Beruflich Dokumente
Kultur Dokumente
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects and other
reproductive harm.
FOREWORD
This Manual is written for use by the service technician and is designed to help the technician become
fully knowledgeable of the truck and all its systems in order to keep it running and in production. All
maintenance personnel should read and understand the materials in this manual before performing
maintenance and/or operational checks on the truck. All safety notices, warnings and cautions should
be understood and followed when accomplishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well
as other general information. The major portion of the manual pertains to disassembly, service and
reassembly. Each major serviceable area is dealt with individually. For example: The disassembly,
service and reassembly of the radiator group is discussed as a unit. The same is true of the engine
and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly
should be carried only as far as necessary to accomplish needed repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not
necessarily depict a specific model.
This manual shows dimensioning of metric and (U.S. standard) units throughout. All references to
Right, Left, Front, or Rear are made with respect to the operators normal seated position,
unless specifically stated otherwise.
Standard torque requirements are shown in torque charts in the Introduction section and individual
torques are provided in the text in bold face type, such as 723 kg.m (100 ft.lbs.) torque. All torque
specifications have 10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame upright in front of the left side
front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial
number), and Maximum G.V.W. (Gross Vehicle Weight) rating.
The KOMATSU Haulpak Model designation consists of three numbers and one letter (i.e. 530M).
The three numbers represent the basic truck model. The letter M designates a Mechanical drive
and the letter E designates an Electrical propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the
original manufacturing bill of material for this unit. This complete number will be necessary for proper
ordering of many service parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other
components. The vehicle design and application guidelines are sensitive to the total maximum Gross
Vehicle Weight (GVW) and this means the total weight: the Empty Vehicle Weight + the fuel &
lubricants + the payload.
To determine allowable payload:
Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories,
body liners, tailgates, etc.) and then weigh truck.
Record this value and subtract from the GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable
payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations
should be removed as often as practical.
Exceeding the allowable payload will reduce expected life of truck components.
A00018 11/97
Introduction
A-1
A-2
Introduction
A00018 11/97
TABLE OF CONTENTS
SUBJECT
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
. . . . . . . . . . . . . . . . . . . . . . . . . . . F
SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
AIR SYSTEM (NO AIR SYSTEM ON THIS TRUCK) . . . . . . . . . . . . . . . . . . . . . . . . . . K
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATORS CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00018 11/97
Introduction
A-3
A-4
Introduction
A00018 11/97
SECTION A
GENERAL INFORMATION
INDEX
. . . . . . . . . . . . . . . . . . . . . . . . . A3-1
A01001 2/94
Index
A1-1
NOTES
A1-2
Index
A01001 2/94
POWER STEERING
TRANSMISSION
The TORQFLOW transmission consists of a 3-element, single-stage, two-phase torque converter and a
planetary gear, multiple disc clutch transmission which
is hydraulically actuated and force-lubricated for optimum heat dissipation.
The TORQFLOW transmission is capable of seven (7)
forward speeds and one (1) reverse gear. Automatic
shifting is controlled by electronic shift control with
automatic clutch modulation in all gears. A lockup
system consisting of a wet, double-disc clutch, is activated in F1--F7 gears for increased fuel savings.
BRAKE SYSTEM
Depressing the brake pedal, or pulling the lever on the
R.H. side of the steering wheel, actuates hydraulic
front and rear service brakes. Both front and rear
service brakes are oil-cooled, multiple-disc brakes.
These brakes are automatically activated when the
engine speed exceeds the rated revolutions of the shift
position.
RETARDER
FINAL DRIVE ASSEMBLY
The final drive consists of a plug-in differential with
planetary wheel drive.
SUSPENSION
OPERATORS CAB
The Haulpak Operators Cab has been engineered for
operator comfort and to allow for efficient and safe
operation of the truck.
A02038 7/99
A2-1
A2-2
A02038 7/99
SPECIFICATIONS
SERVICE CAPACITIES
ENGINE
Cummins
. . . . . . . . . . . . . . . . .
KTA-50
Number of Cylinders . . . . . . . . . . . . . . . 16
Operating Cycle (diesel) . . . . . . . . . . 4-Stroke
Rated.......1082
.....................kW
.. (1450 SAE Brake HP) @ 1900 RPM
Flywheel . 1027 kW ( 1377 SAE HP) @ 1900 RPM
Weight (dry) . . . . . . . . . 4932 kg (10,873 lbs)
TORQFLOW TRANSMISSION
Automatic Electronic Shift Control
. . . with Automatic Clutch Modulation In All Gears.
Torque Converter . . . . 3-Element, Single-stage,
. . . . . . . . . . . . . . . . . . . . . Two-phase
Lockup Clutch . . . . . . . . . Wet, Double-disc,
. . . . . . . . . . . . . . Activated in F1--F7 gears.
Transmission . . . . 7 Forward Speeds, 1 Reverse
. . . . . . . . Planetary Gear, Multiple Disc Clutch,
. . . . . . Hydraulically Actuated, Force-lubricated
Gear . . . . . . . . . . . Km/h . . . . . MPH
1 . . . . . . . . . . . . . 10.3 . . . . . . 6.4
2 . . . . . . . . . . . . . 13.8 . . . . . . 8.6
3 . . . . . . . . . . . . . 18.4 . . . . . 11.4
4 . . . . . . . . . . . . . 23.2 . . . . . 14.4
5 . . . . . . . . . . . . . 31.1 . . . . . 19.3
6 . . . . . . . . . . . . . 42.0 . . . . . 26.1
7 . . . . . . . . . . . . . 58.0 . . . . . 36.0
Rev . . . . . . . . . . . . . 9.4 . . . . . . 5.8
ELECTRIC SYSTEM
Batteries (series-parallel)
Alternator . . . . . . .
Lighting . . . . . . . . . . . . . . . . . . .
Starters
24 Volt
A02038 7/99
HYDRAULIC SYSTEM
Hydraulic Pumps (3)
Hoist (Tandem Gear)
. 805 l/min. (213 gpm) @ 18 960 kPa (2,750 psi)
Steering (Piston Pump)
221 l/min. (58.5 gpm) @ 18 960 kPa (2,750 psi)
Brakes (Tandem Gear) . . 1512 l/min. (400 gpm)
Hoist Control Valve . . . . . . . . . . . Spool Type
Positions . . . . . Raise, Hold, Float, and Lower
Hydraulic Cylinders
Hoisting . . . . . . . 3-Stage Telescoping Piston
Steering . . . . . . . Twin - Double Acting Piston
Relief Valve Setting . . . . . 18 960 kPa (2,750 psi)
Filtration . . . . . . . In-line Replaceable Elements
Suction . . . . . . . Single, Full Flow, 100 Mesh
Hoist & Steering . . . . . . Dual, Full Flow, In-line
. . . . . . High Pressure. Beta 12 Rating = 200
Transmission . . . . . . . . Dual, High Pressure
SERVICE BRAKES
Actuation: . . . . . . . . . . . . . . . All-Hydraulic
Front . . . . . . . . . . . Oil-Cooled, Multiple-Disc
Rear . . . . . . . . . . . Oil-Cooled, Multiple-Disc
Both Act as both Service and Retarder Brakes
Retarder Brakes:
Normally Applied . . . . Manually By Operator.
Automatically Actuated . . . . . . . . . . . . .
when engine speed exceeds the rated revolutions of the shift position for the transmission.
Parking Brake: . . Spring-Applied, Oil Released
. Dry Caliper Disc Actuates On Rear Drive Shaft
Emergency Brakes:
An emergency brake valve actuates the brakes
automatically, if the hydraulic pressure drops
below a pre-set value.
Manual operation is also possible.
A2-3
STEERING
Loading Height
. . 2 Accumulators
TIRES
WEIGHT DISTRIBUTION
Standard . . . . . . . . . . . . . . . .
Rim Size . .
33.00 R51
Phase II Generation
54 m3 (71 yds3)
A2-4
A02038 7/99
GENERAL SAFETY
Safety records of most organizations will show that the
greatest percentage of accidents are caused by unsafe acts of persons. The remainder are caused by
unsafe mechanical or physical conditions. Report all
unsafe conditions to the proper authority.
The following safety rules are provided as a guide for
the operator. However, local conditions and regulations may add many more to this list.
A03008
A3-1
Truck Operation
16. DO NOT leave truck unattended while engine is
running.
A3-2
27. 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.
A03008
A03008
A3-3
A3-4
A03008
OPERATING INSTRUCTIONS
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 by the
operator before attempting to start the engine.
SAFETY IS THINKING AHEAD
Prevention is the best safety program. Prevent a
potential accident by knowing the employers safety
requirements and all necessary job site regulations, as
well as use and care of the safety equipment on the
truck.
Only qualified operators or technicians should attempt
to operate or maintain the Haulpak 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 hat, 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.
A03008
A3-5
START HERE
A3-6
A03008
21. Move out and around the right front wheel, inspect
that all lugs/wedges are in place and tight.
22. Move in behind the front of the right front wheel,
check hub and the oil disc brakes for leaks and
any unusual condition. Inspect the engine compartment for any leaks and unusual condition.
Inspect the fan guard, and belts also for any rags
or debris behind radiator.
23. Move on around to the right front of the truck.
24. As you move in front of the radiator, inspect for
any debris that might be stuck in front of the
radiator and remove it. Check for any coolant
leaks. Inspect all headlamps and fog lights.
25. Before climbing ladder to first level, be sure
ground level engine shutdown switch is ON (if
equipped).
26. Climb ladder to main deck. Always use grab rails
and ladder when mounting or dismounting from
the truck. Clean ladder and hand rails of any
foreign material, such as ice, snow, oil or mud.
A03008
A3-7
When the switch is rotated one position clockwise, it is in the Run position
and all electrical circuits (except
Start) are energized.
A3-8
A03008
A03008
A3-9
LOADING
MACHINE OPERATION
SAFETY PRECAUTIONS
After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to insure safe machine operation.
A3-10
HAULING
1. Always stay alert! If unfamiliar with the road, drive
with extreme caution.
2. Govern truck speed by the road conditions,
weather and visibility.
3. Operate truck so it is under control at all times.
4. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
5. Obey all road signs.
6. Always dim headlights when meeting oncoming
vehicles.
7. Maintain a safe distance when following another
vehicle. Never approach another vehicle from the
rear, in the same lane, closer than 15 m (50 ft).
When operating on a down grade, stay at least 30
m (100 ft) away.
A03008
Retarder Operation
Two lists are provided on the Retarding Capacity decal, one a continuous rating and the second
a short-length rating. Both lists are matched to the
truck at maximum Gross Vehicle Weight.
The continuous numbers on the chart indicate the
combination of speeds and grades which the
vehicle can safely negotiate for unlimited time or
distance.
The short-length numbers listed on the chart indicate the combination of speeds and grades
which the vehicle can safely negotiate for three
minutes. These speeds are faster than the continuous values, reflecting the thermal capacity of
various system components.
A03008
A3-11
PASSING
1. Do not pass another truck on a hill or blind curve!
2. Before passing, make sure the road ahead is
clear. If a disabled truck is blocking your lane,
slow down and pass with extreme caution.
3. Use only the areas designated for passing.
9. When operating truck in darkness or when visibility is poor, do not move truck unless headlights
are on. Do not back truck if back-up horn or lights
are inoperative.
10. When backing the truck, give back-up signal
(three blasts on horn); when starting forward, two
blasts on horn. These signals must be given each
time the truck is moved forward or backward.
11. Do not stop or park on a haul road unless unavoidable. If you must stop, move truck to a safe place,
apply parking brake, shut down engine, block
wheels securely and notify maintenance personnel for assistance.
12. If the warning light for Low Steering Pressure
illuminates during operation, steer the truck immediately to a safe stopping area, away from
other traffic, if possible. Refer to item 11 above.
13. Report haul road conditions immediately. Muddy
or icy roads, pot holes or other obstructions can
present hazards.
14. Cab doors should remain closed at all times while
truck is in motion or unattended.
15. Check for flat tires periodically during shift. If truck
has been run on a flat, it must not be parked
in a building until the tire cools.
A3-12
A03008
DUMPING
1. Pull into dump area with extreme caution. Make
sure area is clear of persons and obstructions,
including overhead utility lines. Obey signals directed by the spotter, if present.
Avoid unstable areas. Stay a safe distance from
edge of dump area.
Position truck on a solid, level surface before
dumping.
A03008
A3-13
To Lower Body:
The operator must continue the use of safety precautions when preparing for parking and engine shutdown.
SHUTDOWN PROCEDURE
The following sequence of shutdown procedure is
important and should be followed at each shutdown.
A3-14
A03008
TOWING
Prior to 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.
Towing a disabled truck requires a rigid tow bar capable of towing at least 1.5 times the Gross Vehicle
Weight (GVW) of the vehicle being towed.
NEVER use cable for towing a disabled vehicle!
When towing becomes necessary, use the tow eyes
installed under the front frame/bumper and take the
following precautions:
1. Block disabled truck to prevent movement while
preparing truck for towing and attaching tow bar.
Inspect tow bar for capacity (it must be capable
of towing at least 1.5 times the Gross Vehicle
Weight of vehicle being towed).
2. Determine primary reason that vehicle is disabled.
a. If truck is disabled because of a suspected final
drive problem, both right and left planetary sun
gears/drive axles should be removed before
any towing. (Refer to Section G in the Shop
Manual for procedure.)
Extensive secondary damage can occur to
final drive components and/or transmission, if truck is towed without first removing
sun gears/drive axles.
b. If truck is disabled because of a suspected
transmission problem, and the towing distance
surpasses 800m (2,625 ft), remove the drive
shaft between the transmission and the differential case (if final drive sun gears have not
been removed).
c. If the engine of the disabled truck is operable;
keep the engine running while towing, so that
the steering and braking can be used.
d. If the engine is NOT operable, hydraulic power
for steering and braking and transmission lubrication will not be available.
Install the necessary hydraulic connections between the towing vehicle and the disabled truck
to provide hydraulic power for steering and
braking. (Refer to the decals on the truck near
the hydraulic manifold.)
Disconnect transmission as stated above.
A03008
3. Determine that towing vehicle has adequate capacity to both move and stop the towed truck
under all conditions.
4. Protect both operators in the event of tow bar
failure.
A3-15
NOTES
A3-16
A03008
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A warning decal is located at the lower right side of the
instrument panel and below the key switch.
The warning stresses the importance of reading the
operators manual before operation.
. . . . . . . . . . . . . . . . . . . . . .
A warning decal is located to the far right of the
instrument panel and below the Auxiliary Brake switch.
Depress the center button to apply the auxiliary brake.
The RED lamp will illuminate.
Depress the button again to release the auxiliary
A04027 6/98
A4-1
A plate attached to the right rear corner of the cab states the Rollover Protective Structure and Falling Object Protective
Structure meets various SAE performance requirements.
! WARNING ! Do not make modifications to this structure, or attempt to repair damage without
written approval from the Manufacturer.
Unauthorized repairs will void certification.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A4-2
A04027 6/98
A plate is mounted on the left hand side of the transmission oil pan to provide instructions for proper transmission oil level check.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A warning plate is mounted on top of the radiator surge
tank cover near the radiator cap.
The engine cooling system is pressurized. Always
turn the key switch off and allow the engine to cool
before removing radiator cap. Unless the pressure
is first released, removing the radiator cap after the
engine has been running for a time will result in the hot
coolant being expelled from the radiator.
Serious scalding and burning can result.
Service personnel should use caution when servicing radiator. The system is pressurized because
of thermal expansion of coolant. DO NOT remove radiator cap while engine is hot. Severe
burns may result.
A04027 6/98
A4-3
A4-4
A04027 6/98
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attached to the interior of battery box lid is a DANGER
plate. This plate stresses the need to keep from making any sparks near the battery. When another battery
or 24VDC power source is used for auxiliary power, all
switches must be Off prior to making any connections. When connecting auxiliary power cables, positively maintain correct polarity; connect the positive (+)
leads together and then connect the negative (-) lead
of the auxiliary power cable to a good frame ground.
Do not connect to the negative post of the truck battery
or near the battery box. This hookup completes the
circuit but minimizes danger of sparks near the batteries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Avoid contact with
skin, eyes or clothing. In event of accident, immediately flush with plenty of water and call a physician.
KEEP OUT OR REACH OF CHILDREN!
These decals are placed on the top of the battery box
and near the battery disconnect switches to indicate
that the battery system (24VDC) is a NEGATIVE (-)
GROUND system.
This decal is placed above the battery disconnect
switches on the right side of the battery box to indicate
Off and On positions of the switches.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A04027 6/98
A4-5
A product identification plate is located on the right hand frame rail near the front bumper. This lists the vehicle model
number, maximum G.V.W. and Product Identification Number. The Product Identification Number (vehicle serial
number) contains information which will identify the original manufacturing bill of material for this unit. This complete
number will be necessary for the proper ordering of many service parts and/or warranty consideration.
The lubrication chart is located on the left hand front fender behind the ladder.
Refer to Maintenance - Section 4, Lubrication and Service, for more complete lubrication instructions.
A4-6
A04027 6/98
STANDARD TABLES
This manual provides dual dimensioning for many specifications. Metric units are specified first, with U.S. standard
units in parentheses. References throughout the manual to standard torques or other standard values will be to one
of the following Tables.
For values not shown in any of the charts or tables, standard conversion factors for most commonly used
measurements are provided in TABLES I and .
NOTE: Portions of this truck may be assembled with SAE (U.S.) hardware.
BE SURE TO REFER TO THE CORRECT TABLE!
INDEX OF TABLES
TABLE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
A5-3
A5-5
A05005 12/01
Standard Tables
A5-1
TABLE I
STANDARD TIGHTENING TORQUE FOR
METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY
Capscrew Thread
Diameter
(mm)
Width
Across Flat
(mm)
6
8
10
12
14
16
18
20
22
24
27
30
33
36
39
10
13
17
19
22
24
27
30
32
36
41
46
50
55
60
Kilogram.meters
(kg.m)
Newton.meters
(N.m)
Foot Pounds
(ft.lbs.)
Tolerances 10%
Tolerances 10%
Tolerances 10%
1.35
13.2
10
3.2
31.4
23
6.7
65.7
48
11.5
112
83
18.0
177
130
28.5
279
206
39.0
383
282
56.0
549
405
76.0
745
550
94.5
927
684
135
1320
975
175
1720
1266
225
2210
1630
280
2750
2025
335
3280
2420
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.
TABLE III
TIGHTENING TORQUE FOR SPLIT FLANGE BOLTS
Capscrew Thread
Diameter
(mm)
Width
Across Flat
(mm)
10
12
16
14
17
22
Kilogram.meters
(kg.m)
Newton.meters
(N.m)
Foot Pounds
(ft.lbs.)
Tolerances 10%
Tolerances 10%
Tolerances 10%
6.7
65.7
48
11.5
112
83
28.5
279
206
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.
TABLE IV
TIGHTENING TORQUE FOR FLARED TUBE AND HOSE FITTINGS
Thread Diameter
of Nut
(mm)
Width
Across Flat
(mm)
14
18
22
24
30
33
36
42
19
24
27
32
36
41
46
55
A5-2
Kilogram.meters
(kg.m)
Tolerances 10%
2.5
5
8
14
18
20
25
30
Standard Tables
Newton.meters
(N.m)
Tolerances 10%
25
50
80
140
175
195
245
295
Foot Pounds
(ft.lbs.)
Tolerances 10%
18
36
58
101
130
145
180
215
A05005 12/01
TABLE V
TEMPERATURE CONVERSIONS
FORMULA:
F 32 1.8 = C
C x 1.8 + 32 = F
CELSIUS
FAHRENHEIT
CELSIUS
FAHRENHEIT
CELSIUS
FAHRENHEIT
C
F
C
F
C
F
121
250
482
63
145
293
4
40
104
118
245
473
60
140
284
2
35
95
116
240
464
57
135
275
1
30
86
113
235
455
54
130
266
4
25
77
110
230
446
52
125
257
7
20
68
107
225
437
49
120
248
9
15
59
104
220
428
46
115
239
12
10
50
102
215
419
43
110
230
15
5
41
99
210
410
41
105
221
18
0
32
96
205
401
38
100
212
21
5
23
93
200
392
35
95
293
23
10
14
91
195
383
32
90
194
26
15
5
88
190
374
29
85
185
29
20
4
85
185
365
27
80
176
32
25
13
82
180
356
24
75
167
34
30
22
79
175
347
21
70
158
37
35
31
77
170
338
18
65
149
40
40
40
74
165
329
15
60
140
43
45
49
71
160
320
13
55
131
46
50
58
68
155
311
10
50
122
48
55
67
66
150
302
7
45
113
51
60
76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C) or Fahrenheit, F. Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C) or read to the right to convert to degrees Fahrenheit, F.
If starting with a known temperature (either C or F), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.
kg.m
0
10
20
30
40
50
60
70
80
90
kg.m
0
10
20
30
40
50
60
70
80
90
0
(ft. lbs.)
72.3
144.7
217.0
289.3
361.6
434.0
506.3
578.6
651.0
0
(N.m)
98.1
196.1
294.2
392.3
490.4
588.4
686.5
784.6
882.6
A05005 12/01
1
7.23
79.6
151.9
224.2
296.5
368.9
441.2
513.5
585.9
658.2
7
50.6
123.0
195.3
267.6
339.9
412.3
484.6
556.9
629.3
701.6
8
57.9
130.2
202.5
274.9
347.2
419.5
491.8
564.2
636.5
708.8
9
65.1
137.4
209.8
282.1
354.4
426.7
499.1
571.4
643.7
716.1
1
9.8
107.9
205.9
304.0
402.1
500.2
598.2
696.3
794.4
892.4
7
68.6
166.7
264.8
362.9
460.9
559.0
657.1
755.1
853.2
951.3
8
78.5
176.5
274.6
372.7
470.7
568.8
666.9
764.9
863.0
961.1
9
88.3
186.3
284.4
382.5
480.5
578.6
676.7
774.8
872.8
970.9
Standard Tables
A5-3
kg/cm2
0
10
20
30
40
50
60
70
80
90
kg/cm2
0
10
20
30
40
50
60
70
80
90
PSI
0
10
20
30
40
50
60
70
80
90
0
(psi)
142.2
284.5
426.7
568.9
711.2
853.4
995.6
1137.8
1280.1
0
(kPa)
981
1961
2942
3923
4903
5884
6865
7845
8826
0
(kPa)
68.95
137.9
206.8
275.8
344.7
413.7
482.6
551.6
620.5
1
14.2
156.5
298.7
440.9
583.1
725.4
867.6
1009.8
1152.1
1294.3
7
99.6
241.8
384.0
526.3
668.5
810.7
952.9
1095.2
1237.4
1379.6
8
113.8
256.0
398.2
540.5
682.7
824.9
967.2
1109.4
1251.6
1393.9
9
128.0
270.2
412.5
554.7
696.9
839.2
981.4
1123.6
1265.9
1408.1
1
98
1079
2059
3040
4021
5001
5982
6963
7944
8924
7
686
1667
2648
3629
4609
5590
6571
7551
8532
9513
8
785
1765
2746
3727
4707
5688
6669
7649
8630
9611
9
883
1863
2844
3825
4805
5786
6767
7747
8728
9709
1
6.895
75.84
144.8
213.7
282.7
351.6
420.6
489.5
558.5
627.4
7
48.26
117.21
186.2
255.1
324.1
393.0
462.0
530.9
599.9
668.8
8
55.16
124.1
193.1
262.0
331.0
399.9
468.9
537.8
606.8
675.7
9
62.05
131.0
200.0
268.9
337.9
406.8
475.8
544.7
613.7
682.6
NOTE: Tables such as Table VI, VII, VIII, IX, and X may be used as in the following example:
Example: Convert 955 kg.m to foot pounds (ft.lbs.).
1. Select Table VI.
2. Go to kg.m row 90, column 5; read 687.1
95 kg.m = 687.1 ft.lbs.
3. Multiply by 10:
950 kg.m = 6871 ft.lbs.
5.
A5-4
Standard Tables
A05005 12/01
Code
LT-1A
Part Number
TB1521
LT-1B
790-129-9050
LT-2
LT-3
(2 Part epoxy)
LG-1
LG-3
TB1374
790-129-9010
790-129-9170
LG-4
790-129-9020
LG-5
790-129-9080
Molybdenum
disulphide lubricant
LM-P
09940-00040
Grease
G2-LI
SYG2-400LI-A
Adhesives
Liquid Gasket
Applications
Used to apply rubber pads, rubber gaskets and cork plugs.
Used to apply resin, rubber, metallic and non-metallic
parts when a fast, strong seal is needed.
Preventing bolts, nuts and plugs from loosening and leaking oil.
UsSed as adhesive or sealand for metal, glass and plastic.
Used with gaskets and packings to increase sealing effect.
Heat-resistant gasket for precombustion chambers and exhaust piping.
Used by itself on mounting surfaces on the final drive and transmission
cases. Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)
Used by itself to seal grease fittings, tapered screw fittings and tapered
screw fittings in hydraulic circuits of less than 50 mm (2 in ) in diameter.
Applied to bearings and taper shafts to facilitate press-fitting
and to prevent sticking, burning or rusting.
General Purpose - Applied to bearings, sliding parts and oil seals for
lubrication, rust prevention and facilitation of assembling work.
PART NUMBERS
Three Bond
Komatsu
TB1374
TB1521
TB1104
TB1108B
TB1107
TB1110
A05005 12/01
TB1374
TB1521
790-129-9020
790-129-9010
790-129-9170
790-129-9080
Standard Tables
A5-5
TABLE XI
STANDARD TORQUE CHART
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS)
TOLERANCES
GRADE 5
CAPSCREW TORQUE GRADE 5
THREAD
ft. lbs.
kg.m
N.m
SIZE
1/420
1/428
5/1618
5/1624
3/816
3/824
7/1614
7/1620
1/213
1/220
9/1612
9/1618
5/811
5/818
3/410
7
8
15
16
25
30
40
45
65
70
90
95
125
135
220
0.97
1.11
2.07
2.21
3.46
4.15
5.5
6.2
9
9.7
12.4
13.1
17.3
18.7
30.4
9.5
10.8
20.3
22
34
41
54
61
88
95
122
129
169
183
298
TORQUE GRADE 8
ft. lbs.
10
11
21
22
35
40
58
62
90
95
125
135
175
190
310
kg.m
N.m
CAPSCREW
THREAD
SIZE
GRADE 8
TORQUE GRADE 5
TORQUE GRADE 8
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
N.m
1.38
13.6
3/416
235
1.52
14.9
7/89
350
2.90
28
7/814
375
3.04
30
1.08
525
4.84
47
1.012
560
5.5
54
1.014
570
8.0
79
1 1/87
650
8.57
84
1 1/812
700
12.4
122
1 1/47
910
13.1
129
1 1/412
975
17.3
169
1 3/86
1200
18.7
183
1 3/812
1310
24.2
237
1 1/26
1580
26.2
258
1 1/212
1700
42.8
420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
32.5
48.4
51.9
72.6
77.4
78.8
89.9
96.8
125.9
134.8
166
181
219
235
319
475
508
712
759
773
881
949
1234
1322
1627
1776
2142
2305
335
500
530
750
790
800
1050
1140
1480
1580
1940
2120
2560
2770
46.3
69.2
73.3
103.7
109.3
110.6
145
158
205
219
268
293
354
383
454
678
719
1017
1071
1085
1424
1546
2007
2142
2630
2874
3471
3756
TABLE XII
Standard Assembly Torques For
12-Point, Grade 9, Capscrews (SAE)
The following specifications appy to required assembly
torques for all 12-Point, Grade 9 (170,000 psi minimum
tensile), Capscrews.
Capscrew threads and seats SHALL be lubricated
when assembled.
Unless instructions specifically recommend otherwise, these standard torque values are to be
used with simple lithium base chassis grease
(multi-purpose EP NLGI) or a rust- preventive
grease (see list, this page) on the threads.
Torques are calculated to give a clamping force of
approximately 75% of proof load.
The maximum torque tolerance shall be 10% of
the torque value shown.
A5-6
10%
Standard Tables
A05005 12/01
TABLE XIII
TORQUE CHART FOR JIC 37 SWIVEL NUTS
WITH OR WITHOUT O-RING SEAL
SIZE
TUBE SIZE
THREADS
TORQUE
CODE
(O.D.)
UNF 2B
FT. LBS.
SIZE
CODE
TABLE XV
TORQUE CHART FOR
O-RING BOSS FITTINGS
TUBE SIZE
THREADS
(O.D.)
UNF 2B
TORQUE
FT. LBS.
0.125
0.31224
4 1
0.125
0.31224
4 2
0.188
0.37524
8 3
0.188
0.37524
5 2
0.250
0.43820
12 3
0.250
0.43820
8 3
0.312
0.50020
15 3
0.312
0.50020
10 3
0.375
0.56218
18 5
0.375
0.56218
13 3
0.500
0.75016
30 5
0.500
0.75016
24 5
10
0.625
0.87514
40 5
10
0.625
0.87514
32 5
12
0.750
1.06212
55 5
12
0.750
1.06212
48 5
14
0.875
1.18812
65 5
14
0.875
1.18812
54 5
16
1.000
1.31212
80 5
16
1.000
1.31212
72 5
20
1.250
1.62512
100 10
20
1.250
1.62512
80 5
24
1.500
1.87512
120 10
24
1.500
1.87512
80 5
32
2.000
2.50012
230 20
32
2.000
2.50012
96 10
SIZE
CODE
TABLE XIV
TORQUE CHART FOR
PIPE THREAD FITTINGS
WITH
PIPE THREAD
SEALANT
SIZE
FT. LBS.
WITHOUT
SEALANT
FT. LBS.
0.12527
15 3
20 5
0.25018
20 5
25 5
0.37518
25 5
35 5
0.50014
35 5
45 5
12
0.75014
45 5
55 5
16
1.00011.50
55 5
65 5
20
1.25011.50
70 5
80 5
24
1.50011.50
80 5
95 10
32
2.00011.50
95 10
120 10
A05005 12/01
Standard Tables
SIZE
CODE
TABLE XVI
TORQUE CHART FOR
O-RING FACE SEAL FITTINGS
TUBE SIZE
THREADS
(O.D.)
UNF 2B
TORQUE
FT. LBS.
0.250
0.43820
11 1
0.375
0.56218
18 2
0.500
0.75016
35 4
10
0.625
0.87514
51 5
12
0.750
1.06212
71 7
16
1.000
1.31212
98 6
20
1.250
1.62512
132 7
24
1.500
1.87512
165 15
A5-7
A5-8
Standard Tables
A05005 12/01
A07004
STORAGE PROCEDURES
A7-1
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to
enter a persons body by pentrating the skin. Serious injury and possible death may result if proper
medical treatment by a physician familiar with this
injury is not received immediately.
9. Disconnect batteries, If possible, batteries should
be removed and stored in a battery shop or a cool
dry location on wooden blocks. Do not store
batteries on a concrete floor. Clean battery compartment, remove all corrosion and paint compartment with acid proof paint.
A7-2
STORAGE PROCEDURES
A07004
2. Service the engine according to the Engine Manufacturers Operation and Maintenance Manual.
3. Clean the radiator; refer Engine Manufacturers
Operation and Maintenance Manual.
4. The cooling system should be completely drained,
chemically flushed, and refilled with a conditioned
water/antifreeze solution suitable for the lowest
temperature anticipated. Refer to Fluid Specifications in Section "P", Lubrication and Service,
of the HAULPAK service manual for the proper
anti-freeze and conditioner concentrations. After
refilling the system, always operate the engine
until the thermostats open to circulate the solution
through the cooling system.
A07004
STORAGE PROCEDURES
A7-3
11. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment
must be free of corrosion. Secure batteries with
hold downs.
20. When all systems are operational and all discrepancies are corrected, road test the vehicle in a
smooth, level, unobstructed area (with qualified,
experienced operator only) to check steering response, transmission shifting, service brake efficiency, and hydraulic functions. Only when it is
assured that the vehicle is in safe operational
condition should it be turned over to an operator.
13. Check all tires carefully for serviceability and inflate to proper pressure.
14. If disconnected, reconnect the parking brake linkage.
15. Completely service the vehicle as recommended
in Section "P", Lubrication and Service, of the
HAULPAK service manual for both 10 and 100
hour inspections.
A7-4
STORAGE PROCEDURES
A07004
Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazardous.
b. If tires are dismounted, all wheel components
must be cleaned, inspected, all rust and corrosion removed and parts repainted as applicable before remounting the tires. Follow the
safety rules when mounting and inflating tires.
c. Mount and inflate tires as shown in Operation
and Maintenance Manual or service manual.
4. Inspect vehicle service brakes carefully.
A07004
STORAGE PROCEDURES
A7-5
5. The vehicle engine should be inspected and serviced according to the Engine Manufacturers Operation And Maintenance Manuals.
a. Insure that exhaust is clear and clean, no foreign materials. If water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
b. Replace fuel filters, fill filter cans with fresh fuel
for engine priming.
A7-6
STORAGE PROCEDURES
A07004
ENGINE OPERATION
A07004
STORAGE PROCEDURES
A7-7
A7-8
STORAGE PROCEDURES
A07004
ENGINE STORAGE-CUMMINS
A07004
STORAGE PROCEDURES
A7-9
15. Cover all the openings with heavy paper and tape
to prevent dirt and moisture from entering the
engine.
A7-10
STORAGE PROCEDURES
A07004
If the unit does not have a converter-out temperature gage, do not stall the converter.
8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2).
9. If additional storage time is required, repeat steps
(2) through (8) at yearly intervals; except, it is not
necessary to drain the transmission each year.
Just add Motorstor and Biobor Jf (or equivalents).
4. If the transmission was prepared for storage without oil, drain the residual oil and replace the oil
filter elements. Refill the transmission to the
proper level with C-4 transmission fluid.
5. If the transmission was prepared for storage with
oil, it is not necessary to drain and refill the
transmission with new transmission fluid. Check
for proper fluid level. Add or drain transmission
fluid as required to obtain to proper level.
A07004
STORAGE PROCEDURES
A7-11
NOTES
A7-12
STORAGE PROCEDURES
A07004
SECTION B
STRUCTURES
INDEX
B01013
STRUCTURAL COMPONENTS . . . .
Preparation . . . . . . . . . . . .
Grille, Hood and Ladders . . . . .
Decks . . . . . . . . . . . . . . .
Center Deck . . . . . . . . .
Right Deck and Components
Left Deck and Cab . . . . . .
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. B2
B2-1
B2-2
B2-2
B2-2
B2-3
B2-3
DUMP BODY . . . . . . . . . . . . .
Removal . . . . . . . . . . . .
Installation . . . . . . . . . .
Body Pads . . . . . . . . . . . .
Body Guides . . . . . . . . . . .
Body-Up Retention (Safety) Cable
Rock Ejectors . . . . . . . . . . .
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. B3
B3-1
B3-2
B3-3
B3-4
B3-5
B3-5
FUEL TANK . . . . . .
Removal . . .
Installation . .
Cleaning .
Vent . . . . . . . .
Fuel Gauge Sender
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. B4
B4-1
B4-2
B4-2
B4-2
B4-2
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.
.
.
.
.
.
.
.
.
.
.
.
.
Index
B1-1
NOTES
B1-2
Index
B01013
STRUCTURAL COMPONENTS
The deck structures and components are removable
in sections as shown in Figure 2-1.
The following preparation for removal and installation
instructions detail the steps to be taken before the
ladders, decks, and hood can be removed. Additional
steps may be required before the deck or other major
structure is removed, depending on optional equipment installed on the truck at the factory or after
delivery.
Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body should be raised and the safety
cable must be installed at the rear of the truck.
Preparation
1. If installed, raise the body and install the body
safety cable. Place the hoist lever in FLOAT and
allow the body to lower slowly until supported by
the safety cable.
2. Reduce the engine speed to idle. Place the range
selector in NEUTRAL and apply the parking
brake. Be certain the parking brake applied indicator lamp is illuminated.
3. Shut down the engine using the keyswitch and
allow the steering accumulators to bleed completely. Verify the steering accumulators have
bled down by attempting to steer.
4. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
5. Open the battery disconnect switch located on the
battery box (11, Figure 2-1).
B02016 8/00
Structural Components
10. Engine/Transmission
Access Ladder
11. Battery Box
12. Grille Structure
B2-1
The anti-slip material on the decks should be inspected and maintained for the safety of all personnel.
All hoses and mating fittings should be capped as
they are removed to prevent possible system contamination.
Tag and visually verify all cables, harnesses,
hoses etc. have been removed before the structure
is lifted off the truck.
B2-2
4. Ladder Structure
5. Ladder Upper Mount
6. Handrail
7. Battery Box
DECKS
The left, right and center decks are mounted to their
respective supports using hardened flatwashers and
lock nuts. Be certain the correct hardware is used
when reinstalling. Domed plugs are installed over each
mounting capscrew to prevent dirt entry into the
mounting capscrew area. These plugs should be replaced if damaged or missing.
Center Deck
Center deck removal only requires removal of any
attached hoses, cables, pipe supports etc. before removing the mounting hardware and and lifting the deck
structure off.
Structural Components
B02016 8/00
Removal
1. Shut down engine following the procedures listed
on page 2-1 of this Section of the manual.
3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck removal.
Refer to Section M, Options for special instructions on discharging the air conditioning system
prior to disconnecting any air conditioning lines.
4. Install lifting device to lift eyes at each corner of
the deck and take up slack. Do not attach lifting
device to the hand rail structure.
5. Remove deck mounting hardware at frame support and front upright.
6. Verify all wiring harnesses, cables or hoses have
been removed. Carefully raise deck and remove
from deck supports.
Installation
Repeat above procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as
listed in Section A.
Clean all mount mating surfaces before installation.
Clean mounting area before installing ground
cables.
Be certain all electrical connections and harness clamps are reinstalled and secure.
If the air conditioner refrigerant has been removed, refer to Section M; Options, for the
correct procedure for system service.
Be certain all electrical connections and harness clamps are reinstalled and secure.
1. Start engine and allow systems to charge. Observe for any oil leaks. Make sure all shields,
covers and clamps are in place.
2. Service the hydraulic reservoir if required. Check
for proper operation of the steering and brake
systems.
B02016 8/00
Structural Components
B2-3
NOTES
B2-4
Structural Components
B02016 8/00
DUMP BODY
Removal
1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown in
Figure 3-1.
Inspect all lifting devices. Slings, chains, and
cables used for lifting components must be inspected daily for serviceable condition. Refer to
the manufacturers manual for correct capacities and safety procedures when lifting components. Replace any questionable items.
B03014 11/97
1. Retainer
2. Capscrews & Washers
3. Pin
Dump Body
4. Retainer Ring
5. Bearing
6. Hoist Cylinder
B3-1
Installation
4. Pivot Bushing
5. Capscrew
6. Lock Nut
Before lifting the body, be certain there is adequate clearance between the body and overhead
structures or electric power lines.
Be sure the lifting device is rated for at least a
25 ton capacity.
B3-2
Dump Body
11/97 B03014
BODY PADS
Body pads should be inspected during scheduled
maintenance inspections and replaced if damaged or worn excessively.
1. Raise the body to a height sufficient to allow
access to all pad mounts.
B03014 11/97
Dump Body
B3-3
6. Mounting Pad
7. Shims (as required)
8. Body Pad
9. Main Frame
3. Body Rail
4. Main Frame
BODY GUIDE
B3-4
Dump Body
11/97 B03014
ROCK EJECTORS
Any time personnel are required to perform maintenance on the vehicle with the dump body in the
raised position, the body-up retention cable MUST
be installed.
B03014 11/97
Dump Body
4. Flat Washer
5. Cotter Pin
B3-5
NOTES
B3-6
Dump Body
11/97 B03014
FUEL TANK
Removal
1. Raise truck body and lock in position with safety
cable.
2. Open drain cock (8, Figure 4-1) and drain fuel from
tank into clean containers.
3. Disconnect fuel tank wire harness and remove
clamps attached to tank. Remove ground wire.
4. Remove fuel supply (7) and return (1) hoses. Cap
hoses and tank fittings to prevent contamination.
B04013
Fuel Tank
B4-1
Installation
1. Thoroughly clean the frame mounting brackets
and mounting capscrew hole threads. Re-tap
threads if damaged. Inspect rubber dampeners
(12, Figure 4-1) and replace if damaged or worn.
2. Lift the fuel tank into position over the frame
trunnion mounts and lower into position. Install
the mount caps and capscrews (2) and washers
(3) but do not tighten.
VENT
5. Connect hoses removed during removal procedure. Install wire harness and clamps.
Cleaning
Installation
B4-2
Fuel Tank
B04013
SECTION C
ENGINE, FUEL, COOLING AND AIR CLEANER
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HEAT EXCHANGER (Brake Cooling System) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C3
C3-1
C3-2
C3-3
C3-4
C3-4
C3-4
C3-5
C3-5
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRIVE LINE ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RECOMMENDED LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C4
C4-1
C4-4
C4-5
C4-5
C4-6
C4-7
C4-8
C4-8
C5
C5-1
C5-1
C5-3
C5-3
C5-4
C5-4
C5-5
C01015
Index
C1-1
NOTES
C1-2
Index
C01015
COOLING SYSTEM
DESCRIPTION
The 530M cooling system dissipates heat generated
in the engine, transmission and wet disc brake system.
The front mounted radiator (1, Figure 3-1) is filled with
a water/ethylene-glycol mixture which circulates
through the engine and brake cooling circuit heat
exchanger (7). A heat exchanger located in the lower
tank provides oil cooling for the transmission oil circuit.
The engine water pump circulates the coolant with
temperature controlled by the thermostat located in the
engine. A thermostatically controlled, engine mounted
fan draws air through the grille and across the finned
radiator tubes, reducing coolant temperature. If coolant temperatures are low, the fan is allowed to freewheel. When coolant temperature rises to a preset
temperature, a clutch (3) mounted in the fan hub is
engaged to drive the fan blade (2). A ribbed belt (4)
drives the fan clutch assembly from a pulley (5) on the
front of the crankshaft. (Refer to Section M for additional information regarding the fan clutch.)
The cooling system is pressurized to 0.8 kg/cm2 (12
psi) by compressed air obtained from an engine turbocharger and pressure control valve (6). System pressurization raises the boiling point of the coolant mixture
to provide higher operating temperatures for increased
engine efficiency. Refer to the engine manufacturers
service publications for additional information regarding the pressure control valve.
RADIATOR
C03017 7/98
1. Radiator
2. Fan
3. Fan Clutch
4. Fan Belt
5. Fan Drive Pulley
Cooling System
C3-1
Radiator Removal
If the engine is to be removed, the truck body should
be raised and locked in the up position with the safety
cable attached to the rear of the body.
1. Apply the parking brake, shut down the engine
and allow the steering accumulators to bleed
down. Turn the steering wheel to be certain all
pressure has been released.
2. Open the battery disconnect switch.
3. Remove the upper and lower grille structures.
4. Remove the hood structure. Refer to Section B,
Hood Removal.
5. Refer to Section M, Air Conditioner System and
discharge air conditioner system refrigerant.
Federal regulations prohibit venting air conditioner system refrigerant into the atmosphere. An
approved recovery/recycle station must be used
to remove refrigerant from the system.
6. Disconnect refrigerant hoses at the condenser (5,
Figure 3-4) mounted in front of the radiator.
7. Remove condenser mounting hardware (6), remove condenser and move to a safe storage
area. Be certain all hoses and fittings are plugged
to prevent dirt entry.
8. Disconnect hoses and wiring at the receiver/drier
(8, Figure 3-2) at the rear of the radiator.
5. Tubes
6. Heat Exchanger
7. Drain Cock
8. Receiver/Drier
Use caution when draining coolant system or removing hoses. Do not open system until coolant
temperature has dropped to a safe level.
9. If coolant is to be reused, provide a clean container to hold approximately 511L (135 gal.) of
coolant. Remove or loosen coolant filler cap and
open drain cock (7) located at the left rear corner
of the radiator to drain the system.
10. Disconnect wires from top tank sensors.
11. Remove hoses from fittings on top tank.
14. Remove fan guard (9) from right and left side of
shroud
15. Attach a lifting device to the radiator assembly.
16. Loosen capscrews (4) at lower mounts
17. Remove upper support rods (8).
18. Remove capscrews from lower mount. Carefully
slide radiator forward until shroud is clear of fan
blades. Lift radiator off frame and move to storage
or repair area. Remove shims (3) and save for use
during radiator installation.
19. Inspect all hoses and clamps, tube connectors etc.
Replace damaged or worn parts.
C3-2
Cooling System
7/98 C03017
Radiator Installation
1. Lift radiator into position over lower mounts and
fan blades.
2. Insert shims (3, Figure 3-4) removed during radiator removal between frame mount block and radiator mounting pad. Lower radiator on mounts
and insert capscrews and washers (4).
3. Verify distance between centerline of support rod
(8) mounting bolts is 738.8 mm (29.09 in.). Readjust rod length if necessary. Install support rods
from radiator upper mounts to uprights on truck.
4. Tighten lower mounting capscrews evenly. Upper
support rods must be preloaded in tension
only. If necessary to obtain tension, install or
remove shims at lower mounts.
5. Final tighten lower mounting capscrews to 56
kg.m (405 ft. lbs.) torque.
6. Install fan guard (9).
7. Using new O-rings, install transmission hose and
tube to radiator bottom tank.
8. Install upper and lower coolant piping tubes and
tube connectors. Tubes should be positioned and
hose clamps installed as shown in figure 3-3.
6. Mounting Hardware
7. Tube Connector
8. Support Rod
9. Fan Guard
10. Pressurization Valve
C03017 7/98
Cooling System
C3-3
Radiator Repair
Radiator core repairs should be performed by a qualified repair facility.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in the
heat exchanger, antifreeze/coolant may contaminate
the transmission oil and/or transmission oil may contaminate the engine cooling system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and repaired as required. The system must be flushed to
remove oil contamination and then be refilled with a
clean coolant mixture.
If a leak has been found or suspected in the heat
exchanger, the transmission oil must be examined
immediately. Ethylene glycol (even in small amounts)
will damage friction faced clutch plates. Contact your
truck distributor for ethylene glycol detection kits.
HEAT EXCHANGER
(Brake Cooling System)
The brake circuit oil cooling heat exchanger (6, Figure
3-2) is mounted behind the front bumper. The heat
exchanger reduces the oil temperature in the wet disc
brake (and hoist) oil circuit.
Removal
1. Apply the parking brake, shut down the engine
and allow the steering accumulators to bleed
down. Turn the steering wheel to be certain all
pressure has been released. In the hydraulic
cabinet, open the bleeder valves and bleed the
pressure from the brake system accumulators.
Close the valves after all pressure has been
released.
2. Drain the oil from the hydraulic tank.
3. Drain the coolant system as described previously
in Radiator Removal.
4. Remove and cap the transmission oil inlet and
outlet lines at the rear of the heat exchanger (1 &
3, Figure 3-5).
5. Remove hose (7) from fitting on heat exchanger.
C3-4
Cooling System
7/98 C03017
Installation
1. Position the heat exchanger under the truck and
raise into position against mounting brackets on
frame.
2. Install capscrews and lockwashers (5, Figure 3-5).
Tighten capscrews to standard torque.
3. Install coolant tube connectors at inlet (6) and
outlet (4) of heat exchanger. Refer to Figure 3-3
for tube connector clamp positioning recommendations and tighten clamps securely.
C03017 7/98
Cooling System
C3-5
NOTES
C3-6
Cooling System
7/98 C03017
ENGINE
ENGINE
The Model 530M truck is equipped with a Cummins
KTA50 turbocharged diesel engine. Engine power is
transmitted to the TORQFLOW transmission by a drive
line adapter with damper assembly, and a drive shaft
with two universal joints.
Removal
1. Position the truck in work area with adequate
overhead clearance to permit raising the dump
body.
2. Apply parking brake and block wheels to prevent
truck movement. Raise body and install safety
cable.
C04018
Engine
C4-1
C4-2
1. Switch Wire
Engine
C04018
The complete engine module weighs approximately 5,000 kg (11,000 lbs.). Make sure sling,
hoist, and spreader bar is of adequate capacity.
During engine removal, insure that engine removal
path is clear of personnel and equipment.
20. Attach lifting device to engine, remove mounting
hardware, and remove from frame.
Move engine to a clean work area and mount on
work stands or cribbing.
C04018
Engine
C4-3
Installation
The complete engine module weighs approximately 5,000 kg (11,000 lbs.). Make sure sling,
hoist, and spreader bar is of adequate capacity.
During engine removal, insure that engine removal
path is clear of personnel and equipment.
15. Refer to Radiator Installation procedure, this section and install the radiator. Install grille according
to procedure in Section B.
C4-4
Engine
C04018
Engine
C4-5
C4-6
Engine
C04018
C04018
8. Outer Body
9. Rubber Damper
10. Inner Body/Output Shaft
11. Cover
12. Capscrew & Washer
13. Bearing
14. Retaining Ring
Engine
C4-7
RECOMMENDED LUBRICANTS
The instructions listed in these pages contain references to lubricants that are used in Haulpak manufacturing and assembly processes. These lubricants may
be identified and obtained as follows:
NOTE:
Approved source indicates the material properties
have been approved for Haulpak manufacturing. This
is not a commercial endorsement for the product.
Approved source:
Mobilgrease HP, from Mobil Oil Corp.
B LW008-27 grease.
Mobil Grease HP
3 Tubes*
C Thread Tightener
D Liquid Gasket
LW067-78
* - Obtain locally
NOTE: Refer to Section "P", Lubrication and Service,
for periodic inspections of this drive area.
FIGURE 4-17. DAMPER GREASE
1. Outer Body Member
3. Grease Area
2. Rubber Damper
4. Inner Body Member
C4-8
Engine
C04018
AIR CLEANER
Operation
Intake air, required by the diesel engine and by the
truck air system, passes through the air cleaner assemblies mounted on each side of the radiator. These air
cleaners discharge heavy particles of dust and dirt by
centrifugal action and then remove finer particles by
passing air through filter cartridges. The air compressor inlet line is connected to the engine filtered air
supply.
The engine demand for air creates a vacuum in the air
cleaners and causes outside air to be drawn in through
air inlets on the air cleaners. Dirty air entering here is
drawn through a series of tubes that are designed to
produce a cyclonic action. As the air passes through
the outer portion of the tubes, a circular motion is set
up causing dust and dirt particles to be thrown from
the air stream into dust collector cups. At the same
time, the air stream turns and is directed up through
the center of the tubes into another chamber. Here the
air passes through main filter element and safety filter
element and out the clean air outlet to the engines air
intake system.
The truck engine must be shut down before servicing the air cleaner assemblies or opening the
engine air intake system.
1. Inspect dust collector cups at regular intervals,
daily inspection is recommended. Never allow
dust level build up to the Donaclone tube chamber.
2. Check filter service indicators, mounted on instrument panel, during operation and each time the
engine is shut down. If the red area is showing,
filter service will be required.
If truck is equipped with service gauges, filter
should be changed when gauge reads between
20 and 25 inches of H2O vacuum.
Refer to Filter Service Procedure for maintenance
and cleaning instructions.
3. Check to insure air inlet is not obstructed, plugged
or damaged.
4. Check all connections between air cleaner outlet
and engine intake manifold to insure that they are
tight and make a positive seal.
5. Check all air cleaner housing capscrews to insure
they are tight.
6. After filter service has been accomplished, reset
service indicators by pushing down on button
located on top of indicator.
C05002
C5-1
C5-2
5. Wing Nut
6. Wing Nut Gasket
7. Safety Element Indicator
8. End Cover
C05002
Removal
Removal
C05002
C5-3
For best results, after inspection, determine the condition of the element and choose either the Washing or
Compressed Air method for cleaning the filter element.
C5-4
C05002
Both the main and safety elements must be installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of
dirt being forced into the engine intake area.
FIGURE 5-6. WASHING & SOAKING OF
PRE-CLEANER SECTION
3. Remove the air intake cover (3, Figure 5-2). Remove capscrews and locknuts holding precleaner
section to the cleaner assembly and remove precleaner. The safety element must remain in place
to protect the engine intake.
4. Loosen clamps and remove dust collector cup (1)
from precleaner section. Wash dust cup with
water and liquid soap solution.
5. Submerge precleaner section in a solution of
Donaldson D-1400 and warm water (mix solution
according to package directions). Soak for 30
minutes, remove from solution and rinse thoroughly with fresh water and blow dry.
8. Install precleaner section, with serviceable gaskets, on air cleaner assembly and replace all
mounting hardware removed.
9. With a serviceable gasket (2), install dust collector
cup assembly on precleaner section and secure
with mounting clamps.
C05002
C5-5
NOTES
C5-6
C05002
SECTION D
ELECTRICAL SYSTEM (24VDC NON-PROPULSION)
INDEX
24 VDC ELECTRIC SUPPLY SYSTEM (D02017.1) . . . . . . . . . . . . . . .
Electrical System Description . . . . . . . . . . . . . . . . . . . . . . .
Battery -- Maintenance and Service . . . . . . . . . . . . . . . . . . . .
Battery Charging System . . . . . . . . . . . . . . . . . . . . . . . . . .
General Description (100 Amp Delcotron Integral Charging System)
Operating Principles . . . . . . . . . . . . . . . . . . . . . . . . . .
Energizing Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rated Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Magnetizing The Rotor . . . . . . . . . . . . . . . . . . . . . . . . .
Integral Charging System -- Troubleshooting Procedures . . . . . .
Integral Charging System Repair . . . . . . . . . . . . . . . . . . .
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D2-11
D2-11
D2-12
D2-13
D2-14
D2-17
D2-17
D2-17
D2-17
D2-18
D2-19
D2-22
D2-23
D2-24
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D2-1
D2-1
D2-1
D2-2
D2-2
D2-3
D2-4
D2-4
D2-4
D2-5
D2-5
D3-1
D3-1
D3-2
D3-3
D3-5
D3-10
D3-10
D3-10
D3-11
D3-13
D3-13
D3-14
D3-13
D3-13
D3-13
D3-16
D01020 7/98
Index
D1-1
NOTE: Electrical system wiring hookup and electrical schematics are located in Section R at the
rear of this service manual.
1. Only qualified maintenance personnel should perform electrical testing.
2. Prior to welding on the truck:
a. Disconnect the following:
1.) Remove the battery positive (+ ) cables first.
2. ) Remove the battery negative (--) cables last.
3.) When reinstalling cables, negative cables must be installed first.
b. Disconnect electronic controllers from truck harnesses.
c. Cover all electronic controllers for protection from sparks.
d. Remove any controller if weld repairs are made within 254mm (10 in) of it.
3. Never weld on or connect any welding cables on a controller.
4. Check wiring and cables for proper routing and termination.
D1-2
Index
7/98 D01020
Troubleshooting
Two most common troubles that occur in the charging
system are undercharging and overcharging of the
trucks batteries.
An undercharged battery is incapable of providing
sufficient power to the trucks electrical system.
BATTERIES
During operation, the storage batteries function as an
electrochemical device for converting chemical energy
into the electrical energy required for operating the
accessories when the engine is shut down.
D02017.1
A defective alternator
A defective battery equalizer
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
continue, cell covers will push up at the positive ends
and in extreme cases the battery container will become
distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, battery
carrier and surrounding area. (A slight amount of corrosion is normal in lead--acid batteries). Inspect the
case, covers and sealing compound for holes, cracks
or other signs of leakage. Check battery hold down
connections to make sure the tension is not great
enough to crack the battery, or loose enough to allow
vibration to open the seams. A leaking battery should
be replaced.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush and
flush with clean water. Make sure none of the soda
solution is allowed into the battery cells. Be sure terminals are clean and tight. Clean terminals are very important in a voltage regulated system. Corrosion
creates resistance in the charging circuit which causes
undercharging and gradual starvation of the battery.
D2-1
Idle batteries should not be allowed to stand unattended. If equipment is to stand unused for more than
two weeks, the batteries should be removed and
placed in a cool, dry place where they may be checked
periodically and charged when necessary. Remember,
all lead-acid batteries discharge slowly when not in use.
This self discharge takes place even though the battery
is not connected in a circuit, and is more pronounced
in warm weather, than in cold.
Specific Gravity
Freezing Temperature
Corrected to 80F (27C)
Degrees
D2-2
1.280
-90F (-70C)
1.250
-60F (-54C)
1.200
-16F (-27C)
1.150
+ 5F (-15C)
1.100
+ 19F (-7C)
General Description
The 30-SI Series Delcotron Integral Charging System
(Figure 2-2) is a heavy duty 24 VDC unit rated at 100
amps. An integral, solid state voltage regulator that is
mounted inside the end frame provides voltage output
control. The 30-SI Series uses one wire with an adequate ground return to charge the vehicle battery.
D02017.1
Operating Principles
A typical wiring diagram is shown in Figure 2-3. The
basic operating principles are explained as follows:
The base-emitter of transistors TR3 and TR1 is connected to the battery through resistor R5, thus turning
these transistors on. Also, resistors R2 and R3 are
connected to the battery, but the discharge current of
the battery is very low because of the resistance values
of R2, R3, R5, TR1 and TR3.
With the system operating, A.C. voltages initially are
generated in the stator windings by residual magnetism in the rotor. The diodes in the rectifier bridge
change the stator A.C. voltages to a D.C. voltage which
appears between ground and the BAT terminal. As
speed increases, current is provided for charging the
battery and operating electrical accessories.
The stator also supplies D.C. field current through the
diode trio, the field, TR1, and then through the diodes
in the rectifier bridge back to the stator.
As the speed and voltage increase the voltage between
R2 and R3 increases to the value where Zener diode
D1 conducts. Transistor TR2 then turns ON and TR1
and TR3 turn OFF. With TR1 OFF, the field current
and system voltage decrease and D1 then blocks
current flow causing TR1 and TR3 to turn back ON.
The field current and system voltage increase and this
3. Ground Screw
D02017.1
D2-3
Energizing Speed
The energizing speed is the RPM at which the regulator
turns ON to energize the field coil. This speed is higher
than some speeds at which output can be obtained.
Therefore, when checking output at low speeds, increase the speed until the regulator turns ON, then
reduce the speed to check the output. No output can
be obtained until the regulator turns ON. Once the
regulator turns ON, it will remain turned on until the
engine is stopped.
However, it is permissible to check the output in amperes at any voltage within the Operating Range
listed, since the current output will be quite close to the
value that would be obtained at Rated Voltage. The
voltage should never be allowed to rise above the
Operating Range for any length of time. It should be
noted that the voltage may be below the Operating
Range if the battery is in a low state of charge. However, as the battery receives a charge, the voltage will
rise to some value within the Operating Range.
Rated Voltage
The integral, battery charging system output should be
checked at the Rated Voltage:
System
Voltage
Rated
Voltage
Operating
Range
24
28.0
26.0-30.0
D2-4
7. Rotor
8. Stator
9. Roller Bearing
D02017.1
D02017.1
7. Diode Trio
8. Output Terminal
9. Capacitor
10. Field Leads
(Insulated Screws)
11. Ground Screw
12. Regulator
D2-5
Insulated battery charging alternators have both rectifier bridge heat sinks insulated, and the lower heat sink
is connected to the second output terminal located
where the R terminal is shown (3, Figure 2-6).
Regulator Check
The regulator cannot be checked with an ohmmeter.
Use an approved regulator tester available from various test equipment manufacturers.
D2-6
D02017.1
2. Three Connectors
D02017.1
5. Capscrew
6. Retainer Plate
7. Seal
D2-7
Reassembly
Assemble parts as shown in Figure 2-10. Before attaching end plate, dip rectifier end frame about one inch
(1") deep into clear electric grade varnish, or use spray
can, to restore assembly to new condition.
D2-8
D02017.1
D02017.1
D2-9
NOTES
D2-10
D02017.1
OPERATION
(Refer to electrical schematic diagram, Figure 2-12.)
The Prelub system is activated when the operator
turns the key switch and holds it in the start position.
This allows the current to flow to the Prelub Starter
Solenoid Timer. When this Solenoid Timer is activated,
current flows to the bottom starter motor (2, Figure
2-11), driving the Prelub pump (5), but does not allow
the starter motors to engage the starter pinion gears.
The starter motor drives the Prelub pump assembly
to provide oil pressure to the engine.
When the pressure in the engine cam oil rifle reaches
0.18 kg/cm2 (2.5 psi), the circuit to the timer solenoid
is opened. After a 3 second delay, the current is
directed to the standard starter solenoids (8); the
starter motors will then be activated and the pinion
gears will be engaged into the flywheel ring gear.
Normal cranking will now occur with sufficient lubrication to protect the engine bearings and other components.
D02017.2 7/98
Pressure Switch
The Pressure Switch (See Figure 2-12) is a 0.18
Kg/cm2 (2.5 psi), normally closed (N.C.) switch, located so that it can sense oil pressure after the engine
oil has passed through the filters. Normally, this location is the cam cover at the rear of the engine block
(Refer to Cummins Engine Service Manual for additional information.)
Check Valve
The oil pressure supply hose will have a check valve
installed between the Prelub unit and the engine. The
oil flow through the valve (arrow on valve) must be
toward the engine.
The check valve prevents the passage of oil from the
engine back through the Prelub pump to the pan after
the engine is started.
D2-11
Timer Solenoid
The timer solenoid (3, Figure 2-12) controls the prelubrication cycle. Current is supplied to the timer through
the key switch. The ground path is completed by the
normally closed pressure switch (2) which is preset to
open at 0.18 kg/cm2 (2.5 psi).
D2-12
(2.5 psi)
7/98 D02017.2
MAINTENANCE
Prelub system maintenance should be performed
annually or at 5000 hour intervals as described below.
Prelub System Operation
Verify system operates according to the two phases of
operation as listed in Troubleshooting Prelub Starter
Circuit on the following page. If a problem exists, refer
to the list of problems and possible causes for troubleshooting system components.
If system is operating properly, continue with the inspection of component parts below:
5. Close the battery disconnect switches and observe the pressure gauge while the engine is
started.
a. If there is any indication of pressure, remove
and repair the the Prelub starting motor and
the check valve located between the pump
outlet and the engine/filters.
b. If there is no indication of pressure, remove and
repair the Prelub starter motor only.
6. If no oil is present, carefully reinstall inspection
plug (3).
Starter/Prelub Pump
Check Valve
Timer Solenoid
Inspect Timer Solenoid for physical damage and to
verify wiring is in good condition.
D02017.2 7/98
D2-13
Probable Cause
Problem
1. Starter prelubricates only. Does not delay or
crank.
D2-14
7/98 D02017.2
Problem
Probable Cause
6. If the starter is totally inoperative and no prelubrication, no delay and crank, this indicates a possible failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch
(ground wire) and activate machine starter switch
for several seconds.
a. If the starter delays - then cranks, the Prelub
Timer Solenoid is bad. Replace the timer solenoid assembly.
b. If the starter is still inoperative, check the vehicle starter switch circuit. Make sure proper
voltage is available to the Prelub Timer Solenoid when the key is activated.
D02017.2 7/98
D2-15
NOTES
D2-16
7/98 D02017.2
Installation
1. Align motor (2, Figure 2-13) housing with the
flywheel housing adaptor mounting holes and
slide into position.
2. Insert motor mounting capscrews (1).
3. If applicable, install Prelub pump hoses (4 & 5).
4. Connect marked wires and cables to motor and
solenoid terminals.
5. Install in the following sequence:
D02017.3 7/98
D2-17
No-Load Test
Refer to Figure 2-14 for the following test setup.
CRANKING MOTOR
TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
Do not apply voltages in excess of 20 volts. Excessive voltage may cause the armature to throw windings.
Preliminary Inspection
1. Check the starter to be certain the armature turns
freely.
a. Insert a flat blade screwdriver through the opening in the nose housing.
b. Pry the pinion gear to be certain the armature
can be rotated.
2. If the armature does not turn freely, the starter
should be disassembled immediately.
3. If the armature can be rotated, perform the NoLoad Test before disassembly.
D2-18
7/98 D02017.3
Disassembly
The cranking motor should be disassembled only as
far as necessary to repair or replace defective parts.
1. Note the relative position of the solenoid (53,
Figure 2-15), lever housing (78), nose housing
(69), and C.E. frame (1) so the motor can be
reassembled in the same manner.
2. Disconnect field coil connector (42) from solenoid
motor terminal, and lead from solenoid ground
terminal.
3. Remove the brush inspection plates (52), and
brush lead screws(15).
4. Remove the attaching bolts (34) and separate the
commutator end frame (1) from the field frame
(35).
5. Separate the nose housing (69) and field frame
(35) from lever housing (78) by removing attaching bolts (70).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).
7. Separate solenoid (53) from lever housing by
pulling apart.
D02017.3 7/98
D2-19
D2-20
41. Nut
42. Connector
43. Lock Washer
44. Nut
45. Armature
46. Field Coil (6 Coils)
47. Shoe
48. Insulator
49. Screw
50. Washer
51. O-Ring
52. Inspection Plug
53. Solenoid Housing
54. Lock Washer
55. Screw
56. Plunger
57. Washer
58. Boot
59. Washer
60. Spring
61. Retainer
62. Snap Ring
63. Shift Lever
64. Nut
65. O-Ring
66. O-Ring
67. Snap Ring
68. Lever Shaft
69. Drive Housing
70. Screw
71. Drive Assembly
72. Gasket
73. Plug
74. Gasket
75. Brake Washer
76. Screw
77. Lock Washer
78. Lever Housing
79. Washer
80. O-Ring
7/98 D02017.3
D02017.3 7/98
D2-21
Solenoid Checks
A basic solenoid circuit is shown in Figure 2-16. Solenoids can be checked electrically using the following
procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the solenoid,
switch terminal and to the second switch terminal
G, to check the hold-in winding (Figure 2-17).
2. Use the carbon pile to decrease the battery voltage
to 20 volts. Close the switch and read current.
a. The ammeter should read 6.8 amps maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal S to the solenoid motor
M or MTR terminal (Figure 2-18).
D2-22
7/98 D02017.3
Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before pressing
into place.
2. Install wick, soaked in oil, prior to installing bearings.
3. Do not attempt to drill or ream sintered bearings.
These bearings are supplied to size. If drilled or
reamed, the I.D. will be too large and the bearing
pores will seal over.
4. Do not cross-drill bearings. Because the bearing
is so highly porous, oil from the wick touching the
outside bearing surface will bleed through and
provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking. The
clearance between this bearing and the armature
shaft is large compared to the end frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the field
frame as follows:
a. Insert the armature (45, Figure 2-15) into the
field frame (35). Pull the armature out of the field
frame just far enough to permit the brushes to
be placed over the commutator.
b. Place the end frame (1) on the armature shaft.
Slide end frame and armature into place against
the field frame.
c. Insert screws (34) and washers (33) and tighten
securely.
2. Assemble lever (63) into lever housing (78) If
removed.
3. Place washer (79) on armature shaft and install
new O-ring (80). Position drive assembly (71) in
lever (63) in lever housing. Apply a light coat of
lubricant (Delco Remy Part No. 1960954) on
washer(75) and install over armature shaft. Align
lever housing with field frame and slide assembly
over armature shaft. Secure with screws (76) and
washers (77).
4. Assemble and install solenoid assembly through
lever housing and attach to field frame. Install nut
(64) but do not tighten at this time. Install brush
inspection plugs (52).
D02017.3 7/98
D2-23
Coil Test
1. Using an ohmmeter, measure the coil resistance
across the coil terminals.
a. The coil should read approximately 28 at 72F
(22.2 C).
b. If the ohmmeter reads , the coil is open and
the switch must be replaced.
c. If the ohmmeter reads 0 , the coil is shorted
and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil
terminal and another on the switch mounting
bracket. If the meter displays any resistance reading, the coil is grounded and the switch must be
replaced.
FIGURE 2-20. CHECKING PINION CLEARANCE
Magnetic Switch
The magnetic switch is a sealed unit and not repairable.
Removal
1. Remove battery power as described in Cranking
Motor Removal.
D2-24
7/98 D02017.3
D03016 6/99
D3-1
Note: The Suspension Controller and Tire Management System Controllers are optional equipment
and may not be installed on the truck.
CIRCUIT BREAKERS
Table I lists the truck circuit breakers located at the
battery box, inside the cab; mounted on the circuit
breaker panel (8, Figure 3-1) and on relay boards
under the passenger seat (Figure 3-2).
D3-2
6/99 D03016
CIRCUIT BREAKER
IDENTIFICATION
CIRCUIT NUMBER
CONTROL DESCRIPTION
No.
AMPS
VOLTS
IN
OUT
CB24V
CB12V
50
50
+24
+12
4
2
12
24 Volt Control Power (To Power Bus #3 on Cab Rear Wall)
12V
12 Volt Control Power (To Power Bus #4 on Cab Rear Wall)
LOCATION: CAB REAR WALL
CB01
CB02
CB03
CB04
CB05
CB06
CB07
CB08
CB09
CB10
CB11
CB12
CB13
CB14
CB15
CB16
CB17
CB18
CB19
CB20
CB21
CB22
CB23
CB24
CB25
CB26
CB27
CB28
CB29
CB30
CB31
CB32
5
5
10
5
5
5
--15
10
5
5
10
10
5
5
10
5
15
5
15
15
5
10
5
5
5
5
5
5
-10
+24
+24
+24
+24
+24
+24
--+24
+24
+24
+24
+24
+24
+24
+24
+24
+24
+24
+24
+12
+12
+12
+12
+24
+24
+24
+24
+24
+24
-+24
1
1
1
1
1
1
--12
12
12
12
12
12
12
12
12
12
12
12
12V
12V
12V
12V
21
13
13
13
12
12
-11
CB13
CB14
CB15
15
15
15
+24
+24
+24
RB4
11
11
11
45RL/45LL
45RL/45LL
41C
CB21
15
+24
RB5
11
43
CB23
CB24
CB25
CB26
CB27
15
15
15
15
15
+24
+24
+24
+24
+24
11
11
11
11
11
41LL/41LB
41LL/41LA
41HL/41HB
41HL/41HA
11D
27B
Centry Engine Monitor
25
Transmission Controller (ATC)
82
Retard and Control Monitor (RCM)
91B1
Powertrain Management Controller (PMC)
91B2
Powertrain Management Controller (PMC)
46
Hazard Light Control
-Not Used
-Not Used
63
Windshield Wiper Motor
47B
Back-Up Alarm and Lights
91A
Powertrain Management Controller (PMC)
81
Suspension Controller (Optional)
25C2
Transmission Controller (ATC)
25C1
Transmission Controller (ATC)
27A
Centry Engine Monitor
12H
Hoist Limit Solenoid Valves
39J
Payload Meter Light Control Meter
39G
Payload Meter Lights
47A
Deck Mounted Back-Up Lights
68A
Automatic Lube System Timer
67P
Left Cab Window Motor
67R
Right Cab Window Motor
65
AM/FM Radio
67C
Cigar Lighter
21S
Start Circuit Signal
31
Electronic Display Panel (Instrument Panel)
38
Message Display panel (MOM)
13A
Payload Meter Supply Power (PLM)
12PC
SNET to DAD Interface Connector
67AS
Operator seat Air Pump
-Not Used
42
Engine Service Lights
LOCATION: PASSENGER SEAT BASE
RB1
Turn Signal Lights
Turn Signal Light Control
Dash Lights/Clearance Lights
Steering Bleeddown Solenoid, Horn & Service Lights
Left Low Beam Headlight
Right Low Beam Headlight
Left High Beam Headlight
Right High Beam Headlight
Turn/Clearance Light Control
D03016 6/99
D3-3
D3-4
6/99 D03016
RELAY BOARDS
Preliminary Checks
D03016 6/99
D3-5
Service
To replace a relay:
1. Remove one screw (10, Figure 3-3) holding the
crossbar in place and loosen the other screw.
2. Swing crossbar away.
3. Gently wiggle and pull upward to remove relay
(11).
D3-6
6/99 D03016
D03016 6/99
D3-7
Relay
4 - Relays
D3-8
6/99 D03016
D03016 6/99
D3-9
RELAY
COIL CIRCUITS
+
CONTACT CIRCUITS
COM.
N.O.
FUNCTION
N.C.
RELAY BOARD RB6A
1
2
3
4
5
6
7
8
21S
12
52C1
39G
52C2
63L1
63H1
52S5
25N
25TC
0
25N
0
0
0
0
21S
12
12
0
12
63
63
12
21PT
25P
52C3
25NI
52C4
63L
63H
25S4
1
2
3
4
5
6
7
8
44R1
39G
39J
44B1
39J
44B1
47A
39J
0
25N
39A
0
39B
0
25R
39C
12
39J
39JA
52BS
39JA
12
47A
39JA
44R
39JA
-0
-44
47
--
Retard Lights
Payload Meter, Light Relays
Payload Meter, Green Light Control
Brake Signal (To ATC)
Payload Meter
Brake Light
Backup Horn and Lights
Payload Meter
D3-10
6/99 D03016
ACCELERATOR PEDAL
Operation
The electronic accelerator pedal (Figure 3-5) indirectly
controls engine speed through the PMC System, providing several functions as described below.
The PMC controls engine speed by sending a throttle
frequency signal to the Engine Controller.
The PMC receives all of the following requests as to
throttle control, processes them, and then provides an
output signal to the Engine Controller.
Accelerator pedal (throttle) signal:
This throttle signal is varied as the accelerator
pedal is depressed. As the pedal is depressed, the
output voltage signal increases and engine rpm
increases.
Idle validation signals:
The accelerator pedal provides two digital signals
to the PMC to indicate whether the accelerator
pedal is depressed or released. These signals
also inform the PMC of a loss of voltage if a failure
occurs in the throttle pedal. When the PMC detects
throttle voltage failure, it sends the fault code to
MOM and S-NET to inform the operator of the
problem.
If a loss of throttle signal occurs and the accelerator pedal is released, the PMC sends a 194 Hz
signal to the Centry system to maintain engine
speed at 1000 rpm. If the signal loss occurs and
the accelerator pedal is depressed, the PMC
sends a 150 Hz signal to Centry to maintain the
engine speed at 750 rpm.
If the loss of throttle signal occurs between the
PMC and the Centry control system, Centry will
control engine speed depending on whether the
pedal is released or depressed, providing the
same engine speeds as described above.
AISS (Auto-Idle Setting System):
When the accelerator pedal is not depressed, the
PMC sends two types of throttle signals to Centry
as low idle speed; low-low idle and high-low idle,
according to the truck conditions, coolant temperature, parking brake, rear brake, and the AISS
switch located in the right pod on the instrument
panel.
Note: Low-low idle is the basic low idle; 750 rpm.
High-low idle is an intermediate speed; 1000 rpm.
High-low idle is used for quick warm-up of the engine when coolant temperature is low, and also is
used for good acceleration from standstill.
D03016 6/99
D3-11
SPECIFICATIONS
TROUBLESHOOTING
Idle Validation Switch Continuity Check
(Refer to Figure 3-4.)
The idle validation switch circuit 54C (pin B) to circuit
0 (pin A) should be closed when the pedal is released
and should open just after the pedal is depressed.
Circuit 54B (pin C) to circuit 0 (pin A) should be open
when the pedal is released and close after the pedal
is depressed slightly and remain closed to full throttle.
Sensor Check
Refer to PMC System Troubleshooting for pedal
sensor checks.
D3-12
6/99 D03016
All components except the disconnect switch are located under a protective cover.
Circuit Breakers
7. Battery Equalizer
8. Power Relay (12 Volt)
9. Power Relay (24 Volt)
D3-13
Battery Equalizer
D3-14
6/99 D03016
D03016 6/99
D3-15
SPEED SENSORS
A speed sensor (Figure 3-8), located in the brake
assembly at each wheel provides individual wheel
speed signals to the Retard and Control Monitor
(RCM) for use in determining truck speed and to
monitor wheel slip.
The sensors are mounted in a tapped hole in the brake
hub and adjusted to provide a slight gap between the
tip of the sensor and gear teeth machined around the
periphery of the seal carrier.
Each sensor is supplied with +18 volts through pin A.
Pin B is common (--) and grounded to the sensor shell.
Pin C provides the signal out.
No maintenance is required under normal operation.
However, if brake repairs are performed, it will be
necessary to adjust the sensor after brake rebuild.
Sensor Adjustment
Note: Sensor adjustment must be performed before
the tires and rims are installed.
1. If the sensor is already installed, loosen the
locknut (2, Figure 3-9) and remove the sensor
from the tapped mounting hole.
2. Rotate the seal carrier until a gear tooth is aligned
with the center of the sensor mounting hole.
3. Carefully thread the sensor into the hole until the
tip contacts the gear tooth.
4. Back out the sensor 5/8 turn (counterclockwise).
Continue to rotate until flats on sensor housing
are perpendicular to the direction of rotation of the
gear teeth as shown in Figure 3-9. (DO NOT back
out more than 1/2 turn.)
5. Tighten the locknut.
6. Install a protective cap on sensor connector end
(3, Figure 3-8) to protect connector until the connector harness is installed.
3. Connector End
D3-16
3. Brake Assembly
6/99 D03016
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. D23-1
. D23-1
. D23-1
. D23-2
. D23-3
. D23-7
. D23-8
. D23-16
. D23-17
. D23-48
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. D24-1
. D24-1
. D24-1
. D24-2
. D24-6
. D24-22
. D24-53
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. D25-1
. D25-4
. D25-6
. D25-6
. D25-8
. D25-27
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D21001 6/99
Index
D22-1
D22-3
D22-6
D22-8
D22-9
D22-10
D22-13
D22-14
D22-16
D22-17
D22-19
D26-1
D26-1
D26-3
D21-1
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D27-1
D27-2
D27-3
D27-6
D27-13
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D30-1
D30-2
D30-4
D30-4
D30-6
D30-6
D30-7
D30-8
D30-11
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. . D31-1
. . D31-6
. . D31-6
. D31-25
. D31-31
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. . D33-1
. . D33-2
. . D33-2
. D33-22
. D33-27
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D32-1
D32-1
D32-2
D32-3
D32-8
D32-8
D32-8
D32-8
D32-9
D32-10
D32-10
D32-10
D32-10
D21-2
Index
6/99 D21001
Engine (Cummins)
The engine is controlled by Cummins Centry and
monitored by Cummins CENSE. Centry receives throttle commands and controls engine speed through the
Cummins PT fuel system. CENSE monitors engine
condition and records information regarding engine
operation, enabling Service Technicians to obtain
quick diagnostic information on potential problems.
Transmission
A fully automatic, Komatsu TORQFLOW transmission, with a lock-up torque converter is electronically
controlled and monitored by the Transmission Controller.
Transmission Controller
The MOM ordinarily informs the operator of production management information, such as payload, or the
occurrence of a fault and can be used as an on-board
service tool whose functions can be used in conjunction with DAD described below.
The Data Aquisition Device (DAD), is a personal computer operating under Windows ver. 3.1 or later and is
used as an off-board service tool.
D22001 6/99
PMC System
D22-1
Controls the retarder by commands; from the retard lever to RCM, for basic operation, from T/M
controller to RCM through PMC, to modify in abnormal use or engine overrun, and from PMC to
RCM, to modify the features achieved by PMC
itself, such as auto retarder control
Also, to control transmission gear change in addition to the T/M controller by a signal from PMC to
T/M controller, that is a command not to shift
change. (This feature will be available in the near
future.)
Cummins Centry
Centry is an engine controller provided by Cummins.
Centry controls engine speed according to the frequency of the throttle signal from PMC. If a loss of
throttle signal occurs, Centry warns the operator by
turning the Centry caution lamp on, and controls the
two step idle speed according to the idle validation
signals sent directly from the accelerator pedal.
Cummins CENSE
CENSE is a device for monitoring engine condition.
CENSE monitors various data such as temperature,
pressure, etc. and sends a fault code to PMC when
CENSE determines that some input data is out of
normal range.
Refer to Cummins publications for additional information regarding electronic engine controls.
D22-2
PMC System
6/99 D22001
Fault History
The chart on the following pages describes observations to be made concerning the Electronic Display
Panel, warning and caution lamps, and applicable
controller displays during various operating conditions
when the truck is operating normally. If a problem
occurs, this information can be referenced to determine the general area of the fault(s).
Emergency Operation
When a problem occurs, it may be necessary to use
special methods of operation to enable the truck to
return to the shop for repairs.
Refer to Emergency Truck Operation to make a preliminary diagnosis of the problem and determine what
procedures may be available to allow limited operation
to return the truck to the shop.
INDICATION OF A FAULT OCCURRENCE
If a controller detects a fault in the PMC system, the
technician can trace the problem by the following:
The Electronic Display Panel shows the action
code of all faults that any controller in the PMC
system detects.
MOM shows the fault code, its description, and
action code of all faults that any controller in the
PMC system detects.
The Transmission Controller, PMC, and Suspension Controller display the fault in the LED display
on each controller.
PMC
Electronic Display Panel
Suspension Controller
Note: Fault history data for the Cummins Centry,
CENSE and PLM are not available through MOM
and DAD. Refer to the appropriate Cummins publication for engine control and monitor system troubleshooting.
MOM and DAD show the following information for
each fault code stored in memory:
Fault code
Description
Status -- Active or not
Current service meter reading
Service meter hour of the first occurrence
Service meter hour of the last occurrence
The number of occurrences
Refer to MOM and DAD at the end of this section
of the manual for usage information.
Action Codes
The first indication of a system problem will be displayed by the Electronic Display Panel, notifying the
operator a problem has occurred and provides instructions (action codes) for further truck operation, depending on how serious the problem is. The seven
possible action codes and messages related to the
action codes are listed below:
01 : GO TO SHOP AFTER WORK
02 : GO TO SHOP RIGHT NOW
03 : REDUCE ENGINE / MACHINE SPEED
04 : STOP SAFELY / SHUT OFF ENGINE
05 : WAIT WITH ENGINE LOW IDLE
06 : START ENGINE / KEEP LOW IDLE
07 : KEEP BODY SEATED
D22001 6/99
Further information concerning the first fault occurrence, number of occurrences etc. is available to the
technician by accessing the fault history data using
MOM or DAD.
SYSTEM TROUBLESHOOTING
When a fault occurs and system troubleshooting is
necessary, the technician should refer to the Fault
Code List Tables at the end of this section of the
manual to determine which controller is reporting the
problem and the nature of the problem. After determining the source for the fault code, instructions in the
following sections list various problems and fault codes
for individual Controllers and will help in troubleshooting and isolating the problem and repairing the system.
PMC System
D22-3
NORMAL OPERATION
Sequence of Operation
KEY SWITCH OFF
Transmission Controller
PMC
MOM
PLM
All Off
All Off
All Off
All Off
All Off
0X (X= a to d) is displayed
sequentially in LEDs for 1
sec.
00 is displayed if no faults
are present.
Range selector in
NEUTRAL
TURN AISS SWITCH OFF
START ENGINE
When coolant is
below 40 C (104 F),
automatic warm-up is
activated.
Body-up lamp is on
00 is displayed on LEDs
when no faults are present.
When reverse is
Transmission gear
allowed with body up
changes to REVERSE
When reverse is NOT
Transmission remains in
allowed with body up
NEUTRAL
(See Note below)
NOTE: Reverse inhibit with body up can be selected with MOM or DAD. Initial setting from factory is inhibit.
Sequence of Operation
Transmission Controller
Transmission gear
changes to F1.
Transmission gear
changes to F2.
Press accelerator
pedal
Turn Shift Limit
Switch ON
Turn F1 Start Switch
ON
CHANGE RANGE
SELECTOR TO D
PMC
MOM
PLM
Loaded weight is
displayed.
If the truck will not move when normal operation procedures are followed, or if the transmission monitor
lamp is flashing during truck startup, it is possible a
serious fault (mechanical or electrical) has occurred in
the transmission system.
1. Turn the key switch off and remove the transmission cut relay located in the cab, behind the
operators seat.
2. Place the selector switch in NEUTRAL. It should
now be possible to start the engine.
4: 1st Clutch
5: 2nd Clutch
6: 3rd Clutch
7: Reverse Clutch
8: Middle Clutch
D22-6
PMC System
6/99 D22001
EMERGENCY
OPERATION
METHOD
CONDITION WHEN
FAILURE OCCURRED
FAULT CODE
AND DESCRIPTION
Return range
selector to
NEUTRAL, then
move to travel
position again.
[ N D, 5, 4, 3, or
L or NR ]
Start in R or F2.
(Even though range selector is in
3, 4, 5 or L, truck starts in F2 and
does not shift down to F1.)
Start in R or F1.
Start in R or F3
(Even though selector is in 3, 4, 5,
or L, truck starts in F3 and does
not shift down to F2 and F1.)
A. Return range
selector to
NEUTRAL.
3
4
5
6
B. Remove and
reconnect 1 pin
connector for
emergency use
while key switch is
on.
C. Move selector to
travel position
again. [ N D, 5, 4,
3, or L or NR ]
Do not press
accelerator pedal
as selector is
changed from
NEUTRAL to the
desired range.
Check circuit
breaker behind
operator seat.
Replace T/M cut
relay
Replace T/M
Controller
Tow truck to shop
D22001 6/99
Start in R or F1.
Start in R or F3
(Even though selector is in 3, 4, 5,
or L, truck starts in F3 and does
not shift down to F2 and F1.)
Start in R or L and 3rd clutches
engaged.
Start in R or N.
Start in R or F2
(Even though selector is in 3, 4, 5,
or L, truck starts in F2 and does
not shift down to F1.)
Start in R or F1.
Start in R or F2
(Even though selector is in 3, 4, 5,
or L, truck starts in F3 and does
not shift down to F2 and F1.)
PMC System
D22-7
D22-8
PMC System
6/99 D22001
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
Sensor
A001
02
01(H)
Sensor
A002
02
02(H)
Sensor
A003
02
03(H)
Sensor
A000
----
00(H)
Communication
A011
----
11(H)
Communication
Event
A012
02
12(H)
A004
02
04(H)
Event
A005
02
05(H)
Event
A006
02
06(H)
10
Event
A021
05
21(H)
11
Event
A022
05
22(H)
12
Event
A023
05
23(H)
13
Event
A024
05
24(H)
14
Communication
A013
02
13(H)
15
Communication
A014
02
14(H)
16
Communication
A015
02
15(H)
17
Communication
A016
02
16(H)
18
Communication
A018
04
18(H)
19
Communication
A019
04
19(H)
NOTES:
1
D22001 6/99
Each fault code is displayed in MOM at each fault occurrence, however they are all recorded as
A000.
EDP sends these fault codes but does not record them. Faults are recorded in T/M controller
or or the QST30 controller.
The A022 fault code is not applicable if truck is equipped with PMC & Cummins CENSE.
Each fault code is displayed in MOM at each fault occurrence, however they are all recorded as
A011.
PMC System
D22-9
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
Voltage
b001
04
01(H)
Voltage
b002
04
02(H)
Neutral safety on
Sensor
b003
----
03(H)
Actuator
b005
04
05(H)
Actuator
b006
04
06(H)
Actuator
Actuator
b007
04
07(H)
b008
02
08(H)
Actuator
b009
02
09(H)
Sensor
b010
02
10(H)
10
Sensor
b011
02
11(H)
11
Sensor
b012
02
12(H)
12
Sensor
b013
02
13(H)
13
Sensor
b014
04
14(H)
14
Sensor
b015
02
15(H)
15
Sensor
b016
02
16(H)
16
Sensor
b017
02
17(H)
17
Sensor
b019
02
19(H)
18
Actuator
b021
02
21(H)
19
Actuator
b022
02
22(H)
20
Actuator
b023
02
23(H)
21
Actuator
b024
02
24(H)
22
Actuator
b025
02
25(H)
23
Actuator
b026
02
26(H)
24
Actuator
b027
02
27(H)
25
Actuator
b028
02
28(H)
26
Actuator
b029
02
29(H)
27
Sensor
b060
02
60(H)
28
Sensor
b061
02
61(H)
29
Sensor
b062
02
62(H)
30
Sensor
b063
02
63(H)
Sensor
b081
02
81(H)
Sensor
b082
02
82(H)
Sensor
b083
02
83(H)
Sensor
b084
02
84(H)
35
Actuator
b0FC
----
FC(H)
36
Actuator
b0FE
----
FE(H)
37
Actuator
b031
02
31(H)
38
Actuator
b032
02
32(H)
39
Actuator
b033
02
33(H)
40
Actuator
b034
02
34(H)
41
Actuator
b035
02
35(H)
42
Actuator
b036
02
36(H)
31
32
33
34
D22-10
ITEM
PMC System
6/99 D22001
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
43
Actuator
b037
02
37(H)
44
Actuator
b038
02
38(H)
45
Actuator
b039
02
39(H)
46
Actuator
b041
02
41(H)
47
Actuator
b042
02
42(H)
48
Actuator
Actuator
b043
02
43(H)
49
b044
02
44(H)
50
Actuator
b045
02
45(H)
51
Actuator
b046
02
46(H)
52
Actuator
b047
02
47(H)
53
Actuator
b048
02
48(H)
54
Actuator
b049
02
49(H)
55
Actuator
b051
02
51(H)
56
Actuator
b052
02
52(H)
57
Actuator
b053
02
53(H)
58
Actuator
b054
02
54(H)
59
Actuator
b055
02
55(H)
60
Actuator
b056
02
56(H)
61
Actuator
b057
02
57(H)
62
Actuator
b058
02
58(H)
63
Actuator
b059
02
59(H)
64
Actuator
b071
02
71(H)
65
Actuator
b072
02
72(H)
66
Actuator
b073
02
73(H)
67
Actuator
b074
02
74(H)
68
Actuator
b075
02
75(H)
69
Actuator
b076
02
76(H)
70
Actuator
b077
02
77(H)
71
Actuator
b078
02
78(H)
72
73
Actuator
Actuator
b079
b091
02
02
79(H)
91(H)
74
Actuator
b092
02
92(H)
b093
02
93(H)
75
Actuator
76
Actuator
b094
02
94(H)
b095
02
95(H)
77
Actuator
78
Actuator
b096
02
96(H)
02
97(H)
79
Actuator
b097
80
Actuator
Actuator
b098
02
98(H)
81
b099
02
99(H)
82
Sensor
b0A1
04
A1(H)
83
Sensor
b0A2
02
A2(H)
84
Sensor
b0A3
02
A3(H)
85
Sensor
b0A4
02
A4(H)
86
Sensor
b0b1
02
b1(H)
87
Sensor
b0b2
02
b2(H)
88
Sensor
b0b3
02
b3(H)
Sensor
b0b4
02
b4(H)
89
D22001 6/99
ITEM
90
Sensor
b0b5
02
b5(H)
91
Sensor
b0b6
02
b6(H)
PMC System
D22-11
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
92
Sensor
b0b7
02
b7(H)
93
Connector mismatch
Event
b0C1
04
C1(H)
94
Communication
b0C2
02
C2(H)
95
Event
b0d1
01
d1(H)
96
Event
(b0d2)
05
d2(H)
97
Event
Event
(b0d3)
02
d3(H)
98
(b0d4)
05
d4(H)
99
Event
b0d5
07
d5(H)
100
Event
b0d6
01
d6(H)
101
Event
b0d7
01
d7(H)
102
Overrun
Event
b0d8
03
d8(H)
103
Event
b0E1
01
E1(H)
104
Event
b0E2
04
E2(H)
105
Event
b0E3
02
E3(H)
106
Event
b0E4
02
E4(H)
107
Event
b0E5
05
E5(H)
108
Event
b0E6
02
E6(H)
109
Event
b0E7
02
E7(H)
110
Event
(b0E9)
05
E9(H)
111
Event
b0F1
02
F1(H)
112
Event
(b0F2)
05
F2(H)
113
Event
(b0F3)
05
F3(H)
114
Event
b0F4
02
F4(H)
115
Event
b0F5
04
F5(H)
116
Manual trigger
----
b0FA
----
FA(H)
117
Voltage
b0dA
04
dA(H)
118
Voltage
b0db
04
db(H)
119
Actuator
b0C3
02
C3(H)
120
Actuator
b0C4
02
C4(H)
121
122
Actuator
Actuator
b0C5
b0C6
02
02
C5(H)
C6(H)
123
Actuator
b0C7
02
C7(H)
Actuator
b0C8
02
C8(H)
Sensor
b0F6
04
F6(H)
Event
b0d9
02
d9(H)
124
125
126
When the Electronic Display Panel sends fault code A024, the transmission controller sends
and records one of the following: b0d4, b0F2, or b0F3, corresponding to the reason for the
fault code A024 and stores it in memory.
In case of DXm/c, when the EDP sends the fault code A024, the transmission controller sends
the fault code b0d4 and stores it in memory.
In both cases, PMC ignores the fault code A024 and informs the messsage display of the fault by
fault codes sent from the transmission controller.
2
These items are also detected by the Electronic Display Panel and the following codes; b0d2,
b0d3, and b0E9 and are recorded in the transmission controller. The message display only
shows the fault received from the transmission controller.
D22-12
PMC System
6/99 D22001
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
01(H)
Voltage
----
Controller abnormal
Controller
----
02(H)
Communication
d0C1
----
C1(H)
Sensor
d011
02
11(H)
Sensor
d012
02
12(H)
Sensor
d015
02
15(H)
Sensor
d016
02
16(H)
4
5
D22001 6/99
ITEM
Actuator
d021
02
21(H)
Actuator
d022
02
22(H)
10
Actuator
d023
02
23(H)
11
Communication
----
C2(H)
12
Communication
----
C3(H)
PMC System
D22-13
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
Controller
E001
02
01(H)
Voltage
E002
02
02(H)
Connector mismatch
Event
E003
04
03(H)
Communication
E011
02
11(H)
Communication
E012
02
12(H)
Communication
Communication
E013
02
13(H)
E014
02
14(H)
Communication
E015
02
15(H)
Communication
E016
02
16(H)
10
Communication
E017
02
17(H)
11
Communication
E018
02
18(H)
12
Communication
E019
02
19(H)
13
Communication
E021
02
21(H)
14
Communication
E022
02
22(H)
15
Communication
E023
02
23(H)
16
Communication
E024
02
24(H)
17
Communication
E025
02
25(H)
18
Communication
E026
02
26(H)
19
Communication
E027
02
27(H)
20
Communication
E028
02
28(H)
21
Communication
E029
02
29(H)
22
Communication
E02A
02
2A(H)
23
Communication
E02b
02
2b(H)
24
Communication
E031
02
31(H)
25
Communication
E032
02
32(H)
26
Communication
E033
02
33(H)
27
Communication
E034
02
34(H)
28
Sensor
E035
02
35(H)
29
Sensor
E036
02
36(H)
30
31
Sensor
Sensor
E037
E041
04
02
37(H)
41(H)
32
Sensor
E042
02
42(H)
Sensor
E043
02
43(H)
Sensor
E044
02
44(H)
Sensor
E045
02
45(H)
Sensor
E046
02
46(H)
Sensor
E047
02
47(H)
02
48(H)
33
34
35
36
37
38
D22-14
ITEM
39
Sensor
Sensor
E048
E049
02
49(H)
40
Sensor
E051
02
51(H)
41
Sensor
E052
02
52(H)
42
Sensor
E053
02
53(H)
43
Sensor
E054
02
54(H)
44
Sensor
E055
02
55(H)
45
Sensor
E056
02
56(H)
46
Sensor
E057
02
57(H)
47
Sensor
E058
02
58(H)
PMC System
6/99 D22001
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
48
Event
E0A1
01
A1(H)
49
Event
E0A2
01
A2(H)
50
Event
E0A3
01
A3(H)
51
Event
E0A4
01
A4(H)
52
Event
E0A5
01
A5(H)
53
Event
Event
E0A6
01
A6(H)
54
E0A7
01
A7(H)
55
Event
E0A8
01
A8(H)
56
Event
E0A9
01
A9(H)
57
Event
E0b1
01
b1(H)
58
Event
E0b2
01
b2(H)
59
Event
E0b3
01
b3(H)
60
Event
E0b4
01
b4(H)
61
Event
E0b5
01
b5(H)
62
Event
E0b6
01
b6(H)
63
Event
E0d1
02
d1(H)
64
----
E0FA
----
FA(H)
65
Communication
E0C1
02
C1(H)
66
Communication
E0C2
04
C2(H)
67
Communication
E0C3
04
C3(H)
NOTE:
1
PMC cancels cruise control and auto-retarder control when it recognizes the snapping of S-NET
line of the Electronic Display Panel, Transmisssion Controller, Suspension Controller or the PMC
and the signal is lost by the snapping flag.
D22001 6/99
PMC System
D22-15
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
CPU stop
Controller
F000
02
0000(H)
Voltage
F009
02
0009(H)
Event
F011
02
000b(H)
Event
F012
02
000C(H)
Event
F013
02
000d(H)
Event
Voltage
F014
02
000E(H)
F020
02
0014(H)
Sensor
F021
02
0015(H)
Sensor
F022
02
0016(H)
10
Sensor
F023
02
0017(H)
11
Sensor
F024
02
0018(H)
12
Sensor
F025
02
0019(H)
13
Sensor
F026
02
001A(H)
14
Sensor
F027
02
001b(H)
15
Sensor
F028
02
001C(H)
16
Sensor
F031
02
001F(H)
17
Sensor
F032
02
0020(H)
18
Controller
F019
02
0013(H)
19
Actuator
F041
02
0029(H)
20
Actuator
F042
02
002A(H)
21
Actuator
F043
02
002b(H)
22
Actuator
F044
02
002C(H)
23
Actuator
F045
02
002d(H)
24
Communication failure 1
Communication
F071
02
0047(H)
25
Communication failure 2
Communication
F073
02
0049(H)
26
Communication failure 3
Communication
F080
02
0050(H)
27
Communication failure 4
Communication
F081
02
0051(H)
28
Communication failure 5
Communication
F091
02
005b(H)
29
Communication failure 6
Communication
F092
02
005C(H)
30
31
Communication failure 7
Communication
Communication failure 8
Communication
F093
F094
02
02
005D(H)
005E(H)
32
Communication failure 9
Communication
F095
02
005F(H)
Communication
F096
02
0060(H)
Communication
F097
02
0061(H)
Communication
F098
02
0062(H)
Communication
F099
02
0063(H)
33
34
35
36
D22-16
ITEM
Communication failure 10
Communication failure 11
Communication failure 12
Communication failure 13
PMC System
6/99 D22001
D22001 6/99
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
Manual trigger
----
J001
----
01(H)
Event
J002
04
02(H)
Pressure imbalance
Event
J003
04
03(H)
Event
J004
02
04(H)
Event
J005
02
05(H)
Event
Event
J006
02
06(H)
J007
02
07(H)
Event
J008
----
08(H)
Event
J009
02
09(H)
10
Sensor
J010
02
10(H)
11
12
Sensor
Sensor
J011
J012
02
02
11(H)
12(H)
13
Sensor
J013
02
13(H)
14
Communication
J014
04
14(H)
15
Actuator
J015
02
15(H)
16
Sensor
J018
02
18(H)
17
Sensor
J019
02
19(H)
18
Sensor
J020
02
20(H)
19
Sensor
Event
J021
02
21(H)
20
J022
02
22(H)
21
Event
J023
02
23(H)
22
Event
J024
02
24(H)
23
Event
J025
02
25(H)
24
RCM abnormal 1
Controller
J026
----
26(H)
25
RCM abnormal 2
Controller
J028
04
28(H)
26
Voltage
J029
02
29(H)
27
Sensor
J030
02
30(H)
28
Sensor
J031
02
31(H)
29
Sensor
J032
02
32(H)
30
Sensor
J033
02
33(H)
31
Auto-apply
Event
J034
04
34(H)
32
Voltage
J035
02
35(H)
33
Event
J036
02
36(H)
34
Actuator
J037
02
37(H)
35
Event
J038
02
38(H)
36
Sensor
J039
02
39(H)
37
Event
J040
02
40(H)
38
Event
J041
02
41(H)
PMC System
D22-17
D22-18
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
39
Actuator
J042
02
42(H)
40
Actuator
J043
02
43(H)
41
Actuator
J044
02
44(H)
42
Actuator
J045
02
45(H)
43
Event
J046
02
46(H)
44
Event
Event
J047
02
47(H)
45
J048
02
48(H)
46
Event
J049
02
49(H)
47
Combination fault 1
Communication
J050
04
50(H)
48
Combination fault 2
Communication
J051
04
51(H)
49
50
Combination fault 3
Communication
Combination fault 4
Communication
J052
J053
04
04
52(H)
53(H)
51
Combination fault 5
Communication
J054
04
54(H)
52
Combination fault 6
Communication
J055
04
55(H)
53
Combination fault 7
Communication
J056
04
56(H)
54
Combination fault 8
Communication
J057
04
57(H)
55
Combination fault 9
Communication
J058
04
58(H)
56
Combination fault 10
Communication
J059
04
59(H)
PMC System
6/99 D22001
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
DATA
FORMAT
Controller
L111
04
111
006F(H)
Actuator
L113
04
113
0071(H)
Actuator
L114
04
114
0072(H)
Sensor
L115
02
115
0073(H)
Sensor
L121
01
121
0079(H)
Sensor
Sensor
L122
01
122
007A(H)
L123
01
123
007b(H)
Event
L124
02
124
007C(H)
Event
L125
01
125
007d(H)
10
Event
L126
02
126
007E(H)
11
Event
L127
01
127
007F(H)
12
Sensor
L128
01
128
0080(H)
13
Sensor
L129
01
129
0081(H)
14
Sensor
L131
02
131
0083(H)
15
Sensor
L132
02
132
0084(H)
16
Sensor
L135
01
135
0087(H)
17
Sensor
L136
01
136
0088(H)
18
Sensor
L137
01
137
0089(H)
19
Sensor
L141
01
141
008d(H)
20
Event
L143
04
143
008F(H)
21
Sensor
L144
01
144
0090(H)
22
Sensor
L145
01
145
0091(H)
23
Event
L151
04
151
0097(H)
24
Sensor
L153
01
153
0099(H)
25
Sensor
L154
01
154
009A(H)
26
Event
L155
02
155
009b(H)
27
Sensor
L156
01
156
009C(H)
28
Sensor
L157
01
157
009d(H)
29
Event
L158
02
158
009E(H)
30
31
Sensor
Sensor
L159
L161
01
01
159
161
009F(H)
00A1(H)
32
Event
L162
02
162
00A2(H)
Sensor
L163
01
163
00A3(H)
Sensor
L164
01
164
00A4(H)
Event
L165
02
165
00A5(H)
Sensor
L212
01
212
00d4(H)
Sensor
L213
01
213
00d5(H)
04
214
00d6(H)
33
34
35
36
37
38
39
Event
Sensor
L214
L221
01
221
00dd(H)
40
Sensor
L222
01
222
00dE(H)
41
Sensor
L231
01
231
00E7(H)
42
Sensor
L232
01
232
00E8(H)
43
Event
L233
04
233
00E9(H)
44
Engine overpseed
Event
L234
03
234
00EA(H)
45
Event
L235
02
235
00Eb(H)
D22001 6/99
PMC System
D22-19
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
DATA
FORMAT
00FC(H)
46
Sensor
L252
01
252
47
Event
L253
02
253
00Fd(H)
48
Actuator
L254
04
254
00FE(H)
49
Actuator
L255
04
255
00FF(H)
50
Controller
L341
04
341
0155(H)
51
Controller
Controller
L342
04
342
0156(H)
52
L353
04
353
0161(H)
53
Controller
L412
01
412
019C(H)
54
Controller
L414
01
414
019E(H)
55
Event
L417
01
417
01A1(H)
56
Sensor
L422
01
422
01A6(H)
57
Sensor
L431
02
431
01AF(H)
58
Sensor
L432
02
432
01b0(H)
59
Voltage
L441
02
441
01b9(H)
60
Voltage
L442
02
442
01bA(H)
61
Voltage
L443
02
443
01bb(H)
62
Voltage
L444
02
444
01bC(H)
63
Sensor
L445
02
445
01bd(H)
64
Communication
L446
01
446
01bE(H)
65
Communication
L447
01
447
01bF(H)
66
Communication
L448
01
448
01C0(H)
67
Event
L449
02
449
01C1(H)
68
Sensor
L451
01
451
01C3(H)
69
Sensor
L452
01
452
01C4(H)
70
Actuator
L455
02
455
01C7(H)
71
Actuator
L511
02
511
01FF(H)
72
Event
L514
02
514
0202(H)
73
Sensor
L521
01
521
0209(H)
74
Sensor
L522
01
522
020A(H)
75
76
Sensor
Sensor
L523
L524
02
02
523
524
020b(H)
020C(H)
77
Controller
L525
04
525
020d(H)
Event
L552
02
552
0228(H)
02
554
022A(H)
78
79
Sensor
L554
80
Event
L555
04
555
022b(H)
Event
L611
06
611
0263(H)
Event
L612
02
612
0264(H)
L615
01
615
0267(H)
0268(H)
81
82
83
84
Event
L616
03
616
85
Event
L617
03
617
0269(H)
86
Event
L618
02
618
026A(H)
87
Event
L619
02
619
026b(H)
88
Event
L621
01
621
026d(H)
89
Event
L622
01
622
026E(H)
90
Event
L623
01
623
026F(H)
D22-20
PMC System
6/99 D22001
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
DATA
FORMAT
91
Event
L624
01
624
0270(H)
92
Event
L625
01
625
0271(H)
93
Event
L626
01
656
0272(H)
94
Event
L627
01
627
0273(H)
95
Event
L628
01
628
0274(H)
96
Event
Event
L629
02
629
0275(H)
97
L631
01
631
0277(H)
98
Event
L632
01
632
0278(H)
99
Event
L633
01
633
0279(H)
100
Event
L634
01
634
027A(H)
101
Event
L635
01
635
027b(H)
102
Event
L636
01
636
027C(H)
103
Event
L637
01
637
027d(H)
104
Event
L638
01
638
027E(H)
105
Event
L639
02
639
027F(H)
106
Event
L641
04
641
0281(H)
107
Event
L642
04
642
0282(H)
108
Event
L643
04
643
0283(H)
109
Event
L644
04
644
0284(H)
110
Event
L645
04
645
0285(H)
111
Event
L646
04
646
0286(H)
112
Event
L647
04
647
0287(H)
113
Event
L648
04
648
0288(H)
114
Event
L649
01
649
0289(H)
115
Event
L651
04
651
028b(H)
116
Event
L652
04
652
028C(H)
117
Event
L653
04
653
028d(H)
118
Event
L654
04
654
028E(H)
119
Event
L655
04
655
028F(H)
120
121
Event
Event
L656
L657
04
04
656
657
0290(H)
0291(H)
122
Event
L658
04
658
0292(H)
Event
L659
01
659
0293(H)
Event
L661
02
661
0295(H)
Event
L662
02
662
0296(H)
Event
L663
02
663
0297(H)
Event
L664
02
664
0298(H)
02
665
0299(H)
029A(H)
123
124
125
126
127
128
129
Event
Event
L665
L666
02
666
130
Event
L667
02
667
029b(H)
131
Event
L668
02
668
029C(H)
132
Event
L669
01
669
029d(H)
D22001 6/99
PMC System
D22-21
ACTION
CODE
ORIGINAL
FAULT
CODE
Sensor
L671
01
671
029F(H)
Sensor
L672
01
672
02A0(H)
Sensor
L673
01
673
02A1(H)
Sensor
L674
01
674
02A2(H)
137
Sensor
L675
01
675
02A3(H)
138
Sensor
Sensor
L676
01
676
02A4(H)
139
L677
01
677
02A5(H)
140
Sensor
L678
01
678
02A6(H)
141
Change coolant
Event
L679
01
679
02A7(H)
142
Sensor
L689
01
689
02b1(H)
143
Sensor
L691
01
691
02b3(H)
Sensor
L692
01
692
02b4(H)
Sensor
L694
01
694
02b6(H)
146
Sensor
L695
01
695
02b7(H)
147
Event
L711
02
711
02C7(H)
148
Event
L712
02
712
02C8(H)
149
Event
L713
02
713
02C9(H)
150
151
Event
Event
L714
L715
02
02
714
715
02CA(H)
02Cb(H)
152
Event
L716
02
716
02CC(H)
153
Event
L717
02
717
02CD(H)
154
Event
L718
02
718
02CE(H)
155
Sensor
L719
01
719
02CF(H)
156
Sensor
L721
01
721
02d1(H)
157
Sensor
L722
01
722
02d2(H)
158
Sensor
Sensor
L723
01
723
02d3(H)
159
L724
01
724
02d4(H)
160
Sensor
L725
01
725
02d5(H)
161
Sensor
L726
01
726
02d6(H)
162
Sensor
L727
01
727
02d7(H)
163
Sensor
L728
01
728
02d8(H)
164
Sensor
L729
01
729
02d9(H)
165
Event
L747
01
747
02Eb(H)
166
Event
L748
01
748
02EC(H)
167
Event
L749
01
749
02Ed(H)
168
Event
L754
01
754
02F2(H)
No.
ITEM
133
134
135
136
144
145
D22-22
CATEGORY
PMC System
DATA
FORMAT
6/99 D22001
LED DISPLAY
The PMC (Powertrain Management Controller) contains two 7-segment LEDs on the face of the enclosure. Fault codes detected by the PMC are displayed
by the LEDs. If the PMC detects active faults are
present, the specific fault codes are displayed a few
seconds after power is applied to the PMC. If no faults
are stored in the PMC, the LED will display 00 after
the PMC is powered up and self-test is completed.
DIP SWITCH SETTINGS
The PMC is used on various machine models. Not all
functions and controllers are installed on every truck.
The PMC determines which functions should be used
and which controllers should be connected to it by the
position of the sixteen DIP switches (2, Figure 23-1).
If the switch, assigned to the function or controller that
should be used, is turned off, the PMC will not be able
to detect that particular function or controller.
For example, if the switch SW.2-7, (maintenance function), is set to the OFF position, the PMC is not able to
detect maintenance item faults and features such as
hydraulic oil filter element restriction cannot be detected, and will not activate the Maintenance Monitor
Lamp.
On the other hand, if a function is turned on (DIP switch
setting) and that particular function or controller is not
installed on the truck, the PMC will determine a fault
D23001 12/01
DEVICE
SWITCH
POSITION
ASSIGNMENT
ABS
ASR
Cruise Control
Electronic Speed
Limiter
Reserved
Maintenance Information
PMC Controller
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
Centry
Other
YES
NO
YES
NO
YES
NO
YES
NO
YES
NO
YES
NO
Centry
Other
YES
NO
YES
NO
YES
NO
YES
NO
YES
NO
D23-1
Throttle Control
The PMC controls engine speed by sending a throttle
frequency signal to the Engine Controller.
The PMC receives all of the following requests as to
throttle control, processes them, and then provides an
output signal to the Engine Controller.
Accelerator pedal (throttle) signal:
This signal is varied as the accelerator pedal is
depressed. As the pedal is depressed, the output
voltage signal increases and engine rpm increases.
Idle validation signals:
The PMC receives two digital input signals from
the accelerator pedal to indicate whether the accelerator pedal is depressed or released. These
signals also inform the PMC of a loss of voltage
if a failure occurs in the throttle pedal. When the
PMC detects throttle voltage failure, it sends the
fault code to MOM and S-NET to inform the
operator of the problem.
If a loss of throttle signal occurs and the accelerator pedal is depressed, the PMC sends a 194 Hz
signal to the Centry system to maintain engine
speed at 1000 rpm. If the signal loss occurs and
the accelerator pedal is released, the PMC sends
a 150 Hz signal to Centry to maintain the engine
speed at 750 rpm.
If the loss of throttle signal occurs between the
PMC and the Centry control system, Centry will
control engine speed depending on whether the
pedal is released or depressed, providing the
same engine speeds as described above.
D23-2
PMC Controller
D23001 12/01
Retarder Control
CENSE
S-NET
TMS
The PMC communicates with TMS through an RS232,
serial interface. The baud rate is 9600 bps.
If a fault occurs in tire monitoring system, TMS informs
the operator of the fault through the PMC by indicating
the problem on the MOM display.
D23001 12/01
PMC Controller
D23-3
Additional Functions
DESCRIPTION
3
4
5
6
7
8
High Blowby
Low Oil Pressure
High Coolant Temperature
Low Coolant Pressure
High Oil Temperature
Low Coolant Level
D23-4
FAULT CODE
L641 to L648
L651 to L658
L621 to L628
L631 to L638
L143
L143
L151
L233
L214
L235
PMC Controller
D23001 12/01
Maintenance Monitor:
D23001 12/01
PMC Controller
DESCRIPTION
Low retard cooling oil level
Low hydraulic oil level
Change front brake cooling filter
Change rear brake cooling filter R
Change rear brake cooling filter L
Change hydraulic filter
Change brake disc FR
Change brake disc FL
Change brake disc RR
Change brake disc RL
Low battery liquid level
FAULT CODE
E0A2
E0A3
E0A4
E0A5
E0A6
E0A8
E0A9
E0b1
E0b2
E0b3
E0b4
D23-5
Event Recording:
The PMC retains some items in its memory, even if the
key switch is turned off. The recorded data is shown in
DAD, and some of them are shown in MOM also.
The data recorded in the PMC is as follows:
Fault History Data
The PMC logs the fault code, the service meter at
first occurrence, the service meter at last occurrence, and the number of occurrences of each
fault code.
This data is shown in the fault condition pictures
of MOM and DAD, while only the fault codes
are shown in the LED display of the PMC. This
data can be cleared except for any active fault.
Snap-Shot Data
If the PMC detects the occurrence of a serious
fault that activates a snap-shot data log, the PMC
records the input and output signals and the service meter reading five seconds before and five
seconds after the fault occurs. In addition, snapshot data can be obtained manually by DAD.
The PMC can record a maximum of five packages
of data. If one trigger fault occurs repeatedly, the
PMC records the oldest data only.
The data recorded by a manual trigger is always
rewritten. If a new trigger fault occurs and the
memory is full, then the oldest package of data is
rewritten to a new one, but the package of data
obtained by manual trigger is always rewritten
prior to the others. The recorded data is shown
and cleared in DAD only.
The PMC Snap Shot Data Trigger Faults Table
lists the faults that trigger the collection of snapshot data and the code for each trigger.
PMC SNAP SHOT DATA TRIGGER FAULTS
No.
TRIGGER FAULT
FAULT
CODE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
E017
E021
E023
E031
E032
E033
E034
E035
E054
E055
E056
E057
E058
E0FA
D23-6
RECORDED DATA
Throttle to Centry
Throttle modification from T/M controller
Throttle modification from RCM
Acceleration pedal
Brake command to/from RCM
Shift wait signal to T/M controller
Engine speed
Transmission input speed
Transmission output speed
Suspension pressure LF
Suspension pressure RF
Rear brake status
Emergency brake status
Cruise control mode status
Cruise control system switch status
Cruise control set/down switch status
Cruise control resume/up switch status
Cruise control cancel switch status
Derate mode status
ASR mode status
Key sw. C terminal status
Trend Data
The PMC records cumulative information which
can be evaluated to determine the life of the
engine or transmission.
The following information is recorded in the PMC:
1. The working history maps engine speed vs.
engine torque.
2. The working history maps transmission input
speed vs. transmission input torque of each
transmission gear position.
The above maps have two maps in the PMC. One map
records all operation history, while the other records
specific history such as a specific time period.The
specific data collection period starts when prior data
stored is cleared using DAD.
PMC Controller
D23001 12/01
D23001 12/01
PMC Controller
D23-7
Turn key switch on and verify the following voltages on the connector pin listed:
Yes.
Yes.
No.
Yes.
No.
Yes.
Yes.
Yes.
No.
No.
Check harness
D23-8
PMC Controller
D23001 12/01
No.
1. Check whether detects at least one of the following faults: F071, F073, F080, F081, F091 F099
Yes.
No.
Check harness.
Yes.
No.
Yes.
Yes.
Yes.
Check harness.
Yes.
Check harness.
Check whether the frequency of FM signal is between 150 and 400 Hz.
Turn key off, return to the first step, and
check again.
D23001 12/01
PMC Controller
D23-9
Yes.
Check whether the voltage level between PMC1, P-2 and PMC1, P-5 is 4.5
V or more with accelerator pedal fully
depressed.
Yes.
Check whether the voltage level between PMC1, P-3 and PMC1, P-5 is 0.5
V or less.
Yes.
Check harness
Check harness
No.
Yes.
Yes.
No.
No.
Yes.
Check harness.
Check harness
Yes.
Check harness
No.
Check whether there is continuity between PMC2A, P-7 and pressure sensor.
Change pressure sensor.
Check harness.
Turn key off, return to the first step, and
check again.
D23-10
PMC Controller
D23001 12/01
Yes.
Check harness.
No.
Change sensor.
No.
Yes.
Yes.
Yes.
Check harness.
Change speed sensor.
Yes.
Check harness.
No.
Check harness.
Change sensor.
D23001 12/01
PMC Controller
D23-11
Yes.
No.
No.
Yes.
No.
No.
Turn key on and check whether the voltage level between PMC2A, P-22 and
chassis is 20 V or more.
Yes.
Yes.
No.
D23-12
Check harness.
No.
Check whether there is continuity between PMC2A, P-23 and level switch.
Yes.
No.
Check harness.
No.
Turn key on and check whether the voltage level between PMC2A, P-23 and
chassis is 4 V or more.
Yes.
No.
Yes.
Check harness.
No.
Check whether there is continuity between PMC2A, P-22 and level switch.
Change level switch.
Check harness.
Turn key off, return to the first step, and
check again.
PMC Controller
D23001 12/01
Yes.
Check whether there is continuity between PMC2A, P-19 and filter switch.
Yes.
Yes.
No.
Change filter.
No.
Turn key on and check whether the voltage level between PMC2A, P-17 and
chassis is 20 V or more.
Yes.
Check whether there is continuity between PMC2A, P-17 and filter restriction
switch.
Yes.
No.
Change switch.
Check harness.
No.
Check harness.
No.
Yes.
Change filter.
No.
Turn key on and check whether the voltage level between PMC2A, P-16 and
chassis is 20 V or more.
Change filter.
No.
Turn key on and check whether the voltage level between PMC2A, P-18 and
chassis is 20 V or more.
Yes.
Check whether there is continuity between PMC2A, P-18 and filter switch.
Yes.
No.
No.
Yes.
No.
Check harness.
Turn key off, return to the first step, and
check again.
Check harness.
Yes.
No.
Turn key on and check whether the voltage level between PMC2A, P-9 and chassis is 3 V or more.
Check whether there is continuity between PMC2A, P-16 and filter switch.
No.
Yes.
Yes.
Change filter.
Turn key on and check whether the voltage level between PMC2A, P-19 and
chassis is 20 V or more.
D23001 12/01
Turn key off and disconnect the connector near wear switch.
No.
PMC Controller
D23-13
Yes.
No.
No.
Turn key on and check whether the voltage level between PMC2A, P-10 and
chassis is 3 V or more.
Yes.
Turn key on and check whether the voltage level between PMC2A, P-12 and
chassis is 3 V or more.
Yes.
Turn key off and disconnect the connector near wear switch.
Turn key off and disconnect the connector near wear switch.
Yes.
No.
No.
Check harness.
No.
No.
Yes.
Turn key on and check whether the voltage level between PMC2A, P-11 and
chassis is 3 V or more.
No.
No.
Turn key on and check whether the voltage level between PMC2A, P- 13 and
chassis is 1 V or less.
Yes.
Turn key off and disconnect the connector near wear switch.
No.
Yes.
Yes.
Check harness.
No.
No.
No.
Check harness.
Turn key off, return to the first step, and
check again.
D23-14
PMC Controller
D23001 12/01
No.
Yes.
No.
Yes.
D23001 12/01
PMC Controller
D23-15
The following describes PMC fault recovery characteristics and recovery under under various conditions.
Fault Characteristics:
1. There are two fault recovery allowable characteristics:
A. Faultrecovery logic is actively allowed while
the key switch remains ON. The fault will be
cleared if the recovery logic is met.
B. Fault recovery logic is ignored while the key
remains ON. This type of fault will not clear
even though the recovery logic is met. This
type requires clearing through initial power-up
when the key switch is turned ON.
Power-Up Variations:
2. When the key switch is turned ON, the initial
power-up fault recovery logic will be one of the
following variations:
A. Fault recovery is checked. If the recovery logic
is met, then the recovery logic is activated. The
new state of the fault is assigned usually within
about 1.6 seconds after key-on occurs, if recovery as such was found. If not, the fault
remains at the state at which it was found
during the power-up checking.
D23-16
PMC Controller
D23001 12/01
E002:
BATTERY VOLTAGE LOW
D23001 12/01
PMC Controller
D23-17
E003:
CONNECTOR MISMATCH
E011:
GSP COMMUNICATION LOST
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
D23-18
PMC Controller
D23001 12/01
E012:
GSP COMMUNICATION FAILURE
E013:
MOM COMMUNICATION LOST
Normal operation.
Normal operation.
D23001 12/01
PMC Controller
D23-19
E014:
MOM COMMUNICATION FAILURE
E015:
TMS COMMUNICATION LOST
Normal operation.
Normal operation.
D23-20
PMC Controller
D23001 12/01
E016:
TMS COMMUNICATION FAILURE
E017:
CENSE COMMUNICATION LOST
Normal operation.
Normal operation.
D23001 12/01
PMC Controller
D23-21
E022:
BRAKE CONTROLLER (RCM)
COMMUNICATION LOST
E018:
CENSE COMMUNICATION FAILURE
Fault Detecting Logic:
Normal operation.
Normal operation.
D23-22
PMC Controller
D23001 12/01
E022:
BRAKE CONTROLLER (RCM)
COMMUNICATION FAILURE
E026:
PAYLOAD METER (PLM) COMMUNICATION FAILURE 1
D23001 12/01
PMC Controller
D23-23
E027:
PLM COMMUNICATION FAILURE 2
E028:
PLM COMMUNICATION FAILURE 3
Next real time data is not sent from PLM for 3 seconds.
Normal operation.
Normal operation.
D23-24
PMC Controller
D23001 12/01
E029:
PLM COMMUNICATION FAILURE 4
E02A:
PLM COMMUNICATION FAILURE 5
D23001 12/01
PMC Controller
D23-25
E031:
TORQUE OUTPUT SIGNAL LOST
D23-26
PMC Controller
D23001 12/01
E032:
THROTTLE MODIFICATION SIGNAL (T/M) LOST
Fault Detecting Logic:
The fault is detected 1.6 seconds after power is turned
on.
T/M controller machine selection =D (530M),
AND
Either (a) or (b) below is established:
a. Throttle modification frequency signal sent
from T/M controller (PMC3, P-1) is below 150
Hz or above 400 Hz for 1.6 seconds continuously.
E033:
THROTTLE MO DIFICATION SIGNAL LOST
(BRAKE)
Fault Detecting Logic:
The fault is detected 1.6 seconds after power is turned
on.
T/M controller machine selection =D ( 530M),
AND
Any of the following (a), (b), or (c) is established:
a. The pulse width of the high level of the throttle
modification signal sent from RCM (PMC3,
P-10) is below 5% of the period or above 95%
of the period for 1.6 seconds continuously.
D23001 12/01
PMC Controller
D23-27
E035:
IDLE VALIDATION SIGNAL (IVS)
INVALID STATUS
E034:
BRAKE SIGNAL LOST (T/M)
Fault Detecting Logic:
The fault is detected 1.6 seconds after power is turned
on.
T/M controller machine selection =D (530M),
AND
Any of the following (a), (b), or (c), is established:
(a) The pulse width of the high level of the brake
signal sent from T/M controller (PMC3, P-2) is
below 5% of the period or above 95% of the
period for 1.6 seconds continuously.
(b) Frequency of the signal is out of the range of
200 Hz 20 Hz for 1.6 seconds continuously.
All of (a), (b), and (c) in the fault detecting logic are not
established.
D23-28
PMC Controller
2.2.1.
2.2.2.
D23001 12/01
2.3.1.
2.3.2.
D23001 12/01
PMC Controller
D23-29
E036:
ALTERNATE TORQUE SIGNAL LOST
D23-30
PMC Controller
D23001 12/01
E037:
ALTERNATE DROOP SIGNAL LOST
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23001 12/01
PMC Controller
D23-31
E041:
SUSPENSION PRESSURE SENSOR (FR) FAILED
LOW (Wire breakage, ground fault)
E042 :
SUSPENSION PRESSURE SENSOR (FL) FAILED
LOW (Wire breakage, ground fault)
Normal operation
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23-32
PMC Controller
D23001 12/01
E043:
SUSPENSION PRESSURE SENSOR (FR) FAILED
HIGH (Hot short)
E044:
SUSPENSION PRESSURE SENSOR (FL) FAILED
HIGH (Hot short)
Normal operation
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23001 12/01
PMC Controller
D23-33
E054:
ACCELERATOR SENSOR FAILED LOW
E055:
ACCELERATOR SENSOR FAILED HIGH
D23-34
PMC Controller
D23001 12/01
E056:
ENGINE SPEED SIGNAL LOST
Fault Detecting Logic:
Alternator R terminal information sent from S-NET is
ON,
AND
The engine speed signal pulse (CN2-5) is not received
for 5 seconds.
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23001 12/01
PMC Controller
D23-35
E057:
T/M INPUT SPEED SIGNAL LOST
D23-36
PMC Controller
D23001 12/01
E058:
T/M OUTPUT SPEED SIGNAL LOST
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23001 12/01
PMC Controller
D23-37
E0A1:
LOW FRONT BRAKE OIL LEVEL
E0A2:
LOW RETARDER COOLING OIL LEVEL
Normal operation
Normal operation
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
D23-38
PMC Controller
D23001 12/01
E0A3:
LOW HYDRAULIC OIL LEVEL
Normal operation
Normal operation
D23001 12/01
PMC Controller
D23-39
E0A5:
CHANGE REAR BRAKE COOLING FILTER (Right)
Fault Detecting Logic:
D23-40
PMC Controller
D23001 12/01
E0A6:
CHANGE REAR BRAKE COOLING
FILTER (Left)
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23001 12/01
PMC Controller
D23-41
Normal operation
Normal operation
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23-42
PMC Controller
D23001 12/01
Normal operation
Normal operation
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked at first opportunity for
checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
conditions such as engine running, first movenment, first time shifting to F3, etc. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is then assigned if
recovery as such was found. If not, then the fault
remains at the state at which it was found during
the checking (the state saved at the key-off preceding this cycle of key-on).
Fault Recovery Logic:
T/M controller machine selection =D (530M)
AND
PMC dip switch 2-7 = ON
AND
Shift indicator information sent from S-NET is N
AND
Brake disk wear FR (FL) input voltage is below
2 volts
AND
D23001 12/01
PMC Controller
D23-43
E0b4:
LOW BATTERY LIQUID LEVEL
E0b5:
LOW ENGINE OIL LEVEL
Normal operation
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
D23-44
PMC Controller
D23001 12/01
E0b6:
CHANGE AIR FILTER
Fault Detecting Logic:
T/M controller machine selection = 2 to C or E,
AND
PMC dip switch 2-7 = ON,
AND
Alternator R terminal information sent from S-NET is
ON,
AND
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23001 12/01
PMC Controller
D23-45
E0C2:
MACHINE SELECT INFORMATION
FAILURE
E0FA:
Manual trigger for snapshot
Fault Detecting Logic:
Manual trigger is requested using DAD (Data Aquisition Device).
E0C1:
S-NET SIGNAL LOST
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23-46
PMC Controller
D23001 12/01
E0C3:
VEHICLE SPEED INFORMATION
FAILURE
Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
D23001 12/01
PMC Controller
D23-47
20
21
22
23
24
25
Function
1
2
3
4
5
6
7
8
9
10
11
12
13
Accelerator pedal
Idle validation 2
Idle validation 3
Potentiometer power source
Ground
Reserved
Reserved
Reserved
Reserved
Battery C terminal
Reserved
Reserved
Power source (switched)
Power source (Battery
direct)
Power source (Battery
direct)
Ground
Ground
14
15
16
17
D23-48
Type
Analog input
Digital input
Digital input
Analog output
Ground
Digital output
Digital output
Digital output
Digital output
Analog input
Analog input
Analog input
DC voltage input
26
27
28
29
30
31
32
33
34
35
36
Function
Type
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Analog output
Ground
Digital input
DC voltage input
DC voltage input
Ground
Ground
PMC Controller
D23001 12/01
Function
2
3
4
5
6
7
8
9
10
11
12
Type
Frequency input
PWM input
PWM output
Digital output
Digital output
Frequency output
DC voltage input
PWM input
PWM output
PWM input
Digital input
Digital input
Type
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
CENSE (RS422)
Serial output
CENSE (RS422)
Serial output
CENSE (RS422)
Serial input
CENSE (RS422)
Serial input
Ground
Ground
MOM (RS422)
Serial output
MOM (RS422)
Serial output
MOM (RS422)
Serial input
MOM (RS422)
Serial input
Ground
Ground
GSP (RS422)
Serial output
GSP (RS422)
Serial output
GSP (RS422)
Serial input
GSP (RS422)
Serial input
Ground
Ground
DAD (RS232)
Serial output
DAD (RS232)
Serial output
DAD (RS232)
Serial input
DAD (RS232)
Serial input
Ground
Ground
CONNECTOR PMC4B
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
PLM (RS232)
PLM (RS232)
PLM (RS232)
PLM (RS232)
Ground
WIRELESS (RS232)
WIRELESS (RS232)
WIRELESS (RS232)
WIRELESS (RS232)
Ground
TMS (RS232)
TMS (RS232)
TMS (RS232)
TMS (RS232)
Ground
Connector mismatch
detection
36
D23001 12/01
Function
PMC Controller
Serial output
Serial output
Serial input
Serial input
Ground
Serial output
Serial output
Serial input
Serial input
Ground
Serial output
Serial output
Serial input
Serial input
Ground
Digital input
D23-49
D23-50
Function
S-NET (+)
S-NET (+)
Ground
Reserved (S-NET)
Reserved (S-NET)
Reserved
Reserved (RS485)
Reserved (RS485)
Ground
RCM (RS422)
RCM (RS422)
Reserved (RS422)
Reserved (RS422)
RCM (RS422)
RCM (RS422)
Reserved (RS422)
Reserved (RS422)
Ground
Reserved (ISO)
Reserved (ISO)
Reserved
PMC Controller
Type
Serial in/output
Serial in/output
Ground
Serial in/output
Serial in/output
Ground
Serial in/output
Serial in/output
Ground
Serial output
Serial output
Serial output
Serial output
Serial input
Serial input
Serial input
Serial input
Ground
Serial in/output
Serial output
Ground
D23001 12/01
POSITION
FUNCTION
SELECTED
0
1
2
3
PMC
Suspension
Controller
Yes
No
Yes
No
Yes
Yes
No
No
TABLE 1.
D24001 6/99
Transmission Controller
D24-1
Shift Control
The transmission controller receives a shift lever position signal, accelerator pedal acceleration signal,
transmission speed signals, and signals from other
switches and sensors, and automatically controls the
shift schedule of the transmission including the torque
converter lock-up clutch to provide the optimum range.
Each clutch in the transmission and lock-up clutch in
torque converter are equipped with an electronically
controlled modulation valve, and each clutch is controlled independently. This contributes to the reduction
of shock at each transmission gear change, the prevention of shift hunting, and improvement of durability
of each clutch by controlling the initial engaging pressure, built up ratio, and torque off time for each clutch
to match the conditions, the each acceleration, each
shift up and down, of the machine.
The Transmission Shift Controller provides control of
the transmission based on various inputs from truck
controls and systems. It provides the following functions and features:
Normal (Power) Mode:
In the normal mode, an acceleration sensing shift
point function changes the shift-up point according to the acceleration of the truck when the
accelerator is fully depressed.
Fault codes of the self-diagnostic test are displayed on a seven-segment LED display on the
face of the controller and will illuminate a flashing
lamp on the instrument panel to indicate a fault
has occurred and has been stored.
Fault codes are stored in memory and may be
retrieved even after the start switch is turned off.
Range Selector Positions And Automatic Gear
Shifting Ranges
The automatic gear shifting ranges for each position
of the Range Selector lever are shown in Table 8.
Note that when the operator selects D, the recommended range for normal operation, the Transmission
Controller will engage 2nd range and automatically
shift through the 3rd through 7th gear ranges as required. This will result in the most economical operation. If the operator selects 3, 4, or 5, the
transmission will initially select 1st range and then
upshift only as far as the range selected. These positions provide more effective retarding on grades.
The Shift Limiter switch, located on the center console
in the cab can be used to limit the shift ranges in the
D and L shift lever positions.
Braking Mode:
In the braking mode, (when the retarder is applied) the gear shift point is raised and the speed
of the retarder cooling pump is increased to increase the cooling effect on the retarder. At the
same time, it also improves the effect of using the
engine as a brake.
Selector
Position
Shift
Limiter
OFF
ON
OFF
ON
OFF
R
N
ON
OFF
Speed Range
R N 1 2 3 4 5
*
*
ON
OFF
ON
OFF
ON
OFF
ON
Self Diagnostics:
A self-diagnostic function monitors both the input
and output systems.
D24-2
Transmission Controller
6/99 D24001
The automatic shift-up/shift-down points, torque converter lock-up ON/OFF points and auto brake ON/OFF
points are shown in Figure 24-2 below.
CONDITIONS
Braking
Mode
Normal
Mode
Lock-up:
Lock-up is not actuated in reverse.
When coasting and decelerating (accelerator
pedal released, and brake not applied), the lockup clutch is kept ON under F4 and higher gear
positions.
D24001 6/99
Transmission Controller
D24-3
Conditions:
Conditions:
Conditions:
Conditions:
Conditions:
D24-4
Transmission Controller
6/99 D24001
Safety Functions
Down-shift inhibitor function:
When the gear shift lever is operated during
travel from D to 5 - L, from 5 to 3 - L, from 4 to
L, or from 3 to L:
For example, when traveling at position D (F7), and
the shift lever is moved to position 5, the transmission
is not shifted directly from F7 to F5. It is shifted down
F7 - F6 - F5 sequentially according to the engine
speed. The engine overspeed prevention circuit prevents the transmission from shifting down two gears at
a time if the operator shifts down too far.
Neutral safety function:
If the shift lever is in any position other than N,
this circuit prevents the engine from starting
when the key switch is turned to the START
position.
The neutral safety circuit prevents the truck from moving when the engine is started.
D24001 6/99
Transmission Controller
D24-5
TROUBLESHOOTING -- ATC
GENERAL TROUBLESHOOTING PROCEDURES
The following pages list fault codes and troubleshooting procedures for diagnosing Automatic Transmission Controller (ATC) problems.
If a fault occurs, the technician can trace the problem
using the Electronic Display Panel (EDP), the MOM
Fault Condition screens, and the LED displays on the
Transmission Controller.
D24-6
Transmission Controller
6/99 D24001
Check alternator.
No.
No.
Check harness.
No.
Yes.
No.
Check harness.
No.
Yes.
Check harness.
Yes.
No
No.
D24001 6/99
Yes
No
Transmission Controller
D24-7
Yes.
No.
No.
Yes.
Yes.
Check harness.
No.
No.
No.
Yes.
No.
No.
Yes.
Yes.
No.
No.
Yes.
Check harness.
No.
D24-8
Transmission Controller
6/99 D24001
No.
Yes.
Yes.
No.
No.
Yes.
No.
Check harness.
Change speed sensor.
No.
No.
No.
Turn key on and check whether T/M controller still detects b014.
Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
The fault is recovered.
Check harness.
D24001 6/99
Transmission Controller
D24-9
No.
SHIFT
POSITION
ATC5B,
Pin #
23
22
24
25
26
27
28
Yes.
No.
1 volt or less
Range NOT
Selected
15 volts or
more
Turn key off and disconnect the connector near sensor. Verify the resistance between power source line
(sensor side) and ground line (sensor side) of sensor is between 4.6
and 5.4k.
Yes.
No.
Range
Selected
Yes.
No.
No.
No.
Verify the relation between the resistance between the signal line
(sensor side) of sensor and ground
line (sensor side) of sensor, and accelerator pedal travel is as shown
in Figure 24-4.
Check harness.
Change accelerator sensor.
Change accelerator.
Check harness.
Yes.
No.
Yes.
Yes.
D24-10
Transmission Controller
6/99 D24001
No.
Yes.
No.
Yes.
Check harness.
No.
No.
No.
No.
No.
Yes.
Check harness.
No.
D24001 6/99
No.
Yes.
Check harness.
No.
Transmission Controller
D24-11
FILL SWITCH
Connected
FAULT
CODE
CLUTCH
ATC5A Pin #
Volts
Disconnected
Ohms
Volts
Ohms
Resistance (to
Ground)
@ Switch
Ohms
b031
Lockup
17
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b032
High
12
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b033
Low
10
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b034
1st
13
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b035
2nd
14
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b036
3rd
15
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b038
Reverse
16
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b039
Middle
11
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
2. Turn key OFF, disconnect ATC5A from T/M controller, and measure the resistance between the
pins (harness side) and chassis as listed in the
chart above.
Yes.
No.
Yes.
Check harness.
No.
2. Turn key off, disconnect ATC5A from T/M controller, and measure the resistance between the pins
(harness side) and chassis as listed below.
Yes.
No.
Yes.
No.
Check harness.
FILL SWITCH
Connected
FAULT
CODE
CLUTCH
ATC5A Pin #
Volts
Disconnected
Ohms
Volts
Ohms
Resistance (to
Ground)
@ Switch
Ohms
b041
Lockup
17
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b042
High
12
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b043
Low
10
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b044
1st
13
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b045
2nd
14
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b046
3rd
15
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b048
Reverse
16
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b049
Middle
11
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
D24-12
Transmission Controller
6/99 D24001
FILL SWITCH
Connected
FAULT
CODE
CLUTCH
ATC5A Pin #
Volts
Resistance
@ Switch
Disconnected
Ohms
Volts
Ohms
Ohms
b051
Lockup
17
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b052
High
12
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b053
Low
10
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b054
1st
13
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b055
2nd
14
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b056
3rd
15
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b058
Reverse
16
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b059
Middle
11
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
FAULT CODE
REFER TO TROUBLESHOOTING
PROCEDURES FOR THE CODES BELOW
b051
b041
b052
b042
b053
b043
b054
b044
b055
b045
b056
b046
b058
b048
b059
b049
D24001 6/99
ATC2
Pin #
Pin to Pin
Pin to
Chassis
b071, 91
10, 20
5 -- 25
1M or more
b072, 92
9, 19
5 -- 25
1M or more
b073, 93
7, 17
5 -- 25
1M or more
bo74, 94
2, 13
5 -- 25
1M or more
b075, 95
4, 15
5 -- 25
1M or more
b076, 96
3, 13
5 -- 25
1M or more
b078, 98
5, 15
5 -- 25
1M or more
b079, 99
8, 18
5 -- 25
1M or more
Yes.
Yes.
No.
No.
Transmission Controller
D24-13
Yes.
Check harness.
No.
Change solenoid.
No.
No.
Yes.
No.
No.
Yes.
No.
No.
Yes.
Yes.
No.
Yes.
Turn key off and disconnect ATC3B from T/M controller. Verify the resistance between ATC3B, P-27 and
P-16 is between 1 and 500 k.
No.
Check harness.
D24-14
Yes.
No.
Check harness.
No.
Yes.
Yes.
No.
Check harness.
Yes.
Yes.
Yes.
Turn key off and set the T/M Controller rotary switch 1 to D.
Check harness.
No.
Transmission Controller
6/99 D24001
Yes.
Yes.
No.
No.
Yes.
No.
Yes.
Yes.
No.
No.
Turn key off and disconnect the connector near sensor. Verify the resistance between signal line (sensor side) and
ground line (sensor side) of sensor is between 1 and 500 k.
Yes.
Check harness.
No.
Yes.
Yes.
No.
No.
Yes.
Yes.
No.
No.
Yes.
Check harness.
Yes.
Check harness.
No.
No.
D24001 6/99
Transmission Controller
D24-15
Yes.
Yes.
Check whether the torque converter outlet oil temperature is 120C (248 F) or
more.
Yes.
No.
Check harness.
No.
Yes.
Check whether T/M controller still detects b0d2 on MOM screen s2231 again.
No.
Check whether T/M controller still detects fault code b0d2 by using the MOM
screen (s2231) again.
Yes.
No.
No.
Yes.
Yes.
Check harness
No.
Change filter.
No.
Turn key on and verify voltage level between ATC5A, P-6 and chassis is 20 V or
more.
Yes.
Yes.
No.
No.
D24-16
Check whether there is the continuity between ATC5A, P-6 and filter restriction
switch.
No.
No.
Yes.
No.
Check harness.
Change switch.
Check harness.
Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
Transmission Controller
6/99 D24001
Yes.
Yes.
Check whether the left rear brake oil temperature is 120C (248 F) or more.
Yes.
Yes.
Check whether T/M controller still detects b0d4 on the MOM screen s2231
again.
Yes.
No.
No.
Check whether T/M controller still detects b0d4 on MOM screen s2231 again.
Yes.
Yes.
No.
Yes.
No.
Check harness.
No.
No.
Yes.
No.
Check harness.
No.
No.
No.
Yes.
No.
Replace alternator
Check harness
b0d8 : OVERRUN
Check whether T/M controller still detects b0d8 on
MOM screen s2231 with engine running at proper
speed.
Yes.
No.
D24001 6/99
Transmission Controller
D24-17
Yes.
No.
Check harness.
No.
Yes.
Check whether the voltage level between ATC5B, P-36 and chassis is 20 V
or more with engine running.
Yes.
Check harness.
No.
No.
Turn key on and check whether the voltage level between ATC3A, P-9 and chassis is 4 V or more.
No.
Check harness.
No.
No.
No.
Turn key on and check whether the voltage level between ATC3A, P-19 and
chassis is 4 V or more.
Check whether there is the continuity between ATC3A, P-9 and level switch.
Yes.
No.
Check harness.
No.
Yes.
Yes.
Yes.
Yes.
No.
No.
D24-18
Transmission Controller
Check whether there is the continuity between ATC3A, P-19 and pressure
switch.
Change pressure switch.
Check harness.
Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
6/99 D24001
Check steering accumulator 2 for low nitrogen pressure (See Section L).
Check whether rear brake accumulator nitrogen pressure is too low (See Section J).
Yes.
Yes.
No.
Turn key on and check whether the voltage level between ATC3A, P-20 and
chassis is 4 V or more.
No.
Turn key on and check whether the voltage level between ATC5A, P-7 and chassis is 20 V or more.
Yes.
Check whether there is the continuity between ATC3A, P-20 and pressure
switch.
Yes.
No.
Check harness.
No.
Yes.
Yes.
No.
Check harness.
No.
Yes.
No.
Check harness.
No.
No.
Check whether there is the continuity between ATC5A, P-7 and pressure switch.
Yes.
Yes.
No.
Yes.
Yes.
Yes.
No.
No.
No.
Yes.
D24001 6/99
Check whether the voltage level between ATC3A, P-11 and chassis is 20 V
or more with engine running.
Transmission Controller
D24-19
Yes.
Check whether the front brake oil temperature is 120C (248 F) or more.
Yes.
Yes.
Yes.
Check whether the rear brake oil temperature is 120C (248 F) or more.
Yes.
Check whether T/M controller still detects b0F2 on MOM screen s2231
again.
Yes.
Check whether T/M controller still detects b0F3 on MOM screen s2231
again.
Yes.
Yes.
No.
No.
No.
Check whether T/M controller still detects b0F2 on MOM screen s2231
again.
Yes.
Yes.
No.
No.
No.
No.
Yes.
Yes.
No.
Check harness.
Check whether T/M controller still detects b0F3 on MOM screen s2231
again.
No.
Yes.
No.
Yes.
No.
Check harness.
D24-20
Transmission Controller
6/99 D24001
Yes.
Yes.
Check whether T/M controller still detects b0F4 by MOM screen of s2231
again.
Yes.
No.
No.
Check whether T/M controller still detects b0F4 by MOM screen of s2231
again.
Yes.
Yes.
No.
Yes.
No.
Check harness.
No.
No.
D24001 6/99
Transmission Controller
D24-21
b002:
SOLENOID VOLTAGE FAILURE
AND
The above conditions continue for 0.2 seconds.
AND
Either (a) or (b) below occurs:
a. Solenoid 1 power supply is 18 volts or less
b. Solenoid 2 power supply is 18 volts or less
AND
D24-22
Transmission Controller
6/99 D24001
b003:
NEUTRAL SAFETY ON
b006:
TRANSMISSION CUT RELAY FAILURE
b005:
CLUTCH ENGAGED DOUBLE
D24001 6/99
Transmission Controller
D24-23
b007
BATTERY VOLTAGE LOW (12V)
b011:
TRANSMISSION INPUT SPEED SIGNAL LOST
b010:
ENGINE SPEED SIGNAL LOST
D24-24
B012:
TRANSMISSION MID SPEED SIGNAL LOST
Fault Detecting Logic:
Protection circuit detects disconnection in speed signal circuit.
ATC Operation When Fault is Detected:
Transmission holds current range position.
Remains in NEUTRAL when range selector is
returned to N.
Limp Home Procedure:
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R, or
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Transmission Controller
6/99 D24001
b014:
MACHINE SELECT SIGNAL FAILURE
Note: Fault detection only occurs at truck start-up.
Fault Detecting Logic:
Rotary switch setting agrees with software for truck
model , harness model selection does not agree with
software for truck model, and conditions exist for 0.1
seconds
ATC Operation When Fault is Detected:
B013
TRANSMISSION OUTPUT SPEED SIGNAL LOST
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R, or
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
Protection circuit does not detect disconnection
and condition exists for 1.5 seconds.
D24001 6/99
Transmission Controller
D24-25
b015:
LEVER SIGNAL FAILURE A
b017:
ACCEL SENSOR FAILURE
b019:
ECMV OIL TEMPERATURE SENSOR FAILURE
b016:
LEVER SIGNAL FAILURE B
D24-26
Transmission Controller
6/99 D24001
b021:
LOCKUP CLUTCH FAILURE
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
AND
b023:
L CLUTCH FAILURE
AND
Conditions exist for 0.5 seconds.
ATC Operation When Fault is Detected:
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
b022:
H CLUTCH FAILURE
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
D24001 6/99
Transmission Controller
D24-27
b024:
1st CLUTCH FAILURE
b026:
3rd CLUTCH FAILURE
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b025:
2nd CLUTCH FAILURE
OR
After limp home switch is turned ON, set (1st,
MID) by shifting the lever from N to D, 5, 4, 3 or
L.
D24-28
Transmission Controller
6/99 D24001
b028:
R CLUTCH FAILURE
b031:
LOCKUP CLUTCH ECMV FAILURE I
R clutch command ON, R clutch in sliding, or transmission output speed sensor failure and R fill signal is ON
AND
AND
Conditions exist for 0.8 seconds.
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R , or
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b032:
H CLUTCH ECMV FAILURE I
b029:
M CLUTCH FAILURE
AND
D24001 6/99
Transmission Controller
D24-29
b033:
L CLUTCH ECMV FAILURE I
b035:
2nd CLUTCH ECMV FAILURE I
AND
AND
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
OR
After stopping the truck, set (2nd, LOW) by shifting the lever from N to D, 5, 4, 3 or L.
AND
AND
ATC Operation When Fault is Detected:
D24-30
Transmission Controller
6/99 D24001
b038:
R CLUTCH ECMV FAILURE I
b041:
LOCKUP CLUTCH ECMV FAILURE II
AND
AND
b039:
M CLUTCH ECMV FAILURE I
Fault Detecting Logic:
b042:
H CLUTCH ECMV FAILURE II
AND
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
OR
D24001 6/99
Transmission Controller
D24-31
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
OR
After stopping the truck, set (2nd, LOW) by shifting the lever from N to D, 5, 4, 3 or L.
b043:
L CLUTCH ECMV FAILURE II
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b045:
2nd CLUTCH ECMV FAILURE II
AND
Conditions exist for 0.8 seconds.
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
b044:
1st CLUTCH ECMV FAILURE II
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
D24-32
Transmission Controller
6/99 D24001
b046:
3rd CLUTCH ECMV FAILURE II
b049:
M CLUTCH ECMV FAILURE II
AND
AND
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
OR
OR
After stopping the truck, set (2nd, LOW) by shifting the lever from N to D, 5, 4, 3 or L.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b048:
R CLUTCH ECMV FAILURE II
Fault Detecting Logic:
R clutch command ON, R clutch in sliding, R fill signal
OFF.
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
Transmission shifts to NEUTRAL.
Limp Home Procedure:
Cannot shift to REVERSE
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
D24001 6/99
Transmission Controller
D24-33
b051:
LOCKUP CLUTCH ECMV FAILURE III
After stopping the truck, set (1st, HIGH) by shifting the range selector from N to R
AND
AND
b053:
L CLUTCH ECMV FAILURE III
Fault Detecting Logic:
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
OR
AND
AND
Limp Home Procedure:
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R or
After stopping the truck, set (2nd, LOW) by shifting the lever from N to D, 5, 4, 3 or L.
b052:
H CLUTCH ECMV FAILURE III
D24-34
Transmission Controller
6/99 D24001
b054:
1st CLUTCH ECMV FAILURE III
b055:
2nd CLUTCH ECMV FAILURE III
AND
AND
After stopping the truck, set (2nd, LOW) by shifting the range selector from N to D, 5, 4, 3 or L.
AND
b056:
3rd CLUTCH ECMV FAILURE III
Fault Detecting Logic:
3rd clutch command ON, 3rd clutch not in sliding, 3rd
fill signal OFF
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
Hold current shift range.
Hold NEUTRAL when range selector is placed in
N.
Limp Home Procedure:
Cannot shift to REVERSE
D24001 6/99
Transmission Controller
D24-35
b059:
M CLUTCH ECMV FAILURE III
AND
AND
b058:
R CLUTCH ECMV FAILURE III
After stopping the truck, set (REV, MID) by shifting the range selector from N to R
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
AND
D24-36
Transmission Controller
6/99 D24001
b060:
ENGINE SPEED SENSOR FAILURE
OR
AND
The above conditions exist for 10 seconds
AND
The above conditions exist for 10 seconds
OR
Engine speed is 650 rpm or more, torque converter
inlet pressure is less than 0.5 kg/cm2, torque converter
outlet pressure is less than 0.5 Kg/cm2
AND
b061:
TRANSMISSION INPUT SPEED SENSOR FAILURE
Fault Detecting Logic:
AND
Transmission input speed signal out of range
AND
The above conditions exist for 0.5 seconds.
ATC Operation When Fault is Detected:
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
OR
Torque converter outlet pressure less than 2 Kg/cm2,
AND
The above conditions exist for 0.5 seconds
OR the following conditions must exist:
Engine speed is 650 rpm or more,
AND
D24001 6/99
Transmission Controller
D24-37
b062:
TRANSMISSION MIDDLE SPEED SENSOR FAILURE
b063:
TRANSMISSION OUTPUT SPEED SENSOR FAILURE
AND
AND
AND
AND
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
D24-38
Transmission Controller
6/99 D24001
b071:
LOCKUP CLUTCH SOLENOID FAILED HIGH
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
AND
Limp Home Procedure:
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
b073:
LOW CLUTCH SOLENOID FAILED HIGH
AND
The protection circuit does not detect a hot short for
0.5 seconds.
b072:
HIGH CLUTCH SOLENOID FAILED HIGH
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
AND
Limp Home Procedure:
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
D24001 6/99
Transmission Controller
D24-39
b074:
1st CLUTCH SOLENOID FAILED HIGH
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
AND
Limp Home Procedure:
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
After stopping the truck, set (2nd, LOW) by shifting the range selector from N to D, 5, 4, 3 or L.
b076:
3rd CLUTCH SOLENOID FAILED HIGH
AND
The protection circuit does not detect a hot short for
0.5 seconds.
b075:
2nd CLUTCH SOLENOID FAILED HIGH
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
AND
Limp Home Procedure:
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
D24-40
Transmission Controller
6/99 D24001
b078:
REVERSE CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
Protection circuit detects short to ground
OR
b081:
TORQUE CONVERTER INLET PRESSURE SIGNAL
FAILURE
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
AND
AND
The protection circuit does not detect a hot short for
0.5 seconds
b079:
MIDDLE CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
AND
The above condition exists for 0.5 seconds.
D24001 6/99
Transmission Controller
D24-41
b082:
TORQUE CONVERTER OUTLET PRESSURE SIGNAL FAILURE
b083:
TORQUE CONVERTER INLET PRESSURE SENSOR FAILURE
AND
AND
No change in operation
Fault Recovery Logic:
The following conditions are required for recovery
during operation:
Torque converter outlet pressure sensor output more
than 0.5 volts, and less than 4.5 volts,
AND
AND
The above conditions exist for 10 seconds
ATC Operation When Fault is Detected:
No change in operation
OR
Engine speed is less than 100 rpm, torque converter
inlet pressure is less than 2 Kg/cm2,
AND
The above conditions exist for 2 seconds
The following conditions are required for recovery
when the truck is restarted:
Engine speed is 650 rpm or more, torque converter
inlet pressure is 0.5 Kg/cm2 or more,
AND
The above conditions exist for 0.5 seconds
OR
Engine speed is less than 100 rpm, torque converter
inlet pressure is less than 2 Kg/cm2,
AND
The above conditions exist for 0.5 seconds
D24-42
Transmission Controller
6/99 D24001
b084:
TORQUE CONVERTER OUTLET PRESSURE SENSOR FAILURE
b091:
LOCKUP CLUTCH SOLENOID FAILED LOW
Fault Detecting Logic:
AND
The above conditions exist for 10 seconds
OR
Engine speed is less than 100 rpm, torque converter
inlet pressure is less than 2 Kg/cm2, and torque converter outlet pressure is 2 Kg/cm2 or more,
AND
b092:
H CLUTCH SOLENOID FAILED LOW
Fault Detecting Logic:
OR
Engine speed is less than 100 rpm, torque converter
outlet pressure is less than 2 Kg/cm2,
AND
AND
The conditions exist for 0.5 seconds
ATC Operation When Fault is Detected:
No change in operation
Fault Recovery Logic:
Conditions required for recovery during operation
Protection circuit does not detect disconnection for 1.0
second.
OR
AND
The above conditions exist for 0.5 seconds
D24001 6/99
Transmission Controller
D24-43
b093:
L CLUTCH SOLENOID FAILED LOW
b095:
2nd CLUTCH SOLENOID FAILED LOW
AND
AND
No change in operation
No change in operation
b094:
1st CLUTCH SOLENOID FAILED LOW
b096:
3rd CLUTCH SOLENOID FAILED LOW
AND
AND
No change in operation
No change in operation
D24-44
Transmission Controller
6/99 D24001
b098:
R CLUTCH SOLENOID FAILED LOW
b0A1:
MACHINE SELECT FAILURE
Note: Fault detection only occurs at truck start-up.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
b099:
M CLUTCH SOLENOID FAILED LOW
Fault Detecting Logic:
Solenoid output ON and protection circuit detects a
disconnection,
AND
b0A2:
TORQUE CONVERTER OIL TEMPERATURE SENSOR FAILURE
Fault Detecting Logic:
Oil temperature is 150C (302F) or more and condition exists for 2.0 seconds.
D24001 6/99
Transmission Controller
D24-45
b0A3:
FUEL LEVEL SENSOR FAILURE
b0b1:
TRANSMISSION OIL TEMPERATURE SENSOR
FAILURE
b0A4:
REAR BRAKE OIL TEMPERATURE SENSOR FAILURE
b0b2:
COOLANT TEMPERATURE SENSOR
Oil temperature is 150C (302F) or more and condition exists for 2.0 seconds.
No change in operation
Fault Recovery Logic:
D24-46
Transmission Controller
6/99 D24001
b0b4:
RIGHT REAR BRAKE OIL TEMPERATURE SENSOR FAILURE
Fault Detecting Logic:
Oil temperature is 150C (302F) or more and condition exists for 2.0 seconds.
ATC Operation When Fault is Detected:
b0C1:
CONNECTOR MISMATCH
Note: Failure detection occurs only when truck is
started.
Fault Detecting Logic:
ATC3A pin 1 is not open or ATC3A pin 1 is not
grounded
AND
No change in operation
b0b5:
FRONT BRAKE OIL TEMPERATURE SENSOR
FAILURE
b0C3:
BCV FRONT SOLENOID HOT SHORT
Fault Detecting Logic:
No change in operation
Protection circuit detects hot short and protection circuit does not detect short circuit
AND
No change in operation
Fault Recovery Logic:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Protection circuit does not detect hot short and condition exists for 0.5 seconds
D24001 6/99
Transmission Controller
D24-47
b0C4:
BCV REAR SOLENOID HOT SHORT
b0C6:
BCV REAR SOLENOID DISCONNECT
Protection circuit detects hot short and protection circuit does not detect short circuit
AND
AND
No change in operation
No change in operation
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
Protection circuit does not detect hot short and condition exists for 0.5 seconds
b0C7:
BCV FRONT SOLENOID SHORT TO GROUND
b0C5:
BCV FRONT SOLENOID DISCONNECT
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
No change in operation
Fault Recovery Logic:
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
D24-48
Transmission Controller
6/99 D24001
b0C8:
BCV REAR SOLENOID SHORT TO GROUND
b0d2:
TORQUE CONVERTER OVERHEAT
No change in operation
b0d3:
COOLANT TEMPERATURE OVERHEAT
Fault Detecting Logic:
Temperature gauge (Electronic Display Panel) goes
into red zone.
b0d1:
CHANGE TRANSMISSION FILTER
AND
Conditions exist for 2 seconds.
b0d4:
LEFT REAR BRAKE OIL TEMPERATURE OVERHEAT
D24001 6/99
Transmission Controller
D24-49
b0d5:
LARGE LATERAL INCLINATION
b0d8:
OVERRUN
No change in operation
No change in operation
b0dA:
BATTERY DIRECT VOLTAGE FAILURE
b0d7:
BATTERY CHARGE CIRCUIT FAILURE
No change in operation
AND
Conditions exist for 2 seconds.
b0db:
SWITCHED VOLTAGE FAILURE
D24-50
Transmission Controller
6/99 D24001
b0E2:
LOW STEERING SYSTEM PRESSURE
b0E4:
LOW STEERING PRECHARGE PRESSURE 2
AND
No change in operation
No change in operation
b0E3:
LOW STEERING PRECHARGE PRESSURE 1
b0E6:
LOW FRONT BRAKE PRECHARGE PRESSURE
No change in operation
No change in operation
D24001 6/99
Transmission Controller
D24-51
b0E7:
LOW REAR BRAKE PRECHARGE PRESSURE
b0F2:
FRONT BRAKE OIL TEMPERATURE OVERHEAT
No change in operation
No change in operation
b0F3:
REAR BRAKE OIL TEMPERATURE RIGHT
OVERHEAT
Fault Detecting Logic:
Temperature gauge (Electronic Display Panel) goes
into red zone.
ATC Operation When Fault is Detected:
b0F1:
LOW FRONT BRAKE OIL PRESSURE
No change in operation
Fault Recovery Logic:
No change in operation
AND
Fault Recovery Logic:
D24-52
Transmission Controller
6/99 D24001
Function
The Transmission Controller has 5 connectors, including two 36-pin connectors. If a cable is improperly
assembled or has an open circuit, the Transmission
Controller detects an appropriate fault and displays the
fault on the Controller LED and the MOM screen.
DC voltage input
Analog output
Analog output
Analog output
Analog output
Figure 24-5 shows the location of the harness connectors on the controller housing and the pin number
designation. The following tables list each connector
and individual pins with the function and signal type for
each circuit.
Reserved
Analog output
Analog output
Analog output
Analog output
11
12
13
Analog output
Analog output
16
17
Analog output
18
Solenoid (-),
intermediate clutch
Analog output
19
Analog output
20
21
Power ground
Ground
10
14
15
Type
Analog output
Analog output
Analog output
Analog output
Function
Type
Reserved
Digital output
Digital output
Digital output
Reserved
Digital output
Reserved
Digital output
Pin No.
Reserved
Digital output
Reserved (RS422)
Serial output
DC voltage input
Reserved (RS422)
Serial input
Reserved (RS422)
Serial output
Ground
Power source
(Switched)
Ground
Reserved (RS422)
Serial input
DC voltage input
Reserved (RS485)
Serial in/output
Digital output
S-NET (+)
Serial in/output
Digital output
Reserved (RS422)
Serial output
Digital output
Reserved
Digital input
Digital output
Reserved (RS422)
Serial input
Digital output
Ground
Ground
15
Reserved
Transmission solenoid
cut relay
10
11
Reserved (RS422)
Serial in/output
12
S-NET (+)
Serial in/output
16
Ground
Ground
17
Power source
(Switched)
DC voltage input
8
9
10
11
12
13
14
Reserved
BCV (Rear) relay
Reserved
Reserved
D24001 6/99
Digital output
Transmission Controller
Function
Type
D24-53
Function
Type
Connector check
Digital input
Pulse input
Function
Type
Connector check
Digital input
Pulse input
Rear brake
Digital input
Shift wait
PWM input
Body float
Digital input
Throttle modification
Pulse output
Body seating
Digital input
Analog output
Lateral inclination
Digital input
Digital input
Digital input
Analog input
Digital input
10
Analog input
Reserved
Front brake accumulator
precharge pressure
11
Digital input
10
Digital input
12
Pulse input
11
Digital input
12
Digital input
13
Pulse input
Digital input
14
Ground
Ground
13
14
Digital input
15
PWM output
Ground
15
Digital input
16
Brake command
Ground
16
Digital input
17
Analog input
17
Digital input
18
Digital input
19
F1 start switch
Digital input
Analog input
20
Digital input
Analog input
21
Digital input
22
Digital input
7
8
9
18
19
20
Analog input
Analog input
Analog input
CONNECTOR ATC3B
Digital input
21
Alternator R terminal
Analog input
23
Digital input
22
Reserved
Analog input
24
Digital input
23
Analog input
25
26
Digital input
Digital input
24
Fuel level
Analog input
27
Digital input
25
Coolant temperature
Retarder cooling oil
temperature (left)
Analog input
28
Digital input
Analog input
29
Digital input
30
Machine select 1
Digital input
Analog input
31
Machine select 2
Digital input
32
Machine select 3
Digital input
33
Analog input
34
Machine select 4
Parking brake
Digital input
Digital input
Analog input
35
Reserved
Digital input
36
Digital input
26
27
28
29
30
Analog input
31
Throttle pedal
Analog input
32
Reserved
Analog input
33
Reserved
Analog input
34
Reserved
Analog input
35
Reserved
Analog input
36
Reserved
Analog input
D24-54
Transmission Controller
6/99 D24001
Rotary Switch
The Electronic Display Panel (Figure 25-1) has two 16
position rotary switches located under the protective
grommets labeled 2 and 3. (There are no switches
located under grommet 1.) The rotary switch under
grommet 3 is reserved for future use.
D25-2
6/99 D25001
12. Speedometer
> Digital display indicates 0 - 99 km/h or 0 - 99
mph (selectable) truck speed.
(Note: Jumper J01 at connector P11, pin 9
closed to ground selects miles per hour (mph).
Open selects kilometers per hour (kp/h.))
13. Tachometer
> 25 segment display indicates 0 - 2350 rpm engine speed. Each segment represents 100 rpm.
> 7 level display, appropriate segment lights to indicate temperature (See Figure 25-3).
> 7 level display, appropriate segment lights to indicate temperature (See Figure 25-3).
> Digital display indicates actual range transmission is currently operating in.
> Flashes if a problem occurs in any engine control system. Also, Central Warning Lamp and
buzzer actuate intermittently.
D25001 6/99
D25-3
29. Odometer
> Operates when speedometer is operating. Display is miles or kilometers.
D25-4
6/99 D25001
7. Check Engine
8. Parking Brake
> Illuminates when the parking brake is applied. If
the parking brake is applied and the range selector is not in NEUTRAL, the Central Warning
lamp flashes and buzzer sounds.
9. Body Float
> Illuminates when the body is not seated on the
frame and when the hoist contro is any position
other than FLOAT. If the range selector is not
in NEUTRAL, the Central Warning lamp flashes
and buzzer sounds.
> Illuminates if a transmission oil filter is restricted. The Central Warning lamp flashes.
D25001 6/99
D25-5
> The Central Warning Lamp Monitor lamp will illuminate if any of the above monitor lamps in
the L.H. pod are activated. This lamp is also activated if a fault is registered on the MOM display.
This lamp flashes, and at the same time the
alarm buzzer sounds intermittently, if an abnormality has occurred in any one of the following
systems:
This lamp will also flash and the alarm buzzer will
sound, if the parking brake is applied and the range
selector lever is not at Neutral.
D25-6
Lamp Test
The Lamp Test switch (14, Figure 25-4) is a three
position, two function switch. The switch is spring
loaded to the middle, neutral position. If depressed
on the right side and held, it is a lamp test for all of the
monitor lamps except the check engine lamp.
If the left side of the rocker switch is depressed and
held, the lamp test for the check engine lamp will
function.
When the check engine lamp is illuminated because
of a fault in the Centry System, depress and release
the left side of the rocker switch. Wait, and the Check
Engine lamp will begin flashing the fault codes. (Refer
to CENTRY FUEL SYSTEM DIAGNOSTICS, Section N for fault code information.)
6/99 D25001
The table below lists the priority, code number displayed, and the action the operator should take.
ACTION CODES
Priority
Code
04
Description
06
05
07
03
02
01
D25001 6/99
D25-7
The following pages list fault codes and troubleshooting procedures for diagnosing the Electronic Display
Panel and associated wiring and components.
Step Connector
No.
No.
Pin
No.
Function
Connector
No.
Pin
No.
A-1
Vb
(20V)
P11
P04
A-2
LCD Tx
P10
A-3
LCD Tx
P04
A-4
SCK
P10
P04
LCD
LOAD
P10
P04
LCD
COM
P10
P04
P10
P04
P12
P10
P11
P08
16
P05
12
P12
A-5
5
P02
A-6
A-7
A-8
A-9
A-10
GND
P/S
DATA
P04
SHIFT/
LOAD
P04
P10
RESET
TABLE 1.
D25-8
6/99 D25001
Step No.
Connector
No.
Step
No.
Connector
No.
Pin
No.
Function
Connector
No.
C-12
C-13
C-14
P02
Pin No.
Function
B-1
Vb (20V)
C-16
B-2
LCD Tx
C-17
B-3
SCK
C-18
LCD LOAD
C-19
B-5
LCD LOAD
C-20
B-6
LCD COM
C-21
P02
B-4
C-15
B-7
RESET
B-8
P/S DATA
C-23
SHIFT/
LOAD
C-24
P10
B-9
TABLE 2.
P02
Vb (20V)
P10
C-22
P02
LCD Tx
P10
C-27
4
P02
P02
P3
7
P10
C-32
5
P02
C-34
P02
SCK
C-36
Function
C-1
Connector
No.
Pin
No.
P10
P05
12
C-2
C-3
C-4
3
P05
C-6
Power
Supply
(+24V)
P02
4
5
C-7
C-8
C-9
C-10
P10
C-11
P02
P02
P10
C-41
P02
P02
LCD
COM
P10
C-44
7
1
2
P02
RESET
P10
C-46
C-47
1
2
C-42
C-45
6
7
LCD LOAD
C-40
C-43
1
2
C-38
C-39
6
7
C-37
Pin
No.
1
2
C-33
C-35
5
6
LCD Tx
C-31
Step Connector
No.
No.
C-26
C-30
Circuits in each step below should not show continuitybetween the connector and pin on the left side of the
chart and the connector and pin on the right side of the
chart.
C-25
C-29
4
P02
C-28
C-5
Pin
No.
1
2
P10
P/S
DATA
P10
1
2
TABLE 3 (Cont.)
TABLE 3.
D25001 6/99
D25-9
Yes. Check the module harness circuit step B1, Table 1. Verify the circuit does not
show a short to ground (chassis).
No.
D25-10
6/99 D25001
No.
1. Start engine.
2. Check whether voltage between alternator terminal R and chassis ground is between 20 and 30V.
No.
No.
Check and repair or replace the harness between P01, pin 1 and alternator
R terminal or between P01, pin 4 and
chassis ground.
Check and replace the alternator.
No.
Check and repair or replace the harness between P08 pin 1 and Central
Warning lamp connector.
Disconnect Central Warning lamp connector, and turn key ON.
Check and repair or replace the harness between P08, pin 2 and alarm
buzzer connector.
No.
D25001 6/99
No.
Yes.
Check and repair or replace the harness between +24V and Central
Warning lamp connector.
D25-11
No.
Check and repair or replace the harness between +24V and alarm buzzer
connector.
Check and repair or replace the harness between P08, pin 2 and alarm
buzzer connector.
No.
No.
No.
SPEEDOMETER, TACHOMETER, SHIFT INDICATOR AND ALL INFORMATION FROM T/M CONTROLLER DO NOT WORK NORMALLY (No display
given or displays do not move):
or
A013: S-NET COMMUNICATION LOST (T/M)
or
A018: MACHINE SELECT INFORMATION FAILURE
1. Check whether high beam pilot and turn signal
pilot lamps light up normally .
Yes. Turn Key switch OFF. Disconnect EDP
connector P05, ATC connector ATC4,
PMC connector PMC5 and Suspension
Controller connector SSP2A.
2. Verify S-NET harness circuit continuity (female
connectors) as follows:
EDP; P05, pin 3 and ATC; ATC4, pin 6
No.
Refer to troubleshooting: Speedometer, tachometer, shift indicator and all information from T/M controller do not
work normally.
D25-12
6/99 D25001
Yes.
No.
Check and repair or replace the harness between P08, pin 3 and caution lamp connector.
No.
No.
D25001 6/99
D25-13
No.
No.
Yes.
Yes.
Check and repair or replace the harness between P08, pin 4 and caution lamp connector.
Disconnect caution lamp connector,
Turn key on.
No.
No.
Yes.
Check and repair or replace the harness between P08, pin 5 and caution lamp connector.
No.
D25-14
Yes.
No.
Check and repair or replace the harness between +24V and caution
lamp connector.
6/99 D25001
No.
Check and repair or replace the harness between P08, pin 5 and caution
lamp connector.
No.
No.
Check and repair or replace the harness between +24V and caution
lamp connector.
D25001 6/99
Check and repair or replace the harness between P08, pin 6 and caution lamp connector.
D25-15
Check and repair or replace the harness between P08, pin 7 and caution
lamp connector.
No.
No.
No.
Check and repair or replace the harness between P08, pin 7 and caution lamp connector.
Disconnect caution lamp connector,
Turn key on.
No.
Check and repair or replace the harness between +24V and caution
lamp connector.
D25-16
Check and repair or replace the harness between P08, pin 8 and caution lamp connector.
6/99 D25001
No.
No.
Check and repair or replace the harness between +24V and caution
lamp connector.
No.
Yes.
Check and repair or replace the harness between P08, pin 9 and caution lamp connector.
No.
Yes.
No.
Check and repair or replace the harness between +24V and caution
lamp connector.
D25001 6/99
D25-17
No.
Check and repair or replace the harness between P08, pin 10 and caution lamp connector.
No.
D25-18
Yes.
No.
Check and repair or replace the harness between +24V and caution
lamp connector.
6/99 D25001
No.
No.
No.
No.
No.
No.
6. Verify voltage between +24V side of this connector and chassis ground is between 20 and 30V.
D25001 6/99
D25-19
No.
Check and repair or replace the harness between P08, pin 12 and caution lamp connector.
No.
No.
Check and repair or replace the harness between P08, pin 12 and caution
lamp connector.
No.
Check and repair or replace the harness between P08, pin 13 and caution lamp connector.
No.
Check and repair or replace the harness between +24V and caution
lamp connector.
D25-20
6/99 D25001
No.
Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key
ON.
Check and repair or replace the harness between P08, pin 14 and pilot
lamp connector.
No.
No.
Check and repair or replace the harness between +24V and pilot lamp
connector.
No.
4. Verify there is no continuity between T/M controller ATC5A, pin 3 and chassis ground when body
is not in float position.
Yes.
D25001 6/99
D25-21
No.
No.
Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key ON.
D25-22
Check and repair or replace the harness between +24V and pilot lamp
connector.
No.
6/99 D25001
No.
Check and repair or replace the harness between P05, pin 7 and pilot
lamp connector.
No.
Yes.
No.
Check and repair or replace the harness between +24V and pilot lamp
connector.
Yes.
No.
Check and repair or replace the harness between P05, pin 8 and caution lamp connector.
No.
Check and repair or replace the harness between +24V and caution
lamp connector.
D25001 6/99
D25-23
D25-24
6/99 D25001
A016:
S-NET COMMUNICATION LOST (SUS)
1. With key switch OFF, disconnect Electronic Display Panel connector P05, Transmission Controller connector ATC4, and PMC connector PMC5.
2. Verify continuity of S-NET harness circuits (female connectors) as follows:
EDP; P05, pin 3 and ATC; ATC4, pin 6
EDP; P05, pin 4 and PMC; PMC5, pin 2
EDP; P05, pin 5 and PMC; PMC5, pin 3
EDP; P05, pin 3 and PMC; PMC5, pin 3: no
continuity.
EDP; P05, pin 4 and PMC; PMC5, pin 3: no
continuity.
Abnormal -- Repair or replace the harness.
Normal -- Check whether PMC detects E0C1.
Yes.
No.
D25001 6/99
D25-25
A012:
S-NET COMMUNICATION FAILURE
A022:
COOLANT TEMPERATURE OVERHEAT
A023:
TORQUE CONVERTER OVERHEAT
A011:
S-NET COMMUNICATION LOST
Fault codes A013, A014 and A016 are displayed in
MOM at each fault occurrence. However, each code
is stored in the fault history data log as fault code A011.
To diagnose the A011 fault code, refer to A013,
A014 or A016.
A024:
BRAKE OIL OVERHEAT
Refer to troubleshooting fault code b0d4, b0F2 or
b0F3, for the Transmission Controller.
A001:
OUTPUT CIRCUIT FAILED
Fault codes A001, A002 and A003 are displayed in
MOM at each fault occurrence. However, each code
is stored in fault history data log as fault code A000.
To diagnose the A000 fault code, refer to A001,
A002 or A003.
A021:
LOW BRAKE AIR PRESSURE (Not applicable,
530M)
Refer to troubleshooting fault code b0E9, for the
Transmission Controller.
D25-26
6/99 D25001
Function
Type
Charge signal
Drive power
Night lighting
Light power
Ground
Ground
Reserved
----
Function
Vd OUT (+8V)
----
----
S-NET (+)
----
S-NET (+)
----
S-NET (GND)
Power supply (+24V)
Reserved
10
Reserved
11
Reserved
12
DC voltage
input
Digital
output 13
Digital
output 14
Digital
output 15
Digital
output 16
Digital
output 17
Ground
Function
----
Type
Function
Type
Type
Digital output
Vb IN (20V)
----
Digital output
LCD Tx OUT
----
LCD Tx IN
----
SCK
----
Digital
output 0
Digital
output 1
LCD LOAD
----
LCD COM
----
RESET
----
GND
----
Digital
output 2
Digital
output 3
Digital
output 4
Digital
output 5
Digital
output 6
10
Digital
output 7
Digital
output 8
Digital
output 9
13
Digital
output 10
14
Function
Type
11
Vb OUT (20V)
----
SHIFT/*LOAD
----
P/S DATA IN
----
LCD Tx OUT
----
SCK
----
LCD LOAD
----
LCD COM
----
15
Digital
output 11
Digital
output 12
RESET
----
16
GND
Drive ground
D25001 6/99
12
D25-27
Function
Pin No.
----
Vd IN (+8V)
Function
Type
----
SHIFT/*LOAD
----
GND
----
LCD Tx IN
----
----
SCK
----
RESET
----
LCD LOAD
----
LCD COM
----
RESET
----
GND
----
Function
Type
Vb IN (20V)
GND
Digital input 0
AISS sw.
Digital input 1
Reserved
Digital input 2
Digital input 3
Digital input 4
Digital input 5
Digital input 6
10
Reserved
Digital input 7
11
Reserved
Digital input 8
12
Reserved
Digital input 9
13
Reserved
14
Digital input
10
Digital input
15
Digital input
16
Digital input
D25-28
-------
6/99 D25001
RCM Calibration
Recalibration Procedure
The following procedure must be followed in the exact
order shown in order for proper initilalization. After the
key switch is turned on, the recalibration procedure
must be initiated within 30 seconds.
Preparation:
Be certain the key switch is OFF.
Place the ASR cut switch (right instrument panel
pod) in the OFF position ---- the lower portion of
the switch depressed, internal switch light off.
Place the brake lock switch (center console) in
the ON position, ---- right side of switch depressed.
Be certain brake pedal is released.
FIGURE 26-1. RETARD AND CONTROL
MONITOR (RCM)
1. RCM Housing
D26001 6/99
2. Harness Connectors
The emergency brake switch (lower right of instrument panel) is in the OFF position ---- knob
pulled upward.
RCM Controller
D26-1
Recalibration:
1. Turn key switch ON and wait for MOM to display
OK to Start Engine.
2. Simultaneously, switch the ASR cut switch to the
ON position and the brake lock switch to the OFF
position. If done correctly, the amber brake light
(left pod) should flash about 2 times per second.
D26-2
RCM Controller
6/99 D26001
The AMP connectors used in the harness attached to the RCM are not intended to withstand insertion of anything other than the
mating pins into their pin sockets. Extreme
care must be taken when probing the pin
sockets on the harness connector.
The only acceptable method of testing a harness connector socket is to carefully probe
the outside edge of the socket. DO NOT INSERT A CLIP OR OTHER DEVICE INTO THE
SOCKETS FOR TESTING!
Inserting a testing device into the sockets will
damage the socket and shorten the life of the
harness connector.
Note: When testing pins in the harness connector attached to the RCM, it is necessary to
first remove the white terminal cover plate.
D26001 6/99
RCM Controller
D26-3
J004:
REAR LEFT BRAKE PRESSURE LOW
Description
Measured brake pressure is significantly lower than
expected while retard braking is applied.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 3 seconds
to trigger a fault:
Is the fault J005 (Rear Right Brake Pressure Low) also active?
3. Shut down the engine. Remove the harness connector to the left brake PPC valve and exchange
it with the harness connector for the right brake
PPC valve. (The brake PPC valves are positioned
with the left valve closest to the brake cabinet
door)
No.
D26-4
RCM Controller
6/99 D26001
Yes. The fault is affected by the wiring connections between the RCM and PPC
valve. Check the wiring connection.
See Step 12 for additional wiring tests.
Then, if the problem persists, replace
the RCM.
5. Shut down the engine. Return the harness connectors to their original positions.
6. Remove the harness connector to the left brake
pressure sensor and exchange with the harness
connector for the right brake pressure sensor.
(The brake pressure sensors are positioned such
that the right hand brake sensor is the one closest
to the brake cabinet door)
7. Start the engine, fully apply the retard lever and
wait for 60 seconds.
Is the fault J005 (Rear Right Brake Pressure Low) now active?
No.
9. Install a calibrated, 210 kg/cm2 (3000 psi) pressure gauge to measure the brake accumulator
system pressure. Normal system pressure is 190
kg/cm2 (2700 psi).
10. Start the engine.
Do the measured brake pressure and reported brake pressure in the MOM real-time
data display for the RCM correspond within
21.1 kg/cm2 (300 psi)?
No. Replace the left brake pressure sensor.
Yes. This indicates that the brake pressure
sensor is functioning properly.
12. Using an ohmmeter, measure the resistance from
harness connector RCM1, Pin 10 to ground. Note
that when measuring very small resistances, it is
advisable to reference the resistance measured to
the short circuit reading of the ohm-meter. First
short the two ohm-meter leads together and note
the measured value. If the measured value is not
zero, use this measured value as an offset for the
actual reading. For instance, if the measured
value of the shorted leads is 0.2 ohms, and the
actual circuit being tested measures 0.6 ohms,
then the actual measured resistance is 0.4 ohms.
D26001 6/99
RCM Controller
D26-5
J005:
REAR RIGHT BRAKE PRESSURE LOW
Description
Measured brake pressure is significantly lower than
expected while retard braking is being applied.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 3 seconds
to trigger a fault:
No.
No.
D26-6
RCM Controller
6/99 D26001
Yes. The fault is affected by the wiring connections between the RCM and PPC
valve. Check the wiring connection.
See Step12 for additional wiring tests.
Then, if the problem persists, replace
the RCM.
5. Shut down the engine. Return the harness connectors to their original positions.
6. Remove the harness connector to the right brake
pressure sensor and exchange with the harness
connector for the left brake pressure sensor. (The
brake pressure sensors are positioned such that
the right hand brake sensor is the one closest to
the brake cabinet door)
7. Start the engine, apply full retard using the retard
lever and wait for 60 seconds.
Is the fault J005 (Rear Right Brake Pressure Low) still active?
Yes. Because the fault stayed with the wiring
for the right side, even though the right
side wiring is now connected to the left
brake pressure sensor, it is likely that the
problem is in the wiring connection from
the RCM to the brake pressure sensor.
Return the harness connectors to their
original positions. Check the wiring connection from the RCM to the right brake
pressure sensor. Then, if the problem
persists, replace the RCM.
No.
Is the fault J004 (Rear Left Brake Pressure Low) now active?
No.
Do the measured brake pressure and reported brake pressure in the MOM real-time
data display for the RCM correspond within
21.1 kg/cm2 (300 psi)?
No. Replace the right brake pressure sensor.
Yes. This indicates that the brake pressure
sensor is functioning properly.
12. Using an ohm-meter, measure the resistance from
harness connector RCM1 Pin 6 to ground. Note
that when measuring very small resistances, it is
advisable to reference the resistance measured to
the short circuit reading of the ohm-meter. First
short the two ohm-meter leads together and note
the measured value. If the measured value is not
zero, use this measured value as an offset for the
actual reading. For instance, if the measured
value of the shorted leads is 0.2 ohms, and the
actual circuit being tested measures 0.6 ohms,
then the actual measured resistance is 0.4 ohms.
8. Shut down the engine. Return the harness connectors to their original positions.
D26001 6/99
RCM Controller
D26-7
J006:
REAR LEFT BRAKE PRESSURE HIGH
Description
Measured brake pressure is above 169.0 kg/cm2
(2400 psi).
Conditions to Generate an ACTIVE Fault
The following condition must be present for 2 seconds
to trigger a fault:
Possible Causes
Failed left brake pressure sensor
Failed left brake PPC valve
Failed brake relay valve
Improper steering pump pressure setting
D26-8
RCM Controller
6/99 D26001
No. This indicates a failed brake pressure sensor or faulty wiring connection to the
RCM.
Yes. This indicates a problem in the hydraulic
system. Possible causes include the
brake relay valve, the steering pump setting, relief settings, or the left brake PPC
valve. (Refer to Section J or L.)
4. Shut down the engine. Remove the harness connector to the left brake pressure sensor and exchange with the harness connector to the right
brake pressure sensor. (The brake pressure sensors are positioned with the right sensor closest
to the brake cabinet door)
No.
Is the fault J007 (Rear Right Brake Pressure High) now active?
No.
D26001 6/99
RCM Controller
D26-9
J007:
REAR RIGHT BRAKE PRESSURE HIGH
Description
Measured brake pressure is above 169 kg/cm2 (2400
psi).
Conditions to Generate an ACTIVE Fault
The following condition must be present for 2 seconds
to trigger a fault:
Possible Causes
Failed right brake pressure sensor
Failed right brake PPC valve
Failed brake relay valve
Improper steering pump pressure setting
D26-10
RCM Controller
6/99 D26001
No. This indicates a failed brake pressure sensor or faulty wiring connection to the
RCM.
Yes. This indicates a problem in the hydraulic
system. Possible causes include the
brake relay valve, the steering pump setting, relief settings, or the brake PPC
valve. (Refer to Section J or L.)
4. Shut down the engine. Remove the harness connector to the right brake pressure sensor and
exchange with the harness connector to the left
brake pressure sensor. (The brake pressure sensors are positioned with the right sensor closest
to the brake cabinet door)
No.
Is the fault J006 (Rear Left Brake Pressure High) now active?
No.
D26001 6/99
RCM Controller
D26-11
J009:
REAR LEFT PRESSURE PRESENT AND
NO COMMAND
Description
Possible Causes
Failed left brake PPC valve.
Failed brake treadle valve.
Improper brake pedal sensor adjustment
Is the fault J009 (Rear Left Pressure Present and No Command) active?
No. Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below.
D26-12
RCM Controller
6/99 D26001
2. Shut down the engine. Wait 30 seconds. Remove the harness connector to the left brake
pressure sensor and exchange it with the harness
connector to the right brake pressure sensor.
Is the fault J009 (Rear Left Pressure Present and No Command) still active?
Yes. The fault remained on the left side, even
though the wiring connection is now reading feedback brake pressure from the
right side. This indicates that the wiring
connection from the RCM to the sensor is
faulty, or that the RCM itself is faulty. Return the harness connectors to their original positions. Check the wiring
connection from the RCM to the left brake
pressure sensor. Then, if the fault persists, replace the RCM.
No. If the MOM display still reports brake pressure greater than 8.9 kg/cm2 (127 psi),
the brake pressure sensor may be faulty.
However, before replacing the sensor, ensure that pressure gauge is properly calibrated. Then replace the left brake
pressure sensor.
Yes. This verifies that the RCM is reporting a
valid brake pressure, and that the problem is in the hydraulic system.
No.
Is the fault J049 (Rear Right Pressure Present and No Command) now active?
No.
D26001 6/99
RCM Controller
D26-13
J010:
REAR LEFT PRESSURE SENSOR FAULT
Description
Fault) active?
No. Attempt to recreate the conditions that generated the fault.
Possible Causes
Faulty left brake pressure sensor.
Faulty wiring connection from the left brake pressure sensor to the RCM.
D26-14
RCM Controller
6/99 D26001
2. Shut down the engine. Remove the harness connector to the left brake pressure sensor and exchange with the harness connector to the right
brake pressure sensor.
3. Start engine and wait 60 seconds.
Is the fault J011 (Rear Right Pressure Sensor Fault) now active?
No.
D26001 6/99
RCM Controller
D26-15
J011:
REAR RIGHT PRESSURE SENSOR
FAULT
Description
Yes. Because both faults are active, we are unable to troubleshoot by testing the right
versus the left side. The possible causes
at this point are faulty wiring connections
from the sensors to the RCM, faulty sensors, or faulty RCM. Based on spare
parts on hand, replace one or more of the
listed possible cause items.
2. Shut down the engine. Remove the harness connector to the right brake pressure sensor and
exchange with the harness connector to the left
brake pressure sensor. Start engine and wait 60
seconds.
Is the fault J011 (Rear Right Pressure Sensor Fault) still active?
No.
D26-16
RCM Controller
Yes. The fault remained with a single sensor, and did not follow the wiring for the
right side. This indicates that the fault
is not related to the wiring connection
from the RCM to the sensor, or with the
RCM itself. Return the harness connectors to their original positions. Then, replace the right brake pressure sensor.
6/99 D26001
J012:
RETARD LEVER SENSOR FAULT
Description
2. Move the retard lever to the position of approximately 40% of full travel. Wait 30 seconds.
Possible Causes
Un-calibrated retard lever.
Faulty retard lever.
Failure in wiring connection from retard lever to
the RCM.
Troubleshooting Suggestions for an Active Fault
1. With the key on, place the retard lever in the full
up (no retard) position. Wait 30 seconds.
Fault) active?
D26001 6/99
RCM Controller
D26-17
J013:
AUTO RETARD SIGNAL FAULT
Description
The pulse width modulated (PWM) auto retard signal
from the PMC to the RCM is not in the valid range.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 0.2 seconds to trigger a fault:
The pulse width modulated (PWM) auto retard
signal from the PMC is not in the valid range of
5% to 95% duty cycle.
The following condition must be present for 15 seconds before a fault will clear:
No. There may be a problem in the wiring connection from the PMC to the RCM, or in
the grounding of the RCM or PMC.
Check the wiring connection from the
PMC to the RCM. Then, if the fault persists, replace the PMC.
Possible Causes
Poor ground between the RCM and PMC.
Faulty wiring connection between RCM and
PMC.
D26-18
RCM Controller
6/99 D26001
J014:
RS-422 LINK TO PMC FAULT
Description
The RS-422 serial communications link between the
RCM and PMC has failed.
Conditions to Generate an ACTIVE Fault
The RCM has attempted 4 times to communicate
with the PMC and has failed.
Conditions to CLEAR a Fault
The RCM has successfully communicated with
the PMC.
D26001 6/99
Possible Causes
Turning the key switch OFF and then ON again
before the PMC has had time to shut down.
(The PMC requires approximately 10 seconds
after key switch OFF to properly shut down.)
Noise on the serial communications lines.
Faulty wiring connection.
Troubleshooting Suggestions
The RCM uses the RS-422 link to communicate with
the PMC. When the RS-422 link has failed, the RCM
will be unable to notify the PMC of the fault. In this
case, the PMC should report the communications failure. The RCM will only be able to report this fault after
the fault has cleared and the RS-422 link is again
active.
RCM Controller
D26-19
J015:
BRAKE LIGHT FAULT: Open Circuit or
FET Short
Description
The brake light circuit has detected either an open
circuit or internal (within the RCM unit) FET short
condition.
Possible Causes
The brake light relay coil has an open circuit.
The wiring connection to the relay has an open
circuit.
Troubleshooting Suggestions
D26-20
RCM Controller
6/99 D26001
J018:
LEFT PPC ELECTRICAL FAULT
active?
No. Removing the harness connector creates
an open circuit condition. However, the
detection circuitry internal to the RCM requires an initial valid signal to enable the
detection process. Therefore, if an open
circuit condition exists at key on, the
RCM may not be able to detect it as a
new fault condition. (The RCM will detect
a low brake pressure fault when retard
braking is commanded, however)
In this case, forcing an open circuit by removing the harness connector did not
generate a fault; therefore we conclude
that a continual open circuit fault is present in the system.
Description
This fault is generated by an internal circuit on the RCM
board. The circuit senses an open circuit condition in
the wiring connection from the RCM to the brake PPC
valve.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 1 second
to trigger a fault:
PPC status input high. (internal RCM short circuit
detection circuitry)
AND
PPC status input was low (normal) when the key
was initially turned on.
3000 ohms?
No. Continue with troubleshooting items below.
Yes. Replace the left brake PPC valve.
4. With the key OFF, check the wiring connection
from the left brake PPC valve to the RCM. Verify
continuity in the following circuits:
a. RCM output to the left brake PPC valve.
b. Return circuit from left brake PPC valve to the
RCM.
c. RCM ground lines.
5. If the fault persists, replace the RCM.
D26001 6/99
RCM Controller
D26-21
J020:
RIGHT PPC ELECTRICAL FAULT
2. Remove the right brake PPC valve harness connector. Wait for 30 seconds.
Description
Possible Causes
Open circuit in wiring connection from the RCM
to the brake PPC valve.
Faulty brake PPC valve.
active?
No. Continue with troubleshooting items below.
Yes. Skip to step 3.
D26-22
RCM Controller
6/99 D26001
Troubleshooting Suggestions
J026:
RCM ABNORMAL
Description
The RCM was reset by the onboard hardware reset
circuitry.
Conditions to Generate an ACTIVE Fault
This fault occurs when the RCM detects that the last
RCM reset was caused by the onboard hardware reset
circuitry.
Note: After the RCM experiences 4 watchdog faults, it
is held in continual reset until it is cycled by turning OFF
the key switch.
This fault will clear when the RCM detects that the last
RCM reset was NOT caused by the onboard hardware
reset circuitry.
Yes. If the fault persists, and cannot be associated with a particular EMI event, replace
the RCM.
Possible Causes
External electrical noise.
Faulty RCM.
D26001 6/99
RCM Controller
D26-23
J030:
FRONT LEFT WHEEL SPEED SENSOR
FAULT
J029:
BATTERY VOLTAGE ABNORMAL
Description
The truck battery voltage input to the RCM is low.
Description
The front left wheel speed sensor reported speed of 0
mph while the truck was moving.
The following condition must be present for 15 seconds before a fault will clear:
Battery voltage input to RCM greater than 19
volts.
Possible Causes
Faulty wiring connection from battery to RCM.
Faulty truck battery.
The following conditions must be present for 15 seconds before a fault will clear:
D26-24
RCM Controller
6/99 D26001
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
D26001 6/99
RCM Controller
D26-25
J031:
FRONT RIGHT WHEEL SPEED SENSOR
FAULT
Description
D26-26
Possible Causes
Failed wheel speed sensor.
Faulty wiring connection from the wheel speed
sensor to the RCM.
RCM Controller
6/99 D26001
D26001 6/99
RCM Controller
D26-27
J032:
REAR LEFT WHEEL SPEED SENSOR
FAULT
The following conditions must be present for 15 seconds before a fault will clear:
Rear left wheel speed greater than 126 rpm (4
mph)
AND
Description
The rear left wheel speed sensor reported speed of 0
mph while the truck was moving.
D26-28
Possible Cause
Failed wheel speed sensor.
Faulty wiring connection from the wheel speed
sensor to the RCM.
RCM Controller
6/99 D26001
D26001 6/99
RCM Controller
D26-29
J033:
REAR RIGHT WHEEL SPEED SENSOR
Fault Description
D26-30
Possible Causes
Failed wheel speed sensor.
Faulty wiring connection from the wheel speed
sensor to the RCM.
RCM Controller
6/99 D26001
D26001 6/99
RCM Controller
D26-31
J034:
AUTO APPLY
Description
The brake system has entered the auto apply state.
This indicates that a brake accumulator has fallen
below 1650 psi, causing the brakes to automatically be
applied with the remaining accumulator pressure.
No
Possible Causes
Low system brake pressure.
Faulty auto apply switch.
Faulty wiring from auto apply switch to RCM.
D26-32
RCM Controller
6/99 D26001
J035:
LOSS OF 18 VOLT POWER SUPPLY
Description
The RCM has lost its internally generated 18 volt
power supply.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 0.5 seconds to trigger a fault:
18 volt power supply voltage (generated internally
by RCM) less than 12 volts
NOTE: The 18 volt power supply is required for the
retard lever position sensor. When the 18 volt supply
is lost, the RCM cannot determine the position of the
retard lever. Therefore, when the fault J035 (Loss of
18 Volt Power Supply) occurs, the RCM will disable
the retard lever until the key switch is turned OFF.
Possible Causes
18 volt power supply shorted to ground. (Such
as 18 volt power supplied to a sensor shorted to
ground or shield)
Troubleshooting Suggestions for an Active Fault
1. Turn the key switch OFF. Wait 30 seconds. Turn
the key switch ON and wait 30 seconds.
ply) active?
Yes. There is a short circuit in the wiring connection from the RCM to the front left
wheel speed sensor. Replace the wiring.
D26001 6/99
RCM Controller
D26-33
Yes. There is a short circuit in the wiring connection from the RCM to the front right
wheel speed sensor. Replace the wiring.
7. Test the rear left wheel speed sensor wiring by
measuring the resistance between RCM1 pin 28
(18V) and RCM1 pin 32 (shield). Also, measure
the resistance between RCM1 pin 28 (18V) and
RCM1 pin 24 (ground).
still active?
Yes. There is a short circuit in the wiring connection from the RCM to the rear left
wheel speed sensor. Replace the wiring.
Yes. There is a short circuit in the wiring connection from the RCM to the rear right
wheel speed sensor. Replace the wiring.
14. Turn off the key switch. Reconnect rear left wheel
speed sensor. Turn on the key switch. Wait for
30 seconds.
Is J035 active?
Yes. Replace the RCM.
No. Continue with troubleshooting item 10.
10. Turn off the key switch. Reconnect left brake
pressure sensor. Turn on the key switch. Wait for
30 seconds.
still active?
Yes. Failed sensor. Replace rear right wheel
speed sensor.
No. It appears that the problem is intermittent.
Attempt to recreate the conditions that
generated the fault.
D26-34
RCM Controller
6/99 D26001
J037:
BRAKE LIGHT FAULT: Short Circuit or
Overload
Description
The brake light output has detected an overload or
short circuit condition.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 0.5 seconds to trigger a fault:
Brake is being commanded in any of the following
ways: brake pedal, emergency brake, brake lock
or auto apply.
AND
RCM internal circuitry detects a fault.
The following conditions must be present for 15 seconds before a fault will clear:
Brake is being commanded in any of the following
ways: brake pedal, emergency brake, brake lock
or auto apply.
AND
RCM internal circuitry does not detect a fault.
D26001 6/99
RCM Controller
ohms?
No. Replace the RCM.
Yes. Check the wiring from the RCM to the
brake light relay coil.
D26-35
J042:
RETARD LIGHT FAULT: Open Circuit or
FET Short
Description
The retard light circuit has detected either an open
circuit or internal (within the RCM unit) FET short
condition.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 0.5 seconds to trigger a fault:
Possible Causes
Open circuit in retard light relay coil.
Open circuit in wiring connection from RCM to
retard light relay coil.
D26-36
RCM Controller
6/99 D26001
J043:
RETARD LIGHT FAULT: Short Circuit or
Overload
Description
The retard light output has detected an overload or
short circuit condition.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 0.5 seconds to trigger a fault:
Yes.
Possible Causes
Short circuit in brake light relay coil.
Short circuit in wiring connection from RCM to
brake light relay coil.
D26001 6/99
RCM Controller
D26-37
J046:
FRONT BRAKE CUT FAULT: Open Circuit or FET Short
Description
The front brake cut circuit has detected either an open
circuit or internal (within the RCM unit) FET short
condition.
Conditions to Generate an ACTIVE Fault
Troubleshooting Suggestions
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sockets when measuring voltage or resistance values.
The following condition must be present for 0.5 seconds to trigger a fault:
RCM internal circuitry detects a fault while commanding the front brake cut output OFF.
Conditions to CLEAR a Fault
The following condition must be present for 15 seconds before a fault will clear:
Possible Causes
The front brake cut relay coil has an open circuit.
The wiring connection to the front brake cut relay coil has an open circuit.
D26-38
RCM Controller
6/99 D26001
J047:
FRONT BRAKE CUT FAULT: Short Circuit or Overload
Description
The front brake cut output has detected an overload or
short circuit condition.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 0.5 seconds to trigger a fault:
RCM internal circuitry detects a fault while attempting to turn the front brake cut output ON.
Possible Causes
Short circuit in front brake cut relay coil.
Short circuit in wiring connection from RCM to
front brake cut relay coil.
D26001 6/99
RCM Controller
D26-39
J049:
REAR RIGHT PRESSURE PRESENT
AND NO COMMAND
The following conditions must be present for 15 seconds before a fault will clear.
Description
Possible Causes
Failed right brake PPC valve.
Failed brake treadle valve.
Improper brake pedal sensor adjustment
D26-40
RCM Controller
6/99 D26001
Is the fault J049 (Rear Right Pressure Present and No Command) still active?
1. Start the engine, ensure that all brakes are released (not applied), and wait for 60 seconds.
Is the fault J049 (Rear Right Pressure Present and No Command) active?
No. Attempt to recreate the conditions that generated the fault.
Yes. Continue with troubleshooting items below.
No.
Is the fault J009 (Rear Left Pressure Present and No Command) now active?
No.
No. Ensure that the retard lever is in its full upright (no retard) position. Turn the truck
OFF, wait 30 seconds, and then start the
engine. Wait 60 seconds. If the fault is
still ACTIVE, and the reported right hand
brake pressure is less than 7.0 kg/cm2
(99 psi), and the MOM display for both
the retard lever and auto retard reports
less than 3% command, then the RCM
may be faulty. Replace the RCM.
3. Shut down the engine. Return the harness connectors to their original positions. Install a calibrated 3000 psi pressure gauge to measure the
right brake pressure in the brake cabinet.
4. Start the engine.
2. Shut down the engine. Wait 30 seconds. Remove the harness connector to the right brake
pressure sensor and exchange it with the harness
connector to the left brake pressure sensor. Start
the engine and wait for 60 seconds.
No. If the MOM display still reports brake pressure greater than 8.9 kg/cm2 (127 psi),
the brake pressure sensor may be faulty.
However, before replacing the sensor, ensure that pressure gauge is properly calibrated. Then replace the right brake
pressure sensor.
Yes. This verifies that the RCM is reporting a
valid brake pressure, and that the problem is in the hydraulic system.
D26001 6/99
RCM Controller
D26-41
J050:
COMBINATION FAULT 1
J052:
COMBINATION FAULT 3
Description
Description
Both the left and right brakes are reporting low brake
pressure faults.
A potentially serious combination of faults has occurred. The 24 volt load switch and the left brake PPC
output may both be shorted ON. This condition would
result in the application of the rear left brake and the
two front brakes without a brake command.
Possible Causes
Possible Causes
D26-42
RCM Controller
6/99 D26001
J053:
COMBINATION FAULT 4
Description
A potentially serious combination of faults has occurred. The 24 volt load switch and the right brake PPC
output may both be shorted ON. This condition would
result in the application of the rear right brake and the
two front brakes without a brake command.
Possible Causes
D26001 6/99
RCM Controller
D26-43
J054:
LOSS OF R-TERMINAL SIGNAL FROM
ENGINE
Description
The R-Terminal signal from the engine is not present,
but the brake accumulators have remained charged
for a long period of time. This indicates that the engine
is in fact running, and that the R- Terminal signal is
faulty.
Troubleshooting Suggestions
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sockets when measuring voltage or resistance values.
Possible Causes
Faulty wiring connection from alternator to RCM.
D26-44
RCM Controller
6/99 D26001
J055:
LOSS OF R-TERMINAL AND LOW ACCUMULATOR SWITCH
J056:
COMBINATION FAULT 7
Description
Description
Conditions are present that indicate that both the RTerminal signal from the engine and the low accumulator pressure switch are faulty.
Possible Causes
See fault logic for faults J004, J005 and J046.
D26001 6/99
RCM Controller
D26-45
Possible Causes
J058:
COMBINATION FAULT 9
Description
A potentially serious combination of faults has occurred.
D26-46
RCM Controller
6/99 D26001
Pin No.
The following tables list the pin number, circuit function, and signal type for each circuit in the individual
harnesses.
D26001 6/99
RCM Controller
Function
Type
DC voltage input
DC voltage input
Ground
Ground
Reserved
Reserved
Ground
Digital output
Digital output
10
Ground
Ground
11
DC voltage output
12
Ground
Ground
13
Reserved
14
15
Reserved
16
Reserved
17
18
19
20
Digital output
Pulse input
21
Reserved
22
Ground
Ground
23
Shield
Ground
24
Ground
Ground
25
DC voltage output
26
DC voltage output
27
28
DC voltage output
Pulse input
29
Shield
Ground
30
Shield
Ground
31
Shield
Ground
32
Shield
Ground
33
Pulse input
34
Shield
Ground
35
Ground
Ground
36
Pulse input
Ground
Digital output
Digital output
D26-47
Function
Type
Reserved
Reserved
Serial output
Serial input
Reserved
Throttle modification
PWM output
Function
Reserved
Reserved
Reserved
Type
Digital input
PWM input
Reserved
Analog input
Reserved
Analog input
Reserved
10
Serial input
10
Reserved
11
Shield
Ground
11
Reserved
12
Serial output
12
Reserved
13
Reserved
13
Analog input
14
Reserved
14
Digital output
15
Reserved
15
Reserved
16
Shield
16
Shield
Ground
17
Reserved
17
Ground
Ground
18
Reserved
18
Alternator R terminal
Analog input
19
20
Reserved
+18 volt sensor power supply
DC voltage output
21
DC voltage output
22
23
Reserved
24
Reserved
25
Digital input
26
Digital input
27
DC voltage input
28
29
Traction control
Digital input
30
Reserved
31
Digital input
32
Shield
Ground
33
Shield
Ground
34
35
Shield
36
Reserved
D26-48
Ground
RCM Controller
Ground
6/99 D26001
plication, steering wheel movement etc. The suspension controller also communicates with the Powertrain
Management Controller (PMC) through the S-NET
(serial communications network).
Note: The Transmission Controller rotary switches
must also be set appropriately when the suspension
controller is installed. (Refer to Section F, Transmission Shift Controller; Rotary Switch Setting for additional information.)
If manual control is desired, the suspension damping
rates may be set to one of the three above modes using
the MOM screen or the Data Acquisition Device
DAD.
If a fault occurs in the Automatic Suspension System,
the fault code is displayed on the diagnostic display (2)
on the face of the controller and the Electronic Display
Panel and the warning lamp and alarm buzzer are
actuated.
Manifold Valve
The manifold contains three solenoid valves which
direct pressurized oil to the actuator on each front
suspension.
The solenoids are energized by the Suspension Controller to control the actuator which in turn, determines
the variable, internal, damping valve orifice size selected and the damping rate.
Actuator
The actuator is mounted on the damping selector valve
body on the front side of each front suspension. Hydraulic oil applied to appropriate ports (as determined
by the Suspension Controller and the manifold solenoids) rotates an orificed shaft inside the suspension
valve body to provide the requested suspension damping rate.
Steering Sensor
D27001
3. Connector SSP2B
4. Connector SSP2A
5. Connector SSP1
A steering sensor is mounted at the base of the steering column. A notched wheel rotates with the steering
column as the steering wheel is turned. A sensor
positioned over the wheel provides a pulse signal
which allows the controller to determine whether the
operator is steering the truck and if so, how fast he is
turning the steering wheel.
NOTE: Additional Information regarding the above
valve, actuator, and sensor can be found in Section H,
Front Suspensions.
D27-1
The table below describes the damping characteristics, the purpose, and the change in damping rates
under various operating conditions.
DAMPING RATE
EMPTY
FUNCTION
Determine whether
truck is empty or
loaded.
Anti-Roll
Anti-Dive
Anti-Lift
OPERATING
CONDITIONS
PURPOSE
Set damping force as
determined by load in
body.
Provides stiffer
suspension to prevent
chassis from rolling
when turning at high
speed.
Prevent nose-dive
during braking.
Soft
Med.
LOADED
Hard
Soft
Med.
Hard
When
turning
Brake
OFF
Brake
ON
Brake
ON
Brake
OFF
FLOAT
Other
than
FLOAT
FLOAT
Other
than
FLOAT
D27-2
D27001
SUSPENSION CONTROLLER
FAULT CODE LOGIC DESCRIPTION
d011:
RIGHT FRONT SUSPENSION PRESSURE SENSOR FAILURE
d012:
LEFT FRONT SUSPENSION PRESSURE
SENSOR FAILURE
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
D27001
D27-3
d015:
TRANSMISSION SPEED SIGNAL LOST
d016:
STEERING SPEED SIGNAL LOST
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
D27-4
D27001
d021:
SOLENOID OUTPUT 1 FAILURE
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
d023:
SOLENOID OUTPUT 3 FAILURE
d022:
SOLENOID OUTPUT 2 FAILURE
Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
D27001
D27-5
D27-6
D27001
D27001
D27-7
D27-8
D27001
D27001
D27-9
D27-10
D27001
D27001
D27-11
D27-12
D27001
Function
Type
Circuit No.
SNET +A
S-NET (+)
Analog input
Reserved
Analog input
Reserved
Reserved
Reserved
Reserved
Reserved
Ground
Analog
output
Analog
output
Analog
output
Analog
output
Analog
output
DC voltage
input
Ground
10
Reserved
Digital output
11
Solenoid 3 (+)
Digital output
66C
SNET +B
66A
12
14
Reserved
15
Reserved
16
Reserved
17
Solenoid Power
Supply
18
Reserved
19
20
Ground
Solenoid 2 (+)
Analog input
DC voltage
output
Analog
output
Analog
output
Analog
output
DC voltage
input
DC voltage
input
Ground
Digital output
21
Solenoid 1 (+)
Digital output
13
S-NET (+)
Sensor Power
Supply +18V
81
50
51P
81
66B
D27001
D27-13
Function
Type
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Circuit No.
Pin No.
Type
Circuit No.
39FC
RF Suspension
Pressure Signal
Analog input
Reserved
Analog input
Reserved
Analog input
Steering Signal
Transmission Output
Shaft Speed Signal
Pulse input
51SR
Pulse input
32S3
Reserved
Digital output
Reserved
Digital output
Reserved
LF Suspension
Pressure Signal
Digital output
10
Reserved
Analog input
SNET0
Function
S-NET Ground
10
Reserved
11
Reserved
Ground
DC voltage
output
Digital output
12
Reserved
Analog input
11
Reserved
Pulse input
13
Reserved
Digital input
12
Pulse Ground
Ground
13
Reserved
Pulse input
14
Reserved
Digital output
15
Reserved
Digital output
16
Reserved
Digital output
14
Reserved
Digital input
15
Reserved
Digital input
16
Reserved
Digital input
17
Digital input
52BS
35B
18
19
Digital input
Analog input
20
Reserved
Analog input
D27-14
Analog input
39FD
30
D27001
PIN No.
SYMBOL
TYPE
RDB
Input
Not Used
SG1
SDB
Signal Ground
Output
Not Used
SYSTEM CONFIGURATION
7
8
9
RDA
Hardware
10
FG1
11
SDA
5
6
The MOM unit (Figure 30-1) is connected to the Powertrain Management Controller (PMC) through an RS422 interface and transfers data to and from the truck.
NAME
Receive Data (-)
Input
Input
12
13
Not Used
14
15
D30001
D30-1
SOFTWARE
The MOM unit has two basic functions;
Display operational information
Display maintenance information
When the key switch of the truck is turned on, the MOM
unit is powered on, starts the MOM program, then
displays the i1 INITIAL MESSAGE screen. (See
Figure 30-2.)
FIGURE 30-2.
D30-2
D30001
D30001
D30-3
FUNCTION
Operator Information
MOM provides the following six operator information
screens:
i1 INITIAL MESSAGE
i2 INITIAL CHECK1
i3 INITIAL CHECK2
i4 NORMAL RUN
i6 WARNING MESSAGE
i7 BACKLIGHT OFF
Note: For details of the above screens, see MOM
Screen Displays.
Figure 30-3 illustrates the MOM display screens that
appear when the operator turns the key switch on.
The screens i3 and i4 are equipped with a switch
to turn the backlight off. You can return to i3 or i4
screen by pressing anywhere on i7" screen. The
screen is selected automatically according to vehicle
status.
When an error occurs, i6 screen is displayed. When
all errors are removed or all error indications on i6
screen are deleted, the i2, i3, or i4 screen is
displayed according to the status of vehicle.
FIGURE 30-3.
OPERATOR
INFORMATION
SCREENS
D30-4
D30001
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
D30001
D30-5
Vehicle State
MOM supports the following vehicle states:
KEY ON: The ignition key is turned on but engine
is not started.
ENGINE ON: The engine is running but the truck
is stationary.
RUNNING: The vehicle is running (the transmission gear is not in the NEUTRAL position or the
speed of the truck is 2km/h or more.)
D30-6
D30001
SCREENS
SCREEN DISPLAY
CONDITIONS
(i1),(i2),(i3),(i4),(i6)
(i7),(i8),(i9)
(s1),(s2)
(s3)
(s21)
(s22)
(s221-1/14) to (s221-14/14)
(s222),(s2221),(s222E)
(s223),(s2231)
(s25),(s251-1/9) to (s251-9/9)
(s252),(s2521)
(s26),(s261-1/5) to (s261-5/5)
(s262),(s2621)
(s31)
(s32-1/3),(s32-2/3),(s32-3/3)
(s33),(s34)
(t1),(t2)
(t3),(t33),(t34)
(t4)
(s211-1/10) to (s211-10/10)
(s211-1/9) to (s211-9/9)
(s24),(s241-1/4) to (s241-4/4)
(s242),(s2421)
(s27),(s271-1/2),(s271-2/2)
s272)
(s28),(s281-1/5) to (s281-5/5)
(s283),(s2831)
(t31)
(t32)
(t35)
(t5),(t51),(t52),(t53),(t54) (t55)
D30001
D30-7
SCREEN DATA
Realtime Data
SCREENS
Engine-related items
Transmission-related
items
s221-1/14 to 14/14
Brake-related items
s231-1/3 to 3/3
Engine
Related
Items
SCREENS
CONTENTS
s2121
BLOW-BY PRESS.
HISTORY (KOMATSU
ENG ONLY)
s2122-1/2 to 2/2
EXHAUST TEMP.
HISTORY (KOMATSU
ENG ONLY)
Exhaust temperature
graph
s2123-1/2 to 2/2
BOOST PRESS.
HISTORY (KOMATSU
ENG ONLY)
s2124
ENG. OIL PRESS.
HISTORY (KOMATSU
ENG ONLY)
s2221
Transmission
L/C ON/OFF COUNT
Related
s222E
Items
AB-USE COUNT
Number of lock up
clutch operations
Number of abnormal
operations
s251-1/9 to 9/9
s261-1/5 to 5/5
PLM-related items
s271-1/2 to 2/2
TMS-related items
s281-1/5 to 5/5
DATA ITEM
SCREENS
Engine-related items
s2131
FAULT CONDITION
Transmission-related items
s2231
FAULT CONDITION
Brake-related items
s2331
FAULT CONDITION
Suspension-related items
s2421
FAULT CONDITION
s2521
FAULT CONDITION
ELECTRONIC DISPLAY
PANEL-related items
s2621
FAULT CONDITION
TMS-related items
s2831
FAULT CONDITION
D30-8
D30001
Machine Information
Parameter Set
Machine information contains information about controllers and options installed on the truck and data
about time at which a parameter setting was changed
on the parameter set menu.
SCREENS
s31
SYSTEM
IDENTIFICATION
Controller configuration
s32-1/3 to 3/3
CONTROLLER
INFORMATION
Controller information
s33
OPTIONAL
FUNCTION
INFORMATION
s34
HISTORY OF USE
DATA ITEM
SCREENS
t2
TIME/DATE SET
t31
ENG.,T/M PATTERN
SELECT
Setting of optional
functions
t32
SPEED LIMITTER
History of parameter
setting change
t33
Setting of maximum
transmission gear
t34
Setting of maximum
transmission gear (Body up)
t35
t51
t52
TIRE TEMPERATURE
LIMIT SET
t53
CORRELATION
CONSTANTS SET
t54
t55
ID CODE SET
D30001
D30-9
WARNING MESSAGE
When any fault occurs, the i6 WARNING MESSAGE
screen (Figure 30-4) is displayed (even when the other
screen is displayed). This screen shows the error
code, error message, action code, and repairing action
of each error that occurred.
ERROR CODE:
4-digit alphanumeric code starting with an alphabetic character.
ERROR MESSAGE:
Description of the error
ACTION CODE:
1 to 7 representing the type of repairing actions
ACTION:
Message to operator for repair of fault
D30-10
D30001
CONDITION
POSSIBLE CAUSE
No screen is displayed
Communication unavailable
CORRECTIVE ACTION
Check wiring
Check power supply voltage
Error occurs
TABLE 10.
D30001
D30-11
D30-12
D30001
Program Errors
This type of error occurs when executing application
and operation programs. When an error occurs, a
message and 4 digit error code as shown in Figure
30-6 are displayed on the bottom line on the screen.
However, some error codes may be displayed on the
window by the error indicator through the system
setup.
The application or operation program should be corrected by troubleshooting the error code.
D30001
D30-13
MESSAGE
DESCRIPTION
CORRECTIVE ACTIONS
Malfunctioning clock
ERROR CODE
----
Clock IC malfunctioning
----
Replace battery
(when clock is used)
2000 -- 2255
2300 -- 2555
Destination error
Displays destination error code
on the last 3 digits (CH1)
Destination error
Displays destination error code
+300 on the last 3 digits (CH2)
2901
Destination error
Displays destination error code
+600 on the last 3 digits (CH3)
Parity error (CH1)
2902
2903
2904
2600 -- 2855
NOTES:
2931
2932
2933
2934
2935
2961
2962
2963
2964
2965
D30-14
D30001
System Information
SELF-DIAGNOSIS
MOM is provided with a self-diagnosis function to
check fundamental functions of the hardware as follows.
ROM version
SYSTEM CHECK
1. Select System Check Mode from the menu on
the system mode screen. Figure 30-7 illustrates
the system check menu that will be displayed in
Japanese. English translations for applicable
switch selection areas are shown.
D30001
D30-15
D30-16
D30001
MAINTENANCE
TOUCH PANEL
BATTERY REPLACEMENT
Cleaning
D30001
D30-17
D30-18
D30001
D30001
D30-19
NOTES
D30-20
D30001
i2 INITIAL CHECK1
FIGURE 31-2.
FIGURE 31-3.
D31001
D31-1
i4 NORMAL RUNNING
FIGURE 31-4.
This i4" screen (once displayed) does not change into
i3 INITIAL CHECK2 screen until the ignition key is
turned off even when the vehicle stops.
Use t2 TIME/DATE SET" screen to set the time
and whether time is displayed or not.
PAYLOAD, TOTAL PAYLOAD, and TOTAL
CYCLE are displayed on-screen only when the
PLMII is installed on the truck.
Change the units of PAYLOAD and TOTAL
PAYLOAD using the t4 UNIT SET screen.
D31-2
D31001
No.
ENG. CONDITION
CENSE ERROR
CODE
641 to 648,
651 to 658
624 to 628,
631 to 638
High blowby
555
143
151
233
214
235
The value in the PAYLOAD field remains unchanged even when another load is added to
vehicle after loading is completed and before the
load is dumped.
If any data field remains blanked, first dump the
load, start loading again, then dump the load again
after loading is completed.
For additional information on the PLM, refer to Section
M.
If the PLM is defective, data sent from the PLM may
possibly be abnormal and the related data field will be
left blanked.
only when i4 screen is displayed after the fault messages on i6 screen are deleted.
PAYLOAD, TOTAL PAYLOAD, and TOTAL CYCLE data are all sent from the payload meter (PLM).
After the ignition key is turned on, PAYLOAD," TOTAL PAYLOAD, and TOTAL CYCLE fields on i4
screen are left blanked until the PLM sends data to
MOM.
i7 BACKLIGHT OFF
When the BACKLIGHT OFF switch is pressed, nothing
is visible on the screen (as when power to the MOM is
shut off). This function is intended for night use when
reduced illumination is required.
Therefore,
If the ignition key is turned off with the vehicle
loaded and the ignition key is turned on again,
PAYLOAD," TOTAL PAYLOAD, and TOTAL
CYCLE fields are left blanked in i4 screen.
When the load is dumped, the PAYLOAD and
TOTAL PAYLOAD values are displayed. The
PAYLOAD field shows a value when loading
starts.
D31001
D31-3
You can set a desired password. To change the password, follow the steps below:
1. Press the box switch placed to the left of
CHANGE PASSWORD. The box lamp lights
and OLD PASSWORD INPUT is displayed.
When you press the RET switch, an operator information screen i2, i3" or i4" is called back.
This screen is selected according to the status of
vehicle as shown below.
i2 INITIAL CHECK1" when ignition key is turned
on (KEY ON") but engine is not running.
i3 INITIAL CHECK2" when engine is running
(ENGINE ON") but vehicle is not moving.
i4 NORMAL RUNNING when vehicle is moving
or even when engine is running (ENGINE ON)
but vehicle is not moving after displaying i4
screen.
FIGURE 31-5. HIDDEN SWITCH LOCATION
D31-4
D31001
i9 MENU SELECT
MOM supports two maintenance information menus
(see Figure 31-7):
(1) SERVICE MENU
FIGURE 31-7.
The SERVICE MENU screen is used to obtain information of each component on the truck (engine, transmission, brake, suspension, power-train management
controller, electronic display panel, payload meter, tire
management system, etc.) and information on the
whole vehicle.
Information for each component is provided on reference screens such as REAL TIME MONITOR, MACHINE TREND, and FAULT CONDITION and a
MACHINE CHECK screen for checking vehicle hardware.
NOTE: Refer to D34001, Real Time Data Tables for
the information available on each of the Real Time
Data screens for all the controllers (including optional
controllers) in the PMC system
For hierarchy (tree structure) of maintenance information screens, see MOM - Message for Operation and
Maintenance, Tables 2. and 3.
D31001
D31-5
s1 SERVICE MENU
When the switch box at the left side of the menu title
s2 component check menu is pressed, the menu
screen in Figure 31-9 appears.
D31-6
D31001
s21 Engine
s21 CUMMINS ENG. MENU (for the CUMMINS
engine)
s21 KOMATSU ENG. MENU (for the KOMATSU
engine)
FIGURE 31-10.
FIGURE 31-11.
When the switch box at the left side of the menu title
s21 ENGINE is pressed, the selected menu screen,
Figure 31-10, appears.
When the BACK switch is pressed, this screen turns
into s2 COMPONENT CHECK MENU screen.
When the RET switch is pressed, this screen changes
to:
i2 INITIAL CHECK1" when the ignition key is
turned on (KEY ON") but engine is not running.
i3 INITIAL CHECK2" when engine is running
(ENGINE ON") but vehicle is not moving.
i4 NORMAL RUNNING when vehicle is moving
or even when engine is running (ENGINE ON)
but vehicle is not moving after displaying i4
screen.
Note: When the Cummins engine is used, s212 MACHINE TREND MENU and s213 FAULT CONDITION MENU screens are not available and their
switch boxes are light.
D31001
D31-7
FIGURE 31-12.
FIGURE 31-13.
When you select a menu and press its switch box, the
selected menu screen appears.
When you select a menu and press its switch box, the
selected menu screen appears.
D31-8
D31001
Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch
field of the current fault becomes dark and locked. You
cannot delete the fault history by pressing the DEL
switch.
Two faults are displayed on one screen. Move up or
down the screen by the FWD or REV switch to show
another page of faults. TOTAL COUNT OF ERROR
indicates the total number of fault occurrences.
CURRENT SMR indicates the current vehicle standard SMR (Service Meter) hours.
When the BACK switch is pressed, this screen returns
to s213 FAULT CONDITION MENU (ENG.)" screen.
FIGURE 31-14.
FIGURE 31-15.
D31001
D31-9
s22 TRANSMISSION
When the switch box at the left side of the menu titles
(Figure 31-16) is pressed, the selected menu screen
appears.
FIGURE 31-16.
FIGURE 31-17.
D31-10
D31001
FIGURE 31-18.
FIGURE 31-19.
When the switch box at the left side of the menu titles
is pressed, the selected menu screen appears.
D31001
D31-11
FIGURE 31-20.
D31-12
D31001
This screen (Figure 31-21) is used to select a transmission fault condition menu.
FIGURE 31-21.
FIGURE 31-22.
When you select a menu and press its switch box, the
selected menu screen appears.
D31001
D31-13
FIGURE 31-23.
FIGURE 31-24.
When the switch box at the left side of the menu titles
is pressed, the selected menu screen appears.
D31-14
D31001
FIGURE 31-26.
FIGURE 31-25.
D31001
D31-15
FIGURE 31-27.
FIGURE 31-28.
When you select a menu and press its switch box, the
selected menu screen appears.
D31-16
D31001
FIGURE 31-29.
FIGURE 31-30.
This screen is used to select a suspension fault condition menu. When you select a menu and press its
switch box, the selected menu screen appears.
D31001
D31-17
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 31-31.
FIGURE 31-32.
D31-18
D31001
FIGURE 31-33.
FIGURE 31-34.
When you select a menu and press its switch box, the
selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (s2521 FAULT CONDITION), a dialog box
appears to ask whether you really want to delete all
PMC fault data.
Press the OK switch to delete all PMC fault data or the
CANCEL switch not to delete the data. Current fault
data is not deleted.
D31001
D31-19
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 31-35.
FIGURE 31-36.
D31-20
D31001
FIGURE 31-37.
FIGURE 31-38.
When you select a menu and press its switch box, the
selected menu screen appears.
D31001
D31-21
FIGURE 31-40.
D31-22
D31001
FIGURE 31-42.
FIGURE 31-41.
D31001
D31-23
FIGURE 31-43.
FIGURE 31-44.
D31-24
D31001
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 31-45.
FIGURE 31-46.
See Display Able/Display by Model and Optional
Equipment Status.
This screen shows the history of TMS faults. MOM
handles the following data for TMS faults:
D31001
D31-25
FIGURE 31-47.
D31-26
D31001
BINARY
HEXADECIMAL
BINARY
HEXADECIMAL
This screen (Figure 31-48) shows switch status, software versions, and controller-specific SMR values of
each controller (CENTRY, CENSE, transmission,
electronic display panel, and PMC) on the vehicle.
0000
1000
0001
1001
0010
1010
0011
1011
The CLOCK READ field shows the controller-specific SMR value based on vehicle standard SMR (not
a vehicle standard SMR value).
0100
1100
0101
1101
0110
1110
0111
1111
TABLE 3. BINARY-TO-HEXADECIMAL
CONVERSION TABLE
If the PMC detects (from the position of the Transmission Controller rotary switch settings) an optional feature is not installed on the truck, it will ignore the DIP
switch setting.
Refer to Powertrain Management Controller (PMC),
Dip Switch Settings for additional information concerning the DIP switch settings for the standard and
optional equipment installed on the truck.
FIGURE 31-48.
SWITCH No.
2-8
2-7
2-6
2-5
2-4
2-3
2-2
2-1
1-8
1-7
1-6
1-5
1-4
1-3
1-2
1-1
ON/OFF Status
OFF
ON
OFF
OFF
ON
ON
ON
ON
OFF
OFF
OFF
OFF
ON
ON
OFF
ON
Binary Notation
(1 = ON, 0 = OFF)
Hexadecimal
Notation
Value Displayed
on screen
0100
1111
0000
1101
4F0D
TABLE 2.
D31001
D31-27
MODEL
SELECTION
SWITCH No.
(C0: MACHINE
CODE)
MODEL
4
5
FIGURE 31-49.
730E
930E
530M
330M
830E
MENU ITEM
TRIMMER
GAIN(%)
DESCRIPTION
REMARKS
80% TO 120%
Bit 0: Use/non-use of memory card (1: Not used, 0: Used)
Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT
SR
DR
Speed regulation
Distance correction
CO
SOFT VER.
REVISION
Machine code
Version of PLM software
Revision of PLM software
DATE
D31-28
D31001
This screen (Figure 31-50) shows switch status, software versions, and controller-specific SMR values of
suspension and brake controllers on the vehicle.
FIGURE 31-50.
FIGURE 31-51.
D31001
D31-29
FIGURE 31-52.
D31-30
D31001
t2 TIME/DATE SET
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 31-53.
FIGURE 31-54.
Procedure to set a date and a time:
D31001
D31-31
FIGURE 31-55.
FIGURE 31-56.
D31-32
D31001
This screen (Figure 31-58) is used to select a maximum transmission gear position (F4, F5, F6, or F7).
FIGURE 31-57.
FIGURE 31-58.
D31001
D31-33
This screen (Figure 31-59) is used to select a maximum transmission gear position (F1, F2, or F3) for the
body-up maximum speed and to enable or disable
selection of REVERSE when the body is raised.
FIGURE 31-59.
FIGURE 31-60.
When entering this screen, the currently set values are
turned on.
Select a gear position (F1, F2, or F3) and press its
switch box. When the gear position is selected, its
indicator (above the switch box) is turned on.
To enable (OK) or disable (NO) selection of the reverse
position at body up, press the OK or NO switch. When
the selection is set, its indicator (above the switch box)
is turned on.
D31-34
D31001
FIGURE 31-61.
FIGURE 31-62.
Procedure to change units:
1. Select an item whose unit you want to change and
press its SET switch. The cursor appears in the
entry field of the item.
2. Press the UP or DOWN arrow key until a desired
unit appears in the entry field.
3. Press the ENT key to register the selected unit or
the CANCEL switch to cancel unit change.
The following units are available:
> SPEED/DISTANCE: km/h (km), mile/h (mile)
> PRESSURE: MPa, kg/cm2, kpsi
> TEMPERATURE: F, C
> VOLUME: us.Gal, l
> WEIGHT: us.ton, ton, klb
When the BACK switch is pressed, this screen returns
to t1 MENU SELECT" screen. When the RET switch
is pressed, this screen changes to:
i2 INITIAL CHECK1" when the ignition key is
turned on (KEY ON") but engine is not running.
When you select a menu and press its switch box, the
selected menu screen appears.
When the BACK switch is pressed, this screen returns
to t1 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
i2 INITIAL CHECK1" when the ignition key is
turned on (KEY ON") but engine is not running.
i3 INITIAL CHECK2" when engine is running
(ENGINE ON") but vehicle is not moving.
i4 NORMAL RUNNING when vehicle is running
or even when engine is running (ENGINE ON)
but vehicle is not moving after displaying i4
screen.
D31001
D31-35
TIRE No.
1
2
3
4
5
6
LOCATION
FR (front right side)
FL (front left side)
RRR (outer side of rear right)
RRL (inner side of rear right)
RLR (inner side of rear left)
RLL (outer side of rear left)
FIGURE 31-63.
D31-36
D31001
TIRE No.
1
2
3
4
5
6
LOCATION
FR (front right side)
FL (front left side)
RRR (outer side of rear right)
RRL (inner side of rear right)
RLR (inner side of rear left)
RLL (outer side of rear left)
FIGURE 31-64.
D31001
D31-37
Tire No.
1
2
3
4
5
6
LOCATION
FR (front right side)
FL (front left side)
RRR (outer side of rear right)
RRL (inner side of rear right)
RLR (inner side of rear left)
RLL (outer side of rear left)
FIGURE 31-65.
D31-38
D31001
FIGURE 31-66.
This screen is used to set the date and time for the tire
management system (TMS) using the procedure below:
1. Press the SET switch. The cursor appears on the
DAY field.
2. Move and position the cursor on a field (DAY,
MONTH, YEAR, or TIME) whose value you want
to change by pressing the left or right arrow key.
3. Increase or decrease the value by pressing the
+" or - switch until a desired value appears.
Hold down the + or - switch to change the
value continuously.
4. Press the ENT switch to register the date and time
or the CANCEL switch to cancel registration.
D31001
D31-39
D31-40
D31001
HARDWARE HOOKUP
SYMBOL
TYPE
CD
Input
Carrier Detect
RD
Input
Receive Data
SD
Output
Send Data
DTR
Output
GND
DSR
Input
7
8
RS
CS
Output
Input
Request to Send
NAME
Ground
Clear to Send
Not Used
D32001
D32-1
SOFTWARE
Service Menu
Installation Requirements
The following hardware and software is required to
allow the use of DAD to communicate with the truck:
Microsoft Windows Version 3.1
A personal computer with a 486DX2 (or higher)
processor, 640 KB of conventional memory plus
8 MB of extended memory.
The computer must also be equipped with an
RS232C serial port and a floppy disk drive.
A display adapter supported by Windows
A printer supported by Windows
A mouse supported by Windows
DAD software package
D32-2
D32001
Vehicle State
DAD supports the following vehicle status:
KEY ON: The ignition key is turned on but engine
is not started.
ENGINE ON: The engine is running but the truck
is stationary.
RUNNING: The vehicle is running (the transmission gear is not in the NEUTRAL position or the
speed of the truck is 2 km/h or more.)
D32001
D32-3
(KOMATSU, CUMMINS)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(CUMMINS, KOMATSU)
(CUMMINS, KOMATSU)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(CUMMINS, KOMATSU)
(CUMMINS, KOMATSU)
(CUMMINS, KOMATSU)
(CUMMINS, KOMATSU)
D32-4
D32001
D32001
D32-5
D32-6
D32001
SCREENS
(s211-1/10) to (s211-10/10)
(s211-1/9) to (s211-9/9)
SCREEN DISPLAY
CONDITIONS
Available only when the
CUMMINS engine
controller is used
Available only when the
KOMATSU engine
controller is used
Available only when the
KOMATSU engine
controller is used
Available only when the
KOMATSU engine
controller is used
Available only when the
CUMMINS or KOMATSU
engine controller is used
Available only when the
KOMATSU engine
controller is used
(s2142)
(s23), (s231-1/3) to (s231-3/3)
(s232), (s2322), (s2323), (s2324),
(s2325)
(s233), (s2331), (s2332)
SCREEN DISPLAY
CONDITIONS
SCREENS
(PASSWORD INPUT)
(i3)
(s1), (s2)
(s3)
(s2332-1) to (s2332-5)
(s234), (s2341),
(s2341-1) to (s2341-5)
Available only when the
Suspension controller is
used
DIP switch SW1-3 of the
PMC (PLM setting)
(s27), (s271-1/2), (s271-2/2), (s272)
ON:Screen available
OFF: Screen not available
(s24), (s241-1/4) to (s241-4/4)
(s242), (s2421)
(s21)
(s22)
(s221-1/14) to (s221-14/14)
(s222), (s2221), (s2222), (s2223),
(s2224), (s2225), (s2226), (s2227),
(s2228), (s2229), (s222A), (s222B),
(s222C), (s222D), (s222E), (s222F),
(s222G)
(s223), (s2231), (s2232)
(s2232-1) to (s2232-5)
Always available for
(s224), (s2241), (s2242), (s2243),
vehicle equipped with
(s2244)
PMC.
(Not dependent on model
(s25), (s251-1/9) to (s251-9/9)
and option settings)
(s252), (s2521), (s2522)
(s2522-1) to (s2522-5)
(s253), (s2531)
(t31)
(t32)
TABLE 4 (Continued)
TABLE 4.
D32001
D32-7
SCREEN DATA
SCREENS
s2131
FAULT CONDITION
s2231
FAULT CONDITION
s2331
FAULT CONDITION
s2421
FAULT CONDITION
s2521
FAULT CONDITION
s2621
FAULT CONDITION
s2831
FAULT CONDITION
SCREENS
Transmission related
items
s221-1/14 to 14/14
s231-1/3 to 3/3
s241-1/4 to 4/4
s251-1/9 to 9/9
Snap-Shot Data
s261-1/5 to 5/5
s271-1/2 to 2/2
s281-1/5 to 5/5
If a serious fault occurs in the PMC system, the appropriate controller records the input and output data for
a few seconds before and a few seconds after the fault
occurs.
DAD can then be used to download this information
and display the data in graph form. DAD supports the
snap-shot screens listed in Table 7.
DATA ITEM
Engine related items
Transmission related
items
Brake related items
All related items
SCREENS
s2132 Snap-Shot Reading Menu
s2132-1 to 5 Snap Shot Reading
s2232 Snap-Shot Reading Menu
s2232-1 to 5 Snap Shot Reading
s2332 Snap-Shot Reading Menu
s2332-1 to 5 Snap Shot Reading
s2522 Snap-Shot Reading Menu
s2522-1 to 5 Snap Shot Reading
D32-8
D32001
DATA ITEM
ENGINE
RELATED
ITEMS
TRANSMISSION
RELATED
ITEMS
SCREENS
CONTENTS
s2121
LOAD RATIO
s21211
LOAD RATIO
s2122
OPERATION RATIO
s21221
OPERATION RATIO
s2123
s21231
s2124
s21241
s2125
EXHAUST TEMPERATURE
s21251
EXHAUST TEMPERATURE
s2126
s21261
s2127
s2221
s2222
s2223
s2224
max
(KOMATSU
ENGINE
ONLY)
s2225
OF CLUTCH
s2226
s2227
s2228
s2229
s222A
s222B
s222C
s222D
s222E
AB-USE COUNT
s222F
BUILDUP 3 MODULATION
s222G
D32001
D32-9
Machine Check
Event Recorder
DATA ITEM
SCREENS
Engine
Related
Items
s2141
s2142
Transmission Related
Items
s2241
s2242
s2243
s2244
Brake
Related
Items
s2341
s253
EVENT RECORDER
s2531
EVENT RECORDER
Parameter Set
A parameter set screen allows the technician to
change parameter data of each controller in the PMC
System.
DATA ITEM
DATA ITEM
s31
s32-1/3 to 3/3
SYSTEM
IDENTIFICATION
CONTROLLER
INFORMATION
SCREENS
Controller
Configuration
t2
TIME/DATE SET
t31
t32
SPEED LIMITER
t33
Controller Information
s33
OPTIONAL
FUNCTION
INFORMATION
Setting of Optional
Functions
s34
HISTORY OF USE
History of Parameter
Setting Change
DATA ITEM
MOM Time/date setting
Setting of enginetransmission matching
pattern
Setting of maximum vehicle
speed
Setting of maximum
transmission gear
Setting of maximum
transmission gear (body up)
Suspension mode setting
t54
t55
t6
t34
t35
t51
t52
t53
D32-10
D32001
i3 MENU SELECT
FIGURE 33-1.
FIGURE 33-2.
D33001
D33-1
s1 SERVICE MENU
s21 Engine
FIGURE 33-3.
When the switch box at the left side of the menu title
s2 component check menu is pressed, the menu
screen in Figure 33-4 appears.
Note: When the Cummins engine is used, s212 MACHINE TREND MENU and s213 FAULT CONDITION MENU screens are not available and their
switch boxes are light. See Display Able/Disable by
Model and Optional Equipment Status.
FIGURE 33-4.
D33-2
D33001
FIGURE 33-6.
FIGURE 33-7.
D33001
D33-3
FIGURE 33-8.
FIGURE 33-9.
This screen shows the history of engine faults. DAD
handles the following data for engine faults:
> CODE:
System fault code
> FIRST:
Service meter hour of the first occurrence
> LAST:
Service meter hour of the last occurrence
> NO. OF OCCUR:
Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When the DEL field of a fault code
is pressed, a dialog box appears to ask whether you
really want to delete the history of the data.
Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch
field of the current fault becomes dark and locked. You
cannot delete the fault history by pressing the DEL
switch.
Two faults are displayed on one screen. Move up or
down the screen by the FWD or REV switch to show
another page of faults. TOTAL COUNT OF ERROR
indicates the total number of the fault occurrence.
CURRENT SMR indicates the current vehicle standard SMR (Service Meter) hours.
When the BACK switch is pressed, this screen returns
to s213 FAULT CONDITION MENU (ENG.)" screen.
When the RET switch is pressed, this screen changes
to i3 MENU SELECT screen.
D33-4
D33001
s22 TRANSMISSION
When the switch box at the left side of the menu titles
(Figure 33-10) is pressed, the selected menu screen
appears.
FIGURE 33-10.
FIGURE 33-11.
D33001
D33-5
FIGURE 33-12.
FIGURE 33-13.
When the switch box at the left side of the menu titles
is pressed, the selected menu screen appears.
The SELECT switch located after one of the following
menu titles; 2223, s2224, s2225, s2226, s2227, s2228,
s2229, s222A, s222B, or s222F, is used to select L, M
(or 4th), H, 3rd, 2nd, 1st, or R clutch data.
The SELECT switch located after the s222G menu title
is used to select L clutch, M clutch, H clutch, 1st
(NF2), 1st (F1F2), 2nd clutch, 3rd clutch, or
Rev clutch.
Use the FWD or REV switches to select another page
of the machine trend menu.
When the CLEAR switch is pressed, a dialog box
appears to confirm deletion of all machine trend data.
Press OK to delete or CANCEL if the data should not
be deleted.
When the BACK switch is pressed, this screen returns
to s22 TRANSMISSION MENU screen.
When the RET switch is pressed, this screen changes
to i3 MENU SELECT screen.
D33-6
D33001
This screen (Figure 33-14) shows the number of abnormal shift lever operations.
This screen (Figure 33-15) is used to select a transmission fault condition menu.
FIGURE 33-14.
FIGURE 33-15.
When you select a menu and press its switch box, the
selected menu screen appears.
D33001
D33-7
FIGURE 33-16.
FIGURE 33-17.
When the switch box at the left side of the menu title
is pressed, the selected menu screen appears.
D33-8
D33001
FIGURE 33-18.
FIGURE 33-19.
When the switch box at the left side of the menu titles
is pressed, the selected menu screen appears.
When the BACK switch is pressed, this screen returns
to s2 COMPONENT CHECK MENU screen.
When the RET switch is pressed, this screen changes
to i3 MENU SELECT screen.
D33001
D33-9
FIGURE 33-20.
FIGURE 33-21.
See Display Able/Disable by Model and Optional
Equipment Status.
This screen is used to select a brake fault condition
menu. When you select a menu and press its switch
box, the selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (s2231 FAULT CONDITION), a dialog box
appears to ask whether you really want to delete all
brake fault data.
Press the OK switch to delete all brake fault data or
the CANCEL switch not to delete the data. Data of the
current fault is not deleted.
D33-10
D33001
D33001
D33-11
FIGURE 33-23.
FIGURE 33-24.
When you select a menu and press its switch box, the
selected menu screen appears.
D33-12
D33001
FIGURE 33-25.
FIGURE 33-26.
This screen is used to select a suspension fault condition menu. When you select a menu and press its
switch box, the selected menu screen appears.
D33001
D33-13
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 33-27.
FIGURE 33-28.
D33-14
D33001
FIGURE 33-29.
FIGURE 33-30.
When you select a menu and press its switch box, the
selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (s2521 FAULT CONDITION), a dialog box
appears to ask whether you really want to delete all
PMC fault data.
Press the OK switch to delete all PMC fault data or the
CANCEL switch not to delete the data. Current fault
data is not deleted.
Press the MTRIG switch to send a manual trigger
signal to the transmission controller.
When the BACK switch is pressed, this screen returns
to s25 PMC MENU" screen.
When the RET switch is pressed, this screen changes
to i3 MENU SELECT screen.
D33001
D33-15
FIGURE 33-31.
FIGURE 33-32.
When the BACK switch is pressed, this screen returns
to s2 COMPONENT CHECK MENU" screen.
When the RET switch is pressed, this screen changes
to i3 MENU SELECT screen.
D33-16
D33001
FIGURE 33-33.
FIGURE 33-34.
When you select a menu and press its switch box, the
selected menu screen appears.
D33001
D33-17
FIGURE 33-35.
FIGURE 33-36.
When you select a menu and press its switch box, the
selected menu screen appears.
D33-18
D33001
FIGURE 33-37.
FIGURE 33-38.
When you select a menu and press its switch box, the
selected menu screen appears.
D33001
D33-19
FIGURE 33-39.
FIGURE 33-40.
D33-20
D33001
FIGURE 33-41.
D33001
D33-21
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 33-42.
FIGURE 33-43.
D33-22
D33001
BINARY
HEXADECIMAL
BINARY
HEXADECIMAL
This screen (Figure 33-44) shows switch status, software versions, and controller-specific SMR values of
each controller (CENTRY, CENSE, transmission,
electronic display panel, and PMC) on the vehicle.
0000
1000
0001
1001
0010
1010
0011
1011
The CLOCK READ field shows the controller-specific SMR value based on vehicle standard SMR (not
a vehicle standard SMR value).
0100
1100
0101
1101
0110
1110
0111
1111
TABLE 2. BINARY-TO-HEXADECIMAL
CONVERSION TABLE
If the PMC detects (from the position of the Transmission Controller rotary switch settings) an optional feature is not installed on the truck, it will ignore the DIP
switch setting.
Refer to PMC System, PMC Dip Switch Settings for
additional information concerning the DIP switch settings for the standard and optional equipment installed
on the truck.
FIGURE 33-44.
SWITCH No.
2-8
2-7
2-6
2-5
2-4
2-3
2-2
2-1
1-8
1-7
1-6
1-5
1-4
1-3
1-2
1-1
ON/OFF Status
OFF
ON
OFF
OFF
ON
ON
ON
ON
OFF
OFF
OFF
OFF
ON
ON
OFF
ON
Binary Notation
(1 = ON, 0 = OFF)
Hexadecimal
Notation
Value Displayed
on screen
0100
1111
0000
1101
4F0D
TABLE 1.
D33001
D33-23
MODEL
SELECTION
SWITCH No.
(C0: MACHINE
CODE)
MODEL
4
5
FIGURE 33-45.
730E
930E
530M
330M
830E
MENU ITEM
TRIMMER
GAIN(%)
DESCRIPTION
REMARKS
80% TO 120%
Bit 0: Use/non-use of memory card (1: Not used, 0: Used)
Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT
SR
DR
Speed regulation
Distance correction
CO
SOFT VER.
REVISION
Machine code
Version of PLM software
Revision of PLM software
DATE
D33-24
D33001
This screen (Figure 33-46) shows switch status, software versions, and controller-specific SMR values of
suspension and brake controllers on the vehicle.
FIGURE 33-46.
FIGURE 33-47.
D33001
D33-25
FIGURE 33-48.
D33-26
D33001
t2 TIME/DATE SET
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 33-49.
FIGURE 33-50.
D33001
D33-27
FIGURE 33-51.
FIGURE 33-52.
D33-28
D33001
This screen (Figure 33-54) is used to select a maximum transmission gear position (F4, F5, F6, or F7).
FIGURE 33-54.
FIGURE 33-53.
D33001
D33-29
This screen (Figure 33-55) is used to select a maximum transmission gear position (F1, F2, or F3) for the
body-up maximum speed and to enable or disable
selection of REVERSE when the body is raised.
FIGURE 33-55.
FIGURE 33-56.
When entering this screen, the currently set values are
turned on.
Select a gear position (F1, F2, or F3) and press its
switch box. When the gear position is selected, its
indicator (above the switch box) is turned on.
To enable (OK) or disable (NO) selection of the reverse
position at body up, press the OK or NO switch. When
the selection is set, its indicator (above the switch box)
is turned on.
When the BACK switch is pressed, this screen returns
to the t3 TRAVEL MODE MENU" screen.
When the RET switch is pressed, this screen returns
to i3 MENU SELECT" screen.
D33-30
D33001
FIGURE 33-57.
FIGURE 33-58.
Procedure to change units:
1. Select an item whose unit you want to change and
press its SET switch. The cursor appears in the
entry field of the item.
2. Press the UP or DOWN arrow key until a desired
unit appears in the entry field.
3. Press the ENT key to register the selected unit or
the CANCEL switch to cancel unit change.
When you select a menu and press its switch box, the
selected menu screen appears.
When the BACK switch is pressed, this screen returns
to the t1 PARAMETER SET MENU" screen.
When the RET switch is pressed, this screen returns
to i3 MENU SELECT" screen.
D33001
D33-31
FIGURE 33-59.
FIGURE 33-60.
LOCATION
FR (front right side)
FL (front left side)
RRR (outer side of rear right)
RRL (inner side of rear right)
RLR (inner side of rear left)
RLL (outer side of rear left)
TIRE No.
1
2
3
4
5
6
LOCATION
FR (front right side)
FL (front left side)
RRR (outer side of rear right)
RRL (inner side of rear right)
RLR (inner side of rear left)
RLL (outer side of rear left)
D33-32
D33001
FIGURE 33-61.
FIGURE 33-62.
This screen is used to set the date and time for the tire
management system (TMS) using the procedure below:
LOCATION
FR (front right side)
FL (front left side)
RRR (outer side of rear right)
RRL (inner side of rear right)
RLR (inner side of rear left)
RLL (outer side of rear left)
D33001
D33-33
FIGURE 33-63.
D33-34
D33001
D34001
D34-1
D34-2
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
ENGINE SPEED
rpm
1
2
ECM TEMP.
ENG. SPEED
C, F
rpm
BLOWBY PRESS.
inch H2O
rpm
ENGINE SPEED
rpm
CMP. IN A. TMP. L
C, F
3
3
CMP. IN A. TMP. R
AMBIENT AIR PRESSURE
C, F
kg/cm2:1, kpsi:3 MPa:2
C, F
C, F
C, F
ENG. SPEED
C, F
rpm
OIL LEVEL
OIL TEMP.
ENG. SPEED
COOLANT LEVEL
COOLANT PRESS.
COOLANT TEMP.
ENG. SPEED
C, F
rpm
EXH. TEMP. L1
C, F
EXH. TEMP. L2
C, F
EXH. TEMP. L3
C, F
EXH. TEMP. L4
ENG. SPEED
C, F
rpm
EXH. TEMP. L5
C, F
EXH. TEMP. L6
C, F
EXH. TEMP. L7
C, F
EXH. TEMP. L8
ENG. SPEED
C, F
rpm
EXH. TEMP. R1
C, F
EXH. TEMP. R2
C, F
EXH. TEMP. R3
C, F
EXH. TEMP. R4
ENG. SPEED
C, F
rpm
EXH. TEMP. R5
C, F
EXH. TEMP. R6
C, F
EXH. TEMP. R7
C, F
EXH. TEMP. R8
----
rpm
OK: Normal, LOW: Abnormal
----
10
ENG. SPEED
C, F
rpm
10
10
HOURS TO REBUILD
10
D34001
D34001
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
rpm
SHIFT LEVER D
----
SHIFT LEVER 5
----
SHIFT LEVER 4
----
SHIFT LEVER 3
----
SHIFT LEVER L
----
SHIFT LEVER R
----
SHIFT LEVER N
----
ENG. SPEED
rpm
SOLENOID LOW
mA
SOLENOID MIDDLE
mA
SOLENOID HIGH
mA
2
2
SOLENOID 1st
SOLENOID 2nd
mA
mA
SOLENOID 3rd
mA
ENG. SPEED
rpm
rpm
SOLENOID L
mA
SOLENOID R
----
----
F1 START SW.
----
SHIFT INDICATOR
FILL SIGNAL R
----
----
----
----
4
4
----
----
----
ENG. SPEED
rpm
rpm
rpm
rpm
ENG. SPEED
rpm
rpm
C, F
C, F
ENG. SPEED
C, F
rpm
7
7
TORQUE SENSOR
LIMP HOME SW.
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
----
----
----
mA
---rpm
kg.m
D34-3
PAGE
DATA INDICATION
UNITS
----
ENGINE SPEED
rpm
C, F
C, F
C, F
kg/cm2, kpsi, MPa
ENGINE SPEED
PARKING BRAKE
----
REAR BRAKE
----
STEERING PRESSURE
ON:Abnormal, OFF:Normal
----
BCV SOLENOID 1
----
BCV SOLENOID 2
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
10
ENGINE SPEED
BODY FLOAT CAUTION
rpm
----
10
LATERAL INCLINATION
ON:Abnormal, OFF:Normal
----
10
BODY SEATING SW
----
10
FUEL LEVEL
10
10
ACCEL PEDAL
THROTTLE MODIFICATION
V
Hz
10
BRAKE COMMAND
10
SHIFT WAIT
11
ENGINE SPEED
rpm
11
----
11
----
11
----
11
FUEL LEVEL
----
11
COOLANT TEMP.
11
C, F
rpm
11
12
ENGINE SPEED
12
ALTERNATOR R
10
D34-4
SIGNAL NAME
rpm
12
KEY SWITCH C
13
ENGINE SPEED
13
MATCHING PATTERN
13
HIGHEST GEAR
13
13
REVERSE OK/NO
13
SERVICE METER
13
POWER SUPPLY
13
MACHINE SEL. 4
----
13
MACHINE SEL. 3
----
13
MACHINE SEL. 2
----
13
MACHINE SEL. 1
----
14
ENGINE SPEED
rpm
OK:REVERSE enabled,
NO:REVERSE disabled
h
V
rpm
D34001
s231
s241
D34001
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
----
14
----
14
----
ENGINE SPEED
rpm
rpm
rpm
rpm
rpm
1
2
rpm
ENGINE SPEED
rpm
mA
mA
mA
ENGINE SPEED
rpm
EMERGENCY SW
----
----
BRAKE LOCK SW
----
ON:PRESSED, OFF:RELEASED
----
RIGHT ABS
----
3
3
LEFT ABS
LOW BRAKE ACCUM. PRES
-------
----
ENGINE SPEED
KEY SWITCH
----
ASR ON/OFF
----
ABS MANUAL SW
----
ASR MANUAL SW
----
PW. SUPPLY(BRAKE)
rpm
ENGINE SPEED
STEERING SPEED.
1
1
SUS. PRESS.(L)
SUS. PRESS.(R)
ENGINE SPEED
rpm
ENGINE SPEED
rpm
rpm
ON:BRAKE ON, OFF:BRAKE OFF
rpm
D34-5
s251
D34-6
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
rpm
rpm
SERVICE METER
POWER SUPPLY
ENGINE SPEED
rpm
SOFTWARE VER.
----
V
H:HARD, M:MEDIUM, S:SOFT, A:AUTO
rpm
----
----
RESUME/UP SW.STATUS
----
----
----
ENGINE SPEED
------rpm
ALTERNATE TORQ.
ALTERNATE DROOP
----
VALIDATION SW.2
----
VALIDATION SW.1
----
ENGINE SPEED
rpm
3
3
%
V
THROTTLE
Hz
SHIFT WAIT
ENGINE SPEED
rpm
rpm
rpm
----
----
EMERGENCY BRAKE
----
F.BR.FILTER RESRICTION
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
4
5
HYD.FILTER RESTRICTION
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
-------
rpm
ENGINE SPEED
rpm
D34001
s261
D34001
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
rpm
SUS. PRESS. L
SUS. PRESS. R
TORQUE OUTPUT
rpm
km/h, mile/h
----
----
----
----
----
----
7
7
-------
----
----
----
----
----
----
----
----
SERVICE METER
POWER SUPPLY
SOFTWARE VERSION
----
km/h, mile/h
ENGINE SPEED
AISS SWITCH
STANDARD SMR
2
2
ENG. SPEED
FRONT BRAKE ACCUM. PRE.
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
BATTERY CHARGE
ON:Abnormal, OFF:Normal
----
BLOW-BY PRESS.
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
COOLANT LEVEL
ON:Abnormal, OFF:Normal
----
----
----
----
LATERAL INCLINATION
ON:Abnormal, OFF:Normal
----
ON:Abnormal, OFF:Normal
----
ENGINE SPEED
STEERING PRESSURE
ON:Abnormal, OFF:Normal
----
3
3
ON:Abnormal, OFF:Normal
ON:BUZZER ON, OFF:BUZZER OFF
-------
----
rpm
ON:SW ON, OFF:SW OFF
---h
rpm
rpm
D34-7
s271
PAGE
D34-8
DATA INDICATION
UNITS
----
----
----
----
ENG. SPEED
rpm
----
----
POWER SUPPLY
VEHICLE SPEED
km/h, mile/h
ENGINE SPEED
rpm
SERVICE METER
----
SOFTWARE VER.
----
rpm
F-R INCLINATION
1
1
PAYLOAD WEIGHT
VEHICLE SPEED
ton,us.ton,klb
km/h,mile/h
ENGINE SPEED
ALTERNATOR R
----
----
BODY FLOAT
----
SHIFT LEVER N
----
VEHICLE STATUS
s281
SIGNAL NAME
rpm
----
ENGINE SPEED
rpm:0
TIRE PRESS. FL
TIRE PRESS. FR
ENG. SPEED
rpm:0
TIRE TEMP. FL
C, F
TIRE TEMP. FR
C, F
C, F
C, F
C, F
ENGINE SPEED
C, F
rpm
ESTIM. PRESS. FL
ESTIM. PRESS. FR
D34001
PAGE
DATA INDICATION
UNITS
ENGINE SPEED
rpm
BATT. VOLT. FL
BATT. VOLT. FR
ENGINE SPEED
rpm
FIELD STRE. FL
FIELD STRE. FR
D34001
SIGNAL NAME
D34-9
NOTES
D34-10
D34001
SECTION F
TRANSMISSION AND TORQUE CONVERTER
INDEX
TORQUE CONVERTER . . . . . . . . .
Main Relief Valve . . . . . . . . .
Torque Converter Relief Valve . .
Torque Converter Regulator Valve
Lock-up Clutch . . . . . . . . . .
Hydraulic Pump . . . . . . . . . .
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F2-2
F2-5
F2-5
F2-6
F2-6
F2-7
TRANSMISSION . . . . . . . . . . . . . . . . . . . .
Lubrication Relief Valve . . . . . . . . . . . . . . .
Transmission Control Valve . . . . . . . . . . . . .
ECMV (Electronic Control Modulation Valve) . . . .
ECMV Repair Procedure . . . . . . . . . . . .
Transmission Oil Filters . . . . . . . . . . . . . . .
Transmission Removal . . . . . . . . . . . . . . .
Transmission Installation . . . . . . . . . . . . . .
Procedure For Centering Engine and Transmission
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F2-8
F2-10
F2-11
F2-14
F2-18
F2-22
F2-23
F2-24
F2-25
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F3-1
F3-1
F3-1
F3-2
DRIVE SHAFTS . . .
Front Drive Shaft
Removal . .
Installation .
Rear Drive Shaft
Removal . .
Installation .
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F5-1
F5-1
F5-1
F5-1
F5-2
F5-2
F5-2
MISCELLANEOUS COMPONENTS . . . . . . . . .
Transmission Controller . . . . . . . . . . . . . .
Transmission Range Selector . . . . . . . . . . .
Sensors & Switches . . . . . . . . . . . . . . . .
Transmission/Torque Converter Troubleshooting
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F6-1
F6-2
F6-4
F6-5
F6-7
F01009 6/99
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Index
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F1-1
NOTES
F1-2
Index
6/99 F01009
TRANSMISSION
The Torqflow transmission (9, Figure 2-1) mounted on
the 530M truck is a 7 speed forward,1 speed reverse,
planetary gear, multiple-disc clutch transmission,
which is hydraulically actuated and pressure lubricated
for optimum heat dissipation.
The transmission oil should be drained, and the strainers in the sump removed and cleaned every 1000
hours of operation. Refer to section P lubrication and
service.
Operation of the transmission is controlled electronically through inputs from the operator (range selector
position, accelerator, etc.) and various sensors and
switches monitoring speeds and operating conditions.
The transmission oil supply is filtered through washable strainers located in thetransmission sump and by
external, replaceable elements located at the front of
the fuel tank. The two transmission filter elements
F02015 12/01
Transmission
F2-1
TORQUE CONVERTER
The torque converter is a 3-element, single-stage, two
phase torque converter with lock-up clutch.
F2-2
Transmission
F02015 12/01
F02015 12/01
6. Stator
7. Coupling
8. Input shaft
9. Turbine
10. Piston
Transmission
F2-3
F2-4
Transmission
F02015 12/01
F02015 12/01
Transmission
F2-5
ACTUATING PRESSURE
Engine @ 2100 RPM
Oil Temperature @ 70 - 90 (158 - 194)
. . . . . . . . . . . . . . . . . . 5.3 1.0 kg/cm2 (65 14 psi)
LOCK-UP CLUTCH
The operation of the lock-up clutch utilizes an ECMV
(Electronic Control Modulation Valve) identical to
those used to actuate the transmission range clutches.
F2-6
4. Pressure Tap
5. Inlet Port
(From Torque Converter)
Transmission
F02015 12/01
HYDRAULIC PUMP
Torque converter and transmission
F02015 12/01
8. Flange
9. Body
10. Dowel Pin
11. O-Ring
12. O-Ring
13. Snap Ring
14. Splined Coupling
Transmission
15. O-Ring
16. Pressure Plate
17. Isolation Plate (Top)
18. Isolation Plate (Bottom)
19. Backup Ring
20. O-Ring
21. Ring Retainer
F2-7
TRANSMISSION
The torqflow transmission (Figure 2-12) mounted on
the 530M truck is a 7 speed forward,1-speed reverse,
planetary gear, multiple-disc clutch transmission,
which is hydraulically actuated and pressure lubricated
for optimum heat dissipation.
A rubber dampened drive line adapter coupling the
engine to the transmission and torque converter, reduces engine shock and vibration to the transmission.
A lock-up system, consisting of a wet, triple-disc clutch,
can be actuated in all forward gears for higher fuel
savings.
Operation of the transmission is controlled electronically through inputs from the operator (range selector
F2-8
3. Transmission
4. Transmission Control Valve
Transmission
F02015 12/01
F02015 12/01
Transmission
F2-9
OPERATING PRESSURE
Engine @ 2100 RPM
Oil Temperature @ 70 - 90 (158 - 194)
Function
The Transmission Lubrication Releif Valve (3, Figure
2-14) is installed on the left side of the transmission
case (1). This valve prevents abnormal pressure in the
transmission lubrication circuit.
F2-10
6. Spacer
7. Spring Guide
8. Spring
9. Plate
10. Spool
11. Gasket
Transmission
F02015 12/01
F02015 12/01
ECMV
SPEED
RANGE
1st
2nd 3rd
RATIO
5.600
N
F1
5.434
F2
4.063
F3
3.048
F4
2.415
F5
1.811
F6
1.333
F7
1.000
ECMV CLUTCH OPERATION TABLE
Transmission
F2-11
F2-12
Transmission
F02015 12/01
F02015 12/01
6. Proportional Solenoid
7. Pressure Control Valve Spool
8. Load Piston
9. Spring
Transmission
A: To clutch
B: Drain
C: From Pump
a: CLutch Pressure Measurement Port
F2-13
FIGURE 2-18.
A range: Before Gear Shifting (drained)
B range: Filling Starts (trigger issued)
C range: Filling Completed
D range: Regulation
E range: Filling
FIGURE 2-19.
F2-14
Transmission
F02015 12/01
Action of ECMV
The ECMV is controlled by the command current from
the transmission controller to the proportional solenoid, and the output signal of the fill switch. The
relationship between the ECMV proportional solenoid
command current and clutch input pressure and the
output signal of the fill switch is as shown in the
diagram in Figure 2-20.
A range: Before gear shifting (drained)
B range: Filling starts (trigger issued)
C range: Filling completed
D range: Regulation
E range: Filling
FIGURE 2-20.
FIGURE 2-21.
F02015 12/01
Transmission
F2-15
Starting to fill (trigger command input to pressure control valve) (B range of graph)
1. (Refer to Figure 2-22): When there is no oil inside
the clutch and the trigger current is sent (maximum current is applied) to proportional solenoid
(6), the proportional solenoid moves the full
stroke and pressure control valve spool (7) moves
to the left. As a result of this, pump port A and
pressure control valve output port B are opened,
and oil passes through orifice a of flow sensor
valve spool (3) and starts to fill the clutch.
2. (Refer to Figure 2-23): When this happens, a
pressure difference is created between the upstream and downstream sides of orifice a of flow
sensor valve spool (3). Because of this difference
in pressure, flow sensor valve spool (3) moves to
the left and compresses sensor valve return
spring (2).
As a result, flow sensor valve spool (3) opens
pump port D, and oil flows from here through
orifice a and goes to the clutch port.
FIGURE 2-22.
FIGURE 2-23.
FIGURE 2-24.
F2-16
Transmission
F02015 12/01
FIGURE 2-26.
F02015 12/01
Transmission
F2-17
7. Filter Element
8. Filter Case
9. Cover
10. ECMV Assembly
11. ECMV Mounting Bolts
12. Valve Plate
6. Wash the head (1) and the case (3) with light oil.
7. Install O-rings (4 & 5) into head (1) and on case
(3). Insert element (2) into case (3).
8. Install the case onto head. Tighten case hand
tight.
9. Install the assembled filter assembly onto the
valve seat. Tighten mounting capscrews to standard torque.
10. Tighten the filter case (3) to 6 to 8 kg.m (43 - 58
ft.lbs.) torque.
11. Install the restriction sensor connector (4, Figure
2-27) to the harness (3) and install the protective
cover (9).
F2-18
Transmission
4. O-Ring
5. O-Ring
F02015 12/01
ECMV Removal
1. Remove the paint along the boundary between
the fill switch assembly (16, Figure 2-29) and the
valve body (1) at each ECMV to be removed.
2. Disconnect the electrical connectors for the fill
switch assembly (16) and solenoid valve (9) from
the harness.
3. Remove the switch and solenoid connectors from
bracket (18).
Disassembly
1. Before disassembly, flush the ECMV and valve
seat (paint at corners of the mating surfaces must
be removed thoroughly).
NOTE: Do not allow the solenoid connectors, fill switch
connectors, or harness to be exposed directly to the
water, etc.
2. Remove the mounting bolts (8, Figure 2-30) from
the ECMV assembly (10), and separate the
ECMV assembly from valve plate (12).
3. Remove solenoid connector (2, Figure 2-30) and
fill switch connector (3) from bracket. Loosen
bolts (17). Gently remove the flow sensor valve
fill switch (16) and bracket. Be careful not to let
spring (15) fall out of place.
4. Remove cover plate (21, Figure 2-27). Remove
plug (13) by installing a capscrew in the tapped
hole for easier removal. Then, remove the flow
detecting valve spring (12), valve spool (11), and
spring (15).
a. Examine valve body (1) and spool (11) as well
as spring (15) for the existence of plating film
pieces and other metallic particles. If found,
remove them.
13. Plug
14. O-ring
15. Spring
16. Fill Switch
17. O-ring
18. Bracket
19. Bolt
20. Washer
21. Cover Plate
22. O-ring
23. Bolt
F02015 12/01
Transmission
F2-19
Reassembly
Inspect each part thoroughly and confirm that the part
is free from dirt/dust, scratches, etc. Wash all parts with
solvent. Lubricate spools and plungers with a small
amount of transmission oil during assembly. Be certain
to reassemble all spools and plungers into their original
valve body bores.
NOTE: When assembling the valve, make sure that
valve spools move smoothly in the bore.
10. Bolt
11. Flow Sensor Valve
12. Spring
13. Plug
14. Pressure Test Port
15. Spring
16. Fill Switch
17. Bolt
18. Cover Plate
3 pcs.
0.6 mm
0.2 mm
F2-20
Transmission
F02015 12/01
11. Install all ECMVs onto the valve seat, making sure
that mounting surfaces are free from dirt/dust,
scratches, etc. Secure all electrical connectors to
the harness.
12. Check clutch pressure for any ECMV that has
been disassembled for repairs.
F02015 12/01
Transmission
F2-21
TRANSMISSION FILTERS
The transmission filter elements should be replaced
every 500 hours of operation or sooner if the warning
light indicates high restriction. This maintenance interval may be increased or reduced, depending on operating conditions, by observing the warning light
indicator.
The transmission filters are located on the outside of
the right frame rail, ahead of the fuel tank.
Installation
1. Install new element (5, Figure 2-31). Install housing (4) and tighten.
2. Replace drain plug (6), and O-ring (7).
FIGURE 2-31. TRANSMISSION CIRCUIT FILTER
NOTE: The indicator switch (2, Figure 2-31) is not
repairable. If the indicator switch is inoperative, replace as a unit. The actuation pressure of the indicator
switch is factory preset. Switch adjustment is not necessary or recommended.
F2-22
Transmission
1. Head Assembly
2. Indicator Switch
3. Seal
4. Bowl
5. Filter Element
6. Plug
7. O-Ring
8. Core Assembly
9. Bypass Valve
F02015 12/01
Transmission Removal
1. Thoroughly clean all components in the area of
the transmission, pumps and drivelines.
2. Park truck on a level surface, block wheels and
apply park brake. Raise dump body and install
body safety cable. Move hoist valve to Float
position to put weight of dump body on cables.
Lock the hoist lever in the hold position.
2. Hydraulic Hoses
F02015 12/01
Transmission
F2-23
Transmission Installation
NOTE: Check the vibration dampener for wear, damage or deterioration. Replace any rubber cushions or
dampeners in doubtful condition.
F2-24
4. Transmission Assembly
5. Capscrew & Washer
6. Driveline Guard
7. Rear Driveline
Transmission
F02015 12/01
1. Engine End
2. Tool
3. Torque Converter
End
3. Torque Converter
End
F02015 12/01
Transmission
F2-25
NOTES
F2-26
Transmission
F02015 12/01
TRANSMISSION STRAINER
Removal
Repair
Repairs to transmission cooler and wet disc brake heat
exchanger should be done by a qualified repair facility.
The Wet Disc Brake heat exchanger is also mounted
below the radiator tank. Refer to Section C. Engine,
Fuel, Cooling And Air Cleaner for removal and repair.
FIGURE 3-1. SCREEN/MAGNET REMOVAL
1. Screen/Magnet
2. O-Ring
F03008 6/98
4. Washer
5. Capscrew
F3-1
Inspection
Check the oil tank and drained oil as well as the
strainer for foreign material. Check the strainer for
a clogged or fouled condition with metallic particles. When the amount of foreign material has
significantly increased compared with preceding
inspections, it probably indicates an internal failure, requiring careful and immediate corrective
action.
If bronze, aluminum, or other metallic material is
detected in the analysis, the source should be
investigated, depending on the % of content. If a
large amount of these contaminates are found in
an oil sample, immediate action is necessary;
small or trace amounts should be recorded and
checked at the next interval for a trend.
Contamination of oil by water or anti-freeze is
considered serious. Trace amounts should be
tracked to determine a trend. If a large % of
content is found in an oil sample, the cooler should
be checked, replaced if necessary, and the transmission removed for rebuild.
Judgement
1. When the element* is clogged with black foreign
material (2, Figure 3-2), it indicates that clutch
discs are wearing. When the clogged area is
about 10 mm (0.40 in) in width and about 60 mm
(2.4 in) around the circumference, transmission
repair should be considered necessary within
200 operating hours. If the clogged area is more
extensive, immediate repair is necessary.
3. Magnets
4. Iron Particles
Installation
1. Install screen/magnets (1, Figure 3-1) into transmission oil pan.
2. Install new O- Rings (2) in cover and install cover
with capscrews (5) and washers (4).
3. Fill transmission with oil. Refer to Section P for
recommended lubricant.
2. When all magnets (3) are fouled* with iron particles, it indicates that excessive wear or damage
to internal metal parts has occurred and immediate repair is necessary.
*NOTE: Also check the oil tank interior and drained oil
for foreign material or for metallic powder in suspension.
F3-2
6/98 F03008
DRIVE SHAFTS
The engine/transmission and transmission/final drive drive shafts differ in length and design. The front drive shaft is
a fixed length, approximately 47 cm (18 in.). The rear drive shaft is approximately 101 cm (40 in.) free length [96.1
cm (37.8 in.) installed, empty] and includes a slip-joint to permit oscillation of the final drive assembly.
Removal and installation procedures for each drive shaft are similar.
Front Drive Shaft Removal
F05008 8/00
Drive Shafts
F5-1
F5-2
Drive Shafts
F05008 8/00
MISCELLANEOUS COMPONENTS
General Information
Operation of the transmission is controlled by the
Transmission Controller. Various inputs are provided
to the Controller allowing it to provide optimum transmission performance during truck operation.
The Transmission Controller receives a shift lever
position signal, throttle signal, transmission speed signal, and signals from other switches and sensors, and
automatically controls the shift schedule of the transmission including the torque converter lock-up clutch.
Other inputs are provided by various switches in the
service brake, parking brake and retarder systems as
well as the position of the hoist control. Speed sensors
provide signals for engine rpm and transmission input
shaft, output shaft, and intermediate shaft speeds.
After processing the input information, the Transmission Controller determines the proper mode of operation by engaging the proper gear, controlling lock-up
clutch operation, etc.
Gear selection is achieved by engaging or releasing
the required transmission clutches through Electronically Controlled Modulation Valves (ECMV) as determined by the Transmission Controller. The current
gear selected is displayed on the instrument panel
during operation.
F06004 6/99
Miscellaneous Components
F6-1
Snap-Shot Data
The Transmission Shift Controller (Figure 6-1) provides control of the transmission based on various
inputs from truck controls and systems. In addition, the
controller provides operational and troubleshooting
information by storing operational data in memory. The
types of data are described below.
EVENT MEMORY
The Transmission Controller will store 3 different types
of data. Portions of this data can be displayed on
MOM (Message for Operation and Maintenance)
while all of the data can be obtained through DAD
(Data Acquisition Device).
6
7
8
9
10
11
12
b023
b024
b025
b026
b028
b029
b082
b0d2
b0FA
TABLE I.
F6-2
Miscellaneous Components
6/99 F06004
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
Trend Data
TABLE II.
F06004 6/99
Miscellaneous Components
F6-3
F6-4
3. Range Indicator
Miscellaneous Components
3. Photo interrupter
6/99 F06004
SENSORS, SWITCHES
Adjustment Procedure
F06004 6/99
3. Sensor
4. Locknut
Miscellaneous Components
F6-5
Fill Switch
3. Fill Switch
F6-6
3. Nut
4. Connector
Miscellaneous Components
6/99 F06004
Preliminary Checks
Prior to detailed troubleshooting, check for obvious
reasons for the problem such as:
Is the transmission oil level correct?
Are the drive shafts broken or damaged?
Is the input shaft of the torque converter or
transmission broken?
Are the service brakes, parking brake or retarder dragging?
Is there any physical damage to the transmission or torque converter cases?
Is there any external oil leakage?
Are all electrical connectors tight?
Is there any damage to wiring harnesses?
Check truck speed
Are transmission clutch oil pressures correct?
Is torque converter lock-up pressure correct?
F06004 6/99
Miscellaneous Components
F6-7
PROBLEM
POSSIBLE CAUSES
SUGGESTED CORRECTIVE
ACTION
Restricted strainer
Pump cavitating
Defective pump
Low main relief valve (torque converter
Truck does not move in any valve) pressure
Defective ECMV
transmission range
Internal transmission damage
Internal torque converter damage
Defective speed sensor
Defective ECMV
Defective transmission clutch seal/groove
Transmission clutch seized
Truck moves normally in cerRotating clutch defective (oil sealing)
tain transmission ranges
Rotating clutch circuit shaft seal defective
Rotating clutch shaft seal ring defective
Internal transmission damage
Defective speed sensor
Defective pump
Truck will not move when
torque converter temperature Defective transmission clutch seal/groove
Rotating clutch defective (oil sealing)
rises
Rotating clutch shaft seal ring defective
Transmission set pressure
too low:
Restricted strainers
Pump cavitating
Low at every speed range
Defective pump
Low main relief valve
Defective ECMV
Defective transmission clutch seal/groove
Low at certain speed ranges Rotating clutch defective (oil sealing)
Rotating clutch circuit shaft seal defective
Rotating clutch shaft seal ring defective
Restricted strainer
Gauge fluctuates violently
Pump cavitating
No oil flowing when pressure
test port plug is removed and Defective pump drive (PTO)
engine cranked
Low modulating pressure
Defective ECMV
Low pump output pressure
Low main relief valve pressure
F6-8
Miscellaneous Components
6/99 F06004
PROBLEM
POSSIBLE CAUSES
SUGGESTED CORRECTIVE
ACTION
Replace ECMV
F06004 6/99
Miscellaneous Components
F6-9
PROBLEM
POSSIBLE CAUSES
SUGGESTED CORRECTIVE
ACTION
Truck lacks power or speed when traveling, all speed ranges (cont.):
Torque converter inlet pressure low (transmission set
pressure normal)
Iron and aluminum particles
stuck to strainer and case
drain plug
Pressure at pump outlet port
is low
Oil pressure drops as temperature rises
Defective pump
Restricted strainer
Pump cavitating
Both high and low idle speed Excessive torque converter internal oil
is too low
leakage
Torque converter outlet oil
Excessive torque converter internal oil
pressure is too low
leakage
Torque converter inlet oil
Torque converter relief valve defective
pressure is too low
Restricted strainer
Transmission modulation
Pump cavitating
pressure too low
Pump defective
Restricted strainer
Pump cavitating
Pump defective
F6-10
Miscellaneous Components
6/99 F06004
SECTION G
DRIVE AXLE, SPINDLES AND WHEELS
INDEX
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
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G2-3
G2-4
G2-5
G2-6
G2-6
G2-6
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. G3
G3-1
G3-1
G3-1
G3-3
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G3-4
G3-4
G3-5
G3-5
G3-5
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. G4
G4-1
G4-1
G4-3
G01015 11/97
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Index
G1-1
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. . . G5
. G5-1
. G5-2
. G5-2
. G5-2
DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . .
Removal (from axle) . . . . . . . . . . . . . . .
Installation (in axle) . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . .
Differential Bearing . . . . . . . . . . . .
Differential Gear Assembly . . . . . . . .
Differential Assembly Installation (to case) .
Input Pinion and Carrier Assembly . . . . .
Adjusting Tooth Contact, Backlash . . . .
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. . . G6
. G6-1
. G6-2
. G6-2
. G6-3
. G6-3
. G6-3
. G6-4
. G6-4
. G6-4
. G6-7
G1-2
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G5-3
G5-3
G5-4
G5-5
G5-11
G5-11
G5-11
G5-12
G5-13
G5-16
11/97 G01015
DO NOT weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting
gases inside the tire may ignite causing explosion of tire and rim.
G02014 6/98
G2-1
Removal
1. Stop the machine on level ground, apply parking
brake and put blocks on both sides of the rear
wheels.
2. Place a 50 ton capacity or larger hydraulic jack (1,
Figure 2-2) under the suspension cylinder on the
A-Frame and jack up the front wheel assembly
and block up securely.
2. A-Frame
G2-2
1. Clamp
2. Nut
3. Valve Lock Plate
4. Capscrew
5. Wheel Rim
6. Wheel Hub
6/98 G02014
Installation
Removal
1. Stop the machine on level ground, apply parking
brake, and put blocks on both sides of both front
wheels.
2. Raise final drive enough for tires to clear the
ground surface to be removed. Block the final
drive case securely.
3. Remove air valve lock plate (2, Figure 2-4)
6. Position tire removal apparatus as shown in Figure 2-5 and remove outside wheel assembly.
4. Check tire inflation for tire manufacturers recommended pressure. Raise truck and remove all
blocking.
G02014 6/98
2. Spacer
3. Clamp
4. Nut
G2-3
6. Spacer
7. Wedge Ring
8. Valve Extension
9. Nut
10. Clamp
11. Hub
12. Nut
13. Retainer
14. Inflation Valve Extension
G2-4
6/98 G02014
6. Position tire removal apparatus (tire handler, forklift, etc.) and install outboard wheel assembly.
Align the notched groove in the wheel hub with
the wheel rim stopper.
Be careful not to break the air valve.
7. Install the wedge ring (7) so that the protrusion of
the wedge ring from the cover surface is uniform
around the whole circumference of the ring. Install
clamps (10) and nuts (9) and tighten enough to
prevent the tire/rim assembly from moving.
8. Install air valve lock plate (2, Figure 2-4)
9. Remove blocking and lower the truck to the
ground.
10. Using the torque specifications below, tighten
clamp nuts (9, Figure 2-6) uniformly in the order of
tightening shown in Figure 2-7.
Threads coated with LM-P Anti friction compound:
175 20 kg.m (1265 145 ft. lbs.)
Dry threads: 225 25 kg.m (1630 181 ft. lbs.)
11. Rotate the wheel and verify the lateral runout of
the rim is within 5 mm. (0.20 in.)
12. After installing the rear wheel assembly, drive the
truck approximately 5 to 6 km (3 to 4 miles) to seat
all contacting portions, then tighten clamp nuts
again to specifications listed in step 10.
13. Check torque periodically until specified torque is
maintained.
TIRE MATCHING
The matching of tires on drive axle dual wheel installations is important in order to achieve satisfactory life,
both of the tires and of the load carrying components
of the final drive.
To check matching of duals already mounted on the
truck, use a large square. If one tire is too small, it
becomes obvious as the square is laid across the dual
tires. The square can be made from two 25mm x 50mm
(1 in. x 2 in.) wood strips (one piece long enough to
span the dual tires). The two wood strips should be
squared with a carpenters square and rigidly fastened
to maintain a true 90o angle.
Matching of tire diameters from one side of an axle to
the opposite side is important to prevent unstable load
shifting, excess load on structural members, and rapid
wear of the internal components of the final drive.
Side by side matching on dual wheel installations is
necessary to prevent excess loading on the tire having
the larger diameter. Mismatched tires on the duals
cause unequal distribution of the load. Rapid wear
and/or tire blowout can result.
Exact limitations are not specified by tire manufacturers, but a general rule is:
Unloaded, inflated tires, when standing side by
side, should not exceed a 1% maximum variation
in their diameters.
Measuring of tire size is most accurate when the tire
is mounted on a wheel, inflated to correct pressure,
and totally unloaded (off the truck, or off the ground, if
mounted on a truck). Use a steel tape placed in the
center of the tread and measure the total circumference of the tire. Using the formula below, calculate the
diameter, d.
diameter d = measured circumference 3.1416
diameter d x 0.01 = Allowable Variation in size
G02014 6/98
G2-5
RIM
Be certain proper rim parts are used for reassembly. Use of non-compatible parts may not properly
secure the assembly resulting in violently flying
parts upon inflation.
G2-6
6/98 G02014
G03014 6/98
G3-1
2. Depth Micrometer
G03014 6/98
G3-3
Installation
1. Install new O-Rings (5, Figure 3-3) in bearing (6).
2. Position A-Frame to frame and install spacers (3)
and pins (7) with retaining capscrews. Tighten
capscrews to standard torque.
3. Refer to Section H, Front Suspension Installation and install the front suspension.
4. Refer to Section G, Front Tire and Rim Installation and install the front tires.
SUSPENSION A-FRAME
Both A-Frame mounting pins are the same.
Removal
1. Refer to Section G, Front Tire and Rim Removal and remove front tires.
2. Refer to Section H, Front Suspension Removal and remove the front suspension.
3. Use a suitable lifting device and support the
A-Frame. Remove retaining capscrew and pin (7,
Figure 3-3) and spacers (3).
4. Remove A-Frame from frame.
Inspection of Parts
1. Inspect bushings (1, Figure 3-3). If damaged,
remove old bushings and install new parts.
1. Bushing
2. Frame
3. Spacer
4. Snap Ring\Seal
5. O-Ring
6. Bearing
7. Pin
Note: The bushings (1) are a tight fit in the frame ears
(2). When installing new bushings, apply a slight
amount of heat to frame ears and freeze the bushings
before attempting to press new bushings into bores.
2. Inspect pin (7) and bearing (6). Replace if parts
are damaged or wear is excessive.
3. Inspect snap ring/seal (4). Replace if damaged or
if new bearing is installed.
G3-4
6/98 G03014
Installation
1. Press in bushings (4, 6, and 11, Figure 3-4).
2. Place pivot link in frame with O-Rings (5) and
install pin (3). Install washer (1) and snap ring (2).
3. Install ball joint assembly (16), O-Rings (15), and
snap ring (14) in pivot link.
4. Install seals (12).
5. Position tie rod in pivot link and install pin (10).
Install retaining capscrew and washer (9).
6. Connect grease lines to pins and lubricate all
joints.
Inspection
1. Inspect all bushings (4, 6, and 11, Figure 3-4) for
wear.
2. Inspect all seals (12) and O-Rings (5, and 15).
3. Replace any worn or damaged parts.
G03014 6/98
5. O-Ring
6. Bushing
7. Pivot Link
8. Spacer
9. Capscrew and
washer
10. Tie Rod Pin
11. Bushing
12. Seal
G3-5
NOTES
G3-6
6/98 G03014
4. Lower Link
(R.H. & L.H.)
5. Center Link
6. Hoist Cylinder (Ref.)
G04012 11/97
1. Link Pin
2. Bushing
3. Spacer
4. Dust Boot/Snap Ring
5. Link
6. Spherical Bearing
7. Retainer Plate
8. Capscrew and
Washer
G4-1
Installation
1. Install one snap ring (4) and press bearing (6) in
link until it contacts snap ring. Install second snap
ring on other side of link.
NOTE: Install snap rings as shown in Figure 4-3.
2. Repeat step 1 for other end of link as required.
3. Install bushings (2), if removed, and lift link into
position between frame and axle. Install spacers
(3, Figure 4-2).
Note: If both the center link (5, Figure 4-1) and lower
links (4) have been removed, be certain the correct
link is installed in the proper location; If in doubt,
measure the distance between the centerlines of the
bearing bores. The center link is 1190mm (46.85 in)
long. The lower links are 1220mm long (48.0 in).
G4-2
2. Snap Ring
11/97 G04012
When installing panhard rod, misalignment of second pin and bearing will probably occur.
Raise or lower frame with jacks or adequate lifting
device ON EACH SIDE OF FRAME.
DO NOT use rear suspensions, because there is no
restraint to keep frame from shifting to one side or
the other.
3. Install bushings (2), if removed, and lift panhard
rod into position between frame and axle. Install
spacers (3, Figure 4-2).
4. Install pin (1) and retaining capscrews with washers (8). Tighten capscrews to standard torque.
5. Raise rear of frame and remove supports from
under lower hoist cylinder mounts and axle as
necessary.
6. Install grease lines and verify grease is present in
the bearings.
G04012 11/97
G4-3
NOTES
G4-4
11/97 G04012
DIFFERENTIAL OPERATION
Straight-away-travel
Power from the transmission to the input pinion passes
through the differential bevel gears to turn the differential case. The differential pinions transfer this rotation to the differential side gears where it turns the drive
shafts splined to the gears. During straight-away
travel, the resistance on the tires is equal, same resistance on both left and right drive shafts, so the differential pinions do not turn. Instead, the rotation of the
case is transferred directly to the side gears. In this
case, bevel and side gears rotate at the same speeds,
so the case and the shaft turn as a single unit.
Turning
In a turn, the resistance on the inside tire is greater
than on the outside one so the resistances on the drive
shaft are not balanced. Consequently, the side gears
then rotate at different speeds. The differential pinions;
therefore, rotate as they transmit the rotation of the
case to the side gears. This rotation forces the two side
gears to rotate in opposite directions. The net effect is
that the outside wheel turns at a rate equal to the sum
of the bevel gear speed and the differential pinion
speed, while the inside one turns at a rate equal to the
difference.
Specifications:
Reduction Ratio:
Differential: 2.647
Final Drive: 7.235
Total: 19.15
FIGURE 5-1. REAR AXLE ASSEMBLY
Tire size: 33.00 - 51, 50 PR
Rim size: 24.00 - 51
G05016 12/98
G5-2
Installation
G05016 12/98
Oil capacity:
Differential: 300 liters (79.0 gal)
Final Drive: 120 liters (31.7 gal) each side
(Refer to Section P for oil specification.)
NOTE:
a. Breather (6) must be open to atmosphere at all
times. Check the breather before each shift of
operation and remove any blockage of
dirt/mud, etc.
b. Clean breather as necessary, or at least every
250 hours of truck operation, to insure proper
venting.
c. Differential and Final Drive oil should be
changed every 2000 hours of truck operation.
DIFFERENTIAL ASSEMBLY
Specifications:
Splash-Type Lubrication
Ratio: 2.647
Removal
1. Obtain container(s) and prepare to recover 300 l
(79.0 gal) of oil from the differential gear case and
120 liters (31.7 gal) of oil from each planetary final
drive gear case.
Remove drain plug (5, Figure 5-2) and drain the
oil from the differential gear case.
2. Refer to Planetary Final Drive", in this Section,
for instructions to drain oil from each final drive
assembly and for removal of both drive axles.
FIGURE 5-2. AXLE HOUSING, VIEW A - A, Fig. 5-1
1. Axle Housing
4. Pin
2. Fill/Level Plug
5. Drain Plug
3. Latch Assembly
6. Axle Housing Breather
G05016 12/98
G5-3
Make sure lifting equipment is of adequate capacity to handle drive shaft weight of 224 kg (494 lbs).
6. Install a lifting shackle to the differential mounting
surface, then fit a lever block to the pinion end, to
adjust the height when removing.
NOTE: Be careful not to damage the seal surface of
the differential housing.
7. Remove differential assembly (2, Figure 5-3).
Installation
Make sure lifting equipment is of adequate capacity to handle 1780 kg (3,924 lbs).
NOTE: Be careful not to damage the seal surface of
the differential housing.
1. Install a lifting shackle to the differential mounting
surface, then fit a lever block to the pinion end,
and adjust the height when installing differential
assembly (2, Figure 5-3). Apply Three Bond
#1374 thread tightener to mounting capscrews
and tighten to 94.5 10 kg.m (684 72 ft.lbs.)
torque.
2. Apply Three Bond #1374 thread tightener to capscrews and install drive shaft assembly. Tighten
capscrews to 39 4 kg.m (282 30 ft.lbs.) torque.
4. Refer to Final Drive Attachment, in this Section,
for installation of the Center Link, and Panhard
Rod. Install these components.
Make sure lifting equipment is of adequate capacity to handle 1780 kg (3,924 lbs).
Make sure lifting equipment is of adequate capacity to handle drive shaft weight of 224 kg (494 lbs).
7. Refer to Parking Brake Installation, Section J,
and connect all three parking brake spring cylinders and hoses.
8. Add 300 liters (79.0 gal) of oil to the differential
gear case and 120 liters (31.7 gal) of oil to each
planetary final drive gear case. Refer to Lubrication and Service, Section P, for oil specifications. Check differential and each final drive for
proper oil level.
FIGURE 5-3. DIFFERENTIAL ASSEMBLY
1. Lift Chain
G5-4
2. Differential
Assembly
G05016 12/98
DIFFERENTIAL ASSEMBLY
NOTE:
The illustrations used in the following Disassembly
and Assembly procedures for the Differential Assembly are TYPICAL of the installation, but may not be an
an exact replica of the particular part(s). Some parts,
such as the Park Brake Support, (the 530M has mounting surfaces for three brake calipers) may actually
appear different, but their fit and function, as depicted
in the illustrations, are similar.
3. Caliper assembly
a. Refer to Parking Brake Removal, Section J,
and remove all three parking brake assemblies.
b. Remove brake disc (1, Figure 5-5).
4. Remove retaining capscrew (3, Figure 5-5), and
mounting capscrews (6), then remove coupling
(2) together with holder (4) and O-ring.
5. Remove support (5).
Disassembly
1. Set differential assembly in Tool repair stand (2,
Figure 5-4).
4. Holder
5. Support
6. Capscrews
G05016 12/98
2. Carrier Assembly
G5-5
1. Seal
2. Capscrew & Washer
3. O-Ring
4. O-Ring
5. Input Pinion (17 Teeth)
6. Capscrew & Washer
7. Pinion Gear (22 Teeth)
8. Bearing
9. Adjusting Nut
G5-6
19. Cage
27. Bearing Carrier Cage
20. Cross Shaft
28. Shim Assembly
21. Differential Case
29. Park Brake Support
22. Retainer
30. Bearing
23. Capscrew & Washer 31. Coupling
24. Bearing
32. Retainer
25. Dowel Pin
33. Capscrew & Washer
26. Ring
34. O-Ring
G05016 12/98
3. Inner Bearing
4. Inner Bearing
5. Spacer
1. Locks
2. Wrench (790-425-1660)
3. Capscrews
2. Using wrench (2), loosen left and right side bearing adjustment nuts (3) until they can be turned
by hand.
3. Remove holder (4, Figure 5-9), then remove center bearing inner race (5) from pinion gear (6).
G05016 12/98
4. Holder
5. Inner Race
6. Pinion Gear
3. Adjustment Nuts
4. Gear Assembly
5. Plate
G5-7
2. Case
2. Bearing
2. Punch mark the case sections and remove mounting capscrews (2, Figure 5-13), then remove case
(1).
2. Gear
2. Capscrews
G5-8
G05016 12/98
3. Pinion Gear
2. Outer Race
FIGURE 5-20.
FIGURE 5-18. GEAR AND SHAFT
1. Pinion Gear
2. Bearing
G05016 12/98
1. Side Gear
2. Bevel Gear
3. Collar
4. Shaft
G5-9
2. Bevel Gear
12. Remove bevel gear (3, Figure 5-22) from case (2).
13. Remove bearing (1) from case.
3. Differential Case
G5-10
3. Bevel Gear
4. Capscrews and Washers
G05016 12/98
ASSEMBLY of DIFFERENTIAL
Differential Bearing
1. Set differential case in tool repair stand (2, Figure
5-4).
2. Using a push tool, press fit bearing (1, Figure 5-23)
in differential case (3), then install snap ring (2).
Assembly Of Differential Gear Assembly
1. Align bevel gear (3, Figure 5-22) with dowel pins
on differential gear case (2) and install. Apply
Three Bond #1374 thread tightener to mounting
capscrews (4). Install capscrews and washers
and tighten to 135 kg.m (975 ft.lbs.) torque.
2. Install side bearing (1). Shrink fit bearing by
heating to 100 C (212 F).
NOTE: Bearings should be heated by heat lamps, oil
bath, or induction heaters. Do not use a torch or heat
greater than 176 C (350 F).
After bearing cools, check that there is no clearance
between the end face of the case and the bearing.
+0.2
0.0
mm (0.020
+0.008
0.000
2. Shaft
1. Bearing
+0.2
0.0
mm (0.020
+0.008
0.000
G05016 12/98
2. Case
G5-11
2. Capscrews
3. Measuring Posts
4. Spring Balance
5. Plates
NOTE: When measuring, hold the micrometer securely with one hand, and put the probe in contact
parallel to the measurement adapter.
c. Add 0.66 0.12 mm (0.025 0.005 in) to the
measured dimension, and set scale of micrometer.
NOTE: The added dimension becomes the amount of
deflection of the case before applying preload and after
applying preload.
G5-12
G05016 12/98
FIGURE 5-30.
1. Outer Race
2. Outer Race
3. Carrier
G05016 12/98
FIGURE 5-31.
1. Holder
2. Bearing Inner Race
3. Pinion Gear
G5-13
FIGURE 5-32.
1. Bearing Inner Race
2. Spacer
FIGURE 5-34.
1. Cage Assembly
FIGURE 5-35.
FIGURE 5-33.
1. Bearing
2. Carrier
G5-14
3. Pinion Gear
3. Oil Seal
G05016 12/98
FIGURE 5-38.
FIGURE 5-36.
1. Park Brake Support
3. Bolt
2. O-Ring and Holder
4. Coupling
9. After tightening bolt (3), turn the bearing 20 to 30
rotations again, and make sure that the bearing
is running smoothly and that bolt (3) has been
tightened to the specified torque.
10. Using either of the following methods, confirm that
the bearing has been set normally.
Method #1:
a. Measure the starting torque in the tangential
direction with a spring scale (1, Figure 5-37)
attached to a threaded hole in the coupling
(396 mm [15.6 in.] bolt circle dia.).
Starting torque must not be greater than 5.1
kg. (11.2 lbs.) maximum.
Perform this measurement on the bevel gear
side.
Method #2:
b. Measure the axial bearing end play for:
0.0 - 0.118 mm (0.0 - 0.0046 in.)
Measuring method:
1.) After the bearing has been run 20 to 30
rotations, set a dial gauge as shown in Figure 5-38 to align with Point Zero.
2.) Oscillate the coupling 20 to 30 rotations in its
lifted condition (approximately 300 kg) and
make sure that the dial gauge reading has
been stabilized. (See Figure 5-39)
3.) The dial gauge reading obtained in the previous step will be equal to the end play in the
axial direction.
FIGURE 5-39.
FIGURE 5-37.
1. Spring Scale
G05016 12/98
G5-15
2. Dial Indicator
G5-16
2. Adjustment Nut
G05016 12/98
G05016 12/98
G5-17
4. Caliper assembly
a. Install brake disc (1, Figure 5-42). Apply Three
Bond #1374 thread tightener to disc plate capscrews and tighten to 76 kg.m (550 ft.lbs.)
torque.
4. Holder
5. Support
6. Capscrews
G5-18
3. Caliper
G05016 12/98
FINAL DRIVE
The final drive uses a planetary gear mechanism to
reduce the rotation speed and produce a greater driving torque. Of all the components in the drive train, the
final drive has to bear the greatest stresses. The
lubrication system should be maintained properly to
insure long life of the gears and bearings.
Stop the truck with the casting line horizontal and the
drain plug at the bottom. Remove the fill plug and
check the oil level. If the oil level is not near the lower
edge of the plug hole, add oil until it reaches this level.
(Refer to Section P, Lubrication and Service for oil
specification.)
G06009 03/01
6. Cover
7. Ring Gear (106 Teeth)
8. Spacer
9. Retainer
SPECIFICATIONS:
Splash-type Lubrication
Ratio: 7.235
Oil: 120 L (31.7 gal) Each Side
G6-1
CARRIER ASSEMBLY
Removal
1. Drain 120L (31.7 gal) oil from the planetary carrier
case.
NOTE: If the drain plug is not at the bottom, use a
hydraulic jack (50t) to raise the truck, then turn the hub.
1. Carrier Assembly
2. Spacer
3. Drive Shaft
4. Snap Ring
5. Sun Gear
2. Button
G6-2
2. Rim
G06009 03/01
Installation
Be sure lifting device is of adequate capacity to
handle 630 kg (1,390 lbs.) safely.
1. Install carrier assembly (1, Figure 6-4).
2. Install spacer (2 Figure 6-3).
3. Install sun gear (5).
4. Install snap ring (4).
5. Install an eyebolt at the end of drive shaft (3), then
use a bar to Install drive shaft.
6. Install button (2, Figure 6-2).
7. Install cover (1).
8. Add oil to the final drive case. Refill to the specified
level and check the oil level again. Refer to Lubrication and Service, Section P, for the proper
oil.
2. Spacer
Disassembly
G06009 03/01
5. Gear Assembly
6. Capscrews
7. Capscrews
8. Spacer
3. Snap Ring
G6-3
Assembly
Disassembly
G6-4
1. Tool (562-99-3A110)
(3 required, Equally
Spaced)
2. Capscrew
3. Outer Gear
4. Inner Gear
5. Capscrew (Temporary)
6. Wheel Hub
G06009 03/01
2. Capscrews
NOTE: The ring gear (1, Figure 6-11) weighs approximately 150 kg (331 lbs.)
4. Lift off ring gear assembly (1, Figure 6-11). Disassemble ring gear assembly as follows.
a. Remove mounting capscrews (1, Figure 6-12),
then remove holder (2).
1. Capscrews
2. Holder
3. Inner Hub
4. Ring Gear
G06009 03/01
2. Housing
2. Hub
G6-5
4. Outer Gear
5. Wheel Hub
G6-6
2. Hub Assembly
3. Outer Race
3. Pin
G06009 03/01
Assembly
NOTE: Refer to Section J, Rear Wet Disc Brakes Floating Ring Seal Assembly/Installation for detailed
seal installation instructions.
1. Install floating seal assembly (13, Figure 6-1) to
disc brake inner gear/wheel hub seal carrier. Install a new O-ring on the seal carrier.
2. Install inner bearing (1, Figure 6-17) and pin (3).
3. Wheel hub assembly
a. Using a push tool, press fit outer races (2 & 3,
Figure 6-16) in wheel hub (1).
b. Raise rear wheel hub assembly, slide the assembly over the axle and against disc brake
inner gear.
c. Install outer bearing retainer pin on axle. Install
outer bearing (1, Figure 6-15).
d. Install nuts (2, Figure 6-14) and tighten to 94.5
kg.m (684 ft.lbs.) torque.
NOTE: Do not remove tools (1, Figure 6-13) until the
retainer has been completely secured.
G06009 03/01
2. Retainer
3. Capscrew
G6-7
NOTES
G6-8
G06009 03/01
SECTION H
SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
Suspension Operation (Standard Equipment) . . . . . . .
3-Mode Supension (Optional Equipment) . . . . . . . . .
3-Mode Suspension System Components . . . . . .
Automatic Suspension Controller (ASC) . . . . .
Manifold Valve . . . . . . . . . . . . . . . . . . .
Actuator . . . . . . . . . . . . . . . . . . . . . .
Steering Sensor . . . . . . . . . . . . . . . . . .
Suspension Removal . . . . . . . . . . . . . . . . . .
Suspension Installation . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . .
Inspection . . . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . .
Damping Valve Repair . . . . . . . . . . . . . . . . .
Damping Valve (Fixed Rate) . . . . . . . . . . . .
Damping Valve/Actuator (3-Mode Damping Rate)
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. H2
H2-2
H2-2
H2-3
H2-4
H2-4
H2-4
H2-5
H2-5
H2-6
H2-7
H2-8
H2-8
H2-8
H2-10
H2-10
H2-11
REAR SUSPENSION . . . . . .
OPERATION . . . . . . . . .
Removal . . . . . . . . .
Installation . . . . . . .
Disassembly . . . .
Assembly . . . . . .
Spherical Bearing Repair
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. H3
H3-2
H3-3
H3-3
H3-4
H3-5
H3-6
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. H4
H4-1
H4-1
H4-1
H4-3
H4-4
H4-5
H4-5
H4-6
H4-7
H01011 6/98
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Index
H1-1
FRONT SUSPENSION
The suspension system supports the weight of the
chassis, and absorbs the shock from uneven road
surfaces to provide a comfortable ride for the operator.
At the same time, it maintains the stability of the
machine by ensuring that all four wheels are always in
contact with the ground surface.
The suspensions are hydro-pneumatic components
containing oil and nitrogen gas. The oil and gas in the
four suspension cylinders carry the gross truck weight
less wheels, spindles and final drive assembly.
The front suspension consists of two basic components; a suspension cylinder and an A-arm.
In addition to these functions, the front suspension
employs a variable rate suspension system. In this
system, the force of the suspension is automatically
changed by selecting the damping force to match the
travel conditions and load conditions. This further increases the stability and riding comfort for the operator.
H02012 6/98
Front Suspensions
H2-1
Suspension Operation
The inside of the cylinder contains oil (B, Figure 2-2),
and is charged with nitrogen gas A. Oil B and oil
chamber C are connected by tube (9) and valve
assembly (10).
When the machine is traveling, the wheels follow the
unevenness of the road surface, and an external,
vertical force is applied to the suspension cylinder.
When this happens, the volume of the nitrogen in the
gas chamber is compressed under the input force, and
absorbs the external force. The nitrogen gas is sealed
by a rod and oil, so it is always subjected to a pressure
corresponding to the external force, and acts as a
spring.
The damping force is produced inside valve assembly
(10) with the orifice plate (12) and leaf springs (11).
They restrict the flow of oil between oil chamber B
and oil chamber C, and create a damping force.
When retracting, the nitrogen gas is compressed
by the external force from the road surface. The
oil in chamber B flows through the valve assembly (10, Figure 2-2) in direction Y and tube (9) to
oil chamber C. The oil flowing through the valve
from the tube to the orifice plate is throttled by
orifices to generate a damping force.
When extending, the external force from the road
surface weakens, the pressure of the nitrogen gas
extends the rod, and the oil in chamber C passes
through tube (9) and valve assembly (10) to oil
chamber B. The oil flowing through the valve
flows in direction Z and passes through orifices
in the orifice plate to generate a damping force.
H2-2
Front Suspensions
6/98 H02012
4. Orifice Plate
5. Leaf Springs
6. Shaft
H02012 6/98
3. Actuator
4. Valve Body
Front Suspensions
H2-3
H2-4
4. Supply
5. To Actuators
6. Pressure Reducing Valve
Manifold Valve
The manifold valve (1, Figure 2-5) is mounted on the
front of the frame crossmember (horsecollar) near
the right suspension upper mount.
The manifold contains three solenoid valves (2) which
direct pressurized oil to the actuator on each front
suspension. The high pressure oil entering the supply
port P (4) passes through an orifice plug in the
manifold and is reduced to 13.4 kg/cm2 (190 psi) by a
pressure reducing valve (6). Excess oil is returned to
the hydraulic tank through port T (3).
The solenoids are energized by the Suspension Controller to control the position of the output shaft on the
actuator which in turn, determines the variable damping valve orifice size selected and the damping rate.
Front Suspensions
6/98 H02012
Actuator
The actuator (Figure 2-6) is mounted on the damping
selector valve body on the front side of each front
suspension. Hydraulic oil applied to port A, B or C (as
determined by the Suspension Controller and the
manifold solenoids) rotates the output shaft (1), rotating the orificed shaft inside the valve body to provide
the requested suspension damping rate.
Steering Sensor
The steering sensor (Figure 2-7) is mounted at the
base of the steering column. A 25-tooth, notched
wheel (1) rotates with the steering column as the
steering wheel is turned. A magnetic (non-contact)
switch (2) mounted at the periphery of the wheel closes
when a tooth approaches the switch and opens when
a notch is aligned with the switch.
The steering sensor provides a digital input signal to
the Suspension Controller. The frequency of this signal
allows the Suspension Controller to determine
whether the operator is steering the truck and if so,
how fast he is turning the steering wheel. This information (in addition to various other inputs) allows the
Controller to change suspension damping rates.
H02012 6/98
Front Suspensions
H2-5
Suspension Removal
The suspension cylinders require 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.
1. Park unloaded truck on hard level surface. Block
wheels and apply parking brake. Refer to Section
G, Front Tire and Rim, and to Front Wheel
Hub, to remove front wheel, tire and front wheel
hub.
2. Remove cover from top of suspension. If equipped
with payload meter or variable rate suspension,
disconnect wire lead from sensor.
4. Grease Tubes
5. Pin
6. Steering Cylinder
H2-6
3. Charging Valve
Front Suspensions
6/98 H02012
Suspension Installation
1. Clean all paint or protective coating from mounting
surface of suspension. Assure that mount surfaces of suspension and A-frame are smooth and
free of any oil.
3. Lockwashers
H02012 6/98
Front Suspensions
2. Cylinder Pin
H2-7
Disassembly
Inspection
H2-8
A - Sealant Area
B - No sealer - this area
10. Install air bleed plug (5), discharge valve (4) and
charging valve (3). Tighten each item to 4.5 0.5
kg.m (33 4 ft. lbs.) torque.
11. Install cover on top of suspension.
Front Suspensions
6/98 H02012
1. Retainer
2. Capscrew
3. Charging Valve
4. Discharge Valve
5. Air Bleed Plug
6. Plate
7. Flange
8. Rod Assembly
9. Wear Ring
10. Bushing
11. Dust Seal
12. Seal
13. Bushing
H02012 6/98
Front Suspensions
H2-9
H2-10
6. Plate
7. Oblong Leaf Spring
8. Circular Leaf Spring
9. Orifice Plate
10. Pin
Front Suspensions
6/98 H02012
8. Bearing
9. O-Ring
10. Backup Ring
11. Flange
12. Packing
13. Bushing
14. Key
Assembly
H02012 6/98
Front Suspensions
H2-11
12. Insert key (14) in actuator shaft slot. Align key with
shaft (7) and slide actuator into shaft. Assemble
actuator and cover bracket to valve body. Tighten
the four actuator body capscrews to 1.0 kg.m (7.2
ft. lbs.) torque. Tighten the four bracket capscrews to 6.75 kg.m (49 ft. lbs.) torque.
13. Coat plug (4, Figure 2-15) threads with Liquid
Gasket (LG-5) and install in valve body. Tighten
plug to 42.0 kg.m (305 Ft. Lbs.) torque.
14. Insert new O-rings in tube (1, Figure 2-14) flanges
and install on valve body and suspension. Insert
capscrews and tighten to 11.25 kg.m (81 ft. lbs.)
torque.
15. Install cover over actuator assembly.
16. Refill suspension with oil and charge with nitrogen.
Refer to Oiling and Charging Procedures, Section H4.
H2-12
Front Suspensions
6/98 H02012
REAR SUSPENSION
The 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 truck
frame and a suspension rod attached to the final drive
center case.
The rear axle housing is supported on the frame with
two radius rods at the bottom, two rods at the top, and
two suspension cylinders. They are attached with
spherical bearings. The load and motive force are
transmitted through the top and bottom rods. The
upper rods also keep rear axle housing at vehicle
center.
H03010 11/97
Rear Suspensions
5. Rod
6. Ball
7. Discharge Plug
H3-1
Suspension Operation
The suspension cylinder functions both as a shock
absorber and a spring.
When a fixed amount of oil is sent from oil area (6,
Figure 3-2) through orifices (3) and (4) to cavity (5), the
oil flow is restricted by the orifices and a shock-absorbing effect is obtained.
Retracting action:
When the truck is traveling and it hits a bump or
object on the road, the wheels are pushed up, and
the cylinder rod is pushed inside the cylinder.
When this happens, the nitrogen gas inside area
(2) is compressed, the oil in area (6) is sent
through both orifices (3) and (4) to cavity (5), and
the cavity is filled quickly.
Extending action:
After the truck has passed over any bump or
object on the road surface, the cylinder is pulled
down by the weight of the wheels and axle and
pushed down by the pressure of the nitrogen
inside area (2).
As a result, the amount of oil in cavity (5) is
reduced, and pressure is applied to the oil remaining in the cavity.
This pressurized oil closes orifice (3) with check
ball (8), and is sent to area (6) through only orifice
(4). The flow of oil passing through the orifice is
controlled so that it is slower than during retraction. In this way, the amount of oil returning to area
(6) is restricted to provide a shock absorbing
effect.
H3-2
Rear Suspensions
6. Oil Area
7. Cylinder Rod
8. Check Ball
9. Discharge Plug
11/97 H03010
Removal
Installation
H03010 11/97
3. Suspension Cylinder
Rear Suspensions
H3-3
Disassembly
1. If available, mount the suspension assembly in a
roll-over stand. Position the assembly upright.
2. Remove cover (6, Figure 3-5).
3. Remove the charging valve (18) and discharge
plug (1) from suspension and drain oil from cylinder.
4. Rotate the assembly to position the flange assembly on top. Remove flange mounting capscrews
(9) and washers (10).
5. Using a suitable lifting device, raise cylinder rod
(1, Figure 3-4) with plate (3), retainer (2) and flange
(4), still installed. Remove rod assembly from cylinder (5).
6. Remove plate, retainer, and flange from rod assembly.
7. Remove U-packing (3, Figure 3-6) and bushing
(2) from flange (1).
8. Remove dust seal (2, Figure 3-7) from retainer (1).
9. Remove the wear ring (2, Figure 3-8) from the
cylinder rod (1).
H3-4
4. Flange
5. Cylinder
1. Discharge Plug
2. Cylinder
3. Wear Ring
4. Flange
5. Clamp
6. Cover
7. Packing
8. Bushing
9. Capscrew
Rear Suspensions
10. Washer
11. Plate
12. Rod
13. Seal
14. Retainer
15. O-Ring
16. Backup Ring
17. Bushing
18. Charging Valve
19. Spherical Bushing
11/97 H03010
2. Wear Ring
3. U-Packing
Assembly
NOTE: Clean all parts thoroughly. Lightly coat all Orings, backup rings, seals and wipers with petroleum
jelly or suspension oil.
NOTE: When installing the rod assembly into the cylinder, if the rod assembly is inserted too far, the oil will
spurt out. If this occurs, do not attempt to insert rod
further into housing.
10. Refer to Figure 3-9. Coat the entire mating face A
of flange (2) and retainer (1) with a thin layer of
Liquid Gasket LG-5. Do not allow sealant to contact packing bore area B.
H03010 11/97
2. Dust Seal
1. Retainer
2. Flange
Rear Suspensions
A - Sealant Area
B - No sealer - this area
H3-5
REAR SUSPENSION
SPHERICAL BEARING REPAIR
Disassembly
12. Install charging valve (18, Figure 3-5) and discharge plug (1). Tighten to 4.5 0.5 kg.m (33 4
ft.lbs) torque.
Assembly
1. Install retainer ring in groove.
2. Press spherical bearing in mount eye bore.
3. Install remaining retaining ring.
4. Refer to Suspension Installation.
5. Be sure grease is applied to bearing before operating truck.
6. After suspension is installed on truck, it may be
necessary to charge suspension with nitrogen.
Refer to Suspension Oiling and Charging procedure, this section.
H3-6
Rear Suspensions
11/97 H03010
These procedures cover oiling and charging of suspensions on Komatsu 530M/HD1500-5 trucks. Suspensions which have been properly charged will
provide improved handling and a better ride while
improving the service life of the truck main frame and
suspensions.
NOTE: Inflation pressures and exposed piston lengths
are calculated for a normal truck gross vehicle weight
(GVW). Any accumulation of dirt/mud/debris on the
truck or in the body should be removed before starting
these procedures. Additions to truck weight (tailgates,
water tanks, etc.) should be considered part of the
payload. Keeping the truck GVW within the specification will result in a better ride and will extend the service
life of the truck main frame and suspensions.
Proper charging of suspensions requires that three (3)
basic conditions be established in the following order:
PROPERTY
Nitrogen
Water
Dew Point
Oxygen
VALUE
99.9% Min.
32 PPM Max.
-55C(-68F) Max.
0.1% Max.
All suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury
or damage if improperly handled. Follow all safety
notes, CAUTIONS, and WARNINGS in these procedures to prevent accidents during servicing and
charging.
FRONT SUSPENSION
EQUIPMENT LIST
1. Service Kits:
a. EC6027 Oil Charging Kit (Figure 4-5)
b. EC3331Nitrogen Charging Kit (Figure 4-6)
2. Jacks and/or Overhead Crane
3. Spacers (two) for Oiling height; 63.5mm (2.5 in.)
4. Oil (MIL-L-2104C, SAE 10W)
5. Dry Nitrogen (See Nitrogen Specifications Chart)
H04011 04/01
H4-1
3. Charging Valve
A: 97 3 mm
(3.8 0.12 in)
When loosening the pressure sensor valve assembly, loosen only valve assembly (2, Figure 4-4). Do
not loosen the pressure sensor (3).
Wear a face mask or goggles while relieving nitrogen pressure.
H4-2
3. Sensor
H04011 04/01
4. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening the
discharge plug (2, Figure 4-2) one turn. If
equipped with a pressure sensor, loosen valve
assembly (2, Figure 4-4) one turn. (DO NOT
loosen more than one turn).
5. Adjust the hydraulic jack (1, Figure 4-3) so that
dimension A of the cylinder is 97 3 mm (3.8
0.12 in.).
6. After all nitrogen pressure has been relieved,
close the discharge plug (6, Figure 4-5) (or sensor
valve assembly if equipped).
10. When no bubbles come out with the oil, tighten air
bleed valve (7) to 4.5 0.5 kg.m (33 3 ft.lbs.)
torque.
11. Remove discharge plug (6) (or sensor valve assembly if equipped), then operate oil pump until
no bubbles come out with the oil from the discharge plug hole.
12. When no more bubbles come out with the oil,
install and tighten the discharge plug to 4.5 0.5
kg.m (33 3 ft.lbs.) torque.
13. After filling with oil, remove the oil pump and
fittings, then install charging valve (5) and tighten
valve to 4.5 0.5 kg.m (33 3 ft.lbs.) torque.
H04011 04/01
6. Discharge Plug
7. Air Bleed Valve
8. Air Bleed Hole
9. Oil Pump Lever
10. Oil Pump
H4-3
6. When the left and right cylinders reach the specified length as shown in Figure 4-7, close valve (4,
Figure 4-6) to stop the flow of nitrogen gas. Turn
handle of regulator (11) counterclockwise to
close.
7. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then remove
charging equipment, remove jack, and install covers removed in step 2.
NOTE: Do not lose the charging valve O-rings.
8. Install caps with O-rings on charging valves (3,
Figure 4-2).
H4-4
H04011 04/01
REAR SUSPENSION
All suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury
or damage if improperly handled. Follow all safety
notes, CAUTIONS and WARNINGS in these procedures to prevent accidents during servicing and
charging.
1. Check whether dimension A (refer to Figure 4-8
and 4-11) of the suspension cylinder is within the
specified value. If it is within the value A, no
service is necessary for the rear suspensions.
See NOTE below.
NOTE: The oil level should be checked;
Before charging or adding nitrogen.
When there are signs of oil leakage.
After rebuilds and the suspension is installed on the
truck.
2. If suspension is not within the specified value A,
the rear suspensions will have to be serviced.
REAR SUSPENSION OILING
1. Park unloaded truck on a hard level surface. Block
wheels, apply parking brake.
2. Remove outside covers and thoroughly clean
area around charging valves on the suspensions.
3. Set oiling spacer (1, Figure 4-8) between the
stopper and axle housing so that Dimension A,
Figure 4-8 is 154 3 mm (6.06 0.12 in).
H04011 04/01
6. Discharge Plug
7. Oil Pump
8. Dust Cover Band
9. Dust Cover
3. Adapter
H4-5
H4-6
2. Open valve on gas cylinder, and check the pressure reading of regulator gauge (1).
NOTE: Internal pressure of gas cylinder should be
somewhat higher than Suspension Charging Pressure
(see chart below Figure 4-11).
3. Turn handle of regulator (11) slowly clockwise, set
the pressure reading of gauge (2) to the required
pressure (see chart below Figure 4-11), then
operate valves (3 & 4) to fill the suspension
cylinders with nitrogen gas.
4. Fill the left and right cylinders at the same time.
Verify required charging pressure on gauge (10).
5. When the left and right cylinders reach the specified length as shown in Figure 4-11, close valve
(4) to stop the flow of nitrogen gas. Turn handle
of regulator (11) counterclockwise to close off
nitrogen flow.
6. When the left and right cylinders reach the specified length as shown in Figure 4-11, close valves
(3 & 4, Figure 4-6) to stop the flow of nitrogen gas.
Turn handle of regulator (11) counterclockwise to
close.
7. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then remove
charging equipment.
NOTE: Be careful not to lose the O-rings off the
charging valves
8. Install caps with O-rings on charging valves.
H04011 04/01
H04011 04/01
NOTE: Do not press the tip of the valve core. If the tip
of the valve core is pressed, the valve core may be
damaged.
H4-7
H4-8
H04011 04/01
SECTION J
BRAKE SYSTEM
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . .
SERVICE BRAKE CIRCUIT OPERATION . . .
Secondary Braking and Automatic Apply
Parking Brake Circuit . . . . . . . . . . .
Brake Lock Circuit . . . . . . . . . . . .
Auxiliary Circuit . . . . . . . . . . . . . .
Retarding Circuit . . . . . . . . . . . . .
Warning Circuit . . . . . . . . . . . . . .
Brake System Electrical Components . .
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. J2
J2-1
J2-3
J2-3
J2-4
J2-4
J2-4
J2-4
J2-5
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. J3
J3-1
J3-2
J3-2
J3-3
J3-4
J3-6
J3-9
J3-10
J3-12
J3-13
J3-15
J3-16
J3-17
J3-17
J3-19
J3-20
J3-20
J3-21
J3-22
J3-24
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. J4
J4-3
J4-4
J4-4
J4-6
J4-7
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J01028 6/01
Index
J1-1
J1-2
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. J5
J5-1
J5-2
J5-3
J5-3
J5-3
J5-4
J5-5
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. J6
J6-1
J6-2
J6-2
J6-2
J6-3
J6-3
J6-4
J6-4
J6-4
J6-5
J6-6
J6-7
PARKING BRAKE . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . .
Parking Brake Spring Cylinder Replacement
Parking Brake Checkout Procedure . . . . .
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. J7
J7-1
J7-2
J7-2
J7-4
J7-4
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6/01 J01028
BRAKE CIRCUIT
The Model 530M truck is equipped with an all-hydraulic
actuated wet disc service brake system. A three caliper, disc type parking brake is located on the front of
the final drive.
The brake system utilizes oil provided by the
brake/steering pump from the front section of the hydraulic tank for brake application. During truck operation, front brake disc cooling oil is provided by a
hydraulic pump driven by the transmission PTO gear
case. The rear brake cooling oil is supplied by the
pump supplying the front brake circuit along with oil
returning from the hoist valve.
The fundamental function of the service brake system
is to provide the operator the control needed to stop
the truck in a slow, modulating fashion in as short a
distance as reasonably possible.
The brake system consists of several major components: The foot operated dual circuit treadle valve,
hydraulic operated relay valves, brake manifold and a
Retard Control Module with lever assembly.
The dual circuit treadle valve, Retard Control Module
and retard control lever are located in the cab. The
remainder of the system, including the relay valves,
brake manifold, two accumulators, and electrical components, are located in a weatherproof cabinet (Figure
2-1) to the right of the operators cab. The hydraulic
components cabinet is easily accessible for brake
system diagnostic and service work.
The brake manifold contains circuit isolation check
valves, accumulator bleed down valves, and valves for
brake lock, park brake and automatic apply functions.
All of these components are screw-in cartridge type
valves.
There are four independent means of brake actuation
on the truck:
Service brake pedal
Retarder lever
Brake lock switch
Auxiliary brake
J02020 6/98
Brake Circuit
J2-1
J2-2
Brake Circuit
6/98 J02020
Regardless of the nature of location of a failure, sensing the lowest brake accumulator pressure assures
two to four brake applications after the low brake
warning indication and before automatic apply. This
allows the operator the opportunity to safely stop the
truck after the warning has turned on.
Depression of the brake pedal also actuates the proximity switch located in the treadle valve which sends a
signal to the Retard Control Module. This signal actuates the stop and service brake indicator lights.
NOTE: Whenever the park brake solenoid is de-energized, a 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.
J02020 6/98
Brake Circuit
J2-3
AUXILIARY CIRCUIT
The auxiliary circuit is also known as the emergency
circuit. The truck is equipped with an emergency brake
apply switch located on the instrument panel in the
operators cab. If the auxiliary brake switch is turned
on, the circuit is completed for a signal to the Retard
Control Module, and to the Auxiliary Apply Solenoid
mounted on the brake manifold in the hydraulic component cabinet. When the Auxiliary Apply Solenoid
(15, Figure 2-1) is energized, the automatic apply valve
is activated and a pilot pressure is directed to the dual
controller applying the brakes automatically. When the
auxiliary switch closes, two other electrical signals are
interrupted. One signal is for the front brake cut-off
valve (7). With this signal removed, the front brakes
will not apply. The other signal is for the parking brake
circuit. With this signal removed from the SV1 solenoid
(13), the parking brake will be in the applied position.
J2-4
RETARDING CIRCUIT
The retarding circuit works in a manner similar to
normal brake actuation. The difference is in the signal
being generated at the steering column. When the
retarder lever is applied it will remain in whatever
position it is placed until it is returned to the OFF
position. The movement of this lever produces an
electrical signal that will vary in voltage. This signal is
directed to the RCM and then on to two Proportional
Pressure Control Valves (PPC) (18 & 19, Figure 2-1)
located in the hydraulic cabinet just above the rear
brake dual relay valve (17). The electrical signal will
open the control valve and allow hydraulic pilot pressure to activate the rear brake dual relay valve which
will then supply the necessary accumulator pressure
to apply the brakes for retarding. The actual brake
application from the dual relay valve is performed in
the same manner as if the treadle valve were applied.
Both front and rear brakes are applied in the retarding
mode.
WARNING CIRCUIT
The brake warning circuit is equipped with several
warning devices to warn an operator of impending
problems. Warning lights on the left hand monitor
display pod will illuminate if a problem occurs with low
steering pressure or accumulator nitrogen precharge.
If either or both of these lights are on, the Central
Warning lamp will illuminate. MOM will also display
a fault code indicating the exact problem, including the
identification of the accumulator with the low precharge or broken wire. MOM will also display a
course of action for the operator to follow.
Low Steering Pressure Sensor Switch
The low steering pressure sensor switch is located in the bottom of the rear steering accumulator. When the system supply pressure drops
below 130 kg/cm2 (1850 psi), the low steering
pressure light, low brake pressure light and Central Warning lamp will turn on. At the same time
fault code b0E2: Low Steering System Pressure
and fault code b0F1: Low Brake Oil Pressure will
appear in the MOM display along with an action
code and instructions for the operator to follow.
Brake Circuit
6/98 J02020
J02020 6/98
Brake Circuit
J2-5
J2-6
Brake Circuit
6/98 J02020
J02020 6/98
Brake Circuit
J2-7
NOTES
J2-8
Brake Circuit
6/98 J02020
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
Excessive cam rock in pedal actuator.
Any sign of external leakage.
Internal leakage at the tank port must be less
than 100 cc/minute with the valve in the released position and system pressure supplied
to the P1 and P2 inlet ports.
Tank port leakage must be less than 250
cc/minute with valve pilot or manual applied at
193.3 kg/cm2 (2750 psi) system pressure.
Failure of the pedal to return to full release position.
Valve holds pressure when in the neutral position.
Varying output pressure with pedal fully depressed.
J03020 10/01
J3-1
Removal
If the Brake Valve is to be removed from the vehicle
for repair or adjustment, additional equipment will be
required as outlined in disassembly, assembly.
NOTE: Minor repairs and service adjustment may not
require the removal of the brake valve.
1. Securely block the wheels to prevent possible
roll-away.
2. Place range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow 90
seconds for steering system accumulators to
bleed down. Open valves (3 & 4, Figure 3-1) to
bleed down both brake accumulators.
3. Remove access panel in front of operators cab.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings except
the fitting at port PX. Disconnect wiring harness
at differential pressure switch and proximty switch
connectors.
5. In the cab at the brake valve, remove capscrews
and lockwashers securing the brake valve assembly to the mounting structure.
6. Slide brake valve downward and remove from
cab.
7. Move brake valve assembly to a clean work area
for disassembly.
Installation
1. Place the brake valve assembly into position and
secure in place with capscrews and lockwashers.
Tighten capscrews to standard torque.
2. Remove plugs from brake valve assembly and
hydraulic lines. Install fittings and connect lines to
brake valve assembly and tighten. Connect differential pressure switch and proximity switch to
harness.
NOTE: Prior to checking the brake valve operation, the
steering system must have the proper nitrogen precharge in the steering accumulators (refer to Section
L, Hydraulic System for steering accumulator precharge procedure). In addition, the brake system lines
must be bled of air and the brake accumulators must
also be precharged with nitrogen (refer to brake accumulator precharge procedures, this section).
3. With the engine shut down and key switch OFF,
open both brake accumulator bleed down valves
(3 & 4, Figure 3-1). Precharge both accumulators
(1 & 2) mounted on brake manifold to 98 kg/cm2
(1400 psi).
NOTE: For best performance, charge the accumulators in the temperature conditions the vehicle is expected to operate in. During the precharge, allow
temperature of the nitrogen gas to come into equilibrium with the ambient temperature.
4. Close both accumulator bleed down valves after
accumulators have been properly charged.
5. Bleed air from brake apply circuit. Refer to Wet
Disc Brake Bleeding Procedure, this Section of
the manual.
6. Check for fluid leaks at the brake valve.
J3-2
J03020 10/01
Disassembly
NOTE: During disassembly, precision machined parts
should be ink marked or tagged to ensure proper
reassembly and minimize adjustment time. All internal
parts must be placed back into the bores from which
they were removed.
1. Match mark each section of the brake valve prior
to disassembly.
2. Drain oil from all ports of the valve by rotating the
valve over a suitable container.
3. Secure brake valve in an upright position in a vice.
4. Remove the brake pedal actuator (11, Figure 3-2)
by removing the retaining clips (4), then remove
the pivot shaft (5) with a punch and hammer.
5. Remove the four button head allen screws (3,
Figure 3-3) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2), and
actuator cap (1) as an assembly by grasping the
boot and gently lifting from the valve body.
J03020 10/01
8. Bolt
9. Lock Nut
10. Foot Pad
11. Pedal Actuator
12. Pivot Stop
13. Spring
14. Pivot Stop
5. Capscrew
6. Actuator Base
7. Threaded Insert
J3-3
7. Remove capscrews (36, Figure 3-4) and the differential pressure switch (35). Refer to Differential Pressure Switch for further switch repair
instructions.
8. Remove and discard the seals (27 & 28).
9. Loosen the plunger locknuts (2). Loosen the
socket head capscrew from the adjustment collars (1).
10. Unscrew and remove the adjustment collars.
11. Remove the two socket head capscrews (5, Figure
3-3) that retain the actuator base (6) to the valve
body.
12. Remove the actuator base from the valve body.
13. Remove controller from vice.
14. Remove the four capscrews (34, Figure 3-4) and
washers (33) from the base of the valve.
15. Remove the base plate (32).
16. With the valve upright, the retaining plug (31)
should fall out. If the plug does not fall out, lightly
tap to dislodge the plug.
NOTE: The spools (12), reaction plungers (21, 22) and
spool return springs (20) may fall out at this time. Keep
parts separate so they may be installed in the same
bores from which they were removed.
17. Remove and discard the O-ring (30) from the
counterbore in the base of the valve body.
18. With the controller upright on the work bench, hold
the valve with one hand and push the B1 actuator plunger (3) down with the other hand until the
regulator sleeve (19) pops loose.
19. Repeat the above procedure to loosen the B2
regulator sleeve.
20. Turn the valve on its side on the work bench and
remove the regulator sleeves (19) 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.
J3-4
J03020 10/01
J03020 10/01
30. O-Ring
31. Retaining Plug
32. Base Plate
33. Washer
34. Capscrew
35. Differential Pressure Switch
36. Capscrew
J3-5
ASSEMBLY
Actuator Base Threaded Inserts
1. If any inserts (7, Figure 3-3) were removed from
the actuator base (6), position the actuator base
upside down on the work bench and support
directly under each of the four floor mounting
holes.
2. Install the threaded inserts into the actuator base
by tapping lightly with a small hammer until the
insert flanges become flush with the actuator
base. Be sure the base is supported to avoid
breaking the base.
3. Thoroughly clean the actuator base and set aside.
Boot and Cap
1. Examine the boot (2, Figure 3-3) for any cracks,
tears, or other damage. If damage is evident, the
boot must be replaced. To replace the boot, follow
the procedure below.
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap
contacts the boot. Use a knife or suitable scraper.
Clean thoroughly to remove all adhesive or particles of the old boot.
3. Apply a thin bead of Loctite Prism 410 onto the
upper sides of the cap. Apply the bead to the two
long sides only. Do not apply it to the rounded
ends, these must not be sealed to allow the boot
to breath.
4. Carefully position the cap into the new boot groove
wiping off the excess glue.
5. Position the boot such that it conforms to the
contour of the cap, then set aside. Adhesive
requires about 30 minutes to cure.
Valve Body Seal Installation
1. Install the poly-pak seal (3, Figure 3-5) in the seal
groove first. Position the seal in the groove so that
the internal O-ring inside the poly-pak seal is
facing down toward the bottom of the valve.
2. Make sure the internal O-ring is still seated inside
the poly-pak seal (3) and did not get dislodged
during installation. Position the poly-pak seal to
the bottom of the groove.
3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue to
work into the groove either by hand or by using
an O-ring installation tool.
J3-6
4. Back-Up Ring
5. Wiper Seal
6. Actuator Base
J03020 10/01
4. Back-Up Ring
5. O-Ring
6. O-Ring
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4. before starting
on the other side (circuit). Be careful to assemble
components into the circuit from which they were
removed.
1. If removed, install stud (4, Figure 3-4) in plunger
(3). Tighten nut (2).
2. Install new packing (5) on staging seat (6) and
insert in plunger bore.
3. Lightly lubricate the actuation plunger Glyde ring
(7).
J03020 10/01
3. Glyde Ring
4. Sharp Edges
J3-7
11. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure the spring seat
is correctly seated in the regulator spring before
installing the regulator sleeve assembly. Push
sleeve into bore until sleeve retaining flange at the
base of sleeve contacts the valve body.
12. Install the spool return spring (20) into spool (12).
13. Insert reaction plunger (21 or 22) into regulator
spool.
14. Install regulator spool (12) into regulator sleeve
(19).
15. Repeat Steps 6 through 14 for the second circuit.
16. Lightly lubricate the large retainer plate O-ring (30)
and install into the counter bore in the bottom end
of the valve.
17. Install the retainer plug (31) into the counter bore
on the bottom of the valve. Make sure steps on the
retainer plug are facing the counter bore or toward
the top of the valve.
J3-8
J03020 10/01
J03020 10/01
J3-9
5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shut Off Valves
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1, B2 Cylinders must be capable of a 10 cubic inch maximum displacement.
J3-10
J03020 10/01
J03020 10/01
J3-11
11. Remove plug (6, Figure 3-8) for access to adjustment screw plug (7).
B2 Valve Spool
Red
21 2.1 kg/cm2
(300 30 psi)
21 2.1 kg/cm2
(300 30 psi)
Green
17. Slowly depress both plungers equally from minimum to maximum application pressure. Switch
contacts must remain open
18. Install plug (6) and tighten to 1.0 - 1.2 kg.m (90 100 in. lbs.) torque.
19. Shut down the test bench and relieve all hydraulic
pressure from the lines.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating. The
oil will be at very high pressure.
J3-12
J03020 10/01
24. Adjust square head bolt (1, Figure 3-10) until the
bolt is not touching the actuator cap. Apply Loctite 242 to the adjustment bolt prior to setting the
deadband.
25. Set the deadband by placing a 0.254 mm (0.010
in.) thick shim at location shown in figure 3-10
(between the pedal structure and return stop boss
on pivot structure).
26. Adjust the bolt (1) until it is just touching the cap.
27. Continue turning the adjustment bolt until pressure
begins to rise on one of the brake apply pressure
gauges.
28. Back-off the adjustment bolt 1/8 turn.
29. Tighten the jam nut (2) and remove the shim stock
inserted in step 25.
30. Fully stroke the brake pedal actuator to check that
output pressure at port B1 and B2 are within
specifications.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel.
31. If pressure is not within specifications, re-adjust. If
pressure is within specifications, apply a few drops
of Loctite #262 to the jam nut.
32. Check internal leakage at port T. Leakage must
be less than 100 cc/minute with the valve in the
released position and system pressure supplied
to the P1 and P2 inlet ports.
33. T port leakage must be less than 250 cc/minute
with valve pilot pressure or manual applied.
J03020 10/01
3. Proximity Switch
4. Jam Nuts
J3-13
37. Slowly apply the brake pedal and note the pressure on the gauge at which the ohmmeter indicates continuity in the switch.
5. Assemble spring assembly (13) and install complete assembly to brake pedal actuator as shown.
J3-14
J03020 10/01
RELAY VALVES
Removal
The relay valves (one for front and one dual relay
valve for rear brake circuits) supply the apply pressure
for each disc brake assembly. When the operator
depresses the brake valve, hydraulic pressure, proportional to the amount of brake valve application, is
applied to the front brakes and pilot pressure circuit of
the front relay valve. At the rear wheels, regulated
pressure (proportional to the pilot pressure applied) is
delivered from the B1 and B2 ports of the dual relay
valve to each wheel. The regulated pressures supplied
to each wheel are equal.
J03020 10/01
J3-15
Disassembly
Relay valve rebuild procedures for the front (single
relay valve) and rear (dual relay valve) are identical
with the following exception; the dual relay valve contains shuttle valves (19, Figure 3-11) in the manifold
body (1). The shuttle valves are not required on the
single relay valve.
The parts installed in the valve body (either type valve)
for the B1 and B2 bores are identical, however the
parts must not be interchanged between the two bores.
1. Thoroughly clean valve to remove dirt accumulation. Drain all oil from all ports of the valve by
rotating the valve over a suitable container.
2. Use a felt tip pen to mark manifold body (1, Figure
3-11) and valve body (2) to ensure correct reassembly. Note location of plugged ports.
NOTE: As the valve is disassembled, lay out parts in
order of disassembly, being certain to note the valve
body bore from which they are removed. Parts must
be reinstalled in the same bore from which they are
removed.
3. Secure valve in an upright position in a vice.
4. Remove the socket head capscrews (20) retaining
the manifold body (1) to the valve body (2). Remove manifold body and discard O-rings (18).
5. Remove plungers (16) and sleeves (17).
6. Remove controller from vice.
7. Remove the four capscrews and washers (7) from
the base of the valve.
8. Remove the sleeve retainer (6).
9. With the valve upright, the plug (5) should fall out.
If not, tap lightly to dislodge.
J3-16
J03020 10/01
Assembly
1. Install sleeves (17, Figure 3-11) in bores in top of
valve body (2).
2. Install plungers (16) in sleeves as shown in Figure
3-11.
3. Apply film of oil to O-rings (18) and position in
grooves on top of valve body.
4. Position manifold body (1) on valve body, aligning
marks made during disassembly.
5. Secure manifold to valve body with two socket
head capscrews (20). Only finger tighten capscrews.
6. Insert springs (3) in bores. Preassemble upper
spring seat (15), spring (14) and lower spring seat
(13). Insert assembly into bore from bottom of
valve. Be certain upper spring seat is positioned
against plunger (16). Repeat for other bore.
7. Install sleeve packing seal (10). Refer to Detail A
and B, Figure 3-11 and install O-rings (22 & 24)
and backup rings (21 & 23) in the sleeve (9)
grooves.
8. Apply a light film of oil to sleeve seals. Carefully
push sleeves (9) into their respective bores in the
valve body until flange at base of sleeves contact
valve body.
J03020 10/01
J3-17
J3-18
J03020 10/01
2. With 147.6 kg/cm2 (2100 psi) pilot pressure applied, verify the following regulated output pressures:
B1 port gauge (10) reads:
147.6 5.3 kg/cm2 (2100 75 psi)
B2 port gauge (9) reads:
147.6 5.3 kg/cm2 (2100 75 psi)
3. Close the pilot supply needle valve (5) and open
the pilot pressure release needle valve (6) to
bleed pressure back to the reservoir.
Pilot pressure gauge (7) should drop to 0 psi
(0 kPa).
Regulated output pressure lines B1 and
B2 should drop to 0 psi (0 kPa) on gauges
(10) and (9) respectively.
4. Repeat steps 2 and 3 approximately 50 times to
cycle valve from minimum to maximum apply
pressure.
5. Verify output pressure remains within specification. If not, the valve must be rebuilt.
6. While observing pilot pressure gauge (7) and
regulated output pressure gauges (9 & 10), apply
pilot pressure slowly and steadily until 147.6
kg/cm2 (2100 psi) (maximum) pilot pressure is
obtained.
Pilot pressure and regulated output pressure
must track within 3.5 kg/cm2 (50 psi) after the
pilot pressure reaches 7.0 kg/cm2 (100 psi).
7. Reduce pilot pressure to 0 psi (0 kPa). Apply 147.6
kg/cm2 (2100 psi) pilot pressure as quickly as
possible.
Regulated output pressure must increase to
147.6 5.3 kg/cm2 (2100 75 psi) within 1.0
second after pressure is applied to pilot line.
8. Check 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 147.6 5.3 kg/cm2 (2100 75 psi) pilot
pressure applied, leakage must not exceed
150 cc/minute.
Be certain all hydraulic pressure has been released prior to disconnecting hoses and valve.
9. Remove hoses from valve and remove valve from
test stand.
J03020 10/01
J3-19
J3-20
J03020 10/01
If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut is
turned during the next step. Turning the complete
valve assembly may result in the valve assembly
being forced out of the accumulator by the nitrogen pressure inside.
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
J03020 10/01
J3-21
Disassembly
1. Be certain all nitrogn has been discharged.
Remove charging valve (2, Figure 3-16) and pressure switch (2).
2. Remove gland (1). Figure 3-15 illustrates a tool
that can be fabricated locally to aid in gland
removal and installation.
3. Remove plugs (11). Using a round rod, push
piston (8) out of accumulator.
Installation
1. Lift accumulator into position in the mounting
straps.
2. Secure the accumulator using mounting straps (5,
Figure 3-13), capscrews, lockwashers and nuts.
Do not overtighten nuts, as this could distort the
accumulator.
3. Reconnect oil lines to the bottom of the accumulator.
4. Precharge both accumulators with pure dry nitrogen as outlined in Brake Accumulator Charging
Procedure.
FIGURE 3-15. GLAND REMOVAL TOOL
(Fabricate Locally)
J3-22
J03020 10/01
Assembly
J03020 10/01
7. Tube
8. Piston
9. Bearing
10. T Ring Seal
11. Plug
J3-23
TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pressure. A source of 350 kg/cm2 (5000 psi) hydraulic
pressure and nitrogen pressure of 98.6 kg/cm2 (1400
psi) will be required. A small water tank with the
necessary safety guards in place will be necessary for
a portion of the test.
J3-24
STORAGE
If the accumulator is to be placed in storage, it is
recommended the assembly be stored in a vertical
position.
If the assembly is not stored vertically, the seals may
deform slightly over a period of time and may not seal
properly until the accumulator is exposed to warm oil
and exercised.
J03020 10/01
J03020 10/01
A: Pilot Port
B: Pilot Port
C: Main Return to Tank
D: Pilot Port
E: From Pump
F: To Tank
A: Pilot Port
B: Pilot Port
C: Main Return to Tank
D: Pilot Port
E: From Pump
F: To Tank
J3-25
J3-26
J03020 10/01
Assembly
1. If handle (18, Figure 3-19) or lever (17) has been
removed from shaft (16), assemble as follows:
a. Apply Loctite #271 to lever (17) and install
lever fully into shaft (16).
b. Apply Loctite #271 to opposite end of lever
(17) and install handle (18) onto lever.
Hand Tighten Only!
2. Inspect the shaft bore and interior friction faces of
bracket (13) and remove any scratches or burrs,
or replace bracket.
Lightly lubricate the surfaces with a Multi-Purpose
EP NLGI Consistency #2 grease.
3. Insert the lever, handle, and shaft assembly into
bracket (13), and install washer (12), new spring
(11) [with the outer spring diameter against
washer (12)], tang washer (10), and locknut (9)
onto shaft (14).
4. Tighten and secure locknut (9) as described in
step 3.b. "Disassembly and Adjustment".
5. Move lever to the "UP" position as far as travel
permits. Align slot in potentiometer (8) with key
on shaft (14) and rotate pot until capscrew holes
line up with bracket.
Install washers (7) and capscrews (6) to secure
pot to bracket.
Tighten the socket head capscrews to 36 in. lbs.
(4.1 N.m) torque.
6. Install lever assembly to steering column.
Potentiometer Check
The potentiometer (8, Figure 3-19) is spring-loaded to
the "OFF" position. With the switch assembly removed
from the lever assembly, make the following checks:
1. Rotate the "pot" clockwise to full "ON" and release. Be sure that the spring returns the "pot" to
the "OFF" position.
2. Using a reliable volt-ohm meter, 0 ohms should
be read in the "OFF" position.
3. Rotate the "pot" clockwise to full "ON" and hold.
2500 500 ohms should be recorded.
Replace the potentiometer if it does not meet
these specifications.
J03020 10/01
J3-27
NOTES
J3-28
J03020 10/01
J04021 6/01
J4-1
J4-2
6/01 J04021
System Modifications
Komatsu Engineering has released several modification kits to upgrade the service brake and retarder
system to conform to the latest system design. The
following checkout procedure and component location
descriptions assume the kits and RCM listed below
have been installed on the truck.
Orifice Kit, P/N MK4115:
This modifications requires installation of an orifice
(0.023 in. diameter) in the PP3 port of the brake
manifold. The orifice prevents variations in pressures,
which can cause nuisance error codes to occur in the
electronic monitoring system.
PPC Solenoid & Diagnostic Coupler Kit:
P/N MK4101: *Without RCM Controller
AA
AF1
AF2
Plugged
AF3
Plugged
AR1
AR2
Plugged
AR3
Plugged
BL
Plugged
CP1
CV1, CV2,
CV3
HS
LS
LAP1
LAP2
NV1
NV2
PK1
PK2
PK3
PP3
PPC
J04021 6/01
PR
PS
SP1
SP2
Plugged
SP3
SP4
Plugged
SV1
SV2
T1
Return To Tank
T2
T3
J4-3
EQUIPMENT REQUIRED
Preparation
J4-4
6/01 J04021
J04021 6/01
J4-5
J4-6
6/01 J04021
J04021 6/01
J4-7
25. Start the engine and allow the engine to run until
the low brake accumulator pressure (LAP1 gauge)
stabilizes at or above 2700 psi (18.62 MPa).
26. Very slowly depress the brake pedal until the brake
pressure differential switch activates the Low
Brake Pressure lamp and buzzer.
Verify rear brake pressure gauges indicate
600 50 psi (4.14 0.35 MPa) when the
switch activates.
* Record on data sheet.
27. Shut down the engine and turn the key switch OFF.
Open the front and rear brake accumulator bleeddown valves (4 & 6, Figure 4-8) and bleed the
entire brake system.
28. Outside the brake cabinet, reconnect the P2
hose. Disconnect the P1 hose (3, Figure 4-9)
and plug the fitting on the cabinet. The hose must
remain vented to atmosphere.
FIGURE 4-9. BRAKE CABINET PORT
IDENTIFICATION
(Viewed from End of Cabinet)
1. PX: To Brake Valve
2. B1: To Rear Relay Valve (Rear Brake Apply Circuit)
3. P1: From Rear Brake Accumulator
4. P2: From Front Brake Accumulator
5. B2: To Front Relay Valve (Front Brake Apply Circuit)
6. Return to Hydraulic Tank
7. Brake System Supply From Bleeddown Manifold
8. Hoist Valve Control Circuit Ports
29. Very slowly depress the brake pedal until the brake
pressure differential switch activates the Central
Warning lamp and buzzer.
Verify front brake pressure gauge indicates
600 50 psi (4.14 0.35 MPa) when switch activates.
* Record on data sheet.
30. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down. Open
both brake accumulator bleeddown valves and
bleed entire brake system. Close valves after all
pressure is released.
31. Outside the hydraulic cabinet, reconnect the P1
hose.
J4-8
6/01 J04021
J04021 6/01
J4-9
Preparation
J4-10
6/01 J04021
J04021 6/01
9. Start the engine and leave at idle. After approximately 30 seconds, the controller will begin application of the brakes to calibrate itself to the PPC
system. This process will take approximately 1
minute. (The pressure commands can be observed on the Brake Controller - Real-Time
Data screen on the MOM display.)
10. After the pressure cycling has completed, the
brake light will stop blinking and the system will
return to normal operation.
J4-11
11. Using the MOM display, select the BRAKE CONTROLLER menu, and then the REALTIME
DATA menu. Use the FWD button to move forward to the screen displaying real-time pressure
and current.
J4-12
6/01 J04021
Replace coil.
Remove restriction.
Remove obstruction.
Replace piston.
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system.
Check wiring.
J04021 6/01
J4-13
POSSIBLE CAUSES
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit.
TROUBLE: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released
Brake valve out of balance (not tracking).
Accumulator precharge/leak.
Bleed brakes.
Replace bulb.
Electrical problem.
Replace RCM.
J4-14
6/01 J04021
POSSIBLE CAUSES
Check wiring.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open.
Recharge accumulator
Check plumbing.
Normal
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected.
Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly.
J04021 6/01
J4-15
POSSIBLE CAUSES
TROUBLE: Trucks veers to Left (or Right) when brakes are applied.
Hoses between proportional pressure control valve
(PPC) and rear relay valve are crossed.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component.
Correct plumbing.
J4-16
6/01 J04021
I.
PREPARATION
STEP 2
STEP 6
II.
STEP 1
STEP 2
STEP 4
STEP 5
NOTE: Steps 7 and 8 apply to trucks equipped with Slippery Road option only.
STEP 7
Left rear brake pressure
Right rear brake pressure
Front brake pressure
STEP 8
STEP 9
J04021 6/01
J4-17
STEP 14
STEP 18
STEP 22
STEP 26
STEP 29
J4-18
6/01 J04021
J04021 6/01
J4-19
J4-20
6/01 J04021
J04021 6/01
J4-21
J4-22
6/01 J04021
J04021 6/01
J4-23
J4-24
6/01 J04021
J04021 6/01
J4-25
NOTES
J4-26
6/01 J04021
J05017 12/01
J5-1
Removal
1. Refer to Section G, Front Wheel Hub and Spindle and remove the front wheel hub and bearings.
J5-2
J05017 12/01
Installation
3. Inner Gear
J05017 12/01
J5-3
J5-4
3. Bleeder Plugs
4. Wear Gauge Plug
NOTE: Checking disc wear in all four brake assemblies is recommended. Disc wear in one brake assembly may be different from the other due to
dissimilar operation of parts and/or haul profiles which
require repeated braking while steering in one direction only.
10. Refill hydraulic tank as required.
11. If brake repairs are necessary, refer to Brake
Rebuild, this section.
J05017 12/01
2. If necessary, charge the brake system accumulators. Refer to Hydraulic Brake Accumulators,
earlier in this Section of the manual.
3. Be certain bleeddown valves on brake accumulator manifold are closed.
4. Check hydraulic tank oil level and correct if necessary.
5. With the wheels securely blocked, start the engine
and allow accumulators to fill.
6. Slowly depress the brake pedal until the service
brake is partially applied.
7. Crack open the bleeder valves located at the top
of each brake cylinder. (The upper bleeder vents
the cooling oil and the lower bleeder vents the
piston.) Close bleeder valve after oil runs clear
and free of bubbles.
8. Repeat for remaining wheels.
9. Shut down engine, allow steering accumulators to
bleed down and check hydraulic tank oil level.
SPEED SENSOR
Each wheel brake assembly is also equipped with a
speed sensor to monitor wheel speed, providing a
signal to the RCM. Refer to Section D, Speed Sensors for additional information and adjustment procedure.
J05017 12/01
J5-5
NOTES
J5-6
J05017 12/01
OPERATION
The housing (4, Figure 6-1) is internally splined to
retain the steel damper (12) and separator discs (10).
The separator discs are alternately placed between
the friction faced discs (11) which are splined to the
rotating inner gear (7). The inboard side of the assembly contains the piston assembly (3) which is activated
by hydraulic pressure from either the service brake
treadle valve or the retarder. As hydraulic pressure is
applied, the piston moves and compresses the rotating
friction faced discs against the stationary steel discs.
The friction forces generated resist the rotation of the
wheels (6). As hydraulic pressure increases, friction
forces are increased and wheel rotation is slowed until
maximum force is reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The cooling oil circuit is a low-pressure circuit which
is completely isolated from the high-pressure piston
apply circuit. The cooling oil flows from the tank to the
pump, to the brake assembly housing (from the outside
of the housing inward to the rotating hub for maximum
cooling), through a heat exchanger, through two filters,
and then to the hydraulic tank. Additional cooling circuit
oil is supplied by the hoist valve when the body is not
being raised.
Dynamic retarding is also provided by the wet disc
brakes. When the operators retarder lever is actuated,
both the front and rear wheel brakes are applied. The
dynamic retarding is used to slow the truck during
normal truck operation or to control speed descending
a grade.
J06019 12/01
J6-1
MAINTENANCE
NOTE: In the following procedures, be certain to observe the correct mark on the wear gauge indicator rod
(2, Figure 6-2). The first mark (4) is used when measuring rear brake disc wear and the second mark (3,
near end of indicator rod) is used when measuring front
brake disc wear.
J6-2
3. Bleeder Ports
4. Wear Gauge Plug
J06019 12/01
J06019 12/01
J6-3
J6-4
J06019 12/01
J06019 12/01
3. Inner Gear
J6-5
J6-6
8. Separator Plate
9. Friction Disc
10. Damper
11. Capscrew & Washer
13. O-Ring
12. Piston
14. Cylinder
15. O-Ring
J06019 12/01
NEW
WEAR LIMIT
PLATE
2.4 mm
(0.095 in)
2.15 mm
(0.085 in)
DISC
5.1 mm
(0.201 in)
4.6 mm
(0.181 in)
DAMPER
6.9 mm
(0.272 in)
5.1 mm
(0.201 in)
DISC
WARPING
0.45 mm
(0.018 in)
0.7 mm
(0.028 in)
PLATE
WARPING
0.50 mm
(0.012 in)
0.7 mm
(0.028 in)
101.4 mm
(3.992 in)
93.4 mm
(3.667 in)
ASSEMBLED
THICKNESS
OF DISCS
AND PLATES
NEW
WEAR LIMIT
PLATE
3.1mm
(0.122 in)
2.85 mm
(0.112 in)
DISC
6.7 mm
(0.264 in)
6.2 mm
(0.244 in)
DAMPER
7.6 mm
(0.299 in)
5.8 mm
(0.228 in)
DISC
WARPING
0.70 mm
(0.028 in)
0.9 mm
(0.004 in)
PLATE
WARPING
0.50 mm
(0.020 in)
0.7 mm
(0.028 in)
80.70 mm
(3.177 in)
75.2 mm
(32.961 in)
ASSEMBLED
THICKNESS
OF DISCS
AND PLATES
J06019 12/01
J6-7
Assembly
Clean all parts, and check for dirt or damage. Coat the
sliding surfaces of all parts with hydraulic oil before
installing.
NOTE: When assembling the floating seals, use alcohol to remove all the white powder from the O-ring
surface before assembling.
1. Refer to Floating Ring Seal Assembly/Installation for proper seal installation procedures.
a. Install floating seal assembly (4, Figure 6-7) to
seal carrier (2) and hub (6).
b. After installing the floating seal, measure dimension a (Figure 6-9) between the hub and
floating seal ring at four places around the
circumference, and check that the measurement is within 1 mm (0.039 in).
c. Repeat, measuring dimension a between the
seal carrier and the floating seal ring. Measurement must be within 1 mm (0.039 in).
J6-8
J06019 12/01
J06019 12/01
J6-9
Alternate Procedure:
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying with solvent.
J6-10
J06019 12/01
J06019 12/01
J6-11
J6-12
J06019 12/01
Parking Brake
DESCRIPTION
The disc type parking brake, mounted on the final drive
input, utilizes three brake heads with spring cans
(hydraulic cylinders) containing internal springs which
apply the parking brake when hydraulic pressure is
released.
When the engine is running and the park brake switch
is in the OFF position, hydraulic oil is routed to the
spring cans to extend the pistons and mechanically
retract the disc brake pads to release the park brake.
A slack adjuster, mounted between each brake head
and spring can, automatically maintains the correct
disc pad adjustment. Automatic adjustment occurs
when the parking brake is applied.
J07011
Parking Brake
J7-1
Removal
1. Place the range selector in NEUTRAL, apply the
park brake, turn the key switch OFF and allow the
steering accumulators to bleed down completely.
Block truck wheels.
2. Open the bleeddown valves on the brake manifold
(in the hydraulic components cabinet) and bleed
all pressure from the brake accumulators. Close
valves after pressure is released.
3. Thoroughly clean the brake assemblies, especially the area around any hose connections
where dirt might enter the system.
4. Remove the capscrews (6, Figure 7-1), lock washers (7) and brake line clamps (8).
5. Disconnect the hoses (4, 5, and 14) from the
spring cans.
6. Disconnect the three hoses at the junction block
(1).
7. Remove fittings (2 & 26) at the junction block.
8. Remove the junction block from the bracket (15)
by removing the capscrews (16), washers (17),
and nuts (18).
9. Remove the bracket (5) by removing capscrews
(3). (Re-Install capscrews and washers but do
not tighten.)
NOTE: Repeat steps 10 through 13 for each of the
three brake assemblies.
10. Remove brackets (24) with springs (11 and 12 ).
11. Remove capscrews (21) and flat washers (22).
Remove plates (19) from dowel pins (23).
Installation
1. Install the brake disc (20, Figure 7-1) onto the
companion flange with capscrews (10) and flat
washers (9). Tighten to standard torque.
2. Install dowel pins (23) into the parking brake cage.
3. Install each brake assembly (13) over the disc.
4. Install the plates (19) onto the dowel pins and align
with slots in the brake assembly.
5. Assemble the springs (11& 12) onto the bracket
(24). Take note of the left and right spring positions. Attach brackets with springs to the plates
with capscrews (25) and flat washers (17), paying
special attention that the springs are positioned
correctly between the brake pads. Tighten to
standard torque.
6. Remove capscrews and flat washers and install
bracket (15) using the longer capscrews (3) and
re-using the same flat washers. Tighten to standard torque.
7. Install junction block (1) to bracket with capscrews
(16), flat washers (17) and nuts (18). Tighten to
standard torque.
8. Install fittings (12 & 10) into the junction block.
9. Attach hoses (4, 5 & 14) onto the junction block .
10. Attach the other end of the hoses to the spring
cans.
11. Install the hose clamps (8) onto the case with
capscrews (6) and lock washers (7). Tighten to
standard torque.
J7-2
Parking Brake
J07011
Installation Procedure
1. Install the spring can (9, Figure 7-2) securely to
the brake head (10) with flat washers (8) and nuts
(7).
2. Install locking nut (5) on the stud (2).
3. Install the stud (5) into the threaded rod of the
spring can.
4. Place the locking nut (6) on the free end of the
stud. Install the clevis (4) onto the stud.
5. Attach the clevis to the slack adjuster (1) with pin
(2) and cotter pin (3).
6. Position the slack adjuster perpendicular to the
linkage by rotating the stud. Once the position is
achieved, lock the stud by tightening the two
locking nuts against the clevis and spring can rod
end.
Adjustment Procedure
(Refer to Figure 7-2):
1.With the slack adjuster assembled and positioned
on the brake, use a wrench to turn the hexagon
adjusting nut clockwise, moving the slack adjuster toward the clevis.
2. When the pin hole in the clevis is aligned with the
hole in the slack adjuster, install the clevis pin.
3. Attach the control strap to the stud on the slack
adjuster. Secure in position with a locking nut.
4. Next, position the control arm in the fully released
position by forcing it away from the spring can
until it comes to a complete stop and can not be
moved any further. Secure the arm strap to the
chamber.
5. Final check of the assembly will ensure that the
control arm is in the fully released position. To
perform the final check, remove the clevis pin and
push the slack adjuster toward the spring can. If
the holes in the slack adjuster and the clevis
remain in alignment, the control is properly adjusted. If the alignment moves, repeat the preceding steps.
6. Apply the brakes using full pressure several times.
With each brake application the adjusting nut will
rotate. When the nut rotation stops, the brake is
adjusted correctly.
J7-4
Parking Brake
J07011
1. Slack Adjuster
2. Pin
3. Cotter Pin
4. Clevis
5. Stud
6. Locking Nut
7. Nut
8. Flat Washer
9. Spring Can
10. Brake Head
J07011
Parking Brake
J7-5
NOTES
J7-6
Parking Brake
J07011
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2
HYDRAULIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1
HYDRAULIC COMPONENT REPAIR . . . . . . . . . . .
HYDRAULIC TANK . . . . . . . . . . . . . . . . . .
Filling Instructions . . . . . . . . . . . . . . . .
Hydraulic Tank Service . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . .
Strainers and Diffusers . . . . . . . . . . . . . .
Hydraulic Tank Breather . . . . . . . . . . . . .
HYDRAULIC SYSTEM FLUSHING PROCEDURE . .
HYDRAULIC PUMPS . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . .
Pump Rebuild (Hoist and Brake Cooling Pumps)
TROUBLESHOOTING GUIDE . . . . . . . . . . . .
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. L3
L3-1
L3-1
L3-1
L3-2
L3-2
L3-3
L3-4
L3-5
L3-6
L3-6
L3-6
L3-7
L3-15
STEERING CIRCUIT . . . . . . . . . .
STEERING CIRCUIT OPERATION
COMPONENT DESCRIPTION . .
Steering Control Valve . . . .
Bleed Down Manifold Valve .
Bleeddown Solenoid . . . . .
Accumulators . . . . . . . . .
High Pressure Filter . . . . .
Warning Devices . . . . . . .
Flow Amplifier . . . . . . . . .
Operation . . . . . . . . .
Steering/Brake Pump . . . . .
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. L4
L4-1
L4-1
L4-1
L4-2
L4-2
L4-4
L4-4
L4-2
L4-4
L4-4
L4-12
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. L5
L5-1
L5-1
L5-2
L5-2
L5-3
L5-5
L01022 4/00
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Index
L1-1
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L6
L6-1
. L6-3
L6-7
L6-10
L6-11
L6-14
L6-14
L6-15
L6-16
L6-16
L6-21
L6-24
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-2
HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE . . . . . . . . . . .
HOIST PILOT VALVE . . . . . . . .
HOIST CYLINDERS . . . . . . . .
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. . L8
. L8-1
. L8-8
. L8-11
L1-2
Index
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. L10
L10-1
L10-4
L10-5
L10-5
L10-6
4/00 L01022
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM DESCRIPTION
The following information describes the major components of the Model 530M hydraulic system, including
the hoist circuit, steering circuit, and brake cooling
circuit. Detailed information for the hydraulic brake
system can be found in Section J of the manual.
Refer to hydraulic system schematic in Section R
Hydraulic Tank
The hydraulic tank (Figure 2-1) is divided into two
sections. The front section (1) provides the oil supply
for the steering and brake circuits. The rear section (2)
provides the oil supply for the hoist and wet disc brake
cooling oil. The total hydraulic system requires aproximately 710 liters (187.6 gal). Refer to Section P, Lubrication and Service for the recommended oil
specification for use under various ambient temperatures and tank refill capacity. The oil level should be
checked periodically with the body down, engine
stopped, and the truck parked on level ground.
In the front section of the tank, oil used for steering and
brakes flows from the bottom of the tank to the inlet
housing of the pump, mounted to the transmission
pump on the lower left PTO of the transmission.
In the rear section of the tank, oil flows from the bottom
of the tank to the inlet housing of the pump (2, Figure
2-2) mounted on the left top of the PTO (1) of the
transmission, for the hoist circuit.
L02021
Hydraulic System
L2-1
Bleeddown Manifold
The steering and brake pump (3, Figure 2-2) supplies
oil to a high pressure filter (1, Figure 2-3) then to the
bleeddown manifold (2), located on the inside left
frame rail just forward of the filter.
Oil within the bleeddown manifold is directed to the
accumulators (3), flow amplifier (4), steering valve and
steering cylinders (6), via the flow amplifier. Oil is also
supplied from the bleeddown manifold to the wet disc
brake system for service brake application.
The steering and brake pump has a compensator set
at 193.3 kg/cm2 (2750 psi) to regulate the steering and
brake pressure. Oil returning from the steering and
brake circuits flows back to the tank (1, Figure 2-4)
through a defuser (5) mounted in the bottom of the tank
.
Hoist Valve
The Hoist Valve (2, Figure 2-4) is located on the rear of
the hydraulic tank, between the tank and the left frame
rail. The hoist valve is controlled by a Hoist Pilot Control
Valve.
L2-2
Hydraulic System
L02021
Hoist Pump
FILTERS
Low pressure
L02021
Hydraulic System
L2-3
NOTES
L2-4
Hydraulic System
L02021
L03019
L3-1
Removal
7. Diffusers
8. Strainers
9. Wire Mesh Strainer
10. Strainer
11. Diffuser
Installation
1. Install hydraulic tank and secure with capscrews
and lockwashers. Tighten to standard torque.
2. Uncap hydraulic lines and attach to the proper
connections.
3. Fill the tank with hydraulic oil.
4. Bleed all air from hydraulic pump suction lines
before starting engine.
L3-2
L03019
HYDRAULIC TANK
Strainers and Diffusers
Removal
1. Shut engine down, turn key switch Off, and wait
at least 90 seconds for accumulators to bleed
down.
NOTE: Be prepared to contain approximately 152 gal.
(576 l) of hydraulic oil. If oil is to be re-used, clean
containers must be used with a filtering system available for refill.
2. Open the drain valves (16, Figure 3-3) at the
bottom of the hydraulic tank and drain the oil from
both front and rear tank sections.
3. Remove nuts and lockwashers securing the pump
inlet line and return line to the hydraulic tank. Plug
or cap lines to prevent contamination.
4. Remove capscrews (7, 10, and 15). Remove covers (8, 9, and 14) and gaskets.
5. Remove capscrews (2 and 4). Pull strainers (11 &
13) and diffusers (6) from hydraulic tank.
Inspect and Clean
NOTE: Inspect the strainer and diffuser thoroughly for
damage or metallic particles. The quantity and size of
any particles found may provide an indication of excessive component wear in the hydraulic system.
1. Clean the strainers with cleaning solvent from the
inside out.
2. Inspect the strainers for cracks or damage. Replace, if necessary.
L03019
L3-3
Service
1. Shut down the engine and relieve any internal
pressure using the relief valve on top of the hydraulic tank.
2. Clean dirt accumulation from the area around the
breather.
3. Remove breather from the tank.
4. Remove snap ring (1 Figure 3-4), cover (2), and
filter element (3).
5. Clean the breather in solvent and dry thoroughly.
L3-4
L03019
HYDRAULIC SYSTEM
FLUSHING PROCEDURE
The following instructions outline the procedure for
flushing the hydraulic system.
NOTE: If a system component fails, an oil analysis
should be made before replacing any component. If
foreign particles are evident, the system should be
flushed. All flexible hoses should be removed and
back flushed with a cleaning solvent. Inspect for small
particles which may be trapped inside the hose.
1. Shut down engine and turn key switch Off. Allow
at least 90 seconds for the accumulators to bleed
down.
2. Thoroughly clean the exterior of the tank. Drain the
hydraulic tank and remove top cover. Flush the
interior of hydraulic tank with a cleaning solvent.
Inspect all hydraulic hoses for deterioration or
damage.
3. Remove, clean and replace the hydraulic tank
strainers. Replace the hydraulic filter elements.
4. Fill the hydraulic tank with clean filtered hydraulic
oil. Replace top cover.
NOTE: The final filter in the filling apparatus must be 3
micron.
5. Set all controls in the Neutral position. Do not
steer the truck or operate controls until the next
step is completed.
6. Start the engine and run at 1000 RPM for four
minutes. This will circulate oil with all valves in the
neutral position.
7. To increase flow and turbulence in the system,
increase engine speed to full throttle and maintain
for four minutes. This will carry contaminates to
the hydraulic tank.
8. Shut down engine and turn key switch Off. Allow
at least 90 seconds for the accumulators to bleed
down. This will return all contaminants in accumulators to the hydraulic tank.
NOTE: Hydraulic tank oil temperature should be 110130F (43-54C) after accomplishing Step 11. If not,
repeat Step 9 to increase oil temperature to the proper
operating range.
L03019
L3-5
HYDRAULIC PUMPS
The hoist circuit pump (2, Figure 3-5) and the brake
cooling circuit pump (7) are similar in design. Removal
and installation procedures below are applicable to
either pump. Pump rebuild instructions are also applicable to both pumps.
Removal
1. Turn key switch OFF and allow at least 90 seconds
for the accumulators to bleed down.
L3-6
L03019
7. O-Ring
8. Bearing Plate
9. Splined Coupling
10. Rear Drive Gear
11. Body (Rear)
12. Cover Plate
13. Stud
14. Nut
15. Hardened Flatwasher
16. Rear Idler Gear
17. O-Ring
18. Dowel Pin
19. O-Ring
20. O-Ring
21. Steel Ball
22. Front Idler Gear
Disassembly
PUMP REBUILD
The following rebuild procedures are applicable to both
the hoist circuit pump and the brake cooling circuit
pump.
This rebuild procedure describes the disassembly, inspection, and reassembly for a typical gear type pump
as used on the Model 530M truck. Slight design variations may be noted. Refer to the Parts Manual for
actual parts installed and for seal service kits available.
L03019
L3-7
L3-8
L03019
Inspection Of Parts
1. Visually inspect the gear bores in the pump bodies.
During initial break-in at the factory, the gears cut
into the housing. The nominal depth of this cut is
0.20 mm (.008 in.) and should not exceed 0.38 mm
(.015 in). Due to the hydraulic loading of the gears,
the cut will start on the suction side of the body
and will continue about one third of the way
around each gear bore. The cut should be smooth
with no deep grooves or deep scratches. Reject
the body if the depth of the groove is greater than
0.38 mm (.015 in.), or if the gear bores look like
they have been sand blasted. Reject the body if it
is cracked or otherwise damaged.
2. Examine the pressure plates They should not
show excessive wear on the bronze side. If deep
curved wear marks are visible, reject them.
3. Examine the gears. If excessive wear is visible on
the journals, sides, or face of the gears, or at the
point where the drive gear rotates in the lip seal,
reject them.
L03019
L3-9
Assembly
1. Refer to Seal Replacement for flange plate seal
installation instructions.
2. Place rear pump body (11, Figure 3-6) so that the
matching mark made in disassembly step 2 will
be facing you. If a new body must be used, make
sure the side facing you is the same as the one
marked on the old body.
NOTE: Observe that the body has a wide and a narrow
boss. The side having the wide boss is always the
suction side of the body.
3. Using clean hydraulic oil, coat the inside of pump
body (11).
4. Out of the group of parts from the rear section,
examine the two isolation plates. You will find that
they are slightly different. Choose the one having
the rounded edge as shown by the arrow in
Figure 3-11. With the rounded edge down, install
the plate (on the suction side) in the bottom of the
body.
5. Install back-up ring (7, Figure 3-12), O-ring (6), and
ring retainer (2).
6. With the bronze side facing up and the rounded
trap slots toward the outlet side of the body, slide
pressure plate (2, Figure 3-13) down into the gear
bores until it rests firmly at the bottom of the pump
body. Do not force the plate down the gear bores.
If the plate hangs or binds on the way down, work
it back and forth carefully until it slides freely into
position.
L3-10
L03019
14. Turn the bearing plate (8) over, with the O-ring
facing down, and the mark that was made in step
two facing you, slide bearing plate down on the
shafts until contact is made with the dowels. Keep
the bearing plate true with the dowels and tap the
plate gently with a plastic hammer or wooden
mallet until the O-ring rests firmly against the rear
pump body (11).
15. Install spline coupling with snap ring (9).
16. To install the studs (13), lubricate the threads and
screw the studs in until they are snug.
17. Install stud O-rings (19).
18. Install O-ring (7) and dowels (18) in the bearing
plate.
L03019
L3-11
22. In step 10, the rear set of gears was positioned for
timing. The drive gear in the front section must now
be correctly positioned.
a. With the extension end of drive gear (1, Figure
3-15) up, slide the gear down to the splined
coupling.
b. Before engaging the shaft spline into the coupling, rotate the shaft until the valley (as shown
by the arrow in Figure 3-15) between two gear
teeth is lined up with the center of the dowel
nearest to the gear.
c. If you find the spline will not enter the coupling
without the valley being off center with the
dowel, lift the shaft slightly and rotate it to the
next valley and try again.
d. Continue to do this until you find the combination of valley and spline that will allow the valley
to be centered with the dowel
23. Install idler gear (22, Figure 3-6) and pressure plate.
Make certain the bronze side of the plate faces
down and the traps face the discharge side of this
body.
24. Install isolation plate, back ring, O-ring, and ring
retainer over pressure plate.
25. Install O-ring (20) in the flange plate (5). Use clean
heavy grease to hold the O-ring in the groove.
L3-12
L03019
BEARING REPLACEMENT
If the bearings are worn beyond the gray teflon into the
bronze material, the complete flange or body housing
should be replaced. Installing a new bearing in an old
flange or body is not recommended.
SEAL REPLACEMENT
Seal kits are available for replacing the shaft seals only,
if desired. If only the shaft seals are to be replaced, refer
to disassembly and assembly instructions for removal
procedures for the flange plate only. Complete pump
disassembly is not required.
1. Remove the snap-ring from the bore. Lay the
flange plate on a work bench or other suitable
work surface as shown in Figure 3-16. Face the
pilot down and prevent the machined surfaces
from being dented or scratched by using a piece
of clean wood, heavy cardboard, or other suitable
material between the plate and the work surface.
3. Wooden Blocks
L03019
L3-13
L3-14
L03019
TROUBLESHOOTING GUIDE
(Hoist Pump)
TROUBLE
POSSIBLE CAUSE
CORRECTIVE CHECKS
2. Scored shafts
Lack of oil
Excessive heat
1. Broken shaft
2. Broken housing or flange
L03019
Overpressure
L3-15
NOTES
L3-16
L03019
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The hydraulic pump supplies oil to the bleeddown
manifold (2, Figure 4-1). The bleeddown manifold supplies oil to the steering accumulators (3) and the steering control valve via the flow amplifier (4). Oil entering
the accumulators pushes the floating pistons within the
accumulators upward, compressing the nitrogen on
the opposite side of the pistons. The nitrogen pressure
increases directly with steering circuit pressure. The
top side of the pistons are pre-charged to 98.4 kg/cm2
(1400 psi) with pure dry nitrogen. When the steering
circuit pressure reaches 193.3 kg/cm2 (2750 psi) the
accumulators will contain approximately 23 l (4 gal.) of
hydraulic oil in each accumulator under pressure. The
accumulators supply hydraulic oil to the steering circuit
in an emergency situation should the hydraulic steering
oil supply be lost for any reason.
COMPONENT DESCRIPTION
Steering Control Valve
The steering control valve is mounted in the front
compartment of the of the cab, behind the access
panel.
Operation of the steering valve is, in effect, both manual
and hydraulic. The steering valve 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.
L04025 10/97
Steering Circuit
L4-1
Bleeddown Manifold
All check valves, relief valves and the bleeddown solenoid are replaceable. Valves and solenoids are replaced as a unit and are not repairable.
L4-2
Steering Circuit
10/97 L04025
L04025 10/97
Steering Circuit
L4-3
No Steer
Refer to Figures 4-3 through 4-6 for oil flow paths during
the following conditions:
Neutral
Steering left
Steering right
External shock load
L4-4
Steering Circuit
10/97 L04025
L04025 10/97
Steering Circuit
L4-5
Steering Left
(Refer to Figure 4-4):
When the operator turns the steering wheel left, the
steering control unit valve is opened to allow oil coming
in port P to pass to the gerotor section of the control
unit to turn the rotor. Oil in the other side of the gerotor
flows through other passages in the control unit valve
and out steering control unit port L. This oil enters port
L of the flow amplifier assembly and goes to a closed
area B in the directional valve.
L4-6
Steering Circuit
10/97 L04025
L04025 10/97
Steering Circuit
L4-7
Steering Right
(Refer to Figure 4-5):
Only a few differences occur between steer left and
steer right. When the operator turns the steering wheel
right, oil is supplied out ports R and LS of the steering
control unit.
L4-8
Steering Circuit
10/97 L04025
L04025 10/97
Steering Circuit
L4-9
L4-10
Steering Circuit
10/97 L04025
L04025 10/97
Steering Circuit
L4-11
STEERING/BRAKE PUMP
Construction
The pump pressure compensator, located in the control group (mounted on the pump valve plate), maintains 193 kg/cm2 (2750 psi) oil pressure in both circuits.
L4-12
Steering Circuit
10/97 L04025
1. Drive Shaft
2. Driveshaft Bearing
3. Shaft Seal
4. Roll Pin
5. Housing
6. Gasket
7. Socket Head Screw
8. O-Ring Seal
9. Rear Shaft Cover
10. Roll Pin
11. Socket Head Screw
12. Spline Cover
13. Capscrew
L04025 10/97
Steering Circuit
L4-13
Principle of Operation
Full Pump Volume (Figure 4-8):
Rotating the driveshaft clockwise turns the splined
cylinder, which contains the pumping pistons. When
the cylinder is rotated, the pistons move in and out of
their bores as the shoes ride against the angled
swashblock.
As the cylinder rotates, the individual piston bores are
connected, alternately, to upper (Port A) and lower
(Port B) crescent shaped ports in the valve plate. While
connected to the upper side (suction) Port A, each
piston moves outward, drawing fluid from Port A into
the piston bore until its outermost stroke is reached.
At that point, the piston bore passes from upper crescent port to the lower crescent port.
L4-14
Steering Circuit
10/97 L04025
L05014 7/98
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 assembly, hydraulic steering lines should be checked for correct hook-up before starting the engine.
L5-1
REBUILD PROCEDURE
Tools required for disassembly and assembly:
2 Screwdrivers (4-6 in. long, 1/8 in. flat blade)
1/2 inch Socket (12 point)
Breaker Bar
Torque wrench, 90 ft. lbs. (120 n.m) capacity.
Plastic hammer or rubber hammer
Retaining ring pliers
Fabricated spring installation tool (Figure 5-3).
The steering control valve is a precision unit manufactured to very close tolerances. Complete cleanliness is
therefore a must when rebuilding 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 exterior joints of unit
before disassembly. Clean solvent and hydraulic oil
should be used to insure cleanliness and initial lubrication.
Disassembly
1. Clamp unit in vise, meter end up. Clamp lightly on
edges of mounting area (See Figure 5-4).
3. Capscrew With
Rolled Pin
4. Pin Location Mark
3. Remove end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 5-5).
Mark location of capscrew with rolled pin to facilitate reassembly.
4. Remove end cover (1, Figure 5-6) and O-ring (2).
Remove gear wheel set (3).
5. Remove Cardan Shaft (11, Figure 5-8) distribution
plate (15) and O-ring (14).
3. Housing
6. Remove threaded bushing (4) and ball (3). Separate the spools from the housing. Remove O-ring
(5), kin ring (6) and bearing assembly (7).
7. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
8. Press the neutral position springs (10) out of their
slot in the inner spool.
9. Remove the dust seal (2, Figure 5-7) using a
screwdriver. Take care not to scratch or damage
the dust seal bore.
L05014 7/98
L5-3
L5-4
7. Bearing Assembly
8. Ring
9. Pin
10. Neutral Position Springs
11. Cardan Shaft
12. Spacer
13. Tube
14. O- ring
15. Distribution Plate
16. Gear Wheel Set
17. O-ring
18. O-ring
L05014 7/98
3. Spool
4. Sleeve
Assembly
2. Centering Springs
L05014 7/98
L5-5
L5-6
L05014 7/98
L05014 7/98
1. Gearwheel Set
2. Cross Pin (Outline)
3. Rotor
4. Cardan Shaft
L5-7
NOTES
L5-8
L05014 7/98
Removal
NOTE: It may not be necessary to remove the Bleeddown Manifold from the truck to replace components.
If a problem area has been isolated, simply remove the
inoperative component and replace with a new part.
6. Test Port
7. From Accumulator
8. To Flow Amplifier
9. From Flow Amplifier
10. Accumulator
Bleeddown Solenoid
L06016 10/01
L6-1
L6-2
L06016 10/01
FLOW AMPLIFIER
Disassembly
Removal
Installation
1. Support the flow amplifier and move into position.
2. Install mounting capscrews and tighten to standard torque.
3. Identify hydraulic line location, unplug lines and
connect at proper location. Tighten fittings securely. Use new O-rings on the flange fittings.
The flow amplifier valve is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the flow amplifier valve.
Work in a clean area and use lint free wiping materials
or dry compressed air. Use a wire brush to remove
foreign material and debris from around the exterior of
the valve before disassembly. Clean solvent and hydraulic oil should be used to insure cleanliness and
initial lubrication.
1. Remove counterpressure valve plug (17, Figure
6-3), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove relief valve plug (18) and seal (19). Using
an 8 mm hex head allen wrench, remove the relief
valve assembly (20). Remove steel seal (21).
3. Remove capscrew (37) and capscrews (36) using
a 10 mm and 13 mm hex head allen wrench.
Remove lockwashers (38 & 39). Remove end
cover (47).
4. Remove spring stop (41) and spring (42). Remove
spring stop (34) and springs (32 & 33). Remove
O-rings (40 & 49) and seal plate (50).
5. Remove spring control (31) and main spool (29).
Remove priority valve spool (43). Remove spring
control (25), springs (23 & 24) and spring stop
(22).
6. Remove amplifier valve spool assembly (51). Set
amplifier valve spool assembly aside for further
disassembly, if required.
7. Remove shock and suction valve (28). Set shock
and suction valve aside for further disassembly,
if required.
8. Remove capscrews (1 & 3) using a 10 mm and 13
mm hex head allen wrench. Remove lockwashers
(2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and seal plate (9).
Remove spring (55).
10. Remove shock and suction valve assembly (12).
Set the shock and suction valve aside for further
disassembly, if required. Remove orifice screw
(13).
11. Remove orifice screw (53). Remove check valve
(54).
NOTE: If further disassembly is required for the shock
and suction valves refer to Figure 6-4.
L06016 10/01
L6-3
L6-4
L06016 10/01
L06016 10/01
3. O-Ring
L6-5
7. Retaining Ring
8. Inner Spool
9. Spring
10. Plug
11. Orifice Screw
Assembly
1. Thoroughly lubricate each part prior to installation
using clean hydraulic oil.
2. Reassemble the Amplifier spool assembly in reverse order. Refer to steps 12 & 13, and Figure
6-5 under disassembly.
3. Install orifice screw (13, Figure 6-3). Tighten orifice screw to 0.05 kg.m (4 in. lbs.) torque.
4. Install check valve (54). Tighten check valve to
0.10 kg.m (8 in. lbs.) torque.
9. Install amplifier spool assembly (51). Install priority valve spool (43) and spring (42). Install spring
(55).
10. Install spring control (31), springs (32 & 33) and
spring stop (34).
11. Lubricate O-rings (6, 7 & 8) with molycote grease
and position on cover (5) with seal plate (9). Install
end cover (5). Install capscrews (3) with lockwashers (4). Tighten capscrews to 0.27 kg.m (2 ft. lbs.)
torque. Install capscrew (1) and lockwasher (2).
Tighten capscrew to 0.81 kg.m (6 ft. lbs.)
torque.
12. Lubricate O-rings (40 & 49) with molycote grease
and install on cover (47). Position seal plate (5) on
end cover. Install end cover (47). Install capscrews (36) with lockwashers (39). Tighten capscrews to 0.27 kg.m (2 ft. lbs.) torque. Install
capscrew (37) with lockwasher (38). Tighten capscrew to 0.81 kg.m (6 ft. lbs.) torque.
13. To prevent contamination, fit plastic plugs to each
valve port.
L6-6
L06016 10/01
ACCUMULATORS
Removal
1. Insure key switch has been Off for at least 90
seconds to allow accumulator oil to drain back to
tank.
2. Remove charging valve guard (3, Figure 6-7) and
loosen small hex on charging valve three complete turns. Depress the valve core until all nitrogen pressure has been relieved.
L06016 10/01
3. Mounting Bracket
4. Mounting Band
L6-7
Disassembly
1. Remove charging valve (3, Figure 6-8).
2. Remove gland (4). Figure 6-9 illustrates a tool that
can be fabricated locally to aid in removing and
installing the gland.
3. Remove plugs (11). Using a round rod, push
piston (7) out of accumulator.
Cleaning and Inspection
1. Clean parts using fresh cleaning solvent, lint free
wiping cloth and filtered compressed air. All parts
must be absolutely free of any foreign matter
larger than 3 microns.
2. Inspect piston for damage. If scored or otherwise
damaged, replace with a new part.
3. Minor defects in the housing bore may be corrected by honing.
a. Measure the bore at several places along the
length of the housing. Make two measurements 90 apart at each point to verify tube is
not out-of-round.
L6-8
7. Piston
8. Bearing
9. T Ring Seal
10. Housing
11. Plug
12. Plug
L06016 10/01
TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pressure. A source of 350 kg/cm2 (5000 psi) hydraulic
pressure and nitrogen pressure of 98.6 kg/cm2 (1400
psi) will be required. A small water tank with the
necessary safety guards in place will be necessary for
a portion of the test.
Assembly
L06016 10/01
L6-9
If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut is
turned during the next step. Turning the complete
valve assembly may result in the valve assembly
being forced out of the accumulator by the nitrogen pressure inside.
3. Remove charging valve cap (1, Figure 6-10). Turn
small swivel hex nut (4) three complete turns
counterclockwise.
4. Depress the valve stem and hold down until all
nitrogen has been released.
5. If a loss in nitrogen pressure is the reason for
recharging, inspect the charging valve and accumulator for damage. Replace or repair items, as
necessary, before charging procedure.
6. Connect the nitrogen charging kit to the charging
valves. Open the regulator and charge the accumulators simultaneously to 98.6 kg/cm2 (1400
psi).
NOTE: If a loss in nitrogen pressure occurred during
operation, oil may still be present in the accumulator
L6-10
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
below the piston. This oil can be bled off during the
nitrogen charging procedure by turning the steering
wheel back and forth or by actuating the bleed down
solenoid by turning the key switch On and then Off.
NOTE: When charging the accumulators, allow adequate time for the system to fully charge. Insure all oil
has returned from the accumulators to the hydraulic
tank.
7. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 98.6 kg/cm2
(1400 psi) continue charging procedure until
pressure is stabilized.
8. Remove the charging kit and tighten small hex nut
on charging valve to 0.6 kg.m (4 ft.lbs.) torque.
NOTE: If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten small hex swivel nut to 1.5 kg.m (10.5
ft.lbs.) torque.
b. Loosen swivel nut.
c. Retighten swivel nut to 1.5 kg.m (10.5 ft.lbs.)
torque.
d. Again, loosen swivel nut.
e. Finally, tighen swivel nut to 0.6 kg.m (4 ft.lbs.)
torque.
9. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 3.5 kg.m (25 ft. lbs.) torque.
10. Operate truck and check steering.
L06016 10/01
STEERING CYLINDER
Removal
1. Disconnect lubrication lines (if equipped) at
mounting pins.
2. Remove head pin (4, Figure 6-11).
NOTE: Support the steering cylinder (5) with a suitable
jack. Start the engine and operate the steering to
retract the piston rod, then disconnect the cylinder from
the frame.
3. Remove head hose (2).
4. Remove rod hose (3).
1. Rod Pin
2. Head Hose
3. Rod Hose
4. Head Pin
5. Steering Cylinder
Installation
1. Lift steering cylinder (5, Figure 6-11) into position.
Position rubber boot (1, Figure 6-12) and install
head pin. Install pin retaining capscrew with
washer and tighten to standard torque.
2. Position piston rod eye in bracket bore. Install
rubber boot (1) and pin. Install pin retaining capscrew with washer and tighten to standard torque.
3. Connect lubrication lines (if equipped).
4. Using a new O-ring, install rod hose (3, Figure
6-11).
5. Using a new O-ring, install head hose (2).
L06016 10/01
L6-11
L6-12
5. Seal Assembly
6. O-Ring
7. Backup Ring
8. Gland
9. Capscrew
10. Rod
11. Wiper
12. Seal
13. Bearing
14. Retaining Ring
15. O-Ring
16. Bushing
L06016 10/01
Assembly
Piston Seal and Bearing Iinstallation:
Cylinder Assembly:
2. Push rod (10) through top of gland, slowly advancing rod over seal and rod wiper.
3. Install piston assembly (3) on rod. Install locknut
(2) and tighten to 276 kg.m (2000 ft. lbs.) torque.
4. Carefully install rod and gland assembly into
cylinder housing (1). Insure O-ring and backup
ring are not damaged during installation of gland.
5. Install capscrews (9). Tighten to 58 kg.m (310 ft.
lbs.) torque.
L06016 10/01
L6-13
STEERING/BRAKE PUMP
Removal
NOTE: Clean the steering pump and surrounding area
carefully to help avoid contamination of hydraulic oil
when lines are opened.
L6-14
L06016 10/01
Installation
1. Install a new O-ring on pump mounting flange.
2. Inspect the splined coupler to verify the internal
snap ring is properly seated. Install coupler on
transmission pump drive shaft.
L06016 10/01
L6-15
PUMP REBUILD
NEVER attempt to remove or install any component or assembly while the truck is running. Always stop the engine, shut-off power and release
pressure from the system before servicing or testing. Be sure provisions have been made to allow
the case drain line to be disconnected from the
pump without causing the line to drain (siphon) the
tank.
Disassembly
1. Drain off excess hydraulic oil from pump inlet,
discharge and case drain ports.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely take
apart all assemblies.
3. For complete pump disassembly, follow instructions for each pump assembly group on the following pages.
L6-16
L06016 10/01
Control Group
NOTE: Prior to removing the control group from the
pump housing, loosen all external plugs for easier
removal during disassembly.
1. Remove capscrews (2, Figure 6-15).
L06016 10/01
9. O-Ring
10. Control Piston Pin
11. Plug
12. Plug
13. O-Ring
14. Relief Valve Bonnet
15. Spring
16. Shim
25. Orifice
26. Orfice
27. Spring
28. End Plug
29. O-Ring
30. Orifice
31. Gasket
L6-17
Rotating Group
L6-18
8. Guide Plate
9. Roll Pin
10. O-Ring
11. Roll Pin
12. Roll Pin
13. Saddle Bearing
14. Swashblock
L06016 10/01
18. Remove the retaining ring (6, Figure 6-18) and pull
the cylinder bearing (7) from the housing.
19. If necessary, remove roll pins (8) from the housing.
Note the position of the roll pins in the case.
Driveshaft Group
20. Remove the bearing retainer ring (1, Figure 6-16).
21. Grasp the outboard end of the driveshaft and pull
shaft and bearing out from the pump housing.
22. Remove the shaft retaining ring (2) and bearing
(3).
23. Remove the shaft seal retainer (4) and the shaft
seal (5) from the housing only if necessary.
FIGURE 6-17. PISTON/SHOE REMOVAL
1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
4. Piston/Shoe Assembly
5. Shoe Retainer
Swashblock Group
24. Remove the flat head screws (7, Figure 6-16) and
guide plate (8).
25. Reach inside the case and remove the swashblock
(14) and the saddle bearings (13).
L06016 10/01
L6-19
10. Remove minor defects on the face by lightly stoning or lapping the surface. If defects can not be
removed by this method, replace the cylinder barrel.
Inspection
Control Group
4. Carefully check the control piston pin (10, Figure
6-15) for cracks and/or signs of fatigue. Check fit
of pin in swashblock. It should be a slip fit without
side-play.
5. Verify all orifices and passages are free of obstructions.
6. Check main control piston (5), bias control piston
(7), and housing (1) for excessive wear or scoring.
Valve Plate Group
7. Inspect the valve plate (17, Figure 6-16) surface
that mates with the cylinder barrel (15) for excessive wear, scoring or grooves. If faces are not flat
and smooth, the cylinder side will lift off from the
valve plate resulting in delivery loss and damage
to the pump.
Rotating Group
9. Inspect cylinder barrel (1, Figure 6-18) piston
bores and the face that mates with the valve plate
for wear and scoring.
L6-20
L06016 10/01
Swashblock Group
19. Inspect the swashblock (14, Figure 6-16) for wear
and scoring. If defects are minor, stone the swashblock lightly. If damage is extensive, replace the
swashblock.
20. Check the very small holes in the face of the
swashblock. These passageways provide porting for the hydrostatic balance fluid (of the piston/shoe assembly) to be channelled through the
swashblock to the face of the saddle bearing
(providing pressure lubrication).
21. Compare saddle bearing (13) thickness in wear
area to thickness in a non-wear area. Replace
saddle bearing if difference is greater than 0.40
mm (0.015 in.).
22. Check mating surface of swash block for cracks or
excessive wear. Replace if necessary.
23. Swashblock movement in saddle and saddle bearing must be smooth. Replace if necessary.
Driveshaft Group
24. Remove shaft seal (5, Figure 6-16).
25. Check the shaft bearing (6) for galling, pitting,
binding or roughness. Replace if necessary.
26. Check rear shaft bushing in valve plate.
27. Check shaft and its splines for wear. Replace any
parts necessary.
Assembly
The procedure for assembling the pump is basically
the reverse order of disassembly procedure. During
assembly, install new gaskets, seals, and O-rings.
1. Apply a thin film of CLEAN grease or hydraulic
fluid to sealing components to ease assembly. If
a new rotating group is used, lubricate thoroughly
with CLEAN hydraulic fluid. Apply fluid generously to all wear surfaces.
Swashblock Group
Driveshaft Group
14. Place the housing on its side with the axis horizontal and then install seal retainer (4, Figure 6-16).
15. Place front driveshaft bearing (3) onto the
driveshaft (6) and lock in place with the shaft
retaining ring (2).
16. Lubricate the shaft seal (5) and shaft.
Extreme care should be used not to damage saddle bearing surfaces while installing the saddle
into the pump housing.
L06016 10/01
L6-21
Rotating Group
18. Mating surfaces should be greased. Place the
cylinder barrel (1, Figure 6-20), wear surface
down, on a clean cloth.
19. Place the shoe retainer spring (2) in the center of
the barrel with the fulcrum ball (3) on top of it.
20. Insert the pistons (5), that were numbered on
disassembly, into their corresponding, numbered,
holes of the shoe retainer (4).
21. As a unit, fit the pistons into their corresponding,
numbered, bores in the cylinder barrel. DO NOT
FORCE - If aligned properly, the pistons will fit
smoothly.
The assembled rotating group weighs approximately 15 lbs (7 kgs). Assistance from others and
proper use of proper lifting techniques is strongly
recommended to prevent personal injury.
22. The rotating group can now be carefully installed
over the end of the driveshaft and into the pump
housing.
29. Install rear valve plate (17). Make sure the end of
the driveshaft engages the bushing in the rear
valve plate, while positioning valve plate on pins
(11) and housing.
30. Finger tighten hex head cap screw (18) closest to
O-ring (10) first then alternately tighten the other
capscrews.
L6-22
L06016 10/01
9. O-Ring
10. Control Piston Pin
11. Plug
12. Plug
13. O-Ring
14. Relief Valve Bonnet
15. Spring
16. Shim
25. Orifice
26. Orfice
27. Spring
28. End Plug
29. O-Ring
30. Orifice
31. Gasket
Control Group
31. Insert orifice (20, Figure 6-21), and relief valve seat
(18) using a new O-ring (19) in end cap. Tighten
seat securely.
32. Install relief poppet (17), shim (16) and spring (15).
33. Install relief valve bonnet (14) and tighten.
34. Install orifice (30), plugs (21) and O-rings (22)
35. Place 4-way valve spool (24) in bore. Install orifices (25 & 26), spring (27), O-ring (29) and end
plug (28).
L06016 10/01
L6-23
TROUBLESHOOTING CHART
POSSIBLE CAUSES
Replace pump
Repair or replace
TROUBLE: Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered
Wheels
Cylinder piston seal leakage
Replace seals
Replace cylinder
L6-24
L06016 10/01
TROUBLESHOOTING CHART
POSSIBLE CAUSES
TROUBLE: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the
Front Wheels
Lower splines of steering column may be disengaged
or damaged
No flow to steering unit can be caused by:
1. Low oil level
2. Ruptured hose
3. Broken gerotor drive pin
TROUBLE: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel
Lines connected to wrong cylinder ports
L06016 10/01
L6-25
NOTES
L6-26
L06016 10/01
HOIST CIRCUIT
HOIST CIRCUIT OPERATION
The following information describes the basic hoist
circuit. Further circuit description is outlined under the
individual component descriptions.
Hydraulic fluid is supplied from the rear section of a two
section tank located on the left frame rail. Refer to
Figure 7-1, Hoist Circuit Diagram. Hydraulic oil is
routed to a tandem gear pump (4). The pump is driven
by a PTO gear case mounted on the front of the
transmission.
L07017
Hoist Circuit
L7-1
COMPONENT DESCRIPTION
HYDRAULIC TANK
The hydraulic tank supplies hydraulic oil for the hoist,
steering, and brake circuits. The tank is located on the
left hand frame rail forward of the rear wheels. The
service capacity of the tank is 576 L (152 gal). Refer to
Section P for the correct type hydraulic oil recommended for use in the hydraulic system.
Oil used in the hoist circuit flows through two 100 mesh
wire suction strainers to the inlet housing of the hoist
pump. Air drawn into the tank during operation is
filtered by a breather located on the top of the tank. Oil
level can be checked visually at sight glasses located
on the face of the tank. Oil level should be maintained
between the sight glasses with the body down and the
engine shut down.
HOIST PUMP
The hoist pump is a tandem gear type pump driven by
the transmission PTO gearcase. The pump has a total
output of 845 L/min (224 GPM) at 2100 RPM. Maximum
hoist pump output pressure is 193 kg/cm2 (2750 psi).
Pump output pressure is limited by relief valves located
within the hoist control valve.
If the operator is not raising the truck body, hoist circuit
oil is routed to the rear disc brake cooling circuit and
the Rear Brake Control Valve. If the brakes are not
applied, 50% of the oil will be routed directly back to
the hydraulic tank by the Brake Control Valve and the
remaining 50% is routed to the disc brake housings. Oil
leaving the brake housings is routed through low pressure filters and a heat exchanger before returning to
the hydraulic tank.
L7-2
Hoist Circuit
L07017
ends to close the work port from the high and low
pressure cores when there is no flow to the pilot ports.
When there is flow through a pilot port to a spool, a
positive differential pressure at the top of the spool will
overcome the bottom spring bias causing the spool to
shift to connect the high pressure core to the work port.
When there is flow from the main valve work port to the
pilot port through the cross-holes, a positive differential
pressure at the bottom of the spool will overcome the
top spring bias and the spool will shift to connect the
work port to the low pressure core.
The check poppets located in the main spools permit
free flow from the work port to the pilot port and restrict
flow from the pilot port to the work port. These check
poppets control spool response and spool movements.
The hoist pilot valve is located in the hydraulic component cabinet to the right of the operators cab. (Refer to
Figure 7-2.) The hoist pilot valve spool is spring centered to the HOLD position. The hoist pilot valve is
controlled directly by the operator through a lever and
cable (5) arrangement. The control lever is located
between the operator and center console. When the
operator moves the lever, the pilot valve spool moves
and directs pilot flow to the appropriate pilot port on
the hoist valve causing the main spools to direct working pump flow to the hoist cylinders.
L07017
Hoist Circuit
L7-3
The following outline describes the hoist circuit operation in the FLOAT, POWER UP, HOLD, and POWER
DOWN positions. (Refer to Figures 7-4 through 7-8.)
The solenoid valve is normally closed and is controlled by a proximity switch (hoist limit switch) located
inside the rear frame rail near the body pivot and above
the right rear suspension. When the solenoid is signalled to open by the proximity switch, the raise pilot
line is opened to tank to stop the raise operation. This
locks the power up spool in the HOLD position.
PILOT OPERATED CHECK VALVE
The Pilot Operated Check Valve (2, Figure 7-2) is
opened by the power down pilot pressure line to allow
oil in the raise port to bypass the hoist up limit solenod
for initial power down operation while the solenoid is
activated by the hoist limit switch.
POWER DOWN SPOOL LIMIT SOLENOID
The power down spool limit solenoid valve (3, Figure
7-2) activates along with the power up spool limit
solenoid, locking the power down spool in the HOLD
position. This solenoid is only activated when the body
is raised and is positioned with the hoist cylinders near
full extension, in the hoist limit zone.
Ensuring the hoist valve is in the HOLD position, prevents the body from floating down if the hoist lever is
held in the POWER UP position. In addition, it prevents
the body from floating up and the cylinders fully extending if an external force is applied to the tail of the body
such as if the truck were backed into a berm.
L7-4
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-5
L7-6
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-7
L7-8
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-9
L7-10
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-11
L7-12
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-13
NOTES
L7-14
Hoist Circuit
L07017
HOIST VALVE
Installation
NOTE: The hoist valve weighs approximately 55 kg
(121 lbs.).
1. Move the hoist valve into position and secure in
place with capscrews, nuts and washers. Tighten
capscrews to standard torque.
2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten flange capscrews to
standard torque. Refer to Figure 8-1 for hydraulic
line location.
3. Connect pilot supply lines, tighten fittings securely.
FIGURE 8-1. HOIST VALVE REMOVAL
1. Supply From Pump
5. To Hoist Cylinders
2. Return To Manifold/BCV
6. Return To Tank
3. Capscrews, Washers & Nuts
7. To Hoist Cylinders
4. To Hydraulic Cabinet
8. Snubber Valve
L08018
L8-1
L8-2
L08018
1. Capscrew
2. Inlet Cover
3. Spring (Orange)
4. Main Relief Valve
11. Poppets
12. Springs
13. Cover
14. Capscrews
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube at the cover end and
remove. Remove capscrews (14, Figure 8-5),
remove cover (13). Remove springs (12), poppets (11) and O-rings (10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4). Remove
sleeve (6), low pressure relief (7) and O-rings (8).
Do Not attempt to disassemble or change the
adjustment of the main relief valve (4). The main
relief is factory preset at 193 kg/cm2 (2750 psi).
Replace as a complete assembly only.
NOTE: If restrictor poppet removal in cover (1) is
required, refer to step 4 and figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),
backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
5. Repeat steps 1 through 4 for the opposite inlet
section if disassembly is required.
L08018
L8-3
SPOOL SECTION
Disassembly
NOTE: It is not necessary to remove the inlet sections
(1 & 5, Figure 8-2) to accomplish spool section (3)
disassembly.
3. Remove poppet (1, Figure 8-7) from cover. Remove and discard O-ring (3).
NOTE: The poppet (1) is equipped with a small steel
ball (2). Do not misplace.
Reassembly
1. Coat all parts including housing bores with clean
hydraulic oil. Lubricate O-rings lightly with a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install poppets (11, Figure 8-5) in their respective
bores. Install springs (12).
4. Install O-rings (10), and cover (13). Install capscrews (14). Tighten capscrews to 8.3 kg.m (60
ft. lbs.) torque.
5. Install low pressure relief (7) in sleeve (6) and
install assembly in housing (9). Install main relief
valve (4). Install springs (3 & 5). Install cover (2).
Install capscrews (1). Tighten capscrews to 8.3
kg.m (60 ft. lbs.) torque. Connect external tube,
tighten nuts to 3.5 kg.m (25 ft. lbs.) torque.
L8-4
L08018
L08018
L8-5
1. Cover
2. Spring Seat
3. Plug
4. O-Ring
5. O-Ring
6. Poppet
7. Ball
8. O-Ring
L8-6
L08018
Reassembly
1. Lubricate O-rings (4, 5 & 10, Figure 8-10), with
clean hydraulic oil. Install O-rings in spool housing. Install poppet (18) and install cover (19).
Secure cover in place with capscrews. Tighten
capscrews to 8.30 kg.m (60 ft. lbs.) torque.
2. Install spring (11) in spool (20). Install spring seat
(2). Apply Loctite to the threads of spool end (15).
Install spool end and tighten to 3.46 kg.m (25 ft.
lbs.) torque. Install Red poppet (21). Apply Dri-loc
#204 to the threads of plug (3). Install plug and
tighten to 2.1 kg.m (15 ft. lbs.) torque.
NOTE: Poppets 12, 21 and 22 may be color coded and
must be installed in their original location.
3. Repeat step 2 for the opposite end of spool (20).
Make sure poppet (22) is White and spring (16)
is Blue in color.
4. Lubricate spool assembly and carefully install in
spool housing (13). Make sure the V groove in
spool is in the up position, or toward cover (1).
L08018
L8-7
Installation
L8-8
9. Pin
10. Sleeve
11. Jam Nut
L08018
Disassembly
1. Thoroughly clean the exterior of the valve. Place
the valve in a clean work area for disassembly.
2. Remove machine screw (15, Figure 8-12) seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1), 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), as this will be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin (3)
and unscrew from spool (14). Slight pressure
should be exerted against the detent pin as it
disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and spacer
(5).
7. Remove relief valve (2, Figure 8-13) from the
spool housing (1).
8. Match mark the inlet and outlet housings in relationship to the spool housing to insure correct
location during reassembly.
9. Remove nuts (8) and (10) and remove tie rods (9).
Separate the valve housings. Remove O-ring
(11). Remove the check poppet (2, Figure 8-14)
and spring (3) from the housing (1).
L08018
L8-9
L8-10
12. Install a new O-ring (12) and wiper (13). Install seal
plate (16). Install machine screws (15).
13. Using new O-rings, install relief valve (2, Figure
8-13) in spool housing.
L08018
HOIST CYLINDERS
Removal
L08018
L8-11
Disassembly
L8-12
L08018
1. Rod Eye
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Flatwasher
6. Bearing Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cylinder Head
11. Capscrews & Lockwashers
12. O-Ring
13. Bearing
14. Seal
15. Bearing
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Snap Ring
L08018
L8-13
L8-14
L08018
L08018
3. Plug
4. Check Ball
L8-15
3. Apply Loctite Sealant #277 (VJ6863, or equivalent) to mating threads of both plugs and quill
assembly.
4. Place check balls (4) in quill tube (2) and install
plugs (3) with concave side facing ball. Using
SS1158 tool, tighten plugs to 9.68 kg.m (70
ft.lbs.) torque. Allow parts to cure for 2* hours
before exposing threaded areas to oil.
* Note: If LOCQUIC primer T (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
5. Stake plug threads in two places (between holes)
as shown in Figure 8-20 to prevent loosening of
plug.
If removal of the plug is necessary in a later rebuild, it
will be necessary to carefully drill out the stake marks
and destroy the plug. A new plug should be installed
and staked as previously detailed.
L8-16
L08018
Assembly of Cylinder
1. Install seals (15, Figure 8-20) and bearings (14)
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
(21) on first stage cylinder. Lubricate with clean
hydraulic oil.
2. Align and slide the second stage cylinder (2)
inside the first stage cylinder (3). Allow the second
stage to protrude far enough to install the snap
ring (24) on the inside of the first stage cylinder.
3. Mount the housing (4) in the fixture with the cover
end positioned at the top. Install bearings (19) and
buffer seal (18), rod seal (20) and rod wiper (21)
in the housing.
4. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
5. Install bearings (13) on the first stage cylinder (3).
Lift and align this assembly over the housing (4).
Lower the second and first stage cylinders into
the housing.
L08018
L8-17
L8-18
L08018
L09006
1. Indicator Switch
2. Setscrew
3. Head
4. Bleed Plug
5. O-Ring
6. O-Ring
7. Filter Element
8. Bowl
9. O-Ring
10. Drain Plug
L9-1
L9-2
L09006
Installation
Relieve pressure before disconnecting hydraulic
and other lines. Tighten all connections before
applying pressure. Hydraulic fluid escaping under
pressure can have sufficient force to enter a persons body by penetrating the skin and cause
serious injury and possibly death if proper medical
treatment by a physician familiar with this injury is
not received immediately.
Removal
1. Remove plug (6, Figure 9-2) and drain oil from the
housing into a suitable container.
NOTE: The indicator switch (2, Figure 9-2) is not repairable. If the indicator switch is inoperative, replace
as a unit. The actuation pressure of the indicator switch
is factory preset. Switch adjustment is not necessary
or recommended.
L09006
L9-3
NOTES
L9-4
L09006
L10008 6/98
L10-1
Equipment Requirements
The following equipment will be necessary to properly
check-out the hydraulic steering circuit
Hydraulic schematic, refer to Section R.
Three 0-350 kg/cm2 (0-5000 psi) range calibrated pressure gauges and hoses.
A graduated container marked to measure liquid volume.
Pump Pressure Control Adjustment
With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place range selector in NEUTRAL and apply the
parking brake. Shut down engine and turn key
switch off. Wait 90 seconds for the steering accumulators to completely bleed down before opening circuits to take leakage measurements, to
make repairs, or to install or remove a gauge.
L10-2
6/98 L10008
L10008 6/98
L10-3
18. Turn steering pump pressure compensator adjustment screw counterclockwise to reduce pressure.
(Steer truck and adjust to allow circuit pressure to
drop to approximately 175 kg/cm2 (2500 psi)).
19. Turn pressure compensator adjustment screw
clockwise to obtain 193.3 kg/cm2 (2750 psi) on
the gauge at the steering bleeddown manifold test
port. Tighten jam nut to lock adjustment screw
when correct pressure is obtained.
20. Shut down engine and allow accumulators to
bleed down completely. Steer the truck to verify.
1. Check combined leakage from the steering control unit and flow amplifier.
a. Disconnect steering return hose (9, Figure 10-2)
at the bleeddown manifold port.
b. Cap open fitting on bleeddown manifold.
c. Place end of hose disconnected in a graduated
container.
2. Start the engine and allow the system to stabilize
at 193.3 kg/cm2 (2750 psi).
3. Measure leakage obtained in graduated container:
Maximum allowable leakage is 984 ml (60
in3) per minute.
4. Shut down the engine.
5. If leakage in step 3 exceeds maximum allowed,
measure leakage from steering unit as follows:
a. Remove the steering control unit tank return line
at the flow amplifier.
b. Plug the flow amplifier port.
c. Place end of hose disconnected in a graduated
container.
L10-4
6/98 L10008
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
L10008 6/98
L10-5
L10-6
2. Relief Valve
6/98 L10008
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
ANSUL FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . .
CHECKFIRE ELECTRIC DETECTION & ACTUATION SYSTEM (M02003)
FIRE CONTROL SYSTEM, MANUAL (M02004) . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . .
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . .
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. . M2
M2.3-1
. M2-1
. M2-1
. M2-1
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M5-1
M5-1
M5-2
M5-3
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M6-1
M6-1
M6-4
M6-6
M6-7
M6-8
M6-11
M6-15
M6-22
M6-33
M01035 10/00
Index
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M9-1
M9-1
M9-2
M9-2
M9-4
M9-7
M9-18
M9-19
M1-1
M1-2
Index
M01035 10/00
M02003
M2.3-1
Actuator (Figure 2.3-3): Provides automatic and manual means of fire suppression system actuation. By
pulling the ring pin under the knob and then depressing
the red knob, the puncture pin will rupture the diaphragm in the actuator and apply the system. Automatically, the squib is fixed to rupture the cartridge disc
when the linear detection wire is exposed to temperatures in excess of its rated range.
M2.3-2
Squib (Figure 2.3-7): Is an electrically detonated component containing a small exact charge of powder.
When the actuation circuit is closed by the linear detection wire melting, an internal wiring bridge in the
squib heats up causing the power charge to detonate,
forcing the puncture pin to rupture the cartridge disc
to release the nitrogen gas charge.
M02003
NOTE: Remember to leave closed blank plug connection on the last length of detection wire.
When making connection, push plug into receptacle until a "click" is heard (Figure 2.3-8). Plugs
and receptacles are keyed to allow insertion only
in one direction. After "click" is noted, apply a
small amount of back pull to confirm connection
has been made.
M02003
M2.3-3
c. Proceed to the end of the last length of detection wire and remove the jumper assembly
(Figure 2.3-12). Finally, put original plugged
blank connector onto detection wire. The test
module light should immediately go out. If light
does not go out refer to "Troubleshooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2.3-14). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper assembly. Otherwise, fire suppression system will discharge when squib is installed
in Electric Detection And Actuation System.
FIGURE 2.3-11. INSTALL JUMPER
2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the end
of the last length of detection wire. Remove the
plugged blank connector (Figure 2.3.11) and
install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2.3-12).
Test module light should immediately illuminate. This test confirms that the wire is properly
installed and will function as designed. If test
module light does not illuminate on test module, refer to the "Troubleshooting" section.
M2.3-4
M02003
FIGURE 2.3-15.
FIGURE 2.3-16.
M02003
M2.3-5
4. Weigh the actuation cartridge on the Electric Detection and Actuation System. Replace cartridge
if the weight is 1/4 oz. (7 g) less than that stamped
on cartridge. Check the cartridge threads for
nicks, burrs, cross threading and rough on feathered edges. Examine gasket in bottom of Electric
Detection and Actuation System for elasticity. If
the temperature is below freezing, warm the gasket with body heat to insure a good seal. Clean
and coat lightly with a high heat resistant silicone
grease.
Daily
The machine operator should manually test system
power by pushing the button and noting illumination of
indicator light. This confirms battery power is available.
If light is not illuminated, refer to "Troubleshooting"
covered in this section.
Normal Maintenance Based On Actual Operating
Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck maintenance to perform total system check.
NOTE: The squib should be replaced after being
in service for five years. The proper disposal of
the old squib should be done by actuating the
squib within the actuator body. To do this, remove
actuator LT-5-R cartridge (PB0674) from body.
Install test jumper assembly to end of linear detection wire assembly. This jumper will service as
a wiring short and cause the squib to discharge.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
System is now back in service.
5. Test system power by depressing button on control module. Note illumination of light while button
is depressed.
a. Check for wear due to abrasion (at wall penetrations, around corners, etc.).
b. Check for damage from direct impact or other
abuse.
c. Check mounting locations for tightness.
d. Insure mounting hardware has not come loose
or been broken, either of which would allow the
wire to sag.
M2.3-6
M02003
10. Remove the test kit from the system by disconnecting the squib connector from the test module
(Figure 2.3-21).
Failure to remove jumper assembly will cause system discharge when squib is installed into Electric
Detection and Actuation System.
11. Remove squib from actuator body and check that
it has not been fired. Reinstall squib and wrench
tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on Electric Detection and Actuation
System actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
FIGURE 2.3-20. ATTACH INDICATOR LIGHT ASSY.
(Test Module)
If test module light does not illuminate, refer to
"Troubleshooting" covered in this section.
9. Proceed to the end of the last length of detection
wire and remove the jumper assembly. Put original plugged blank connector back on detection
wire. Test module light should immediately go out.
If light does not go out, refer to "Troubleshooting"
covered in this section.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the event
of a fire, the following steps should be taken:
1. Turn the machine "Off".
2. Manually activate fire suppression system, if possible.
3. Move away from the machine taking a hand portable extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put out
any possible re- ignition of the fire after the fire
suppression system is expended.
Explanation of the above steps.
1. If you leave the machine running, it may add fuel
to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
M02003
M2.3-7
What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.
What to Do After the Fire is Out
The machinery should not be restarted until it has been
serviced and cleaned (water spray or steam may be
used to remove the dry chemical). If the Electric Detection and Actuation System cannot be recharged immediately, at least recharge the remainder of the fire
suppression system so that manually actuated protection is available.
Recharging the Electric Detection and Actuation
System
The recharge of the Electric Detection and Actuation
System is similar to the original procedure for installing
and placing the automatic detection system into service. Follow these procedures as outlined previously in
this manual, omitting the section which deals with
mounting the bracket and power wire.
Replace the entire length(s) of detection wire involved
in the fire area.
Before the system is put back into service, it is important that the inside chamber of the actuator be cleaned
thoroughly. Failure to do so may cause excessive
carbon build-up on the internal O-ring and piston
chamber. This build- up will also stop the puncture pin
from returning to its upmost position.
To clean actuator (See Figure 2.3-22):
1. Remove squib.
2. Remove actuator from bracket and loosen upper
portion of body.
3. Apply pressure to the bottom of the puncture pin.
This will force out the puncture pin and spring.
M2.3-8
M02003
Dead battery
Reconnect
Wire broken
Dead battery
M02003
M2.3-9
NOTES
M2.3-10
M02003
Operation
91461
M02004
5. Actuator Receiver
6. Cartridge
7. Bursting Disc Union
8. Dry Chemical Tank
91462
M2-1
Recharging Procedures
After actuating the fire control system, the system
should be recharged. Follow the procedure below for
each dry chemical tank and actuator installed:
1. Relieve the pressure from the lines by pulling the
ring on the safety relief valve.
2. Disconnect line from tank actuator and remove line
from the bursting disc union.
M2-2
7. Install the fill cap and tighten the cap hand tight.
M02004
M05002 10/96
M5-1
M5-2
6. Cover
7. Spring
8. Steel Ball
9. Valve Assembly
M05002 10/96
1. Hydraulic Tank
2. Filler Hose
7. Refueling Box
8. Capscrew
9. Tapped Bar
NOTE: This Illustration Represents a Typical Installation. Installation may vary depending on truck model.
M05002 10/96
3. Frame Rails
4. Fuel Tank
M5-3
NOTES
M5-4
M05002 10/96
COMPONENTS
Input
(Refer to Figure 6-2): The input for the clutch is through
the pulley (1) and bearing retainers (2,3) which are
bolted together forming the pulley cavity. The pulley
cavity is sealed at the shaft (5) and fan mounting hub
(4) by rotating seals and is supported by heavy duty
ball bearings (6). The slotted cup section of the front
bearing retainer drives the externally tanged steel
clutch plates (7) and the clutch piston (8).
91102
91101
1. Pulley
2. Front Bearing Retainer
3. Rear Bearing Retainer
4. Front Oil Seal
M06001
M6-1
Output
(Refer to Figure 6-3): The output for the clutch is
through the clutch facing plates (1) which are splined
to and drive the clutch hub (2). The inside diameter of
the hub is splined to and drives the fan mounting hub
(3). The fan is bolted to the fan mounting hub. A fan
spacer (4) is used on the fan mounting hub to position
the fan relative to the radiator.
91104
91103
Stationary Components
(Refer to Figure 6-4): The shaft & bracket assembly (1)
is bolted to the engine and supports the fan clutch
components. Pitot tubes (2) secured to the shaft pump
oil from the clutch, directing it back to the oil reservoir
(engine oil pan).
OPERATION MODES
(Refer to Figure 6-5): With no control pressure in the
pressure cavity, the fan clutch is always disengaged.
The thermal sensor (2) senses engine coolant temperature through its thermal tip. The sensor is calibrated to
respond within a specific coolant temperature range by
sending an electrical signal to drive the solenoid (1).
The operating range of the thermal sensor can be
M6-2
2. Pitot Tubes
M06001
91105
2. Thermal Sensor # 1
Remember:
M06001
3. Thermal Sensor # 2
(Optional)
M6-3
The pitot tubes pump oil from the pulley, maintaining low internal pressure in the fan clutch. Do not
run the engine without belts driving the fan clutch
pulley.
MAINTENANCE
The fan drive system requires a minimum of maintenance. A few simple checks made periodically will
assure correct operation and long life.
91107
M6-4
M06001
M06001
M6-5
TROUBLE SHOOTING
Observe all safety precautions when working in the
area of the fan. If working with a running engine,
the fan may come on automatically, without warning, when engine temperature rises.
Basic Preliminary Checks
many factors such as engine horsepower rating, cooling system design etc. Each thermal sensor has a tag
attached to the body which specifies the operating
range. When testing operation of the thermal sensor,
refer to this tag for the proper operating temperature
range. Currently available thermal sensor operating
ranges are:
190F - 200F (87.8C - 93.3C)
180F - 190F (82.2C - 93.C)
120F - 130F (48.9C - 54.3C)
M6-6
FAN
DIAMETER
MAX. ROTATIONAL
MOVEMENT
INCHES
METERS
INCHES
MILLIMETERS
68
1.7
1.12
28.4
M06001
M06001
M6-7
Overheating Complaint
Any time an overheating complaint is being investigated, the fan clutch can be operated temporarily in
the lockup mode. In the lockup mode, the fan clutch
functions as would a standard (no clutch) fan hub. To
put the fan clutch in lockup:
1. Stop the engine.
On Truck Test
NOTE: If the engine can be safely operated and the
temperature gauge is accurate, the test may be conducted without removing the components from the
engine.
1. Install a T fitting and a 0 - 150 psi (0-1034 KPa)
pressure gauge in the line between the solenoid
valve "COM" port and the fan clutch "Control pressure Port".
91106
M6-8
3. Voltmeter
M06001
SENSOR VOLTAGE
SOLENOID PRESSURE
+ 24 VDC
0.0 VDC
NOTE 1: Actual 0.0 psi will not be attained if tested under normal operating conditions (connected to a fan clutch).
0.0 - 8.0 psi (0.0 - 55 kPa) internal clutch pressure will read on the gauge.
NOTE 2: As water temperature increases or decreases within the temperature range of the thermal sensor,
voltage output from the thermal sensor and pressure output from solenoid valve should also increase or decrease
(although not in direct proportion). An increase in water temperature produces an increase in voltage output and
a decrease in pressure.
M06001
M6-9
NOTES:
M6-10
M06001
TROUBLESHOOTING CHART
TROUBLE: Engine runs hot, Fan does not lock up, Fan idles continuously
POSSIBLE CAUSES
Thermal sensor or solenoid valve not operating properly, keeping full pressure on clutch at all times.
M06001
M6-11
POSSIBLE CAUSES
Relieve Restriction.
Replace thermostat.
TROUBLE: Fan drive cycles off and on continuously at abnormally high rate.
POSSIBLE CAUSES
Radiator partially plugged internally or externally causing too much heat retention.
Clean radiator.
Replace either thermostat or thermal sensor with correct temperature setting to obtain proper sequential
operation. (Refer to Parts Catalog).
Noise originating elsewhere, but "telegraphing" to appear as though fan clutch is noisy.
Internal wear.
M6-12
M06001
Failed bearing(s)
Remove restriction.
Rebuild or repair.
M06001
M6-13
M6-14
M06001
STEP # 1
STEP # 3.
Support the fan clutch on a bench with the fan mounting hub (2) up. Support beneath the pulley. Remove
bolts (14) with lockwashers (15).
Step # 2
Step # 4
M06001
M6-15
Step # 5
Step # 7
Step # 6
Step # 8
M6-16
M06001
Step # 9
Step # 11
Step # 10
Step # 12
Remove the wear sleeve (4). Split the wear sleeve with
a chisel to loosen it.
M06001
M6-17
Step # 13
Step # 15
Step # 14
Step # 16
M6-18
M06001
91128
Step # 17
Step # 19
Step # 18
Step # 20
M06001
M6-19
91132
Step # 21
Step # 23
91133
Step # 22
Step # 24
M6-20
M06001
Step # 25
Step # 27
Step # 26
Remove the wear sleeve (34). Split the wear sleeve
with a chisel to loosen it. Use care not to damage shaft.
M06001
M6-21
Step # 28
Step # 30
91140
Step # 29
Step # 31
Coat the I.D. of the front wear sleeve (4), and the wear
sleeve diameter of the shaft with Loctite # 290 (or
equivalent). NOTE: The front wear sleeve (4) is NOT
interchangeable with rear (notched) wear sleeve (34).
Press the wear sleeve onto the shaft, flush with the
shoulder.
Turn the fan mounting hub over on the bed of the press.
Again using a proper installation tool, press the front
sleeve bearing (10) into the fan mounting hub until the
front end of the sleeve is .25 in.- .28 in. (6.3 - 7.1 mm)
below the shoulder.
M6-22
M06001
Step # 32
Step # 34
Coat the bore of the fan mounting hub (2) with a thin
coating of Loctite # 290 (or equivalent).
Step # 33
Step # 35
M06001
M6-23
Step # 36
Step # 38
Step # 37
Turn the retainer over on the press bed. Coat the O.D.
of rear oil seal (24) with Loctite # 290 (or equivalent).
Install the oil seal in the rear bearing retainer, flush with
the rear face.
Step # 39
Install external snapring (38).
M6-24
M06001
Step # 40
Step # 42
Be sure the pitot tube holes in the shaft are clean and
free of burrs and staking material, toallow the pitot
tubes to fit into the holes and seat completely to the
bottom. Apply a thin coating of Loctite # 609 (or
equivalent) on the straight end of one pitot tube (33).
Coat the tube to approximately .75 in. (20 mm) from
the end.
Push the pitot tube to the bottom of the hole. The outer
end of the tube should be located well within the
pulley-locating shoulder of the bearing retainer. Rotate
the tube so the open, bent end faces in a counter-clockwise direction, and is EXACTLY parallel to the surface
of the bearing retainer. (A large phillips-head screwdriver inserted in the end of the tube can be conveniently used as an alignment gage).
Install the second pitot tube in the same manner as the
first. Stake each pitot tube in three places, (at the 9, 12,
and 3 oclock positions) to prevent the tubes from
rotating in operation.
Step # 43
Install internal snapring (28).
91150
Step # 41
Install both hook-type sealrings (32) in the grooves in
the shaft.
M06001
M6-25
Step # 44
Step # 46
Turn the retainer over on the press bed. Coat the O.D.
of front oil seal (11) with Loctite # 290 (or equivalent).
Install the oil seal in the front bearing retainer, flush with
the front face.
Step # 45
Place the fan mounting hub sub-assembly on the press
bed.
Coat the bearing O.D., I.D., fan mounting hub bearing
journal and front bearing retainer bore with Loctite
# 609 (or equivalent). Install the front bearing retainer
sub-assembly in place on the fan mounting hub. Press
the bearing down until it stops at the bottom of the
shoulder.
Step # 47
Install external snapring (8) to hold the clutch hub in
place.
M6-26
M06001
Step # 48
Step # 50
Lubricate the sealring groove with an oil-soluble lubricant. Squeeze the L shaped sealring to form it into a
tight V shape all the way around its diameter. Then
install the sealring into the groove.
Note the shape of the groove. It will properly accept
the sealring in only one way.
Step # 49
91111
M06001
Step # 51
Align the tangs of the piston for easy final assembly of
the fan clutch. Place the front bearing retainer sub-assembly in place on the pulley. While doing so, the slots
of the front bearing retainer will engage the tangs, and
the retainer will rest against the pulley.
Then, rotate the bearing retainer (and therefore, the
piston) until the bolt holes align in the bearing retainer
and pulley. Remove the bearing retainer sub-assembly.
M6-27
Step # 52
Step # 54
Step # 53
Place the front bearing retainer sub-assembly on the
bench with the clutch hub up. Dip the facing plates
(6) in engine oil to get them wet.
Install one steel clutch plate (16) in place in the bearing
retainer. Then place one facing plate on top of the steel
clutch plate. Alternately stack the remaining plates
until a total of 7 of each have been placed on the stack,
and the top plate is a facing plate.
M6-28
Step # 55
Install a guide-bolt in one bolt hole of the pulley. Turn
the pulley over on the bench and lift with a hoist.
Carefully lower the pulley until it rests on the front
bearing retainer.
M06001
91166
Step # 56
Step # 58
Step # 57
Step # 59
M06001
M6-29
Step # 60
Step # 61
Turn the assembly over on the bench. Install the remaining bolts (14) with lockwashers (15), and torque
all to 38-42 ft. lbs. (51-57 N.m)
ASSEMBLY OF THE FAN CLUTCH IS COMPLETE
M6-30
M06001
REF.
DESCRIPTION
DESCRIPTION
20
Lockwasher
32
Sealrings
21
Bolt
33
Pitot Tubes
22
O Ring Seal
34
23
35
Orifice
24
36
25
Internal Snapring
37
Rear Bearing
31
Shaft/Bracket Assembly
38
REF.
M06001
REF.
DESCRIPTION
REF.
DESCRIPTION
17
Piston
27
Spring Washer
18
Sealring (large)
29
External Snapring
19
Pulley
30
Shim
26
Sealring (small)
M6-31
REF.
DESCRIPTION
REF.
DESCRIPTION
Front Bearing
13
O Ring Seal
14
Bolt
Clutch Hub
15
Lockwasher
16
11
28
Internal Snapring
12
REF.
DESCRIPTION
REF.
DESCRIPTION
End Cap
Sleeve Bearing
10
Sleeve Bearing
M6-32
M06001
INSPECTION OF PARTS
PART INSPECTION
WEAR LIMITS
General:
(35): Orifice
Re-use
(19): Pulley
Pilot bore for bearing retainer must be free of nicks
that extend above the pilot surface.
Flat surface(s) that mate with bearing retainer must
be free of nicks that extend above the surface.
Pulley grooves must not be severely worn or damaged.
General:
Bearing bore must have straight sides, square bottom, and not be oval due to wear.
Oil seal bore must not have nicks that extend above
the bore surface. All sealants must be removed.
Pilot diameter for pulley must be free of nicks that extend above the pilot surface.
Flat surface that mates with pulley must be free of
nicks that extend above the surface.
M06001
M6-33
(17): Piston
General:
M6-34
M06001
General:
General:
Bearing bore must have straight sides, square bottom, and not be oval due to wear.
Oil seal bore must not have nicks that extend above
the bore surface. All sealants must be removed.
Pilot diameter for pulley must be free of nicks that extend above the pilot surface.
Flat surface that mates with the pulley must be free
of nicks that extend above the surface.
Slots in the bearing retainer must not have worn
notches with straight sides. Maximum depth of the
wear mark should not exceed 0.020 in.(0.51 mm),
but if the notches have smooth entry and exit sides
the notch will not resist movement of the steel plate
(16).
M06001
M6-35
(30): Shim
Replace
Bronze beginning
to smear near end
of useful life
91175
M6-36
M06001
REBUILD TOOLS
The tools illustrated below are necessary for proper
installation of the Retainer/Seal Assembly, Sleeve Bearings,
and Wear Sleeves. These tools can be fabricated from locally
91176
91177
91178
M06001
M6-37
NOTES
M6-38
M06001
SPECIAL TOOLS
PART NO.
EC3331
DESCRIPTION
NItrogen
Charging Kit
USE
Suspension &
accumulator
nitrogen
charging
PART NO.
DESCRIPTION
EG7805
Tool Str.
EG7806
M08013
USE
Wheel Rim
Retainer
Removal
Special Tools
M8-1
PART NO.
DESCRIPTION
EF9160
Electrical
Harness
PART NO.
562-98-31300
M8-2
Special Tools
DESCRIPTION
Disc Gauge
USE
Computer
(DAD) hookup
to PMC
Connector.
USE
Brake Disc
Wear
Measurement
M08013
1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit breaker
5. Blower
M09010 6/97
M9-1
(HFC) refrigerant, commonly identified as HFC-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 now prohibited.
These new restrictions require the use of new equipment and new 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 re-cycling
of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.
PRINCIPLES OF REFRIGERATION
Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes,
and climate conditions that present different design
and installation problems for Air Conditioning systems.
Off-highway equipment, in general, is unique enough
that normal automotive or highway truck engineering
is not sufficient to provide the reliability to endure the
various work cycles encountered.
M9-2
Too frequently, the operator and the serviceman overlook the primary fact that no A/C system will function
properly unless it is operated within a completely controlled cab environment. The circulation of air must be
a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be maintained
for cleanliness, 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.
M09010 6/97
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, passing through the condenser removes
the heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the filter-receiver
drier where impurities are filtered out, and moisture
removed. This component also serves as the temporary storage unit for the liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a low
temperature, low pressure liquid and saturated vapor.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator.
This causes the refrigerant to become cold. 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.
The cycle is completed when the heated low pressure
gas is again drawn into the compressor through the
suction side.
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.
M09010 6/97
M9-3
SERVICE VALVES
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing the
unit. A manifold gauge set is connected into the system
at the service valve ports and all procedures, such as
discharging, evacuating and charging the system, are
performed through the service valves.
CONDENSER
The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling
of the refrigerant changes the vapor to liquid. Heat
exchange is accomplished using cooler air flowing
through the condenser. Condenser cooling can be with
ram air provided by vehicle movement and sometimes
aided by electric or hydraulic fans or by using the air
movement provided by the radiator fan.
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.
M9-4
RECEIVER-DRIER
The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant
from the condenser and removes any moisture and
foreign matter present which may have entered the
system. The receiver section of the tank is designed to
store extra refrigerant until it is needed by the evaporator. The storage of this refrigerant is temporary and
is dependent on the demand of the expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers. Sometimes it is simply placed in a
metal mesh or wool felt bag. Filtering is accomplished
by a separate strainer screen on the pickup tube.
Some sytems may utilize an accumulator instead of a
receiver-drier. If an accumulator is used, an expansion
(fixed-orifice) tube is used instead of the thermostatic
expansion valve described below. When used, the
expansion tube is located inside the inlet tube of the
evaporator and is used to restrict, but still allow a
continuous flow of refrigerant to the evaporator coil.
M09010 6/97
EVAPORATOR
The evaporator cools and dehumidifies the air before
it enters the cab. Cooling a large area requires that
large volumes of air be passed through the evaporator
coil for heat exchange. Therefore, a blower becomes
a vital part of the evaporator assembly. It not only draws
heat laden air into the evaporator, but also forces this
air over the evaporator fins and coils where the heat is
surrendered to the refrigerant. The blower forces the
cooled air out of the evaporator into the cab.
Heat exchange, as explained under condenser operation, depends upon a temperature differential of the air
and the refrigerant. The greater the temperature differential, the greater will be the amount of heat exchanged
between the air and the refrigerant. A high heat load
condition, as is generally encountered when the air
conditioning system is turned on, will allow rapid heat
transfer between the air and the cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.
M09010 6/97
M9-5
ELECTRICAL CIRCUIT
COMPRESSOR CLUTCH
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. Coil temperature is then maintained
by the cycling action of the clutch.
The thermostat is simply a thermal device which controls an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have a
positive OFF position as a means to turn the clutch OFF
regardless of temperature.
The bellows type thermostat has a capillary tube connected to it which is filled with refrigerant. The capillary
tube is attached to the bellows inside of the thermostat.
Expansion of the gases inside the capillary tube exerts
pressure on the bellows, which in turn closes the contacts at a predetermined temperature.
M9-6
M09010 6/97
SYSTEM SERVICING
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors involved
in the R-134a refrigerant quality and quantity in an air
conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration when
anything causes this pressurized, sealed condition to
change. The following warnings are provided here to
alert service personnel to their importance BEFORE
learning the correct procedures. Read, remember, and
observe each warning before beginning actual system
servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type refrigerant only, to prevent cross contamination.
Although accidental release of refrigerant is a remote possibility when proper procedures are followed, the following warnings must be observed
when servicing AC systems:
Provide appropriate protection for your eyes (goggles or face shield) when working around refrigerant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool water
and seek medical attention as soon as possible.
M09010 6/97
2. 60 Pound Cylinder
M9-7
re-claimed
which leaves it as pure as new, but requires equipment
normally too expensive for all but the largest refrigera
tion shops.
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 AC system prior to servicing.
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.
M9-8
M09010 6/97
VACUUM PUMP
enable diagnostic tests, system charging or evacufold gauge set to the compressor service valves
New and unique service hose fittings (Figure 9-5) have
been specified for R-134a systems. Their purpose is to
cants with R-12 based systems. The service ports on
M09010 6/97
M9-10
M09010 6/97
Shut off engine. DO NOT attempt to connect servicing equipment when the engine is running.
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.
M9-11
M9-12
M09010 6/97
Do not open high side hand valve. High side system pressure is greater than refrigerant container.
Serious personal injury may result if the container
explodes.
Use hand valve to regulate low side reading during
charging. DO NOT EXCEED 40 psi maximum.
Exceeding this pressure may cause compressor
failure.
M09010 6/97
M9-13
6. Start the recovery process by operating the equipment as per the manufacturers instructions.
7. Continue extraction until a vacuum exists in the AC
system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop steadily
into the vacuum range, close the manifold valves
and check the system pressure. If it rises to 0 psi
and stops, there is a major leak.
9. Check the system pressure after the recovery
equipment stops. After five minutes, system pressure should not rise above 0 gauge pressure. If
the pressure continues to rise, restart and begin
the recovery sequence again. This cycle should
continue until the system is void of refrigerant.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
11. Mark the cylinder with a RECOVERED (red) magnetic label to reduce the chance of charging a
system with contaminated refrigerant. Record the
amount of refrigerant recovered.
M9-14
M09010 6/97
In its natural state, refrigerant is a harmless, colorless gas, but when combined with an open flame,
it will generate toxic fumes (phosgene gas), which
can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will move
down when it leaks. Apply pickup hose or test probe
on the undersurface of all components to locate leak.
Electronic leak detector
(Refer to Figure 9-4). 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.
M9-15
Tracer dyes
SYSTEM REPAIR
M9-16
M09010 6/97
Receiver-Drier
The receiver-drier can not be serviced or repaired. It
should be replaced whenever the system is opened for
any service. If the receiver-drier has a pressure switch
to control the clutch, it should be removed and installed
on the new unit.
Thermostat
A thermostat can be stuck open or closed due to
contact point wear or fusion. The thermostat temperature sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evaporator temperature.
When thermostat contact points are stuck open or the
sensing element can not sense temperature in the
evaporator, the clutch will not engage (no AC system
operation). Causes are a loss of charge in the capillary
tube or a kink, burned thermostat contact or just no
contact. When troubleshooting, bypass the thermostat
by hot wiring the clutch coil with a fused lead. If the
clutch engages, replace the thermostat.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are a
faulty switch that could be due to fatigue. The thermostat must be replaced. When the clutch will not disengage you may also note that condensate has frozen on
the evaporator fins and blocked air flow. There will also
be below normal pressure on the low side of the
system. Side effects can be compressor damage
caused by oil accumulation (refrigeration oil tends to
accumulate at the coolest spot inside the system) and
lower than normal suction pressure that can starve the
compressor of oil.
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 bypass clutch circuit
control devices.
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
0.022 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.
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates, bearings, other internal parts or problems associated with
high or low pressure, heat or lack of lubrication. Be sure
the compressor is securely mounted and the clutch
pulley is properly aligned with the drive pulley.
Use a mechanics stethoscope to listen for noises
inside the compressor.
CHECKING COMPRESSOR OIL LEVEL
Every air conditioning system and compressor depends on refrigeration oil for lubrication and safe operation.
Refrigerant oil is a synthetic oil very susceptible to high
levels of water absorbtion. Always be sure the oil is an
approved type for use in the air conditioner compressor.
Refrigerant oil, under normal circumstances inside the
sealed system, cannot go anywhere, and there is no
need to check the oil at such times. Always keep a cap
on an oil container except when in use. Moisture is
quickly absorbed by the oil.
Whenever a system is opened for service, the compressor oil level should be checked and clean refrigeration oil added as required by the manufacturers
specifications (usually located on compressor).
M09010 6/97
M9-17
M9-18
3. Vacuum Pump
M09010 6/97
TROUBLESHOOTING
PRE-DIAGNOSIS CHECKS
If the system indicates Insufficient cooling, or no cooling, the following points should be checked before
proceeding with the system diagnosis procedures.
NOTE: If the truck being serviced is a Model 930E, be
certain the Rest Switch in the cab is ON. Place the GF
Cutout Switch in the CUTOUT position. (Refer to Fig.
3-1, Page E3-2, Propulsion System, for switch location.)
PREPARING FOR DIAGNOSIS
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.
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.
Note: Some systems use different safety devices in the
compressor circuit to protect the compressor. Check
the thermal fuse, the low pressure cutout switch, high
pressure cutout switch or trinary pressure switch if
equipped.
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.
M09010 6/97
M9-19
M9-20
M09010 6/97
1. Charge System
2. Performance Test System
Leaks Found:
1. If a leak is present at a connection, tighten the
connection, then add refrigerant as required.
2. If a system component needs to be replaced, recover all refrigerant from the system. Replace
the defective part, then check the compressor
oil level; refill compressor oil as necessary.
3. Evacuate system.
4. Charge system with new / recycled refrigerant.
5. Check A/C operation and do system
performance test.
TROUBLE: Little or No Cooling
Indications:
Low side pressure VERY LOW
High side pressure VERY LOW
Discharge Air Warm
No bubbles observed in sight glass,
may show oil streaks.
M09010 6/97
M9-21
Leaks Found:
M9-22
Repair Procedure: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, then check AC operation and performance.
M09010 6/97
Repair Procedure: Test for leaks, recover refrigerant from the system and repair the leak. Depending on the type of system, replace the
receiver-drier or accumulator. Check and replace any compressor oil lost due to leakage.
Evacuate and recharge the system, then check
AC operation and performance.
Test
hand, or very carefully with a heat gun. Activate
system and watch to see if the low pressure
Next, carefully spray a little nitrogen, or any subor valve diaphragm. The low side gauge needle
should drop and read at a lower (suction) pres
sure on the gauge. This indicates the valve was
part way open and that your action closed it.
phragm or capillary with your hand. If the low
Repair Procedure
screen (except block type valves). To do this, renect the inlet hose fitting from the expansion
then reconnect the hose. Replace the receiverdrier. Then evacuate and recharge the system
performance. If the expansion valve tests did
not cause the low pressure gauge needle to rise
did not correct the problem, the expansion
valve is defective. Follow the procedure for com
ponent replacement.
M09010 6/97
M9-23
for HFC 134a Refrigerant
Cause- There could be a kink in a line, or other restriction in the high side of the system.
M9-24
M09010 6/97
Compressor Malfunction
Indications:
Gauge Reading- Low Side High
High Side Low
The compressor may be noisy when it
operates.
Cause- Defective reed valves or other compressor
components. If the compressor is not noisy, there
may be a worn or loose compressor clutch drive belt.
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 air conditioner with refrigerant and check
the system operation and performance.
M09010 6/97
M9-25
M9-26
M09010 6/97
COMPONENT
Maintenance Interval
(months)
3
12
Done
COMPONENT
1. COMPRESSOR
Maintenance Interval
(months)
3
Check mounting
bracket (tighten bolts)
Check alignment of
clutch w/crankshaft
pulley (within 0.06 in.)
Perform manifold
gauge check
Verify clutch is
engaging
2. CONDENSER
Inspect condensate
drain
6. OTHER Components
Check discharge lines
(hot to touch)
Inspect fittings/clamps
& hoses
Check thermostatic
switch for proper operation
3. RECEIVER - DRIER
Replace if system is
opened
M09010 6/97
Done
4. EXPANSION VALVE
12
M9-27
NOTES
M9-28
M09010 6/97
PAYLOAD METER
M20-11
M20-11
M20-12
M20-12
M20-13
M20-13
M20-13
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Viewing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-14
M20-14
M20-14
M20-14
M20-14
M20-15
M20-15
M20-16
M20-16
M20-16
M20-16
M20-17
M20-17
M20-17
M20007.1 03/02
Payload Meter II
M20-1
M20-19
M20-19
M20-19
M20-20
M20-20
M20-20
M20-30
M20-30
M20-30
M20-30
M20-2
Payload Meter II
M20-35
M20-35
M20-36
M20-36
M20-37
M20007.1 03/02
M20-38
M20-38
M20-39
M20-40
M20-41
M20-42
M20-43
M20-45
M20-47
M20-49
M20-50
M20-51
M20-56
M20-57
M20-58
M20-59
M20-59
M20-59
M20-60
USING SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monitoring Inputs Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monitoring Suspension Charging Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Sensor Dummy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-61
M20-61
M20-61
M20-64
M20007.1 03/02
Payload Meter II
M20-3
PAYLOAD METER
ON BOARD WEIGHING SYSTEM (OBWS)
GENERAL INFORMATION
The Payload Meter (PLM ) On Board Weighing
System displays and records the payload weight along
with other operating information. The system consists
of a payload meter, pressure sensors, deck mounted
lights and an inclinometer.
The payload meter (Figure 20-1) uses the four suspension pressures and an inclinometer to determine the
load in the truck. The payload weight can be displayed
in short tons or metric tons.
Haul Cycles
The beginning of a new haul cycle starts at the dump,
when the body comes down from dumping the last
load.
At the loading site, the PLM begins to calculate the
size of each shovel pass (swingload) once the payload
is greater than 10% of rated load for the truck. There
are three external deck-mounted lights on each side
of the truck. The lights indicate payload weight divided
into three separate stages. A forecast feature will flash
a deck mounted light predicting the payload weight if
the next bucket of material is dropped into the body.
At the moment the wheels begin to turn after loading
under the shovel, the PLM takes one sample of
M20-4
Payload Meter II
M20007.1 03/02
6. Calibration/Clear Switch
Used to calibrate the machine when the conditions regulate this action.
Also used with the TOTAL/SFT switch to clear
total payload and overall number of cycles.
Payload
Date & Time
Cycles
7. Total/Shift Switch
Used to display payload and overall number of
cycles each time the load is dumped. Will display
the error codes. This switch is also used with the
CALIBRATION/CLEAR switch to clear total payload and overall number of cycles.
Travel Distance
Fault Codes and Warnings
2. Reception Pilot Lamp (Rx Busy)
This light will illuminate for 3 seconds when the
system is powered up. It will then be lit whenever
the computer is communicating.
8. Light/Increment Switch
Used to change the digital increments or units for
the various displays. Also used to adjust the
brightness of the lights on the monitor display.
9. Memory Card
Used to receive data from the payload meter
memory to this card which can then be used to
transfer the data into a personal computer. This
enables the memory to be downloaded and saved
when a personal computer is not available.
10. Cover
Protective cover for the Memory Card. Do not
open or place foreign objects in slot.
5. Mode Switch
This switch is used to select the mode or system
that will allow a function to be performed.
This may include:
M20007.1 03/02
Payload Meter II
M20-5
Green
Amber Green
Off
Off
PAYLOAD WEIGHT
M20-6
Payload Meter II
M20007.1 03/02
THEORY OF OPERATION
Basic Description
The payload meter uses the four suspension pressures and the inclinometer to determine the load in the
truck. These inputs are critical to the calculation of the
load. The other inputs to the payload meter (Body Up,
Speed, Brake Lock, Alternator R Terminal, and Engine
Oil Pressure) are used to indicate where the truck is in
the haul cycle. These inputs enable the payload meter
to make time and distance measurements for the haul
cycle.
The suspension pressures are the key ingredients in
determining the sprung weight of the truck. These
pressures are converted into forces using the formulas
shown below.
Sprung Weight =
2
Suspension Diameter (Psi Left + Psi Right)
4
M20007.1 03/02
FIGURE 20-3
Linkage Factor
The linkage factor is part of the complex calculations
performed by the payload meter to determine the load
in the truck. The linkage factor is dependent on the load
on the rear suspensions.
Figure 20-3 shows the side view of a truck. The nose
pin is marked with a star and there are three arrows
pointing to different spots of the rear tire. This figure
shows how the support under the rear tire can affect
the calculation of the load. The payload meter does not
directly measure the load transferred to the frame
through the nose pin. To account for portion of the load
carried by the nose pin, the linkage factor is multiplied
by the rear suspension force. It is assumed that the
truck is supported under the center of the tire. In this
case the payload meter uses L2 to help compute the
linkage factor. If, however, the truck is backed into a
berm and the rear tire is supported towards the back
of the tire, the actual linkage factor calculation should
use L3. Since the payload meter assumes L2 it will
overestimate the load in the truck. The opposite is true
in the case where the rear tires are supported toward
the front of the tire. The linkage factor should use L1
but the payload meter assumes L2. This change in
leverage will cause the payload meter to underestimate the load.
Payload Meter II
M20-7
Gain Factor
Sources of Error
Description
10
11
12
13
14
15
16
3.9
M20-8
Payload Meter II
M20007.1 03/02
2
Suspension Diameter (Psi Left + Psi Right)
4
x Incline Factor
(10)
75.10
0.98
100.70
73.90
1.53
Front Weight
Front Weight
100.70
Rear Weight
113.70
Total Weight
214.40
1.00
214.40
Psi
- Calibration (13)
-70.60
Psi
Psi
Tons
Tons
Nose Up Positive
Figure 20-5.
113.70
Units
1. Year of Calibration
2. Month:Day of Calibration
XX:XX
Psi
Tons
M20007.1 03/02
Payload Meter II
M20-9
M20-10
Payload Meter II
M20007.1 03/02
ITEM
UNIT
RANGE
REMARKS
1 - 65535
Number
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
Payload
Metric tons
Short tons
0 - 6553.5
Minute
0 - 6553.5
Miles/Km
0 - 25.5
Mph/Kmh
0 - 99
Mph/Kmh
0 - 99
Minute
0 - 6553.5
Minute
0 - 6553.5
Minute
0 - 6553.5
Miles/Km
0 - 25.5
Mph/Kmh
0 - 99
Mph/Kmh
Minute
0 - 6553.5
Dumping Time
Minute
0 - 6553.5
Speed Limit
Mph/Kmh
M20007.1 03/02
Payload Meter II
1 - 59
0 - 99
0 - 99
M20-11
ITEM
UNIT
RANGE
Number
1 - 65535
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
Total Payload
Metric tons
Short tons
Number
REMARKS
Advances by one each time the
engine is started.
Indicates when the engine was
started.
0 - 59
0 - 999900.0
0 - 9999
ITEM
Error Code
UNIT
RANGE
Number
1 - 65535
Number
1 - 255
Year
0 - 99
Month
1 - 12
Day
1 - 31
Hour
24 Hour Clock
Minute
0 - 59
M20-12
REMARKS
Payload Meter II
M20007.1 03/02
Engine Operation
ITEM
UNIT
RANGE
Number
1 - 65535
Year
0 - 99
Month
1 - 12
Day
1 - 31
Hour
24 Hour Clock
Minute
0 - 59
Month
Day
Time Hour
Time Minute
REMARKS
Every time the engine is started
the number advances by one.
NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends
on the operation that was performed) when the key switch was in the ON position and the engine was not
running.
UNIT
Total Payload
Metric Tons
Short Tons
Digital Number
RANGE
REMARKS
0 - 999900.0
0 - 9999
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
Other Data
CONTENT
ITEM
Calibration Data
M20007.1 03/02
UNIT
RANGE
Km/MPH
0 - 99
Digital Number
0 - 13
Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Hour
Hour
24 Hour Clock
Minute
Minute
Payload Meter II
REMARKS
Communication Mode
0 - 59
M20-13
OPERATOR FUNCTIONS
M20-14
Payload Meter II
M20007.1 03/02
Switch
Position
7 - Speed Regulation
0=107%, 7=100%, F=92%
The 930-2 should be set to 6.
7 - Distance Regulation
0=107%, 7=100%, F=92%
The 930-2 should be set to 6.
4*
4 - 685E
5 - 630E
B - 730E
C - 930E
Switch Settings
D - 530M
E - 330M
F - 830E
5
- Inclinometer Use
DOWN
(DOWN = Enable
UP=Disable)
UP
Figure 20-6.
There are nine switches located behind the panel on
the left side of the payload meter. Figure 20-6 shows
the switch numbers. The following switch positions
should be confirmed before the meter is installed.
M20007.1 03/02
Payload Meter II
M20-15
Setting "UP:XX"
1. Press and hold the LIGHT/INC and
MODE switches. The display will
show:
M20-16
Payload Meter II
M20007.1 03/02
Calibrating a Truck
M20007.1 03/02
Payload Meter II
M20-17
DISPLAYS AT START-UP
POWER ON:
All external display lamps (Figure 20-2) will come on
and stay on for approximately 27 seconds during the
Power-up Process.
Refer to Operator Check Mode, Setting the Option Code and to Method of Operation for more
information on this function.
NORMAL OPERATION
If the truck engine is started before the preceding
Power-up Process is completed, the display will shift
to normal operation.
M20-18
Payload Meter II
M20007.1 03/02
Speed Limit
A warning can be displayed if the machine exceeds a
preset speed.
The available range is: 10 - 99 km/h (6 - 62 mph). It is
recommended to set the speed limit to 99 km/h (62
mph).
Setting The Speed Limit
COMMUNICATION MODE
Stand Alone
10
12
NOTES:
1. The Option Code is set to 0" for trucks not
equipped with Modular Mining System (MMS)
(Except 530M/HD1500).
2. The 530M/HD1500 with Powertrain Management
Control (PMC) system uses 10" as the setting for
the Option Code.
3. For trucks with Modular Mining System (MMS) or
Scoreboard, the Option Code is 12".
M20007.1 03/02
Payload Meter II
M20-19
M20-20
Payload Meter II
M20007.1 03/02
DOWNLOAD OF INFORMATION
Payload information and fault codes recorded should
be downloaded to a personal computer on a regular
basis. The software required is available under part
number AK4635. Detailed instructions for installing the
software and downloading the data is provided with
AK4635 PLM download software.
Data All Clear
This function will erase all of the cycle data, engine
ON/OFF data, and fault/warning data. Total payload
and the overall number of cycles will not be cleared.
If there are current faults or warnings, the codes will be displayed in order of their
priority, the highest priority first. Each code will
flash for 6 seconds.
5. After the current codes have been displayed, past
history codes that have been reset will be displayed. Each code will flash for 3 seconds.
If there are no history codes or after
all history codes have been shown ,
the display will show for 3 seconds:
Mechanical trucks
M20007.1 03/02
Payload Meter II
M20-21
M20-22
Payload Meter II
M20007.1 03/02
M20007.1 03/02
Payload Meter II
M20-23
M20-24
Payload Meter II
M20007.1 03/02
C1
Mechanical Trucks
C1
Electric Trucks
C2
Body Up
C3
C4
Alternator R
Terminal
C5
C6
C7
C8
C9
Speed
Vehicle Speed
C10
xx.xx Miles
Current Status
Note:
Sample values are
shown.
C11
Time Empty
Stopped
Units
1. Current Time
Hours:Minutes
Psi
Psi
Psi
Psi
6. Front Weight
Tons
7. Rear Weight
Tons
8. Degree of Incline
Nose Up
Positive
Tons
14. Gt Gain
15. Current Load
Tons
Volts
S1:xx - Minutes*10
S2:xx - Minutes*10
S4:xx - Minutes*10
M20007.1 03/02
Payload Meter II
M20-25
Memory Storage
PL:10
M20-26
Payload Meter II
M20007.1 03/02
Gear Ratio
Remarks
00
31.875
Original
01
36.400
High Traction
02
28.125
Standard
03
26.625
High Speed
M20007.1 03/02
Payload Meter II
M20-27
M20-28
Payload Meter II
M20007.1 03/02
Ensure the adapter and sensor are removed together from the valve assembly. Removing the
complete valve assembly or just the sensor may
result in the component being forced out of the
suspension by the gas pressure inside.
1. Disconnect sensor from truck wiring harness.
Note: The Schrader valve in the valve assembly
will prevent gas from escaping when adapter
and sensor are removed together. If entire
valve assembly is turned allowing nitrogen gas to
escape, recharging of the suspension will be
required.
M20007.1 03/02
Payload Meter II
M20-29
Installation
Installation
1. Install inclinometer (3, Figure 20-13) with capscrews, nuts and lockwashers (4).
Wire Color
Wire Function
Black
Ground (GND)
Red
+ Power
White
Signal
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution
between the front and rear axles changes. To compensate for this, the inclinometer measures the ground
angle at which the truck rests. This data is then sent
to the payload meter so it can calculate the correct
payload weight. The inclinometer is located below the
operators center console (passenger seat structure).
Wire Color
Wire Function
Black
Ground (GND)
White
Signal
Red
+ Power
Removal
1. Disconnect inclinometer wire lead from harness.
2. Remove the three capscrews, nuts and lockwashers (4, Figure 20-13) and inclinometer (3).
Adjustment
1. Park the truck on a 0% grade.
2. Loosen the three inclinometer mounting capscrews (4, Figure 20-13) and rotate the inclinometer until a voltage range of 2.6 0.1 volts can be
measured (using a volt-meter) at pins 1 and 2 of
the inclinometer electrical harness connector.
3. Tighten all capscrews (4, Figure 20-13) to standard torque, after the adjustment.
M20-30
Payload Meter II
M20007.1 03/02
M20007.1 03/02
Payload Meter II
M20-31
CONNECTIONS
Description
Lamp Relay 1
Lamp Relay 2
Lamp Relay 3
Lamp Relay 4
Lamp Relay 5
10
Comments
Running - 28VDC
Off - 0VDC
Description
RTS
SG
RD
TX
CTS
DTR
DSR
11
12
13
No.
Comments
Running Open
Off - Closed
+18V
3
4
Description
Analog Input 1
Sensor GND
Analog Input 2
Digital Input 1
1-5VDC Normal
Digital Input 2
1-5VDC Normal
1-5VDC Normal
Inclinometer
10
6
7
11
12
M20-32
Payload Meter II
M20007.1 03/02
Circuit Designation
39F, 39F1...39F5
Circuit Description
+18 volt sensor power supply
39FA
39FB
39FC
39FD
39FE
Inclinometer signal
39FG
Sensor ground
39A
39B
39C
39D
39E
39G
39AA
39BA
39CA
73FSL
73MSL
714A
Speed signal
714AT
Speed signal
63L
39H
35L1
35L2
35L3
35L4
35L5
35L6
35L7/35L4
35L8
Scoreboard 1 to scoreboard 2
PLM chan 2 TxD
35L9
21C
21D
M20007.1 03/02
Payload Meter II
M20-33
21D
Alternator "R"
Terminal
Engine Running
Open
24VDC
Engine Stopped
Ground
Open
Condition
M20-34
Payload Meter II
M20007.1 03/02
TROUBLESHOOTING
COMMON PROBLEMS
Suspension Charging
The Payload Meter II is a reliable controller and is rarely the source of failure in calculating payloads. The single
most common cause for an inaccurate payload estimate is improper suspension charging. Often maintenance personnel will not take the time to properly drain a suspension and carefully recharge it with oil and nitrogen. Most
often technicians will simply 'gas up' the suspensions with more nitrogen and send a truck back into service.
Komatsu engineers have conducted tests at customer sites to monitor suspension charging on trucks and found
many trucks to be improperly charged. Trucks with poorly charged suspensions were sent to service bays for maintenance by mine personnel. In some cases these trucks were returned to operation in worse condition than when
they were first checked because service personnel did not take the time to carefully charge the suspensions.
The payload meter uses the pressures from the suspensions to calculate payload. As the truck is loaded, a flat
suspension will completely collapse. The top suspension cap will make metal-to-metal contact with the bottom.
This often occurs in the rear suspensions. The pressure in the suspension will not accurately reflect the force
applied to the suspension by the weight of the material in the body and inaccurate payload calculations will result.
In addition to inaccurate payload calculations, improperly charged suspensions increase wear-and-tear on truck
frames and tires, increasing maintenance costs over the life of the truck. Each over-loaded haul cycle with undercharged suspensions leads to premature failure. Consistently low payload estimates are the first sign that the suspensions are not being properly maintained and the truck is on a path toward increased operating costs and
system failures. Thankfully, the effects of improper suspension charging can be postponed with proper service and
care.
Specific suspension charging procedures for each truck model can be found in the shop manual. In general, the
following items are very important for proper charging:
Completely discharge the suspension. This may take more than an hour for the nitrogen and oil to completely discharge. However, to ensure that the proper volume of fresh oil is added, it's necessary to remove
as much of the oil/nitrogen mixture as possible.
Fill the suspension to the proper height with fresh oil, this is critical to keeping the suspensions from bottoming out.
M20007.2 3/02
M20-35
Symptom Table
PROBLEM
PROBABLE CAUSE
M20-36
M20007.2 3/02
On power-up, the payload meter will not show the normal sequence of displays. This is not usually a problem.
The payload meter cannot be re-initialized. This extremely rare procedure is used to reboot the payload
meter.
M20007.2 3/02
M20-37
M20-38
M20007.2 3/02
M20007.2 3/02
M20-39
M20-40
M20007.2 3/02
PC Communications Configuration
Laptop computers must be properly configured to communicate with the payload meter. Often times the wrong
serial port is set, or old software is being used that is not compatible with newer computers.
Verify the correct serial port is set for your laptop. The most common port available on a laptop is serial port 1. It is
sometimes labeled as COMM1.
Occasionally, installed software on the laptop will take command of the serial port and not let the download software have access to the port. Software used by Palm Pilots, Handspring Visors, Pocket PCs, and other Personal
Digital Assistant (PDA) devices monitors the serial port for connections. When this software is active, the download
software cannot use the serial port and cannot download the payload meter. Ensure this software is not running
when attempting to download data from the payload meter.
M20007.2 3/02
M20-41
M20-42
M20007.2 3/02
M20007.2 3/02
M20-43
M20-44
M20007.2 3/02
410
Voutput = 1 + 4
= 1.576vdc
2845
Dont forget to add the 1v since the output of the pressure sensor at 0 psi is 1 volt
The generic version is:
Suspension _ pressure
Voutput = 1 + 4
2845
M20007.2 3/02
M20-45
M20-46
M20007.2 3/02
M20007.2 3/02
M20-47
M20-48
M20007.2 3/02
Body Up Input
The body up signal is critical to proper payload meter operation. The payload meter starts a new haul cycle when
the body comes down from dumping the last load. If the payload meter cannot sense the body up and down, it will
not begin recording haul cycles.
Confirm that the dashboard indicator for body-up is working properly. If not, check the connections at the body up
switch. This switch is a magnetic reed switch. The switch may fail or the plate that triggers the switch may be misaligned. Refer to the appropriate shop manual for the proper procedure for adjusting the switches.
NOTE: The input to the payload meter is live and can be checked by raising and lowering the body or using a
large washer to trigger the switch.
M20007.2 3/02
M20-49
M20-50
M20007.2 3/02
Speed Signal
The speed signal triggers the payload meter to display the time of day when the truck begins moving. If this does
not happen or the payload meter does not count up the distance from the shovel after loading, the speed signal
may be missing. This can be confirmed by checking the inputs to the payload meter. Refer to Monitoring Input Signals. Verify the payload meter is not receiving a speed signal before following the troubleshooting fault tree.
NOTE: The payload meter will ignore speed signal input if the brake lock appears to be on. Confirm the
payload meter correctly reads the brake lock input.
930E Speed Signal
On the 930E, the speed signal comes from a speed sensor mounted on the left-front wheel. Occasionally, this sensor is damaged by debris, impact during tire mounting, or misalignment during repair of the spindle. The wheel
must be removed to replace the sensor. Since the sensor is an active device, it requires an 18v power supply to
power the electronics that convert the electromagnetic pulses into signals for the payload meter. In addition,
because the sensor is active and not just a simple coil, it is not possible to measure the resistance across the contacts of the harness to determine if the sensor has failed.
To troubleshoot, confirm that the 18v power supply is reaching the sensor. The speed signal can be monitored in
the control cabinet to confirm the wiring from the sensor to the cabinet. Checking the signal at the back of the payload meter will confirm the wiring from the control cabinet. It is also possible to check the speed signal at the back
of the payload meter to confirm the entire wiring route. A signal generator may be used at the wheel to generate a
signal back to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
Adjusting the Speed Sensor:
1. Align a tooth on the speed sensor gear with the tip of the speed sensor.
2. Check the distance between the speed sensor and gear tooth with a feeler gauge.
3. Adjust the gap to 0.060 in. (1.5 mm) and lock the sensor in place.
4. Rotate the wheel hub 180 and verify that the gap has remained within specifications.
730E/830E Speed Signal
The speed signal for the 730E/830E model trucks comes from a passive speed sensor mounted on the left wheel
motor. This signal travels on the 714/714A circuits to an isolation transformer in the control cabinet. From the
transformer, the signal travels through the connector at the back of the cab up to the payload meter.
Confirm that the sensor at the wheel motor is working properly. This is a passive, coil-type speed sensor and its
electrical integrity can be checked using an ohmmeter. Confirm the speed signal in the control cabinet at the transformer. A signal generator may be used at the wheel motor to generate a signal back to the payload meter. The
speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
HD1500/530M Speed Signal
The speed signal runs from a speed sensor on the transmission output shaft to the PMC and to the payload meter.
You can confirm the speed sensor by checking the speed input to the PMC. Confirm the speed signal wiring from
the PMC to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
Refer to the following page for the fault tree diagram.
M20007.2 3/02
M20-51
M20-52
M20007.2 3/02
Connector 7821915320
Terminal 7821915010
Connector 7830115260
Terminal 7821912020
Plate 7821912510
Connector 7845253670
Terminal 7827101440
Plate 7821912450
HARNESS SIDE
Connector 0805500321
Terminal 0805500050
Grommet 0805500060
Holder 0805500330
SENSOR SIDE
Connector 0805500311
Terminal 0805500040
Grommet 0805500060
Holder 0805500330
M20007.2 3/02
M20-53
HARNESS SIDE
A:A:
PLM
RTS
PLM
RTS
B:B:
PLM
SGND
PLM
SGND
C:C:
PLM
Rxd
PLM
Rxd
D:D:
PLM
Txd
PLM
Txd
E:E:
PLM
CTS
PLM
CTS
BRAKE LOCK
CONNECTOR
MATING FACE OF
DOWNLOAD
CONNECTOR
M20-54
M20007.2 3/02
Housing PB9756
Contact PB8602
Pin Contact PB8626
Strain Relief PB9814 (2)
Screw VW7336 (2)
Cap PB9827
Housing PB8599
Contact PB8602
Pin PB8626
Strain Relief PB8604 (2)
Screw VW7336 (2)
M20007.2 3/02
M20-55
M20-56
M20007.2 3/02
Use the following two tables in conjunction with the screen shot on the following page for a description of typical
Scope information.
DEFINITION
M4
M2
ACK
Initialize real-time
NAK
Acknowledge data
Unknown
Unexpected Data
COMMENT
(error 1)
Unexpected STX
(error 2)
Rep Code
Final Load
Final Pressure
All data used to calculate and transmit the displayed swing load.
RTM Data
M20007.2 3/02
M20-57
DEFINITION
EXAMPLES
RTM Status
Truck State
1. Empty Stop
2. Empty Run
3. Loading
4. Loaded Run
5. Loaded Stop
6. Dumping
RTM D I/O
M20-58
Input States
N Brake Lock ON
n
Body DOWN
Body UP
M20007.2 3/02
Menu Functions
The typical Windows File and Edit functions apply to Scope. The file saved will be the log information file
described below. There is no online help available for Scope.
StartRTM - Initializes the real-time communications link to the PLM II.
StopRTM - Stops the real-time communications link to the PLM II.
StartLog - Begins sending real-time data to the data file started using the File Save As command.
StopLog - Stops sending real-time data to the data file started using the File Save As command.
Using Scope
1. Start Scope Payload Meter II.
2. Power the Payload Meter II System.
3. StartRTM - Start real time communications soon after the payload meter finishes its initial display of internal
settings. This display cycle is described in Displays at Start-Up.
4. The Scope window should now indicate real-time conditions. The RTM D I/O conditions show the inputs into
the Payload Meter II. The suspension pressures, inclinometer, speed, and truck status displayed are the
current readings from all sensors. This display will remain live as long as the communications connection is
maintained.
5. To create a record of the data being transmitted by the Payload Meter II, press StartLog. The program will
prompt for a file name. Once entered, Scope will begin to save data to this file.
6. Use the StopLog command to stop logging data to the file.
7. Use the StopRTM command to stop real time communications. After a period of time, the payload meter
should indicate a communications error.
M20007.2 3/02
M20-59
All data is comma separated and can be imported into most popular spreadsheets and data analysis programs. A
typical file looks like this:
In the sample data shown, the column marked "Type" refers to the type of data being transmitted; R is used for
Real-Time, F is used for Final Load and S is used for Swing Load.
For the swing load data line the format is Time, S, Swing Load, Predicted Load, FL, FR, RL, RR.
For a final load transmission the format is Time, F, Final Load, FL, FR, RL, RR.
EF9159 - Connects to the back of the Payload Meter II to a panel mount connector.
EF9160 - Connects from the panel mount connector to the PC.
The connectors and pins typically used for the payload meter connection are :
Description
Part Number
Terminal
7827101440
Connector
7845253670
The Payload Meter requires 5 wire RS232 communications. Payload Meter communications connections are :
1 - RTS
M20-60
2 - Signal Ground
3 - RxD
4 - TxD
5 - CTS
M20007.2 3/02
Using Scope
Monitoring Inputs Using Scope
1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness.
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PCs,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access the serial port. If there is no confirmation of
proper setup, verify that the applicable Scope program is being used. Scope.exe is for laptops using Comm1
for serial communications. Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In
almost all cases, Scope.exe is the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. At the bottom right of the screen line "RTM D I/O= n b e r" will appear. The four letters are the status of the four
digital inputs. N=brake lock, B=body up, E=engine run, R=R terminal. Refer to Table 1. These status indicators are 'live'. Turning the brake lock ON or OFF should change the capitalization of the letter N; "N"=brake
lock ON, "n"=brake lock off.
6. Above the digital input status line is "RTM Status". This line is the payload or truck 'state'. If the truck is empty
and stopped, the status will be "01" (Empty Stop). Refer to Table 2.
7. All the "RTM" status lines indicate real-time status for that input. The pressures, incline, and speed are all 'live'
and will change as the truck moves or changes condition.
8. Confirm that the payload meter properly receives all the inputs.
9. Select "StopRTM" from the menu bar to stop the data transmission from payload meter.
M20007.2 3/02
M20-61
M20-62
M20007.2 3/02
14. Isolate suspensions that look flat. As the suspension compresses the gas, the pressures go up. If the suspension collapses completely and bottoms out making metal to metal contact, the pressure will stop rising even
though more load is added. This can be seen in the graph below. There are some spikes in the graph, but
most of the loaded portion is very flat. There are occasional lines that look like icicles hanging from the flat
line. These indicate small movements in the suspension where the metal to metal contact may lapse.This
suspension is very flat. Charge and oil the suspension according to shop manual procedure.
M20007.2 3/02
M20-63
15. A good suspension will show lots of motion as the truck drives around and the suspensions bounce around.
When the truck is loaded and running, the rear suspensions tend to move in opposite directions. When the
left pressure goes up, the right pressure will go down. This is due to the rocking motion of the rear axle as the
truck travels. Notice that there is plenty of 'noisy' motion shown in the loaded pressures. This suspension is in
good shape.
As shown in the previous examples, Scope can be used to create log files of the suspension pressure data.
Graphs of this data can give be used to determine the relative health of the suspensions.
M20-64
Part Number
Description
EJ5366
EJ5367
EJ5368
EJ5369
M20007.2 3/02
M20007.2 3/02
M20-65
NOTES
M20-66
M20007.2 3/02
CAB RADIO
M27001
Cab Radio
M27-1
M27-2
Cab Radio
M27001
SECTION N
OPERATORS CAB
INDEX
TRUCK CAB . . . . . . . . . . . . .
Description . . . . . . . . .
PREPARATION FOR REMOVAL
Removal . . . . . . . . . . .
Installation . . . . . . . . .
CAB DOOR . . . . . . . . . . .
Removal . . . . . . . . . . .
Installation . . . . . . . . .
Door Adjustment . . . . . .
Door Latch . . . . . . . . .
GLASS REPLACEMENT . . . .
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CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDSHIELD WIPER . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . .
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HEATER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heater Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Motor and Speed Control . . . . . . . . . . . . . . . . . . . .
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HEATER/AIR CONDITIONER ASSEMBLY (Exploded Parts Illustration)
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N03011
. . N3-1
. . N3-2
. . N3-3
. . N3-3
. . N3-3
. . N3-3
. . N3-4
. . N3-4
. . N3-4
. . N3-4
. . N3-5
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N01018 7/98
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N02013
. N2-1
. N2-2
. N2-2
. N2-3
. N2-4
. N2-4
. N2-4
. N2-4
. N2-4
. N2-5
N04013
. N4-1
. N4-2
. N4-3
. N4-3
. N4-3
. N4-3
. N4-4
. N4-5
. N4-6
. N4-6
. N4-6
. N4-6
. N4-6
. N4-6
. N4-6
N1-1
N1-2
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. N05028
. . . N5-1
. . . N5-2
. . . N5-2
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-4
5-4 ---- 5-5
. . . N5-6
5-6 ---- 5-9
. . . N5-9
5-9----5-12
. . N5-12
. . N5-14
. . N5-14
. . N5-15
Index
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. N4-7
. N4-8
. N4-8
. N4-8
. N4-8
. N4-8
. N4-9
. N4-9
. N4-9
. N4-9
. N4-9
. N4-9
. N4-9
N4-10
N01018 7/98
TRUCK CAB
Description
The truck cab is a fully insulated design incorporating
an integral ROPS structure for maximum operator
comfort and safety. All gauges, switches, and controls
have been designed to simplify operation and are
placed within easy reach of the operator. Servicing of
cab and associated electrical systems is simplified by
use of heavy-duty connectors on the various wiring
harnesses. Hydraulic components are located outside
of the interior and are accessed through covers (2,
Figure 2-1) on the front of the cab.
N02013 4/00
Truck Cab
N2-1
Read and observe the following instructions before attempting any repairs!
Do not attempt to work in deck area until body
safety cables have been installed.
PREPARATION
1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking
brake. Be certain the "Parking Brake Applied"
indicator lamp in the overhead panel is illuminated.
2. Shut down the engine using the keyswitch. If, for
some reason the engine does not shut down, use
the shutdown switch on the center console.
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An
approved reovery/recycle station must be used to
remove the refrigerant from the air conditioning
system.
Removal
N2-2
Truck Cab
N02013 4/00
13. Lift the cab assembly off the truck and move to an
area for further service.
Installation
1. Lift cab assembly and align mounting pad holes
with tapped pads. Insert at least one capscrew
and hardened washer at each of the four pads
prior to lowering cab onto the truck.
2. After cab is positioned, insert the remaining capscrews and hardened washers. (32 total). Tighten
the capscrews to 700 ft. lbs. (950 N.m) torque.
3. Route wire harnesses to the electrical connectors
on the rear corner of the cab. Align cable connector plug key with receptacle key and push plug
onto receptacle. Carefully thread retainer onto
receptacle and tighten securely. Install clamps if
removed during cab removal.
7. Refer to Heater/Air Conditioning System in Section M for detailed instructions regarding evacuation and recharging with refrigerant.
8. Close brake accumulator bleed down valves.
9. Close battery disconnect switch.
10. Service hydraulic tank and engine coolant as
required.
11. Start the engine and verify proper operation of all
controls.
12. Assure the air conditioning system is properly
recharged.
N02013 4/00
Truck Cab
N2-3
CAB DOOR
Door Adjustment
Removal
1. If overhead space is available, raise body to allow
access to door with overhead hoist. Secure body
in raised position with safety cables.
2. Lower door glass far enough to allow insertion of
lifting sling when door is removed.
Installation
1. Attach sling and hoist to door assembly, lift door
up to the deck and position door hinges to cab.
FIGURE 2-3. DOOR JAM BOLT ADJUSTMENT
1. Washer
2. Striker Bolt
3. Frame
4. Seal
N2-4
Truck Cab
N02013 4/00
4. Door
5. Lower Latch
N02013 4/00
Truck Cab
N2-5
N2-6
Truck Cab
N02013 4/00
FIGURE 2-6.
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
FIGURE 2-7.
N02013 4/00
Truck Cab
N2-7
FIGURE 2-8.
1. Screws
8. Support glass in door frame as shown (1, Figure
2-9). Remove screws (2) that hold the adapter for
the window regulator track.
FIGURE 2-10.
2. Rubber Felt Insert
1. Support Block
FIGURE 2-9.
2. Screws
FIGURE 2-11.
1. Screws
Lift door glass up in the frame (1, Figure 2-12) so that
it is near the top. Holding the glass in place, tilt frame
out at the top. Lift frame and glass straight up and out
of door.
N2-8
Truck Cab
N02013 4/00
FIGURE 2-13.
1. "L" Shaped Brackets
FIGURE 2-12.
1. Window Frame
2. Window Bracket
10. Move window glass and frame to an area where
the glass can be removed. Slide the glass down
and out of the window channels.
11. Before installing new window glass, first inspect
the window frame. In each corner there is an "L"
shaped bracket with 2 screws in it to hold the
corners of the frame together. Check the screws
(1, Figure 2-13) to be sure they are tight. Also be
sure the rubber felt insert in the window channels
is in good condition. Replace, if necessary.
12. Slide the new window glass into the window frame
glass channels. Move the glass to the top of the
frame.
N02013 4/00
Truck Cab
N2-9
FIGURE 2-14.
1. Capscrew & Nut
3. Mounting Screw 2. Mounting Screws Outside Door Handle
Latch
4. Latch Assembly
5. Window Frame
FIGURE 2-15.
21. Lift door panel, regulator and glass up to align
screw holes in the panel with holes in door frame.
Install screws that retain panel to door frame.
22. Hook-up electrical connector for the window regulator. Install the two cap screws that hold the door
strap bracket to the door frame.
N2-10
Truck Cab
N02013 4/00
N02013 4/00
Truck Cab
N2-11
Installation
1. Install the seal material around the door opening
in the cab. Start at the bottom center of the cab
opening and work the seal lip over the edge of the
opening. Go all the way around the opening.
Be sure that the seal fits tight in corners.
A soft face tool may be used to work the seal up
into the corners.
2. Continue going all the around the opening. When
the ends of the seal meet at the starting 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.
FIGURE 2-17.
1. Door Opening Seal
2. DoorHinge Seal
N2-12
Truck Cab
N02013 4/00
GLASS REPLACEMENT
ADHESIVE-BONDED WINDOWS
Recommended Tools/Supplies
Pneumatic knife,
or a piano wire type cutting device
Replacement Procedure
The first concern with all glass replacement is
SAFETY! Wear heavy protective gloves and safety
eyeglass goggles when working with glass.
1. Using a permanent marker, mark all the edges of
the glass to be replaced on the cab skin
(all windows, except the front windshield piece,
rear cab window, and door windows).
All edges must be marked in order to apply the
adhesive properly.
N02013 4/00
Truck Cab
N2-13
Installation
Removal
1. Lift windshield wiper arms out of the way if windshield is to be replaced.
2. Starting at the lower center of the glass, pull the
glass weatherstrip locking lip out (2, Figure 2-18).
Use a non-oily rubber lubricant and a screwdriver
to to release the locking lip.
1. Glass
2. Locking Lip
N2-14
FIGURE 2-18.
3. Sheet Metal
4. Weatherstrip Material
Truck Cab
N02013 4/00
CAB COMPONENTS
WINDSHIELD WIPER
The windshield wipers are operated by a 24 volt electric motor. The wiper can be adjusted for a variable
intermittent delay or a constant low or high speed by
the switch mounted on the instrument panel.
Motor Removal
Motor Installation
1. Align motor mounting holes with cab bracket.
2. Install mounting screws and washers. Tighten
mounting screws to 16 ft. lbs (22 N.m) torque.
N03011 7/98
3. Windshield
4. Retainer
Cab Components
N3-1
Installation
1. Insert wiper arm pivot shaft (5, Figure 3-2) through
hole in windshield frame and install nut (6) and
washer (7).
2. Install cap (4). Attach linkage to pivot arm by
pressing over retainer (8) and turning retainer
clockwise until locked.
3. Install wiper arm (1) in location noted during
removal and install spring washer (3) and retaining nut (2). Tighten nut to 13 ft. lbs. (17 N.m)
torque.
4. Connect windshield washer hose.
5. Install access panel machine screws.
6. Verify proper operation and arc of wiper arm.
Reposition arm on pivot splines if blade contacts
windshield weatherstrip.
WINDSHIELD WASHER
Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab, has
a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-3) with
a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the instrument panel and is activated by pressing the knob. When the switch is activated, washing solution is pumped through the outlet
hose (3) and fed to a jet located in each of the windshield wiper arms.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump from
the control switch. If the pump is inoperable, replace it
with a new pump assembly.
Note: The pump is only available as an assembly and
cannot be repaired.
N3-2
Cab Components
3. Outlet Hose
4. Filler Cap
N03011 7/98
HEATER/AIR CONDITIONER
HEATER COMPONENTS
The heater assembly incorporates all the controls necessary for regulating the cab interior temperature;
heated air during cold weather operation, outside air
during mild temperatures and cooled, de-humidified air
during warm weather operation if the optional air conditioning system is installed.
CIRCUIT BREAKERS
Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn key switch ON and verify
circuit breaker CB31 (located on Power Distribution
Module behind operators seat) and the internal heater
circuit breaker have not opened by verifying +24VDC
is present on the junction block (24, Figure 3-5).
An engine driven freon compressor passes air conditioning system refrigerant through an evaporator coil
mounted in the same enclosure. The same blowers
used for heating move air across the evaporator to
provide cooled air through the outlet vents.
All heater and air conditioner controls are mounted on
a pod on the face of the enclosure.
FIGURE 3-4. CAB HEATER/AIR
CONDITIONER COMPONENTS
1. Enclosure
2. Heater Control Module
3. Water Control Valve
4. A/C Freon Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Coil
8. Heater Coil
N03011 7/98
Cab Components
N3-3
HEATER COIL
Test
Test
If the motor (39) does not operate at any of the speed
selections, verify battery voltage is available at the
circuit breakers (refer to electrical schematic, Section
R). If voltage is present, the motor is probably defective and should be removed and replaced.
If the motor operates at high speed, but does not
operate at reduced speed, inspect the resistors for
physical damage or an open circuit. Replace resistors
as required.
FILTER
Service
Inlet filters (6) in the heater cover and the cab access
panel need periodic cleaning to prevent restrictions in
air circulation. The recommended interval for cleaning
and inspection is 250 hours, but in extremely dusty
conditions, the filters may need daily service and inspection, especially the outer panel filter on the cab
shell. The filter elements should be cleaned with water
and dried in a dust free environment before reinstallation. Replace the filter element every 2000 hours or
sooner if inspection indicates a clogged or damaged
filter.
ACTUATORS
Three (3) linear actuators (22, Figure 3-5) are installed
inside the heater housing and are used to actuate the
flappers for the following:
Defroster outlet
Bi-level or floor outlets
Inside or outside air selection
A failure to switch one of the above modes of operation
may be caused by a faulty actuator.
N3-4
Cab Components
N03011 7/98
N03011 7/98
Cab Components
N3-5
NOTES
N3-6
Cab Components
N03011 7/98
N4-1
N4-2
N04013 12/01
INSTRUMENT PANEL
The Instrument Panel (5, Figure 4-1) includes a Center
Electronic Display Panel, and L.H & R.H. Panels/Pods
which contain a variety of switches and indicators.
N04013 12/01
N4-3
N4-4
N04013 12/01
N04013 12/01
N4-5
RADIO SPEAKERS
PAYLOAD METER
WARNING ALARM BUZZER
This alarm (11, Figure 4-1) will sound when activated
by any one of several truck functions.
Refer to INSTRUMENT PANEL AND INDICATOR
LIGHTS, for a detailed description of functions and
indicators that will activate this alarm.
WINDSHIELD WIPERS
CAB RADIO (OPTIONAL)
This panel will normally contain an AM/FM Stereo radio
(12, Figure 4-1).
Refer to Section M, Optional Equipment, for a more
complete description of the radio and its functions.
Individual customers may use this area for other purposes, such as a two-way communications radio.
N4-6
N04013 12/01
N04013 12/01
N4-7
"ON"
"OFF"
On/Off Range
On
Off
Range - F2 F6
Range - F1
Range - F2 F7
Range - F1 F2
5, 4, 3" positions - Road and load conditions sometimes make it desirable to limit the automatic up-shifting to a lower range. These positions provide more
effective retarding on grades. When the range selector
is placed in any one of these positions, the transmission will not shift above the highest gear range selected. It will also down-shift to first range when
required by grade/load/engine conditions.
When this switch is "On" and the transmission shift lever is in the "D" position, the
transmission will start out in F1". When
this switch is Off" and the transmission
shift lever is in the "D" position, the transmission will start out in F2". For all other
shift lever positions (L, F2, F3, F4, F5) the
transmission will always start out using
the "F1" gear, regardless if the "F1" switch
is "On" or "Off".
Range(s) Attainable
N4-8
N04013 12/01
Do not use this switch to stop truck, unless footoperated brake valve is inoperative. Use of this
switch applies rear oil disc service brakes at full,
unmodulated pressure!
The area beneath the passenger seat provides a cabinet for various 24 VDC electrical components. Consult
the Service Manual for service involving any of these
components.
N04013 12/01
N4-9
OPERATOR SEAT
The operators seat provides a fully adjustable cushioned ride for the drivers comfort and ease of operation.
Adjustment
The following adjustments must be made while sitting
in the seat.
1. Headrest: headrest (1, Figure 4-5) will move up,
down, fore, or aft by moving headrest to desired
position.
Installation
1. Mount seat assembly to seat riser. Install capscrews (11, Figure 4-5), lockwashers (12), flatwashers (13) and nuts (14). Tighten capscrews to
standard torque.
2. Fasten tether straps (10) to floor with capscrews
(15), flatwashers (16) and lockwashers (17).
Tighten capscrews to standard torque.
Removal
1. Remove capscrews (11, Figure 4-5) and hardware
that secures the seat base to the riser. Remove
capscrews (15) that secures tether (10) to floor.
2. Remove seat assembly from cab to clean work
area for disassembly.
N4-10
9. Seat Belt
10. Seat Tether
11. Capscrew
12. Lockwasher
13. Flatwasher
14. Nut
15. Capscew
16. Flatwasher
17. Lockwasher
N04013 12/01
The instrument panel consists of a R.H. & L.H. Control/Indicator Panel (R.H. & L.H. Pods), a Center Display Panel (gauge and monitor module, with
speedometer/tachometer module, transmission range
indicator, service/hour meter, and odometer), and a
row of control switches across the bottom of the panel.
The gauge and monitor module and speedometer
module each have a microcomputer to process and
display the signals from the sensors. Liquid crystal is
used for the display area.
N05028 1/02
N5-1
Keyswitch
The keyswitch (1, Figure 5-1) is a three position (Off,
Run, Start) switch.
OFF
Key insertion/withdrawal position
None of the electrical circuits are
energized in this position.
Turn the switch to OFF to stop the
engine.
ON
When the switch is rotated one position clockwise, it is in the Run position.
Lamp circuits and other electrical circuits (except
Start) are energized in this position.
START
With Transmission Selector
Lever in the Neutral position,
rotate keyswitch fully clockwise
to the Start position and hold
until engine starts. Start position is spring loaded to return to
Run when key is released.
NOTE: The engine start circuit is equipped with the
Cummins Engine Prelube System. A noticeable time
delay will occur (while engine lube oil passages are
being filled) before starter engagement and engine
cranking will begin. The colder the engine oil temperature, the longer the time delay will be. In addition, if
truck is also equipped with Engine Starting Aid for cold
weather starting, the Engine Prelube System should
be engaged FIRST for 5-10 seconds, or until starter is
engaged, BEFORE activating the Engine Starting Aid.
N5-2
N05028 1/02
"OFF"
"ON"
N05028 1/02
N5-3
N5-4
N05028 1/02
N05028 1/02
N5-5
N5-6
N05028 1/02
N05028 1/02
Speedometer
The digital Speedometer (12,
Figure 5-3) indicates the travel
speed of the truck in miles per
hour, or kilometers per hour.
This figure will appear momentarily when the
keyswitch is first turned On to demonstate that all
segments are working.
N5-7
Tachometer
Shift Indicator
The Shift Indicator (16, Figure 5-3) indicates the
lever position of the transmission range selector.
Fuel Gauge
The Fuel Gauge (22, Figure 5-3) indicates
the amount of fuel in the fuel tank. If there
is more than 40 gal. (150 liters) of fuel in
the tank while the engine is operating, the
green range illuminates. If there is less
than 40 gal. (150 liters) of fuel in the tank, the red range
illuminates.
F1 Start Monitor
This blue indicator (24, Figure 5-3) illuminates whenever the F1 Shift Limit switch
(on center console) is activated.
N5-8
N05028 1/02
Service Meter
The Service Meter (28, Figure 5-3) displays the total hours of operation for the
truck.The meter advances whenever the
engine is operating, even if the truck is not
moving.
Odometer
The Odometer (29, Figure 5-3) indicates the total
distance that the truck has traveled in miles or kilometers.
N05028 1/02
N5-9
Parking Brake
The Parking Brake Monitor light (8, Figure 5-4) will illuminate if the transmission
controller detects that the parking brake
is applied or that the wire between the
switch and the controller is cut or broken.
Body Float
The Body Float Monitor light (9, Figure
5-4) will illuminate if the transmission controller detects that the body is not seated
on the frame rail or that the wire from the
proximity switch and the controller is cut.
When the dump body control lever is set to any position
other than FLOAT, the Body Float Monitor lights up.
When traveling, always set the lever to FLOAT position.
Transmission Oil Temperature
The Transmission Oil Temperature Monitor light (10, Figure 5-4) will illuminate if
the transmission controller detects that
the oil temperature is over 248F (120C)
Accumulator Pre-Charge
The Accumulator Pre-Charge Monitor
light (5, Figure 5-4) will illuminate, if the
accumulator nitrogen pressure is below
850 psi (5 861 kPa). The light may also
indicate that the wire from the switch to
the transmission controller is cut or broken.
attery Charge Amps Monitor light (6, Figure 5-4) will illuminate, if the transmission
controller detects low battery current at
the R terminal of the alternator while
the engine is running or if the wire is cut.
If the monitor lamp flashes, check the charging circuit.
Maintenance Monitor
The Maintenance Monitor lamp (12, Figure 5-4) will illuminate if the PMC (Powertrain Management Controller), detects
any of the following faults:
Check Engine
The Check Engine Monitor light (7, Figure 5-4) will
illuminate if a problem occurs in the Centry engine control system. The light is
also used to display the trouble code.
(Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.)
N5-10
N05028 1/02
Crankcase Pressure
Lamp Test
The Lamp Test switch (14, Figure 5-4) is a
three position, two function switch. The switch
is spring loaded to the middle, neutral position. If depressed on the right side and held, it
is a lamp test for all of the monitor lamps except the
check engine lamp.
If the left side of the rocker switch is depressed held
the lamp test for the check engine lamp will function.
When the check engine lamp is illuminated because
of a fault in the Centry System, depress and release
the left side of the rocker switch. Wait, and the Check
Engine lamp will begin flashing the fault codes.
(Refer to CENTRY FUEL SYSTEM DIAGNOSTICS
later in this section.)
N05028 1/02
N5-11
The following components are located behind the operator and passenger seats across the back wall of the
operator cab (Refer to Figure 5-5):
This panel contains all of the electrical circuit breakers on the truck.
2. Relay Board
This panel contains relays for various electrical
circuits on the truck.
Refer to the Service/Shop Manual for specific information regarding this relay board.
3. Relay Board
This panel contains relays for various electrical
circuits on the truck.
Refer to the Service/Shop Manual for specific information regarding this relay board.
4. RCM - Retard Control Monitor
This panel controls and monitors the fully hydraulic
retarder system.
Refer to the Service/Shop Manual for specific information regarding this device.
5. TMS - Tire Management System (Optional)
This panel is a monitoring device for the truck tires
(when installed). It supplies pressure and temperature information for each tire.
Refer to the Service/Shop Manual for specific information regarding this device.
6. ASC - Automatic Suspension Controller (Optional)
This panel (when installed) controls and monitors
the Varible Rate Suspension units.
Refer to the Service/Shop Manual for specific information regarding this device.
7. ATC - Automatic Transmission Controller
This panel controls and monitors the Komatsu fully
automatic transmission. It controls the Shift schedules and Lock-up Clutch modulation and monitors
numerous other sensor inputs.
Refer to the Service/Shop Manual for specific information regarding this device.
N5-12
N05028 1/02
N05028 1/02
N5-13
N5-14
N05028 1/02
If active fault codes have been determined as described previously, refer to the Cummins Engine Centry System Troubleshooting and Repair Manual,
Bulletin No. 3666070, or contact an Authorized Repair
Location.
N05028 1/02
N5-15
NOTES
N5-16
N05028 1/02
SECTION P
LUBRICATION AND SERVICE
INDEX
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. P2-1
. P2-1
. P2-1
. P2-1
. P2-2
. P2-3
. P2-5
. P2-7
. P2-8
. P2-9
. P2-10
. P2-11
. P2-12
. P2-13
. P2-14
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. P3-1
. P3-1
. P3-4
. P3-5
. P3-5
. P3-5
. P3-6
. P3-7
. P3-7
. P3-8
. P3-10
. P3-12
. P3-13
P01016 10/00
Index
P1-1
NOTES
P1-2
Index
P01016 10/00
U.S.
Gallons
170
44.9
Cooling System:
511
135
Hydraulic System:
Refer to Hydraulic Tank Service,
page 4-10.
710
188
Fuel Tank
Diesel FuelASTM D975 No. 2 *
* Below -10C (14F) use No. 1
2120
560
Differential Case
Final Drive Case (each planetary)
300
120
79
31.7
Transmission Case:
including torque converter.
120
31.7
COOLING SYSTEM
ANTI - FREEZE RECOMMENDATIONS
(Ethlyene Glycol Permanent Type Anti-Freeze)
Percentage of
Protection
Anti-Freeze
To
10
+ 23F
5C
20
+ 16F
9C
25
+ 11F
11C
30
+ 4F
16C
35
3F
19C
40
12F
24C
45
23F
30C
50
34F
36C
55
48F
44C
60
62F
52C
Use only anti-freeze that is compatible with engine as
specified by engine manufacturer.
P02022 3/02
1. Engine Stopped:
Oil level must be visible in upper part of sight gauge
(STOP) between "H" and "L" to be sure there is
sufficient oil to safely operate transmission when
engine is stopped, or if transmission oil is cold
(engine has been stopped for 8 hours or more).
Check oil level again, as described below, when
transmission oil reaches operating temperature.
2. Engine Running:
Oil level must be visible in lower part of sight gauge
(turtle) between "H" and "L".
Check transmission oil level with:
P2-1
LUBE
KEY
LUBRICATION SPECIFICATIONS
-25o F TO + 32o F
-65o F TO -25o F
TYPE LUBRICANT
+ 32o F T0 + 90o F
ABOVE 90o F
ENGINE OIL
HYDRAULIC OIL
MIL-L-2104 C
SAE 30W
MIL-L-2104 C
SAE 30W
MIL-L-2104 C
SAE 30W
MIL-L-2104 C
SAE 30W
HYDRAULIC OIL
MIL-L-2104 C
SAE 10W *
MIL-L-2104 C
SAE 10W *
MIL-L-2104 C
SAE 30W
MIL-L-2104 C
SAE 30W
HYDRAULIC OIL
DESCRIPTION
SYM.
#0
#1
#2
#2
PTS.
LUBE
KEY
10 HR
CHECK
50 HR
100 HR
250 HR
CHANGE
CHANGE
TRANSMISSION OIL
TRANSMISSION STRAINERS
500 HR
1000 HR
LUBRICATION
CHART
2000 HR
CHANGE
CLEAN
C
CHECK
CHANGE
CLEAN
CHANGE
CLEAN
CHECK
CHANGE
10
HYDRAULIC FILTERS
11
CHANGE
12
13
DIFFERENTIAL CASE
14
CHECK
CHANGE
15
CHECK
CHANGE
16
CHANGE
CLEAN
CLEAN
CHANGE
CORROSION RESISTORS
17
PARKING BRAKE
18
CHANGE
LUBRICANT RESERVOIR
19
GREASE
CHECK
20
21
22
23
24
25
26
27
28
29
30
31
EG6631-1
INITIALS
P02022 3/02
P2-3
COMMENTS
INITIALS
DRIVE BELTS
a. Check alternator and fan belts for proper tension
and condition.
b. Inspect for alignment.
P2-4
P02022 3/02
COMMENTS
INITIALS
P02022 3/02
P2-5
COMMENTS
INITIALS
5. AIR CONDITIONER COMPRESSOR BELT Check for condition of belt and proper tension.
6. TRANSMISSION CASE BREATHERS Remove breathers, disassemble breathers remove filter element, clean in solvent. Dry with air
pressure and reassemble then reinstall.
7. HYDRAULIC TANK BREATHERS Remove breathers, disassemble breathers remove filter element.
Replace filter element, reassemble and reinstall.
8. DIFFERENTIAL CASE Check oil level. Use lube key B.
9. DIFFERENTIAL CASE BREATHER Remove breather. Wash to flush out the dirt from
inside. Reinstall after cleaning.
10. FINAL DRIVE CASE - Check oil level in R.H. and
L.H. case. Use lube key B.
11. DRIVE SHAFT - Inspect drive shafts for any abnormalities: loose joints, worn splines or bearings,
unusual vibration of shaft.
Refer to Section "C", Engine and Cooling System.
Notify the proper maintenance personnel, if any
discrepancies are found.
12. PARKING BRAKE - Measure brake pad for proper
wear and thickness.
Refer to Section "J", Brake System, for limits and
specifications. Use lube key D chart.
13. FUEL FILTER - Remove and replace two fuel filter
elements.
14. CORROSION RESISTOR - Remove and replace
four corrosion resistor elements.
P2-6
P02022 3/02
INITIALS
P02022 3/02
P2-7
1. LUBRICATING
INITIALS
P2-8
P02022 3/02
COMMENTS
INITIALS
P02022 3/02
P2-9
INITIALS
P2-10
P02022 3/02
P02022 3/02
P2-11
Installation
1. Install new element (7). Install housing (8) and
tighten.
2. Replace drain plug (10), and O-ring (9).
NOTE :
The indicator switch (2, Figure 2-3) is preset to actuate
at 35 psid (241 kPa) and is not repairable or adjustable.
If the indicator switch is inoperative, replace the complete switch. Attempting to adjust the switch is not
recommended.
P2-12
6. Bypass Valve
7. Filter Element
8. Housing
9. O-Ring
10. Plug
P02022 3/02
P02022 3/02
3. Element
P2-13
P2-14
P02022 3/02
P03013 8/00
P3-1
P3-2
Contains 3 Injectors
Contains 3 Injectors
Contains 3 Injectors
Contains 3 Injectors
Contains 5 Injectors
Contains 3 Injectors
Contains 3 Injectors
Contains 3 Injectors
Contains 4 Injectors
Contains 3 Injectors
Contains 3 Injectors
1. Grease Pump/Cylinder
2. Cylinder Pressure Gauge
3. Pressure Regulator/Solenoid Valve
4. Electrical Harness
5. Hydraulic Pressure Supply
6. Hydraulic Return to Tank
7. Reservoir / Cannister
8. Grease Supply Line
9. Vent Valve Assy.
10. Lube Injector
11. Typical Lube Injector Group
P03013 8/00
P03013 8/00
P3-3
System Operation:
1. During truck operation, with the pump and timer
systems in a rest state, a preset time interval (2.5
to 80 minutes) occurs.
2. The solid state system timer sends a 24 VDC
signal to energize SV1, and also the flasher timer
on SV2.
3. As SVI opens, the hydraulic fluid flows through the
pressure reducing valve and on to SV2.
4. The pressure reducing valve lowers hydraulic fluid
pressure to the operating range of the hydraulic
pump [maximum pressure 300 p.s.i. (2069 kPa)].
This pressure also signals the Vent Valve causing
it to close.
5. After the system pressure has been reduced, it
passes on to SV2. Each operation of SV2 moves
the hydraulic cylinder which operates the grease
pump. As SV2 turns On and Off (refer to cycle
timer/flasher below), it changes the direction of
the hydraulic cylinder movement back and forth,
thus causing a pumping action.
6. The cycle timer/flasher sends a pulsing signal, 1
second On and 1 second Off (adjustable), to
SV2. Solenoid valve SV2 directs the hydraulic
fluid to the pump at 30 cycles/minute.
7. With the vent valve closed, the pump cycles until
lubricant pressure reaches maximum pump output pressure* (pump stalls). As the grease supply
line comes to maximum pressure, the injectors
meter grease to the points of lubrication.
* WARNING: DO NOT TO EXCEED Maximum
Pump Pressure of 3500 p.s.i. (24.1 MPa).
Exceeding this value will damage components and/or cause components to rupture,
resulting in possible serious injury to any
nearby personnel.
8. After approximately 75 seconds, the Solid State
System Timer returns to the rest state, which
de-energizes SV1 solenoid valve.
9. As SV1 is de-energized, the hydraulic supply to
the pressure reducing valve and the vent valve is
shut off, causing the vent valve to open.
10. When the vent valve opens, the pressure in the
grease line is vented back to the grease reservoir
and the line pressure drops to zero (0), so the
injectors can recharge for their next output cycle.
P3-4
P03013 8/00
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the
primary or secondary lubrication lines were replaced,
it will be necessary to reprime the system to eject all
entrapped air.
NOTE: To run the grease pump when priming the lube
system, connect a jumper wire between the LUBE
SW and SOL terminals on the solid state timer.
1. Fill lube reservoir with lubricant, if necessary.
2. Remove plugs from all injector manifold dead
ends and supply lines.
3. Run grease pump until grease flows from any one
plug opening in the system. Replace plug in this
opening.
4. Repeat step 3 until all lines are full and all plugs
replaced.
NOTE: Fill each feed line with grease before connecting lines to the injector outlets and bearings. This will
prevent having to cycle the individual injectors once for
each 1.0 in. (25 mm) length of feed line between the
injector and bearing fitting.
System Checkout
To check system operation (not including timer), proceed as follows:
1. With keyswitch Off, engine stopped, and steering accumulator pressure bled down, install a
5000 PSI (35 MPa) pressure test gauge in the
grease supply line (13, Figure 3-1).
2. At the truck Hydraulic Bleeddown Manifold, disconnect the Bleeddown Solenoid. (This will prevent accumulators from bleeding down when
engine is shut down, later in step 4.)
P03013 8/00
P3-5
P3-6
P03013 8/00
d. Operating Pressure:
Minimum - 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Maximum Vent Pressure - (Recharge)
600 psi (4 137 kPa)
Injector Adjustment
The injectors may be adjusted to supply from 0.008 in3
to 0.08 in3 (0.13 cc to 1.31 cc) of lubricant per injection
cycle. The injector piston travel distance determines
the amount of lubricant supplied. This travel is in turn
controlled by an adjusting screw in the top of the
injector housing.
Turn the adjusting screw (1, Figure 3-4) counterclockwise to increase lubricant amount delivered and clockwise to decrease the lubricant amount.
When the injector is not pressurized, maximum injector
delivery volume is attained by turning the adjusting
screw (1) fully counterclockwise until the indicating pin
(8) just touches the adjusting screw. At the maximum
delivery point, about 0.38 inch (9.7 mm) adjusting
screw threads should be showing. Decrease the delivered lubricant amount by turning the adjusting screw
clockwise to limit injector piston travel. If only half the
lubricant is needed, turn the adjusting screw to the
point where about 0.19 inch (4.8 mm) threads are
showing. The injector will be set at minimum delivery
point with about 0.009 inch (0.22 mm) thread showing.
NOTE: The above information concerns adjustment of
injector delivery volume. The timer adjustment should
also be changed, if overall lubricant delivery is too little
or too much. Injector output should NOT be adjusted
to less than one-fourth capacity.
P03013 8/00
P3-7
INJECTOR OPERATION
STAGE 1.
The injector piston (2) is in its normal or
rest position. The discharge chamber (3)
is filled with lubricant from the previous
cycle. Under the pressure of incoming lubricant (6), the slide valve (5) is about to open
the passage (4) leading to the measuring
chamber (1) above the injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the passage (4), lubricant (6) is admitted to the
measuring chamber (1) above the injector
piston (2) which forces lubricant from the
discharge chamber (3) through the outlet
port (7) to the bearing.
STAGE 3.
As the injector piston (2) completes its
stroke, it pushes the slide valve (5) past the
passage (4), cutting off further admission of
lubricant (6) to the passage (4) and measuring chamber (1). The injector piston (2)
and slide valve (5) remain in this position
until lubricant pressure in the supply line (6)
is vented (relieved at the pump).
STAGE 4.
After venting, the injector spring expands,
causing the slide valve (5) to move, so that
the passage (4) and discharge chamber (3)
are connected by a valve port (8). Further
expansion of the spring causes the piston
to move upward, forcing the lubricant in the
measuring chamber (1) through the passage (4) and valve port (8) to refill the
discharge chamber (3).
Injector is now ready for the next cycle.
P3-8
P03013 8/00
P03013 8/00
P3-9
P03013 8/00
TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center. When submitting
equipment to be repaired, be sure to state the nature of the problem and indicate if a repair cost estimate is required.
POSSIBLE CAUSES
Timer malfunction.
Pump malfunction.
NOTE: On intial startup of the lube system, the timing capacitor will not contain a charge, therefore the first timing
cycle will be about double in length compared to the normal interval. Subsequent timer cycles should be as specified.
TROUBLE: Pump Will Not Prime
Low lubricant supply.
Fill Reservoir.
Pump Jammed.
Reservoir empty.
Fill Reservoir.
Pump build up not sufficient to cycle injectors. Repair/replace pump assembly. Also check pump cylinder pressure and line pressure at pump.
P03013 8/00
P3-11
POSSIBLE CAUSES
Broken gauge.
Replace gauge.
Check Timer.
Fuse blown (circuit breaker tripped) on power connection to timer, or wire is otherwise damaged.
Replace Timer.
Replace Timer.
P3-12
P03013 8/00
POSSIBLE CAUSES
TROUBLE: Timer Turns On At Intervals Two (2) To Ten (10) Times More Often Than Set Time Interval:
Electrical noise is being introduced into the power
supply to the timer overcoming suppressor capacitor
causing uncontrolled turn-on of its output relay.
Fill Procedure
1. Remove top vent plug (14, Figure 3-8).
2. Remove bottom fill plug (15).
3. Connect line from Lubricant Delivery system to
bottom fill port (15) and fill reservoir until grease
just begins to come out of top vent hole above.
4. Disconnect line from Lubricant Delivery system
and install plugs (14 & 15) previously removed.
P03013 8/00
P3-13
With engine running, lube system should activate within 5 minutes. The system should build
2000PSI within 25-40 seconds.
j. If the system is working properly, the machine
is ready for operation.
k.If the system is malfunctioning, refer to the
troubleshooting chart in the service manual.
P3-14
P03013 8/00
SECTION Q
ALPHABETICAL INDEX
A
Accelerator Pedal . . . . . . . . . . . .
Accumulator, Steering . . . . . . . . .
Accumulator, Brake . . . . . . . . . . .
Automatic Suspension System (Option)
Air Cleaners . . . . . . . . . . . . . . .
Air Conditioning System . . . . . . . .
Component Service . . . . . . . . . .
Alternator, 24VDC . . . . . . . . . . .
Antifreeze Recommendations . . . . .
Assembly, Sealants & Adhesives . . .
Automatic Lubrication System . . . . .
Axle, Rear . . . . . . . . . . . . . . . .
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D3-11
. L6-7
J3-20
D27-1
. C5-1
. M9-1
. M9-1
. D2-2
. P2-1
. A5-5
. P3-1
. G5-1
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. D2-1
. D2-1
. D2-2
D3-13
D3-13
D3-14
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. G3-1
. G3-3
. L6-1
. B3-1
. B3-4
. B3-3
. B3-3
D3-13
J3-20
. J2-1
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B
Batteries . . . . . . . . . . . . . . . .
Maintenance and Service . . . . . .
Battery Charging System . . . . . . .
Battery Control Box . . . . . . . . . .
Battery Disconnect Switch . . . . . .
Battery Equalizer . . . . . . . . . . .
Bearing, Wheel
Front, Installation . . . . . . . . . .
Front, Adjustment . . . . . . . . . .
Bleeddown Manifold Valve . . . . . .
Body, Dump . . . . . . . . . . . . . .
Body Guide . . . . . . . . . . . . . .
Body Pad . . . . . . . . . . . . . . .
Body-Up Retention Cable . . . . . .
Body-Up Sensor . . . . . . . . . . .
Brake Accumulators . . . . . . . . .
Brake Circuit . . . . . . . . . . . . .
Bleeding Procedures
Service Brakes . . . . . . . . . .
Checkout Procedure . . . . . . . .
Failure Modes Checkout Procedure
Troubleshooting . . . . . . . . . . .
Brake Cooling Valve (BCV) . . . . .
Brake Disc Wear Indicator . . . . . .
Brake, Parking . . . . . . . . . . . .
Brake Seal Assembly/Installation . .
Brakes, Wet Disc . . . . . . . . . . .
Brake Valve . . . . . . . . . . . . . .
Test and Adjustment . . . . . . . .
Q01024
J5-5
J4-5
J4-6
J4-8
J3-25
. J5-3
. J7-1
. J6-7
. J5-1
. J3-1
J3-10
Cab . . . . . . . . . . . . . . . . .
Capacities, Service . . . . . . . .
Charging Procedure
Brake Accumulators . . . . . . .
Steering Accumulators . . . . .
Suspensions . . . . . . . . . . .
Checkout Procedures
Brake Circuit . . . . . . . . . . .
Data Sheet . . . . . . . . . . .
Hoist Circuit . . . . . . . . . . .
Steering Circuit . . . . . . . . . .
Circuit Breaker Chart . . . . . . .
Console Controls . . . . . . . . .
Controllers
Powertrain Management (PMC)
Retard Control & Monitor (RCM)
Suspension (SSP) . . . . . . . .
Transmission (ATC) . . . . . . .
Cooling System, Engine . . . . . .
Cranking Motor Troubleshooting .
Cylinders
Hoist . . . . . . . . . . . . . . .
Steering . . . . . . . . . . . . . .
. . . . . N2-1
. . . . . P2-1
. . . . . J3-21
. . . . . L6-10
. . . . . H4-2
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. J4-1
J4-13
L10-5
L10-1
D3-3
N4-7
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D23-1
D26-1
D27-1
D24-1
C3-1
D2-18
. . . . . L8-11
. . . . . L6-11
D
DAD (Data Acquisition Device)
Decks . . . . . . . . . . . . . . .
Differential Assembly . . . . . .
Differential Pressure Switch . .
Drive Line Adapter . . . . . . . .
Drive Shafts . . . . . . . . . . .
Dump Body . . . . . . . . . . . .
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D32-1
B2-2
G5-3
. J3-9
C4-5
F5-1
B3-1
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R1-1
D25-1
D22-6
C4-1
A2-3
E
Electrical System Schematic .
Electronic Display Panel (EDP)
Emergency Truck Operation .
Engine . . . . . . . . . . . . .
Engine Specifications . . . . .
Alphabetical Index
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.
.
Q1-1
G
Grille & Hood . . . . . . . . . . . . . . . . .
B2-2
H
Heater/Air Conditioner . . . . .
Actuators . . . . . . . . . . . .
Coil . . . . . . . . . . . . . . .
Fan Motor and Speed Control .
Hoist Circuit Operation . . . . .
Hoist Pilot Valve . . . . . . . . .
Hoist Cylinders . . . . . . . . . .
Hoist Relief Valve (Adjustment)
Hoist Valve . . . . . . . . . . . .
Hood . . . . . . . . . . . . . . .
Hub, Wheel . . . . . . . . . . . .
Hydraulic System
Brake Cooling Circuit Pump . .
Filters . . . . . . . . . . . . . .
Hoist Circuit Pump . . . . . . .
Strainers . . . . . . . . . . . .
Schematic . . . . . . . . . . .
Steering/Brake Pump . . . . .
System Flushing Procedure . .
Tank . . . . . . . . . . . . . . .
Troubleshooting
Steering System . . . . . . .
Q1-2
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N3-3
N3-4
N3-4
N3-4
. L7-1
. L8-8
L8-11
L10-5
. L8-1
B2-1
G3-1
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.
L3-6
L9-1
L3-6
L3-3
R1-1
L6-16
. L3-5
. L3-1
L
Ladders . . . . . . . . . . . . . . . . . . . . B2-2
Lubrication and Service . . . . . . . . . . . P2-1
Lubrication Chart . . . . . . . . . . . . . . . P2-2
Lubrication System, Automatic . . . . . . . P3-1
M
Maintenance Information Screens
MOM . . . . . . . . . . . . . . . .
Metric Capscrews, Torque Chart .
Metric Conversion Chart . . . . . .
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D32-3
D30-1
. A5-6
A5-1, 8
N
Nitrogen Specifications
. . . . . . . . . . . H4-1
O
Oiling and Charging Procedure,
Operator Controls . . . . . . .
Optional Equipment
Air Conditioning System . . .
Cab Radio . . . . . . . . . . .
Fire Control Systems . . . . .
Fuel, Quick Fill . . . . . . . .
Payload Meter II . . . . . . .
3-Mode Suspension Control .
Traction Control (ASR) . . . .
Susp.. . . . H4-1
. . . . . . . N5-1
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. . . . M9-1
. . . M27-1
. . . . M2.3
. . . . M5-1
. . . M20-1
D27-1, H2-4
. . . D26-1
P
Panhard Rod . . . . . . . . . . . . . . .
Parking Brake . . . . . . . . . . . . . . .
Pedal
Accelerator . . . . . . . . . . . . . . .
Brake . . . . . . . . . . . . . . . . . .
Plates, Warning and Caution . . . . . .
Planetary Assemblies . . . . . . . . . .
Powertrain Management Control System
Fault Codes, PMC System . . . . . . .
Pressure Control Adjustment, Pump . .
Pump, Hoist System . . . . . . . . . . .
Pump, Steering/Brake System . . . . .
. . G4-3
. . J7-1
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D3-11
. J3-1
. A4-1
. G6-1
D22-1
D22-8
L10-2
. L3-6
L6-16
. . . . . . L6-26
Alphabetical Index
Q01024
R
Radiator . . . . . . . . . . . . . . .
Real Time Data Tables . . . . . . .
Rear Axle Assembly . . . . . . . .
Rear Suspension . . . . . . . . . .
Rear Tire and Rim . . . . . . . . .
Relay Boards . . . . . . . . . . . .
Relay Valve . . . . . . . . . . . . .
Retard Control and Monitor (RCM)
Retarder Control Lever . . . . . . .
Rims . . . . . . . . . . . . . . . . .
Rock Ejectors . . . . . . . . . . . .
T
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. C3-1
D34-1
. G5-2
. H3-1
. G2-3
. D3-9
J3-15
D26-1
J3-26
. G2-4
. B3-4
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. A3-1
D2-11
N4-10
. P2-1
S
Safety Rules . . . . . . . . . . . . .
Starter, 24VDC . . . . . . . . . . .
Seat, Operator . . . . . . . . . . .
Service Capacities . . . . . . . . .
Solenoid
Bleeddown . . . . . . . . . . . . .
Special Tools . . . . . . . . . . . .
Specifications
Sealants & Adhesives . . . . . . .
Suspension Oil . . . . . . . . . .
Nitrogen . . . . . . . . . . . . . .
Hydraulic Oil . . . . . . . . . . . .
Lubrication Chart . . . . . . . . .
Truck . . . . . . . . . . . . . . . .
Spindle, Front Wheel Hub . . . . .
Steering
Accumulator Charging Procedure
Circuit Test Procedure . . . . . .
Control Valve . . . . . . . . . . .
Cylinders . . . . . . . . . . . . . .
Troubleshooting . . . . . . . . . .
Wheel & Controls . . . . . . . . .
Storage Instructions
Engine . . . . . . . . . . . . . . .
Transmission . . . . . . . . . . .
Strainer, Hydraulic Tank . . . . . .
Suspension A-Frame . . . . . . . .
Suspension
Front . . . . . . . . . . . . . . . .
Rear . . . . . . . . . . . . . . . .
Q01024
. . . . . L4-2
. . . . . M8-1
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. A5-5
H4-1
. H4-1
. P2-1
. P2-2
. A2-3
. G3-1
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L6-10
L10-1
. L5-1
L6-11
L6-26
. N4-2
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. A7-9
A7-11
. L3-3
. G3-4
. . . . . H2-1
. . . . . H3-1
Tank
Fuel . . . . . . . . . . . . . . . . . . .
Hydraulic . . . . . . . . . . . . . . . .
Tires and Rims
Front . . . . . . . . . . . . . . . . . .
Rear . . . . . . . . . . . . . . . . . . .
Tools, Special . . . . . . . . . . . . . .
Torque Converter . . . . . . . . . . . .
Torque Tables
Metric Capscrews . . . . . . . . . . .
Standard . . . . . . . . . . . . . . . .
12-Point Capscrews (Grade 9) . . . .
Transmission . . . . . . . . . . . . . . .
Oil Cooler . . . . . . . . . . . . . . . .
Range Selector . . . . . . . . . . . . .
Sensors & Switches . . . . . . . . . .
Transmission Controller (ATC) . . . . .
Troubleshooting
Brake System . . . . . . . . . . . . .
Hoist System . . . . . . . . . . . . . .
MOM . . . . . . . . . . . . . . . . .
PMC System . . . . . . . . . . . . . .
PMC Controller . . . . . . . . . . .
Retard and Control Monitor Controller
Suspension Controller . . . . . . .
Transmission Controller . . . . . . .
Steering Circuit . . . . . . . . . . . . .
Transmission/Torque Converter . . . .
. . B4-1
. . . L3-1
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.
. G2-1
. G2-3
. M8-1
. F2-2
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. A5-2
. A5-6
. A5-6
. F2-8
. F3-1
. F6-4
. F6-5
. D24-1
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. . J4-8
. L3-15
D30-11
. D22-3
. D23-7
. D26-2
. D27-6
. D24-6
. L6-26
. F6-14
V
Valves
Bleeddown Solenoid . . . . . . . . . . .
Brake . . . . . . . . . . . . . . . . . . .
ECMV . . . . . . . . . . . . . . . . . . .
Flow Amplifier . . . . . . . . . . . . . .
Hoist . . . . . . . . . . . . . . . . . . .
Hoist Pilot . . . . . . . . . . . . . . . . .
Hoist Relief, Adjustment . . . . . . . . .
Hoist Power-down Spool Limit Solenoid
Hoist Power-up Spool Limit Solenoid . .
Pressure Compensator, Adjustment . .
Relay . . . . . . . . . . . . . . . . . . .
Steering Control . . . . . . . . . . . . .
Torque Converter Relief . . . . . . . . .
Torque Converter Regulator . . . . . . .
Transmission Control . . . . . . . . . .
Alphabetical Index
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.
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.
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.
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.
. L4-2
. J3-1
F2-14
. L4-4
. L8-1
. L8-8
L10-5
. L7-4
. L7-4
L10-2
J3-15
. L5-1
F2-5
F2-6
F2-11
Q1-3
W
Weights (Truck) . . . . . .
Wheel Bearing Adjustment
Front Wheel . . . . . . .
Front Wheel Bearing Seal
Wheel Hub and Spindle . .
Q1-4
. . . . . . . . .
A2-4
. . . . . . . . . G3-1
Adjustment . . G3-3
. . . . . . . . . G3-1
Alphabetical Index
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G2-2
G2-3
N2-4
N3-2
N3-1
Q01024
SECTION R
SYSTEM SCHEMATICS
INDEX
R01030 10/01
530M Schematics
R1-1
NOTES
R1-2
530M Schematics
R01030 10/01