1T)
CEN40004-00
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, A361
Related circuit diagram AUTO LUBE SOLENOID
AUTO LUBE LOW LEVEL (OPTION)
AUTO LUBE PRESSURE SWITCH 2000 psi KEY SWITCH AUTO LUBE PRESSURE SWITCH
AUTO LUBE SOLENOID
GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN
LOW STEERING PRESSURE
960E-1
LOW STEERING PRESSURE SWITCH 2300 psi
31
CEN40004-00
40 Troubleshooting
Fault Code A194: Left front hydraulic oil temperature is high Operator Action
Stop; Park; Run Engine
Fault Code
A194
Description
Left Front Hydraulic Oil Temperature is high.
Fault Conditions
Sets at 120ºC (4.13 volts) after 5 seconds. Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: RUN ENG Display Fault Description: HOT HYD OIL LF Display Fault Code: A194
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 Volt to 4.89 Volt: Good Readings ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A168, A172 Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
LEFT FRONT HYDRAULIC BRAKE TEMP SENSOR #1
32
LF HYD OIL TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A195: Right front hydraulic oil temperature is high Operator Action
Stop; Park; Run Engine
Fault Code
A195
Description
Right Front Hydraulic Oil Temperature is high
Fault Conditions
Sets at 120ºC (4.13 volts) after 5 seconds. Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: RUN ENG Display Fault Description: HOT HYD OIL RF Display Fault Code: A195
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 Volt to 4.89 Volt: Good Readings ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3r) Fault(s): A169, A173 Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
RIGHT FRONT HYDRAULIC BRAKE TEMP SENSOR #2
960E-1
RF HYD OIL TEMP
33
CEN40004-00
40 Troubleshooting
Fault Code A196: Left rear hydraulic oil temperature is high Operator Action
Stop; Park; Run Engine
Fault Code
A196
Description
Left Rear Hydraulic Oil Temperature is high
Fault Conditions
Sets at 120ºC (4.13 volts) after 5 seconds. Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: RUN ENG Display Fault Description: HOT HYD OIL LR Display Fault Code: A196
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 Volt to 4.89 Volt: Good Readings ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A166, A170 Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
LEFT REAR HYDRAULIC BRAKE TEMP SENSOR #3
34
LR HYD OIL TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A197: Right rear hydraulic oil temperature is high Operator Action
Stop; Park; Run Engine
Fault Code
A197
Description
Right Rear Hydraulic Oil Temperature is high
Fault Conditions
Sets at 120ºC (4.13 volts) after 5 seconds. Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting System Response
Sound Buzzer Flash IM Warning indicator Display Operator Action: STOP: PARK: RUN ENG Display Fault Description: HOT HYD OIL RR Display Fault Code: A197
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 Volt to 4.89 Volt: Good Readings ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit 3m) Fault(s): A167, A171 Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
RIGHT REAR HYDRAULIC BRAKE TEMP SENSOR #4
960E-1
RR HYD OIL TEMP
35
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3s)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A202
Related circuit diagram
HOIST PUMP #1 PRESSURE
36
HOIST PRESSURE #1
960E-1
40 Troubleshooting
CEN40004-00
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 VHMS 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 (IM 3q)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A203
Related circuit diagram
HOIST PUMP #2 PRESSURE
960E-1
HOIST PRESSURE #2
37
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3d)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A204
Related circuit diagram
STEERING PRESSURE
38
STEERING PRESSURE
960E-1
40 Troubleshooting
CEN40004-00
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 the service brake system for driver input as well as VHMS data 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 (IM 3p) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A205 Related circuit diagram
SERVICE BRAKE PRESSURE
960E-1
BRAKE PRESSURE
39
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3s)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A198
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM]
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
40
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
HOIST PUMP #1 PRESSURE
HOIST PRESSURE #1
BATTERY POWER
960E-1
41
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3q)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A199
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM]
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
42
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
HOIST PUMP #2 PRESSURE
HOIST PRESSURE #2
BATTERY POWER
960E-1
43
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3d)
2.4 mA to 20.1 mA: good readings Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A200
Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM]
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
44
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
STEERING PRESSURE
STEERING PRESSURE
BATTERY POWER
960E-1
45
CEN40004-00
40 Troubleshooting
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 VHMS 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 (IM 3p) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A201 Battery Voltage, 24 Volt (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this fault.
Engine Speed [RPM]
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
46
960E-1
40 Troubleshooting
CEN40004-00
Related circuit diagram
SERVICE BRAKE PRESSURE
BRAKE PRESSURE
BATTERY POWER
960E-1
47
CEN40004-00
40 Troubleshooting
Fault Code A206: Ambient temperature sensor is high Operator Action
None
Fault Code
A206
Description
Ambient Temperature Sensor is high
Fault Conditions
Sets at 133º C (4.89V) for 3 seconds. Resets at 107º 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 (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A207
Related circuit diagram
AMBIENT AIR TEMP
48
AMBIENT AIR TEMP
960E-1
40 Troubleshooting
CEN40004-00
Fault Code A207: Ambient temperature sensor is low Operator Action
None
Fault Code
A207
Description
Ambient Temperature Sensor is low
Fault Conditions
Sets at -62º C (0.016V) for 3 seconds. Resets at -59º 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 (IM 3e)
0.016 Volt to 4.89 Volt: Good Readings <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit Fault(s): A206
Related circuit diagram
AMBIENT AIR TEMP
960E-1
AMBIENT AIR TEMP
49
CEN40004-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40004-00
50
960E-1
CEN40005-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 3 Fault Code A212: Bad truck speed signal............................................................................................................. 4 Fault Code A213: Parking brake should have applied but is detected as not having applied .............................. 6 Fault Code A214: Parking brake should have released but is detected as not having released ........................ 10 Fault Code A215: Brake auto apply valve circuit is defective ............................................................................. 14 Fault Code A216: An open or short to ground has been detected in the parking brake command valve circuit 16 Fault Code A223: Excessive engine cranking has occurred or a jump start has been attempted ...................... 18 Fault Code A230: Parking brake has been requested while truck still moving ................................................... 20 Fault Code A231: The body is up while traveling or with selector in forward or neutral ..................................... 22 Fault Code A235: Steering accumulator is in the process of being bled down ................................................... 24 Fault Code A236: The steering accumulator has not properly bled down after 90 seconds............................... 26 Fault Code A237: The CAN/RPC connection to the display is open .................................................................. 28 Fault Code A240: The key switch input to the interface module is open ............................................................ 29 Fault Code A242: Fuel gauge within the Actia display is defective ........................................................... 30 Fault Code A243: Engine coolant temperature gauge within the Actia display is defective...................... 31 Fault Code A244: Drive system temperature gauge within the Actia display is defective......................... 32 Fault Code A245: Hydraulic oil temperature gauge within the Actia display is defective .......................... 33
960E-1
1
CEN40005-00
40 Troubleshooting
Fault Code A246: Payload meter reports truck overload .................................................................................... 34 Fault Code A247: Low steering pressure warning .............................................................................................. 36 Fault Code A248: Status module within the Actia display is defective ...................................................... 38 Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted ..................................... 39 Fault Code A250: Battery voltage is low with the truck parked ........................................................................... 40 Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted to ground ................. 42 Fault Code A252: Start enable output circuit is either open or shorted to ground............................................... 44 Fault Code A253: Steering bleed circuit is not open while running ..................................................................... 46 Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open................................................ 48 Fault Code A257: Payload CAN/RPC is not connected...................................................................................... 49 Fault Code A258: Steering accumulator bleed pressure switch circuit is defective ............................................ 50
2
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
3
CEN40005-00
40 Troubleshooting
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 doesn't 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] (IM1gh)
0: truck is not moving Greater than 0: truck is moving
GE Batt+ Off (IM 3M)
0: power to GE control is off 1: power to GE control is on
Crank Sense (IM 3U)
0: Engine not being cranked 1: Engine is being cranked
4
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
GE BATTERY CRANK SENSE
960E-1
5
CEN40005-00
40 Troubleshooting
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) (IM 2N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271, A303
Park Brake Set (IM 2f) 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 (IM 2M)
6
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
960E-1
40 Troubleshooting
CEN40005-00
Selector Switch (Park) (IM 3T)
0: shifter is not in park 1: shifter is in park Fault(s): A271, A303
Park Brake Request (IM 3V)
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]
0: engine is not running Greater than 0: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
CAN J1939 connection (IM1qrs)
Fault(s): A184
Keyswitch (IM 3G)
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 (IM 1E)
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,
960E-1
7
8
J1939 - SHLD
J1939 - LOW
J1939 - HIGH
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE SOLENOID
PARK BRAKE REQUEST
SELECTOR SWITCH PARK
KEY SWITCH
PARK BRAKE SET
SELECTOR SWITCH FNR
PARK BRAKE RELEASED
NEUTRAL
PARK BRAKE
REVERSE
FORWARD
PBAPS PARK BRAKE APPLY PRESS. SWITCH 75 psi
PBRPS PARK BRAKE RELEASE PRESS. SWITCH 1250 psi
GE CONTROL
DIR SELECT SWITCH
SHOWN IN FORWARD POSITION)
PBS PARK BRAKE SOLENOID
PARK BRAKE OFF RELAY
ENGINE RUN OIL PRESSURE SWITCH
CEN40005-00 40 Troubleshooting
Related circuit diagram
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
9
CEN40005-00
40 Troubleshooting
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: PWR↓: 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) 0: shifter is not in park (IM 3T) 1: shifter is in park Fault(s): A271, A303 Park Brake Released (IM 2M)
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 (IM 2f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and a released parking brake
10
960E-1
40 Troubleshooting
CEN40005-00
Park Brake Request (IM 3V)
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]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Truck Speed [kph] (IM1gh)
Less than 0.8kph : park brake can be applied Greater than 0.8kph: park brake cannot be applied Fault(s): A212
CAN J1939 connection (IM1qrs)
Fault(s): A184
Keyswitch (IM 3G)
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
Park Brake Solenoid (IM 1E)
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
960E-1
11
12
J1939 - SHLD
J1939 - LOW
J1939 - HIGH
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE SOLENOID
PARK BRAKE REQUEST
SELECTOR SWITCH PARK
KEY SWITCH
PARK BRAKE SET
PARK BRAKE RELEASED
NEUTRAL
PARK BRAKE
REVERSE
FORWARD
PBAPS PARK BRAKE APPLY PRESS. SWITCH 75 psi
PBRPS PARK BRAKE RELEASE PRESS. SWITCH 1250 psi
GE CONTROL
DIR SELECT SWITCH
SHOWN IN FORWARD POSITION)
PBS PARK BRAKE SOLENOID
PARK BRAKE OFF RELAY
ENGINE RUN OIL PRESSURE SWITCH
CEN40005-00 40 Troubleshooting
Related circuit diagram
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
13
CEN40005-00
40 Troubleshooting
Fault Code A215: Brake auto apply valve circuit is defective Operator Action
Go To Shop
Fault Code
A215
Description
Brake auto apply valve circuit is defective.
Fault Conditions
Sets if the output driver circuit detects an open circuit or short to ground when the keyswitch is on and the park brake is requested, or sets if the output driver circuit does not detect an open circuit with the key switch on and the park brake not requested. Resets only 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: A215
Resulting Problem(s) Park brake may not be protected in an application while rolling, or service brake may not release and permit movement. 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: 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, A317
Keyswitch (IM 3G)
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
14
960E-1
40 Troubleshooting
Auto Brake Apply Solenoid (IM 1R)
CEN40005-00
Status - Open Load: Unexpected if park brake request and keyswitch are on. But expected if park brake request is off or keyswitch is off. Troubleshoot if inconsistent. Status - Normal: Expected if park brake request and keyswitch are on. Troubleshoot if status is normal with park brake request off or keyswitch off. Status - Shorted to ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot. 0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A359
Related circuit diagram
KEY SWITCH PARK BRAKE REQUEST
ABA AUTO BRAKE APPLY SOLENOID
BRAKE AUTO APPLY
960E-1
15
CEN40005-00
40 Troubleshooting
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 short 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) Park 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 (IM 1E)
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 (IM 3V)
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 (IM 3G)
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
16
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram KEY SWITCH PARK BRAKE REQUEST
PBS PARK BRAKE SOLENOID
PARK BRAKE OFF RELAY
PARK BRAKE SOLENOID
960E-1
17
CEN40005-00
40 Troubleshooting
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 (IM 3U)
0: Engine not being cranked 1: Engine is being cranked
Starter Motor 1 Energized (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A275, A316
Starter Motor 2 Energized (IM 3S)
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
18
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
+24V OUT
START CIRCUIT RELAY
START ENABLE
PRE-LUBE PRESSURE SWITCH 5psi
STARTER #1
STARTER FAILURE CIRCUIT
START MOTOR NO. 1
PRE-LUBE HIGH VOLUME PUMP
START MOTOR NO. 2
PRE-LUBE TIMER
STARTER #2
STARTER FAILURE CIRCUIT
CRANK SENSE
ENGINE START RELAY
960E-1
19
CEN40005-00
40 Troubleshooting
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 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: MOVE SHFTR FROM PRK 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) (IM 2N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A271, A303
Truck Speed [kph] (IM1gh)
Less than 0.8 kph: truck is not moving Greater than 0.8 kph: truck is moving Fault(s): A212
Park Brake Set (IM 2f) 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)
20
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
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram DIRECT SELECTOR SWITCH
FORWARD
REVERSE PARK BRAKE
NEUTRAL PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
SELECTOR SWITCH FNR
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
PARK BRAKE SET
TRUCK SPEED IN TRUCK SPEED IN
960E-1
SHOWN IN FORWARD POSITION
GE CONTROL
21
CEN40005-00
40 Troubleshooting
Fault Code A231: The body is up while traveling or with selector in forward or neutral Operator Action
Lower body
Fault Code
A231
Description
The body is up while traveling or with selector in forward or neutral.
Fault Conditions
Sets if body is up with selector in forward or reverse and truck moving or engine running. Truck moving is defined as speed greater than 0 or if bad truck speed signal and the park brake not set. 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 body is down, selector not in forward or reverse, and truck not moving and engine not running.
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 just not to move the truck while the 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
0: Body is raised off the truck frame 1: Body is down on the truck frame Fault(s): A276
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running Fault(s): A184
Forward Request
0: GE reports that the selector switch is not in forward 1: GE reports that the selector switch is in forward Fault(s): A276, A271, A303
Reverse Request
0: GE reports that the selector switch is not in reverse 1: GE reports that the selector switch is in reverse Fault(s): A276, A271, A303
22
960E-1
40 Troubleshooting
Truck Speed [kph] (IM1gh)
CEN40005-00
Zero: truck is not moving Greater than 0: truck is moving Fault(s): A212
Park Brake Set (IM 2f) 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
Related circuit diagram
TRUCK SPEED IN TRUCK SPEED IN
PARK BRAKE RELEASED
PARK BRAKE SET
960E-1
GE CONTROL
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
23
CEN40005-00
40 Troubleshooting
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 bled pressure switch has yet to operate and 90 seconds have yet to elapse. Resets either at 90 second timeout or when steering accumulator bled pressure switch indicates 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 (IM 1P)
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, A262, A263, A358
Steering Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled. Fault(s): A258, A280
24
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram STEERING ACCUMULATOR BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY
STEERING BLEED PRESSURE SWITCH
960E-1
STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
25
CEN40005-00
40 Troubleshooting
Fault Code A236: The steering accumulator has not properly bled down after 90 seconds Operator Action
Park, do not steer
Fault Code
A236
Description
The steering accumulator has not properly bled down after 90 seconds.
Fault Conditions
Sets if the steering accumulator bled pressure switch does not indicate bleed complete 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 (IM 1P)
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
Steering Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled. Fault(s): A258, A280
26
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram STEERING ACCUMULATOR BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY
STEERING BLEED PRESSURE SWITCH
960E-1
STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
27
CEN40005-00
40 Troubleshooting
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↓ 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 (IM 1jki)
Fault(s): A257
Related circuit diagram YELLOW GREEN
YELLOW
RPC CAN YELLOW
GREEN
RPC CAN YELLOW
YELLOW GREEN
RPC CAN YELLOW
RPC1T MODULAR MINING YELLOW GREEN
RPC CAN YELLOW
YELLOW
YELLOW
GREEN
GREEN
RPC CAN YELLOW
RPC - HIGH RPC - LOW
28
960E-1
40 Troubleshooting
CEN40005-00
Fault Code A240: The key switch 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
Sound Buzzer Flash IM Warning Indicator Display Operator Action: STOP: PARK: REPAIR Display Fault Description: IM KEYSW POWER LOST Display Fault Code: A240
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 (IM 3G)
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
Related circuit diagram
KEY SWITCH
960E-1
29
CEN40005-00
40 Troubleshooting
Fault Code A242: Fuel gauge within the Actia display is defective Operator Action
None
Fault Code
A242
Description
Fuel gauge within the Actia display is defective.
Fault Conditions
Sets if Actia reports a fuel gauge fault. Resets if Actia 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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and wiring within the and replace if necessary. Parameter
Expected State and/or Related Fault(s)
Related circuit diagram MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
30
960E-1
40 Troubleshooting
CEN40005-00
Fault Code A243: Engine coolant temperature gauge within the Actia display is defective Operator Action
Go to Shop
Fault Code
A243
Description
Engine coolant temp gauge within the Actia display is defective.
Fault Conditions
Sets if Actia reports an engine coolant temp gauge fault. Resets if Actia clears the fault or steering bleed comes on.
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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and wiring within the 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
Related circuit diagram MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
960E-1
31
CEN40005-00
40 Troubleshooting
Fault Code A244: Drive system temperature gauge within the Actia display is defective Operator Action
Go to Shop
Fault Code
A244
Description
Drive system temp gauge within the Actia display is defective.
Fault Conditions
Sets if Actia reports a drive system temperature gauge fault. Resets if Actia clears the fault or steering bleed comes on.
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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and wiring within the 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
Related circuit diagram MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
32
960E-1
40 Troubleshooting
CEN40005-00
Fault Code A245: Hydraulic oil temperature gauge within the Actia display is defective Operator Action
Go to Shop
Fault Code
A245
Description
Hydraulic oil temp gauge within the Actia display is defective.
Fault Conditions
Sets if Actia reports an hydraulic oil temperature gauge fault. Resets if Actia clears the fault or steering bleed comes on.
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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and wiring within the 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
Related circuit diagram MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
960E-1
33
CEN40005-00
40 Troubleshooting
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 PLM3 reports an overloaded truck. Resets if PLM3 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 PLM3 (payload meter). The 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 PLM3. Parameter
Expected State and/or Related Fault(s)
Related circuit diagram None.
34
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
35
CEN40005-00
40 Troubleshooting
Fault Code A247: Low steering pressure warning Operator Action
Stop: Park
Fault Code
A247
Description
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
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. 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 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 Sw (IM 2S) 1: low steering pressure Fault(s): A279, A115, A253 Engine Speed [RPM]
0: engine is not running Greater than 300: engine is running Greater than 1200: engine is running fast enough to maintain steering pressure
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0.8kph: truck is moving
36
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
LOW STEERING PRESSURE
TRUCK SPEED IN
LOW STEERING PRESSURE SWITCH 2300 psi
GE CONTROL
TRUCK SPEED IN
960E-1
37
CEN40005-00
40 Troubleshooting
Fault Code A248: Status module within the Actia display is defective Operator Action
Go to Shop
Fault Code
A248
Description
Status module within the Actia display is defective.
Fault Conditions
Sets if Actia reports a status module fault. Resets if Actia clears the fault or steering bleed comes on.
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 ACTIA display . The and communication to it must be working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the status module and wiring within the 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
Related circuit diagram LIGHT MODULE
MASTER GAUGE POWER 7.5V GND LIN
Actia LIN connector, from Master Gauge to all other gauges and light by a daisy chain connection.
TO SLAVE DEVICES
38
POWER 7.5V GND LIN
TO SLAVE DEVICES
960E-1
40 Troubleshooting
CEN40005-00
Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted Operator Action
Go to Shop
Fault Code
A249
Description
Red warning lamp within the ACTIA display (driven by IM) is shorted.
Fault Conditions
Sets if the red warning lamp 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 connection is made internally. 2. Check wiring and connections between IM and the ACTIA display and wiring within the display to the red warning lamp as well as the lamp itself. Parameter
Expected State and/or Related Fault(s)
Red Warning Lamp (IM 0: red lamp is not on 1G) 1: red lamp is on Fault(s): A256 Red Warning Lamp (IM 1G)
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
Related circuit diagram
ELECTRONIC DASH (PC1927) AND (PC1929)
RED WARNING LAMP
960E-1
39
CEN40005-00
40 Troubleshooting
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 (IM 1A)
<23.0 volts: Too low to continue operation. >23.0 volts: OK to continue operation. <18 volts: cranking is sensed. Fault(s): A155
Engine Speed [RPM]
Less than 600 RPM: engine not being cranked Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
40
960E-1
40 Troubleshooting
CEN40005-00
Park Brake Set (IM 2f) 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
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram BATTERY POWER
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi PARK BRAKE SET
960E-1
41
CEN40005-00
40 Troubleshooting
Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted to ground Operator Action
Go to Shop
Fault Code
A251
Description
Sonalert used with the ACTIA display (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 (IM 1M)
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
42
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
SONALERT
SONALERT #2 (IM FAULTS)
+24V OUT
960E-1
43
CEN40005-00
40 Troubleshooting
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 400rpm 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
44
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram
START ENABLE START CIRCUIT RELAY
960E-1
+24V OUT
45
CEN40005-00
40 Troubleshooting
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 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 (IM 1P)
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 (IM 3G)
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
46
960E-1
40 Troubleshooting
CEN40005-00
Related circuit diagram KEY SWITCH STEERING ACCUMULATOR BLEEDDOWN SOLENOID STEERING BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY
960E-1
47
CEN40005-00
40 Troubleshooting
Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open Operator Action
Go to Shop
Fault Code
A256
Description
Red warning lamp in the ACTIA display but 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 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 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 connection is made internally. 2. Check wiring and connections between IM and the ACTIA display and wiring within the display to the red warning lamp as well as the lamp itself. Parameter
Expected State and/or Related Fault(s)
Red Warning Lamp (IM 0: red lamp is not on 1G) 1: red lamp is on Fault(s): A249 Red Warning Lamp (IM 1G)
Below 3.75 volts for 400 ms with the lamp off: open Above 3.75 volts for 400 ms with the lamp off: normal
Related circuit diagram
ELECTRONIC DASH (PC1927) AND (PC1929)
48
RED WARNING LAMP
960E-1
40 Troubleshooting
CEN40005-00
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 or replace the Interface Module. 2. This fault's logic contains only one parameter. Parameter
Expected State and/or Related Fault(s)
CAN/RPC (IM 1jki)
Fault(s): A237
Related circuit diagram YELLOW GREEN
YELLOW
RPC CAN YELLOW
GREEN
RPC CAN YELLOW
YELLOW GREEN
RPC CAN YELLOW
RPC1T MODULAR MINING YELLOW GREEN
RPC CAN YELLOW
YELLOW
YELLOW
GREEN
GREEN
RPC CAN YELLOW
RPC - HIGH RPC - LOW
960E-1
49
CEN40005-00
40 Troubleshooting
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective Operator Action
Go to Shop
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 Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled. Fault(s): A280
Engine Speed [RPM]
0: engine is not running Greater than 300 rpm: engine is running
Related circuit diagram STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
50
STEERING BLEED PRESSURE SWITCH
960E-1
40 Troubleshooting
CEN40005-00
NOTES
960E-1
51
CEN40005-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40005-00
52
960E-1
CEN40006-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 4 Fault Code A260: Parking brake failure ................................................................................................................ 4 Fault Code A261: Low brake accumulator pressure warning ............................................................................... 6 Fault Code A262: Steering bleed valve circuit open during shutdown .................................................................. 8 Fault Code A263: Steering bleed valve circuit shorted to ground ....................................................................... 10 Fault Code A264: Parking brake relay circuit is defective................................................................................... 12 Fault Code A265: Service brake failure .............................................................................................................. 14 Fault Code A266: Selector lever was not in park while attempting to crank engine ........................................... 16 Fault Code A267: Parking brake was not set while attempting to crank engine ................................................. 17 Fault Code A268: Secondary engine shutdown while cranking .......................................................................... 18 Fault Code A270: Brake lock switch power supply is not on when required....................................................... 20 Fault Code A272: Brake lock switch power supply is not off when required....................................................... 26 Fault Code A271: Shifter not in gear................................................................................................................... 24 Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure switch circuit............ 29 Fault Code A274: A brake setting fault has been detected................................................................................. 30 Fault Code A275: A starter has been detected as engaged without a cranking attempt .................................... 32 Fault Code A276: The drive system data link is not connected .......................................................................... 34
960E-1
1
CEN40006-00
40 Troubleshooting
Fault Code A277: Parking brake applied while loading....................................................................................... 36 Fault Code A278: Service brake applied while loading....................................................................................... 38 Fault Code A279: Low steering pressure switch is defective.............................................................................. 40 Fault Code A280: Steering accumulator bleed down switch is defective ............................................................ 41 Fault Code A281: Brake lock degrade switch is defective .................................................................................. 42 Fault Code A282: The number of excessive cranking counts and jump starts without the engine running has reached 7 ..................................................................................................................................................... 44 Fault Code A283: An engine shutdown delay was aborted because the parking brake was not set .................. 46 Fault Code A284: An engine shutdown delay was aborted because the secondary shutdown switch was operated .............................................................................................................................................................. 48 Fault Code A285: The parking brake was not set when the key switch was turned off ...................................... 50 Fault Code A286: A fault was detected in the shutdown delay relay circuit........................................................ 52 Fault Code A292: The shutdown delay relay has remained on after the latched key switch circuit is off ........... 54
2
960E-1
40 Troubleshooting
CEN40006-00
NOTES
960E-1
3
CEN40006-00
40 Troubleshooting
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 truck’s speed is 0.8 kph or over for 1.5 seconds with parking brake not released (parking brake released is defined as pb release switch being on and pb 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 Pressure Switch (IM 2M)
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
Park Brake Set Pressure Switch (IM 2f)
0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and a released parking brake
Truck Speed [kph] (IM1gh)
Less than 2.0 kph: truck is not moving in case: Truck Rolling After Stop Less than 0.8 kph: truck is not moving in case: Park Brake Applied While Moving Greater than 2.0 kph: truck is moving in case: Truck Rolling After Stop Greater than 0.8 kph: truck is moving in case: Park Brake Applied While Moving Fault(s): A212
4
960E-1
40 Troubleshooting
Keyswitch (IM 3G)
CEN40006-00
0: keyswitch is off and the truck is not moving and the engine is not running 1: keyswitch is on Fault(s): A240
Related circuit diagram
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
PARK BRAKE RELEASED
PARK BRAKE SET
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
KEY SWITCH
960E-1
5
CEN40006-00
40 Troubleshooting
Fault Code A261: Low brake accumulator pressure warning Operator Action
Stop: Park
Fault Code
A261
Description
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
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 is generated by more than one parameter, but the independent parameters do not have fault codes for situations that will affect this fault. Parameter
Expected State and/or Related Fault(s)
Brake Accumulator Pressure Sw (IM 2U)
0: brake accumulator pressure normal 1: low brake accumulator pressure
Engine Speed [RPM]
0: engine is not running Greater than 300: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0.8kph: truck is moving
6
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram LBPS LOW BRAKE ACCUMULATOR PRESSURE SWITCH 1850 psi
LOW BRAKE ACCUMULATOR PRESSURE
TRUCK SPEED IN
GE CONTROL
TRUCK SPEED IN
960E-1
7
CEN40006-00
40 Troubleshooting
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 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 (IM 1P)
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 (IM 3G)
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]
0: engine is not running Greater than 0: engine is running
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
8
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN STEERING ACCUMULATOR BLEEDDOWN SOLENOID
STEERING BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY KEY SWITCH
960E-1
9
CEN40006-00
40 Troubleshooting
Fault Code A263: Steering bleed valve circuit shorted to ground Operator Action
None
Fault Code
A263
Description
Steering bleed valve circuit shorted to ground.
Fault Conditions
Sets if the steering bleed circuit is shorted to ground for 2 seconds, beginning 11 seconds after the key switch 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 GROUND Display Fault Code: A263
Resulting Problem(s) Steering may bleed all the time – will not be controllable by IM. 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 (IM 1P)
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, A262, A358
Keyswitch (IM 3G)
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
10
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram STEERING ACCUMULATOR BLEEDDOWN SOLENOID
STEERING BLEEDDOWN SOLENOID
BLEEDDOWN POWER SUPPLY RELAY KEY SWITCH
960E-1
11
CEN40006-00
40 Troubleshooting
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 with the J1939 data link to the engine OK. 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]
0: engine is not running Greater than 400: engine is running
12
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
SELECTOR SWITCH FNR PARK BRAKE REQUEST
960E-1
13
CEN40006-00
40 Troubleshooting
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 (IM 2i)
0: brake lock valve is off 1: brake lock valve is on
Brake Pressure (kPa) (IM 3bp)
Less than 1724 kPa (250 psi): front brake not applied Greater than 1724 kPa (250 pse): front brake applied Fault(s): A201, A205
Service Brake Pressure Switch (IM 3C)
0: Service brake not applied 1: Service brake applied
Engine Speed [RPM]
Less than 400 rpm: engine is not running Greater than 400 rpm for 15 seconds: engine is running Fault(s): A184
14
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi SERVICE BRAKE PRESSURE
BRAKE PRESSURE
SERVICE BRAKE PRESSURE BRAKE LOCK SOLENOID
BRAKE LOCK SOLENOID
960E-1
15
CEN40006-00
40 Troubleshooting
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 Lever (Park) (IM 3T)
0: shifter is not park 1: shifter is in park Fault(s): A271, A303
Selector Lever (FNR) (IM 2N)
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
Related circuit diagram SELECTOR SWITCH FRN CRANK REQUEST
SELECTOR SWITCH PARK
16
960E-1
40 Troubleshooting
CEN40006-00
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)
Crank Request (IM 2j)
0: cranking not attempted 1: cranking is attempted
Park Brake Set (IM 2f) 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
Related circuit diagram
PARK BRAKE RELEASED
PARK BRAKE SET CRANK REQUEST
960E-1
17
CEN40006-00
40 Troubleshooting
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 park 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)
Crank Request (IM 2j)
0: cranking not attempted 1: cranking is attempted
Secondary Engine Shutdown (IM 3E)
0: secondary engine shutdown is not on 1: secondary engine shutdown is on
Related circuit diagram CRANK REQUEST
SECONDARY ENGINE SHUTDOWN
18
960E-1
40 Troubleshooting
CEN40006-00
NOTES
960E-1
19
CEN40006-00
40 Troubleshooting
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, truck speed above 1 kph and park brake not set, or with park brake 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.
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 (IM 3L)
0: no power available for brake lock switch 1: power is available for brake lock switch Fault(s): A272
Truck Speed [kph] (IM1gh)
Less than 1 kph: truck is not moving Greater than 1 kph: truck is moving Fault(s): A212
Engine Speed [RPM]
Less than 400 rpm: engine is not running Greater than 400 rpm for 15 seconds: engine is running Fault(s): A184
Park Brake Set (IM 2f) 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)
20
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
960E-1
40 Troubleshooting
Park Brake Request (IM 3V)
CEN40006-00
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 (IM 1H) 1: shutdown delay is on Steering Bleed Valve
960E-1
0: steering bleed valve is off 1: steering bleed valve is on
21
CEN40006-00
40 Troubleshooting
Related circuit diagram
TIMED ENGINE SHUTDOWN RELAY
SHUTDOWN DELAY RELAY
GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE RELEASED
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
PARK BRAKE SET
ENGINE RUN OIL PRESS. SWITCH
BRAKE LOCK POWER PARK BRAKE REQUEST
BRAKE LOCK SWITCH BRAKE LOCK SOLENOID
22
960E-1
40 Troubleshooting
CEN40006-00
NOTES
960E-1
23
CEN40006-00
40 Troubleshooting
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 won't 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, 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) 0: shifter is not park (IM 3T) 1: shifter is in park Fault(s): A303 Selector Switch (FNR) (IM 2N)
0: shifter is not in forward, neutral, or reverse 1: shifter is in forward, neutral, or reverse Fault(s): A303
Keyswitch (IM 3G)
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
24
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram DIRECT SELECTOR SWITCH KEY SWITCH
SELECTOR SWITCH PARK
SELECTOR SWITCH FNR
960E-1
25
CEN40006-00
40 Troubleshooting
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 (IM 3L)
0: no power available for brake lock switch 1: power is available for brake lock switch Fault(s): A270
Brake Lock (IM 2i)
0: brake lock not on 1: brake lock is on
Auto Brake Apply Sole- 0: normal operation with park brake either on or off. This valve operates only trannoid (IM 1R) siently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A359 Truck Speed [kph] (IM1gh)
26
Less than 0.5 kph: truck is not moving Greater than 0.5 kph: truck is moving Fault(s): A212
960E-1
40 Troubleshooting
CEN40006-00
Engine Speed [RPM]
0 rpm for 15 seconds with J1939 working: engine is not running Greater than 0 rpm or J1939 not working: engine is running Fault(s): A184
Park Brake Request (IM 3V)
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 (IM 3G)
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 zero. (IM 1H) 1: Turns on when Keyswitch, Direct is off, Cummins Shutdown Delay is on, Park brake is set, Selector Switch 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
960E-1
27
CEN40006-00
40 Troubleshooting
Related circuit diagram
TIMED ENGINE SHUTDOWN RELAY
SHUTDOWN DELAY RELAY BRAKE AUTO APPLY
GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN
ENGINE RUN OIL PRESS. SWITCH
KEY SWITCH
BRAKE LOCK POWER PARK BRAKE REQUEST
BRAKE LOCK SWITCH BRAKE LOCK SOLENOID
BRAKE LOCK SOLENOID
28
960E-1
40 Troubleshooting
CEN40006-00
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 (IM 2Y)
0: No hydraulic filter switches open 1: One or more hydraulic filter switches open Fault(s): A101
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Related circuit diagram HOIST FILTER HOIST FILTER STEERING FILTER #2 PRESS. SWITCH #1 PRESS. SWITCH 35 psi PRESS. SWITCH 35 psi 35 psi
PUMP FILTERS
960E-1
29
CEN40006-00
40 Troubleshooting
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 except by brake auto apply) 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 (IM 2f) 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 (IM 3C)
0: Service brake not applied 1: Service brake applied
Brake Pressure (IM3 bp)
Greater than 100 psi for 5 seconds: front brakes applied Less than 100 psi for 5 second; front brakes not applied Fault(s): 201, 205
Brake Lock (IM 2i)
0: brake lock not on 1: brake lock is on
30
960E-1
40 Troubleshooting
Auto Brake Apply Solenoid (IM 1R)
CEN40006-00
0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A359
Related circuit diagram ABA AUTO BRAKE APPLY SOLENOID BRAKE AUTO APPLY
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE SET
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
BRAKE LOCK SOLENOID BRAKE LOCK SOLENOID
SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi SERVICE BRAKE PRESSURE
BRAKE PRESSURE
960E-1
31
CEN40006-00
40 Troubleshooting
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 ↓: 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 (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A316
Starter Motor 2 Energized (IM 3S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A316
Crank Sense (IM 3U)
0: no cranking in process 1: cranking in process
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
32
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
STARTER #1
START MOTOR NO. 1
GROUND BUS BAR
STARTER FAILURE CIRCUIT
STARTER #2
START MOTOR NO. 2
STARTER FAILURE CIRCUIT
CRANK SENSE
ENGINE START RELAY
960E-1
33
CEN40006-00
40 Troubleshooting
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 10 seconds of no communication if control power has been on for 20 seconds and GE serial has been previously detected. Resets when 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 VHMS. 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
Keyswitch (IM 3G)
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
GE Batt+ Off (IM 3M)
0: power to GE control is off 1: power to GE control is on
34
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
GE MODULAR MINING SERIAL PORT
KEY SWITCH GE BATTERY
960E-1
35
CEN40006-00
40 Troubleshooting
Fault Code A277: Parking brake applied while loading Operator Action
Turn Off Parking Brake
Fault Code
A277
Description
Parking brake applied while loading.
Fault Conditions
Sets if parking brake is set and PLM3 reports a loading state. 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 loading state is cleared or parking 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, 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 PLM3 system. Parameter
Expected State and/or Related Fault(s)
Parking Brake Set (IM 2f)
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
Loading State (PLM3 CAN/RPC)
The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
36
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
PARK BRAKE SET
YELLOW GREEN
YELLOW
RPC CAN YELLOW
GREEN
RPC CAN YELLOW
YELLOW GREEN
RPC CAN YELLOW
RPC1T MODULAR MINING YELLOW GREEN
RPC CAN YELLOW
YELLOW
YELLOW
GREEN
GREEN
RPC CAN YELLOW
RPC - HIGH RPC - LOW
960E-1
37
CEN40006-00
40 Troubleshooting
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 payload meter 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, 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 PLM3 system. Parameter
Expected State and/or Related Fault(s)
Loading State (PLM3 CAN/RPC)
The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
Brake Pressure (IM3 bp)
Greater than 175 psi for 10 seconds: front brakes applied Less than 150 psi for 1 second; front brakes not applied Fault(s): 201, 205
38
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
RPC - HIGH RPC - LOW
SERVICE BRAKE PRESSURE
960E-1
BRAKE PRESSURE
39
CEN40006-00
40 Troubleshooting
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 bleeding 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: PWR↓: 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 Sw (IM 2S)
0: steering pressure normal 1: low steering pressure
Steering Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled. Fault(s): A280
Steering Bleed Valve (IM 1P)
0: steering bleed valve is off 1: steering bleed valve is on
Related circuit diagram
LOW STEERING PRESSURE
STEERING BLEED PRESSURE SWITCH
40
LOW STEERING PRESSURE SWITCH 2300 psi STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
960E-1
40 Troubleshooting
CEN40006-00
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 bled switch comes on with engine running and steering pressure normal. Resets if steering accumulator bled 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 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 Sw (IM 2S)
0: steering pressure normal 1: low steering pressure Fault(s): A279
Steering Accum Bled Pressure Sw (IM 2Z)
0: Accumulator is bled. 1: Accumulator is not completely bled.
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Related circuit diagram LOW STEERING PRESSURE
STEERING BLEED PRESSURE SWITCH
960E-1
LOW STEERING PRESSURE SWITCH 2300 psi STEERING ACCUMULATOR PRESSURE SWITCH 75 psi
41
CEN40006-00
40 Troubleshooting
Fault Code A281: Brake lock degrade switch is defective Operator Action
Go to Shop Now
Fault Code
A281
Description
Brake lock degrade switch is defective.
Fault Conditions
Sets if brake lock degrade 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 degrade 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 Degrade Sw (IM 2V)
0: brake lock degrade not on 1: brake lock degrade is on
Brake Lock (IM 2i)
0: brake lock not on 1: brake lock is on
Service Brake Pressure Switch (IM 3C)
0: Service brake not applied 1: Service brake applied
Brake Pressure (kPa) (IM 3bp)
Less than 1034 kPa (150 psi): front brake not applied Greater than 1034 kPa (150 psi): front brake applied Fault(s): A201, A205
42
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
BRAKE LOCK DEGRADE
BDS BRAKE LOCK DEGRADE PRESSURE SWITCH 1000 psi BRAKE LOCK SOLENOID
BRAKE LOCK SOLENOID
SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi SERVICE BRAKE PRESSURE
SERVICE BRAKE PRESSURE
960E-1
BRAKE PRESSURE
43
CEN40006-00
40 Troubleshooting
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 ↓: 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 (IM 3U)
0: no cranking in process 1: cranking in process
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Start Enable (IM 1B)
0: One of several interlocking situations exists 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, A350
Starter Motor 1 Energized (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A223, A275, A316
Starter Motor 2 Energized (IM 3S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A223, A275, A316
44
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
START ENABLE START CIRCUIT RELAY
START MOTOR NO. 1
STARTER #1
STARTER FAILURE CIRCUIT
STARTER #2
START MOTOR NO. 2
STARTER FAILURE CIRCUIT
CRANK SENSE
ENGINE START RELAY
960E-1
45
CEN40006-00
40 Troubleshooting
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 closure of the parking brake set pressure switch and 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)
Key switch, Direct (IM 2P)
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Engine Shutdown Delay (IM 3F)
0: no shutdown delay 1:Cummins shutdown delay signal is on Fault(s): A284
Parking Brake Set (IM 2f)
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
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
46
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram TIMED ENGINE DELAY SHUTDOWN
PARK BRAKE RELEASED KEY SWITCH DIRECT
PARK BRAKE SET
TIMED ENGINE DELAY SHUTDOWN
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
KEY SWITCH
960E-1
47
CEN40006-00
40 Troubleshooting
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 key switch 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 (IM 3E)
0: engine being shut down by secondary switch 1: engine not being shut down by secondary switch
Key switch, Direct (IM 2P)
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Engine Shutdown Delay (IM 3F)
0: no shutdown delay 1: Engine shutdown delay signal is on Fault(s): A283
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
48
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
SECONDARY ENGINE SHUTDOWN TIMED ENGINE DELAY SHUTDOWN
TIMED ENGINE DELAY SHUTDOWN
SECONDARY ENGINE SHUTDOWN SWITCH (SHOWN PULLED UP)
KEY SWITCH DIRECT KEY SWITCH
960E-1
49
CEN40006-00
40 Troubleshooting
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)
Key switch, Direct (IM 2P)
0: keyswitch is off 1: keyswitch is on Fault(s): A240
Parking Brake Set (IM 2f)
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
50
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
PARK BRAKE RELEASED KEY SWITCH DIRECT
PARK BRAKE SET
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
KEY SWITCH
960E-1
51
CEN40006-00
40 Troubleshooting
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. 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 (IM 1H) 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, Cummins Shutdown Delay is on, Park brake is set, Selector Switch 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 (IM 2P)
52
0: keyswitch is off 1: keyswitch is on Fault(s): A240
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
KEY SWITCH DIRECT KEY SWITCH
SHUTDOWN DELAY RELAY TIMED ENGINE SHUTDOWN RELAY
960E-1
53
CEN40006-00
40 Troubleshooting
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 (IM 1H) 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, Cummins Shutdown Delay is on, Park brake is set, Selector Switch 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 Key switch (IM 3G)
54
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
960E-1
40 Troubleshooting
CEN40006-00
Related circuit diagram
KEY SWITCH KEY SWITCH POWER RELAY
SHUTDOWN DELAY RELAY TIMED ENGINE SHUTDOWN RELAY
960E-1
55
CEN40006-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40006-00
56
960E-1
CEN40007-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Troubleshooting by fault code, Part 5 Fault Code A303: Shifter is defective.................................................................................................................... 4 Fault Code A304: Auto lube grease level fault...................................................................................................... 6 Fault Code A305: Auto lube circuit is defective .................................................................................................... 8 Fault Code A307: Both GE inverters are disabled .............................................................................................. 10 Fault Code A309: No brakes applied when expected ......................................................................................... 12 Fault Code A311: Brake lock switch is on when it should not be ........................................................................ 16 Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings........................................ 18 Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings ...................................... 19 Fault Code A314: DCDC converter 12 volt circuit is high ................................................................................... 20 Fault Code A315: DCDC converter 12 volt circuit is low..................................................................................... 22 Fault Code A316: Starter engagement has been attempted with engine running .............................................. 24 Fault Code A317: Operation of brake auto apply valve without a detected response ........................................ 26 Fault Code A318: Unexpected power loss to interface module .......................................................................... 28 Fault Code A328: Drive system not powered up ................................................................................................ 29 Fault Code A350: Overload on output 1B ........................................................................................................... 30 Fault Code A351: Overload on output 1E ........................................................................................................... 32
960E-1
1
CEN40007-00
40 Troubleshooting
Fault Code A352: Overload on output 1H ........................................................................................................... 34 Fault Code A353: Overload on output 1J............................................................................................................ 35 Fault Code A354: Overload on output 1K ........................................................................................................... 36 Fault Code A355: Overload on output 1L............................................................................................................ 38 Fault Code A356: Overload on output 1M........................................................................................................... 39 Fault Code A357: Overload on output 1N ........................................................................................................... 40 Fault Code A358: Overload on output 1P ........................................................................................................... 41 Fault Code A359: Overload on output 1R ........................................................................................................... 42 Fault Code A360: Overload on output 1S ........................................................................................................... 43 Fault Code A361: Overload on output 1T............................................................................................................ 44 Fault Code A362: Overload on output 1U ........................................................................................................... 46 Fault Code A363: Overload on output 1X ........................................................................................................... 48 Fault Code A364: Overload on output 1Y ........................................................................................................... 50 Fault Code A365: Overload on output 1Z ........................................................................................................... 51
2
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
3
CEN40007-00
40 Troubleshooting
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 or if Selector Switch (Forward) Request and Selector Switch (Reverse) Request (as reported by GE) 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↓ Display Fault Description: SHIFTER DEFECTIVE Display Fault Code: A303
Resulting Problem(s) Control of truck and park 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) 0: shifter is not park (IM 3T) 1: shifter is in park Fault(s): A271 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
Forward Request RS232 Input
0: Forward not requested 1: Forward is requested
Reverse Request RS232 Input
0: Reverse not requested 1: Reverse is requested
4
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram DIRECT SELECTOR SWITCH
FORWARD
SELECTOR SWITCH PARK SELECTOR SWITCH FNR
960E-1
REVERSE PARK BRAKE
NEUTRAL
SHOWN IN FORWARD POSITION
5
CEN40007-00
40 Troubleshooting
Fault Code A304: Auto lube grease level fault Operator Action
None
Fault Code
A304
Description
Auto Lube Grease Level Fault
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) Auto 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 (IM 3W)
0: Auto Lube Grease Level Low 1: Auto Lube Grease Level Not Low
Related circuit diagram
AUTO LUBE LEVEL
6
AUTO LUBE LOW LEVEL (OPTION)
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
7
CEN40007-00
40 Troubleshooting
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 the keyswitch 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 (IM 1T)
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 Sw (IM 3Y)
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 (IM 3X)
0: Auto lube solenoid is energized 1: Auto lube solenoid is not energized
Keyswitch (IM 3G)
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
8
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram KEY SWITCH AUTO LUBE SOL SENSE AUTO LUBE PRESSURE SWITCH
AUTO LUBE SOLENOID
SPARE
AUTO LUBE SOLENOID
960E-1
AUTO LUBE PRESSURE SWITCH 2000 psi
9
CEN40007-00
40 Troubleshooting
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 key switch 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: INV1 not disabled 1: INV1 disabled
GE INV2 Disabled RS232 Input
0: INV2 not disabled 1: INV2 disabled
Keyswitch (IM 3G)
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
Related circuit diagram
KEY SWITCH
10
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
11
CEN40007-00
40 Troubleshooting
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)
Park Brake Set (IM 2f) 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 (IM 3C)
0: Service brake not applied 1: Service brake applied Fault(s): A265, A274, A309, A317
Truck Speed [kph] (IM1gh)
0: truck is not moving Greater than 0: truck is moving Fault(s): A212
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
12
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram GE CONTROL
TRUCK SPEED IN TRUCK SPEED IN
PARK BRAKE RELEASED
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE SET
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi
SERVICE BRAKE PRESSURE
960E-1
13
CEN40007-00
40 Troubleshooting
Fault Code A310: Low fuel warning Operator Action
Refuel Soon
Fault Code
A310
Description
A310 is a low fuel warning driver that activates display elements in response to A139.
Fault Conditions
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 (IM 3g)
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 (IM 1A)
>18 Volt: Good Reading <18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Keyswitch (IM 3G)
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]
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
14
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
BATTERY POWER
FUEL LEVEL SENDER FUEL LEVEL SENSOR KEY SWITCH
960E-1
15
CEN40007-00
40 Troubleshooting
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 park brake is set and brake lock is on except not when applied brake auto apply 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 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)
Park Brake Set (IM 2f) 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
Brake Lock (IM 2i)
0: brake lock not on 1: brake lock is on Fault(s): A272
Auto Brake Apply Solenoid (IM 1R)
0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A359
16
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram ABA AUTO BRAKE APPLY SOLENOID BRAKE AUTO APPLY
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE RELEASED
PARK BRAKE SET
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
BRAKE LOCK SOLENOID BRAKE LOCK SOLENOID
960E-1
17
CEN40007-00
40 Troubleshooting
Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings Operator Action
None
Fault Code
A312
Description
The DCDC 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 DCDC 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)
DCDC Converter 12 Volt (IM 3h)
0.2 volts to 16.1 volts: Normal measurement range. <0.2 or >16.1: Bad sensing circuit or external connection. Fault(s): A315
Related circuit diagram
12V CONVERTER
24VDC TO 12VDC 60 AMP CONVERTER
18
960E-1
40 Troubleshooting
CEN40007-00
Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings Operator Action
None
Fault Code
A313
Description
The DCDC 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)
DCDC Converter 12 Volt (IM 3h)
0.2 volts to 16.1 volts: Normal measurement range. <0.2 or >16.1: Bad sensing circuit or external connection. Fault(s): A314
Related circuit diagram
12V CONVERTER
24VDC TO 12VDC 60 AMP CONVERTER
960E-1
19
CEN40007-00
40 Troubleshooting
Fault Code A314: DCDC converter 12 volt circuit is high Operator Action
None
Fault Code
A314
Description
The DCDC Converter 12 volt circuit is high.
Fault Conditions
Sets when the DCDC Converter output is >14.5 volts for 10 seconds. Resets at power down only.
Operator Alerting System Response
Repair Lamp Display Fault Description: DCDC 12V HIGH Display Fault Code: A314
Resulting Problem(s) DCDC Converter voltage is high, and the converter is probably defective. Correction is required for continued reliable performance of 12 volt equipment. 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 replace the DCDC Converter. 2. This fault's logic contains just one parameter, which may have 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)
DCDC Converter 12 Volt (IM 3h)
<14.5 volts: Normal measurement range. >14.5 volts: Voltage is high. Fault(s): A313
Related circuit diagram
12V CONVERTER
24VDC TO 12VDC 60 AMP CONVERTER
20
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
21
CEN40007-00
40 Troubleshooting
Fault Code A315: DCDC converter 12 volt circuit is low Operator Action
None
Fault Code
A315
Description
The DCDC Converter 12 volt circuit is low.
Fault Conditions
When engine is running, sets if voltage is below 12.5 volts when battery volts are above 22 or if battery volts are below 22; sets if more than 1.5 volts below 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 DCDC 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)
DCDC Converter 12 Volt (IM 3h)
<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 (IM 1A)
>22 volts: 12 volt circuit should have normal readings <22 volts: 12 volt circuit might have abnormal readings
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
22
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
BATTERY POWER
12V CONVERTER
24VDC TO 12VDC 60 AMP CONVERTER
960E-1
23
CEN40007-00
40 Troubleshooting
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 (IM 3R)
0: starter motor 1 not energized 1: starter motor 1 energized Fault(s): A152, A275
Starter Motor 2 Energized (IM 3S)
0: starter motor 2 not energized 1: starter motor 2 energized Fault(s): A152, A275
Engine Speed [RPM]
Less than 500 rpm: engine is not running Greater than 500 rpm: engine is running
Crank Sense (IM 3U)
0: no cranking in process 1: cranking in process
Steering Bleed Valve
0: steering bleed valve is off 1: steering bleed valve is on
24
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram STARTER #1
START MOTOR NO. 1
STARTER FAILURE CIRCUIT
STARTER #2
START MOTOR NO. 2
STARTER FAILURE CIRCUIT
CRANK SENSE
ENGINE START RELAY
960E-1
25
CEN40007-00
40 Troubleshooting
Fault Code A317: Operation of brake auto apply valve without a detected response Operator Action
Go to shop now
Fault Code
A317
Description
Operation of brake auto apply valve without a detected response.
Fault Conditions
Sets if operation of brake auto apply valve for 1 second does not cause the service brake pressure switch to operate or the front brake pressure to increase. 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 when park brake is released for 5 seconds.
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: A317
Resulting Problem(s) Failure of brake auto apply circuit could cause damage to parking brake. 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 Brake Apply Solenoid (IM 1R)
Status - Open Load: Unexpected if park brake request and keyswitch are on. But expected if park brake request is off or keyswitch is off. Troubleshoot if inconsistent. Status - Normal: Expected if park brake request and keyswitch are on. Troubleshoot if status is normal with park brake request off or keyswitch off. Status - Shorted to ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot. 0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A215
Service Brake Pressure Switch (IM 3C)
0: Service brake not applied 1: Service brake applied
26
960E-1
40 Troubleshooting
Park Brake Released (IM 2M)
CEN40007-00
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): A21
Park Brake Set (IM 2f) 0: parking brake pressure switch indicating low pressure and an applied parking brake 1: parking brake pressure switch indicating higher pressure and a released parking brake Fault(s): A213 Brake Pressure Sensor 2.4 mA to 20.1 mA: good readings (IM 3p) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit Fault(s): A205 Related circuit diagram ABA AUTO BRAKE APPLY SOLENOID BRAKE AUTO APPLY
PBRPS PARK BRAKE RELEASE PRESSURE SWITCH 1250 psi
PARK BRAKE RELEASED
PBAPS PARK BRAKE APPLY PRESSURE SWITCH 75 psi
PARK BRAKE SET SBPS SERVICE BRAKE PRESSURE SWITCH 75 psi SERVICE BRAKE PRESSURE
SERVICE BRAKE PRESSURE
960E-1
BRAKE PRESSURE
27
CEN40007-00
40 Troubleshooting
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. Parameter
Expected State and/or Related Fault(s)
Open file markers
Stored in IM FLASH
Battery Voltage, 24 Volt (IM 1A)
>22 volts: 12 volt circuit should have normal readings <22 volts: 12 volt circuit might have abnormal readings
Related circuit diagram
BATTERY POWER
28
960E-1
40 Troubleshooting
CEN40007-00
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 or 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. Parameter
Expected State and/or Related Fault(s)
Engine Speed [RPM]
Less than 300 RPM: engine is not running Greater than 300 RPM for 4 seconds: engine is running
Drive System Control Power (IM 3M)
0: Control power is off 1: Control power is on
Related circuit diagram
GE CONTROL
GE BATTERY
960E-1
29
CEN40007-00
40 Troubleshooting
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 (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
Related circuit diagram
START ENABLE START CIRCUIT RELAY
30
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
31
CEN40007-00
40 Troubleshooting
Fault Code A351: Overload on output 1E Operator Action
Go to shop now
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) Park Brake Solenoid Valve circuit is disabled (park brake won't 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 (IM 1E)
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
32
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
PBS PARK BRAKE SOLENOID PARK BRAKE SOLENOID
960E-1
33
CEN40007-00
40 Troubleshooting
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 (5 Minute Idle Latch or Shutdown Delay Relay) 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. (IM 1H) 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, Cummins Shutdown Delay is on, Park brake is set, Selector Switch 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 Related circuit diagram
SHUTDOWN DELAY RELAY TIMED ENGINE SHUTDOWN RELAY
34
960E-1
40 Troubleshooting
CEN40007-00
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: IM OUTPUT 1J FAULT 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)
Spare IM Output (IM 1J)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off 1: On
Related circuit diagram None.
960E-1
35
CEN40007-00
40 Troubleshooting
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 (IM 1K)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off. Display is permitted to go to sleep. 1: On. Display is awakened.
36
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
ELECTRONIC DASH (PC1927) AND (PC1929)
IM ON SIGNAL YELLOW GREEN
960E-1
37
CEN40007-00
40 Troubleshooting
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: (IM 1L)
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
Related circuit diagram
GE CONTROL
BRAKE COOL RPM ADVANCE 1
38
960E-1
40 Troubleshooting
CEN40007-00
Fault Code A356: Overload on output 1M Operator Action
Go to shop now
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 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 (IM 1M)
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): A251
Related circuit diagram
SONALERT
960E-1
SONALERT #2 (IM FAULTS)
39
CEN40007-00
40 Troubleshooting
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 (IM 1N)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off. 1: On.
Related circuit diagram None.
40
960E-1
40 Troubleshooting
CEN40007-00
Fault Code A358: Overload on output 1P Operator Action
Go to shop now
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, therefore 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 (IM 1P)
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
Related circuit diagram STEERING ACCUMULATOR BLEEDDOWN SOLENOID
960E-1
STEERING BLEEDDOWN SOLENOID
41
CEN40007-00
40 Troubleshooting
Fault Code A359: Overload on output 1R Operator Action
Go to shop now
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) A non-functional brake auto apply valve might cause damage to the parking brake. 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)
Auto Brake Apply Solenoid (IM 1R)
Status - Open Load: Unexpected if park brake request and keyswitch are on. But expected if park brake request is off or keyswitch is off. Troubleshoot if inconsistent. Status - Normal: Expected if park brake request and keyswitch are on. Troubleshoot if status is normal with park brake request off or keyswitch off. Status - Shorted to ground: Unexpected. Troubleshoot Status - Overload: Unexpected. Troubleshoot. 0: normal operation with park brake either on or off. This valve operates only transiently when the park brake is turned on. 1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph. Fault(s): A215, A317
Related circuit diagram ABA AUTO BRAKE APPLY SOLENOID BRAKE AUTO APPLY
42
960E-1
40 Troubleshooting
CEN40007-00
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 (IM 1S)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off 1: On
Related circuit diagram None.
960E-1
43
CEN40007-00
40 Troubleshooting
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 (IM 1T)
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 Sw (IM 3Y)
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 (IM 3X)
0: Auto lube solenoid is energized 1: Auto lube solenoid is not energized
44
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram AUTO LUBE SOL SENSE AUTO LUBE PRESSURE SWITCH
AUTO LUBE SOLENOID
SPARE
AUTO LUBE SOLENOID
960E-1
AUTO LUBE PRESSURE SWITCH 2000 psi
45
CEN40007-00
40 Troubleshooting
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 (IM 1U)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off 1: On
Related circuit diagram None.
46
960E-1
40 Troubleshooting
CEN40007-00
NOTES
960E-1
47
CEN40007-00
40 Troubleshooting
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, 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 2: (IM 1X)
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): A146
48
960E-1
40 Troubleshooting
CEN40007-00
Related circuit diagram
GE CONTROL
BRAKE COOL RPM ADVANCE 2
960E-1
49
CEN40007-00
40 Troubleshooting
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 (IM 1Y)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off. 1: On.
Related circuit diagram None.
50
960E-1
40 Troubleshooting
CEN40007-00
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 (IM 1Z)
Status - Open Load: Unexpected. Troubleshoot Status - Normal: Expected. No problem. Status - Shorted to Ground: Unexpected. Troubleshoot. Status - Overload: Unexpected. Troubleshoot. 0: Off. 1: On.
Related circuit diagram None.
960E-1
51
CEN40007-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40007-00
52
960E-1
CEN40008-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
40 Troubleshooting Cab air conditioning Preliminary checks................................................................................................................................................ 3 Diagnosis of gauge readings and system performance........................................................................................ 3 Troubleshooting by manifold gauge set readings ................................................................................................. 4
960E-1
1
CEN40008-00
40 Troubleshooting
NOTES
2
960E-1
40 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: Ensure that 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.
CEN40008-00
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 charts list 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.
• 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. • 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. • 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.
960E-1
3
CEN40008-00
40 Troubleshooting
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 - Low refrigerant charge, causing pressures to be slightly lower than normal.
Suggested Corrective Actions 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 - Pressure sensing switch may have compressor clutch disengaged. - Refrigerant excessively low; leak in system.
4
Suggested Corrective Actions 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.
960E-1
40 Troubleshooting
CEN40008-00
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 A/C 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.
960E-1
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.
5
CEN40008-00
40 Troubleshooting
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 - Leaks in system.
Suggested Corrective Actions 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 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.
Suggested Corrective Actions 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 0° C (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.
6
960E-1
40 Troubleshooting
CEN40008-00
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 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 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.
Possible Causes Kink in a line, collapsed hose liners, plugged receiver-drier or condenser, etc.
960E-1
Suggested Corrective Actions 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.
7
CEN40008-00
40 Troubleshooting
PROBLEM: Compressor Malfunction Indications: Low side pressure - HIGH High side pressure - LOW Compressor operates noisily. Possible Causes - Defective reed valves or other internal components.
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.
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
8
960E-1
40 Troubleshooting
CEN40008-00
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 - Lack of air flow through the condenser fins
960E-1
Suggested Corrective Actions 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.
9
CEN40008-00
40 Troubleshooting
960E-1 Dump truck Form No. CEN40008-00
10
960E-1
CEN50001-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly General information Special tool list ...................................................................................................................................................... 3
960E-1
1
CEN50001-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50001-00
Special tool list Part number
Description
Qty.
Use
EH8687
Roller assembly
2
EH8661
Roller mount
2
PC0706
Bearing assembly
2
TG9449
Bearing retaining ring
2
TG1608
Roller retaining ring
2
C1645
Capscrew - 3/4" - 10NC X 2 1/4"
6
C1542
Lockwasher - 3/4"
6
EH8686
Roller ring assembly
2
AK5298
Jack/maintenance stand - 200 ton
4
XA2307
Radiator tube removal tool
1
VJ6567
Radiator tube seal installation tool
1
EJ2847
Rear suspension pin removal tool
2
EJ2848
Cylinder for
1
EJ2849
Hand pump
1
EJ2850
Shackle sssembly
2
MM0093
Capscrew - M16 X 2.00 X 70
4
ED3347
Seal installation tool
1
BF4117
Seal installation tool
1
EK6089
Front brake tool group
1
EK6090
Rear brake tool group
1
EK5877
Alignment tool
1
SS1143
Hoist cylinder quill installation tool * (make locally)
1
SS1158
Plug installation tool
1
EH4638
Sleeve alignment tool
1
Steering linkage installation
PC1980
Offset box end wrench - 1-11/16"
1
Operator cab removal and installation
PC0370
Body retention sling
1
PC0367
Shackle assembly
2
AK5397
Electrical wheel motor jig
1
Wheel motor removal and installation
AK5299
Large tire handler
1
Tire removal and installation
AK5306
Variable work table
1
WA4826
Lifting eye bolts
960E-1
As required
Power module removal and installation
Radiator service
Rear suspension pin removal
Rear axle/hub adapter floating seal installation Brake assembly and installation Upper hoist pin installation Hoist cylinder quill installation
Body up retention
Various procedures
3
CEN50001-00
50 Disassembly and assembly
• SS1146 - Square Tube (3.00" x 3.00" x 0.25" wall x 15.50" long)
* SS1143 Tightening Tool can be made locally. Request the following drawings from your Area or Regional Service Manager:
• SS1147 - Tube, Brass (1.75"O.D. x 1.50" I.D.x 13.50" long)
SS1143 Tightening Tool - Assembly Drawing
• SS1148 - Square Cut (2.50" x 2.50" x 0.75" thick)
• SS1144 - Square Tube (3.50" x 3.50" x 0.19" wall x 2.0" long)
• SS1149 - Hex Drive (1.75" Hex stock x 2.50" long)
• SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
All materials are SAE 1020 steel except SS1147. The tools in the following table can be ordered from Kent-Moore: Part number Description Qty. J-24092
Puller legs
1
J-25030
Clutch hub holding tool
1
J-33884-4
Indicator switch tester
1
J-8092
Universal handle
1
J-8433
Pulley puller
1
J-9395
Puller pivot
1
J-9399
Clutch plate and hub assembly removal tool
1
J-9401
Thin wall socket
1
J-9403
Spanner wrench
1
J-9480-01
Drive plate installer
1
J-9480-02
Spacer
1
Puller and bearing installer
1
J-9481
4
Use
Air conditioning system service
960E-1
50 Disassembly and assembly
CEN50001-00
NOTES
960E-1
5
CEN50001-00
50 Disassembly and assembly
960E-1 Dump truck
Form No. CEN50001-00
6
960E-1
CEN50002-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Wheels, spindles and rear axle General information for tires and rims................................................................................................................... 3 Removal and installation of front wheel ................................................................................................................ 4 Removal and installation of rear wheel ................................................................................................................. 6 Removal and installation of tires ........................................................................................................................... 8 Removal and installation of front wheel hub and spindle .................................................................................... 10 Disassembly and assembly of front wheel hub and spindle ............................................................................... 14 Removal and installation of rear axle .................................................................................................................. 19 Removal and installation of anti-sway bar .......................................................................................................... 21 Removal and installation of pivot pin .................................................................................................................. 22 Pivot eye and bearing service............................................................................................................................. 23 Removal and installation of wheel motor ............................................................................................................ 25
960E-1
1
CEN50002-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50002-00
General information for tires and rims
When inflating tires always use a safety cage. Never inflate a tire until the lock ring is securely in place. Do not stand in front of or over the lock ring during inflation procedures. Never overinflate a tire. Refer to tire manufacturer’s recommendations. Before each work shift, the truck tires should be inspected and tire pressure should be checked with an accurate pressure gauge. Tire pressure will vary according to manufacturer and local working conditions. Consult the tire manufacturer for recommended tire pressure. Ensure that the valve caps are securely installed on the valve stems. Caps protect the valves from dirt buildup and damage. Do not bleed air from tires that are hot due to operation. Under such circumstances, it is normal for pressure to increase in the tire due to expansion. A bent or damaged rim which does not the bead properly may cause abnormal strain on the tire, resulting in tire damage. If a tire becomes deeply cut, it should be removed and repaired. Neglected cuts cause many tire problems. Water, sand, dirt and other foreign materials work into the tire through a cut, eventually causing tread or ply separation.
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. Always keep personnel away from a wheel and tire assembly when it is being removed or installed. The tire and rim weigh approximately 6,480 kg (14,285 lbs). Make sure that the tire handling equipment is capable of lifting and maneuvering the load. Due to the size and weight of the tire and rim assemblies, special handling equipment such as a modified fork lift called a “tire handler” is desirable (See Figure 50-1). Consult local tire vendors for sources of equipment designed especially to remove, repair, and install large off-highway truck tires.
Storage and handling 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 with oil, grease and 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 tires. If a stored truck cannot be blocked, inspect the tires and check the air pressure twice a month.
FIGURE 50-1. TYPICAL TIRE HANDLER
960E-1
3
CEN50002-00
50 Disassembly and assembly
Wheel stud maintenance
Removal and installation of front wheel
The wheel mounting hardware used on some trucks may no longer be able to maintain the specified clamping force (tightening torque). Inadequate clamping force may lead to broken studs, stripped threads, and/or failure of the stud knurl, which would allow the stud to rotate when the nut is loosened or tightened. Stud replacement is necessary based on the following guidelines:
Removal
• The maximum allowable number of missing or damaged studs in any one bolt circle is four. • The position of missing or damaged studs must not be in consecutive locations. • There must be a minimum of four properly functioning studs between each missing stud. Refer to Figure 50-2.
While replacing missing or damaged studs, inspect the condition of all other stud threads. If minor corrosion or dirt is found in the threads, wire brush the threads thoroughly. If damaged, knicked or highly corroded threads are found, the stud(s) must be replaced.
1. Park the truck on level ground and chock the rear wheels to prevent truck movement. 2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 3. Place a jack under the spindle or frame at the front cross tube. 4. Raise the front end of the truck until the tire clears the ground. Block up the truck securely under the frame. 5. Inspect the hydraulic brake lines for damage or leaking fittings. 6. Grip the tire and wheel assembly with a tire handler. Remove flanged nuts (11, Figure 50-3) that secure the wheel assembly. 7. Be careful not to damage the inflation hose during tire removal. Move the wheel assembly away from the wheel hub and into a clean work area.
Do not attempt to disassemble a wheel assembly until all air pressure is bled off. Always keep personnel away from a wheel assembly when it is being removed or installed.
FIGURE 50-2. MISSING/DAMAGED WHEEL STUD ALLOWANCE
4
960E-1
50 Disassembly and assembly
CEN50002-00
Installation 1. Remove all dirt and rust from mating parts before installing the wheel assembly. 2. Grip the wheel assembly with the tire handler and align the tire inflation hose and wheel hub (1, Figure 50-3). Position the rim onto the wheel hub studs.
a. Install six nuts at the 12 o'clock and six nuts at the 6 o'clock positions. Tighten each nut to 2 326 ± 136 Nm (1,715 ± 100 ft lb). b. Install three nuts directly below the 3 o'clock and three nuts directly above the 9 o'clock positions. Tighten the nuts to 2 326 ± 136 Nm (1,715 ± 100 ft lb). c. Install three nuts directly above the 3 o'clock and three nuts directly below the 9 o'clock positions. Tighten these nuts to 2 326 ± 136 Nm (1,715 ± 100 ft lb).
Grease containing molybdenum disulphide must never be used on wheel mounting hardware. Use of this type of grease on wheel mounting hardware may result in wheel mounting studs stretching beyond their elastic limit, making them susceptible to breakage. 3. Lubricate all stud threads and nut seating flanges with a lithium-based grease that does not contain molybdenum disulphide. Install and tighten the nuts in the following sequence:
d. Install the remaining nuts and torque in a clockwise direction to 2 326 ± 136 Nm (1,715 ± 100 ft lb). e. Retighten all nuts in a clockwise direction to 2 326 ± 136 Nm (1,715 ± 100 ft lb). 4. Remove the blocking and lower the jack. 5. Operate the truck for one load, then retighten the wheel nuts to the specified torque.
FIGURE 50-3. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector
960E-1
5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring
9. O-Ring 10. Clamp Bracket 11. Flanged Nut
5
CEN50002-00
Removal and installation of rear wheel Removal
50 Disassembly and assembly
8. If removal of the inner wheel is necessary, disconnect inner tire inflation extension (7) and remove it.
1. Park the truck on level ground and chock the rear wheels to prevent truck movement.
9. Position the tire handler to grip the inner wheel. Remove flanged nuts (6).
2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions.
10. Pull straight out to remove the tire from the wheel hub.
3. Place a jack under the rear suspension mounting plates (See Figure 50-4). If the wheel motor is to be removed from the truck for service, install approximately eight flanged nuts with appropriate spacers in place of the outer wheel adapter ring and nuts removed in Step 6. This will provide additional for the wheel motor transmission during removal and transportation.
FIGURE 50-4. REAR AXLE JACK LOCATION
4. Raise the rear axle housing until the tires clear the ground. Securely block up the rear axle housing near the wheel motor mounting flange. 5. If the rear inner tire is to be removed, remove the inner tire inflation hose at the clamp on the outer wheel and disconnect it from inner extension (7, Figure 50-6). 6. Grip outer wheel and tire with the tire handler (See Figure 50-5). Remove flanged nuts (10, Figure 50-6) from adapter ring (9) that secures the outer rim to the wheel motor hub.
FIGURE 50-5. REAR TIRE REMOVAL 1. Tire Handler 2. Outer Rear Tire
3. Inner Rear Tire
7. Pull straight out on the outer wheel assembly to remove it.
6
960E-1
50 Disassembly and assembly
CEN50002-00
Installation NOTE: Clean all mating surfaces and check stud threads before installing wheel assemblies. 1. If either wheel motor has been removed, bleed the brakes before installing the rear tires. Refer to Disassembly and assembly section Brake system. 2. Grip the inner wheel assembly with the tire handler and install it onto wheel hub (5, Figure 50-6). Carefully align tire inflation extension line (4) for mating with inner extension (7) at bracket (8).
Grease containing molybdenum disulphide must never be used on wheel mounting hardware. Use of this type of grease on wheel mounting hardware may result in wheel mounting studs stretching beyond their elastic limit, making them susceptible to breakage.
3. Lubricate all stud threads and nut seating flanges with a lithium based grease that does not contain molybdenum disulphide. Install and tighten the wheel nuts in the following sequence: a. Install six nuts at the 12 o'clock position and six nuts at the 6 o'clock position. Tighten each nut to 2326 ± 136 N•m (1715 ± 100 ft lbs). b. Install three nuts directly below the 3 o'clock position and three nuts directly above the 9 o'clock position. Tighten the nuts to 2326 ± 136 N•m (1715 ± 100 ft lbs). c. Install three nuts directly above the 3 o'clock position and three nuts directly below the 9 o'clock position. Tighten these nuts to 2326 ± 136 N•m (1715 ± 100 ft lbs). d. Install the remaining nuts and tighten them in a clockwise direction to 2326 ± 136 N•m (1715 ± 100 ft lbs). e. Retighten all nuts in a clockwise direction to 2326 ± 136 N•m (1715 ± 100 ft lbs).
FIGURE 50-6. REAR WHEEL ASSEMBLY 1. Wheel Motor Mounting Flange 2. Inner Wheel Rim 3. Disc Brake Assembly 4. Extension 5. Wheel Hub
960E-1
6. Flanged Nut 7. Inner Extension 8. Bracket 9. Adapter Ring 10. Flanged Nut
11. Flanged Nut 12. Wheel Motor Transmission 13. Extension 14. Bracket 15. Outer Wheel Rim
7
CEN50002-00
4. If removed, install adapter ring (9) onto the wheel hub/wheel motor. Lubricate the studs and nut flanges with lithium based grease that does not contain molybdenum disulphide.
50 Disassembly and assembly
Removal and installation of tires Removal
5. Use the procedure in Step 3 to install flanged nuts (10). 6. Grip the outer wheel assembly with the tire handler. Position it onto the wheel motor hub so the tire valve bracket is aligned with the inner wheel inflation line. NOTE: Position the outer dual wheel to align the tire valve bracket with the inner wheel inflation line. 7. Use the procedure in Step 3 to install flanged nuts (11) in the sequence described and tighten to the same torque value as the inner wheel. 8. Secure the inner and outer dual tire inflation lines to bracket (14) on the outer rim. 9. Remove the blocks from under the truck and lower the truck to the ground. Operate the truck for one load and retighten flanged nuts (11) and (10) to 2 326 ± 136 Nm (1,715 ± 100 ft lb). NOTE: During scheduled maintenance checks, inspect the inner wheel flanged nuts and the studs for breakage or missing nuts by inserting a mirror between the rear tires.
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 an explosion. When deflating tires, always use a safety cage.
1. Place the tire and wheel assembly in a safety cage. Discharge all air pressure from the tire. 2. Attach a hydraulic bead breaker to the rim by slipping the jaws of the frame assembly over the outer edge of side flange (7, Figure 50-7). Make sure that the jaws of the frame assembly are as near as possible to bead seat band (6). 3. Move the tire bead in far enough to place a wedge between the tire and the flange at the side of the tool. Follow the tool manufacturer’s instructions. 4. Repeat this procedure at locations approximately 90° from the first application. Continue this procedure until the tire bead is free from the rim. 5. After the bead is broken loose, insert the flat of a tire tool in the beading notch on lock ring (8). Pry the lock ring up and out of the groove on the rim. 6. Pry in on bead seat band (6) until O-ring (9) is exposed. Remove the O-ring. 7. Remove bead seat band (6) from rim (5), then remove side flange (7). 8. Reposition the wheel assembly and repeat the removal procedure on the opposite side of the tire.
8
960E-1
50 Disassembly and assembly
CEN50002-00
Installation 1. Before mounting the tire to the rim, remove all dirt and rust from the rim parts, particularly the O-ring groove and bead seats. Also, touch up all metal parts with anti-rust paint to prevent bare metal from being exposed. NOTE: Do not allow paint, rust or other contamination to cover the mating faces of lock ring (8, Figure 50-7) and rim (5).
Make 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 the tire inflation hose and hardware were removed, reinstall them in the rim. Position the hose assembly for proper routing.
3. Install the inner flange on the rim. Coat the beads of the tire with a tire mounting soap solution.
Prying against tire bead may cause damage to tire bead, resulting in air leaks. 4. Position the tire over the rim and work the tire on as far as possible without prying against the beads. 5. Install side flange (7, Figure 50-7), then install bead seat band (6). Push in on the bead seat band to expose the O-ring groove in the rim. 6. Lubricate new O-ring (9) with a tire mounting soap solution and install it in the groove of the rim. 7. Install lock ring (8) and tap it into place with a lead hammer. The lock ring lug must fit into the slot of the rim.
FIGURE 50-7. FRONT WHEEL HUB AND RIM ASSEMBLY 1. Wheel Hub 2. Stud 3. Tire Inflation Hose 4. Swivel Connector
960E-1
5. Rim 6. Bead Seat Band 7. Side Flange 8. Lock Ring
9. O-Ring 10. Clamp Bracket 11. Flanged Nut
9
CEN50002-00
50 Disassembly and assembly
Removal and installation of front wheel hub and spindle
When inflating tires, always use a safety cage. Never inflate a tire until the lock ring is securely in place. Do not stand in front of or over the lock ring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers recommendations. 8. Place the tire and wheel assembly in a safety cage. Remove the valve core from the valve stem and inflate the tire to seat the beads of the tire and the O-ring as specified by the tire manufacturer. 9. If the beads of the tire and O-ring do not seat within one minute, raise the tire slightly and tap bead seat band (6). This will help the air pressure to push the tire bead out into position.
The following instructions will cover the complete removal, installation, disassembly, assembly and bearing adjustment of the front wheel hub and spindle. If only brake service is to be performed, refer to Disassembly and assembly section Brake system.
Do not loosen or disconnect any hydraulic line or component until the engine is stopped, the key switch is OFF for 90 seconds, and the brake accumulators are depressurized.
10. As soon as the seating has been accomplished, install the valve core and inflate the tire to the recommended tire pressure.
FIGURE 50-8. FRONT WHEEL & SPINDLE REMOVAL 1. Spindle 2. Brake Oil Drain Plug 3. Disc Brake Housing
10
4. Brake Cooling Line 5. Speed Sensor Connector
960E-1
50 Disassembly and assembly
CEN50002-00
Removal 1. After the truck is properly shut down, depressurize the brake accumulators by using the bleed valves on the brake manifold. 2. Activate the battery disconnect switches. 3. Remove the front tire and rim assembly. Refer to "Removal and installation of front wheel". 4. If equipped, close the hydraulic pump shutoff valves at the hydraulic tank. 5. Disconnect speed sensor connectors (5, Figure 50-8). Tie the cables back away from the spindle to prevent damage during spindle removal. 6. Disconnect brake cooling lines (4) at the inlet and outlet ports on the brake housing. Plug the hoses and ports to help prevent contamination. 7. Disconnect the brake apply line. Cap the hoses and ports to prevent contamination. Remove drain plug (2) and drain the oil from the brake housing and hub bearings into a suitable container. 8. Remove the lubrication lines from the tie rod and steering cylinder. 9. Disconnect the steering cylinder and the tie rod from the spindle that is being removed. Refer to Disassembly and assembly section Steering system.
FIGURE 50-9. SPINDLE AND WHEEL HUB REMOVAL (TYPICAL)
The front wheel hub, spindle, and brake assembly weighs approximately 5 180 kg (11,420 lb). Ensure that the lifting device has sufficient capacity for lifting the load. 10. Position a fork lift under the wheel hub and spindle assembly as shown in Figure 50-9. Use blocking as necessary to keep the assembly level. 11. Remove capscrews and washers (1, Figure 5010) that secure retainer plate (2) to the spindle and suspension. To prevent thread damage, loosen the capscrews in a circular pattern in torque increments of 678 Nm (500 ft lb). Remove retainer plate (2).
FIGURE 50-10. WHEEL HUB AND SPINDLE REMOVAL 1. Capscrews and Washers 2. Retainer Plate
960E-1
3. Spindle 4. Steering Arm 5. Capscrews
11
CEN50002-00
50 Disassembly and assembly
NOTE: Spindle removal tool (2, Figure 50-11) may be fabricated locally to aid in spindle removal. Refer to Disassembly and assembly section General information for fabrication information. Use of this tool is described in the following steps. 10. Remove 16 of capscrews (5, Figure 50-10) as follows: a. Refer to Figure 50-11. Remove only the capscrews that are designated by an “X”. b. Remove the capscrews using a circular pattern in torque increments of 678 Nm (500 ft lb). Do not attempt to remove each capscrew in one sequence. 11. Run a tap (1 1/4” - 12 UNF) in the threads after the capscrews are removed. 12. Use several 1 1/4” - 12 UNF x 8.00" grade 8 capscrews (1, Figure 50-12) and hardened flat washers (2) to install spindle removal tool (3) on the bottom of the steering arm. Lubricant, such as chassis lube, is recommended for use on the washers and capscrew threads. NOTE: Multiple washers may be required for the pusher capscrews to be effective. One or two washers can be installed with the pusher tool in place to determine the washer height that is required to prevent the capscrews from bottoming out. The minimum recommended thread engagement is 41 mm (1.62 in.).
FIGURE 50-11. SPINDLE REMOVAL TOOL 1. Capscrew Insertion Holes (“X”)
2. Spindle Removal Tool
Heavy components 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. 13. Install the remaining capscrews in the holes marked “X” (See Figure 50-11). Progressively increase the torque in a circular pattern until the tapered piston breaks loose or 2 142 Nm (1,580 ft lb) of torque is reached. 14. If the specified torque is reached and the tapered parts have not separated, apply heat to the spindle at two places 180 degrees apart. Do not exceed 454 °C (850 °F), which is the saturated temperature of the spindle.
12
FIGURE 50-12. SPINDLE REMOVAL TOOL INSTALLATION 1. Capscrew (P/N KC7095) 2. Hardened Washer (P/ N WA0366)
3. Spindle Removal Tool 4. Steering Arm 5. Spindle 6. Suspension Piston
960E-1
50 Disassembly and assembly
15. Tighten the capscrews again to the maximum specified torque. Use a large hammer and heat as specified in the previous step to carefully tap the top surface of the spindle. NOTE: In extreme cases, it may be necessary to remove additional steering arm retaining capscrews and use additional pusher capscrews to apply more force. 16. 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. 17. Move the spindle and hub assembly to a clean work area for repair. Installation
CEN50002-00
6. If removed, install the steering arm. Tighten the capscrews to 2 705 ± 135 Nm (1,995 ± 100 ft lb). 7. Install the steering cylinder into the steering arm. Use the sleeve alignment tool included in the special tool group to position the spacers and bearing during pin insertion. Tighten the pin retaining nut to 1 017 ± 102 Nm (750 ± 75 ft lb). 8. Use the sleeve alignment tool to install the tie rod on the steering arm. Tighten the pin retaining nut to 1 017 ± 102 Nm (750 ± 75 ft lb). 9. Connect the lubrication lines. 10. Install the brake system cooling hoses using new O-rings in the flange fittings. Install the brake apply line. Make sure that brake oil drain plug (2, Figure 50-8) is installed. 11. Reconnect the speed sensor cables.
1. Clean the spindle bore and suspension rod taper so that they are free of rust, dirt, etc.
12. Install the wheel and tire. Refer to "Removal and installation of front wheel".
2. Lubricate the spindle bore and suspension rod taper with multi-purpose grease No. 2 with 5% Molybdenum Disulphide.
13. Make sure that the hydraulic pump shutoff valves are open.
Use of anti-seize compounds that contain copper are prohibited from use on spindle bores and rod tapers. These lubricants can cause severe damage. Only use multi-purpose grease No. 2 with 5% molybdenum disulphide. 3. Position the spindle and wheel hub assembly on a fork lift or similar lifting device as shown in Figure 50-9. 4. Raise the spindle and wheel hub assembly into position.
14. Start the engine. Move the hoist control lever to the FLOAT position to allow hydraulic oil to circulate through the brake cooling system and fill the front wheel hub and disc brake assembly with oil. 15. Bleed the air from the brake apply lines. Refer to Disassembly and assembly section Brake system for the procedure. 16. Shut off the engine. Check the hydraulic tank oil level and refill if necessary. 17. Inspect the brake assembly and all hose connections for leaks.
5. Secure the spindle to the suspension by using retainer plate (2, Figure 50-10) and capscrews and washers (1). Tighten the capscrews according to the following procedure: a. Tighten the capscrews uniformly to 678 Nm (500 ft lb). b. Continue to tighten the capscrews in increments of 339 Nm (250 ft lb) to obtain a final torque of 2 705 ± 135 Nm (1,995 ± 100 ft lb).
960E-1
13
CEN50002-00
Disassembly and assembly of front wheel hub and spindle Disassembly 1. Remove the wheel hub and spindle. Refer to "Removal and installation of front wheel hub and spindle". Remove any dirt and mud from the assembly. 2. To aid in the complete disassembly of the wheel hub and spindle assembly, use a fabricated spindle stand to the assembly in a vertical position (hub cover up). 3. Disconnect the speed sensor cables. Loosen the sensor clamping capscrews and remove speed sensors (16, Figure 50-13) from bracket (17). 4. Remove capscrews (3) and washers (4) that secure cover (5) to wheel hub (1). Remove the cover and discard O-ring seal (15). 5. Remove capscrews (11) and hardened flat washers (12). 6. Remove bearing retainer (13), O-ring (9), and shims (8). Discard the O-ring. 7. Attach a lifting device to the wheel hub/brake assembly and carefully lift it straight up and off the spindle. 8. Remove outer bearing cone (7) and retainer pin (20). 9. Rotate the hub vertically 180 degrees and place it on blocking to prevent damage to the wheel studs and machined surfaces. 10. Remove dowel pins (14) and (34) that hold seal carrier (37), sensor gear (35), and shims (36) in place on the wheel hub.
50 Disassembly and assembly
13. Remove and discard seal carrier O-ring (33). 14. Remove speed sensor gear (35) and shims (36). 15. Remove oil seal (19). 16. If the bearings require replacement, press bearing cups (6) and (29) from the wheel hub. 17. Remove capscrews (31) and hardened flat washers (32). Remove and discard O-ring (25). 18. Remove inner bearing cone (28) and retainer pin (21). 19. Remove bearing spacer (27).
Cleaning and inspection 1. Clean all metal parts in fresh cleaning solvent. 2. Remove and clean magnetic plug (10). 3. Inspect wheel hub studs (2). Replace any that are damaged or broken. NOTE: If new studs are being installed, coat the hole in the hub and the serrated portion of the stud with an anti-seize compound before installation. Do not coat the threads. 4. Inspect the tapped hole threads. Re-tap them if necessary. 5. Inspect the bearing seating surfaces in the wheel hub and on the spindle. Inspect the bearing spacer. Use a stone to carefully dress high spots that may interfere with reassembly. 6. Inspect all other machined surfaces for damage. 7. Always use new O-ring seals during assembly.
11. Remove capscrews (23) and hardened flat washers (24) that secure the brake assembly inner gear to the wheel hub. 12. Attach lifting eyes and an overhead hoist to the brake assembly. Carefully lift the brake assembly off the hub. NOTE: For brake assembly rebuild instructions, refer to disassembly and assembly section Brake system.
14
960E-1
50 Disassembly and assembly
CEN50002-00
FIGURE 50-13. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY 1. Wheel Hub 2. Stud 3. Capscrew 4. Washer 5. Cover 6. Outer Bearing Cup 7. Outer Bearing Cone 8. Shims 9. O-ring 10. Magnetic Plug 960E-1
11. Capscrew 12. Hardened Washer 13. Bearing Retainer 14. Dowel Pin 15. O-ring 16. Speed Sensor 17. Sensor Bracket 18. Disc Brake Assembly 19. Oil Seal 20. Bearing Retainer Pin
21. Bearing Retainer Pin 22. Drain Plug 23. Capscrew 24. Hardened Washer 25. O-ring 26. Spindle 27. Bearing Spacer 28. Inner Bearing Cone 29. Inner Bearing Cup 30. Seal Assembly
31. Capscrew 32. Hardened Washer 33. O-ring 34. Dowel Pin 35. Speed Sensor Gear 36. Shims 37. Seal Carrier 38. Plate
15
CEN50002-00
Assembly
All mating surfaces of the wheel and brake components must be clean and dry during assembly. No thread lubricant is permitted on these surfaces. 1. Position the spindle vertically (hub end up). 2. Check bearing cones (7) and (28, Figure 50-13) for a slip fit on spindle (26). 3. Check the threads in the bearing retainer holes in the end of the spindle to ensure that the capscrews will thread freely. If not, re-tap the threads. 4. Install bearing cups (6) and (29) in wheel hub (1) as follows: a. Preshrink the cups by packing them in dry ice or by placing them in a deep-freeze unit. NOTE: Do not cool below -65 °F (-54 °C). b. Install the cups in the wheel hub bores. c. After the cups have warmed to ambient temperature, press the cups tight against the hub shoulder as follows:
50 Disassembly and assembly
Wheel bearing adjustment 8. Install bearing retainer (13) onto the spindle without O-ring (9) and shims (8). The thickness of the retainer is etched on the surface of the retainer. This side should be facing outward. Use five equally-spaced capscrews in order to secure the retainer. Two capscrews must be positioned adjacent to the 12.7 mm (0.50 in.) diameter access holes in the retainer. 9. Seat the wheel bearings using the following procedure: a. Tighten the five capscrews to 95 Nm (70 ft lb). Rotate the wheel hub at least three full revolutions. b. Tighten the five capscrews to 190 Nm (140 ft lb). Rotate the wheel hub at least three full revolutions. c. Repeat Step maintained.
9b
until
the
torque
is
d. Loosen the five capscrews and rotate the hub at least three revolutions. e. Tighten the five capscrews to 54 Nm (40 ft lb). Rotate the wheel hub at least three full revolutions. f. Repeat Step maintained.
9e
until
the
torque
is
Outer cup (6) - Apply 20 860 kg (23 tons) force.
10. Use a depth micrometer to measure and record the distance between the face of bearing retainer (13) and spindle (26) through each of the two 13 mm (0.50 in.) diameter access holes.
5. Install spacer (27). If necessary, tap lightly to seat the spacer against the spindle. The spacer must fit tightly against the spindle shoulder.
11. Add the two dimensions measured in the Step 10. Divide the sum by 2 to obtain the average depth.
Inner cup (29) - Apply 22 680 kg (25 tons) force.
6. Install retainer pin (21) in the pin groove and install inner bearing cone (28) over the pin and against the spacer. The cone is a loose fit on the spindle. 7. Install wheel hub (1) onto spindle (26). Install outer pin (20) and outer bearing cone (7). NOTE: To ensure bearing lubrication during initial operation, lightly lubricate the bearings with clean hydraulic oil.
12. Subtract the retainer plate thickness, which is etched on the surface of bearing retainer (13), from the result calculated in Step 11. Then subtract an additional 0.23 mm (0.009 in.). 13. Assemble a shim pack that equals the dimension calculated in Step 12 within 0.03 mm (0.001 in.). NOTE: Measure the shims individually for accuracy. The above procedure results in a shim pack which will provide a nominal 0.56 mm (0.022 in.) preload for the bearings after assembly.
To facilitate the bearing adjustment procedure, do not install the brake assembly at this time.
16
960E-1
50 Disassembly and assembly
Example: Step 11 (average depth) Step 12 subtract etched dim. Step 12 subtract additional Step 13 Required shim pack
1.416 in. -1.375 in. -0.009 in. = 0.032 in.
CEN50002-00
17. Remove bearing retainer (13), outer cone (7), retainer pin (20), and wheel hub (1) from spindle (26) for installation of the brake assembly. 18. Install the necessary number of shims (36) that was determined in Step 16, seal carrier (37), and speed sensor gear (35) onto wheel hub (1) with dowel pins (14) and (34). 19. Lubricate and install O-ring (33). Ensure that the O-ring is not twisted.
After a shim pack has been determined, the shim pack, spindle, wheel hub, spacer, and bearings are now an interdependent group. If any of the parts are replaced, the shim pack is no longer valid and a new pack must be calculated. Seal assembly gap check and adjustment Before the assembly of the wheel and brake is complete, the gap between the seal seat and brake assembly back plate must be measured and adjusted if necessary. 14. Measure Dimension “A” (Figure 50-14) from the spindle flange to the seal seat of the hub. Record the results. 15. Measure Dimension “B” (Figure 50-14) from the spindle flange to the face of the seal cavity of the brake assembly back plate. Record the results.
FIGURE 50-14. MEASURING SEAL GAP
16. Subtract Dimension “B” from Dimension “A”. a. If the result is 63.9 mm (2.52 in.) or less, no shims are necessary. b. If the gap is more than 63.9 mm (2.52 in.) or up to 64.4 mm (2.54 in.), add one shim (36, Figure 50-13) at each location. c. If the gap is more than 64.4 mm (2.54 in.) or up to 64.9 mm (2.56 in.), add two shims (36) at each location. d. If the gap is more than 64.9 mm (2.56 in.) or up to 65.4 mm (2.58 in.), add three shims (36) at each location.
960E-1
17
CEN50002-00
Brake installation 20. Install seal assembly (30, Figure 50-13) into the seal cavities of the back plate and seal carrier (37). Install oil seal (19) in the back plate. Pack the area between the seal lips with grease. 21. Install lifting eyes on the brake assembly and attach it to an overhead hoist. Lower the brake assembly onto the hub. 22. Attach brake assembly (18) to wheel hub (1) with capscrews (23) and hardened washers (24). Tighten the capscrews to 2 705 ± 135 Nm (1,995 ± 100 ft lb). 23. Install plates (38) with flat washers and nuts at three equally-spaced locations around the wheel.
50 Disassembly and assembly
Speed sensor installation and adjustment 32. Install speed sensor (16, Figure 50-13) and bracket (17). Adjust the sensor as follows: a. Rotate the hub to position the center line of a gear tooth directly under the sensor tip. b. Turn in the sensor until the tip s the gear tooth. Then, back off 1/2 turn. c. Continue turning out the sensor until the flats of the sensor housing are perpendicular to the gear tooth motion (See Figure 50-15). d. Lock the sensor in place. Rotate the hub 180 degrees to that there is enough sensor clearance. There should be 1 - 2 mm (0.04 0.08 in.) of clearance.
NOTE: Do not remove the shipping bars until the inner gear ring of the brake assembly is attached to the hub. 24. Lubricate and install O-ring (25) onto spindle (26). Ensure that the O-ring is not twisted. 25. Install the wheel hub/brake assembly onto the spindle. Align the brake assembly with the spindle by installing three capscrews (31) with hardened washers (32) hand-tight only. 26. Install retainer pin (20) and bearing cone (7). 27. Remove plates (38), the nuts and flat washers. Remove the shipping bars from the brake assembly. 28. Install remaining capscrews (31) with hardened washers (32). Tighten all 54 capscrews to 2 705 ± 135 Nm (1,995 ± 100 ft lb).
FIGURE 50-15. SPEED SENSOR ADJUSTMENT
33. Install the speed sensor cables. 34. Install the spindle, hub and brake assembly on the suspension per instructions in Installation.
29. Lubricate and install O-ring (9) onto bearing retainer (13). Ensure that the O-ring is not twisted. 30. Install shim pack (8) that was determined in Step 13, bearing retainer (13), capscrews (11), and hardened washers (12). While rotating the hub, tighten the capscrews alternately in several successive increments to a final torque of 1 017 ± 102 Nm (750 ± 75 ft lb). 31. Lubricate and install new O-ring (15) on cover (5). Install the cover, capscrews (3), and washers (4). Tighten the capscrews to the standard torque.
18
960E-1
50 Disassembly and assembly
CEN50002-00
Removal and installation of rear axle Removal 1. Park the truck on firm, level ground and chock the rear wheels to prevent truck movement. 2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 3. Remove the dump body. Refer to Disassembly and assembly section Body and structures. 4. Block up the truck and remove the rear wheels. Refer to "Removal and installation of rear wheel". 5. Loosen the hose clamps and disconnect axle air blower hose (1, Figure 50-16) from wheel motor cooling air duct (2) at the front of the rear axle housing. 6. If equipped, close the pump shutoff valves at the hydraulic tank. 7. Remove the drain plugs at the bottom of the rear brake assemblies and drain the oil from the disc brakes.
FIGURE 50-16. REAR AXLE HOUSING
8. Disconnect and unclamp the hoses at hydraulic hose manifold (4) on the left side of the rear axle housing. Cap the fittings and plug the hoses to prevent contamination.
1. Axle Air Blower Hose 2. Wheel Motor Cooling Air Duct
9. Remove the wheel motor cable grips at power cable mount (3) on the right side of the rear axle housing. Slide the cable grips forward on the cables.
14. Disconnect and unclamp any electrical harnesses that are attached to the rear axle housing as necessary.
10. Disconnect the brake system cooling lines at each brake assembly back plate. Disconnect the brake apply lines. Cap and plug all openings. 10. Remove the clamps that secure the brake hoses to the spindles. NOTE: For access to components inside the rear axle housing, the rear hatch can be opened and the top cover can be removed.
3. Power Cable Mount 4. Hydraulic Hose Manifold
15. Remove all automatic lubrication system hoses and clamps that are attached to the rear axle housing. Secure the hoses to the frame to prevent interference during rear axle housing removal. 16. Remove the wheel motors. Refer to "Removal and installation of wheel motor". 17. Remove the rear suspensions. Disassembly and assembly Suspensions.
Refer to section
11. Disconnect and cap the parking brake supply lines to the parking brake on each wheel motor.
18. Remove the anti-sway bar. Refer to "Removal and installation of anti-sway bar".
12. Remove the wheel motor cooling air exhaust duct from between the wheel motors.
19. Remove the pivot pin. Refer to "Removal and installation of pivot pin".
13. Disconnect all wheel motor power cables and electrical harnesses at their terminals. Remove the cable clamps and pull the cables and harnesses from the rear axle housing.
20. Attach an overhead hoist or crane to the lifting eyes on the rear axle housing and move it away from the rear of the frame.
960E-1
19
CEN50002-00
Cleaning and inspection 1. Thoroughly clean the capscrew holes and wheel motor mounting faces. Re-tap the holes if the threads are damaged. 2. Check the wheel motor mounting faces for nicks, scratches and other damage. Inspect all welds and repair them as necessary.
50 Disassembly and assembly
Installation 1. Position the rear axle housing under the frame. 2. Align the pivot pin bores and install the pivot pin. Refer to Refer to "Removal and installation of pivot pin". 3. Install the anti-sway bar. Refer to "Removal and installation of anti-sway bar".
3. Inspect the pivot pin bearing. If it is worn or damaged, refer to "Pivot eye and bearing service".
4. Install the rear suspensions. Refer to Disassembly and assembly section Suspensions.
4. Inspect the brake system relay valve and hoses inside the rear axle housing for leaks. Repair leaks or damaged hoses as required.
5. Connect all automatic lubrication system hoses, electrical harnesses and clamps to the rear axle housing.
5. Inspect the hose connections at hydraulic hose manifold (4, Figure 50-16). Repair leaks or damaged hoses as required.
6. Route the wheel motor power cables and electrical harnesses through power cable mount (3, Figure 50-16) and into the rear axle housing. Clamp them in place. Install the cable grips at the power cable mount.
6. Inspect the wheel motor power cables, terminals, cable grips and clamps. Replace any cables or hardware that is worn or damaged.
7. Install the wheel motors, cables, brake lines and tires as described later in this section. 8. Connect the hoses to hydraulic hose manifold (4) on the left side of the rear axle housing.
All propulsion system power cables must be properly secured in their wood or other nonferrous cable cleats. If any clamps are cracked or broken, replace them with new parts. Inspect the cable insulation and replace the entire cable if the insulation is damaged.
20
9. Install the wheel motor cooling air exhaust duct between the wheel motors. 10. Reconnect axle air blower hose (1) to wheel motor cooling air duct (2) at the front of the rear axle housing. Tighten the hose clamps securely. 11. Open the pump shutoff valves. Service the hydraulic system.
960E-1
50 Disassembly and assembly
Removal and installation of anti-sway bar NOTE: The anti-sway bar mounting arrangement is identical at each end. Removal 1. Position the frame and the rear axle housing to allow use of a puller arrangement to remove pins (4, Figure 50-17). 2. Securely install blocking between the frame and the rear axle housing. 3. Disconnect the lubrication lines.
The anti-sway bar weighs approximately 147 kg (325 lb). Ensure that the lifting device has sufficient capacity for lifting the load. 4. Position a fork lift or attach an appropriate lifting device to anti-sway bar (1).
CEN50002-00
4. Raise the anti-sway bar into position. Push the pin through spherical bearing (8), insert the second bearing spacer, and continue pushing the pin into the other ear of the bracket. If necessary, realign the pin with the retainer capscrew hole. 5. Install capscrew (2) and locknut (3). 6. Repeat the previous steps to install the remaining pin and spacers at the opposite end of the bar. Start the pin into the bore from the rear of the frame mount. 7. Attach the lubrication lines. Pump grease into the bearing to that the line and the automatic lubrication system are operational. 8. Remove the blocking from between the frame and the rear axle housing. 9. If necessary, charge the suspensions. Refer to Testing and adjusting section Accumulators and suspensions for the proper charging procedure.
5. Remove capscrews (2) and locknuts (3) at each mount. 6. Attach a puller and remove pin (4) from each end of the anti-sway bar. 7. Remove the anti-sway bar from the mounting brackets. 8. Remove bearing spacers (6) and inspect for damage and wear. Replace if necessary. 9. If necessary, remove retainer rings (7) from the bores at both ends of the anti-sway bar and press out spherical bearings (8). 10. If the bearings are removed, inspect the bearing bores of the anti-sway bar. If the bores are damaged, repair or replace the anti-sway bar. Installation 1. If removed, press new bearings into the antisway bar and install retainer rings (7). Ensure that the retainer rings are properly seated in the grooves. 2. Install one bearing spacer (6). 3. Place pin (4) into position at the front of the frame mount. Push the pin through the spacer and rotate the pin to align the hole for capscrew (2) with the hole in the mounting structure.
960E-1
FIGURE 50-17. ANTI-SWAY BAR ASSEMBLY 1. Anti-Sway Bar 2. Capscrew 3. Lockwasher 4. Pin
5. Sleeve 6. Bearing Spacer 7. Retainer Ring 8. Spherical Bearing
21
CEN50002-00
50 Disassembly and assembly
Removal and installation of pivot pin
6. Tighten capscrews (2) to 237 Nm (175 ft lb). Tighten capscrews (1) to 2 325 Nm (1,715 ft lb).
Removal 1. Park the empty truck on a firm, level surface. Ensure that the body is resting on the frame. Block the front and rear of all tires. 2. Release all brakes. 3. Charge the rear suspensions with nitrogen until the pistons are fully extended. Refer to Testing and adjusting section Accumulators and suspensions for the proper charging procedure. 4. Place blocks or stands under each frame member beneath the hoist cylinders. 5. Release the suspensions.
nitrogen
from
the
front
6. Release the nitrogen from the rear suspensions. 7. Place a jack under pivot eye (5, Figure 50-18) to control the downward movement of the front of the axle housing.
7. Install the ground wire and the lubrication line. Pressurize the lube line to ensure that bearing (6) receives grease. 8. Charge the front suspension. Refer to Testing and adjusting section Accumulators and suspensions for the proper charging procedure. 9. Charge the rear suspensions with nitrogen until the pistons are fully extended. Refer to Testing and adjusting section Accumulators and suspensions for the proper charging procedure. 10. Release the nitrogen from the rear suspension then charge them again. 11. Move the directional control lever to PARK. 12. Remove the blocks from the wheels.
8. Disconnect the pivot eye bearing lube line. Remove the ground wire between the pivot eye and frame. 9. Remove three capscrews (2) and lockwashers. 10. Remove seven capscrews (1). Remove pin retainer (3). 11. Install a puller in tapped holes in the head of pivot pin (4). Pull out the pin. NOTE: Placement of a pry bar or jack between the mounting structure and pivot eye may be necessary to push the pivot eye downward and away from the mounting structure. Spacers (7) will fall free. Installation 1. Raise pivot eye (5) into position. 2. Ensure that the inner race of spherical bearing (6) is aligned with the pin bore. 3. Install spacers (7). Install pin (4). 4. Position pin retainer (3) by lining up capscrews (1) with the capscrew holes in the pin. Install capscrews (1). 5. Rotate the pin and pin retainer to align capscrews (2) with the holes in the frame mounting structure. Install capscrews (2) and the lockwashers.
22
FIGURE 50-18. PIVOT PIN ASSEMBLY 1. Capscrews (Pin) 2. Capscrews (Retainer) 3. Pin Retainer 4. Pivot Pin
5. Pivot Eye 6. Spherical Bearing 7. Spacers
960E-1
50 Disassembly and assembly
CEN50002-00
Pivot eye and bearing service Bearing removal 1. Remove 16 capscrews (5, Figure 50-19) and locknuts (6). 2. Remove bearing retainers (2). 3. Setup an appropriate tool to press spherical bearing (4) from pivot eye (1). 4. Inspect all parts for excessive wear and damage. Replace parts as required. Spherical bearing O.D.: 266.67 - 266.70 mm (10.4988 - 10.5000 in.) Spherical bearing I.D.: 177.77 - 177.80 mm (6.9990 - 7.0000 in.) NOTE: If bearing carrier (3) is damaged or worn, refer to "Pivot eye repair" for the repair procedure.
Bearing installation 1. Set up an appropriate tool to press spherical bearing (4) into pivot eye (1). Ensure that the bearing is centered and properly installed in the pivot eye to allow proper lubrication. 2. Install bearing retainers (2) using capscrews (5) and locknuts (6). Tighten the capscrews to the standard torque.
FIGURE 50-19. PIVOT EYE BEARING INSTALLATION 1. Pivot Eye 2. Bearing Retainer 3. Bearing Carrier
960E-1
4. Spherical Bearing 5. Capscrew 6. Locknut
23
CEN50002-00
50 Disassembly and assembly
5. Setup an appropriate tool to press the bearing carrier into the pivot eye bore.
Pivot eye repair
The pivot eye weighs approximately 385 kg (850 lb). Ensure that the lifting device has sufficient capacity for lifting the load.
NOTE: With parts of the correct size, the fit of the bearing carrier into the pivot eye bore may be 0.025 0.080 mm (0.001 - 0.003 in.) interference fit. Freezing the bearing carrier will ease installation.
1. Attach an appropriate lifting device to pivot eye (4, Figure 50-20). 2. Remove capscrews (2) and flat washers (3). Remove pivot eye (4) from rear axle housing (1).
The lubrication groove in the outer diameter of the bearing carrier must be aligned with the lubrication fitting hole in the pivot eye. 6. Press the bearing carrier into the bore. Ensure that the carrier is pressed fully into the pivot eye bore and flush with the sides to allow proper lubrication. 7. Install spherical bearing (4, Figure 50-19) into the pivot eye. Refer to "Bearing installation". 8. Ensure that the mating surfaces of rear axle housing (1, Figure 50-20) and pivot eye (4) are clean and not damaged.
FIGURE 50-20. PIVOT EYE ATTACHMENT 1. Rear Axle Housing 2. Capscrew
3. Flat Washer 4. Pivot Eye
9. Attach an appropriate lifting device to pivot eye (4). Lift the pivot eye into position on the front of the rear axle housing. Insert several capscrews (2) and flat washers (3) to align the parts. Remove the lifting device. 10. Install the remaining capscrews and flat washers. Tighten the capscrews alternately until the pivot eye is properly seated, then tighten the capscrews to 2 630 ± 263 Nm (1,940 ± 194 ft lb).
3. Setup an appropriate tool to press the bearing carrier out of the pivot eye bore. Bearing carrier I.D. (new): 266.660 ± 0.013 mm (10.4984 ± 0.0005 in.) Bearing carrier O.D. (new): 292.160 ± 0.013 mm (11.5023 ± 0.0005 in.)
4. Inspect the pivot eye bore for excessive wear and damage. Replace the pivot eye if necessary. Pivot eye bore (new): 292.023 ± 0.013 mm (11.4969 ± 0.0005 in.)
24
960E-1
50 Disassembly and assembly
CEN50002-00
Removal and installation of wheel motor
Removal
Preparation
NOTE: If suitable equipment is available to lift the wheel motor assembly from the axle housing, it is not necessary to remove the dump body. The equipment used must be capable of lifting and ing the weight of the complete wheel motor assembly. It must also be mobile and capable of aligning the wheel motor with the axle housing mounting flange during installation. If the wheel motor must be removed by use of a crane or overhead hoist, refer to Disassembly and assembly section Body and structures, for dump body removal instructions.
Read and observe the following instructions before attempting any repairs on propulsion system components.
•
Do not step on or use any power cable as a hand hold when the engine is running.
•
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 that 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 area of the wheel motors, and possibly the electrical cabinet and retarding grids. Refer to the shutdown procedure in Index and foreword section Operating instructions to ensure that the electrical system is properly discharged before repairs are started.
1. Block up the truck and remove the rear wheels. Refer to "Removal and installation of rear wheel". NOTE: Ensure that additional capscrews have been installed to provide for the wheel motor transmission housing while the rear tires are removed. 2. If equipped, close the pump shutoff valves at the hydraulic tank. 3. Remove the drain plugs at the bottom of the rear brake assemblies. Drain the oil from the disc brakes into a suitable container. 4. Disconnect the brake system cooling lines and apply lines at each brake assembly backplate. Cap and plug the hoses and ports. 5. Remove the clamps that secure the brake hoses to the spindles. NOTE: For access to components inside the rear axle housing, the rear hatch can be opened and the top cover can be removed. 6. Disconnect and cap the supply lines to the parking brake on each wheel motor. 7. Remove the wheel motor cooling air exhaust duct from between the wheel motors. 8. Disconnect all wheel motor power cables and electrical harnesses at their terminals. Remove the cable clamps and pull the cables and harnesses from the rear axle housing. 9. Tie up any cables and hoses as necessary to prevent damage during wheel motor removal.
960E-1
25
CEN50002-00
50 Disassembly and assembly
Cleaning and inspection
Each complete wheel motor assembly weighs approximately 18,500 kg (40,800 lbs). Ensure that the lifting device is capable of handling the load safely. 10. Attach lifting device to wheel motor assembly. Do not allow the lifting device to the brake housing. 11. Remove capscrews (1, Figure 50-21) and hardened washers (2) that secure the wheel motor to the rear axle housing.
1. Thoroughly clean the capscrew holes and mounting faces of the rear axle housing and the wheel motor. Re-tap the holes if the threads are damaged. 2. Check the wheel motor mounting faces for nicks, scratches and other damage. Inspect all welds and repair them as necessary. 3. Inspect the brake system relay valve and hoses inside the rear axle housing for leaks. Repair leaks or damaged hoses as required. 4. Inspect the wheel motor power cables, terminals, cable grips and clamps. Replace any cables or hardware that is worn or damaged.
12. Move the wheel motor assembly out of the axle housing. Be careful not to damage the brake hoses if they were not removed previously. 13. Refer to the appropriate GE service information for wheel motor repair instructions.
FIGURE 50-21. WHEEL MOTOR REMOVAL 1. Capscrews 2. Hardened Washers
26
All propulsion system power cables must be properly secured in their wood or other nonferrous cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace entire cable if insulation is damaged.
High tightening force is required on wheel motor mounting capscrews. Repeated tightening will cause capscrew material to fatigue and break. Do not reuse wheel motor mounting capscrews and washers more than twice after original installation. The mounting hardware must be replaced after the third use.
960E-1
50 Disassembly and assembly
The following method is suggested to control the "3 - Use" maximum:
CEN50002-00
Installation
1. Punch mark the capscrew heads with a center punch after each tightening as follows: • Initial Installation . . . . . . . . . . . . . . . . Zero marks • Second Installation . . . . . . . . . .One punch mark • Third Installation. . . . . . . . . . . . Two punch marks 2. Before installation, inspect each capscrew for any defects and check the number of punch marks. 3. Replace capscrews and washers if two punch marks are evident. Do not reuse the capscrews if any defect is suspected. Hardware showing signs of rust, corrosion, galling, or local yielding on any seat or thread surfaces should be replaced. Replace the mounting hardware if the truck was operated with the wheel motors in a loose t condition. Replace wheel motor mounting hardware with original Komatsu parts. NOTE: The hardened washers used in this application are punched during the manufacturing process. Therefore, they must be assembled with the punch lip away from head of the mounting capscrews to prevent damage to the fillet between capscrew head and shank. Refer to Figure 50-22.
The wheel motors must be properly aligned before installing them into the axle housing. The wheel motor has markings which help determine installation orientation. Two sets of dimples are located at the 3 o’clock and 9 o’clock positions. A centerline symbol marks the 12 o’clock position of the wheel motor. Refer to Figure 50-24. The axle housing also contains dimples at the 3 o’clock and 9 o’clock positions next to the wheel motor mounting rings. Refer to Figure 50-23. When installing the wheel motors, ensure the markings on both components line up. The top capscrew hole on the axle housing may also be determined by counting the holes in between the two sets of punch marks. The top hole on the axle housing should line up with the “CL” stamping on the wheel motor.
Punch Marks
FIGURE 50-22. MOUNTING HARDWARE 1. Washer 2. Capscrew
960E-1
FIGURE 50-23. AXLE HOUSING DIMPLE MARKINGS
27
CEN50002-00
50 Disassembly and assembly
FIGURE 50-24. WHEEL MOTOR DIMPLE MARKINGS
1. Install two guide pins 180 degrees apart in the rear axle housing.
Each complete wheel motor assembly weighs approximately 18,500 kg (40,800 lbs). Ensure that the lifting device is capable of handling the load safely. 2. Lift the wheel motor into position on the rear axle housing. Ensure that all cables and lines are clear before installation. If the brake system hoses have not been removed, guide the hoses through the spindle holes during installation. 3. Install lubricated capscrews (1, Figure 50-21) and flat washers (2) to secure the wheel motor to the rear axle housing. Snug all capscrews until the wheel motor is seated against the axle housing flange at all points. Tighten alternating capscrews 180 degrees apart to 2 007 Nm (1,480 ft lbs). 4. Connect all power cables and electrical harnesses to their appropriate locations on the wheel motor.
28
All propulsion system power cables must be properly secured in their wood or other nonferrous cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace the entire cable if insulation is damaged. 5. Connect the brake apply line to the port on the brake assembly back plate. 6. Install the brake cooling hoses with new Orings. 7. Use Uniseal 310S Sealant to seal the gap around the brake cooling hoses where cooling hoses through spindle holes. Install the clamps. NOTE: Uniseal 310S Sealant comes as a 2-inch wide x 1/8 inch thick x 120 inch long roll and can be ordered from: Uniseal 1800 W. Maryland Street Evansville, IN 47712
960E-1
50 Disassembly and assembly
CEN50002-00
NOTE: Brake system hoses must be sealed where they through axle spindle holes to prevent cooling air loss.
12. Check the hydraulic tank oil level before and after engine startup and the brake bleeding procedure. Service as necessary.
8. Attach the parking brake supply lines to the parking brake on each wheel motor.
13. Bleed any trapped air from the brake apply line. Refer to Testing and adjusting section Brake system.
9. Install the wheel motor cooling air exhaust duct between the wheel motors. 10. If equipped, fully open all shutoff valves in the pump suction lines. The valves are fully open when the valve handle is in line with the hose.
14. Remove the temporary capscrews that were previously installed in wheel motor transmission housing mounting flange. 15. Install the tires and rims. Refer to "Removal and installation of rear wheel". 16. Raise the truck and remove the stands. Lower the truck and remove the jack.
Serious pump damage will occur if any shutoff valve is not fully open when the engine is started. 11. Fill the hydraulic tank with clean type C-4 Check the wheel motor oil level. Rotate a magnetic plug to the 6 o’clock position and remove the plug. The oil level should be even with the bottom of the plug opening. Refer to Figure 5025. Fill the wheel motor as necessary.
FIGURE 50-25. WHEEL MOTOR OIL LEVEL
960E-1
29
CEN50002-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50002-00
30
960E-1
CEN50003-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Brake system Removal and installation of brake valve ............................................................................................................... 3 Disassembly and assembly of brake valve ........................................................................................................... 4 Removal and installation of dual relay valve ........................................................................................................11 Disassembly and assembly of dual relay valve .................................................................................................. 13 Removal and installation of brake manifold ........................................................................................................ 15 Disassembly and assembly of brake manifold.................................................................................................... 16 Removal and installation of brake accumulator .................................................................................................. 17 Disassembly and assembly of brake accumulator.............................................................................................. 18 Disassembly and assembly of wheel brake ........................................................................................................ 21 Removal and installation of parking brake .......................................................................................................... 33 Disassembly and assembly of parking brake...................................................................................................... 35
960E-1
1
CEN50003-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50003-00
Removal and installation of brake valve Removal NOTE: If the brake valve is to be removed from the truck, additional equipment will be required as outlined in the disassembly and assembly procedures. 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 depressurize the steering accumulators and the brake accumulators. 1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 2. Open bleed down valves (1, Figure 50-1) and (3) to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and apply the service brake pedal. The service brake light should not come on.
FIGURE 50-1. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
4. Close the bleed down valves by rotating them clockwise. 5. Remove the access at the front of the operator cab. 6. Tag and remove all hydraulic lines from the brake valve. Plug all lines and ports to prevent possible contamination. Remove all valve fittings except the fitting at port “PX”. 7. Disconnect the retarder pedal harness. 8. Remove capscrews (1, Figure 50-2) and lockwashers (2) that secure brake valve (3) to the mounting structure. 9. Slide the brake valve assembly downward and remove it from the cab. Move the brake valve assembly to a clean work area for disassembly.
FIGURE 50-2. BRAKE VALVE REMOVAL 1. Capscrews 2. Lockwashers
960E-1
3. Brake Valve Assembly
3
CEN50003-00
Installation 1. Place brake valve assembly (3, Figure 50-2) into position in the cab and secure it with capscrews (1) and lockwashers (2). Tighten the capscrews to the standard torque. 2. Remove the plugs from the brake valve assembly and hydraulic lines. Install all fittings and connect the lines securely to the brake valve assembly. 3. Connect the retarder pedal harness to the truck harness. 4. With the engine off and the key switch OFF, open both brake accumulator bleed down valves (1, Figure 50-1) and (3). Precharge both brake accumulators to 9650 kPa (1400 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. NOTE: For best performance, charge the accumulators in the temperature conditions that the vehicle is expected to operate in. During the precharge, allow the temperature of the nitrogen gas to come into equilibrium with the ambient temperature. 5. Close both accumulator bleed down valves after the accumulators have been properly charged. 6. Before checking the brake valve operation, the steering accumulators must have the proper nitrogen precharge. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 7. Start the engine. Partially apply the brakes and open the supply plug at each wheel to the bleed air from brake lines and brakes. Close the supply plug after the bubbles disappear. Refer to Tesing and adjusting section Brake system for additional information on bleeding the brakes. 8. Check for oil leaks at the brake valve.
50 Disassembly and assembly
Disassembly and assembly of brake valve Disassembly 1. If not already removed, remove electronic retarder pedal (16, Figure 50-3) from the brake pedal by removing pivot shaft (8). 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. 2. Match mark each section of the brake valve before disassembly. 3. Drain the oil from all ports of the brake valve by rotating the valve over a suitable container. 4. Secure the brake valve in an upright position in a vice. 5. Remove brake pedal actuator (17) by removing retainer clips (2), then removing pivot shaft (3) with a punch and hammer. 6. Remove four button head allen screws (3, Figure 50-4) that secure boot retainer plate (4). 7. Remove boot retainer plate (4), boot (2), and actuator cap (1) as an assembly by grasping the boot and gently lifting it from the valve body. 8. Remove capscrews (31, Figure 50-5) and plate (30). 9. Remove and discard O-ring (22) and face seals (23). 10. Loosen the locknuts on actuator plunger (2). Loosen the socket head capscrew from adjustment collars (1). 11. Unscrew and remove the adjustment collars. 12. Remove two socket head capscrews (5, Figure 50-4) that retain actuator base (6) to the valve body. 13. Remove the actuator base from the valve body. 14. Remove the controller from the vice.
4
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-3. BRAKE VALVE WITH RETARD PEDAL 1. Brake Valve 2. Retainer Clip 3. Pivot Shaft 4. Bushings 5. Shims 6. Retainer Clip 7. Nylon Bearing 8. Pivot Shaft
960E-1
9. Shim 10. Jam Nut 11. Capscrew 12. Pedal Structure 13. Pad 14. Nut 15. Capscrew 16. Electronic Retarder Pedal
17. Brake Pedal Actuator 18. Spring Pivot (Lower) 19. Spring 20. Spring Pivot (Top) 21. Set Screw 22. Jam Nut
5
CEN50003-00
50 Disassembly and assembly
18. Remove O-ring (25) from the counterbore in the base of the valve body. Discard the O-ring. 19. With the controller upright on the work bench, hold the valve with one hand and push "B1" actuator plunger (2) down with the other hand until regulator sleeve (14) becomes loose. 20. Repeat the Step 19 to loosen the "B2" regulator sleeve. 21. Turn the valve on its side on the work bench and remove both regulator sleeves (14) from the valve body. 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) and (6) are also different in the "B1" and "B2" bores. 22. Remove regulator spools (8), reaction plungers (16) and (17), and spool return springs (15) from regulator sleeves (14). FIGURE 50-4. ACTUATOR CAP & BOOT 1. Actuator Cap 2. Boot 3. Capscrew 4. Retainer Plate
5. Capscrew 6. Actuator Base 7. Threaded Insert
23. Remove plunger return springs (4), regulator springs (5) and (6), and spring seats (7) from the valve body. 24. Remove 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.
15. Remove four capscrews (29, Figure 50-5) and washers (28) from the base of the valve.
25. Remove Glyde ring assembly (3) from the actuator plunger.
16. Remove base plate (27).
26. Remove O-rings (10), (12), and (13), and teflon backup rings (9) and (11) from the regulator sleeves. Discard the O-rings and backup rings.
17. With the valve upright, retaining plug (26) should fall out. If the plug does not fall out, lightly tap the valve body to dislodge the plug. NOTE: Spools (8), reaction plungers (16) and (17), and spool return springs (15) may fall out at this time. Keep the parts separate so they can be installed in the same bores from which they were removed. "B1" reaction plunger (16) is larger than "B2" reaction plunger (17).
6
27. Remove wiper seals (18), poly-pak seals (20), and orange backup rings (19) from the actuator section of the valve. Discard the seals and backup rings.
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-5. BRAKE VALVE COMPONENTS 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
960E-1
9. Backup Ring 10. O-Ring 11. Backup 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. Backup Ring 20. Poly-Pak Seal 21. Valve Body 22. O-Ring 23. Face Seals 24. Set Screw Orifice Plug
25. O-Ring 26. Retaining Plug 27. Base Plate 28. Washer 29. Capscrew 30. Plate 31. Capscrew
7
CEN50003-00
Cleaning and inspection 1. Clean all metal parts with solvent and air dry. 2. Inspect plunger (2, Figure 50-5) 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. 3. Place regulator 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. 4. Inspect each spring carefully for cracks and 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 threaded inserts (7, Figure 50-4) in actuator base (6). 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 the components protected from contamination.
50 Disassembly and assembly
Assembly Actuator base threaded inserts 1. If any threaded inserts (7, Figure 50-4) were removed from actuator base (6), position the actuator base upside down on the work bench and it directly under each of the four 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. To avoid breaking the base, make sure that the base is ed. 3. Thoroughly clean the actuator base and set it aside. Boot and cap 4. Examine boot (2) for any cracks, tears, or other damage. If damage is evident, the boot must be replaced. 5. If damaged, remove the boot from actuator cap (1) and discard the old boot. Thoroughly clean the sides of the cap by using a knife or suitable scraper to scrape the lip where the cap s the boot. Clean the cap thoroughly to remove all adhesive or particles of the old boot. 6. 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. The rounded ends must not be sealed to allow the boot to “breathe”. 7. Carefully position the cap into the new boot groove. Wipe off any excess glue. 8. Position the boot so that it conforms to the contour of the cap, then set it aside. The adhesive requires about 30 minutes to cure.
8
960E-1
50 Disassembly and assembly
CEN50003-00
Regulator sleeve O-Ring installation
Valve body seal installation 9. Install poly-pak seal (3, Figure 50-6) 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. 10. Make sure that the internal O-ring is still seated inside the poly-pak seal and did not get dislodged during installation. Position the polypak seal to the bottom of the groove. 11. Install orange backup ring (4) on top of the polypak seal. Start it by hand and then continue to work into the groove either by hand or by using an O-ring installation tool. 12. Install wiper seal (5) in the top counterbore. Position the seal in the groove so that the lip is facing up toward the actuator. 13. Repeat Steps 9 - 12 for the second bore.
14. Install O-ring (2, Figure 50-7) onto the smallest groove (on the top) of 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. 15. Install split nylon backup ring (4) onto each side of O-ring (5) located in the middle of the regulator sleeve. 16. Install one split nylon backup ring behind O-ring (2) located at the top end of the sleeve. (This Oring is the smallest of the three O-rings.) Position the backup ring so that it is next to the top of the regulator sleeve. The top of the sleeve is the end with the smallest outside diameter. 17. Repeat Steps 14 - 16 for the second regulator sleeve.
FIGURE 50-7. SLEEVE SEAL PLACEMENT 1. Backup Ring 2. O-Ring 3. Regulator Sleeve
4. Backup Ring 5. O-Ring 6. O-Ring
FIGURE 50-6. VALVE BODY SEAL INSTALLATION 1. Actuator Plunger 2. Valve Body 3. Poly - Pak Seal
960E-1
4. Backup Ring 5. Wiper Seal 6. Actuator Base
9
CEN50003-00
50 Disassembly and assembly
Actuator plunger O-ring installation 18. Install an O-ring (3, Figure 50-5) into the O-ring groove located at the large diameter end of actuator plunger (2). 19. Install a split Glyde ring (3) over the O-ring. Twist and squeeze the split Glyde ring into a small circle before installing it to ensure a tight fit over the O-ring. 20. Repeat Steps 18 and 19 for the second plunger. Assembly of valve
23. Install the plunger return spring (4), regulator springs (5) and (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. 24. Lightly lubricate regulator spool (8). 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 outside diameter.
NOTE: Start with either side (circuit) of the valve and build that side complete through Step 24 before starting on the other side (circuit). Be careful to assemble components into the circuit from which they were removed.
25. Push the spool lightly through the sleeve. The spool must move freely and smoothly the entire length of the sleeve. If it cannot, the spool must be replaced. Never replace just the spool or sleeve. They must be replaced as a matched set.
21. Lightly lubricate actuator plunger Glyde ring (3, Figure 50-5). Install “B1” actuation plunger (2) into the “B1” circuit.
26. Remove the spool from sleeve before installing the sleeve into the valve body.
NOTE: 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. It may be necessary to work Glyde ring (3, Figure 508) past sharp edges (4) in valve body (2) to prevent damage to the seal. Ensure that the actuation plunger (1) is completely seated and bottomed. 22. Repeat Step 21 for the “B2” actuation plunger.
27. Lightly lubricate O-rings (10), (12) and (13) on the regulator sleeve. 28. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure that the spring seat is correctly seated in the regulator spring before installing the regulator sleeve assembly. Push the sleeve into the bore until the sleeve retaining flange at the base of the sleeve s the valve body. 29. Install spool return spring (15) into regulator spool (8). 30. Insert reaction plunger (16) or (17) into the regulator spool. 31. Install regulator spool (8) into regulator sleeve (14). 32. Repeat Steps 24 - 31 for the second circuit. 33. Lightly lubricate large retainer plate O-ring (25) and install it into the counterbore in the bottom end of the valve. 34. Install retainer plug (26) into the counterbore on the bottom of the valve. Make sure that the steps on the retainer plug are facing the counterbore or toward the top of the valve.
FIGURE 50-8. GLYDE RING INSTALLATION 1. Actuator Plunger 2. Valve Body
10
3. Glyde Ring 4. Sharp Edges
35. Install base plate (27) on top of the retainer plug. Tighten four allen screws (29) evenly, alternating diagonally, in order to evenly seat the regulator sleeve assembly. Then tighten the screws to a final torque of 16 - 17 Nm (140 - 150 in lb).
960E-1
50 Disassembly and assembly
36. Using a new O-ring (22) and seal (28), install plate (30) on valve body. 37. Install actuator base (6, Figure 50-4) on top of the valve. Position the actuator base properly for correct port direction. Install and tighten two socket head capscrews (5) to 20 - 21 Nm (180 190 in lb). 38. Screw adjustment collars (1, Figure 50-5) onto the top of actuator plungers (2). Screw them all the way down until they bottom on the threads. Brake pedal actuator to brake valve installation
CEN50003-00
Removal and installation of dual relay valve Removal
Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down the steering and brake accumulators.
39. Install jam nut (22, Figure 50-3) and set screw (21) into brake pedal actuator (17).
1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions.
40. Insert nylon bushings (4) into the brake pedal actuator.
2. Open bleed down valves (1, Figure 50-9) and (3) to depressurize the brake accumulators.
41. Install one retainer clip (2) to one end of pivot shaft (3).
3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and apply the service brake pedal. The service brake light should not come on.
42. Align pedal structure (12) with brake valve (1) and partially insert pivot shaft (3). Move the pedal structure to the “B2” side of the valve and insert shims (5) between the pedal structure and the brake valve ear to fill the gap. Fully insert the pivot shaft. Install the remaining retainer clip.
4. Close the bleed down valves by rotating them clockwise.
43. Assemble spring assembly (19) and install the complete assembly onto the brake pedal actuator as shown.
Install the spring assembly with the larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly. NOTE: When the pedal is adjusted properly, the spring assembly will not interfere with pedal travel. Retard pedal to brake pedal installation 44. Install nylon bearings (7) in retard pedal (16). 45. Install retard pedal (16) onto brake pedal actuator (17) with pivot shaft (8). Install two retainer clips (6). 46. With jam nut (10) loose, adjust capscrew (11) until the roller on the retard pedal just s the brake pedal actuator. Tighten jam nut (10).
FIGURE 50-9. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake) NOTE: Follow Steps 2 and 3 to remove the front brake circuit dual relay valve or Steps 4 through 7 to remove the rear brake circuit dual relay valve.
960E-1
11
CEN50003-00
50 Disassembly and assembly
Front brake circuit
Rear brake circuit
5. Tag and remove all hydraulic lines from dual relay valve (1, Figure 50-10). Plug all lines and ports to prevent possible contamination.
7. Open the access hatch on the rear axle housing. Remove the capscrews that secure the duct tube to the axle housing. Remove the tube.
6. Remove two capscrews and washers that secure the valve to the rear wall of the hydraulic brake cabinet. Remove the valve and move it to a clean work area for disassembly.
8. Remove the wheel motor cooling air exhaust duct from between the wheel motors. 9. Tag and remove all hydraulic lines from dual relay valve (1, Figure 50-11). Plug all lines and ports to prevent possible contamination. 10. Remove two capscrews and washers that secure the valve to the mounting bracket. Remove the valve and move it to a clean work area for disassembly.
FIGURE 50-11. DUAL RELAY VALVE REAR BRAKE CIRCUIT 1. Dual Relay Valve FIGURE 50-10. DUAL RELAY VALVE FRONT BRAKE CIRCUIT Installation 1. Dual Relay Valve
1. Install the dual relay valve in the hydraulic brake cabinet (front brake circuit) or rear axle housing (rear brake circuit). Install the two mounting capscrews and lockwashers to secure the valve. Tighten the capscrews to the standard torque. 2. Unplug all hoses and fittings and attach the hoses to the proper valve ports. 3. Start the engine and check for leaks and proper brake operation. Shut off the engine. 4. For the rear brake circuit dual relay valve, reinstall the wheel motor cooling air duct between the wheel motors. Reinstall the tube in the axle access opening and close the hatch.
12
960E-1
50 Disassembly and assembly
CEN50003-00
Disassembly and assembly of dual relay valve Disassembly
The parts installed in the valve body for the “B1” and “B2” bores are identical. However, the parts must not be interchanged between the two bores. 1. Thoroughly clean the valve to remove any dirt accumulation. Drain the oil from all valve ports by rotating the valve over a suitable container. 2. Use a felt tip pen to mark manifold body (1, Figure 50-12) and valve body (2) to ensure correct reassembly. NOTE: As the valve is disassembled, lay out the parts in the order of disassembly. Note the valve body bore from which the parts are removed. The parts must be reinstalled in the same bore from which they are removed. 3. Secure the valve in an upright position in a vice. 4. Remove two socket head capscrews (3) that hold manifold body (1) to valve body (2). Remove the manifold body and discard O-rings (18). 5. Remove plungers (16) and sleeves (17). 6. Remove the controller from the vice. 7. Remove four capscrews and washers (7) from the base of the valve. 8. Remove sleeve retainer (6). 10. With the valve upright, plug (5) should fall out. If not, tap the valve body lightly to dislodge it. 11. Remove spools (12), reaction plungers (8) and spool return springs (11). Keep the parts separate so they can be installed in the same spool from which they were removed. 12. Remove and discard packing (4) from the counterbore in the base of the valve body. 13. Turn the valve on its side on the work bench and remove sleeves (9) from the valve body. 14. Remove and discard seal (10), O-rings (22) and (24), and backup rings (21) and (23). 15. Remove spring seats (13) and (15) and regulator springs (14).
960E-1
FIGURE 50-12. DUAL RELAY VALVE 1. Manifold Body 2. Valve Body 3. Capscrew 4. Packing 5. Plug 6. Sleeve Retainer 7. Capscrews & Washers 8. Reaction Plunger 9. Sleeve 10. Seal 11. Spool Spring 12. Regulator Spool
13. Lower Spring Seat 14. Regulator Spring 15. Upper Spring Seat 16. Plunger 17. Sleeve 18. O-Ring 19. Plug 20. Backup Ring 21. O-Ring 22. Backup Ring 23. O-Ring
13
CEN50003-00
Cleaning and inspection 1. Clean all metal parts with solvent and air dry. 2. Apply a light film of type C-4 hydraulic oil to plungers (16, Figure 50-12) and insert them into sleeves (17). The sleeves must slide smoothly and freely in the sleeve bores. If the parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and plunger. 3. Apply a light film of oil to regulator spools (12) and slide them into sleeves (9). The spools must slide smoothly and freely in the sleeve bores. If the parts do not slide smoothly or excessive wear is apparent, replace both the sleeve and spool. 4. Inspect each spring carefully for cracks and breaks. Any spring with a crack or break must be replaced. If the valve was not reaching the proper regulated pressure, replace the regulator springs. 5. Lubricate all parts with a thin coat of clean type C-4 hydraulic oil. Take care to keep the components protected from contamination.
Assembly 1. Install sleeves (17, Figure 50-12) in the bores in the top of valve body (2). 2. Install plungers (16) in the sleeves as shown in Figure 3-10. 3. Apply a film of oil to O-rings (18) and position them in the grooves on top of the valve body. 4. Position manifold body (1) on valve body (2) by aligning the marks that were made during disassembly. 5. Secure the manifold to the valve body with two socket head capscrews (20). Tighten the capscrews finger-tight only. 6. Preassemble upper spring seat (15), spring (14) and lower spring seat (13). Insert this assembly into the bore from the bottom of the valve. Make sure that the upper spring seat is positioned against plunger (16). Repeat for the other bore.
14
50 Disassembly and assembly
7. Install sleeve packing seal (10). Refer to Details “A” and “B” in Figure 50-12 and install O-rings (22) and (24) and backup rings (21) and (23) in the grooves of sleeve (9). 8. Apply a light film of oil to the sleeve seals. Carefully push sleeves (9) into their respective bores in the valve body until the flange at the base of each sleeve s the valve body. 9. Preassemble regulator spool (12) as follows: a. Insert spool springs (11) into the spool bore. b. Insert reaction plungers (8) into the spool bores and springs. 10. Install the regulator spool assemblies into their respective sleeve bores. The spherical end must be inserted toward the spring seat. Push them into the bore until is made with the lower spring seat. 11. Install sleeve retainer plug packing (4) in the valve body. 12. that spring seats (13) and (15) are positioned properly in regulator springs (14) and that reaction plunger (8) slides smoothly in its bore. Install retaining plug (5) in the valve body counterbore. 13. Position sleeve retainer (6) on the valve body. Install four capscrews and washers (7). Tighten the capscrews evenly to properly seat plug (5) in the counterbore. Then tighten the capscrews to a final torque of 16 - 17 Nm (140 - 150 in lb). 14. Tighten two capscrews (3) that hold manifold body (1) to valve body (2) to 20 - 21 Nm (180 190 in lb). 15. Install plugs (19) in the manifold body ports. Tighten the larger plugs to 31 - 34 Nm (275 300 in lb). Tighten the smaller plugs (installed in the “TC1” and “TC2” ports) to 10 - 11 Nm (90 100 in lb).
960E-1
50 Disassembly and assembly
CEN50003-00
Removal and installation of brake manifold Removal NOTE: If the brake manifold is leaking oil, an O-ring or cartridge can be replaced without removing the manifold from the truck. Refer to "Disassembly and assembly of brake manifold".
Before disconnecting pressure lines, replacing components in the hydraulic circuits, or installing test gauges, always bleed down the steering and brake accumulators. 1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 2. Open bleed down valves (1, Figure 50-13) and (2) to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and applying the service brake pedal. The service brake light should not come on. 4. Close the bleed down valves by rotating them clockwise. NOTE: If the manifold must be removed from the truck, disconnect only the hydraulic lines and wires that are necessary to allow removal. 5. Disconnect and plug all necessary lines and ports to prevent possible contamination. 6. Remove the mounting hardware and move the brake manifold to a clean work area for disassembly.
FIGURE 50-13. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Accumulator Bleed Down Valve (Front Brake) 3. Check Valve 4. Pressure Reducing Valve 5. Auto Apply Sequence Valve 6. Check Valve 7. Load Shuttle Cartridge 8. Hot Oil Cartridge 9. Check Valve 10. Brake Lock Solenoid Valve 11. Parking Brake Solenoid Valve 12. Auto Apply Solenoid Valve
Installation 1. Place the brake manifold into position in the hydraulic brake cabinet. Install and tighten the mounting hardware to the standard torque. 2. Remove all plugs and connect all lines and electrical connections to the proper locations. 3. Start the engine. Check for leaks and for proper operation. 4. Shut off the engine and make sure that the hydraulic tank is filled to the proper level.
960E-1
15
CEN50003-00
Disassembly and assembly of brake manifold Disassembly 1. Mark all plugs, valves and cartridges before removal to ensure proper assembly. 2. Remove the plugs, valves and cartridges as needed. NOTE: Check valve (3, Figure 50-12) and reducing valve (4) both have an orifice disc located below them. The two orifices are different sizes. Therefore, it is very important to properly match each orifice with the correct installation location.
50 Disassembly and assembly
5. Before installing check valves (3), (6), and (9), or reducing valve (4), refer to Figure 50-14 for proper orifice disc installation. The orifice discs must be installed in the direction shown for proper operation. • Check valve orifice - 1.58 mm (0.062 in.) • Reducing valve orifice - 2.54 mm (0.100 in.) 6. Install all remaining cartridges in the bores from which they were removed (See Figure 50-13). Tighten each cartridge to 34 - 36 Nm (25 - 27 ft lb).
3. Clean all parts with an approved cleaning solution. 4. Blow all parts dry with pressure air and protect them from dust and any foreign matter until installation. 5. Replace all O-rings and any other items that are 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. NOTE: Do not overtighten any cartridges and valves. Damage to the cartridge may occur. 3. Install auto apply solenoid valve (12, Figure 5013). Tighten the cartridge to 25 - 27 Nm (18 - 20 ft lb). Tighten the solenoid nut to 5 - 7 Nm (4 - 5 ft lb). 4. Install brake lock solenoid valve (10) and parking brake solenoid valve (11). Tighten the cartridges to 34 - 36 Nm (25 - 27 ft lb). Tighten the solenoid nut to 7 - 9 Nm (5 - 7 ft lb).
16
FIGURE 50-14. ORIFICE INSTALLATION 1. Cartridge 2. Brake Manifold
3. Cavity 4. Orifice Disc
960E-1
50 Disassembly and assembly
CEN50003-00
Removal and installation of brake accumulator Removal 1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 2. Open bleed down valves (1, Figure 50-13) and (2) to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and apply the service brake pedal. The service brake light should not come on. 4. Close the bleed down valves by rotating them clockwise. 5. Remove protective cover (3, Figure 50-15) from the charging valve guard on top of the accumulator. 6. Install a charging valve kit onto the accumulator charging valve. Use the charging kit to release nitrogen from the accumulator that is to be removed. Refer to Disassembly and assembly section General information for more information. 7. Disconnect oil line (6) from the bottom hydraulic port. Cap the port and hose fitting to prevent contamination. 8. Attach a lifting device to accumulator.
FIGURE 50-15. BRAKE SYSTEM ACCUMULATORS 1. Rear Brake Circuit Accumulator 2. Front Brake Circuit Accumulator 3. Protective Cover
4. Charging Valve 5. Mounting Clamps 6. Oil Lines 7. Mounting Bracket 8. R.H. Frame Rail
Installation Each accumulator weighs approximately 100 kg (220 lb). Ensure that the lifting device has adequate capacity for handling the load. 9. Remove accumulator mounting clamps (5) and lift the accumulator off the mounting pad. Move the accumulator to a clean work area.
1. Position the accumulator on mounting bracket (7, Figure 50-15) with warning label visible. 2. Install mounting clamps and hardware. Tighten capscrews to standard torque. 3. Install oil line (6) at bottom (hydraulic) port. 4. Precharge the accumulator to 690 - 827 kPa (100 - 120 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 5. Install protective cover (3) over charging valve on top of accumulator.
960E-1
17
CEN50003-00
50 Disassembly and assembly
Disassembly and assembly of brake accumulator Disassembly 1. Secure accumulator shell (10, Figure 50-17) with a chain wrench or similar device to prevent rotation during disassembly. 2. Remove cap (14). that the nitrogen has been released and remove charging valve (11). Remove bleed plug (2) from hydraulic port assembly (1). 3. Use a spanner wrench to remove locking ring (3) from the hydraulic port assembly. Use an adjustable wrench on the flats of the hydraulic port assembly to prevent the port assembly from rotating. 4. Remove spacer (4) as shown in Figure 50-16. Then push the hydraulic port assembly into the shell.
FIGURE 50-16. SPACER REMOVAL
5. Insert a hand into the accumulator shell and remove O-ring backup (5), O-ring (6) and metal backup washer (7). 6. Separate anti-extrusion ring (8) from the hydraulic port. FIGURE 50-17. ACCUMULATOR ASSEMBLY 1. Hydraulic Port Assembly 2. Bleed Plug 3. Locking Ring 4. Spacer 5. O-Ring Backup 6. O-Ring 7. Metal Backup Washer
18
8. Anti-Extrusion Ring 9. Bladder Assembly 10. Shell 11. Charging Valve 12. O-Ring 13. Locknut 14. Protective Cap 15. Port Protector*
960E-1
50 Disassembly and assembly
7. Fold the anti-extrusion ring and remove it from the shell as shown in Figure 50-18.
CEN50003-00
11. Fold the bladder and pull it out of the bottom of the accumulator shell using a twisting motion as shown in Figure 50-20. A cloth may keep your hand from slipping due to the oil film on the bladder.
FIGURE 50-18. ANTI-EXTRUSION RING
8. Remove the hydraulic port from the shell as shown in Figure 50-19.
FIGURE 50-20. BLADDER REMOVAL
Cleaning and inspection 1. All metal parts should be cleaned with a cleaning agent. 2. Seals and soft parts should be wiped clean. 3. Inspect the hydraulic port assembly for damage. Check the poppet plunger to see that it spins freely and functions properly. 4. Check the anti-extrusion ring and soft seals for damage and wear. Replace all worn or damaged seals with original equipment seals.
FIGURE 50-19. HYDRAULIC PORT REMOVAL
9. At the opposite end of the accumulator assembly, remove locknut (13, Figure 50-17) from the bladder valve stem.
5. After the shell has been cleaned with a cleansing agent, check the inside and outside of the shell. Pay special attention to the area where the gas valve and hydraulic assembly through the shell. Any nicks or damage in this area could destroy the accumulator bladder or damage new seals. If this area is pitted, consult your Komatsu service manager.
10. Reach inside the shell at the hydraulic port end and compress the bladder to expel as much air as possible.
960E-1
19
CEN50003-00
Assembly 1. After shell (10, Figure 50-17) has been cleaned and inspected, secure it in place to prevent rotation during assembly.
50 Disassembly and assembly
14. Install O-ring (6) over the poppet assembly. Push it into the shell fluid port until it has bottomed out against washer (7). Do not twist the O-ring.
2. Apply 2 liters (64 oz.) of clean type C-4 hydraulic oil inside the shell to lubricate and provide a cushion for the bladder.
15. Install O-ring backup (5) over the poppet assembly. Push it until it bottoms against O-ring (6).
3. With all gas completely exhausted from bladder (9), collapse the bladder and roll it longitudinally into a compact roll. To keep the bladder rolled up, insert the gas valve core to prevent air from entering the bladder.
16. Insert spacer (4) with the smaller diameter of the shoulder facing the shell.
4. Insert the bladder pull rod through the valve stem opening and through the shell hydraulic port. Attach the bladder pull rod to the bladder valve stem. 5. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. A slight twisting of the bladder will ease installation. 6. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install the name plate (if used) over the valve stem and install locknut (13) by hand. 7. Once locknut (13) is in place, remove the bladder pull rod. Tighten the nut to 76 Nm (56 ft lb). 8. Grasp hydraulic port assembly (1) at the threaded end and insert the poppet end into the shell. Lay the assembly inside the shell. 9. Fold anti-extrusion ring (8) to enable insertion through the shell opening, then insert the ring into the shell. Once the anti-extrusion ring has cleared the shell opening, place the ring on the poppet assembly with the steel collar facing toward the shell hydraulic oil port.
17. Install locking ring (3) on the poppet assembly and tighten it. This will squeeze the O-ring into position. Use a wrench on the flats of the port assembly to prevent it from rotating. Tighten the nut to a final torque of 373 Nm (275 ft lb). 18. Release all of the nitrogen from the bladder. 19. Install bleed plug (2) and tighten it to 14 Nm (10 ft lb). 20. Pour approximately 4 liters (1 gallon) of clean Type C-4 hydraulic oil into the accumulator through the hydraulic port. NOTE: The hydraulic oil added in Step 20 will act as a cushion when the accumulator is installed on the truck and precharged with nitrogen. 21. Precharge the accumulator to 690 - 827 kPa (100 - 120 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 22. After precharging, install a plastic cover over the hydraulic port to prevent contamination. Do not use a screw-in type plug. 23. Tighten cap (14) to 19 Nm (14 ft lb).
10. Pull the threaded end of the hydraulic port assembly through the shell until it seats solidly into position in the shell fluid port opening. 11. With the hydraulic port assembly firmly in place, install the charging valve into the bladder stem. 12. Slowly pressurize the bladder with dry nitrogen. Use a sufficient pressure of 275 - 345 kPa (40 50 psi) to hold the poppet assembly in place. 13. Install metal backup washer (7) over the poppet assembly. Push the washer into the shell fluid port until it has bottomed out on anti-extrusion ring (8).
20
960E-1
50 Disassembly and assembly
CEN50003-00
Disassembly and assembly of wheel brake Disassemble and reassemble the brake assembly on a clean, dry work surface. The surface should be wooden or, if it is metal, covered with padding to prevent damage to machined surfaces. Match mark individual parts for correct orientation before disassembly.
The front brake assembly weighs approximately 1 460 kg (3,210 lb) The rear brake assembly weighs approximately 1 820 kg (4,000 lb). Ensure that the lifting devices have adequate capacites for handling the load.
FIGURE 50-21. WET DISC BRAKE ASSEMBLIES 9. Separator Plates 5. Ring Gear 1. Hub Adapter 10. Piston Assembly 6. Inner Gear 2. Dowel Pin 11. Back Plate 7. Friction Disc 3. Seal Carrier 8. Damper 4. Capscrew & Hardened Washer
960E-1
21
CEN50003-00
50 Disassembly and assembly
Front and rear wheel brakes:
Disassembly NOTE: If a rear wheel brake is to be disassembled, start with Steps 1 - 4. If a front wheel brake is to be disassembled, start with Step 5.
5. Position the brake assembly on a work surface with the ring gear retainer bars on the bottom as shown in Figure 50-22.
Remove the brake assembly fron the truck. Refer to the Disassembly and assembly section Wheels, spindles and rear axle.
6. Remove capscrews and hardened flat washers (1, Figure 50-22) from backplate (3).
Rear wheel brake only: 1. Ring gear retainer bars must be installed to retain inner gear inside the brake assembly. 2. Remove 12-point capscrews and hardened washers (4, Figure 50-21). 3. Make sure that the hub and other parts are marked to ensure proper orientation during reassembly. Lift hub adapter (1) from the brake assembly. Note the shim packs installed at six locations between the seal carrier and hub.
7. Insert a 7/8” - 9NC x 2” pusher bolt in each of the three tapped holes in the back plate. Tighten the bolts evenly to lift the back plate from ring gear (4). Remove and discard O-ring (2). NOTE: Note the order of the discs and dampers as they are removed from the brake pack. 8. Remove damper (5) from the top of the brake pack. Remove separator plates (6), friction discs (7), and the remaining damper at the bottom of the brake pack.
4. Remove seal carrier (3) with the oil seal and seal assembly.
FIGURE 50-22. INITIAL DISASSEMBLY 5. Damper 1. Capscrew & Hardened Flat Washer 6. Separator Plate 2. O-Ring 7. Friction Disc 3. Back Plate 4. Ring Gear
22
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-23. INNER GEAR INSTALLATION 1. Capscrew & Flat Washer 2. Capscrew & Lockwasher 3. Retainer Bar
4. Ring Gear 5. Piston Housing 6. Inner Gear
7. Drain Plug 8. Brake Apply Pressure Ports 9. Brake Wear Indicator Port
10. Turn over the brake assembly to position the ring gear retainer bars on top as shown in Figure 50-23. 11. Remove capscrews (1, Figure 50-23) and (2) that attach retainer bars (3) to piston housing (5) and inner gear (6). 12. Attach a lifting strap through retainer bars (3) and lift inner gear (6) out of the brake assembly. Remove the retainer bars and spacers.
960E-1
23
CEN50003-00
50 Disassembly and assembly
FIGURE 50-24. PISTON/HOUSING ASSEMBLY REMOVAL 1. Capscrew & Hardened Washer 2. Piston Housing
3. O-Ring 4. Ring Gear
FIGURE 50-25. PISTON REMOVAL 1. Capscrew 2. Spring Guide 3. Piston Retract Spring 4. Piston 13. Remove capscrews and hardened washers (1, Figure 50-24) from piston housing (2). 14. Insert a 7/8” - 9NC x 2” pusher bolt in each of the three tapped holes in the piston housing. Tighten the bolts evenly to lift the housing from ring gear (4). Remove and discard O-ring (3). 15. Position the piston assembly so that piston retract springs (3, Figure 50-25) are on top.
5. Piston Housing 6. Seal Assembly 7. Seal Assembly
NOTE: Capscrew (1) threads are coated with Loctite® during assembly. A small amount of heat applied to the piston housing may be required for easier removal. 17. Loosen or remove the plugs that are installed in the ports in piston housing (5). Carefully lift piston (4) out of the housing. Remove seal assemblies (6) and (7).
16. Remove capscrews (1), spring guides (2), and piston retract springs (3).
24
960E-1
50 Disassembly and assembly
Cleaning and inspection
If the brake wear indicator test indicates that internal brake components are worn to the maximum allowable limit, all friction discs, separator plates and dampers should be replaced with new parts. Always replace seal assemblies and O-rings with new parts. 1. Clean all parts thoroughly before inspection. 2. For the rear brake assembly, remove and discard the toric rings from the seal assembly in seal carrier (3, Figure 50-21) and back plate (11). Inspect the oil seal’s polished mating surfaces for scratches and other damage. Inspect the band of the mating faces to determine the amount of wear. A new oil seal will have a band (dimension "A", Figure 50-26) approximately 1.6 mm (0.06 in.) wide. As wear occurs, the band will widen slightly (dimension "B") and migrate inward until the inside diameter is reached and the entire seal assembly must be replaced. Remaining seal life can be estimated by the width of the band. 3. Inspect the piston housing for nicks and scratches in the piston seal area. If any nicks or scratches cannot be removed by polishing, replace the piston housing.
CEN50003-00
4. Inspect the piston seal assembly grooves for damage. 5. Inspect piston retract springs (3, Figure 50-25). Check the free height and test for height under load. Replace the springs if they are not within approximately 10% of specification. Free Height: . . . . . . . . .88.9 mm (3.50 in.) Height @ 1 000 N (225 lb) working load: . . . . . . . . . . . . . . . . . . . . .74.60 mm (2.937 in.) Height @ 2 669 N (600 lb) working load: . . . . . . . . . . . . . . . . . . . . .56.46 mm (2.223 in.) 6. Inspect the friction discs for warping, tooth wear, and excessive friction material wear. Replace ithe friction discs if wear exceeds the minimum allowable groove depth. Disc thickness including friction material: . . . . . . . . . . . . . . 7.7 ± 0.3 mm (0.30 ± 0.01 in.) Friction material thickness (new): . . . . . . . . . . . . . . . . . . . . . . . .1.1 mm (0.04 in.) Nominal friction material groove depth: 0.63 mm (0.025 in.) Minimum allowable friction material groove depth:. . . . . . . . . . . . . . . . .0.25 mm (0.010 in.) Flatness over friction material (new): . . . . . . . . . . . . . . . . . . . . . .0.45 mm (0.018 in.) 7. Inspect the separator plates for warping and tooth wear. Disc thickness (new): . . . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.) Flatness (new): . . . . . . .0.5 mm (0.020 in.) 8. Inspect the dampers for warping, tooth wear and excessive facing material wear. Disc thickness including facing material: . . . . . . . . . . . . 6.9 ± 0.5 mm (0.272 ± 0.020 in.) Disc thickness, steel plate only (new): . . . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.) Flatness, steel plate (new): . . . . . . . . . . . . . . . . . . . . . . .0.5 mm (0.020 in.) 9. Inspect ring gear (4, Figure 50-23) for excessive tooth wear and for nicks and scratches in the Oring seal grooves.
FIGURE 50-26. SEAL WEAR PROGRESSION
960E-1
10. Inspect inner gear (6) for excessive tooth wear and damage at the capscrew holes.
25
CEN50003-00
Assembly
The work area must be clean. Handle all parts carefully to avoid damage to polished sealing surfaces. 1. Check the bore of piston housing (5, Figure 5025) for nicks, scratches and dirt particles. Position the housing on a clean work surface with the bore facing upward. 2. Lubricate the square O-ring portion of piston seal assemblies (6) and (7) with type C-4 hydraulic oil and install the seals in the grooves in piston (4). Make sure that the seal assemblies are not twisted. 3. Lubricate the piston groove and outer piston seal rings. Install the seal ring portion of piston seal assemblies (6) and (7) in the grooves over the O-ring portions. Use your fingers or a smooth rounded object to push the seal ring into the groove. 4. Install two equally spaced 1/2” - 13NC x 5” guide studs in the housing at the piston retract spring mount tapped holes. 5. Lubricate the piston housing bore. Install lifting eyes and attach an overhead hoist to piston (4). Position the piston over piston housing (5) with the retract spring cavity holes aligned with the guide studs. Place a spring guide over each stud to aid in alignment. 6. Carefully lower the piston straight into the piston housing bore until it is seated against the housing. If necessary, seat the piston by tapping it with a soft mallet.
50 Disassembly and assembly
10. Install O-ring (3, Figure 50-24) in the groove of ring gear (4). 11. Attach lifting eyes to the piston/housing assembly and lower it into position over the ring gear. Install capscrews and hardened washers (1). Alternately tighten the capscrews to 780 N·m (575 ft lbs). 12. Insert inner gear (6, Figure 50-27) into the piston/housing assembly. Orient the gear as shown. 13. Place retainer bars (3) over the piston housing. Attach the retainer bars to piston housing (5) by using 1” - 8NC x 4 1/2” capscrews and flat washers (1) at the ends of the retainer bars. Insert the spacers, 1/2” - 13NC x 7” capscrews and lockwashers (2) to retain the inner gear. 14. Attach lifting eyes to the piston/housing assembly. Turn over the assembly to place the piston housing on the bottom. 15. Install the brake pack as follows: a. Insert one damper (1, Figure 50-28) into the ring gear and inner gear with the friction material facing piston (5). b. Insert one friction disc (2). c. Install one separator plate (3). d. Continue installing the remaining friction discs and separator discs, alternating each type as installed. e. Install remaining damper (1) on top of the last friction disc with the friction material facing away from the top friction disc. NOTE: The brake pack contains eleven friction discs, ten separator plates, and two dampers.
7. Assemble twelve capscrews (1), spring guides (2) and retract springs (3). Apply Loctite® to the capscrew threads and install the assembled parts through the piston and into the tapped holes in the piston housing. Tighten the capscrews to 122 Nm (90 ft lb). 8. Test the piston for leakage. For instructions, refer to the Testing and adjusting section. 9. After completing the piston leakage test, release the pressure, remove the hydraulic pressure test device, and drain the oil from the piston apply cavity. Plug the ports to prevent contamination.
26
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-27. INNER GEAR INSTALLATION 1. Capscrew & Flat Washer 2. Capscrew & Lockwasher 3. Retainer Bar
4. Ring Gear 5. Piston Housing 6. Inner Gear
7. Drain Plug 8. Brake Apply Pressure Ports 9. Brake Wear Indicator Port
FIGURE 50-28. BRAKE PACK INSTALLATION 1. Damper 2. Friction Disc
960E-1
3. Separator Plate 4. Piston Housing
5. Piston
27
CEN50003-00
50 Disassembly and assembly
16. Install new O-ring (2, Figure 50-22) on back plate (3). Install back plate (3) over ring gear (4). Make sure that the back plate is oriented properly according to the match marks that were made during disassembly. 17. Install capscrews and hardened washers (1). Alternately tighten the capscrews to a final torque of 780 Nm (575 ft lb). NOTE: Assembly is now complete for a front brake assembly. For a rear brake assembly, continue with the following steps. Rear wheel brake only: 18. Insert two shims (4, Figure 50-29) with capscews and flat washers at six locations around the hub adapter flange. 19. Make sure that the dowel pins are installed in the seal carrier. Install seal carrier (3) with new O-rings (1) into hub adapter (2). 20. Install seal assembly (6) in the rear brake and hub adapter. Refer to "Floating ring seal assembly and installation" for detailed instructions.
FIGURE 50-29. REAR BRAKE HUB INSTALLATION 1. O-Rings 2. Hub Adapter 3. Seal Carrier
4. Shims 5. Oil Seal 6. Seal Assembly
21. Install oil seal (5) in the back plate. 22. Position hub adapter (2) over the inner gear. Orient the hub adapter according to the marks that were made during disassembly. 23. Install capscrews and hardened washers (4, Figure 50-21). It will be necessary to remove the retainer bars from the inner gear to access some capscrews. Alternately tighten the capscrews to a final torque of 2 705 Nm (1,995 ft lb). Reinstall the retainer bars.
28
960E-1
50 Disassembly and assembly
CEN50003-00
Floating ring seal assembly and installation Failures are usually caused by combinations of factors rather than one single cause, but many failures have one common denominator: assembly error! Floating ring seals should always be installed in matched pairs; that is, two new rings or two rings that have previously run together. Never assemble one new ring and one used ring, or two used rings that have not previously run together. ALWAYS USE NEW TORIC RINGS!
When using tri-chloroethane or any solvent, avoid prolonged skin . Use solvents only in well ventilated areas and use approved respirators to avoid breathing fumes. Do not use near open flame, welding operations or other heated surfaces exceeding 482°C (900°F). Do not smoke around solvents.
1. Inspect the seal surfaces and mounting cavities for rough tool marks or nicks that may damage rubber seal rings. Hone them smooth and clean, if required.
Both ramps must be dry. Use clean, lint-free cloths or lint-free paper towels for wiping.
2. Remove any oil, dust, protective coating or other foreign matter from the metal seal rings, the toric rings, and both the housing and seal ring ramps. Use tri-chloroethane #111, which is a non-petroleum based, rapid drying solvent that leaves no film. Allow the surfaces to dry completely. Use clean, lint-free material such as Micro-Wipes # 05310 for cleaning and wiping.
NOTE: Oil from adjacent bearing installations or seal ring face lubrication must not get on the ramp or toric until after both seal rings are together in their final assembled position. 3. Install the rubber toric on the seal ring. Make sure that it is STRAIGHT! Make sure that the toric ring is not twisted and that it is seated against the retaining lip of the seal ring ramp. Use the flash line as a reference guide to eliminate twist. The flash line must be straight and uniform around the toric ring.
NOTE: Handle the seal carefully. Nicks and scratches on the seal ring face can cause leaks.
FIGURE 50-30. SEAL TERMINOLOGY 1. Seal Ring 2. Rubber Toric 3. Housing Retainer Lip 4. Housing Ramp
960E-1
5. Seal Ring Housing 6. Seal Ring Face 7. Seal Ring Ramp 8. Seal Ring Retainer Lip
29
CEN50003-00
4. Place the installation tool onto the seal ring with the toric ring. Lower the rings into a container of tri-chloroethane until all surfaces of the toric ring are wet.
50 Disassembly and assembly
7. Use a sight gauge to check the variation in the seal ring "assembled height" in four places that are 90 degrees apart. Height variation around the assembled ring should not exceed 1.30 ± 0.01 mm (0.51 ± 0.05 in.) for the brake assembly floating seal or 1.14 ± 0.01 mm (0.45 ± 0.04 in.) for the hub seal.
ALTERNATE PROCEDURE 5. After positioning the seal squarely over the retaining lip, thoroughly lubricate the ring by spraying it with tri-chloroethane #111. Do not use Stanosol or any other liquid that leaves an oily film or does not evaporate quickly. 6. With all surfaces of the toric ring wet, use the installation tool to position seal ring and toric ring squarely against the seal housing. Apply sudden and even pressure to pop (push) the toric ring under the housing retaining lip.
8. If small adjustments are necessary, do not push directly on the seal ring. Make any required adjustments with the installation tool.
NOTE: The toric ring might twist if it is dry on one spot or if there are burrs or fins on the housing retaining lip. A bulging toric or cocked seal can contribute to eventual failure.
30
960E-1
50 Disassembly and assembly
9. The toric ring must not slip on the ramps of either the seal ring or housing. To prevent slippage, wait at least two minutes to let all the tri-chloroethane evaporate before further assembly. Once it is correctly in place, the toric ring must roll on the ramps only. If correct installation is not obvious, repeat Steps 4 - 7.
CEN50003-00
10. Wipe the polished metal seal surfaces with clean tri-chloroethane to remove any foreign material or fingerprints. No foreign particles of any kind should be on the seal ring faces. Something as small as a paper towel raveling will hold the seal faces apart and cause leakage.
11. Apply a thin film of clean oil on the seal faces. Use a lint-free applicator or a clean finger to distribute the oil evenly. Make sure no oil comes in with the rubber toric rings or their mating surfaces. Before assembling both seals and housing together, wait at least two minutes to let all trichloroethane evaporate. Some may still be trapped between the toric ring and the housing ramp.
960E-1
31
CEN50003-00
10. Ensure that both housings are in correct alignment and are square and concentric. Move the parts slowly and carefully toward each other.
50 Disassembly and assembly
NOTE: Do not slam, bump or drop the seals together. High impact can damage the seal face and cause leakage.
Ensure seals are square and concentric.
32
960E-1
50 Disassembly and assembly
Removal and installation of parking brake Removal NOTE: Whenever possible, parking brake repairs should be performed when the wheel motor is removed from the truck. If repairs are necessary when the wheel motor is installed, a lifting device must be set up inside the rear axle housing to the weight of the parking brake assembly when it is removed from the wheel motor.
The parking brake assembly weighs approximately 159 kg (350 lb). Ensure that the lifting device is capable of ing the weight of the brake assembly when removed. 1. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 2. Open bleed down valves (1, Figure 50-31) and (2) to depressurize the brake accumulators.
CEN50003-00
3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and applying the service brake pedal. The service brake light should not come on. 4. Close the bleed down valves by rotating them clockwise. 5. If the wheel motor is installed in the rear axle housing, open the rear axle housing hatch. Disconnect the parking brake apply supply hose from the parking brake. 6. Remove capscrews and lockwashers (7, Figure 50-32). Install guide studs in two of the mounting holes to parking brake assembly (3) when it is removed from the wheel motor frame. 7. Disconnect the parking brake supply hose from the parking brake. Plug and cap the hose and port to help prevent contamination. 8. Slide the parking brake assembly out of wheel motor frame (2) and off rotor shaft gear (4). If the wheel motor is still installed in the rear axle housing, remove the parking brake assembly from the rear axle housing. 9. If the rotor shaft gear is worn, damaged, or otherwise requires removal, perform the following steps: NOTE: The gear is shrink fit on the splined motor shaft. a. Remove capscrew and hardened flat washer (6) from the shaft. Remove retainer plate (5). b. Install a gear puller using the tapped holes provided in rotor shaft gear (4). c. Apply heat around gear hub area while tightening the puller until gear is removed from shaft.
FIGURE 50-31. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
960E-1
33
CEN50003-00
50 Disassembly and assembly
FIGURE 50-32. PARKING BRAKE INSTALLATION 1. Wheel Motor Mounting 3. Parking Brake Assembly 6. Capscrew & Hardened Flange 4. Rotor Shaft Gear Flat Washer 2. Wheel Motor Frame 5. Retainer Plate 7. Capscrew & Lockwasher
34
960E-1
50 Disassembly and assembly
Installation 1. If rotor shaft gear (4, Figure 50-32) was removed, install the gear before installing the parking brake on the wheel motor: a. Thoroughly clean the gear and the shaft. Inspect the splines and remove any burrs that may interfere with installation. b. Heat the gear to 280 °C (536 °F). Immediately install the gear on the shaft. The gear must be fully seated against the shoulder of the rotor shaft. c. Install retainer plate (5), hardened flat washer and capscrew (6). Tighten the capscrew to 595 - 670 Nm (440 - 495 ft lb). 2. Install two guide studs in wheel motor frame (2) to guide parking brake assembly (3) into position. Ensure that the mating surfaces are clean and free of burrs. 3. Lift the parking brake into position for installation. Note the proper orientation depending on whether the parking brake is to be installed on a left or right wheel motor. (The bleeder screw at the top of the parking brake will be tilted toward the front of the truck.)
CEN50003-00
Disassembly and assembly of parking brake Disassembly 1. Match mark parking brake housing (3, Figure 50-34), piston housing (4), and end cap (5).
The following procedure is necessary to properly relieve the pressure exerted by the belleville springs on the end cap. Failure to follow this procedure could result in capscrew failure and personal injury during disassembly. 2. Loosen 12-point capscrews (10) evenly in 27 Nm (20 ft lb) increments. Alternate by selecting a successive capscrew that is located approximately 180 degrees from the previously loosened capscrew. Continue loosening capscrews until the spring pressure is released and the capscrews and washers can be removed by hand. 3. Remove end cap (5). Lift Belleville washers (7) out of the counterbore of piston (6).
4. Slide the parking brake over the guide studs and rotor shaft gear (4).
4. Lift the piston/housing assembly off the dowels in housing (3).
5. Install capscrews and lockwashers (7). Tighten the capscrews evenly to ensure that the parking brake housing is properly seated on the wheel motor. Tighten the capscrews to a final torque of 300 Nm (220 ft lb).
5. Remove springs (1), separator discs (12), and friction discs (13). 6. Remove piston (6) from piston housing (4). Remove and discard piston seals (8) and (9).
6. If the wheel motor is still installed in the rear axle housing, connect the parking brake supply hose and remove any lifting equipment. 7. Bleed the air from the parking brake apply line and housing. Refer to the Testing and adjusting section for the procedure.
960E-1
35
CEN50003-00
50 Disassembly and assembly
Cleaning and inspection 1. Clean all parts thoroughly. 2. It is recommended the separator discs and friction discs be replaced if wear is indicated. 3. Check the piston and piston housing bore for scratches, nicks, pitting and other defects that may cause seal leakage. Slight defects may be repaired by polishing. 4. Inspect dowel pins (2, Figure 50-34). If the dowel pins are grooved from excessive wear or otherwise damaged, press the dowel pins out of parking brake housing (3). 5. Check the free height of compression springs (1) and test for height under load. Replace the springs if they are not within approximately 10% of specification. Free Height: . . . . . . . . . . . . . . . 11.58 mm (0.456 in.) Height @ 162 N (36.4 lb): . . . . . 8.89 mm (0.350 in.) 6. Inspect Belleville washers (7) for cracks and damage. Replace any springs that are damaged or significantly worn. 7. Measure the unsprung total height (cone height + material thickness) of Belleville washers (7). It must be greater than or equal to 21.16 mm (0.833 in.). Discard any Belleville washers that do not meet this specification.
8. A load deflection test must now be conducted to determine whether the Belleville washers will be reused or discarded. The equipment that is needed for this test are as follows: • Universal Testing Machine (UTM) capacity minimum of 18 144 kgf (40,000 lbf) in compression • Machined flat plate • Height stand and depth indicator with minimum range of 25 mm (1 in.) a. Place the Belleville washer on a clean, flat and leveled testing machine bed. b. Put the machined flat plate on top of the Belleville washer. Make sure that the plate will not slip from the Belleville washer when force is applied. c. Adjust the height stand so that the depth indicator is at zero. d. Gradually apply force. Follow all necessary safety precautions for operating the UTM. The Belleville washer will start deflecting due to compression as shown in the example in Figure 50-33. e. Note the depth indicator as it moves from 10% to 100% compression of the cone height. Record the force that is required to deflect the Belleville washer in 10% increments up to 100% of the unsprung cone height as shown in Table 1. f. Repeat Steps c through e three times.
FIGURE 50-33. BELLEVILLE WASHER DEFLECTION
36
960E-1
50 Disassembly and assembly
CEN50003-00
g. Average the three recorded force values from Step f for a respective deflection percentage. h. Compare the average force values with the "Minimum" values in Table 1. If all of the average force values are above or equal to the minimum specified values, the Belleville washer is acceptable for use in the parking brake assembly.
i. If any of the average force values are below the minimum specified values, the Belleville washer will not be of sufficient strength to cause the piston to compress and hold the disc pack. Discard the Belleville washer and replace it with a new one during assembly.
Table 1: BELLEVILLE WASHER DEFLECTION SPECIFICATIONS Percentage
Deflection
10%
Load Average
Minimum
0.94 mm (0.037 in.)
2 285 kgf (5,038 lbf)
1 828 kgf (4,030 lbf)
20%
1.88 mm (0.074 in.)
4 340 kgf (9,568 lbf)
3 472 kgf (7,654 lbf)
30%
2.82 mm (0.111 in.)
6 190 kgf (13,647 lbf)
4 952 kgf (10,918 lbf)
40%
3.76 mm (0.148 in.)
7 862 kgf (17,332 lbf)
6 290 kgf (13,866 lbf)
50%
4.70 mm (0.185 in.)
9 380 kgf (20,679 lbf)
7 504 kgf (16,543 lbf)
60%
5.64 mm (0.222 in.)
10 770 kgf (23,744 lbf)
8 616 kgf (18,995 lbf)
70%
6.58 mm (0.259 in.)
12 058 kgf (26,583 lbf)
9 646 kgf (21,266 lbf)
80%
7.52 mm (0.296 in.)
13 269 kgf (29,253 lbf)
10 615 kgf (23,402 lbf)
90%
8.46 mm (0.333 in.)
14 429 kgf (31,811 lbf)
11 543 kgf (25,449 lbf)
100%
9.40 mm (0.370 in.)
15 564 kgf (34,312 lbf)
12 451 kgf (27,450 lbf)
960E-1
37
CEN50003-00
50 Disassembly and assembly
Assembly 1. If dowel pins (2, Figure 50-34) have been removed, press new dowel pins into the holes in parking brake housing (3) until they are fully seated against the shoulder. 2. Install one separator disc (12) over the dowel pins. Insert one compression spring (1) over the dowel pins. Insert one friction disc (13). 3. Install second compression spring (1) over the dowel pins. Install one separator disc (12) over the dowel pins. Insert second friction disc (13). Install remaining separator disc (12) over the dowel pins. NOTE: The internal teeth of the two friction discs must be aligned and must be concentric with the pilot diameter machined on the rear of the housing to enable the completed assembly to be installed properly. If available, a mating gear as installed on the wheel motor rotor shaft should be used to simplify alignment. 4. Assemble piston seal assemblies (8) and (9) on the piston. a. Install the O-ring seal in the bottom of each groove. Make sure that the O-rings are not twisted. b. If available, use an expander to expand the outside diameter of each seal enough to allow it to slide onto the piston. If an expander tool is not available, the seals may be heated to a maximum of 204 °C (400 °F). This will allow ring to be manually expanded until it will fit over piston.
The following procedure is necessary to properly compress the belleville washers. Failure to follow this procedure could result in capscrew failure and personal injury during assembly. 9. Select three capscrews 120 degrees apart and mark them. a. Tighten the marked capscrews to 41 Nm (30 ft lb). Snug the remaining capscrews. b. Retighten the marked capscrews until the gap between the end cap and piston housing is equalized. Snug the remaining capscrews. c. Retighten the marked capscrews in 27 Nm (20 ft lb) increments until they are fully tightened to 122 Nm (90 ft lb). d. Tighten the remaining capscrews to 122 Nm (90 ft lb). 10. Install bleeder valve (17). Install a fitting in one of the oil supply ports and attach a hydraulic power source. Install an O-ring plug in the remaining port. 11. Slowly apply pressure and open the bleeder valve to bleed air from the piston cavity. Close the bleeder valve. Apply 2 068 kPa (300 psi) of hydraulic pressure and hold it for one minute. 12. Check for oil leakage. If leakage occurs, the parking brake assembly must be disassembled and repaired.
c. When each seal is over the groove, resize by compressing the seal ring. Use a full circle clamp with any sharp edges or grooves covered to prevent damage to the seal surfaces. d. Install the quad ring in each seal. 5. Lubricate the piston seals and insert piston (6) into piston housing (4). 6. Install the piston/housing assembly over the dowels in parking brake housing (3). 7. Place belleville washers (7) in the piston counterbore with the convex sides facing each other. 8. Place end cap (5) on the assembly and insert capscrews (10) with hardened washers (11). Do not tighten the capscrews.
38
960E-1
50 Disassembly and assembly
CEN50003-00
FIGURE 50-34. PARKING BRAKE ASSEMBLY 1. Compression Spring 2. Dowel Pin 3. Parking Brake Housing 4. Piston Housing 5. End Cap 6. Piston
960E-1
7. Belleville Washers 8. Piston Seal Assembly 9. Piston Seal Assembly 10. Capscrew 11. Hardened Washer 12. Separator Disc
13. Friction Disc 14. Gear (Armature) 15. Plug 16. Oil Supply Port 17. Bleeder Valve 18. Piston Position Holes
39
CEN50003-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50003-00
40
960E-1
CEN50004-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Steering system Removal and installation of steering control unit .................................................................................................. 3 Disassembly and assembly of steering control unit .............................................................................................. 5 Removal and installation of steering column ...................................................................................................... 10 Removal and installation of steering wheel......................................................................................................... 12 Removal and installation of bleed down manifold ............................................................................................... 13 Removal and installation of flow amplifier ........................................................................................................... 15 Disassembly and assembly of flow amplifier ...................................................................................................... 15 Removal and installation of steering cylinders and tie rod .................................................................................. 18 Disassembly and assembly of steering cylinders ............................................................................................... 20 Removal and installation of steering/brake pump ............................................................................................... 21 Disassembly and assembly of steering/brake pump........................................................................................... 24 Removal and installation of steering accumulators............................................................................................. 33 Disassembly and assembly of steering accumulators ........................................................................................ 34
960E-1
1
CEN50004-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50004-00
Removal and installation of steering control unit Removal
Relieve pressure before disconnecting hydraulic lines. Tighten all connections before applying pressure. Hydraulic oil 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. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Remove the access cover on the front of the operator cab. 3. Clean steering control unit (7, Figure 50-1) and surrounding area to help avoid contaminating the hydraulic oil when any lines are opened.
FIGURE 50-2. STEERING CONTROL UNIT HOSES 1. Brake Valve 2. Steering Control Unit 3. "LS" Port Hose 4. "L" Port Hose
5. "T" Port Hose 6. "P" Port Hose 7. "R" Port Hose
4. Tag all hydraulic lines for proper identification during installation. Disconnect hydraulic lines (3, Figure 50-2) through (7) at the steering control unit. Plug all hoses. 5. Remove four mounting capscrews (10, Figure 50-1), flat washers and lockwashers. Remove steering control unit (7). 6. Place the steering control unit in a clean work area for disassembly, if required. 7. Whenever the steering column or steering control unit is removed for service, inspect the splines of the steering column shaft. Refer to "Removal and installation of steering column".
FIGURE 50-1. STEERING CONTROL UNIT 1. Steering Wheel 2. Button Horn 3. Steering Column 4. Capscrew 5. Flat Washer 6. Lockwasher
960E-1
7. Steering Control Unit 8. Bracket L.H. 9. Bracket R.H. 10. Capscrew 11. Lockwasher
3
CEN50004-00
50 Disassembly and assembly
Installation 1. Lubricate the splines of the steering column shaft with a molybdenum disulphide or multipurpose NLGI grease. 2. Move steering control unit (7, Figure 50-1) into position and align it with the steering column shaft splines. Secure the steering control unit in place using four mounting capscrews (10), flat washers and lockwashers. 3. Check for proper steering wheel rotation. Ensure that the steering wheel does not bind and returns to the centered position after rotating it 1/4 turn to the left and right. If necessary, adjust the steering control unit and/ or steering column to realign the steering column and the steering control unit. 4. Tighten all capscrews to the standard torque. Unplug and attach the hydraulic lines to their proper ports on the steering control unit. Refer to Figure 50-3.
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. After servicing the steering control unit, check the hydraulic steering lines for correct hook-up before starting the engine. 5. Start the engine and check for proper steering function and any leaks. 6. Install the access cover on the front of the operator cab.
FIGURE 50-3. VALVE PORT IDENTIFICATION 1. Steering Control Unit "T" - Return to Tank "P" - Supply from Pump
4
"L" - Left Steering "R" - Right Steering "LS" - Load Sensing
960E-1
50 Disassembly and assembly
Disassembly and assembly of steering control unit Disassembly NOTE: The steering control unit is a precision unit manufactured to close tolerances. Therefore, complete cleanliness is essential 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 ensure initial lubrication.
CEN50004-00
4. Remove end cover (4, Figure 50-5) and O-ring (2). 5. Remove the outer gear of gear wheel set (1) and the O-ring between the gear set and the distribution plate.
1. Allow the oil to drain from the valve ports. 2. Match mark the gear wheel set and end cover to ensure proper relocation during reassembly. Refer to Figure 50-4. 3. Remove the end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 504). Mark the hole location of the capscrew with rolled pin on end cover (4) to aid in reassembly.
FIGURE 50-5. END COVER REMOVAL 1. Gear Wheel Set 2. O-Ring
FIGURE 50-4. MARKING VALVE COMPONENTS 1. Valve Assembly 2. Match Marks
960E-1
3. Capscrew With Rolled Pin 4. End Cover
5
CEN50004-00
50 Disassembly and assembly
FIGURE 50-6. STEERING CONTROL UNIT 1. Dust Seal 2. Housing & Spools 3. Ball 4. Threaded Bushing 5. O-ring 6. Kin Ring
6
7. Bearing Assembly 8. Ring 9. Cross 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 18. O-ring
19. End Cover 20. Washers 21. Rolled Pin 22. Capscrew With Pin 23. Capscrews
960E-1
50 Disassembly and assembly
CEN50004-00
6. Lift the inner gear off cardan shaft (11, Figure 50-6). 7. Remove cardan shaft (11), distribution plate (15) and O-ring (14). 8. Remove threaded bushing (4) and ball (3). 9. With the valve housing positioned with the spool and sleeve vertical, carefully lift the spool assembly out of the housing bore.
If housing is not vertical when spool and sleeve are removed, pin (9) may slip out of position and trap spools inside housing bore. 10. Remove O-ring (5), kin ring (6) and bearing assembly (7).
Assembly 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. Before reassembly, thoroughly lubricate all parts with clean type C-4 hydraulic oil. NOTE: When assembling the spool and sleeve, only one of the two possible matching positions of the spring slots can be used because, 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 upon assembly so that the holes are partly visible through the slots in the spool. Refer to Figure 50-8.
11. Remove ring (8) and pin (9) and carefully push the inner spool out of the outer sleeve. 12. Press neutral position springs (10) out of their slot in the inner spool. 13. Use a screwdriver to remove dust seal (2, Figure 50-7). Be careful not to scratch or damage the dust seal bore.
FIGURE 50-8. SPOOL AND SLEEVE ASSEMBLY 1. Slots 2. Hole
3. Spool 4. Sleeve
FIGURE 50-7. DUST SEAL REMOVAL 1. Screwdriver 2. Dust Seal
960E-1
3. Housing
7
CEN50004-00
50 Disassembly and assembly
FIGURE 50-9. NEUTRAL POSITION SPRING INSTALLATION
3. To install the neutral position springs, place a screwdriver in the spool slot as shown in Figure 50-9. 4. Place one flat neutral position spring on each side of the screwdriver blade. Do not remove the screwdriver. 5. 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. 6. 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. 7. Install cross pin (2, Figure 50-10). 8. With neutral position springs (7) 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 must be facing away from the bearing. 9. Place dust seal (1, Figure 50-6) in position. Using a flat iron block over the seal, tap it into the housing. 10. Position O-ring (5) and kin ring (6) on the spool.
8
FIGURE 50-10. BEARING INSTALLATION 1. Sleeve 2. Cross Pin 3. Ring 4. Bearing Race (with chamfer)
5. Thrust Bearing 6. Bearing Race 7. Neutral Position Springs
960E-1
50 Disassembly and assembly
11. Position the steering control unit so that housing (1, Figure 50-11) is horizontal. Slowly guide lubricated spool assembly (2) with fitted parts into the bore using light turning movements.
CEN50004-00
16. Position the inner gear wheel onto the cardan shaft. It may be necessary to rotate the gear slightly to find the matching splines on the cardan shaft. Splines are machined to ensure proper alignment of the cardan shaft and inner gear wheel. 17. Lubricate O-rings (17) and (18) on both sides of the outer gear wheel with Vaseline and install them. 18. Align the outer gear wheel bolt holes with the tapped holes in the housing and the match marks. 19. Align cover (19), using the match marks as a reference. Install capscrews (23) and washers (20). 20. Install capscrew with pin (22) into the proper hole.
FIGURE 50-11. SPOOL INSTALLATION
21. Install the end cover. Install and tighten the capscrews with washers hand-tight in a crisscross pattern.
1. Housing 2. Spool Assembly
The cross pin must remain horizontal when the spool and sleeve are pushed into the bore to prevent the pin from dropping out of the spool. 12. Install check ball (2, Figure 50-12) in hole (1). Install and lightly tighten the threaded bushing. 13. Lubricate O-ring (3) with Vaseline and install it in the groove of housing (4). 14. Install distribution plate (15, Figure 50-6) so that the plate holes match the corresponding holes in the housing. 15. Guide cardan shaft (11) down into the bore with the slot in the cardan shaft aligned with cross pin (9).
960E-1
FIGURE 50-12. CHECK BALL INSTALLATION 1. Hole 2. Check Ball
3. O-ring 4. Housing
9
CEN50004-00
50 Disassembly and assembly
Removal and installation of steering column Removal 1. Turn the key switch OFF. Allow at least 90 seconds for the steering accumulators to bleed down. Turn the steering wheel to ensure that no pressure remains. 2. Activate the battery disconnect switch. 3. Remove access cover (15, Figure 50-13) from the front of the cab. NOTE: Do not remove hydraulic lines from the steering control unit unless necessary. 4. Loosen capscrews (10) on steering control unit (7) and move it out of the way. 5. Disconnect the steering column wire harness. 6. Remove the screws that secure trim cover (14) where the steering column enters the instrument . Remove the cover. 7. Remove capscrews (12) and brackets (8) and (9). 8. Remove four capscrews (4) with flat washers (5) and lockwashers (6). Access these capscrews from the front of the cab through the access opening. 9. Lift the steering column from the instrument . Inspection
FIGURE 50-13. STEERING COLUMN 1. Steering Wheel 2. Button Horn 3. Steering Column 4. Capscrew 5. Flat Washer 6. Lockwasher 7. Steering Control Unit 8. Bracket - L.H.
9. Bracket - R.H. 10. Capscrew 11. Lockwasher 12. Capscrew 13. Nut 14. Trim Cover 15. Access Cover
Whenever the steering column or steering control unit is removed for service, inspect the splines of the steering column shaft. 1. With the column assembly removed from the truck, thoroughly clean the splines on the steering column shaft. Inspect for damage and excessive wear. 2. Use an outside micrometer or dial caliper to measure the outside diameter of the male splines on the steering column shaft. Minimum diameter: 24.13 mm (0.95 in.) 3. If the splines are smaller than the minimum diameter specification, replace the steering column.
10
960E-1
50 Disassembly and assembly
Installation 1. Insert capscrew (10, Figure 50-13) with lockwashers (11) and flat washers (5) through brackets (8) and (9), then through the steering column flange. Add second flat washer (5) and nut (13) to each capscrew to hold the parts together. Tighten the nuts securely. 2. Slide the entire assembly down the tapered blocks until brackets (8) and (9) the mounting surface in the cab. Install capscrews (4) and (12) with flat washers (5) and lockwashers (6). Tighten capscrews (4) only. 3. Inspect brackets (8) and (9) to see whether they the mounting surface evenly and are flat and inline with the surface. If they are, tighten capscrews (12). If brackets are not quite parallel, install flat washers as needed between the brackets and mounting surface to eliminate any gaps. Tighten capscrews (12) to the standard torque. 4. After capscrews (4) and (12) are tightened to the standard torque, remove nuts (13) and flat washers (5) that were holding the steering column to the two brackets. Do not remove capscrews (10) from the brackets.
960E-1
CEN50004-00
5. Lubricate the male splines on the end of the steering column shaft. NOTE: There is no lower end bearing in this 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. 6. Without removing capscrews (10) from the holes, move steering control unit (7) into place and start each of the capscrews. 7. Tighten four capscrews (10) to the standard torque. 8. Ensure that the steering wheel turns properly without binding and that the steering wheel returns to its centered position after rotating 1/4 turn to the left and to the right. 9. If disconnected, reconnect the hoses to the steering control unit. 10. Connect the steering column wire harness to the harness in the cab. 11. Install access cover (15) and trim cover (14).
11
CEN50004-00
50 Disassembly and assembly
Removal and installation of steering wheel Removal 1. Park the truck on a hard, level surface. Apply the parking brake and turn the key switch to OFF. Chock the wheels. 2. Turn off the battery disconnect switch to remove battery power from the horn circuit. 3. Use a pocket screwdriver to pry horn button (4, Figure 50-14) from steering wheel (1). 4. Disconnect horn wire (3) and set the horn button aside. 5. Remove nut (2).
Installation 1. Place steering wheel (1, Figure 50-14) into position on the steering column shaft while guiding horn wire (3) through the access hole in the steering wheel. Align the marks on the steering wheel and the shaft that were made during disassembly. Align the serrations and push the steering wheel onto the shaft. 2. Install nut (2). Tighten the nut to 81 ± 7 Nm (60 ± 5 ft lb). 3. Connect horn wire (3) to horn button (4). 4. Install the horn button onto the steering wheel. Turn on the battery disconnect switch and that the horn functions properly.
6. Use a marker to make alignment marks on the steering wheel and the shaft. 7. 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.
FIGURE 50-14. STEERING WHEEL RETAINER NUT 1. Steering Wheel 2. Nut
12
3. Horn Wire 4. Horn Button
960E-1
50 Disassembly and assembly
CEN50004-00
Removal and installation of bleed down manifold Removal
Do not loosen or disconnect any hydraulic line or component connection until engine is stopped and the key switch has been off for at least 90 seconds. 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: It may not be necessary to remove the bleed down manifold from the truck for component replacement. If the problem area has been isolated, remove the inoperative component and replace it. 1. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Open accumulator bleed down valves (1, Figure 50-15) and (3) on the brake manifold to depressurize the brake accumulators. 3. To that the brake accumulators are depressurized, press the brake lock switch (key switch ON, engine off) and apply the service brake pedal. The service brake status light should not come on. 4. Close the bleed down valves by rotating them clockwise. 5. Remove the protective cover from bleed down manifold (6, Figure 50-16). 6. Disconnect the wires from solenoids (6, Figure 50-17) and (15), and pressure switch (7). 7. Disconnect, identify and plug each hydraulic line from the bleed down manifold.
The steering pump weighs approximately 170 kg (375 lbs). Use a suitable lifting device that has sufficient capacity to handle the load safely. 8. Remove the mounting capscrews and the bleed down manifold. Clean the exterior of the manifold before removing any components from the manifold.
960E-1
FIGURE 50-15. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
Installation 1. Position bleed down manifold (6, Figure 50-16) on the truck. Install and tighten the mountng capscrews to the standard torque. 2. Unplug the hydraulic lines. Install new O-rings at the flange fittings and attach the hoses to the proper ports (See Figure 50-17). Tighten the connections securely. 3. Attach the electrical leads to the (6, Figure 5017) and (15), and pressure switch (7). If the check valves or relief valves were removed, install new O-ring seals before installing them in the bleed down manifold. 4. Start the engine. Check the steering system and brake system for proper operation and leaks. 5. Install the protective cover. NOTE: Relief valves are factory preset. Do not attempt to reset the relief valves or repair defective relief valves. Replace them as a unit. The check valves are also replaced only as units.
13
CEN50004-00
50 Disassembly and assembly
FIGURE 50-17. BLEED DOWN MANIFOLD FIGURE 50-16. STEERING SYSTEM COMPONENTS 1. Cover 2. Front Steering Accumulator 3. Rear Steering Accumulator 4. Mounting Clamp 5. Flow Amplifier 6. Bleeddown Manifold 7. Mounting Bracket 8. Oil Line 9. Charging Valve 10. Nitrogen Precharge Pressure Switch 11. Check Valve
14
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.
To Hoist Valve, Power Up To Hoist Valve, Power Down Spare Pressure Port Test Port To Brake System Steering Accumulator Bleeddown Solenoid Steering System Pressure Switch Supply To Flow Amp Return From Flow Amp To Front Steering Accumulator To Rear Steering Accumulator Relief Valve, 4100 kPa (600 psi) Relief Valve, 27,500 kPa (4000 psi) Auto Lube Pump Supply Port Hoist Up Limit Solenoid Return From Hoist Pilot Valve Hoist Pilot Valve, Power Down Hoist Pilot Valve, Power Up Return to Tank Pressure to Unloader valve Supply From Pump Test Port (TP3) Check Valve Quick Disconnect Port (Supply) Quick Disconnect Port (Return)
960E-1
50 Disassembly and assembly
Removal and installation of flow amplifier
CEN50004-00
Disassembly and assembly of flow amplifier
Removal Disassembly
Do not loosen or disconnect any hydraulic line or component connection until engine is stopped and the key switch has been off for at least 90 seconds. 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. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Disconnect, identify and plug each hydraulic line from flow amplifier (5, Figure 50-16).
The flow amplifier weighs approximately 29 kg (64 lb). Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury. 3. the flow amplifier so it does not fall. Remove the mounting capscrews and the flow amplifier. The weight of the flow amplifier is 29 kg (64 lb). 4. Move the flow amplifier to a clean work area for disassembly. Installation 1. the flow amplifier and move it into position. 2. Install the mounting capscrews and tighten them to the standard torque. 3. Unplug the hydraulic lines. Install new O-rings on the flange fittings and connect the hydraulic lines at their proper locations. Tighten the fittings securely.
960E-1
NOTE: The flow amplifier valve is a precision unit manufactured to close tolerances. Therefore, complete cleanliness is essential when handling the 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 ensure cleanliness and initial lubrication. 1. Remove counterpressure valve plug (38, Figure 50-18) and O-ring (4). Remove counterpressure valve (39). 2. Remove relief valve plug (20) and seal (5). Use an 8 mm hex allen head wrench to remove relief valve assembly (19). Remove steel seal (6). 3. Use a 13 mm hex head allen wrench to remove screw (11) and lockwasher (12) from end cover (15). Use a 13 mm hex head allen wrench to remove screws (13) and lockwashers (14). Remove end cover (15). 4. Remove spring stop (22) and spring (30). Remove spring stop (23) and springs (28) and (29). Remove O-rings (1) and (2) from end cover (15). 5. Remove spring control (24) and main spool (37). Remove priority valve spool (41). Remove spring control (24), springs (28) and (29), and spring stop (23) from housing (40). 6. Remove amplifier spool assembly (25) and set it aside for further disassembly, if required. 7. Remove shock and suction valve (21) and set it aside for further disassembly, if required. 8. Use a 13 mm hex head allen wrench to remove screw (11) and lockwasher (12) from end cover (16). Use a 13 mm hex head allen wrench to remove screws (13) and lockwashers (14). Remove end cover (16). 9. Remove O-rings (1), (2) and (3). Remove spring (17). 10. Remove shock and suction valve (42) and set it aside for further disassembly, if required. 11. Remove orifice screw (27), orifice screw (33), and check valve (34).
15
CEN50004-00
50 Disassembly and assembly
1. O-rings 2. O-rings 3. O-rings 4. O-ring 5. Seal 6. Seal (Steel) 7. O-ring 8. O-ring 9. O-ring 10. Pins 11. Screw 12. Lockwasher 13. Capscrews 14. Lockwashers 15. End Cover 16. End Cover 17. Spring 18. Spring 19. Relief Valve Assembly* 20. Plug 21. Shock/Suction Valve*
22. Spring Stop 23. Spring Stop 24. Spring Control 25. Amplifier Spool Assembly* 26. Name Plate 27. Orifice Screw 28. Spring 29. Spring 30. Spring 31. Orifice Screw 32. Orifice Plug 33. Orifice Screw 34. Check Valve* 35. Plug 36. Washer 37. Main Spool** 38. Plug 39. Counterpressure Valve* 40. Housing** 41. Spool** 42. Shock/Suction Valve* * Serviced as a complete assembly ** Not serviced separately L060124
FIGURE 50-18. FLOW AMPLIFIER COMPONENTS
16
960E-1
50 Disassembly and assembly
NOTE: The flow amplifier valve is equipped with two identical shock and suction valves (21, Figure 50-18) and (42) which are only serviced as complete valve assemblies. Only O-rings (7) and (8) are replaceable. Check valve (34) and counterpressure valve (39) are also serviced only as assemblies. NOTE: Disassembly of the amplifier spool assembly is only necessary if O-ring (2, Figure 50-19), spring (9) or orifice plug (11) requires replacement. Otherwise, replace the amplifier spool assembly as a complete unit. Refer to Steps 12 and 13.
CEN50004-00
Assembly 1. Use clean type C-4 hydraulic oil to thoroughly lubricate each internal part before installation. 2. Reassemble the amplifier spool assembly in reverse order. 3. Install orifice screw (27, Figure 50-18) fingertight. 4. Install check valve (34). Tighten the check valve to 1 Nm (8 in lb). 5. Install orifice screw (33). Tighten the orifice screw to 1 Nm (8 in lb). 6. Install steel seal (6), relief valve assembly (19), seal (5), and plug (20). Tighten the plug to 2 Nm (25 in lb). 7. Install counterpressure valve assembly (39). Install plug (38) with new O-ring (4). 8. Install both shock and suction valves (21) and (42) as complete units. 9. Install spring stop (23) springs (28) and (29), and spring control (24) into housing (40). Install orifice screws (31) into main spool (37), if removed. Install main spool (37).
FIGURE 50-19. 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
12. Remove retaining ring (7, Figure 50-19), remove pin (5). Remove plug (10) and spring (9). Remove retaining ring (6) and pin (4) and remove inner spool (8).
10. Install amplifier spool assembly (25). Install priority valve spool (41) and spring (30). Install spring (17). 11. Install spring control (24), springs (28) and (29), and spring stop (23). 12. Lubricate O-rings (1), (2) and (3) with molycote grease and install them on end covers (15) and (16). Install end covers (15) and (16), capscrews (13) and lockwashers (44). Tighten the capscrews to 3 Nm (26 in lb). Install screws (11) and lockwashers (12). Tighten the screws to 8 Nm (71 in lb). 13. To prevent contamination, fit plastic plugs to each open valve port.
13. Unscrew check valve (1) and remove. Remove O-ring (2). Remove orifice screw (11) from plug (10). 14. Clean and inspect all parts carefully. Replace Oring (2), spring (9) or orifice plug (11) as needed.
960E-1
17
CEN50004-00
Removal and installation of steering cylinders and tie rod NOTE: The steering cylinders and tie rod mounting arrangements are similar. The same removal and installation procedures are applicable to both components. Removal 1. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Block the front and back of the rear wheels. 3. Disconnect the hydraulic and lubrication lines at the steering cylinders. Plug all line connections and cylinder ports to prevent contamination of the hydraulic system. 4. Remove capscrews (12, Figure 50-20), hardened washers (13) and retainers (14) from both ends of tie rod assembly (1) and steering cylinders (2). 5. Remove pins (9) from each end of the tie rod assembly and steering cylinders. Move the tie rod assembly and steering cylinders to a clean work area.
Bearing spacers (11) are secured by the pin. Take measures to prevent the spacers from falling during removal of the pin. Damage to the spacers and/or personal injury may result.
18
50 Disassembly and assembly
Bearing replacement 1. Use snap ring pliers to remove bearing seals (8) or (17). 2. Press spherical bearing (7) or (16) out of the bore in the steering cylinder or tie rod end. 3. Press the new bearing into the bore. 4. Use snap ring pliers to install the bearing seals.
Installation NOTE: Use the sleeve alignment tool included in the tool group to hold the bearing spacers and the spherical bearings in position when the pins are inserted during assembly. 1. Align the bearing bore of steering cylinder (2) or tie rod end (4) with the pin bores in the spindle or frame. Insert bearing spacers (11). NOTE: The tie rod must be installed with the clamping bolts toward the rear of the truck. The steering cylinders must be installed with the hydraulic line ports facing up. 2. Install pins (9), retainers (14), hardened washers (13), capscrews (12) and the bearing seals. Tighten the capscrews to 237 ± 24 Nm (175 ± 18 ft lb). 3. Unplug and connect the hydraulic and lubrication lines to their respective ports. Turn the steering wheel and check for leaks and proper operation. 4. Perform the toe-in adjustment. Refer to Testing and adjusting section Steering, brake and hoist hydraulic system for the procedure.
960E-1
50 Disassembly and assembly
CEN50004-00
FIGURE 50-20. STEERING CYLINDER AND TIE ROD INSTALLATION 13. Hardened Washer 7. Spherical Bearing 1. Tie Rod Assembly 14. Retainer 8. Bearing Seal 2. Steering Cylinder 15. Sleeve 9. Pin 3. Steering Arm 16. Spherical Bearing 10. Sleeve 4. Tie Rod End 17. Bearing Seal 11. Spacer 5. Capscrew 12. Capscrew 6. Locknut
960E-1
19
CEN50004-00
50 Disassembly and assembly
Disassembly and assembly of steering cylinders Disassembly 1. Remove capscrews (9, Figure 50-21) and the flat washers. Pull rod (10) and gland (8) out of cylinder housing (1). 2. Remove screw (2) and unscrew piston (3) from the rod. Remove wear ring (4), piston ring (5), O-ring (16) and backup ring (17) from the piston.
3. Pull rod (10) free of gland (8). Remove O-ring (6) and backup ring (7). Remove snap ring (11) and dust seal (12). Remove packing (13), ring (14) and bushing (15). 4. Inspect the cylinder housing, gland, piston and rod for signs of pitting, scoring and excessive wear. Clean all parts with fresh cleaning solvent.
FIGURE 50-21. STEERING CYLINDER ASSEMBLY 1. Housing 2. Screw 3. Piston 4. Wear Ring 5. Piston Ring
20
6. O-Ring 7. Backup Ring 8. Gland 9. Capscrews 10. Rod
11. Snap Ring 12. Dust Seal 13. Packing 14. Ring 15. Bushing
16. O-Ring 17. Backup Ring
960E-1
50 Disassembly and assembly
Assembly NOTE: Lubricate the O-rings with clean Type C-4 hydraulic oil before installation. 1. Install new bushing (15, Figure 50-21), ring (14), packing (13), dust seal (12), snap ring (11) and O-ring (6) in gland (8). 2. Install O-ring (16), piston ring (5) and wear ring (4) on piston (3). 3. Heat backup rings (7) and (17) in 50 - 60 °C (122 - 140 °F) water for 3 to 4 minutes. Install the backup rings immediately after removing them from the water, applying pressure evenly around the backup rings. 4. Slowly push rod (10) through the top of the gland. Be careful not to damage the dust seal and packing. 5. Apply Loctite No. 262 to the threads of piston (3) and screw it onto the rod. Tighten the piston to 294 ± 30 Nm (217 ± 22 ft lb). 6. Apply Loctite No. 262 to the threads of screw (2). Tighten the screw to 59 - 74 Nm (44 - 55 ft lb). 7. Coat the piston and the rod with clean Type C-4 hydraulic oil and carefully install the rod and gland assembly into housing (1). Ensure that backup ring (7) and O-ring (6) are not damaged during installation. 8. Install capscrews (9) with flat washers. Tighten the capscrews evenly to 343 ± 34 Nm (253 ± 25 ft lb). 9. After steering cylinder is assembled, perform the following tests to that performance is within acceptable limits: a. Piston leakage must not exceed 2.5 cm3/min. (0.15 in3/min.) at 20 700 kPa (3,000 psi), port to port.
CEN50004-00
Removal and installation of steering/brake pump Removal
Relieve pressure before disconnecting hydraulic lines. Tighten all connections before applying pressure. Hydraulic oil 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 steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Drain the hydraulic tank by using the drain located on the bottom side of the tank. NOTE: Be prepared to contain approximately 947 liters (250 gallons) of hydraulic oil. If the oil is to be reused, clean containers must be used with a 3 micron filtering system available for refill. NOTE: As an alternative to draining the hydraulic oil, a vacuum can be placed on the hydraulic tank to hold the oil in the tank while checking the strainers. 3. Clean the steering pump and surrounding area carefully to help avoid contamination of hydraulic oil when lines are opened.
b. Rod seal leakage must not exceed one drop of oil in eight cycles of operation. c. Piston break-away force should not exceed 690 kPa (100 psi).
960E-1
21
CEN50004-00
50 Disassembly and assembly
Installation 1. Install a new O-ring on the pump mounting flange. 2. Ensure that the steering pump splined coupler is in place inside the hoist pump before steering pump installation. 3. Move the steering pump into position. Engage the steering pump shaft with the hoist pump spline coupler. 4. Install pump mount bracket (6, Figure 50-22) and the capscrews. Do not tighten the capscrews at this time. 5. Align the capscrew holes and install four pump mounting capscrews (4). Tighten the capscrews to the standard torque. Tighten the pump bracket capscrews to the standard torque.
FIGURE 50-22. STEERING PUMP REMOVAL 1. Hoist Pump Outlet Hoses 2. Pump Mount Capscrews 3. Hoist Pump
4. Pump Mounting Capscrews 5. Steering/Brake Pump 6. Pump Mount Bracket 7. Outlet To Filter
4. Disconnect the suction line and outlet to filter (7, Figure 50-22) at steering/brake pump (5). Disconnect and cap the pump case drain line from the fitting at the top of the pump housing. Plug all lines to prevent oil contamination.
6. Remove the plugs from the pump inlet and outlet ports. Remove the caps from the inlet and outlet lines. Install the lines to the steering pump with new O-rings. Tighten the capscrews securely. Do not connect the steering pump drain hose to the steering pump at this time (see Step 7). 7. Remove the case drain fitting from the top of the pump housing. Add clean C-4 hydraulic oil to the pump through the opening until the steering pump housing is full. This may require 2 to 3 liters (2 to 3 qt.) of oil. 8. Uncap the case drain line. Connect the line to the steering pump fitting and tighten it. 9. Replace the hydraulic filter elements.
The steering pump weighs approximately 113 kg (250 lbs). Use a suitable lifting device that has sufficient capacity to handle the load safely. 5. the steering pump and the rear section of the hoist pump. Remove the capscrews and pump mount bracket (6). Remove four pump mounting capscrews (4).
Use only Komatsu filter elements, or elements that meet the Komatsu hydraulic filtration specification of Beta 12 = 200. 10. With the body down and the engine stopped, fill the hydraulic tank with clean C-4 hydraulic oil to the upper sight glass level.
6. Move the steering pump rearward to disengage the drive coupler splines from hoist pump (3). Remove the pump. 7. Clean the exterior of the pump. Move the pump to a clean work area for disassembly.
22
960E-1
50 Disassembly and assembly
11. With suction line shutoff valve open, loosen the suction (inlet) hose capscrews at the pump to bleed any trapped air. Retighten the capscrews to the standard torque.
If trapped air is not bled from steering pump, possible pump damage and no output may result. 12. If required, top off the oil in the hydraulic tank to the level of the upper sight glass. 13. Open accumulator bleed down valves (1, Figure 50-23) and (3) completely to allow the steering pump to start under a reduced load.
CEN50004-00
14. Move the hoist control lever to the FLOAT position. 15. Start the truck engine and operate at low idle for two minutes.
Do not allow the engine to run with the accumulator bleed down valves in open for longer than two minutes. 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. The oil level in the hydraulic tank may be below the level of the pump(s), causing extreme pump wear during this initial pump startup. 16. Turn off the engine. Fully accumulator bleed down valves.
close
both
17. 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 visible in the upper sight glass, add oil as needed. 18. Start the engine and check for proper pump operation.
FIGURE 50-23. BRAKE MANIFOLD 1. Accumulator Bleed Down Valve (Rear Brake) 2. Automatic Apply Valve 3. Accumulator Bleed Down Valve (Front Brake)
960E-1
23
CEN50004-00
Disassembly and assembly of steering/brake pump Disassembly
When disassembling or assembling the pump, 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, etc. Place all parts on a clean surface. To clean parts which have been disassembled, it is important that clean solvents are used. All tools and gauges should be clean before working with these units and new, clean, threadless rags should be used to handle and dry parts. 1. Drain off excess hydraulic oil from the pump inlet and discharge ports. It may be necessary to loosen four valve plate capscrews (8, Figure 50-26) in order to pull back on the valve plate and allow oil 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 disassemble all components. Control piston group 3. Remove two large plugs (24, Figure 50-24) from both sides of the pump. 4. Control piston (11, Figure 50-25) must be in the “neutral” position. Control link pin (16) should be centered in the plug opening. 5. Use snap ring pliers to remove retaining rings (14) from both sides of the pin. Remove control link washers (15). 6. For handling purposes, insert a 1/4” - 20 UNC capscrew into the threaded end of control link pin (16). 7. Use a brass rod and hammer to tap on the end opposite the capscrew to remove control link pin (16).
24
50 Disassembly and assembly
NOTE: Stroke adjuster assembly (items 12, 13, 14, 15 and 16, Figure 50-24) must be removed before further disassembly of the control piston. 8. Without disturbing jam nut (16, Figure 50-24), unscrew gland (15) and remove the stroke adjuster as a complete assembly. 9. Back out capscrews (1, Figure 50-26), then remove cap (4). 10. Remove bias control spring (1, Figure 50-25). Valve plate group NOTE: Valve plate (11, Figure 50-26) is a slight press fit in the pump housing. 11. valve plate (11) from an overhead hoist using the lifting lug holes that are provided. Remove four capscrews (8) from the valve plate. 12. Remove the valve plate from the pump housing by tapping it away from the housing with a mallet until the valve plate pilot diameter is disengaged from the case by 6 mm (0.25 in). 13. With the weight of the valve plate still suspended from the overhead hoist, slide te valve plate back until it disengages from the driveshaft. Set the valve plate aside. Be careful not to damage the wear face of the valve plate. 14. To further disassemble the control piston assembly, move control piston (11, Figure 5025) into sleeve (4) until stop pin (8) s the sleeve. Use a large mallet to drive the piston and sleeve assembly outward from the valve plate. 15. When backup ring (5) and O-rings (6) and (7) are clear of the valve plate, re-extend the control piston. While tipping the assembly enough to clear the hole, pull the assembly from the valve plate. 16. Remove pin (18) from the control piston by pressing or tapping it out through the hole on the opposite side. Stop pin (8) can be removed and control piston (11) can be slipped out of sleeve (4). 17. Remove screws (12, Figure 50-27) and compensator block (10). 18. Remove capscrews (7, Figure 50-26) and cover plate (9).
960E-1
50 Disassembly and assembly
CEN50004-00
FIGURE 50-24. PUMP FRONT HOUSING 1. Driveshaft 2. Bearing 3. Retaining Ring 4. Retaining Ring 5. Lifting Eyes 6. Name Plate 7. Drive Screw
960E-1
8. Name Plate 9. Plug 10. O-ring 11. Plate 12. O-ring 13. Stem 14. O-ring
15. Gland 16. Jam Nut 17. Pin 18. O-ring 19. Pin 20. O-ring 21. Housing
22. Seal Retainer 23. Elbow Fitting 24. Plug 25. O-ring 26. Shaft Seal
25
CEN50004-00
50 Disassembly and assembly
FIGURE 50-25. PUMP ROTATING GROUP 1. Bias Control Spring 2. Seal 3. Piston Ring 4. Sleeve 5. Backup Ring 6. O-ring 7. O-ring
26
8. Stop Pin 9. Backup Ring 10. Cylinder Barrel 11. Control Piston 12. Fulcrum Ball 13. Piston Shoe Assembly 14. Retaining Ring
15. Washer 16. Pin 17. Control Link 18. Pin 19. Dowel Pin 20. Saddle 21. O-ring
22. Roll Pin 23. Roll Pin 24. Saddle Bearing 25. Swashblock 26. Cylinder Bearing 27. Retainer 28. Retainer Spring
960E-1
50 Disassembly and assembly
Rotating group
The rotating group weighs approximately 14 kg (30 lb). Be careful not to damage the cylinder wear face or 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 as well. 19. To remove the rotating group, firmly grasp cylinder barrel (10, Figure 50-25) and pull the assembly outward until the cylinder spline disengages from the driveshaft spline about 63.5 mm (2.5 in.). Then rotate the cylinder barrel one or two revolutions to break any between piston shoe assemblies (13) and the wear face of swashblock (25). 20. Slide the rotating group off the driveshaft and out of the pump housing. Place it on a clean, protective surface with the piston shoes facing upward. 21. Mark each piston, its cylinder bore and location in shoe retainer for ease of inspection and assembly. 22. Piston/shoe assemblies can be removed individually or as a group by pulling upward on shoe retainer (27). 23. Remove fulcrum ball (12). 24. If retainer springs (28) are removed, mark which spring came from which bore. Each spring must be returned to its particular bore upon assembly. 25. Remove two pins (17, Figure 50-24) and pull cylinder bearing (26, Figure 50-25) straight out of the pump housing. Swashblock group 26. Remove two pins (19, Figure 50-24). Tilt the bottom of swashblock (25, Figure 50-25) outward and remove the swashblock from the pump case. 27. 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.
960E-1
CEN50004-00
Driveshaft group 28. Remove retaining ring (3, Figure 50-24). Use a mallet on the tail shaft to tap driveshaft (1) out from the front of the pump housing. 29. Remove seal retainer (22) from the pump housing. Use a mallet to tap saddle (20, Figure 50-25) out from the inside of the pump housing. Saddle bearings (24) can then be easily removed. O-ring (21) may also be removed at this time.
Inspection
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 and signs of fatigue. Control piston group 4. Control piston (11, Figure 50-25) must slide smoothly in sleeve (4). 5. The linkage to the cradle should operate smoothly but not loosely (with slop). Check the piston and bore in the sleeve for signs of scratching and galling. Polish with a fine emery, if needed. Valve plate group 6. Closely examine the mating faces of valve plate (11, Figure 50-26) and cylinder barrel (10, Figure 50-25) for flatness, scratches and grooves. If the faces are not flat and smooth, the cylinder side will “lift off” from the alve plate, resulting in delivery loss and damage to the pump. Replace if necessary.
27
CEN50004-00
50 Disassembly and assembly
Rotating group 7. Check all piston shoe assemblies (13, Figure 50-25) for smooth action in their bores. 8. Check the piston walls and bores for scratches or other signs of excessive wear. (The pistons should not have more than a few thousandths of an inch of clearance). Replace if necessary. 9. The piston shoes must pivot smoothly, but the end play must not exceed 0.076 mm (0.003 in.). To check the end play: a. Place the square end of the piston on a bench and hold it down firmly. Pull on the end of the shoe with your other hand and note the 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 and scratches. b. Measure the shoe thickness between retainer (27) and the cradle. All shoes must have equal thickness within 0.003 mm (0.0001 in.). If even one piston shoe assembly (13) is out of specification, all piston shoe assemblies must be replaced. c. Inspect cylinder bearing (26) and the matching cylinder barrel bearing mating surface for galling, pitting and roughness. Replace if necessary.
FIGURE 50-26. PUMP, REAR HOUSING 1. Capscrew 2. O-ring 3. Plug 4. Cap 5. Backup Ring
28
6. O-ring 7. Capscrew 8. Capscrew 9. Cover Plate 10. O-ring
11. Valve Plate 12. Gasket 13. Bearing
960E-1
50 Disassembly and assembly
CEN50004-00
Swashblock group 10. Inspect swashblock (25, Figure 50-25) for scratches, grooves, cracks and uneven surface. Replace if necessary. NOTE: The wear face is coated with a gray colored, epoxy-based, dry film lubricant for break-in purposes. Scratching or wearing of this coating is not detrimental as long as the metal surface underneath the coating is not scored or “picked-up”.
11. For saddle bearing (24), compare the thickness in the wear area to the thickness in a non-wear area. Replace the saddle bearings if the difference is greater than 0.102 mm (0.004 in.). 12. Check the mating surface of the swashblock for cracks and excessive wear. Replace if necessary. 13. Swashblock movement in the saddle and saddle bearing must be smooth.
FIGURE 50-27. UNLOADER & COMPENSATOR CONTROLS 1. Valve Plate 2. O-Ring 3. O-Ring 4. O-Ring 5. Plug 6. O-Ring 7. Plug
960E-1
8. O-Ring 9. Orifice (0.062 in.) 10. Compensator Block 11. 4-Way Valve 12. Screw 13. Plug 14. O-Ring
15. Orifice (0.032 in.) 16. Compensator 17. Screw 18. Unloader Module 19. O-Ring
29
CEN50004-00
50 Disassembly and assembly
Driveshaft group 14. Remove shaft seal (26, Figure 50-24). 15. Check bearing (2) for galling, pitting, binding and roughness. Replace if necessary. 16. Check the shaft and its splines for wear. Replace parts as necessary. Compensator block and unloader module 17. Remove screws (17, Figure 50-27) and separate unloader module (18) from compensator block (10). 18. Remove 4-way valve (11) and compensator (16) from the compensator block. Remove all plugs and orifices (9) and (15). Clean the compensator block in solvent and inspect all ages and orifices for obstructions. 19. Remove the valve from unloader module (18). Remove the plugs and clean the block ages. If the valve is inoperative, replace the entire unloader module. Stroke adjuster assembly 20. Measure and record dimension “A” of the stroke adjuster assembly. See Figure 50-28. 21. Loosen jam nut (4). Separate stem (1) from gland (3). Remove and discard O-ring (2). 22. Inspect the parts for damage and excessive wear. 23. Install new O-ring (2) on stem (1) and reassemble it to gland (3). Adjust the stem-togland distance to dimension “A” recorded in Step 20. Tighten jam nut (4).
Assembly NOTE: The procedures for assembling the pump are basically the reverse order of the disassembly procedures. NOTE: During assembly, install new gaskets, seals, and O-rings. 1. Apply a thin film of clean grease or hydraulic oil to the sealing components to ease the assembly procedure. If a new rotating group is used, lubricate it thoroughly with clean hydraulic oil. Apply oil generously to all wear surfaces. Swashblock group 2. Press or tap roll pin (22, Figure 50-25) into pump housing (18, Figure 50-24). 3. Use an arbor press to press new shaft seal (26) into saddle (20, Figure 50-25). Install O-ring (21) into the groove in the saddle. 4. 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.
Be careful not to damage the saddle bearing surfaces while installing the saddle into the pump housing. 5. Use a long brass bar and a mallet (or an arbor press) to install the saddle and bearing assembly into the pump housing. Tap or press only on the area of the saddle that is exposed between the saddle bearings. Do not tap on the bearing surfaces. The saddle is fully seated when a distinct metallic sound is heard when installing the saddle into the pump housing. 6. Fasten control link (17) to swashblock (25) using link pin (16) and two retaining rings (14). 7. Ensure that both dowel pins (19) are pressed into swashblock (25). 8. Insert the swashblock into the pump housing until it engages in the saddle bearing. Allow the swashblock to settle to its lowest natural position.
FIGURE 50-28. STROKE ADJUSTER ASSEMBLY 1. Stem 2. O-ring
30
3. Gland 4. Jam Nut
9. Retain the swashblock by installing two pins (19, Figure 50-24) and O-rings (20). Once pinned, ensure that the swashblock strokes smoothly in the saddle by pulling firmly on the free end of the control link.
960E-1
50 Disassembly and assembly
CEN50004-00
Driveshaft group NOTE: Ensure that the punch marks on cylinder bearing (26, Figure 50-25) will face toward the shaft end of the pump. 10. Insert cylinder bearing (26) straight into the pump housing. Ensure that the bearing is positioned so that bearing retainer pins (17, Figure 6-9) can be inserted in the case and into the bearing. 11. Install O-rings (18) on pins (17). Install the pins. 12. An arbor press is required to install bearing (2, Figure 50-24) onto driveshaft (1). Press only on the inner race of the bearing. Press the bearing until it s the shoulder on the driveshaft. 13. Use a 153 mm (6 in.) long sleeve with an inside diameter that is slightly larger than the retaining ring inside diameter to press retaining ring (4) toward the bearing until it seats in the groove. 14. Place seal retainer (22) over shaft seal (26) inside pump housing (21). Lubricate the shaft seal with clean hydraulic oil. 15. Install the entire driveshaft assembly through the front of the pump housing. A mallet will be required to install the driveshaft through the shaft seal. 16. Once the driveshaft assembly is fully seated in the pump housing, install retaining ring (3).
The assembled rotating group weighs approximately 14 kg (30 lb). Assistance from others and use of proper lifting techniques is strongly recommended to prevent personal injury. 21. The rotating group can now be carefully installed over the end of the driveshaft and into the pump housing. 22. When installing the rotating group, the weight of cylinder barrel (10) as the cylinder spline is ed over the end of the driveshaft to avoid scratching or damage. 23. Push the cylinder barrel forward until the cylinder spline reaches the driveshaft spline. Rotate the cylinder slightly to engage the shaft splines. 24. Continue to slide cylinder barrel forward until it encounters cylinder bearing (26). Lifting the driveshaft slightly helps cylinder barrel-tocylinder bearing engagement. Continue pushing the cylinder forward until the piston shoes swashblock (25). 25. At this point, the back of the cylinder barrel should be located approximately 6 mm (0.25 in.) inside the back of the pump housing.
Rotating group 17. Grease the mating surfaces. Place the cylinder assembly on a clean work bench with the valve plate side down. 18. Assemble the rotating group by inserting retainer springs (28, Figure 50-25) into the same spring bores in cylinder barrel (10) from which they came.
Control piston group 26. Install seal (2) and piston ring (3) into their respective grooves on control piston (11). 27. Insert the control piston assembly into sleeve (4). 28. While ing the control piston, press or slip in pin (8) and secure it with cotter or roll pin (18).
19. Slide fulcrum ball (12) over the nose of cylinder barrel (10). 20. Place retainer (27) over the fulcrum ball and align the holes in the retainer with the corresponding holes (marked during disassembly) in the cylinder barrel. Once aligned, insert piston shoe assemblies (13) into their corresponding holes.
960E-1
31
CEN50004-00
50 Disassembly and assembly
NOTE: The order of piston sleeve seal installation starts at the widest end of the sleeve. 29. Install backup ring (1, Figure 50-29), O-ring (2) and backup ring (3) in rearmost groove on the piston sleeve. Install O-ring (4) and backup ring (5) in the remaining groove.
Valve plate group 35. Ensure that bearing (13, Figure 50-26) is in place. Using assembly grease to hold the desired position, place gasket (12) in position on valve plate (11). 36. In preparation for mating to the pump housing, the valve plate assembly from an overhead hoist using the lifting lug holes that are provided. 37. Assemble one retainer ring (14, Figure 50-25) and one washer (15) onto the threaded hole side of pin (16). Then thread a 1/4” - 20NC capscrew into the pin to ease holding. 38. Carefully maneuver the valve plate assembly (ed by overhead hoist) over the driveshaft and into the pump housing so that the slot on control piston (11) engages control link (17).
FIGURE 50-29. O-RING LOCATION ON PISTON SLEEVE 1. Backup Ring 2. O-ring 3. Backup Ring
4. O-ring 5. Backup Ring
NOTE: Ensure that the grooves in sleeve (4, Figure 50-25) are at the 12 o’clock and 6 o’clock positions when inserted into the valve plate. 30. Insert the piston and sleeve assembly into valve plate (11, Figure 50-26). Install O-ring (6) with backup ring (5) in the seal groove of control cover cap (4). 31. Insert bias control springs (1, Figure 50-25) into control piston (11). Use four capscrews (1, Figure 50-26) to fasten the control cover cap to the rear of the valve plate. Tighten the capscrews evenly to 187 Nm (138 ft lb). 32. Install O-ring (10) in the rear of the valve plate. Use four capscrews (7) to fasten cover plate (9) over the opening in the valve plate. 33. Pull the free end of control link (17, Figure 5025) toward the rear of the pump housing until the open hole in the link lines up with the open ports on the sides of the pump case. 34. Install stroke adjuster assembly (see Figure 5028) to hold the swashblock in place.
32
39. With the hole in the control piston lined up with the hole in the link, carefully insert pin (16).
During this next step, be careful to prevent the washer and retaining ring from falling into the pump housing. 40. Install second washer (15) and retaining ring (14) onto the pin. Remove the capscrew from the pin. NOTE: The valve plate is a slight press fit into thr pump housing. Ensure that the pilot diameter on the valve plate is aligned with the mating diameter on the pump housing before assembly. 41. Insert four capscrews (8, Figure 50-26) and alternately tighten them until the valve plate is drawn up to the pump housing. Tighten the capscrews evenly to 330 Nm (244 ft lb). 42. Install cover plate (9) with new O-ring (10) and capscrews (7). 43. Install O-rings (2, Figure 50-27), (3) and (4) in their proper locations on the top of the valve plate. Install compensator block (10) to the valve plate with socket head capscrews (12). Tighten the capscrews to 21 Nm (183 in lb).
960E-1
50 Disassembly and assembly
44. Install 4-way valve (11) and compensator (16). 45. Install orifice (9) and plug (7) with new O-ring (8) in the side of the compensator block. Install orifice (15), plug (7) and O-ring (8) in the top of the compensator block. 46. Install the remaining plugs with new O-rings. 47. Install unloader module (18) on the compensator block with new O-rings (19) and socket head capscrews (17). Tighten the capscrews to 10 Nm (88 in lb).
CEN50004-00
Removal and installation of steering accumulators Removal 1. Turn the key switch OFF and allow 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no oil remains under pressure. 2. Remove cover (1, Figure 50-30). Disconnect the electrical wires from nitrogen precharge pressure switch (10).
48. Install plugs (9, Figure 50-24) and (24) and Orings (10) and (25) in the pump housing. 49. Measure the pump rotation torque. The rotation torque should be approximately 20 Nm (15 ft lb).
FIGURE 50-30. STEERING ACCUMULATORS 1. Cover 2. Front Steering Accumulator 3. Rear Steering Accumulator 4. Mounting Clamp 5. Flow Amplifier Valve
960E-1
6. Bleed Down Manifold 7. Mounting Bracket 8. Oil Line 9. Charging Valve 10. Nitrogen Precharge Pressure Switch 11. Gas Valve
33
CEN50004-00
3. Remove the charging valve guard and loosen the small hex on charging valve (9) three complete turns. Depress the valve core until all nitrogen pressure has been relieved.
Ensure that only the small swivel hex nut 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 a protective face mask when discharging nitrogen gas. 4. Remove oil line (8) from the bottom of the accumulator that is being serviced. Plug the hoses and cover the opening in the accumulator to prevent possible contamination of the system. Do not use a screw-in type plug.
The accumulator weighs approximately 172 kg (380 lbs). Use a suitable lifting device with adequate capacity to handle the load safely. 5. Attach a lifting device to the accumulator. 6. Loosen the capscrews and remove mounting clamp (4). 7. Raise the accumulator until it is clear of mounting bracket (7). Move the accumulator to a clean work area for disassembly.
50 Disassembly and assembly
Disassembly and assembly of steering accumulators Disassembly 1. After the accumulator has been removed from the truck, secure the accumulator body in a vise, preferably a chain vise. If a standard jaw vise is used, use brass inserts to protect the hydraulic port assembly from damage. Clamp on wrench flats only when using a jaw vise to prevent the accumulator from turning. 2. Remove bleed plug (12, Figure 50-33) on hydraulic port assembly (2). Use a spanner wrench to remove locking ring (10) from hydraulic port assembly (2). Use an adjustable wrench on the flats located on the port assembly to prevent the port assembly from rotating. 3. Remove spacer (9), then push the hydraulic port assembly into the shell. 4. Insert your hand into the accumulator shell and remove O-ring backup (8), O-ring (7), and metal backup washer (6). Separate anti-extrusion ring (3) from the hydraulic port. Fold the antiextrusion ring and remove it from the shell (See Figure 50-31).
Installation 1. Lift the accumulator into position it on mounting bracket (7, Figure 50-30). The accumulator should be positioned to allow access to charging valve (9). 2. Secure the accumulator to mounting bracket (7) using mounting clamps (4), capscrews, lockwashers and nuts. Tighten the capscrews to the standard torque. 3. Connect the electrical wiring to nitrogen precharge pressure switch (10). Reconnect oil line (8) to the bottom of the accumulator. 4. Precharge both accumulators with pure dry nitrogen. Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 5. Check charging valve (9), precharge switch (10) and gas valve (11) for leaks using a soap solution.
34
FIGURE 50-31. ANTI-EXTRUSION RING REMOVAL
960E-1
50 Disassembly and assembly
5. Remove the hydraulic port from the accumulator shell. 6. To prevent the bladder valve stem from twisting, secure it with an appropriate wrench applied to the valve stem flats. Remove gas valve manifold (14, Figure 50-33). Then remove nut (5) while still holding the bladder valve stem. 7. Fold the bladder and pull it out of the accumulator shell. A slight twisting motion while pulling on the bladder reduces the effort required (see Figure 50-32). If the bladder is slippery, hold it with a cloth.
FIGURE 50-32. BLADDER REMOVAL
960E-1
CEN50004-00
Cleaning and Inspection 1. Clean all metal parts with a cleaning agent. 2. All seals and soft parts should be wiped clean. 3. Inflate the bladder to normal size. Wash the bladder with a soap solution. If the bladder causes bubbles in the soap solution, discard the bladder. After testing, deflate the bladder immediately. 4. Inspect the hydraulic port assembly for damage. Check the poppet plunger to see that it spins freely and functions properly. 5. Check the anti-extrusion ring and soft seals for damage and wear. Replace all worn or damaged seals with original equipment seals. 6. After the shell has been cleaned with a cleaning agent, check the inside and outside of the shell. Pay special attention to the area where the gas valve and hydraulic assembly through the shell. Any nicks or damage in this area could destroy the accumulator bladder or damage new seals. If this area is pitted, consult your Komatsu Service Manager.
DO NOT repair the housing by welding, machining or plating to salvage a worn area. These procedures may weaken the housing and result in serious injury to personnel when pressurized.
35
CEN50004-00
50 Disassembly and assembly
3. With all gas completely exhausted from the bladder, collapse the bladder and fold it longitudinally in a compact roll.
Assembly
4. Install the gas valve on the bladder. Assemble the accumulator(s) in a dust and lint free area. Maintain complete cleanliness during assembly to prevent possible contamination. Use only nitrogen that meets or exceeds CGA (Compressed Gas Association) specification G10.1 for type 1, grade F. The nitrogen should be 99.9% pure. Use only nitrogen cylinders with standard CGA number 580 connections with the appropriate high pressure regulator. 1. After shell (4, Figure 50-33) has been cleaned and inspected, place the accumulator shell in a vise or on a table. 2. Thoroughly spray the inside of the accumulator shell with 3.1 L (106 oz.) of clean C-4 hydraulic oil to lubricate and cushion the bladder. Ensure that the entire internal surface of the shell is lubricated.
5. 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. 6. With one hand, pull the bladder pull rod while feeding the bladder into the shell with the other hand. Slight twisting of the bladder will assist in this insertion. 7. Once the bladder valve stem has been pulled through the valve stem opening in the shell, install nut (5) by hand. Remove the bladder pull rod. 8. Use a wrench to hold the bladder valve stem on the flats, then tighten nut (5) securely. 9. If removed, install pressure switch (15) into charging valve assembly (11). Tighten the switch to 41 ± 5 Nm (30 ± 4 ft lb). Then install valve assembly (11) onto gas valve manifold (14) and tighten it to 18 ± 4 Nm (13 ± 3 ft lb).
FIGURE 50-33. ACCUMULATOR ASSEMBLY 1. Bladder Assembly 2. Hydraulic Port Assembly 3. Anti-Extrusion Ring 4. Shell 5. Nut 6. Metal Backup Washer
36
7. O-ring 8. O-ring Backup 9. Spacer 10. Locking Ring 11. Charging Valve Assembly 12. Bleed Plug
13. Warning Plate 14. Gas Valve Manifold 15. Pressure Switch 16. O-ring
960E-1
50 Disassembly and assembly
10. If removed, install charging valve assembly (11) onto gas valve manifold (14). Then tighten swivel nut (4, Figure 50-34) to 5 Nm (45 in lb). If a new charging valve was installed, the valve stem must be seated as follows: a. Tighten swivel nut (4) to 14 Nm (10 ft lb). b. Loosen the swivel nut. c. Retighten the swivel nut to 14 Nm (10 ft lb). d. Loosen the swivel nut again. e. Finally, tighten the swivel nut to 5 Nm (45 in lb).
FIGURE 50-34. 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
11. Install valve cap (1) finger-tight. Install the valve cover and tighten the capscrews to 40 Nm (25 ft lb). 12. Install new O-ring (16, Figure 50-33) on gas valve manifold (14). Hold the bladder valve stem with a wrench and install gas valve manifold (14) securely. 13. While holding hydraulic port assembly (2) by the threaded end, insert the poppet end into the shell fluid port. Lay the complete assembly inside the shell.
960E-1
CEN50004-00
14. 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. 15. 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. 16. Connect the nitrogen charging kit to the charging valve. With the hydraulic port assembly firmly in place, slowly pressurize the bladder using dry nitrogen and a sufficient pressure of approximately 275 - 345 kPa (40 50 psi) to hold the port assembly in place so that both of your hands are free to continue with the assembly. 17. Install metal backup washer (6) over the hydraulic port assembly. Push it into the shell fluid port to bottom it out on the anti-extrusion ring. 18. Install O-ring (7) over the hydraulic port assembly. Push it into the shell fluid port until it bottoms out against metal backup washer (6). Ensure that the O-ring does not twist. 19. Install O-ring backup (8) over the hydraulic port assembly. Push it into the shell fluid port until it bottoms out against O-ring (7). 20. Insert spacer (9) with the smaller diameter of the shoulder facing the accumulator shell. 21. Install locking ring (10) on the hydraulic port assembly and tighten it securely. This will squeeze the O-ring into position. Use an appropriate wrench on the flats on the port assembly to ensure that the unit does not turn. 22. Install bleed plug (12) into the hydraulic port assembly. 23. that all warning labels are attached to the shell and that they are legible. Install new labels as required. 24. Precharge the accumulator to 690 - 827 kPa (100 - 120 psi). Refer to Testing and adjusting section Accumulators and suspensions for the accumulator charging procedure. 25. After precharging is completed, install a plastic cover over the hydraulic port to prevent contamination. Do not use a screw-in type plug.
37
CEN50004-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50004-00
38
960E-1
CEN50005-00
DUMP TRUCK 960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Suspensions Removal and installation of front suspension ....................................................................................................... 3 Minor front suspension repairs (lower bearing and seals) .................................................................................. 10 Major front suspension rebuild.............................................................................................................................11 Removal and installation of rear suspension ...................................................................................................... 13 Disassembly and assembly of rear suspension.................................................................................................. 16
960E-1
1
CEN50005-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
Removal and installation of front suspension ®
Hydrair II 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 rear axle 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 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.
CEN50005-00
Removal 1. Remove the front tire and rim. Refer to Disassembly and assembly section Tires, spindles and rear axle. 2. Remove the front wheel hub and spindle. Refer to Disassembly and assembly section Tires, spindles and rear axle. 3. Remove the boot clamp and boot from the front suspension.
Wear a face mask or goggles. Make sure that only the swivel nut turns. Turning the entire charging valve assembly may result in the valve assembly being forced out of the suspension by the gas pressure inside. 4. Discharge the nitrogen pressure from the suspension as follows: a. Remove the cap from charging valve (5, Figure 50-1). b. Turn charging valve swivel nut (small hex) (2, Figure 50-2) counterclockwise three full turns to unseat the valve seal. Do not turn more than three turns. Do not turn charging valve body (large hex) (3). c. Depress the valve stem until all nitrogen pressure has been relieved. 5. After all nitrogen pressure has been relieved, loosen valve body (3) and remove the charging valve assembly. Discard the O-ring seal.
FIGURE 50-1. SUSPENSION CHARGING VALVE 1. Suspension Housing 2. Cap Structure 3. Pressure Sensor Port
960E-1
4. Vent Plug 5. Charging Valve
FIGURE 50-2. CHARGING VALVE INSTALLATION 1. Valve Cap 2. Swivel Nut (Small Hex)
3. Charging Valve Body (Large Hex) 4. Vent Plug
3
CEN50005-00
6. Place a suitable container under the suspension cylinder. Remove bottom drain plug (11, Figure 50-12) and allow the cylinder to drain completely. A properly charged front suspension cylinder contains 113.5 L (30 gal) of oil.
50 Disassembly and assembly
Installation 1. Remove all paint, rust, dirt and foreign debris from the suspension mounting surfaces.
NOTE: Front suspensions are equipped with lower bearing retainer puller holes. If rod wiper, rod seals, bearing, O-ring and backup ring replacement is required, it is not necessary to remove the suspension from the truck. Refer to "Minor front suspension repairs (lower bearing and seals)" for bearing retainer removal and installation. 7. If major suspension rebuild is required, continue with the removal procedure. 8. Attach a fork truck or suitable lifting device to the suspension. Secure the suspension to the lifting device.
The front suspension weighs approximately 3255 kg (7176 lbs). Make sure that the lifting device has a sufficient capacity to handle the load. 9. Remove upper capscrews (1, Figure 50-4). 10. Remove four lower outer capscrews (4).
FIGURE 50-3. REMOVING DEBRIS
2. Clean and dry the mounting surfaces on both the suspension and the frame. Use a cleaning agent that does not leave a film after evaporation, such as isopropyl alcohol, acetone or lacquer thinner. 3. Inspect the mounting surfaces of the suspension and frame for damage or wear. Check for the following criteria:
11. Remove four lower capscrews (4) with spacers (7).
Flatness of each surface must be within 0.25 mm (0.010 in.).
12. Move the suspension to a clean work area for disassembly.
Surface finish must not exceed 0.635 µm (250 µ in.) roughness average (RA).
13. Discard the suspension mounting capscrews, washers, and nuts.
If measurements are not within specifications, your Komatsu customer service manager for further instructions. 4. Clean and dry all suspension mounting hardware. Use the same cleaning agent that was used to clean the mounting surfaces.
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.
4
960E-1
50 Disassembly and assembly
CEN50005-00
.
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.
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 or threads lubricated with anti-seize compounds may result in damage. Only use the approved lubricant specified below.
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.
5. Lubricate the cap screw threads, cap screw head seats, washer faces and nut seats with 5% molybdenum-disulphide grease. 6. Identify and separate the hardware according to location on the suspension. Refer to Figure 504.
FIGURE 50-4. 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 3/4" - 5NC x 14 1/2" (G8) 5. Flat Washer - 1 3/4" (G8) 6. Nut - 1 3/4" - 5NC (G8) 7. Spacer 8. Shear Key 9. Part Of Frame
960E-1
5
CEN50005-00
50 Disassembly and assembly
7. The hardened flat washers used on the front suspensions are punched during the manufacturing process. Assemble the cap screws and washers and position the punched lip away from the cap screw head to prevent damage. Refer to Figure 50-5.
8. Lift the front suspension into position on the frame. The weight of each front suspension cylinder is approximately 2 790 kg (6,150 lb). 9. Install the mounting hardware and the shear key. Install the shear key flush with the side face of the suspension. Install one washer under each cap screw head and one washer under each nut (where applicable). 10. Tighten all of the hardware to 1 356 ± 136 Nm (1,000 ± 100 lb ft) in the sequence shown in Figure 50-7. This ensures that the suspension has been seated properly on the frame. 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.
FIGURE 50-5. FLAT WASHER ORIENTATION 1. Hardened Flat Washer
2. Cap Screw
Failure to tighten all cap screws to the proper torque and in the proper sequence could affect the integrity of the t.
FIGURE 50-6. SUSPENSION INSTALLATION
6
960E-1
50 Disassembly and assembly
CEN50005-00
11. The mounting cap screws now must be loosened one at time and then tightened one at time by turning the hardware by a specified number of degrees. This is known as the turn-of-the-nut method (or angle advance). Use the map shown in Figure 50-7 for the proper tightening sequence. Refer to the turn-of-the-nut methods on the following pages for the proper tightening procedures.
The capscrews at the upper mounting t require a different turn-of-the-nut tightening procedure than the capscrews at the lower mounting t. It is important to refer to the correct procedure as each capscrew is tightened in sequence.
12. Charge the front suspension with dry nitrogen to fully extend the suspension piston before installing the front wheel hub and spindle. Refer to Testing and adjusting section Accumulators and suspensions. 13. Install spindle, wheel and tire. Refer to Disassembly and assembly section Wheels, spindles and rear axle. FIGURE 50-7. TIGHTENING SEQUENCE MAP
14. Service the front suspensions. Refer to Testing and adjusting section Accumulators and suspensions for the oiling and charging procedure. 15. Install the suspension boot and secure it with the boot clamp.
960E-1
7
CEN50005-00
Upper mounting t - 60° turn-of-the-nut method 1. Loosen the cap screw. All other cap screws must remain tightened. 2. Tighten the cap screw to 95 Nm (70 lb ft). NOTE: Do not exceed 4 rpm tightening speed. Do not hammer or jerk the wrench while tightening. 3. Mark a corner of the cap screw head with a paint marker as shown in Figure 50-8. 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.
50 Disassembly and assembly
5. Make new reference lines along the cap screw, nut and frame at the rear of the t as shown in Figure 50-9. These reference lines will be used to the cap screws have maintained their torque. 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 must be cleaned and lubricated again before repeating.
4. Advance the cap screw to the 60° advance mark. Hold the nut at the rear of the t stationary while tightening.
FIGURE 50-8. 60 DEGREE ADVANCE
8
FIGURE 50-9. MAKING REFERENCE LINES
960E-1
50 Disassembly and assembly
Lower mounting t - 90° turn-of-the-nut method 1. Loosen the cap screw. All other cap screws must remain tightened. 2. Tighten the cap screw to 475 Nm (350 lb ft). NOTE: Do not exceed 4 rpm tightening speed. Do not hammer or jerk the wrench while tightening. 3. Mark a corner of the cap screw head with a paint marker as shown in Figure 50-10. 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.
CEN50005-00
5. Make new reference lines along the cap screw, nut and frame at the rear of the t as shown in Figure 50-9. For the four cap screws with spacers, refer to Figure 50-11. These reference lines will be used to the cap screws have maintained their torque. 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 must be cleaned and lubricated again before repeating.
4. Advance the cap screw to the 90° advance mark. Hold the nut at the rear of the t (where applicable) stationary while tightening.
FIGURE 50-11. MAKING REFERENCE LINES
FIGURE 50-10. 90 DEGREE ADVANCE Inspection Visual inspections of the bolted ts are necessary after the truck has been released for use. Inspect the ts 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 50-9 and Figure 50-11) have remained in alignment, the trucks 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.
960E-1
9
CEN50005-00
Minor front suspension repairs (lower bearing and seals) If only rod wiper, rod seals, bearing, O-ring and backup rings are to be replaced, refer to the following steps.
50 Disassembly and assembly
5. Install the spindle, wheel and tire. Refer to Disassembly and assembly section Wheels, spindles and rear axle.
Lower bearing retainer removal 1. Remove the spindle, wheel and tire. Refer to Disassembly and assembly section Wheels, spindles and rear axle. 2. Remove capscrews (1, Figure 50-12), hardened washers (2). Install pusher bolts into the tapped holes in the retainer flange. 3. Tighten the pusher bolts evenly and prepare to the lower bearing retainer as it exits the suspension housing. Remove lower bearing retainer (3). 4. Remove retainer plate (4), wiper seal (5), double lip seal (6), buffer seal (7), O-ring (8), backup ring (9) and lower bearing (10). Lower bearing retainer installation
When installing backup rings with double lip seal (6) and buffer seal (7), ensure that the radius is positioned toward the seal and the white dot is positioned away from the seal. 1. Install new buffer seal (7, Figure 50-12), double lip seal (7) and wiper seal (5). Install retainer plate (4). 2. Install new O-ring (8) and backup ring (9) in their appropriate grooves in lower bearing retainer (3). Install new lower bearing (10). NOTE: Backup rings must be positioned toward the flange of the bearing retainer as shown in Figure 5013. 3. Install temporary guide bolts to ensure bolt hole alignment as the lower bearing retainer is seated. Lift lower bearing retainer (3) into place and carefully start it into the suspension housing. 4. Install hardened washers (2) and capscrews (1). Tighten the capscrews to 678 Nm (500 ft lbs).
10
FIGURE 50-12. FRONT SUSPENSION 1. Capscrew 2. Hardened Washer 3. Lower Bearing Retainer 4. Retainer Plate 5. Wiper Seal
6. Double Lip Seal 7. Buffer Seal 8. O-Ring 9. Backup Ring 10. Lower Bearing 11. Drain Plug
960E-1
50 Disassembly and assembly
Major front suspension rebuild Disassembly NOTE: your Komatsu distributor for any Hydrair II suspension repair information that is not covered in this shop manual. 1. With the suspension housing and piston held in a vertical position (end cap up), remove capscrews (1, Figure 50-14) and hardened washers (2). Attach a hoist to end cap structure (16) and lift the end cap out of suspension housing (6) until piston stop (12) s upper bearing retainer (5). the lower end of the piston and remove capscrews (3) and hardened washers (4). Lift the end cap and bearing retainer from the housing.
CEN50005-00
Assembly NOTE: All parts must be completely dry and free of foreign material. Lubricate all interior parts with clean Hydrair II suspension oil. Refer to Testing and adjusting section Accumulators and suspensions.
Be careful not to damage the machined or plated surfaces, O-rings or seals when installing the piston assembly. 1. Install new buffer seal (7, Figure 50-12), double lip seal (6) and wiper seal (5). Install retainer plate (4).
2. Remove roll pin (10), nut (11), piston stop (12) and key (13). Separate the cap and bearing. Remove O-rings and backup rings (15). Remove bearing (14). 3. Attach a lifting device to piston (7) and carefully lift it out of the housing. 4. Rotate the suspension 180 degrees. NOTE: Steel balls (9) will fall free when the housing is rotated. 5. Remove capscrews (1, Figure 50-12) and hardened washers (2). Install pusher bolts and remove lower bearing retainer (3). 6. Remove retainer plate (4), wiper seal (5), double lip seal (6), buffer seal (7), O-ring (8), backup ring (9) and lower bearing (10).
When installing backup rings with double lip seal (6) and buffer seal (7), ensure that the radius is positioned toward the seal and the white dot is positioned away from the seal. 2. Install new O-ring (8) and backup ring (9) in their appropriate grooves in lower bearing retainer (3). NOTE: The backup rings must be positioned toward the bearing retainer bolt flange with the concave side toward the O-ring as shown in Figure 50-13. 3. Install new lower bearing (10) into the lubricated bearing retainer. Install hardened washers (2) and capscrews (1). Tighten the capscrews to 678 Nm (500 ft lbs). 4. Install new backup rings and O-rings (15, Figure 50-14) in the end cap grooves. Backup rings must be positioned toward the flange on the end cap. 5. Install new upper bearing (14) on upper bearing retainer (5). 6. Slide upper bearing retainer (5) over the rod of cap structure (16).
FIGURE 50-13. BACKUP RING REPLACEMENT 1. O-Ring 2. Backup Ring
960E-1
3. Lower Bearing Retainer
11
CEN50005-00
50 Disassembly and assembly
7. Install key (13) and piston stop (12) on the cap structure rod. Ensure that the piston stop is fully seated against the rod shoulder. Install locknut (11) against the piston stop. Tighten locknut one-half turn further until the hole for rollpin (10) is in alignment. Install the rollpin. 8. Attach a lifting device to top side of the end cap assembly. Lower the end cap onto piston (7). Insert steel balls (9) in the holes in the piston before fully seating the bearing on top of the piston. A small amount of petroleum jelly will prevent the balls from dropping out during assembly. 9. Install upper bearing retainer (5) onto the piston rod. Secure the bearing in place with new capscrews (3) and hardened washers (4). Tighten the capscrews to 678 Nm (500 ft lb). NOTE: Always use new capscrews (3, Figure 50-14) during assembly. Used capscrews will be stressed and fatigued because of loads imposed on these capscrews during operation. 10. Apply a light coating of petroleum jelly to the seals, wiper and bearings. With the 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 hardened washers (2) and capscrews (1). Tighten the capscrews to 678 Nm (500 ft lb). 12. Install drain plug (11, Figure 50-12) and tighten to 17 Nm (13 ft lb). NOTE: If the suspension is to be stored, put in one liter (two pints) of a rust preventive oil. This oil must be drained when the suspension is put into service. 13. Install the charging valve with a new O-ring. Lubricate all O-rings with clean Hydrair II oil before threading the charging valve into the end cap. Tighten valve body (large hex) (3, Figure 50-2) to 23 Nm (17 ft lb).
12
FIGURE 50-14. PISTON ROD REMOVAL 1. Capscrew 2. Hardened Washer 3. Capscrew 4. Hardened Washer 5. Upper Bearing Retainer 6. Housing 7. Piston 8. Mounting Holes
9. Steel Ball (2 each) 10. Rollpin 11. Nut 12. Piston Stop 13. Key 14. Upper Bearing 15. O-Ring and Backup Ring 16. Cap Structure
960E-1
50 Disassembly and assembly
CEN50005-00
Removal and installation of rear suspension The Hydrair® II 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 rear suspension cylinders consist of two basic components: a suspension housing attached to the frame and a suspension rod attached to the rear axle housing.
The suspension cylinder requires only normal care when handling as a unit. However, after being disassembled, these parts must be handled with extreme care 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.
FIGURE 50-15. REAR SUSPENSION 1. Suspension Cylinder 2. Mud Flap
960E-1
3. Mounting Pin
13
CEN50005-00
50 Disassembly and assembly
2. Discharge the nitrogen pressure from the suspension as follows:
Removal
Table 1: TOOL LIST FOR SUSPENSION PIN REMOVAL
a. Remove charging valve cap (1, Figure 5016).
Part Number
Description
Quantity
EJ2847
Pin Removal Tool
2
EJ2848
Cylinder
1
b. Loosen swivel nut (small hex) (4) on the charging valve and turn it counterclockwise three full turns to unseat the valve seal. Do not turn more than three turns. Do not turn valve body (large hex) (6).
EJ2849
Hand Pump
1
c. Connect the charging kit.
EJ2850
Shackle
2
MM0093
Capscrew - M16 x 2 x 70
4
1. Remove capscrews, washers, and mud flap (2, Figure 50-15) from the suspension.
Wear a face mask or goggles. Make sure that only the swivel nut turns. Turning the entire 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 in.). 4. Place stands or cribbing under the truck frame at each hoist cylinder mount. 5. Open the valve on the suspension charging kit to release nitrogen from the suspension. Disconnect the charging kit. 6. Disconnect the lubrication pressure sensor cable.
lines
and
the
7. Position a fork lift under the suspension housing above the lower mounting pin. Secure the suspension to the fork lift.
FIGURE 50-16. CHARGING VALVE 1. Charging Valve Cap 2. Seal 3. Valve Core 4. Swivel Nut 5. Rubber Washer
14
6. Valve Body 7. O-Ring 8. Valve Stem 9. O-Ring
The rear suspension weighs approximately 913 kg (2,013 lb). Make sure that the lifting device has a sufficient capacity to handle the load.
960E-1
50 Disassembly and assembly
NOTE: The mounting arrangement for the top and bottom pins is identical. 8. Remove locking capscrew (4, Figure 50-17) from the lower suspension pin that is to be removed. The locking capscrew on the remaining cylinder must remain installed. 9. Install pin removal tool (1) to each lower pin using the capscrews listed in Table 1. Tighten the capscrews to 240 ± 24 Nm (177 ± 17 ft lb). 10. Attach both shackles (2) to cylinder (3).
CEN50005-00
13. 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. 14. Remove the pin from the lower mounting. 15. Install the tool on the upper pin and repeat the pin removal process. 16. Remove the cylinder from the truck.
11. Attach each shackle to pin removal tool (1), as shown.
17. If it is necessary to remove the remaining rear suspension cylinder, insert the pins back into the upper and lower mountings.
12. Apply pressure to the cylinder using the hand pump (not shown).
18. Secure the pins using locking capscrews (4), and repeat the removal process. Installation
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.
1. Inspect mounting bore sleeves (9, Figure 5018) and the bearing spacers for damage and wear. Check the fit of the pins in the bores before installing the suspension. Replace worn or damaged parts. 2. Secure the suspension to the fork lift and raise it into position. The suspension assembly must be retracted as far as possible before installation. 3. Position the top suspension eye and spherical bearing between the ears on the frame, as shown in Figure 50-18. Orient the cylinder so that the charging valve faces the opposite suspension cylinder, as shown in Figure 50-15. 4. Lubricate all pin-to-bearing and pin-to-sleeve surfaces with anti-seize compound. Lubricating the pin surfaces aids in removal and installation, as well as prevention of rust and corrosion.
FIGURE 50-17. REAR SUSPENSION PIN REMOVAL TOOL 1. Pin Removal Tool 2. Shackle
960E-1
3. Cylinder 4. Locking Capscrew
5. Align the retaining capscrew hole in pin (1, Figure 50-18) with the hole in the mounting bore. Drive in the pin far enough to hold pin in position. 6. Insert bearing spacer (4) and continue to drive in the pin through the spherical bearing. Insert the remaining spacer and continue to drive in the pin until the retaining capscrew hole is aligned with the hole in the pin.
15
CEN50005-00
50 Disassembly and assembly
Disassembly and assembly of rear suspension Disassembly 1. Place the suspension in a fixture with the rod end down. NOTE: The fixture should allow the suspension to be rotated 180° vertically.
To avoid possible injury, wear a face mask or goggles while relieving nitrogen gas pressure.
FIGURE 50-18. SUSPENSION MOUNTING PIN Typical, top and bottom 1. Pin 2. Retainer Capscrew 3. Locknut 4. Bearing Spacer 5. Retaining Ring
6. Spherical Bearing 7. Capscrew 8. Washer 9. Sleeve
7. Install capscrew (2) and locknut (3). Tighten to 465 Nm (343 ft lb). If further alignment of the capscrew and hole are necessary, install a pin removal tool onto the pin. Use the tool in conjunction with a large pipe wrench or other suitable device to align the locking capscrew holes. 8. Adjust the piston rod height until the lower mount bearing aligns with the bore in the rear axle housing, and repeat the above procedure to install the bottom pin. Mounting components in the top and bottom ts are identical. 9. Install the nitrogen charging kit, and add nitrogen to raise the frame off the stands or cribbing. A lifting device may also be used.
2. Depress the charging valve stem to ensure that all nitrogen gas pressure has been released before removing the charging valve. 3. Remove cover (16, Figure 50-19) and charging valve (17). Remove and discard the charging valve O-ring. 4. Remove pressure sensor (15). 5. With the suspension in a vertical position (piston rod down), remove drain plug (18) and allow the suspension oil to drain. A properly charged rear suspension cylinder contains 54.5 L (14.4 gal) of oil. 6. Rotate the cylinder 180 degrees. Remove capscrews (6) and washers (7). Lift piston rod (9) from housing (1). 7. Remove bearing retainer (5) from the piston. Remove bearing (4). Remove the seals, the Oring and backup ring from bearing retainer (5). Discard the O-ring and backup ring. 8. Remove bearing (3) from the piston. 10. If spherical bearings (6, Figure 50-18) require replacement, remove retaining rings (5) and press the bearing from the cylinder bore.
10. Connect the lubrication lines and the pressure sensor. 11. Service the suspension. For instructions, refer to Testing and adjusting section Accumulators and suspensions. 12. Install mud flap (2, Figure 50-15) with the capscrews, flat washers, and lockwashers.
16
960E-1
50 Disassembly and assembly
Cleaning and Inspection 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 laquer thinner.
When using cleaning agents, follow the solvent manufacturer's instructions.
CEN50005-00
Assembly NOTE: Assembly must be performed 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. Refer to the Testing and adjusting section Accumulators and suspensions. 1. If removed, install spherical bearing (6, Figure 50-18) in the eye of the piston rod and cylinder housing. 2. Install retaining rings (5) to secure the bearings.
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. NOTE: your local Komatsu distributor for repair information and instructions not covered in this manual.
3. Install wiper seal (12, Figure 50-19), double lip seal (11), buffer seal (10), O-ring (13) and backup ring (14) onto bearing retainer (5). NOTE: Refer to the seal installation illustration and details in Figure 50-19 for proper orientation. 4. Install rod bearing (4). 5. Slide piston bearing (3) onto the lubricated piston rod. 6. With the lubricated housing (1) held in a vertical position, slide the piston assembly partially into the housing. Slide retainer (5) onto the housing and fasten with capscrews (6) and washers (7). Tighten the capscrews to standard torque. Use care during piston installation to prevent damage to machined and chrome surfaces. NOTE: If the suspension is to be stored, fill with one liter (two pints) of a rust preventive oil. This oil must be drained when the suspension is put back into service. 7. Install a new O-ring onto the charging valve, and install the charging valve onto the cylinder. Tighten the large hex of the charging valve to 23 Nm (17 ft lb). 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 finger-tight. 8. Install the charging valve, pressure sensor, and plugs. 9. Install cover (16) onto the suspension. 10. Pressure test the suspension. Refer to the Testing and adjusting section Accumulators and suspensions.
960E-1
17
CEN50005-00
50 Disassembly and assembly
FIGURE 50-19. REAR SUSPENSION ASSEMBLY 1. Housing 2. Vent Plug 3. Piston Bearing 4. Rod Bearing 5. Bearing Retainer 6. Capscrew
18
7. Hardened Washer 8. Mud Flap 9. Piston Rod 10. Rod Buffer Seal 11. Rod Double Lip Seal 12. Wiper Seal
13. O-ring 14. Backup Ring 15. Pressure Sensor 16. Cover 17. Charging Valve 18. Drain Plug 960E-1
50 Disassembly and assembly
CEN50005-00
NOTES
960E-1
19
CEN50005-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50005-00
20
960E-1
CEN50006-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Hoist circuit Removal and installation of hoist pump ................................................................................................................ 3 Disassembly and assembly of hoist pump............................................................................................................ 5 Removal and installation of hoist valve ............................................................................................................... 13 Disassembly and assembly of hoist valve .......................................................................................................... 14 Overcenter valve manifold service...................................................................................................................... 21 Removal and installation of hoist pilot valve ....................................................................................................... 22 Disassembly and assembly of hoist pilot valve................................................................................................... 23 Removal and installation of hoist cylinders ......................................................................................................... 25 Disassembly and assembly of hoist cylinders..................................................................................................... 27
960E-1
1
CEN50006-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50006-00
Removal and installation of hoist pump Removal NOTE: The hoist pump can be removed without removing the steering/brake pump from the truck if desired. 1. Shut down the truck properly. Refer to Index and foreword section Operating instructions for the shutdown procedure. 2. If necessary, drain the hydraulic tank by using the drain valve on the bottom of the tank. 3. Remove the rear axle blower duct to allow the hoist pump to be lowered from the pump mount bracket for removal. Remove the duct bracket.
FIGURE 50-1. HOIST PUMP REMOVAL 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. 4. Loosen the capscrews that secure the inlet hoses and outlet hoses to hoist pump (3, Figure 50-1). Allow the oil to drain into a suitable container. 5. Remove the inlet and outlet hoses. Cap or cover all lines and pump inlets and outlets to prevent contamination.
1. Pump Outlet Hoses 2. Capscrews 3. Hoist Pump 4. Mounting Capscrews
5. Steering/Brake Pump 6. Pump Mount Bracket 7. Outlet Hose
8. Remove four capscrews (2) that secure the hoist pump to the front bracket. Remove the six capscrews that secure pump mount bracket (6) to the pump module . Remove the pump mount bracket.
6. Remove the capscrews that secure the hoist pump drive flange to the driveshaft.
9. Ensure that the lifting and devices are in place on both pumps. Loosen (but do not remove) the rear bracket capscrews holding steering/brake pump (5). Lower the pumps, allowing the hoist pump to come down farther than the steering/brake pump.
The hoist pump weighs approximately 140 kg (310 lb). The hoist pump and steering/brake pump combined weigh approximately 254 kg (560 lb). Use a suitable lifting device that can handle the load safely.
10. Remove four steering/brake pump mounting capscrews (4). Slide the hoist pump forward to disengage the splines of coupling (9, Figure 502) from the steering/brake pump.
7. Attach a suitable lifting device to the hoist pump. Attach a to the front end of steering/ brake pump (5) to hold it in place during removal of the hoist pump.
960E-1
11. Move the hoist pump to a clean work area for disassembly.
3
CEN50006-00
1. Hoist Pump 2. Nut and Washer 3. Dowel 4. O-Ring 5. Capscrew
50 Disassembly and assembly
FIGURE 50-2. HOIST PUMP INSTALLATION 11. Steering/Brake Pump 6. Bearing Plate 12. Pump Case Return 7. O-Ring Fitting (Pump Drain) 8. Transition Plate 13. Inlet Port 9. Coupling 10. Capscrew
Installation NOTE: The following procedure assumes that the steering/brake pump is already installed on the truck. 1. Install O-ring (16, Figure 50-2) on transition plate (8). Install coupling (9) on hoist pump (1).
14. Compensator Adjustment 15. Unloader Adjustment 16. O-Ring 17. Nut
4. Use the capscrews, lockwashers and nuts to attach the front bracket to the pump module and to the pump. Tighten the capscrews to the standard torque. 5. Use the capscrews, lockwashers and nuts to connect the pump drive flange to the driveshaft. Tighten the capscrews to the standard torque. 6. Tighten the capscrews for pump mount bracket (6, Figure 50-1) to the standard torque.
The hoist pump weighs approximately 140 kg (310 lbs). The hoist and steering pump together weigh approximately 254 kg (560 lbs). Use a suitable lifting or device that can handle the load safely. 2. Attach a suitable lifting device to the hoist pump. Move the pump into position for installation. 3. Lubricate the steering/brake pump spline shaft and align it with coupling (9). Install the hoist pump onto the steering/brake pump using capscrews (10) with hardened washers. Tighten the capscrews to the standard torque. Raise the pumps into position.
4
7. Uncap the inlet and outlet hoses and attach them to the pumps with new O-rings. Tighten the capscrews securely. 8. Fill the hydraulic tank with clean hydraulic oil. 9. To bleed any trapped air, loosen the capscrews on the suction hoses at the pump, then loosen the capscrews on the pressure hoses at the pump. Tighten all capscrews securely. NOTE: If trapped air is not bled from steering pump, possible pump damage and no output may result. 10. Install the blower duct and bracket.
960E-1
50 Disassembly and assembly
Disassembly and assembly of hoist pump 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/brake pump is attached, remove capscrews (10, Figure 50-2) and pull the steering/brake pump free of transition plate (8). Remove O-ring (16). 2. Remove and inspect coupling (9). Remove and discard the internal snap ring, if installed. Remove dowels (3) if they are damaged or if replacement of the bearing plate is necessary. 3. the pump by placing it on wood blocks with the input driveshaft pointing downward. Match mark each section nearest the input drive gear to aid in reassembly.
CEN50006-00
4. Remove nuts (17). Remove bearing plate (6) with transition plate (8) and O-ring (16). 5. Remove the capscrews that secure the bearing plate to the transition plate. Remove O-ring (7). Remove the dowels if they are damaged or if replacement of the transition plate is necessary. 6. Remove connector plate (9, Figure 50-3). If the connector plate is stuck, tap it lightly with a plastic hammer to loosen it. Remove O-ring (8) and steel rings (10) and (14). Remove dowels (6) if they are damaged or if the connector plate must be replaced. 7. Remove backup ring (15), O-ring and retainer (16), and isolation plate (17). Grasp drive gear (12) and idler gear (11) and pull straight up and out of the bore of gear plate (5). Remove pressure plate (18) from gears. 8. Remove gear plate (5) and pressure plate (19). Remove the steel rings, backup ring, O-ring, and retainer, and isolation plate. Remove Orings (3) and (4).
FIGURE 50-3. HOIST PUMP DISASSEMBLY (Rear Section) 1. O-ring 2. Bearing Plate 3. O-ring 4. O-ring 5. Gear Plate 6. Dowel
960E-1
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 and Retainer 17. Isolation plate 18. Pressure Plate
19. Pressure Plate 20. Dowels 21. Coupling 22. Snap Ring 23. O-ring
5
CEN50006-00
50 Disassembly and assembly
9. Remove bearing plate (2). Remove O-ring (23) and stud O-rings (1). Remove dowels (20) if they are damaged or if replacement of the bearing plate is necessary.
11. Remove steel rings (13), backup ring (14), Oring and retainer (15), and isolation plate (17). Remove dowels (16) if they are damaged or if replacement of bearing plate (10) is necessary.
10. Remove coupling (21). Remove snap ring (22) if it is damaged or if replacement is necessary. NOTE: Disassembly of the rear pump section is now complete. Do not remove studs (12, Figure 50-4) at this time as the studs serve as guides for disassembly.
12. Unscrew studs (12) and remove them. Remove flange (5). If the flange is stuck, tap it lightly with a plastic hammer to loosen it. Remove O-ring (8). Remove dowels (6) if they are damaged or if replacement of flange (5) or gear plate (7) is necessary.
10. Remove bearing plate (10, Figure 50-4). If the bearing plate is stuck, tap it lightly with a plastic hammer to loosen it. Remove O-rings (9) and (11).
13. Remove the steel rings, backup ring, O-ring and retainer. Remove drive gear (1) and idler (3) from gear plate (7). Remove both pressure plates (18).
FIGURE 50-4. HOIST PUMP DISASSEMBLY (Front Section) 1. Drive Gear and Shaft 2. Seal 3. Idler Gear 4. Steel Ball 5. Flange 6. Dowel 7. Gear Plate
6
8. O-ring 9. O-ring 10. Bearing Plate 11. O-ring 12. Studs 13. Steel Rings 14. Backup Ring
15. O-ring and Retainer 16. Dowel 17. Isolation Plate 18. Pressure Plate 19. Plug 20. Seal 21. Snap Ring
960E-1
50 Disassembly and assembly
CEN50006-00
FIGURE 50-5. PREPARATION FOR SEAL REMOVAL 1. Flange 3. Wood Blocks 2. Bearings
14. To aid in removal of the outboard shaft seal, place flange (1, Figure 50-5) on two small wood blocks (3). 15. Remove inboard shaft seal (20, Figure 50-4) and snap ring (21) from the flande bore. 16. Use a hammer and punch to tap outboard shaft seal (2) out of the flange bore (see Figure 50-6). Be careful not to mar, scratch or damage the seal bore surface or bearings. 17. After the shaft seals and snap ring have been removed, clean the bore thoroughly. If necessary, the bore may be smoothed with number 400 emery paper only.
960E-1
FIGURE 50-6. SHAFT SEAL REMOVAL 1. Flange 2. Punch
3. Bearings
7
CEN50006-00
50 Disassembly and assembly
Inspection 1. Inspect the gear bores in both gear plates (2, Figure 50-7). During the initial break-in, the gears cut into the aluminum 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. Use a knife or sharp pointed scraper to remove the metal that was rolled against the pressure plates. Remove all metal chips that were broken loose.
NOTE: Installing a 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 and gouges which may interfere with shaft seal installation. Assembly NOTE: A suitable seal press ring or plug and two small wood blocks should be available. 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.
When removing the rolled up metal, do not attempt to remove gear track-in grooves (1). 2. Inspect the pressure plates. They should not show excessive wear on the bronzed side. If deep, curved wear marks are visible, replace the pressure plates. 3. Inspect 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, replace the gears.
1. Open the vise jaws wide enough to accept the combined thickness of the flange, wood blocks and press ring. 2. Place the wood blocks flat against the fixed jaw of the vise. Place flange (1, Figure 50-8) against wood blocks (2) so that bearing projections (3) are between the wood blocks and clear of the vise jaw.
4. If any of the internal parts show excessive wear, replace them. Replace all O-rings and seals. 5. Inspect the bearings. If they are worn beyond the gray teflon into the bronze material, the entire flange, connector plate or bearing plate must be replaced.
FIGURE 50-8. SHAFT SEAL INSTALLATION FIGURE 50-7. GEAR BORE INSPECTION 1. Gear Track-In Groove
8
1. Flange 2. Wood Blocks
3. Bearing Projection
2. Gear Plate
960E-1
50 Disassembly and assembly
3. Lubricate the seals with hydraulic oil. Position inboard shaft seal (3, Figure 50-9) with the metal face toward the outboard end of the flange. 4. Position the press ring over the seal. Ensure that the seal stays centered and true with the bore, then start applying pressure with the vise. Continue pressing the seal until it just clears the snap ring groove in the bore.
CEN50006-00
9. Install steel rings (5, Figure 50-10). Lubricate and install backup ring (8), O-ring (7) and retainer (6). 10. Install isolation plate (9) on the suction side of gear plate (1). The isolation plate has a relief area milled on one side. Turn that side up or toward the pressure plate.
5. Install snap ring (2) so that the snap ring opening is over weep hole (10). 6. Install outboard shaft seal (1) with the metal face out until it just s snap ring (2). 7. Lubricate the threads of stud (14) with hydraulic oil. Thread the studs into flange (5) until they are snug. NOTE: There are four long studs and four short studs. Refer to Figure 50-10 for proper stud location. 8. Lubricate and install O-ring (7, Figure 50-9). If removed, install dowels (12). Install gear plate (13). Ensure that the recess in the gear plate will be toward the connector plate or facing up when the gear plate is installed.
FIGURE 50-10. PUMP REASSEMBLY 1. Gear Plate 2. Drive Gear 3. Idler Gear 4. Bearing 5. Steel Ring 6. Retainer
7. O-ring 8. Backup Ring 9. Isolation Plate 10. Relief Area 11. Studs
FIGURE 50-9. SHAFT SEAL INSTALLATION 1. Outboard Shaft Seal 2. Snap Ring 3. Inboard Shaft Seal 4. Seal, Metal Face 5. Flange 6. Steel Ball 7. O-ring
960E-1
8. Bearing 9. Bearing 10. Weep Hole 11. Plug 12. Dowel 13. Gear Plate 14. Studs
9
CEN50006-00
50 Disassembly and assembly
11. With the bronze side up and milled slot (3, Figure 50-11) facing toward the discharge side, slide pressure plate (2) down into the gear bores until it rests on the backup ring and Oring. Do not force the plate down the gear bores. If it gets stuck on the way down, work it back and forth until it slides freely into place.
14. Install the opposite pressure plate with the bronze side down and the milled slot facing toward the discharge side.
12. Coat the inside of gear plate (1) and the gears with clean hydraulic oil. NOTE: To ensure that 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 50-14, which illustrates gear timing. 13. 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. Be careful when pushing the drive gear extension through the shaft seals. Install the idler gear.
1. Drive Gear and Shaft 2. Idler Gear 3. Gear Plate 4. Relief 5. O-ring
10
FIGURE 50-11. PRESSURE PLATE INSTALLATION 1. Gear Plate 2. Pressure Plate
3. Milled Slot
FIGURE 50-12. HOIST PUMP ASSEMBLY (Front Section) 16. Pressure Plate 11. Steel Ring 6. Connector Plate 17. Bearings 12. Backup Ring 7. O-ring 13. O-ring and Retainer 8. Snap Ring 14. Dowel 9. Coupling 15. Isolation Plate 10. Studs
960E-1
50 Disassembly and assembly
CEN50006-00
15. Install steel rings (11, Figure 50-12), backup ring (12), O-ring and retainer (13). Install the isolation plate so that its relief is toward the pressure plate.
17. Lubricate O-ring (3, Figure 50-13) and install it in bearing plate (7). Lubricate O-rings (4) and install them over studs (12). If removed, replace dowel (2). Install bearing plate (7).
16. Lubricate and install O-rings (5) and (7). If removed, install dowel (14). Lubricate the inside diameter of bearings (17) and install connector plate (6). Install snap ring (8) and coupling (9).
18. Repeat Steps 9, 10 and 11 for installation of the steel rings, backup ring, O-ring, retainer, isolation plate and pressure plate. 19. Lubricate the inside diameter of bearings (26). Install O-rings (8) and (9). If removed, replace dowel (25). Install gear plate (10). Ensure that the relief in the gear plate is toward bearing plate (7).
FIGURE 50-13. HOIST PUMP ASSEMBLY (Rear Section) 1. Drive Gear (Rear) 2. Dowel 3. O-ring 4. O-ring 5. Coupling 6. Connector Plate 7. Bearing Plate
960E-1
8. O-ring 9. O-ring 10. Gear Plate 11. Connector Plate 12. Stud 13. Idler Gear 14. Capscrew
15. Bearing Plate 16. Transition Plate 17. O-ring 18. (Not used) 19. Coupling 20. Nut 21. O-ring
22. Dowel 23. Dowel 24. O-ring 25. Dowel 26. Bearings
11
CEN50006-00
50 Disassembly and assembly
20. Install rear drive gear (1) and idler gear (13). The rear drive gear must be timed with the front drive gear 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 50-14.
FIGURE 50-14. PUMP GEAR TIMING
21. Repeat Steps 14 and 15 for installation of the remaining pressure plate, steel rings, backup ring, O-ring and retainer, and isolation plate. 22. Lubricate and install O-ring (24, Figure 50-13) in connector plate (11). If removed, install dowel (23). Lubricate the inside diameter of the bearing in connector plate (11). Install connector plate (11) with flat washers and nuts. 23. If removed, install dowel (22). Lubricate and position O-ring (17) in transition plate (16). Assemble bearing plate (15) onto the transition plate and install capscrews (14). Tighten the capscrews to the standard torque. 24. Lubricate O-ring (21) and position it on bearing plate (15). Install assembled bearing plate (15) and transition plate (16) to connector plate (11) and secure it with nuts (20). Tighten the nuts to the standard torque. 25. Install coupling (19).
A snap ring may have been installed previously inside coupling (19). This snap ring is not necessary and must not be used. In some cases, depending on tolerance stack-up, the snap ring can cause excessive axial loading, leading to premature pump failure.
12
FIGURE 50-15. CHECKING PUMP DRIVE ROTATION 1. Wrench 2. Driveshaft
3. Pump
26. Lubricate the stud threads and install two opposite stud nuts and hardened washers. Tighten the nuts to 325 - 339 Nm (240 - 250 ft lb). 27. Use a 45 cm (18 in.) adjustable wrench to check the pump drive shaft rotation (See Figure 5015). The driveshaft will be tight but should turn freely with a maximum torque of 7 - 14 Nm (5 10 ft lb) after the initial surge. 28. If the shaft will not turn properly, disassemble the pump and inspect the parts for burrs or foreign material that that may be causing buildup or interference between parts. 29. When the driveshaft turns properly, install the remaining hardened washers and nuts. Tighten the nuts to 325 - 339 Nm (240 - 250 ft lb). 30. Install a new O-ring on the steering/brake pump flange and install the steering/brake pump onto transition plate (16, FFigure 50-13). Install the capscrews and tighten them to the standard torque.
960E-1
50 Disassembly and assembly
CEN50006-00
Removal and installation of hoist valve
2. Shut down the truck properly. Refer to Index and foreword section Operating instructions for the shutdown procedure.
Removal
3. Slowly move the hoist control lever to the LOWER position until the body lowers against the body-up retention cable to relieve hoist cylinder pressure. Relieve all pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure.
4. Thoroughly clean the exterior of the hoist valve.
Hydraulic oil 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.
6. Remove the capscrews and lockwashers that secure hoist valve (5, Figure 50-16).
1. Make sure that there is adequate overhead clearance and raise the truck body. Secure the body in the raised position with the body-up retention cable. Refer to Index and foreword section Foreword and general information for the procedure.
The hoist valve weighs approximately 193 kg (425 lb). Use a suitable lifting device that can handle the load safely.
5. Disconnect and plug all hydraulic lines and ports to help prevent contamination. Mark each hydraulic line to aid in correct installation.
7. Attach a lifting device to the hoist valve and remove it from the truck. Move the hoist valve to a clean work area for disassembly.
FIGURE 50-16. HOIST VALVE & PIPING (Top View) 1. Hoist Cylinder 2. Brake/Hoist Return Oil Manifold 960E-1
3. Overcenter Manifold 4. Hoist Circuit Filters 5. Hoist Valve
6. Pump Drive Shaft 7. Hydraulic Tank
13
CEN50006-00
50 Disassembly and assembly
Disassembly and assembly of hoist valve
Installation 1. Attach a suitable lifting device to the hoist valve. Move the hoist valve into position on top of the hoist pump and secure it with capscrews, nuts and lockwashers. Tighten the capscrews to the standard torque. NOTE: The hoist valve must be positioned with separator plate (8, Figure 50-17) toward the front of the truck.
O-ring replacement It is not necessary to remove the individual valve sections to accomplish repairs unless the O-rings between the valve sections to must be replaced to prevent leakage. Loosening and retightening the main valve tie rod nut could cause distortion, resulting in binding or severely sticking plungers, poppet and spools. To replace the O-rings between the valve sections: 1. Remove four nuts and washers (5, Figure 5017) from the tie rods on one end of the hoist valve. Slide tie rods (6) from the valve and separate the valve sections. 2. Inspect the machined sealing surfaces for scratches and nicks. If scratches or nicks are found, remove them by lapping on a smooth flat steel surface with fine lapping compound. 3. Lubricate the new O-rings lightly with multipurpose greaseand install them between the valve sections. Stack the valve sections together, making sure that the O-rings between the sections are properly positioned.
FIGURE 50-17. HOIST VALVE ASSEMBLY 1. Inlet Section (Rear) 2. Spool Section (Work Ports) 3. Spool Section (Tank Ports)
4. Install the four tie rods with the dished washer between the nut and housing (See Figure 5018).
4. Inlet Section (Front) 5. Nuts and Washers 6. Tie Rods 7. Tube 8. Separator Plate
2. Install new O-rings at the flange fittings, then connect the hydraulic lines to the hoist valve. Tighten the flange capscrews to the standard torque. Refer to Figure 50-16 for hydraulic line locations.
FIGURE 50-18. TIE ROD INSTALLATON
3. Connect the pilot supply lines. Tighten the fittings securely. 4. Start the engine. Raise the body and remove the body-up retention cable. Lower and raise the body to check for proper operation and leaks. 5. Check the hydraulic tank oil level and fill the tank, if needed.
14
960E-1
50 Disassembly and assembly
CEN50006-00
5. Use a torque wrench to tighten the nuts in the pattern shown in Figure 50-19. Tighten the tie rod nuts evenly in the following sequence: a. First, tighten the nuts to 20 Nm (15 ft lb) in order 1, 4, 2, 3. b. Next, tighten the nuts to 43 Nm (32 ft lb) in order 1, 4, 2, 3. c. Finally, tighten the nuts to 142 Nm (105 ft lb) in order 1, 4, 2, 3.
Disassembly of inlet section NOTE: Match mark or identify each part when removed in respect to its location or mating bore to aid in reassembly. 1. Disconnect tube (7, Figure 50-17) at the cover end. Remove capscrews (14, Figure 50-20) and cover (13). Remove springs (12), check valves (11), and O-rings (10). NOTE: The inlet section is shown removed from the main valve body for clarity. 2. Remove capscrews (1) and inlet cover (2). Remove springs (3) and (5) and flow control/ main relief valve (4). Remove sleeve (6), low pressure relief valve (7), and O-rings (8). NOTE: If removal of the restrictor poppet in inlet cover (2) is required, proceed to the next step.
FIGURE 50-19. TIGHTENING SEQUENCE
FIGURE 50-20. INLET SECTION DISASSEMBLY 1. Capscrew 2. Inlet Cover 3. Spring (Orange) 4. Flow Control/Main Relief Valve 5. Spring
960E-1
6. Sleeve 7. Secondary Low Pressure Relief Valve 8. O-Rings 9. Inlet Valve Body
10. O-Rings 11. Check Valves 12. Springs 13. Cover 14. Capscrews
15
CEN50006-00
50 Disassembly and assembly
3. Remove sleeve (9, Figure 50-21), backup ring (8), O-ring (7), backup ring (6). Remove backup ring (5), O-ring (4), backup ring (3) and restrictor poppet (2). 4. Repeat the procedure for the opposite inlet section if disassembly is required.
Assembly of inlet section 1. Discard all O-rings and backup rings. Clean all parts in solvent and dry with compressed air. 2. Inspect all springs for breaks and 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 and excessive wear. 4. Inspect the poppets in their respective bore for proper fit. Poppets should move freely through a complete revolution without binding. 5. Inspect the fit and movement between the sleeve and low pressure relief valve. 6. Coat all parts, including the housing bores, with clean, type C-4 hydraulic oil. Lightly lubricate new O-rings with a multipurpose grease. 7. If restrictor poppet (2, Figure 50-21) was removed, reassemble it in the order shown. 8. Install check valves (11, Figure 50-20) in their respective bores. Install springs (12). 9. Install O-rings (10) and cover (13). Install and tighten capscrews (14) to 81 Nm (60 ft lb).
FIGURE 50-21. RESTRICTOR POPPET REMOVAL (Inlet Cover) 1. Inlet Cover 2. Restrictor Poppet 3. Backup Ring 4. O-Ring 5. Backup Ring
10. Install low pressure relief valve (7) in sleeve (6), then install the assembly in housing (9). Install flow control/main relief valve (4). Install springs (3) and (5). Install inlet cover (2). Install and tighten capscrews (1) to 81 Nm (60 ft lb). Connect the tube (7, Figure 50-17) and tighten the nuts to 34 Nm (25 ft lb).
6. Backup Ring 7. O-ring 8. Backup Ring 9. Sleeve
FIGURE 50-22. POPPET AND BALL 1. Poppet 2. Steel Ball
16
3. O-Ring
960E-1
50 Disassembly and assembly
Disassembly of rear spool section NOTE: It is not necessary to remove inlet sections (1, Figure 50-17) or (4) to disassemble spool sections (2) or (3). NOTE: Match mark or identify each part when removed in respect to its location or respect to its mating bore to aid reassembly. 1. Remove the capscrews and lift spool cover (1, Figure 50-24) from the housing. 2. Remove poppet (6) from the spool cover. Remove and discard O-ring (8). NOTE: The poppet contains a small steel ball (7). Do not misplace it. 3. Remove and discard O-rings (4) and (5). 4. Remove restrictor poppet (1, Figure 50-23). Remove and discard O-ring (2) and backup ring (3), if used. Note the position of the restrictor poppet when removed to ensure correct reassembly. 5. Remove spool assembly (20, Figure 50-24). Note the color of the lower spring (blue) to ensure proper location during reassembly. Also note the “V” groove on the top end of the spool.
CEN50006-00
6. Remove plug (3) from the end of the spool. Remove spring seat (2) and spring (11). Remove poppet (21) and spool end (15). NOTE: Pay special attention to poppets (12), (21) and (22) during removal to ensure proper location during reassembly. Poppets may be identified with a colored dot (red, green or white). If the poppets are not color coded, use the table below and the specified drill bit to measure the orifice diameter for proper identification. POPPET COLOR
ORIFICE DIAMETER
DRILL SIZE
Red
3.556 mm (.140 in.)
#28
Green
2.362 mm (.093 in.)
#42
White
1.600 mm (.063 in.)
#52
7. Repeat Step 6 to disassemble the opposite end of spool assembly (20). Note that there is no plug or restrictor poppet in the opposite end and the spring is blue. 8. Remove spool assembly (14). At the top end of the spool, remove plug (3). Remove spring seat (2) and spring (11). Remove restrictor poppet (12) and spool end (15). 9. At the opposite end, remove plug (3), spring seat (2) and spring (16). Remove restrictor poppet (22) and spool end (15). 10. Remove spool cover (19) and O-rings (4), (5) and (10). Remove poppet (18).
FIGURE 50-23. RESTRICTOR POPPET 1. Restrictor Poppet 2. O-Ring * 3. Backup Ring *
4. O-Ring 5. O-Ring
* Items 2 and 3 not used on all valves.
960E-1
17
CEN50006-00
50 Disassembly and assembly
FIGURE 50-24. REAR SPOOL SECTION ASSEMBLY 1. Spool Cover 2. Spring Seat 3. Plug 4. O-Ring 5. O-Ring 6. Poppet 7. Steel Ball
18
8. O-Ring 9. Restrictor Poppet 10. O-Ring 11. Spring 12. Restrictor Poppet (Red) 13. Spool Housing
14. Spool Assembly 15. Spool End 16. Spring (Blue) 17. O-Ring 18. Poppet 19. Spool Cover 20. Spool Assembly
21. Restrictor Poppet (Green) 22. Restrictor Poppet (White)
960E-1
50 Disassembly and assembly
Assembly of rear spool section 1. Discard all O-rings and backup rings. Clean all parts in solvent and blow dry with compressed air.
CEN50006-00
NOTE: Spool assemblies (14, Figure 50-24) and (20) are physically interchangeable. Ensure that spool assembly (14) is installed toward the base port of the spool housing.
2. Inspect all springs for breaks and distortion. Inspect the poppet seating surfaces for nicks and excessive wear. All seats must be sharp and free of nicks.
12. If used, install O-ring (2, Figure 50-23) and backup ring (3) on restrictor poppet (1). Install the poppet in the spool housing as shown in Figure 50-24.
3. Inspect all bores and surfaces of sliding parts for nicks, scores and excessive wear.
13. Install new O-rings (4, Figure 50-24), (5) and (10).
4. Inspect all poppets in their respective bore for proper fit. Poppets should move freely through a complete revolution without binding.
14. Install a new O-ring (and backup ring, if used) on poppet (6). Make sure that small steel ball (7) is installed in the poppet. Install the poppet in spool cover (1).
5. Lubricate O-rings (4, Figure 50-24), (5) and (10) with clean hydraulic oil. Install the O-rings in spool housing (13). Install poppet (18). Install spool cover (19) and secure it with the capscrews. Tighten the capscrews to 81 Nm (60 ft lb). 6. Install spring (11) in spool assembly (20). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install the spool end and tighten it to 34 Nm (25 ft lb). Install restrictor poppet (21). Apply Dri-loc #204 to the threads of plug (3). Install and tighten the plug to 20 Nm (15 ft lb).
15. Position spool cover (1) over spool housing (13). Install and tighten the capscrews to 81 Nm (60 ft lb). NOTE: The cover must be positioned according to the match marks that were made during disassembly. Do not reverse the cover position.
NOTE: Poppets (12), (21) and (22) may be color coded and must be installed in their original location. 7. Repeat Step 6 for the opposite end of spool assembly (20). Ensure that spring (16) is blue. A poppet and plug are not installed in the lower end. 8. Lubricate the spool assembly and carefully install it in the spool housing (See Figure 50-25). Make sure that “V” groove (1) in spool assembly (2) is positioned up as noted. 9. Install spring (11, Figure 50-24) in the top (grooved) end of remaining spool assembly (14). Install spring seat (2). Apply Loctite to the threads of spool end (15). Install spool end and tighten it to 34 Nm (25 ft lb). Install red restrictor poppet (12). Apply Dri-loc #204 to the threads of plug (3). Install and tighten the plug to 20 Nm (15 ft lb).
FIGURE 50-25. SPOOL INSTALLATION 1. “V” Groove 2. Spool Assembly
3. Work Ports Spool Section
10. Repeat Step 9 for the bottom end of spool assembly (14). Ensure that spring (16) is blue. 11. Lubricate the assembled spool and install it in the spool housing (See Figure 50-25). Make sure that “V” groove (1) in spool assembly (2) is positioned up as noted.
960E-1
19
CEN50006-00
50 Disassembly and assembly
Disassembly of front spool section NOTE: It is not necessary to remove inlet sections (1, Figure 50-17) or (4) to accomplish spool section disassembly and repair. NOTE: Match mark or identify each spool in respect to its mating bore when removed.
1. Remove the capscrews and lift spool cover (4, Figure 50-26) from spool housing (1). 2. Remove and discard O-rings (5) and (6). 3. Remove the capscrews and spool cover (9) from spool housing (1). Remove and discard the O-rings. 4. Remove springs (8). Push spools (7) out of the housing bores.
FIGURE 50-26. FRONT SPOOL SECTION ASSEMBLY 1. Spool Housing 2. Plug 3. O-Ring
20
4. Spool Cover 5. O-Ring 6. O-Ring
7. Spool 8. Spring 9. Spool Cover
960E-1
50 Disassembly and assembly
CEN50006-00
Overcenter valve manifold service
Assembly of front spool section 1. Discard all O-rings. Clean all parts in solvent and blow dry with compressed air. 2. Inspect the springs for breaks and distortion. 3. Inspect the housing bores and surfaces of the spools for nicks, scoring and excessive wear.
The overcenter valve manifold is located at the rear of the hoist valve (See Figure 50-16). Figure 50-27 through Figure 50-29 show the proper placement of the O-rings and backup rings on the cavity plug, the needle valve, and the counterbalance valve.
4. Lubricate spools (7, Figure 50-26) with clean hydraulic oil and reinstall them in their original bores. Install springs (8). 5. Lubricate O-rings (5) and (6) with clean hydraulic oil. Install the O-rings in the bottom of the spool housing. Install bottom cover (9) and secure it in place with capscrews. Tighten the capscrews to 81 Nm (60 ft lb). 6. Lubricate O-rings (5) and (6) and install them in the top of the spool housing. Install top cover (4) and secure it in place with capscrews. Tighten the capscrews to 81 Nm (60 ft lb). 7. If removed, install plugs (2) with new O-rings (3).
FIGURE 50-27. CAVITY PLUG
1. O-Rings
2. Backup Rings
FIGURE 50-28. NEEDLE VALVE 1. O-Rings
2. Backup Rings
FIGURE 50-29. COUNTERBALANCE VALVE 1. O-Rings 2. Backup Rings
960E-1
21
CEN50006-00
50 Disassembly and assembly
Removal and installation of hoist pilot valve Removal 1. Place the hoist control lever in the LOWER position. Ensure that the body is in the fully resting on the frame. Release the hoist control lever to return the hoist valve spool to the FLOAT position. 2. Disconnect hydraulic lines (3, Figure 50-30) at hoist pilot valve (1) located in the hydraulic brake cabinet. Remove capscrews (5). 3. Loosen and unthread jam nut (8). Unthread sleeve (9) until cotter pin (6) and pin (10) are exposed. 4. Remove cotter pin and pin. 5. Remove mounting hardware (2) and hoist pilot valve (1).
Installation 1. Place hoist pilot valve (1) into position on the mounting bracket. Secure the hoist pilot valve with mounting hardware (2). 2. Position hydraulic lines (3) over the valve ports and assemble the fittings. Tighten the hydraulic line connections securely. 3. Place the hoist control lever in the springcentered position. Adjust the pilot valve spool until the centerline of the cable attachment hole extends 29.5 mm (1.16 in.) from the face of the valve body. 4. Align the control cable eye with the pilot valve spool hole, then insert pin (10). Secure the pin with cotter pin (6). 5. Thread sleeve (9) upward until it s the valve body. Move flange (4) into position and secure it capscrews (5). 6. Thread jam nut (8) against the sleeve. Tighten the jam nut securely. 7. Start the engine and check for proper hoist operation and leaks.
FIGURE 50-30. HOIST PILOT VALVE & PIPING 1. Hoist Pilot Valve 2. Mounting Hardware 3. Hydraulic Tubes
22
4. Flange 5. Capscrew 6. Cotter Pin
7. Control Cable 8. Jam Nut 9. Sleeve
10. Pin
960E-1
50 Disassembly and assembly
Disassembly and assembly of hoist pilot valve Disassembly 1. Thoroughly clean the exterior of the valve. Match mark the components to ensure proper reassembly.
CEN50006-00
9. Remove nuts (8) and (10, Figure 50-32) and remove tie rods (9). Separate the valve housings. Remove O-ring (11). Remove the poppet check and spring (located on the outlet housing side of the spool housing) from the spool housing.
2. Remove machine screw (15, Figure 50-32), seal plate (16), wiper (13) and O-ring (12). 3. Remove snap ring (1), capscrews (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). 4. Carefully slide spool (14) out of spool housing (17). Remove seal retainer (25), wiper (26) and O-ring (27) from the spool. 5. Insert a rod in the cross holes of detent pin (3) and unscrew it from spool (14). Exert slight pressure against the detent pin as it disengages and spring tension is released. 6. Remove spring seats (19), spring (4) and spacer (5). 7. Remove relief valve (2, Figure 50-31) from spool housing (1). 8. Match mark the inlet and outlet housings in relation to the spool housing to ensure correct location during reassembly.
FIGURE 50-32. HOIST PILOT VALVE
FIGURE 50-31. RELIEF VALVE 5. To Hoist Valve (Base 1. Spool Housing 2. Relief Valve End) 3. Supply Port 6. Return to Tank 4. To Hoist Valve (Rod End)
960E-1
1. Snap Ring 2. Ball (4) 3. Detent Pin 4. Spring 5. Spacer 6. Capscrew 7. Outlet Housing 8. Nut 9. Tie Rod 10. Nut 11. O-Ring 12. O-Ring 13. Wiper 14. Spool
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
23
CEN50006-00
Cleaning and inspection 1. Clean all parts, including the housings, in solvent and blow dry with compressed air. 2. Inspect the seal counter bores. They must be free of nicks and grooves.
50 Disassembly and assembly
9. Install new O-ring (12) and wiper (13). Install seal plate (16) and machine screws (15). 10. Install relief valve (2, Figure 50-31) with new Orings in the spool housing.
3. Examine springs for breaks or distortion. 4. Inspect spool (14, Figure 50-32). The spool must be free of longitudinal score marks, nicks or grooves. 5. Test spool (14) in spool housing (17) for proper fit. The spool must fit and rotate freely through a complete revolution without binding. NOTE: Spool housing (17), spool (14), inlet housing (18) and outlet housing (7) are not serviced separately. If any of these parts require replacement, the entire hoist pilot valve must be replaced. Assembly 1. Thoroughly coat all parts, including the housing bores, with clean type C-4 hydraulic oil. 2. If the inlet and outlet housings were removed: a. Install check poppet (2, Figure 50-33) and spring (3) in spool housing (1). b. Install new O-ring (4) in spool housing. Place the inlet and outlet housings on the spool housing.
FIGURE 50-33. HOIST PILOT VALVE 1. Spool Housing 4. O-Ring 2. Check Poppet 5. Outlet Housing 3. Spring
c. Install the tie rods and nut. Tighten the tie rod nuts to the torques shown in Figure 50-34. 3. Install new O-ring (27, Figure 50-32) and wiper (26). Install seal retainer (25). 4. Install spacer (5), spring seats (19), and spring (4). Thread detent pin (3) into spool (14). Exert slight pressure to compress the detent spring. Tighten the detent pin to 9 - 11 Nm (84 - 96 in lb). Install spring (20). Carefully install the spool into the spool housing. 5. Apply grease to the cross holes of the detent pin (3) to hold balls (2) and (21). 6. Slide detent sleeve (22) into cap (24) and place it over a punch. Use the punch to depress ball (21) and insert balls (2) in the cross holes. 7. While holding down ball (21), slide detent sleeve (22) and cap (24) as an assembly over detent pin (3). Continue to insert detent sleeve (22) until it s spring seat (19). 8. Secure cap (24) in place with capscrews (6). Tighten the capscrews to 7 Nm (5 ft lb). Install spacer (23) and snap ring (1).
24
FIGURE 50-34. TIE ROD NUT TORQUE 4. Tie Rod 1. Nut 5. Outlet Housing 2. Tie Rod 3. Nut
960E-1
50 Disassembly and assembly
Removal and installation of hoist cylinders Removal
Relieve pressure before disconnecting hydraulic lines. Tighten all connections securely before applying pressure.
CEN50006-00
8. At the lower mount, straighten the locking plate tabs to allow removal of the capscrews. Remove all capscrews (1, Figure 50-36), locking plate (2) and retaining plate (3). 9. Carefully remove the cylinder from the frame pivot by pulling it outward. Move the cylinder to a clean area for disassembly. NOTE: Do not lose spacer (6) between the cylinder bearing and frame. 10. Clean the exterior of the cylinder thoroughly.
Hydraulic oil 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. Shut down the truck properly. Refer to Refer to Index and foreword section Operating instructions for the shutdown procedure. 2. Disconnect the lubrication lines to the upper and lower bearings of the hoist cylinder. 3. Remove the flange clamps that secure the hydraulic hoses to the hoist cylinder. Cap and plug all lines and ports to prevent excessive spillage and contamination. 4. Secure the cylinder to the frame to prevent movement.
The hoist cylinder weighs approximately 1 135 kg (2,500 lb). Some means of is necessary to prevent it from falling and causing injury when removing it from the truck. Use a suitable lifting device that can handle the load safely. 5. At the upper mount, remove locknut (4, Figure 50-35) and capscrew (5). Use a brass drift and hammer to drive pivot pin (1) from the bore of the mounting bracket. 6. Carefully lower the hoist cylinder until it lies against the inner dual tire. Attach a suitable lifting device to the upper cylinder mounting eye.
FIGURE 50-35. HOIST CYLINDER UPPER MOUNT 1. Pivot Pin 2. Retaining Ring 3. Bearing
4. Locknut 5. Capscrew
7. Install a retaining strap or chain to prevent the cylinder from extending while handling.
960E-1
25
CEN50006-00
50 Disassembly and assembly
Installation
Install a retaining strap or chain to prevent the cylinder from extending during handling. The hoist cylinder weighs approximately 1 135 kg (2,500 lb). 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 so that the air bleed vent plug is on top and facing toward the front of the truck. Install spacer (6, Figure 50-36). Align the bearing eye with the pivot point and push the cylinder into place. 2. Install retaining plate (3), locking plate (2) and capscrews (1). Tighten the capscrews to 298 Nm (220 ft lb). Bend the locking plate tabs over the capscrew flats. 3. Align the top hoist cylinder bearing eye with the bore of the upper mounting bracket (See Figure 50-35). 4. Align the retaining capscrew hole in pivot pin (1, Figure 50-35) with the hole in the mounting bracket. Install the pivot pin. Install capscrew (5) and locknut (4). Tighten the locknut to 203 N·m (150 ft lbs). 5. Lubricate new O-rings with clean hydraulic oil and install the O-rings in the grooves on the hose flange connections. Position the flange clamps over the hoist cylinder ports and secure the flange clamps with capscrews and lockwashers. Tighten the capscrews to the standard torque.
FIGURE 50-36. HOIST CYLINDER LOWER MOUNT 1. Capscrew 2. Locking Plate 3. Retaining Plate
4. Retaining Ring 5. Bearing 6. Spacer
6. Connect the lubrication lines at the upper and lower hoist cylinder bearings. 7. Start the engine. Raise and lower the body several times to bleed air from the hoist cylinders. Check for proper operation and leaks. 8. Check the hydraulic tank oil level and fill if necessary.
26
960E-1
50 Disassembly and assembly
Disassembly and assembly of hoist cylinders Disassembly 1. If removal of the hoist cylinder eye bearings is necessary, remove retaining ring (4, Figure 5036) and press out bearing (5). 2. Mount the hoist cylinder in a fixture which will allow it to be rotated 180 degrees. 3. Position the cylinder with the mounting eye on cover (10, Figure 50-37) at the top. Remove capscrews and lockwashers (11) the secure the cover to housing (4). 4. Install two threaded capscrews - 22 mm (0.88 in.) diameter x 229 mm (9 in.) length - into the two threaded holes in cover (10). Screw in the capscrews evenly until the cover can be removed. Lift the cover straight up until quill assembly (22) is clear. Remove O-ring (12) and backup ring (23). 5. Remove capscrews (7) and plate (5) that secure rod bearing retainer (6) to rod (1). Remove seal (8).
CEN50006-00
NOTE: As internal parts are exposed during disassembly, protect machined surfaces from scratches or nicks. 8. Rotate the cylinder housing 180 degrees. Remove the retainer bar that was installed in Step 6. 9. Fabricate a round disc - 318 mm (12.5 in.) diameter x 10 mm (0.38 in.) thick with a 14 mm (0.56 in.) hole in the center. Align the disc over second stage cylinder (2) and first stage cylinder (3) at the bottom of the cylinder housing. 10. Insert a threaded rod - 13 mm (0.50 in.) diameter x 1350 mm (53 in.) - through the top and through the hole in the round disc. Thread a nut onto the bottom end of the threaded rod below the disc. 11. Screw a lifting eye into the top end of the rod. Attach it to a lifting device, then lift the second and first stage cylinders out of the housing. 12. Remove the lifting tools from the second and first stage cylinders.
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 180 degrees apart in the housing. Attach the bar to the housing using capscrews (11).
13. Slide second stage cylinder (2) down inside first stage cylinder (3). Remove snap ring (9) from inside the first stage cylinder.
NOTE: A retainer bar is required to prevent the first and second stage cylinders from dropping out when the housing is inverted.
15. Remove all old bearings, O-rings, and seals from the hoist cylinder parts.
14. Remove the second stage cylinder from the first stage cylinder by sliding it out the top.
7. Rotate the cylinder assembly 180 degrees to position the lower mounting eye at the top. Hook a lifting device to the eye on rod (1) and lift the rod and third stage cylinder out of the cylinder housing. Remove cushioin (25).
960E-1
27
CEN50006-00
50 Disassembly and assembly
1. Rod and Third Stage Cylinder 2. Second Stage Cylinder 3. First Stage Cylinder 4. Housing 5. Plate 6. Rod Bearing Retainer 7. Capscrew and Lockwasher 8. Seal 9. Snap Ring 10. Cover 11. Capscrews 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. Seal 25. Cushion
FIGURE 50-37. HOIST CYLINDER ASSEMBLY
28
960E-1
50 Disassembly and assembly
CEN50006-00
Cleaning and inspection NOTE: Use only fresh cleaning solvent, a 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 Type C-4 hydraulic oil. 1. Thoroughly clean and dry all parts. 2. Inspect all parts for damage and excessive wear. 3. If the cylinder bores or plated surfaces are excessively worn or grooved, the parts must be replaced or, if possible, replated and machined to original specifications. 4. Check the tightness of quill assembly (2, Figure 50-38) if it has not previously been tack welded. a. Use special tightening tool SS1143 (see Figure 50-38 and Disassembly and assembly section General information) to apply a tightening torque of 1 356 Nm (1,000 ft lb) to the quill. b. If the quill moves, remove the quill and clean the threads in the cover assembly and quill. c. To install the quill, refer to "Installation of the quill".
FIGURE 50-38. QUILL ASSEMBLY TIGHTENING 1. Cap Assembly 2. Quill Assembly
5. When the cylinder assembly is dismantled, check capscrews (7, Figure 50-37) carefully for distress. Replace the capscrews if in doubt.
960E-1
29
CEN50006-00
50 Disassembly and assembly
Installation of the quill 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. 1. Inspect plugs (3, Figure 50-39) and check balls (4) in the quill to ensure that the plugs are tight and the ball seats are not damaged. Refer to "Installation of check balls and plugs in quill" on the next page. 2. Secure cap assembly (1) in a sturdy fixture. Ensure that the threads in the cap and the threads on the quill are clean, dry and free of oil and solvent. 3. Spray the mating threads of both cap assembly (1) and quill assembly (2) with LOCQUIC® Primer T (Komatsu part number TL8753) or equivalent. Allow the primer to dry for three to five minutes. 4. Apply Loctite® Sealant #277 (Komatsu part number VJ6863) or equivalent to the mating threads of both the cap assembly and quill assembly. 5. Install the quill. Use SS1143 tool to tighten the quill to 1 356 Nm (1,000 ft lbs). Allow the parts to cure for two hours before exposing the threaded areas to oil. NOTE: If LOCQUIC Primer T (TL8753) was not used, the cure time will require 24 hours instead of two hours. 6. Tack weld the quill in two places as shown in Figure 50-39. 7. Remove all slag and foreign material from the tack weld area before assembling the cylinder. During future cylinder rebuilds, removal of the quill will not be necessary unless it has loosened or is damaged. Removal will require a break-loose force of at least 2 712 Nm (2,000 ft lb) after the tack welds are ground off. FIGURE 50-39. QUILL ASSEMBLY INSTALLATION 1. Cap Assembly 2. Quill Assembly
30
3. Plug 4. Check Ball
960E-1
50 Disassembly and assembly
Installation of check balls and plugs in quill Check balls (4, Figure 50-39) in the side of 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, inspect the opposite side hoist cylinder and the plumbing leading to the hoist valve for damage. Also, check the hoist valve itself to see whether 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. NOTE: Refer to Figure 50-40 for SS1158 plug installation and removal tool that can be fabricated for installing and removing the check ball plugs. Check the plugs during any cylinder repair to ensure that they are tight. If they move, remove the plugs and check whether the ball seat in the quill is deformed. • If deformation of the ball seat has occurred, the quill should be replaced. • If the ball seat area is not deformed, measure the plug thickness as shown in Figure 50-40: Older plug: 6.35 ± 0.50 mm (0.25 ± 0.02 in.) Newer plug: 9.65 ± 0.50 mm (0.38 ± 0.02 in.)
CEN50006-00
1. Use the newer plugs. Ensure that the threads in the quill tube and on the plugs are clean, dry and free of oil and solvent. 2. Spray the mating threads of both plugs (3, Figure 50-39) and quill assembly (2) with LOCQUIC Primer T (Komatsu part number TL8753) or equivalent. Allow the primer to dry for 3 to 5 minutes. 3. Apply Loctite Sealant #277 (Komatsu part number VJ6863) or equivalent to the mating threads of both plugs and the quill assembly. 4. Place check balls (4) in the quill tube and install plugs (3) with the concave side facing the ball. Use the SS1158 plug installation and removal tool to tighten the plugs to 95 Nm (70 ft lb). Allow the parts to cure for two hours before exposing the threaded areas to oil. NOTE: If LOCQUIC Primer T (TL8753) was not used, the cure time will require 24 hours instead of two hours. 5. Stake the plug threads in two places between the holes, as shown in Figure 50-40, to prevent loosening of the plug. NOTE: 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 must be installed and staked as previously detailed.
FIGURE 50-40. SS1158 PLUG INSTALLATION & REMOVAL TOOL
960E-1
31
CEN50006-00
Assembly 1. Install seals (15, Figure 50-37) and bearing (14) on the second stage cylinder. Install bearings (19), buffer seal (18), rod seal (20) and rod wiper (21) on the first stage cylinder. Lubricate with clean Type C-4 hydraulic oil.
50 Disassembly and assembly
12. Check capscrews (1, Figure 50-41) carefully for distress. Replace the capscrews if in doubt. 13. Lubricate capscrews (1) with a lithium based grease. Install capscrews and plate (2). Tighten the capscrews to 780 Nm (575 ft lb).
2. Align and slide second stage cylinder (2) inside first stage cylinder (3). Allow the second stage to protrude far enough to install snap ring (9) on the inside of the first stage cylinder. 3. Mount housing (4) in the fixture with the cover end positioned at the top. Install bearings (19), buffer seal (18), rod seal (20) and rod wiper (21) in the housing. 4. Install the lifting tool that was used during disassembly in the second and first stage cylinder assembly. 5. Install bearings (13) and (24) on first stage cylinder (3). Lift and align this assembly over housing (4). Lower the second and first stage cylinders into the housing. 6. Install the retainer bar that was used during disassembly to hold the second and first stage cylinder in place when the housing is rotated. Rotate the housing 180 degrees to position the lower mounting eye at the top. 7. Install bearings (19), buffer seal (18), rod seal (20) and rod wiper (21) in second stage cylinder (2). 8. Attach a lifting device to the eye of rod (1) and align it over housing (4). Install cushion (25) on the rod with the chamfered corner toward the rod eye. Lower the rod into the housing. Lubricate the rod with hydraulic oil. 9. Rotate the housing 180 degrees to position the cover end at the top. Remove the retainer bar that was installed in Step 6. Install bearings (17) and seal (16) on rod bearing retainer (6). 10. Thread two guide bolts - 100 mm (4 in.) long - in the end of rod (1). Install seal (8) on the end of the rod.
FIGURE 50-41. THIRD STAGE PISTON 1. Capscrew 2. Plate
3. Piston
14. Install O-ring (12, Figure 50-37) and backup ring (23) on cover (10). Align and lower the cover onto housing (4). Lubricate capscrews (11) and install them with the lockwashers. Tighten the capscrews to 678 Nm (500 ft lb). 15. If removed, install bearing (5, Figure 50-36) and retainer rings (4) in the hoist cylinder eye.
11. Align piston rod bearing retainer (6) over the guide bolts and lower it over the end of rod (1). Remove the guide bolts.
32
960E-1
50 Disassembly and assembly
CEN50006-00
NOTES
960E-1
33
CEN50006-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50006-00
34
960E-1
CEN50007-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Operator cab Removal and installation of operator cab.............................................................................................................. 3 Removal and installation of cab door .................................................................................................................... 6 Disassembly and assembly of cab door ............................................................................................................... 6 Adjustment of cab door ....................................................................................................................................... 13 Removal and installation of side window glass ................................................................................................... 15 Removal and installation of windshield and rear window glass .......................................................................... 17 Removal and installation of windshield wiper motor ........................................................................................... 18 Removal and installation of windshield wiper arm .............................................................................................. 19 Removal and installation of windshield wiper linkage ......................................................................................... 20 Removal and installation of seat ......................................................................................................................... 21
960E-1
1
CEN50007-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50007-00
Removal and installation of operator cab NOTE: 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. 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, the servicing Komatsu Distributor.
Do not attempt to work in the deck area until the body safety cables have been installed.
FIGURE 50-1. CAB ASSEMBLY (FRONT VEW) 1. Access Cover
960E-1
2. Lifting Eyes
3
CEN50007-00
50 Disassembly and assembly
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 must be marked prior to removal for identification to ensure correct reinstallation. 1. Turn the key switch to the OFF position and allow at least 90 seconds for the steering accumulators to depressurize completely. Turn the steering wheel to ensure that no pressure remains. 2. Chock the tires securely, then open the brake accumulator bleed down valves on brake manifold located in the hydraulic brake cabinet. Allow sufficient time for the accumulators to depressurize completely. 3. Activate the battery disconnect switches located on the left side of the battery box.
4. Disconnect all hydraulic hoses that are routed to the frame from the fittings on the bottom of the hydraulic brake cabinet. Remove the rear cover plate underneath the cab and disconnect the steering hoses. Cap all fittings and plug the hoses to prevent contamination. 5. Disconnect the wire harnesses from cab connector plate (1, Figure 50-2) at the rear of the cab. 6. Remove cable clamps, hose clamps, grounding straps and cables as needed for cab removal. 7. Close heater shutoff valves (1, Figure 50-3) located at the water pump inlet housing on the right side of the engine and at the water manifold. Disconnect the heater hoses at each valve and drain the coolant into a container. 8. Remove clamps and heater hoses from the fittings on the underside of the deck.
FIGURE 50-2. CAB ASSEMBLY (REAR VEW) 1. Cab Connector Plate
4
2. Cab Mounting Hardware
960E-1
50 Disassembly and assembly
CEN50007-00
12. Check for any other hoses or wiring which may interfere with cab removal. 13. Lift the cab assembly off the truck and move it to a work area for further service. 14. Before the cab is lowered to the floor, place blocking under each corner of the cab to prevent damage to the floor pan and hoses. Installation 1. Lift the cab assembly and align the mounting pad holes with the tapped pads on the deck. Insert at least one capscrew and hardened washer at each of the four mounting pads before lowering the cab onto the truck.
FIGURE 50-3. ENGINE - R.H. VIEW 1. Heater Shutoff Valves
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. Refer to Structure, function and maintenance standards section Cab air conditioner for the correct procedure. 10. Attach a lifting device to lifting eyes (2, Figure 50-1) provided on top of the cab.
The cab assembly weighs approximately 2 268 kg (5,000 lb). Ensure the lifting device has adequate capacity for lifting the load.
2. After the cab is positioned, install the remaining capscrews and hardened washers (32 total). Begin at the rear mounting pads. Tighten the capscrews to 950 Nm (700 ft lb). 3. Route the wire harnesses to cab connector plate (1, Figure 50-2). Align the cable connector plug key with the receptacle key and push the plug onto the receptacle. Carefully thread the retainer onto the receptacle and tighten it securely. 4. Remove the caps and plugs from the hydraulic hoses and fittings. Reinstall the hoses and tubes. 5. Reinstall any cable clamps, hose clamps, grounding straps and cables as needed. 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 heater shutoff valves (1, Figure 50-3). Open the heater shutoff valves. 7. Remove the caps and reinstall the air conditioning system hoses to the compressor and receiver/drier. Refer to Testing and adjusting section Cab air conditioning for detailed instructions about evacuation and recharging with refrigerant. 8. Close the brake accumulator bleed down valves on the brake manifold. 9. Deactivate the battery disconnect switches.
NOTE: The rear portion of the cab assembly is heavier than the front portion.
10. Service the hydraulic tank and engine coolant as required.
11. Remove cab mounting hardware (2, Figure 502) from the mounting pads at each corner of the cab.
11. Start the engine and proper operation of all controls. Ensure that the air conditioning system is properly recharged.
960E-1
5
CEN50007-00
50 Disassembly and assembly
Removal and installation of cab door
Disassembly and assembly of cab door
The cab door assemblies are mirror images of each other. 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.
Removing door 1. Remove hair pin clip (1, Figure 50-4) and bolt (2) from the door check strap closest to the door.
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 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. 5. Insert a lifting sling through the open window 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. Place the door on blocks or on a work bench to protect the window glass and allow access to internal components for repair. 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.
FIGURE 50-4. DOOR 1. Hair Pin Clip 2. Bolt 3. Door Check Strap Bracket
4. Wiring Harness 5. Screws 6. Window Regulator Mounting Screw
2. Align the door hinges with the cab and install the capscrews that secure the door to the cab.
2. Disconnect wiring harness (4) from the floor.
3. Attach the travel limiting strap with the bolt and clip that were removed previously.
3. Open the door as far as possible in order to remove the internal door .
4. Connect the door harness to the receptacle mounted in the cab floor.
4. Before removing all door mounting screws, the to prevent the assembly from dropping. Remove 15 screws (5).
5. proper operation of the power window and door latch adjustment. 6. Install the door .
NOTE: Remove the screws across the top last.
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.
6
Door glass and internal door will drop when door screws are removed.
960E-1
50 Disassembly and assembly
5. Carefully lower the door a few inches. Hold the glass at the top to prevent it from dropping. Slide the door toward the cab to disengage the window regulator roller from the track on the bottom of the glass (See Figure 505). Slide the away from the cab to disengage the other top roller and lower roller from its tracks. Place the out of the way after removal.
CEN50007-00
Installing door 1. While ing the window glass as shown in Figure 50-10 (a few inches from the top), install the lower and upper regulator rollers in their tracks. Start by moving the door (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 toward the cab. Move the just far enough to allow the upper regulator roller to go into the track on the bottom of the glass. 2. Lift up the door , regulator and glass to align the screw holes in the with the holes in the door frame. Install 15 screws (5, Figure 50-4) that secure the to the door frame. NOTE: Install the screws across the top first. 3. Connect wiring harness (4) to the floor. 4. Align the door check strap opening with the holes in the bracket and install bolt (2). Install hair pin clip (1).
Replacing door window regulator 1. Remove the door . Refer to "Removing door ". 2. Move the inner door assembly to a work area. 3. Remove four window screws (6, Figure 50-4). FIGURE 50-5. WINDOW REGULATOR ROLLER
regulator
mounting
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. Ensure that the motor mounting screws are tight. 5. Mount the window regulator to the inner using four mounting screws (6). Ensure that the screws are tight. 6. Install the door . Refer to "Installing door ".
960E-1
7
CEN50007-00
50 Disassembly and assembly
Replacing door handle or latch assembly The cab doors are equipped with serviceable latch handle assemblies (inner and outer). The outer latch handle assembly has a key-operated lock. 1. Remove the door . Refer to "Removing door ". 2. Remove capscrew and nut (1, Figure 50-6) from the inside door handle. 3. Remove four mounting screws (2) for the latch. Remove latch assembly (4). 4. If replacing the latch assembly, proceed to Step 5. If replacing the outside door handle, remove three mounting screws (3) that secure the door handle to the door . Install the new door handle and three mounting screws. NOTE: Only one screw is shown. The other two are behind the latch assembly. 5. Install latch assembly (4) and align the mounting holes. Install four mounting screws (2). Ensure that they are tight. 6. Align the inside door handle and install capscrew and nut (1). 7. Install the door . Refer to "Installing door ".
FIGURE 50-6. DOOR LATCH 1. Capscrew and Nut 2. Mounting Screws Latch
8
3. Mounting Screw Outside Door Handle 4. Latch Assembly 5. Window Frame
960E-1
50 Disassembly and assembly
CEN50007-00
Replacing door assembly seal and door hinge seal 1. The door assembly seal 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 507). 4. Door hinge seal (2, Figure 50-8) is glued to the hinge. Use the same procedure as above for this seal. Replacing 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 door opening seal (1, Figure 50-7 and Figure 50-8) loose all the way around the opening.
FIGURE 50-7. DOOR SEALS 1. Door Opening Seal
3. Door Assembly Seal
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. 3. 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. 4. 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. 5. Fit both ends so that they meet squarely. Then while holding the ends together, push them firmly into the center of the opening.
960E-1
FIGURE 50-8. DOOR SEALS 1. Door Opening Seal
2. Door Hinge Seal
9
CEN50007-00
50 Disassembly and assembly
Removing door glass 1. Remove the door . Refer to "Removing door ". 2. Lift the door glass and it at the top of the frame.
5. Remove screws (1, Figure 50-11) at the lower end of the window channels. It is necessary to pull rubber felt insert (2) out of the channel to be able to remove the screws.
3. Remove two screws holding the roller track to the bottom of the door glass (See Figure 50-9).
FIGURE 50-11. WINDOW CHANNEL 1. Screws
2. Rubber Felt Insert
FIGURE 50-9. ROLLER TRACK 4. the glass in the door frame with block (1, Figure 50-10) as shown. Remove screws (2) that hold the window regulator track adapter.
FIGURE 50-10. WINDOW REGULATOR TRACK ADAPTER 1. Block
10
2. Screws
6. Remove the trim material covering screws (1, Figure 50-12) that are holding the window frame to the door. Remove the screws. NOTE: The screws along the bottom of the window frame may be shorter than the screws along the top and sides.
FIGURE 50-12. WINDOW FRAME 1. Screws
960E-1
50 Disassembly and assembly
7. Lift the door glass up in window frame (1, Figure 50-13) so that it is near the top. While holding the glass in place, tilt the frame out at the top. Lift the frame and glass straight up and out of the door.
Window bracket (2) at the bottom of the glass must clear the door frame if it is still on the glass.
CEN50007-00
Installing door glass 1. Before installing new window glass, inspect the window frame. In each corner, there is an “L” shaped bracket (1, Figure 50-14) 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 50-11) in the window channels is in good condition. Replace it if necessary. 2. Slide the new window glass into the window frame glass channels. Move the glass to the top of the frame. 3. While holding the glass at the top of the frame, lift the window frame and lower the assembly into the door.
FIGURE 50-13. WINDOW FRAME 1. Window Frame
2. Window Bracket
8. 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.
960E-1
FIGURE 50-14. WINDOW FRAME INSPECTION 1. “L” Shaped Brackets
11
CEN50007-00
50 Disassembly and assembly
Ensure that the one channel in window frame (5, Figure 50-6) that is next to the door latch es to the inside of latch assembly (4). 4. Lower the glass in the frame and it with block (1,Figure 50-10). 5. Install screws (1, Figure 50-12) that secure the window frame to the door frame.
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 50-12. 6. Install the trim material over the top of screws screws (1, Figure 50-12) that hold the window frame to the door. Use a flat blade screwdriver to assist with installing the trim material. See Figure 50-15. NOTE: Be careful not to cut the retainer lip on the trim material. 7. Install screws (1, Figure 50-11) at the lower end of the window channels. Ensure that rubber felt insert (2) is back in place after the screws are installed.
FIGURE 50-15. INSTALLING TRIM MATERIAL
8. Install the window regulator track adapter using two screws (1, Figure 50-10). Ensure that the nylon bushings and gaskets are installed properly to prevent damage to the glass. 9. Lift the window glass in the frame and install the window regulator roller track onto the adapter (See Figure 50-9). Install the screws finger-tight, then tighten them 1/4 to 1/2 turn only. NOTE: If the screws for the roller track adapter do not have built-in nylon washers, use a removable Loctite product under the screw heads. 10. Install the door . Refer to "Installing door ".
12
960E-1
50 Disassembly and assembly
Adjustment of cab door Door jamb bolt adjustment Over time, the door latch mechanism may wear. To ensure proper latching of the door, the door jamb bolt may need to be adjusted periodically.
CEN50007-00
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 the door and tighten the jamb bolt completely without affecting the adjustment. 5. If the paper slips out from the door seal easily along the top but the bottom (or vise versa), the door itself will have to be adjusted. a. If the seals are tight at the bottom of the 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 the seal tension again using the paper method. Seal compression should be equal all the way around the door. If the seal is still loose at the top, repeat the procedure again until seal compression is the same all the way around.
FIGURE 50-16. DOOR JAMB BOLT ADJUSTMENT 1. Washer 2. Striker Bolt
3. Frame 4. Door Seal
NOTE: Always check the condition of the door assembly seal before making adjustments. • If the door closes, but not tightly enough to give a good seal between the door seal and the cab skin: 1. Mark washer location (1, Figure 50-16) 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 striker bolt (2). Move it straight inwards 1.5 mm (1/16 inch) and retighten the bolt. 3. Hold a piece of paper where door seal (4) will the skin of the cab and firmly close the door on the paper. NOTE: The door latch mechanism has a double catch mechanism, so ensure that it latches on the second catch.
960E-1
b. If the seals are tight at the top of the door but not at the bottom, place a 4 x 4 block of wood at the top corner of the door and 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 using the paper method. Seal compression should be equal all the way around the door. If seal is still loose at the bottom, repeat the procedure again until seal compression is the same all the way around. • If the door springs back when trying to close it, striker bolt (2) has probably loosened and slipped down from where the catch can engage with the bolt. 1. Open the door and close both latches (3) and (5 on the catch until they are both fully closed. 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.
13
CEN50007-00
50 Disassembly and assembly
Door handle plunger adjustment If the door handle does not function, 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 s the door release mechanism. Measure the distance that the plunger travels from this position to where the plunger is fully released (See Figure 50-18).
FIGURE 50-17. DOOR JAMB BOLT ADJUSTMENT 1. Cab 2. Striker Bolt 3. Upper Latch
4. Door 5. Lower Latch
3. Loosen and vertically align (center) the door jamb bolt with the mark and tighten it firmly enough to hold it in place but still allow some slippage. 4. Carefully try to close door (4, Figure 50-17) and determine whether this adjustment has helped the “springing” 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. By design, if both seals are in good condition, proper adjustment of the outside seal will ensure good on the inside seal to prevent dust and moisture from entering the cab.
14
FIGURE 50-18. MEASURING TRAVEL DISTANCE OF PLUNGER 2. Remove the door . Refer to "Removing door ". 3. Remove capscrew and nut (1, Figure 50-19) from inside release lever. 4. Remove four mounting screws (2) that hold the latch mechanism in the door. 5. Remove latch assembly (4). Check whether the door latch mechanism works properly by performing the following test: a. Close the latch mechanism pawls. b. Operate the inside door release lever to see whether the pawls open. If the pawls do not open, replace the door latch assembly. c. Close the pawls again. d. Press the outside door button to see whether the pawls open. e. If the latch mechanism operates properly, proceed to Step 6. If the latch mechanism does not operate properly, install a new door latch assembly then continue with Step 6.
960E-1
50 Disassembly and assembly
6. Remove mounting screws (3) from the outside door handle. With the door handle removed, adjust the plunger counterclockwise to increase the height of the door handle release button. Lock the plunger capscrew with the locknut. Apply Loctite® to prevent the screw from loosening.
CEN50007-00
Removal and installation of side window glass Recommended tools and supplies • Cold knife, pneumatic knife, or a piano wire cutting device, long knife. Cutout tools are available at an auto glass supply store. • Heavy protective gloves • Safety eyeglass goggles • Windshield adhesives, proper cleaners, primers and application gun • SM2897 glass installation bumpers (6 or 7 per window) 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). • Sikaflex 255FC or Drive (unheated). Vehicle can be put into service in 8 hours under optimum conditions. 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
FIGURE 50-19. DOOR LATCH 1. Capscrew and Nut 2. Mounting Screws Latch
3. Mounting Screw Outside Door Handle 4. Latch Assembly 5. Window Frame
NOTE: Install the door handle and latch assembly by reversing the previous steps.
960E-1
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, follow that manufacturer's instructions for use, including the use of any primers, and double the allowances for proper curing time.
15
CEN50007-00
Removal
The first concern with all glass replacement is SAFETY! Wear heavy protective gloves and safety eyeglass goggles when working with glass. 1. Use a cut-out tool to slice into the existing urethane adhesive and remove the window glass. 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. NOTE: Removal of all old adhesive is not required. Remove just enough to provide an even bedding base. 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. Installation 1. 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.
50 Disassembly and assembly
5. 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. The rubber bumpers are used to ensure a proper adhesive installed thickness. If too thin, the glass may break when the cab flexes. If too thick, both improper sealing and the risk of glassnot being properly bonded are possible. NOTE: Be careful not to place the adhesive too far inboard, as it will make any future glass replacement more difficult. 6. 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 2. 7. 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. 8. Use a wooden prop and duct tape to hold the glass in place for at least two hours or double the adhesive manufacturer’s curing time, whichever time is longer. 9. Remove the tape or prop from the glass only after the cure time has expired.
2. 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. 3. 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. 4. 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.
16
960E-1
50 Disassembly and assembly
CEN50007-00
Removal and installation of windshield and rear window glass NOTE: Two people are required to remove and install the windshield or rear window glass. One person must be inside the cab, and the other person must be on outside the cab. Special tools that are helpful in removing and installing automotive glass are available from local tool suppliers. Removal NOTE: If the windshield is to be replaced, lift the windshield wiper arms out of the way first. 1. Starting at the lower center of the glass, pull out weatherstrip locking lip (2, Figure 50-20 or Figure 50-21). Use a non-oily rubber lubricant and a screwdriver to release the locking lip. 2. Remove glass (1) from weatherstrip (3) by pushing it out from inside the cab. 3. Clean all dirt and old sealant from the weatherstrip grooves. Ensure that the perimeter of the window opening is clean and free of burrs.
FIGURE 50-20. WINDSHIELD 1. Glass 2. Locking Lip
3. Weatherstrip 4. Sheet Metal
Installation 1. If the weatherstrip that was previously removed is broken, weathered, or damaged in any way, install a new rubber weatherstrip. NOTE: Using a non-oily rubber lubricant or waterbased hand cleaner on the weatherstrip material and cab opening will make the following installation easier. a. Install weatherstrip (3, Figure 50-20 or Figure 50-21) 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. 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. 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.
960E-1
FIGURE 50-21. REAR WINDOW 1. Glass 2. Locking Lip
3. Weatherstrip 4. Sheet Metal
17
CEN50007-00
50 Disassembly and assembly
2. Lubricate the groove of the weatherstrip where the glass is to be seated.
Removal and installation of windshield wiper motor
3. Lower the glass into the groove along the bottom of the window opening.
Removal
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. 5. After the glass is in place, go around the weatherstrip and push in on locking lip (2) to secure the glass in the weatherstrip. NOTE: If the windshield was replaced, lower the windshield wiper arms back onto the glass.
1. Remove large access cover (1, Figure 50-1) from the front of the cab. 2. Disconnect the wiper motor harness connector.
Some wiper linkage arms may have extremely sharp edges. Wear protective gloves and long sleeves when handling wiper linkage arms. 3. While holding wiper linkage (9, Figure 50-22) stationary, remove nut (10) and disconnect the linkage from wiper motor (1). 4. Remove three cap screws (6), flat washers (7) and lock washers (8) that attach the wiper motor to plate (5). Remove the wiper motor assembly. Installation 1. Place wiper motor (1, Figure 50-22) into position on plate (5). 2. Install three cap screws (6), flat washers (7) and lock washers (8). Tighten the cap screws to 8-9 Nm (71-79 in lb). 3. Align the motor output shaft with wiper linkage (9). Install nut (10). Hold the linkage stationary and tighten the nut to 22-24 Nm (16-18 ft lb). 4. Reconnect the wiper motor harness connector. NOTE: In case the wiper motor operates incorrectly, lift the wiper arms off the windshield to avoid possible damage. 5. that the wipers operate properly and park in the proper position (See to Figure 50-24).
18
960E-1
50 Disassembly and assembly
CEN50007-00
Removal and installation of windshield wiper arm Removal 1. Note the parked position of wiper arm (1, Figure 50-23). 2. Lift the wiper arm cover. Remove nut (2) and washer (3). 3. Disconnect the washer hose, then remove the wiper arm. Installation 1. Place wiper arm (1, Figure 50-23) into the parked position noted during removal. Install washer (3) and nut (2). Tighten the nut to 16-20 Nm (142-177 in lb). Close the wiper arm cover. 2. Connect the washer hose to the wiper arm. 3. that the wipers operate properly and park in the proper position (See to Figure 50-24).
FIGURE 50-22. WINDSHIELD WIPER INSTALLATION 1. Wiper Motor 2. Cap Screw 3. Flat Washer 4. Lock Washer 5. Plate
960E-1
6. Cap Screw 7. Flat Washer 8. Lock Washer 9. Wiper Linkage 10. Nut
FIGURE 50-23. WIPER ARM DETAIL 1. Wiper Arm 2. Nut 3. Spring Washer
4. Cap 5. Washer 6. Nut
19
CEN50007-00
50 Disassembly and assembly
Removal and installation of windshield wiper linkage Removal 1. Remove the wiper arms. Refer to "Removal and installation of windshield wiper arm". 2. Remove retainer (8, Figure 50-24), and disconnect the wiper linkage from wiper motor drive arm (6).
Installation 1. Place the wiper assembly into position in the wiper compartment. 2. Install cap screws (3, Figure 50-24), lock washers (4) and flat washers (5). Tighten cap screws. 3. Install washer (5, Figure 50-23) and nut (6) on each wiper shaft. Tighten the nut to 18-20 Nm (160-177 in lbs).
3. Remove nut (6, Figure 50-23) and washer (5) from each wiper shaft. 4. Remove cap screws (3, Figure 50-24), lock washers (4) and flat washers (5). 5. Remove wiper assembly from cab.
Do not overtighten the nut. The threads on the wiper shafts are easily stripped when improperly tightened. 4. Install cap (4) over nut (6). 5. Align the linkage and attach it to wiper motor drive arm (6, Figure 50-24) using retainer (8). NOTE: When the motor is parked, the drive arm will be in the 3 o’clock position as shown in Figure 50-24. 6. Install the wiper arms. Refer to "Removal and installation of windshield wiper arm". 7. that the wipers operate properly and park in the proper position.
FIGURE 50-24. PARK POSITION A. Park Position (7°) 1. Wiper Motor 2. Wiper Blade 3. Cap Screw 4. Lock Washer
20
5. Flat Washer 6. Wiper Motor Drive Arm 7. Nozzle 8. Retainer 9. Hose
960E-1
50 Disassembly and assembly
CEN50007-00
Removal and installation of seat Removal 1. Remove cotter pins (5, Figure 50-25) that secure seat belt tethers (6) to the eye bolts in the cab floor. 2. Remove cap screws (2), flat washers (3) and lock washers (4) that secure the riser to the floor. 3. Disconnect seat harness (7) at the cab floor. 4. Remove seat assembly (1) from the cab. Installation 1. Place seat assembly (1) in position in the cab. 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 (8). 4. Fasten seat belt tethers (6) to eye bolts in the cab floor. Install cotter pins (5).
FIGURE 50-25. SEAT INSTALLATION 1. Seat Assembly 2. Cap Screw 3. Flat Washer 4. Lock Washer
960E-1
5. Cotter Pin 6. Seat Belt Tether 7. Seat Harness
21
CEN50007-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50007-00
22
960E-1
CEN50008-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Body and structures Removal and installation of dump body ................................................................................................................ 3 Removal and installation of body pads ................................................................................................................. 5 Removal and installation of diagonal ladder/hood and grille assembly ................................................................ 7 Removal and installation of right deck .................................................................................................................. 8 Removal and installation of left deck................................................................................................................... 10 Removal and installation of fuel tank .................................................................................................................. 12 Removal and installation of fuel gauge sender ................................................................................................... 14 Disassembly and assembly of fuel tank breather ............................................................................................... 15
960E-1
1
CEN50008-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
Removal and installation of dump body
CEN50008-00
Removal 1. Park truck on a hard, level surface and block all the wheels.
Inspect the condition and rating of all lifting devices, slings, chains, and cables. Refer to the manufacturer's manual for correct capacities and safety procedures when lifting components. Replace any questionable items. Ensure that the lifting device is rated for at least a 45 ton capacity. Slings, chains, and 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 service procedure, the Komatsu area representative for further information.
2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 3. Attach lifting cables (1, Figure 50-1) and a lifting device to the dump body and take up the slack. 4. Remove the mud flaps from both sides of the dump body. Remove any electrical wiring and hoses that are attached to the dump body. 5. Attach chains around the upper end of the hoist cylinders to them after the mounting pins are removed. 6. Remove retaining capscrew and locknut (4, Figure 50-2) from each of the upper hoist cylinder mounting eyes. Remove each pivot pin (2).
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, ensure there is adequate clearance between the body and overhead structures or electric power lines.
FIGURE 50-2. HOIST CYLINDER MOUNT 1. Dump Body 3. Hoist Cylinder 2. Pivot Pin 4. Retaining Capscrew and Locknut
FIGURE 50-1. DUMP BODY REMOVAL 1. Lifting Cables
960E-1
2. Guide Rope
3
CEN50008-00
50 Disassembly and assembly
7. Remove capscrews (1, Figure 50-3) and locknuts (2) from each body pivot pin. 8. Attach a body pivot pin fixture to the bracket on the underside of the dump body to aid in ing the pin as it is removed. 9. Remove body pivot pins (3) far enough to allow shims (6) to drop out. Complete removal of pins is not necessary unless new pins are being installed.
Inspection 1. Inspect body ear (4, Figure 50-3), frame pivot (7), and bushings (5), (8) and (9) for excessive wear or damage. 2. Inspect the body guide wear points. Body guide (2, Figure 50-4) should be centered between wear plates (3) with a maximum gap of 4.8 mm (0.19 in.) at each side (new wear plates). If the gap becomes excessive, install new parts.
NOTE: To prevent the pivot pins from falling while removing the dump body, use chains to secure them to the truck. 10. Lift the dump body clear of the chassis and move it to a work area. Block the body to prevent damage to the body guide.
FIGURE 50-3. DUMP BODY PIVOT PIN 1. Capscrew 2. Locknut 3. Body Pivot Pin 4. Body Ear 5. Body Pivot Bushing
4
6. Shim 7. Frame Pivot 8. Pivot Bushing 9. Body Pivot Bushing
FIGURE 50-4. BODY GUIDE 1. Dump Body 2. Body Guide
3. Body Guide Wear Plates
960E-1
50 Disassembly and assembly
Installation 1. Park truck on a hard, level surface and block all the wheels.
CEN50008-00
Removal and installation of body pads Removal
2. Shut down the truck. For the proper shutdown procedure, refer to Index and foreword section Operating instructions. 3. Attach lifting cables (1, Figure 50-1) and a lifting device to the dump body and take up the slack. 4. Lower the body over the truck frame and align the body pivots with the frame pivot holes. 5. Install shims (6, Figure 50-3) in both body pivots, as required, to fill the outside gaps and center the body on the frame pivot. Do not install shims on the inside. A minimum of one shim is required at the outside end of both frame pivots. 6. Align the hole in pivot pin (3) with the capscrew hole in the pin retainer, which is part of body pivot ear (4). Push the pivot pin through shims (6), frame pivot (7), and into pivot bushings (5) and (9) in each side of the body pivot.
To avoid serious personal injury or death, the body retention sling must be installed anytime personnel are required to perform maintenance on the vehicle with the dump body in the raised position. Refer to Index and foreword section Foreword and general information for the body retention sling installation procedure. NOTE: It is not necessary to remove the dump body to replace the body pads. Body pads should be inspected during scheduled maintenance inspections and replaced if worn excessively.
7. Install capscrew (1) through each pin. Install and tighten locknuts (2) to 203 Nm (150 ft lb).
1. Raise the unloaded dump body to a height that is sufficient to allow access to all of the body pads. Place blocks between the dump body and the frame. Secure the blocks in place.
NOTE: Use washers, as necessary, on the nut side only to ensure that the capscrew does not run out of threads when tightening.
2. Remove pad mounting hardware (2, Figure 505).
8. Align the hoist cylinder upper mounting eye bushings with the hole through the dump body. Align the pin retaining capscrew hole and install the pin.
3. Remove body pad (4) and shims (5). Note the number of shims installed at each pad location. The rear pad on each side should have one less shim than the other pads.
9. Install retaining capscrews and locknuts (4, Figure 50-2). Tighten the locknuts to 203 Nm (150 ft lb). 10. Install all mud flaps, electrical wiring and hoses to the dump body.
960E-1
5
CEN50008-00
Installation 1. Install new body pads (4) with the same number of shims (5) that were removed in Step 3. 2. Install pad mounting hardware (2). Tighten the nuts to 88 Nm (65 ft lb). 3. Remove the blocks from the frame. Lower the dump body onto the frame. 4. All pads (except the rear pad on each side) should the frame with approximately equal compression of the rubber.
50 Disassembly and assembly
5. A gap of approximately 1.9 mm (0.075 in.) is required at each rear pad. This can be accomplished by using one less shim at each rear pad. 6. If the pad appears to be unequal, repeat the adjustment procedure. NOTE: Proper between the body pad and frame is required to assure maximum pad life.
FIGURE 50-5. BODY PAD INSTALLATION 1. Dump Body 3. Frame 2. Pad Mounting Hardware 4. Body Pad
6
5. Shim 6. Mounting Pad
960E-1
50 Disassembly and assembly
CEN50008-00
Removal and installation of diagonal ladder/hood and grille assembly NOTE: It may be necessary to remove the dump body to provide clearance for any lifting equipment. If body removal is not required, the body should be raised and the body retention cables installed. Removal
The weight of the diagonal ladder is approximately 200 kg (440 lb). The weight of the hood and grille assembly is approximately 570 kg (1255 lb). Use a lifting device with adequate capacity to remove the components. 1. Remove the hardware that attaches diagonal ladder to the front bumper.
the
2. Attach an appropriate lifting device to the ladder and lift it off the truck. 3. Disconnect all cables, harnesses, hoses and clamps, as needed, to allow removal of hood and grille assembly (1, Figure 50-6). 4. Attach an appropriate lifting device to the hood and grille assembly. 5. Remove all capscrews and lockwashers (2) from the grille housing. 6. Loosen the radiator bumpers on both decks. 7. Lift hood and grille assembly (1) from the truck and move it to a work area.
FIGURE 50-6. HOOD AND GRILLE REMOVAL 1. Hood and Grille Assembly
2. Capscrews and Lockwashers
Installation 1. Use an appropriate lifting device to lift hood and grille assembly (1) into place on the truck. 2. Align the mounting holes with the brackets attached to the radiator assembly. Install capscrews and lockwashers (2) to the standard torque. 3. Adjust and tighten both radiator bumpers. 4. Use an appropriate lifting device to lift the diagonal ladder into position over the mounting pads on the front bumper. Align the mounting holes and install the hardware. Tighten the capscrews to the standard torque. 5. Connect all cables, harnesses, hoses and clamps that were removed previously.
960E-1
7
CEN50008-00
50 Disassembly and assembly
Removal and installation of right deck Removal 1. Remove the access covers from retarding grid (7, Figure 50-7). Tag and disconnect all electrical leads in preparation for removal. Reinstall the access covers.
The weight of the retarding grid is approximately 2 494 kg (5,500 lb). Use a lifting device with adequate capacity to remove the component. 2. Remove retarding grid mounting hardware (3, Figure 50-8) at six locations. 3. Attach an appropriate lifting device to the lifting eyes on the retarding grid. Lift the retarding grid clear of deck structure (1) and move it to a work area. NOTE: If repairs to the grid assembly or cooling blower are required, refer to the applicable GE publication for service and maintenance procedures. 4. Disconnect deck lighting harness (4). Inspect the underside of the deck. If necessary, remove any hoses or cables that remain connected to the deck. The lighting harness and clamps do not require removal.
FIGURE 50-7. DECK COMPONENTS 1. L.H. Deck 2. Electrical Cabinet 3. Cab 4. Diagonal Ladder
5. Center Deck 6. R.H. Deck 7. Retarding Grid
The weight of the right deck is approximately 1 024 kg (2,258 lb). Use a lifting device with adequate capacity to remove the component. 5. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails. 6. Remove deck mounting hardware (2) at the deck and the front upright. 7. Loosen the radiator bumpers on both decks. 8. Ensure that all wiring harnesses, cables and hoses have been removed. Carefully lift the deck from the deck s.
8
960E-1
50 Disassembly and assembly
Installation 1. Tighten the radiator bumpers on both decks. Clean all deck mount mating surfaces. 2. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails. 3. Carefully lift and position the deck on the deck s. Ensure that any wiring harnesses, cables and hoses that may still be attached to the deck are moved out of the way. 4. Install deck mounting hardware (2) at the deck and the front upright. Tighten the capscrews to the standard torque.
CEN50008-00
5. Connect deck lighting harness (4) and any hoses or cables that were disconnected from the deck. Ensure that all electrical harnesses and clamps are undamaged and reinstalled securely. Replace any components as necessary. 6. Attach an appropriate lifting device to the lifting eyes on the retarding grid. Lift retarding grid (7, Figure 50-7) into position on deck structure (1, Figure 50-8). 7. Install retarding grid mounting hardware (3) at six locations. Tighten the capscrews to the standard torque. 8. Remove the access covers from the retarding grid. Connect all electrical leads to their correct locations. Reinstall the access covers.
FIGURE 50-8. RIGHT DECK STRUCTURE - BOTTOM VIEW 1. Deck Structure 2. Deck Mounting Hardware
960E-1
3. Retarding Grid Mounting Hardware 4. Deck Lighting Harness
9
CEN50008-00
Removal and installation of left deck Removal
50 Disassembly and assembly
Installation 1. Tighten the radiator bumpers on both decks. Clean all deck mount mating surfaces. 2. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails.
If air conditioning system components must be removed, refer to Testing and adjusting section Cab air conditioning for instructions on discharging the air conditioning system before disconnecting any air conditioning lines and servicing the air conditioning system after installation.
3. Carefully lift and position the deck on the deck s. Ensure that any wiring harnesses, cables and hoses that may still be attached to the deck are moved out of the way.
1. Remove the operator cab. Refer to Disassembly and assembly section Operator cab for cab removal instructions.
5. Connect deck lighting harness (4) and any hoses or cables that were disconnected from the deck. Ensure that all electrical harnesses and clamps are undamaged and reinstalled securely. Replace any components as necessary.
2. Disconnect deck lighting harness (3, Figure 509). Inspect the underside of the deck. If necessary, remove any hoses or cables that remain connected to the deck. The lighting harness and clamps do not require removal.
4. Install deck mounting hardware (2) at the deck and the front upright. Tighten the capscrews to the standard torque.
6. Install the operator cab. Refer to Disassembly and assembly section Operator cab for cab installation instructions.
The weight of the left deck is approximately 707 kg (1,559 lb). Use a lifting device with adequate capacity to remove the component. 3. Install an appropriate lifting device to the lifting eyes at each corner of the deck and take up any slack. Do not attach the lifting device to the handrails. 4. Remove deck mounting hardware (2) at the deck and the front upright. 5. Loosen the radiator bumpers on both decks. 6. Ensure that all wiring harnesses, cables and hoses have been removed. Carefully lift the deck from the deck s.
10
960E-1
50 Disassembly and assembly
CEN50008-00
FIGURE 50-9. LEFT DECK STRUCTURE - BOTTOM VIEW 1. Deck Structure 2. Deck Mounting Hardware
960E-1
3. Deck Lighting Harness
11
CEN50008-00
50 Disassembly and assembly
Removal and installation of fuel tank
Cleaning and inspection
Removal
NOTE: If a tank has been damaged and requires structural repair, perform such repairs before final cleaning.
1. Raise the truck body and install the body up retention cable. 2. Loosen filler cap (5, Figure 50-10) and open drain cock (10) to drain the fuel from the tank into clean containers. Tighten the filler cap when the fuel is completely drained. 3. Disconnect wire harness (13) and remove the clamps attached to the fuel tank. Remove ground wire (17).
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.
4. If equipped, close the inline shutoff valves. Remove fuel return hose (6) and fuel supply hose (8). Cap the hoses and tank fittings to help prevent contamination.
The fuel tank has drain cock (10) and a cleaning port in the side that allows steam or solvent to be used for cleaning tanks that have accumulated foreign material.
5. Remove hoist circuit filter assemblies (11) and steering circuit filter assembly (12) from the frame side of the tank. the filter assembly by placing a chain over the frame rail. It is not necessary to remove the hydraulic hoses.
The weight of the empty fuel tank is approximately 2 056 kg (4,533 lb). Use a lifting device with adequate capacity to remove the component. 6. Attach a lifting device to the lifting eyes on each side of the tank.
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 with all interior surfaces by rotating the tank in various positions. Before a cleaning procedure of this type, all vents, the fuel gauge sender, and hose connections must be removed and temporarily sealed. After cleaning is complete, 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. All openings should be sealed for rust prevention.
7. Remove lower mounting hardware (14), flat washer (15) and rubber dampeners (16). Remove upper mounting hardware (3) and mounting caps (4). 8. Lift the fuel tank from the brackets and move it to a work area. 9. Remove fuel gauge sender (9), breather (5), and other fittings as required to perform interior cleaning. See "Removal and installation of fuel gauge sender" for further instructions.
12
960E-1
50 Disassembly and assembly
CEN50008-00
FIGURE 50-10. FUEL TANK INSTALLATION 1. Fuel Tank 2. Fuel Receiver Assembly 3. Mounting Cap 4. Upper Mounting Hardware 5. Filler Cap 6. Fuel Return Hose 7. Breather
960E-1
8. Fuel Supply Hose 9. Fuel Gauge Sender 10. Drain Cock 11. Hoist Circuit Filter Assemblies 12. Steering Circuit Filter Assembly 13. Wire Harness 14. Lower Mounting Hardware
15. Flat Washer 16. Rubber Dampener 17. Ground Wire 18. Terminals 19. Sender Mounting Hardware
13
CEN50008-00
Installation 1. Thoroughly clean the frame mounting brackets and the mounting hardware holes. Re-tap the threads if damaged.
50 Disassembly and assembly
Removal and installation of fuel gauge sender Removal 1. Drain the fuel below the level of fuel gauge sender (9, Figure 50-10). 2. Disconnect the wires from terminals (18).
The weight of the empty fuel tank is approximately 2 056 kg (4,533 lb). Use a lifting device with adequate capacity to remove the component.
3. Remove sender mounting hardware Carefully remove the sender and gasket.
(19).
Installation 1. Clean the mating surfaces. Install a new gasket.
2. Attach a lifting device to the lifting eyes on each side of the tank. Lift the fuel tank over the frame trunnion mounts and lower it into position.
2. Install fuel gauge sender (9) in the tank. Ensure that the float is oriented properly and moves freely.
3. Install mounting caps (4, Figure 50-10) and upper mounting hardware (3). Do not tighten the hardware at this time.
3. Install sender mounting hardware (19) and tighten the capscrews to the standard torque.
4. Install rubber dampeners (16), flat washers (15) and lower mounting hardware (14) in the lower mounts. Tighten the lower mounting hardware to 420 ± 42 Nm (310 ± 31 ft lb).
4. Connect the wires to terminals (18). 5. Fill the fuel tank and check for leaks.
5. Tighten upper mounting hardware (3) to 711 ± 72 Nm (525 ± 53 ft lb). 6. Install hoist circuit filter assemblies (11) and steering circuit filter assembly (12) on the frame side of the tank. 7. Connect fuel return hose (6) and fuel supply hose (8). Install wire harness (13) and all clamps. Open the inline shutoff valves, if equipped.
14
960E-1
50 Disassembly and assembly
CEN50008-00
Disassembly and assembly of fuel tank breather Disassembly 1. Remove clamp (3, Figure 50-11), cover (2) and screen (1). 2. Remove ball cage (10), solid ball (11) and float balls (12). 3. Unscrew end fitting (7) from body (4). 4. Remove stem (8) and valve spring (5). Assembly 1. Clean and inspect all parts. If any parts are damaged, replace the entire assembly. 2. Place valve spring (5) into position in body (4). 3. Insert stem (8) into end fitting (7). 4. Screw end fitting (7) into body (4). Ensure the components are properly aligned and seated. 5. Place screen (1) and cover (2) into position on the breather. Install clamp (3). 6. Insert the balls into ball cage (10) with solid ball (11) on top. 7. Insert the ball cage onto the stem. A minimum of two cage coils must be seated in the groove on the stem. Ensure that the solid ball is able to seat properly on the stem. If not, adjust the cage accordingly.
FIGURE 50-11. FUEL TANK BREATHER 1. Screen 2. Cover 3. Clamp 4. Body 5. Valve Spring 6. O-Ring
960E-1
7. End Fitting 8. Stem 9. O-Ring 10. Ball Cage 11. Solid Ball 12. Float Ball
15
CEN50008-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50008-00
16
960E-1
CEN50009-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
50 Disassembly and assembly Cab air conditioning Replacement of air conditioning system components........................................................................................... 3 Diasassembly and assembly of compressor clutch .............................................................................................. 5
960E-1
1
CEN50009-00
50 Disassembly and assembly
NOTES
2
960E-1
50 Disassembly and assembly
CEN50009-00
Replacement of air conditioning system components
Never use any lubricant or t compound to lubricate or seal any A/C connections.
Hoses and fittings When replacing hoses, use the same type and ID hose you removed. When hoses or fittings are shielded or clamped to prevent vibration damage, ensure that 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, ensure that these are in place and secure.
It is important to always torque fittings to the proper torque. Failure to do this may result in improper 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. capscrews securing the inlet and outlet fittings onto the compressor ports is 15 - 34 Nm (11 - 25 ft lb).
960E-1
Expansion valve When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the capillary (bulb) and external equalizer tube (if present) from their mounting locations. Remove the expansion valve from the evaporator inlet. Expansion valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the valve. Secure the capillary and equalizer, if used, to clean surfaces and replace or attach any insulating material.
Receiver-drier 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.
Thermostat A thermostat can be stuck open or closed due to 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 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 or just no . When troubleshooting, by the thermostat by hot wiring the clutch coil with a fused lead. If the clutch engages, replace the thermostat. Thermostat 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.
3
CEN50009-00
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. Ensure that 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. Add 207 ml (7 oz.) 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.
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.
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. 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 by clutch circuit control devices.
4
50 Disassembly and assembly
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. Excessive clutch plate wear is caused by the plate rubbing on the clutch pulley when the clutch is not engaged or the clutch plate slipping when the clutch coil is energized. A gap that is too small or too large between the plate and clutch pulley or a loss of clutch plate spring temper are possible causes. The ideal air gap between the clutch pulley and the clutch plate is 1.02 ± 0.043 mm (0.023 to 0.057 in.). If the gap is too wide, the magnetic field created when the clutch coil is energized will not be strong enough to pull and lock the clutch plate to the clutch pulley.
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: 12.0 ± 0.37 Ohms @ 20 °C (68 °F) 16.1 ± 0.62 Ohms @ 116 °C (240 °F) The temperatures specified above are roughly typical of a summer morning before first start-up and the heat beside an engine on a hot day. At temperatures in between those listed above, the correct resistance is proportionate to the difference in temperature.
960E-1
50 Disassembly and assembly
Diasassembly and assembly of compressor clutch
CEN50009-00
Removal of the clutch assembly 1. Remove the belt guard from the front of the air conditioning compressor.
* RECOMMENDED TOOLS FOR COMPRESSOR CLUTCH REMOVAL AND INSTALLATION J-9399
Thin Wall Socket
**J-9403
Spanner Wrench
**J-25030
Clutch Hub Holding Tool
J-9401
Clutch Plate and Hub Assembly Remover
J-8433
Pulley Puller
J-9395
Puller Pilot
***J-24092
Puller Legs
J-8092
Universal Handle
J-9481
Pulley and Bearing Installer
J-9480-01
Drive Plate Installer
J-9480-02
Spacer, Drive Plate Installer
FIGURE 50-1. 1. Belt Pulley 2. Clutch Hub/Drive Plate
3. Shaft 4. Locknut
2. Remove the drive belt from compressor belt pulley (1, Figure 50-1).
* Tools are available though your local Kent-Moore dealer. ** These tools are interchangeable. ***For use on multiple groove pulleys.
Use the proper tools to remove and replace clutch components. Using the recommended tooling helps prevent damage to compressor components during maintenance. Do not drive or pound on the clutch plate, hub assembly, or shaft. Internal damage to the compressor may result.
FIGURE 50-2. 1. Thin Wall Socket 2. Clutch Hub Holding Tool
3. Clutch Hub
3. Remove locknut (4) using thin wall socket (1, Figure 50-2) or the equivalent. Use clutch hub holding tool (2), spanner wrench (J-9403), or the equivalent to hold clutch hub (3) while removing the locknut. It is recommended that the locknut be replaced after it has been removed.
960E-1
5
CEN50009-00
50 Disassembly and assembly
FIGURE 50-3. 1. Clutch Assembly
2. Clutch Plate & Hub Assembly Remover
4. Thread clutch plate and hub assembly remover (2, Figure 50-3) into the hub of clutch assembly (1). Hold the body of the remover with a wrench and tighten the center screw to pull the clutch plate and hub assembly from the compressor.
FIGURE 50-5. 1. Clutch Hub
2. Pulley
6. Inspect the friction surfaces on clutch hub (1, Figure Figure 50-5) and pulley (2). Scoring on the friction surfaces is normal. DO NOT replace these components for this condition only.
Inspect the steel friction surface on the clutch and ensure that it is not damaged by excessive heat. Inspect the other components near the clutch for damage due to heat. If signs of excessive heat are evident, it may be necessary to replace the compressor. Excessive heat may cause leakage in the seals and damage to internal components as well as external components.
FIGURE 50-4. 1. Square Key
2. Keyway in Shaft
5. Remove square key (1, Figure 50-4) from the keyways.
6
960E-1
50 Disassembly and assembly
CEN50009-00
10. Tighten the center screw on the puller against the shaft of the compressor to remove the pulley.
Removal of the pulley
11. Clean the pulley and pulley bearing with solvent. Inspect the assembly for damage. Check the bearing for brinneling, excessive looseness, noise, and lubricant leakage. Replace the assembly if any of these warning signs are evident. 12. Use a multi-meter to ohm check the clutch coil. The resistance should be as follows: 12 ± 0.37 ohms @ 20° C (68° F) 16.1 ± 0.62 ohms @ 115° C (239° F) FIGURE 50-6. 1. Pulley Assembly 2. Pulley Retainer Ring
3. Retaining Ring Pliers
7. Use retaining ring pliers (3, Figure 50-6) to remove pulley retainer ring (2) from pulley (1).
If the resistance of the coil is not within the specifications, the clutch will not operate properly. Remove the retaining ring and replace the coil.
Installation of the pulley
8. Pry the absorbent sleeve retainer from the neck of the compressor, and remove the sleeve.
FIGURE 50-8. 1. Bearing Installer 2. Universal Handle
FIGURE 50-7. 1. Pulley Puller 2. Pulley Assembly
3. Puller Pilot
9. Install pulley puller (1, Figure 50-7) and puller pilot (3) onto the compressor, as shown. If a multiple groove pulley is used, install puller legs (J-24092) onto the puller in place of the standard legs. Extend the puller legs to the back side of the pulley. DO NOT use the belt grooves to pull the pulley from the compressor. 960E-1
1. Place the pulley assembly into position on the compressor. Use bearing installer (1, Figure 508), universal handle (2), and a hammer to lightly tap the pulley assembly onto the compressor until it seats. Use of the installer or the equivalent ensures that the force driving the bearing into position acts on the inner race of the bearing. Applying force to the outer race of the bearing will result in bearing damage. 2. Ensure the pulley rotates freely. If the pulley does not rotate freely, remove the pulley and check for damaged components. Replace any damaged components and reinstall the pulley. 3. Install the pulley retainer ring and ensure that the ring is properly seated. 4. Install the absorbent sleeve into the neck of the compressor. Install the sleeve retainer.
7
CEN50009-00
50 Disassembly and assembly
Installation of the clutch assembly 1. Insert square key (1, Figure 50-4) into the keyway in the clutch hub. Allow the key to protrude about 4.5 mm (0.18 in.) from the outer edge of the hub. Use petroleum jelly to hold the key in place.
NOTE: The outer threads of installer (J-9480-01) are left handed threads.
FIGURE 50-10. CLUTCH GAP
FIGURE 50-9. 1. Drive Plate Installer
2. Spacer
2. Place the clutch assembly into position on the compressor. Align the square key with the keyway on the shaft. 3. Thread drive plate installer (1, Figure 50-9) onto the shaft of the compressor. Spacer (2) should be in place under the hex nut on the tool. 4. Press the clutch onto the compressor using drive plate installer (1). Continue to press the clutch plate until a 2 mm (0.08 in.) gap remains between the clutch friction surface and the pulley friction surface. Refer to Figure 50-10.
8
5. Install locknut (4, Figure 50-1) and tighten the nut until it seats. The gap should now measure 1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap is not within the specification, check for proper installation of the square key. 6. Install the drive belt onto the compressor. Ensure that the proper tension on the belt is attained. Refer to the belt tension chart in the appropriate engine manual for the proper specifications. 7. After assembly is complete, burnish the mating parts of the clutch by operating the air conditioning system at maximum load conditions with the engine at high idle. Turn the air conditioning control ON and OFF at least 15 times for one second intervals. 8. Install the belt guard if no further servicing is required.
960E-1
50 Disassembly and assembly
CEN50009-00
NOTES
960E-1
9
CEN50009-00
50 Disassembly and assembly
960E-1 Dump truck Form No. CEN50009-00
10
960E-1
CEN90001-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
90 Diagrams and drawings Hydraulic circuit diagrams Steering, hoist and brake cooling hydraulic circuit diagram ....................................................................... EM7616 Brake hydraulic circuit diagram.................................................................................................................. EM7623
960E-1
1
CEN90001-00
90 Diagrams and drawings
NOTES
2
960E-1
EM7616-0 JUN 08 HYDRAULIC SCHEMATIC 960E-1 A30001 & UP
EK7623-0 JUN 08 BRAKE SCHEMATIC 960E-1 A30001 & UP
90 Diagrams and drawings
CEN90001-00
NOTES
960E-1
3
CEN90001-00
90 Diagrams and drawings
960E-1 Dump truck Form No. CEN90001-00
4
960E-1
CEN90002-00
DUMP TRUCK 1SHOP MANUAL
960E-1
Machine model
Serial number
960E-1
A30003 and up
90 Diagrams and drawings Electrical circuit diagrams Electrical circuit diagram - index & symblos................................................................................................XS5701 Electrical circuit diagram - circuit locator sheet...........................................................................................XS5702 Electrical circuit diagram - circuit locator sheet...........................................................................................XS5703 Electrical circuit diagram - battery box ........................................................................................................XS5704 Electrical circuit diagram - 24V power distribution & circuit protection........................................................XS5705 Electrical circuit diagram - 24V power distribution & circuit protection........................................................XS5706 Electrical circuit diagram - engine control wiring.........................................................................................XS5707 Electrical circuit diagram - engine control wiring.........................................................................................XS5708 Electrical circuit diagram - engine control wiring.........................................................................................XS5709 Electrical circuit diagram - engine control wiring.........................................................................................XS5710 Electrical circuit diagram - keyswitch, timed engine shutdown & auto lube system.................................... XS5711 Electrical circuit diagram - engine start circuit.............................................................................................XS5712 Electrical circuit diagram - brake control wiring...........................................................................................XS5713 Electrical circuit diagram - brake control wiring...........................................................................................XS5714 Electrical circuit diagram - steering & hoist pressure switch wiring.............................................................XS5715 Electrical circuit diagram - operator drive system controls..........................................................................XS5716
960E-1
1
CEN90002-00
90 Diagrams and drawings
Electrical circuit diagram - operator drive system controls......................................................................... XS5717 Electrical circuit diagram - electronic dash ....................................................................................... XS5718 Electrical circuit diagram - operator cab light controls & horn .................................................................... XS5719 Electrical circuit diagram - operator cab light controls & horn .................................................................... XS5720 Electrical circuit diagram - operator cab windows & wipers ....................................................................... XS5721 Electrical circuit diagram - operator cab radio & seat wiring ...................................................................... XS5722 Electrical circuit diagram - clearance lights, fog lights & headlights ........................................................... XS5723 Electrical circuit diagram - hazard light wiring ............................................................................................ XS5724 Electrical circuit diagram - heater & air conditioning controls..................................................................... XS5725 Electrical circuit diagram - diagnostic ports - GE ....................................................................................... XS5726 Electrical circuit diagram - diagnostic ports - VHMS & GE......................................................................... XS5727 Electrical circuit diagram - modular mining interface.................................................................................. XS5728 Electrical circuit diagram - interface module inputs & outputs.................................................................... XS5729 Electrical circuit diagram - interface module inputs & outputs.................................................................... XS5730 Electrical circuit diagram - interface module inputs & outputs.................................................................... XS5731 Electrical circuit diagram - interface module inputs & outputs.................................................................... XS5732 Electrical circuit diagram - payload meter III circuits .................................................................................. XS5733 Connectors table and arrangement drawing
2
960E-1
XS5701-0 JUN 08 ELECTRICAL SCHEMATIC INDEX & SYMBOLS 960E-1 A30003 & UP Sheet 01 of 33
XS5702-0 JUN 08 ELECTRICAL SCHEMATIC CIRCUIT LOCATOR SHEET 960E-1 A30003 & UP Sheet 02 of 33
XS5703-0 JUN 08 ELECTRICAL SCHEMATIC CIRCUIT LOCATOR SHEET 960E-1 A30003 & UP Sheet 03 of 33
XS5704-0 JUN 08 ELECTRICAL SCHEMATIC BATTERY BOX 960E-1 A30003 & UP Sheet 04 of 33
XS5705-1 JUL 08 ELECTRICAL SCHEMATIC 24V POWER DISTRIBUTION & CIRCUIT PROTECTION 960E-1 A30003 & UP Sheet 05 of 33
XS5706-0 JUN 08 ELECTRICAL SCHEMATIC 24V POWER DISTRIBUTION & CIRCUIT PROTECTION 960E-1 A30003 & UP Sheet 06 of 33
XS5707-1 JUL 08 ELECTRICAL SCHEMATIC ENGINE CONTROL WIRING 960E-1 A30003 & UP Sheet 07 of 33
XS5708-0 JUN 08 ELECTRICAL SCHEMATIC ENGINE CONTROL WIRING 960E-1 A30003 & UP Sheet 08 of 33
XS5709-0 JUN 08 ELECTRICAL SCHEMATIC ENGINE CONTROL WIRING 960E-1 A30003 & UP Sheet 09 of 33
XS5710-0 JUN 08 ELECTRICAL SCHEMATIC ENGINE CONTROL WIRING 960E-1 A30003 & UP Sheet 10 of 33
XS5711-1 JUL 08 ELECTRICAL SCHEMATIC KEY SWITCH, TIMED ENGINE SHUTDOWN & AUTO LUBE SYSTEM 960E-1 A30003 & UP Sheet 11 of 33
XS5712-0 JUN 08 ELECTRICAL SCHEMATIC ENGINE START CIRCUIT 960E-1 A30003 & UP Sheet 12 of 33
XS5713-0 JUN 08 ELECTRICAL SCHEMATIC BRAKE CONTROL WIRING 960E-1 A30003 & UP Sheet 13 of 33
XS5714-1 JUL 08 ELECTRICAL SCHEMATIC BRAKE CONTROL WIRING 960E-1 A30003 & UP Sheet 14 of 33
XS5715-0 JUN 08 ELECTRICAL SCHEMATIC STEERING & HOIST PRESSURE SWITCH WIRING 960E-1 A30003 & UP Sheet 15 of 33
XS5716-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR DRIVE SYSTEM CONTROLS 960E-1 A30003 & UP Sheet 16 of 33
XS5717-1 JUL 08 ELECTRICAL SCHEMATIC OPERATOR DRIVE SYSTEM CONTROLS 960E-1 A30003 & UP Sheet 17 of 33
XS5718-0 JUN 08 ELECTRICAL SCHEMATIC ELECTRONIC DASH 960E-1 A30003 & UP Sheet 18 of 33
XS5719-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR CAB LIGHT CONTROLS & HORN 960E-1 A30003 & UP Sheet 19 of 33
XS5720-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR CAB LIGHT CONTROLS & HORN 960E-1 A30003 & UP Sheet 20 of 33
XS5721-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR CAB WINDOWS & WIPERS 960E-1 A30003 & UP Sheet 21 of 33
XS5722-0 JUN 08 ELECTRICAL SCHEMATIC OPERATOR CAB RADIO & SEAT WIRING 960E-1 A30003 & UP Sheet 22 of 33
XS5723-0 JUN 08 ELECTRICAL SCHEMATIC CLEARANCE LIGHTS, FOG LIGHTS & HEADLIGHTS 960E-1 A30003 & UP Sheet 23 of 33
XS5724-0 JUN 08 ELECTRICAL SCHEMATIC HAZARD LIGHT WIRING 960E-1 A30003 & UP Sheet 24 of 33
XS5725-0 JUN 08 ELECTRICAL SCHEMATIC HEATER & AIR CONDITIONING CONTROLS 960E-1 A30003 & UP Sheet 25 of 33
XS5726-0 JUN 08 ELECTRICAL SCHEMATIC DIAGNOSTIC PORTS - GE 960E-1 A30003 & UP Sheet 26 of 33
XS5727-1 JUL 08 ELECTRICAL SCHEMATIC DIAGNOSTIC PORTS - VHMS & GE 960E-1 A30003 & UP Sheet 27 of 33
XS5728-0 JUN 08 ELECTRICAL SCHEMATIC MODULAR MINING INTERFACE 960E-1 A30003 & UP Sheet 28 of 33
XS5729-1 JUL 08 ELECTRICAL SCHEMATIC INTERFACE MODULE INPUTS & OUTPUTS 960E-1 A30003 & UP Sheet 29 of 33
XS5730-0 JUN 08 ELECTRICAL SCHEMATIC INTERFACE MODULE INPUTS & OUTPUTS 960E-1 A30003 & UP Sheet 30 of 33
XS5731-0 JUN 08 ELECTRICAL SCHEMATIC INTERFACE MODULE INPUTS & OUTPUTS 960E-1 A30003 & UP Sheet 31 of 33
XS5732-1 JUL 08 ELECTRICAL SCHEMATIC INTERFACE MODULE INPUTS & OUTPUTS 960E-1 A30003 & UP Sheet 32 of 33
XS5733-1 AUG 08 ELECTRICAL SCHEMATIC PAYLOAD METER III CIRCUITS 960E-1 A30003 & UP Sheet 33 of 33
Connectors table and arrangement drawing Connector No.
Number of pins
Description
Location Item No.
Connector No.
Number of pins
960E-1 Description
Location Item No.
ABA
2
Auto brake apply solenoid connector
R3
2
CN730
6
Fuel tank connector
T10
20
BLS
2
Brake lock solenoid connector
R4
3
CN801
16
Engine sub-module connector
T8
21 22
BPS
2
Brake pressure sensor connector
M5
4
CN802
4
Coolant level switch connector
T2
BPS
3
Low brake pressure switch connector
P1
5
CN803
2
A/C compressor clutch connector
W5
23
CAATS
2
Ambient air temperature sensor connector
T8
37
CN804
23
Engine ECM connector
W5
24
CAN1A
3
CAN 1939 network connector
F6
1
CN805
21
Engine ECM connector
W5
25
CAN2B
3
CAN - RPC network connector
E7
2
CN806
31
Engine ECM connector
W5
26
CNP1
8
Dash 1 connector
I5
42
CN807
5
Prelube relay connector
T5
27
CNP2
8
Dash 2 connector
I5
43
CN808
9
Engine ECM/sub-module connector
T4
28
CNX1/P301
48
GE interface connector - P301
A2
3
CN815
2
Prelube signal connector
T5
29
CNX2/P302
48
GE interface connector - P302
A2
4
CN816
4
A/C drier pressure switch connector
X3
30
CNX3/P303
48
GE interface connector - P303
A2
5
CN820
3
Engine ECM/CAN connector
T8
31
CNX4/P304
48
GE interface connector - P304
A3
6
CN821
3
CAN - RPC engine connector
E7
9
CNX5/P305
48
GE interface connector - P305
A3
7
DB1P1
3
Diode board 1 connector - P1
C7
10
CN01
19
Cab interface - diagnostic
I1
1
DB1P2
6
Diode board 1 connector - P2
C7
11
CN02
31
Cab interface - diagnostic
I1
2
DB1P3
12
Diode board 1 connector - P3
C7
12 13
CN04
31
Cab interface - dash & center control
I1
3
DB1P4
15
Diode board 1 connector - P4
C7
CN05
31
Cab interface - dash
I1
4
DB1P5
6
Diode board 1 connector - P5
C7
14
CN06
19
Cab interface - dash overhead
J1
5
DIAG 1
9
Diagnostic plug 1 connector - PSC
G5
45
CN08
5
Wiper relay high speed connector
K7
6
DIAG 2
3
Diagnostic plug 2 connector - CENCE
G2
46
CN09
5
Wiper relay low speed connector
K7
7
DIAG 3
9
Diagnostic plug 3 connector - TCI
G5
47
CN10
5
Wiper timer delay module connector
K7
8
DIAG 4
9
Diagnostic plug 4 connector - QUANTUM
G2
48
CN11
2
Horn connector
K7
9
DIAG 5
9
Diagnostic plug 5 connector - IM
H1
49
CN12
12
Steering column connector
J7
10
DIAG 6
9
Diagnostic plug 6 connector - VHMS
H1
50
CN14
4
Heater module connector
L5
11
DIAG 7
9
Diagnostic plug 7 connector - PLM
H2
51
CN16
6
Wiper motor connector
L5
12
DIAG 8
9
Diagnostic plug 8 connector - GE/MM
H5
52
CN22
4
light dimmer connector
H6
13
DID
10
DID connector
H2
44
CN25
10
Headlight switch connector
H7
14
HFPSW-1
2
Hoist pressure by switch 1 connector
T9
32
CN26
10
Ladder light switch connector
H7
15
HFPSW-2
2
Hoist pressure by switch 2 connector
T9
33
CN27
10
Manual back-up light switch connector
H7
16
HLS
2
Hoist limit solenoid connector
W8
42 34
CN28
10
Fog light switch connector
H6
17
HPS1
2
Hoist pressure sensor 1 connector
T10
CN29
10
Display control switch 2 connector
H6
18
HPS2
2
Hoist pressure sensor 2 connector
T10
35
CN30
10
Display control switch 1 connector
H6
19
IMCAN1A
3
CAN 1939 interface module connector
F6
15
CN32
10
Rotating beacon switch connector
I5
20
IMCAN2B
3
CAN - RPC interface module connector
F7
16
CN33 CN36
10 10
Heated mirror switch connector Grid drier/engine warmup switch connector
J7 L4
21 22
IM1
41
Interface module connector - 1
E7
17
IM2
41
Interface module connector - 2
E7
18
CN37
10
AC drive rest switch connector
L4
23
IM3
41
Interface module connector - 3
D7
19
CN38
10
Brake lock switch connector
J7
24
LSPS
3
Low steering pressure switch connector
W8
40
CN40
10
Pantagraph control switch connector
I5
25
ORBCOMMCNA
14
Orbcomm connector - CNA
A6
20 21
CN41
10
Hazard light switch connector
J5
26
ORBCOMMCNB
10
Orbcomm connector - CNB
A7
CN71
10
Right window switch connector
H1
27
PBAPS
3
Parking brake apply pressure switch connector
R3
8
CN72
10
Left window switch connector
H1
28
PBRPS
3
Parking brake release pressure switch connector
Q1
10
CN75
8
Selector switch connector
L4
29
PBS
2
Parking brake solenoid connector
R4
9
CN161
2
Left window motor connector
I5
30
PLMCN264
10
Payload meter connector
C7
22
CN162
2
Right window motor connector
K2
31
RB1P1
6
Relay board 1 connector - P1
C1
23
CN209
5
Radio power relay connector
H5
32
RB1P3
10
Relay board 1 connector - P3
C1
24
CN210
6
Radio right speakers connector
H5
33
RB3P1
5
Relay board 3 connector - P1
D1
25
CN211
6
Radio left speakers connector
H5
34
RB3P2
2
Relay board 3 connector - P2
D1
26
CN228
2
Air seat power left connector
K3
35
RB3P4
9
Relay board 3 connector - P4
D1
27
CN229
2
Air seat power right connector
K3
36
RB3P5
2
Relay board 3 connector - P5
D1
28
CN235
3
Retarder pedal connector
L6
37
RB4P1
8
Relay board 4 connector - P1
D1
29
CN236
3
Accelerator pedal connector
L6
38
RB4P3
8
Relay board 4 connector - P3
D1
30
CN237
3
Retarder lever connector
L5
39
RB4P4
2
Relay board 4 connector - P4
D1
31
CN240
23
Hydraulic cabinet connector
M5
1
RB5P1
6
Relay board 5 connector - P1
B1
32
CN246
3
Inclinometer connector
C1
8
RB5P3
4
Relay board 5 connector - P3
B1
33
CN250
2
Selector switch current limit connector
L3
40
RB5P4
6
Relay board 5 connector - P4
B1
34
CN251
12
Modular mining interface connector
G5
41
RB5P5
6
Relay board 5 connector - P5
B1
35
CN501
4
Left wheel speed connector
W7
1
RPCIM
3
CAN incoming “T” to CN251 connector
K3
53
CN502
8
Left frame/hood lights connector
W2
2
RPCIT
3
CAN outgoing “T” to dash “T” connector
K2
54
CN503
5
Left engine service lights connector
W4
3
RPC2M
3
CAN incoming “T” to dash “T” connector
J5
55
CN504
5
Right engine service lights connector
T4
4
RPC2T
3
CAN dash “T” to dash connector
K5
56
CN507
4
Right wheel speed connector
T5
5
SBDPSW
2
Service brake degrade pressure switch connector
M4
6
CN511
5
Auto lube pump connector
X3
6
SBDPSW
3
Steering bleeddown pressure switch connector
W8
39 38
CN512
3
Auto lube level connector
X3
7
SBDS
2
Steering bleeddown solenoid connector
W7
CN516
8
Right frame/hood lights connector
T3
8
SBPSW
2
Service brake pressure switch connector
R5
7
CN535
3
Ladder light switch connector
X2
9
SFPSW
2
Steering pressure by switch connector
T9
36
CN536
3
Engine shutdown switch connector
X2
10
SPS
2
Steering pressure sensor connector
W8
41
CN703
3
Cooling air pressure switch connector
V14
11
VCAN1A
3
CAN 1939 VHMS connector
F7
36
CN707
2
Left front brake temperature sensor connector
W10
12
VCAN2B
3
CAN - RPC VHMS connector
E7
37
CN708
2
Right front brake temperature sensor connector
W11
13
VHMSCN1
20
VHMS connector - CN1
C7
38
CN709 CN710
2 2
Left rear brake temperature sensor connector Right rear brake temperature sensor connector
W11 W11
14 15
VHMSCN2A
18
VHMS connector - CN2A
C7
39
VHMSCN2B
12
VHMS connector - CN2B
C7
40
CN711
2
Hydraulic tank level sender connector
W10
16
VHMSCN3A
18
VHMS connector - CN3A
C7
41
CN712
3
Hydraulic tank temperature sensor connector
W10
17
VHMSCN3B
12
VHMS connector - CN3B
C7
42
CN721
7
Left rear speed sensor connector
U14
18
VHMSCN4A
14
VHMS connector - CN4A
C7
43
CN722
7
Right rear speed sensor connector
V14
19
VHMSCN4B
10
VHMS connector - CN4B
C7
44
Auxiliary control cabinet
Operator cab
Main frame
Hydraulic brake cabinet
90 Diagrams and drawings
CEN90002-00
NOTES
960E-1
3
CEN90002-00
90 Diagrams and drawings
960E-1 Dump truck Form No. CEN90002-00
4
960E-1
®
www.komatsuamerica.com
Komatsu America Corp. 2300 N.E. Adams Street Peoria, IL 61639 Phone: 309-672-7577 Fax: 309-672-7072
Copyright 2008 Komatsu Printed in Canada
Related Documents 3h463d
Shop Manual 4k4e1r
July 2020 0
Shop Manual M300-iii 373b3h
December 2019 52
Shop Manual D155-6 4a5t14
August 2020 0
Renault Shop Manual Sandero 17y53
November 2019 61
Sen00596-04 Shop Manual 1k3i6h
October 2020 0
Dx300lc Shop Manual 724in
November 2020 0More Documents from "Gerardo Esteban Lagos Rojas" 5l6v8
Senr9412senr9412_01 1i5j71
April 2020 18
960e-1 Shop Manual z5h33
October 2021 0
4p345f
April 2020 23
Ccccccccccccccccccccccccccccccccccccccc 2s5f28
April 2022 0
Tarea1 544q8
August 2020 0