Maintenance Manual: Thdc / Thdcp - 954 / 955 / 974

Maintenance Manual

THDC / THDCP - 954 / 955 / 974

DEATH OR SERIOUS INJURY MAY RESULT FROM IMPROPER OPERATION OF THIS MACHINE

D OPERATOR MUST BE TRAINED AND KNOWLEDGEABLE OF THE OPERATOR’S GUIDE, SAFETY MANUAL, AND OSHA STANDARD SECTION 29 CFR 1910.178 FOR POWERED INDUSTRIAL TRUCKS.

D CAPACITY IS WITH MAST IN VERTICAL POSITION AND LOAD RETRACTED.

D CAPACITY GREATLY DECREASES WITH TILTING, HIGH LOAD LIFTING, ACCELERATION, BRAKING, SHARP TURNING, HIGH WIND VELOCITY, AND POOR YARD CONDITIONS.

D TILT (MAST AND LOAD OUT) ONLY WHEN LOAD IS OVER A STACK.

D VISIBILITY MAY BE IMPAIRED BY STRUCTURAL

DESIGN. (ALWAYS LOOK IN DIRECTION OF TRAVEL; DO NOT RELY ON MIRRORS.)

D DO NOT OPERATE WITH BYSTANDERS PRESENT. D ALWAYS TRAVEL WITH LOAD IN LOWEST POSSIBLE POSITION THAT ALLOWS GOOD VISIBILITY.

D ALWAYS WEAR SEAT BELT WHILE MACHINE IS IN OPERATION.

D DO NOT ATTEMPT TO JUMP FROM MACHINE IN EVENT OF TIP OVER. REMAIN SEATED WITH SEAT BELT FASTENED.

TAYLOR MACHINE WORKS, INC. 650 NORTH CHURCH AVENUE LOUISVILLE, MISSISSIPPI 39339-2017

3374 715

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

CAUTION Observe The Following Precautions For Maximum Safety Of Machine Operation 1. Only trained and responsible operators shall be permitted to handle loads with this truck. 2. Operate the truck from the operator’s seat only. Do not allow riders. 3. Test hydraulic controls for proper response before using the machine. 4. Know your load. Do not attempt to lift or transport loads in excess of rated capacity. 5. When the load obstructs the view, operate the truck in the reverse range. 6. Do not stand or work under an elevated load. 7. Transport the load low and tilted back. 8. Avoid sudden stops with a load. 9. Center the load to evenly distribute the weight. 10. Back down a ramp in excess of 10 percent when loaded. 11. Do not move the truck until the air system reaches recommended pressure. Air pressure is required for the service brakes. 12. Have defects repaired immediately. Do not operate a truck with damaged or defective systems. 13. When leaving truck, lifting mechanism shall be fully lowered, controls shall be neutralized, power shut off, parking brake set, and key removed. Block wheels if on incline.

LIMITED WARRANTY Products manufactured by Taylor Machine Works, Inc. (“Taylor”) and sold are warranted by Taylor to be free from defects in material and workmanship, under normal use and service, when Taylor products are operated at or below rated capacity* in accordance with operating instructions. This warranty is limited to repair or replacement, (as Taylor may elect, and at an establishment authorized by Taylor) of such parts as shall appear to Taylor upon inspection to have been defective in material or workmanship. This warranty period shall begin on the delivery date of the product to the Purchaser and end on the earlier of twelve (12) months or two thousand (2000) hours. During the first six (6) months or one thousand (1000) hours, Taylor will provide genuine Taylor parts, labor, and travel time to replace or repair any part furnished by Taylor and found to be defective in material and workmanship. If a defect in material and workmanship is found during the first six (6) months and/or one thousand (1000) hours whichever occurs first of the warranty period, Taylor will replace lubricating oil, filters, antifreeze, and other service items made unusable by the defect. In the second six (6) months and/or second one thousand (1000) hours after the delivery date of the truck, Taylor will approve parts only. Only genuine Taylor parts provided by Taylor’s Sudden Service, Inc. will be used during the warranty period.

THE FOLLOWING ITEMS ARE NOT COVERED BY THIS WARRANTY: 1. Normal maintenance services and parts or supplies used therein including, without limitation, engine tune-up, wheel alignment, brake and linkage adjustment, lubrication services, tightening and adjusting such as bolts, screws, hoses, fittings, etc., replacement of fuses, bulbs, filters, tune-up parts, fluids and brake and clutch linings, glass; shop supplies such as rags, oil dry, hand soaps, degreasers, cleaning solutions including brake clean, etc.; and adjustments which are a part of the required or recommended predelivery inspection and periodic inspections in accordance with Operator’s Manual. Electrical components including wiring will be excluded after the first six (6) months or one thousand (1000) hours whichever occurs first. 2. Normal deterioration of appearance due to use and exposure; or conditions resulting from misuse, negligence, or accident. 3. Any product on which any of the required or recommended periodic inspections or services have not been made. 4. Any parts or accessories, installed on the product which were not manufactured or installed by Taylor whether or not such parts or accessories were selected, recommended or installed by Taylor (including without limitation, engines, tires, batteries, air conditioners, air dryers, etc.). Such parts or accessories shall be covered by the warranties given by the manufacturers thereof and any claim thereof shall be made to such manufacturers. 5. Loss of time, inconvenience, loss of equipment use, other consequential damages or other matters not specifically included. Taylor parts and assemblies which are furnished and installed under this warranty are themselves within the coverage of the machine warranty and are covered only for the duration of the original machine warranty period.

NOTE:

All International warranty parts shipments are F.O.B. point of debarkation, duties, tariffs, or local taxes excluded.

This warranty is expressly in lieu of any other warranties, expressed or implied, including any warranty of merchantability or fitness for a particular purpose. Replacement parts are warranted for ninety (90) days to be free from defects in material or workmanship. Parts only, no labor. Taylor Machine Works, Inc. does not authorize any person to create (for Taylor) any other obligation or liability in connection with Taylor products. *For example, a machine rated capacity at any stipulated load center is the rated lift capacity at less than load center. That is, a machine rated at 20,000 pounds at 24-inch load center connotes 20,000 pounds is the maximum lift capacity even though the load center may be less than 24-inches. Subjecting Taylor products to conditions or loads exceeding those stipulated is justification for immediate cancellation of warranty for products involved.

TAYLOR MACHINE WORKS, INC. 650 North Church Avenue Louisville, Mississippi 39339 (662) 773-3421 / Fax 662-773-9146 TMW-057-3 (7/99)

Introduction This manual is to be used as a guide for lubrication and maintenance as well as general equipment care. A separate section is provided to discuss each major component or system. This method of presenting the maintenance instructions enables Taylor Machine Works, Inc. to assemble a maintenance manual with explicit instructions on the exact equipment installed on the machine. No single rule in the booklet can be followed to the exclusion of others. Each rule must be considered in light of the other rules, the knowledge and training of the man (operator), the limitations of the machine, and the workplace environment. Warnings and cautions are included to reduce the probability of personal injury, when performing maintenance procedures which if improperly performed could be potentially hazardous. Failure to comply with these warnings and cautions can result in serious injury and possible death. All circumstances and conditions under which service will be performed cannot be anticipated. Do not perform any service if you are unsure that it can be done safely. Contact your Taylor Dealer or Taylor Machine Works, Inc. if you have questions about the proper service techniques. WARNING: Operating this powered industrial truck when it is in need of repair can result in death or serious injury to the operator or other personnel or cause severe property damage. Machine checks must be performed daily: 1. before the machine is placed in service, 2. by qualified, trained, and skilled personnel who have proper tools and knowledge, and 3. in accordance with the Operator’s Guide, Maintenance Manual and Safety Check booklet.

Maintenance Manual Operators Guide

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Regularly Scheduled maintenance, lubrication, and safety inspections will help ensure a safe and productive work life for the machine and the operator(s). WARNING: Do not operate the truck if it is in need of repair. Remove the ignition key and attach a “Lock-out” tag. WARNING: Do not attempt to perform maintenance procedures unless you have been thoroughly trained and you have the proper tools.

THDC-954 - 955 (6/99) THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Intro

WARNING: Use only genuine Taylor replacement parts. Lesser quality parts may fail, resulting in property damage, personal injury or death. Maintenance and / or service personnel who find it necessary to operate this machine, even for a short period of time, must fully understand all operational literature including:

• OSHA operating rules found in 29 CFR 1910.178; Appendix A in Safety Check • ANSI B56.1 rules for operating a powered industrial truck; Appendix B in Safety Check • The Operator’s Guide for the machine • The manufacturer’s Safety Booklet • The manufacturer’s Safety Video • The manufacturer’s Service Bulletins • The content and meaning of all machine decals WARNING: Know how to avoid slip and fall accidents such as those described in the Slip and Fall Accidents Section of Safety Check.

Intro

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Safety

Safety First Important Safety Instructions Observe these rules. They are recognized as practices that reduce the risk of injury to yourself and others, or damage to the container handling truck or load. This manual contains maintenance and service procedures for filling, lubricating, removing, repairing, and installing various components comprising a container handling truck. Because of the size and weight of the container handling truck, and high pressures in some of the components and systems, improperly performing service on the truck can be dangerous. Warnings and cautions are included to reduce the probability of personal injury, when performing maintenance procedures which if improperly performed could be potentially hazardous. Failure to comply with these warnings and cautions can result in serious injury and possible death. No single rule in the booklet can be followed to the exclusion of others. Each rule must be considered in light of the other rules, the knowledge and training of the man (operator / maintenance), the limitations of the machine, and the workplace environment. Report all mechanical problems to mechanics and supervisors. Proper Training: Taylor Machine Works, Inc. publishes Safety Check, TMW-072 a booklet citing some safety precautions to observe during lift truck operation. One copy is shipped with each lift truck; additional copies are available at a nominal fee from the authorized Taylor dealer from which the equipment was initially purchased. Minimum Required Personnel Safety Equipment 1. Hard Hat 2. Safety Shoes 3. Safety Glasses 4. Heavy Gloves 5. Hearing Protection 6. Reflective Clothing Failure to follow the safety precautions outlined in this manual can create a dangerous situation. Some of the common ways this can occur are as follows:

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1. Use of hoisting devices not capable of supporting the weight of the component being lifted. 2. Improper attachment of slings to heavy components being hoisted. 3. Use of inadequate or rotten timbers for support or improper alignment of supporting material. 4. Failure to securely block the wheels, when disconnecting or removing components that hold the container handling truck stationary under normal conditions. 5. Failure to read and understand the safety precautions in this manual. WARNING: Know how to avoid accidents such as those described in the Maintenance / Service Accidents Section of Safety Check: Some Maintenance / Servicing Accidents Listed below: 1. Improperly refueling the truck. 2. Improperly checking for hydraulic leaks or diesel fuel leaks. 3. Improperly checking the engine cooling system. 4. Improperly checking battery fluid levels or “jump” starting engines. 5. Putting air in a multi-piece tire and rim assembly without proper tools and training. 6. Attempting to service a multi-piece tire and rim assembly without proper tools and training. 7. Using an improperly suited chain while performing maintenance. 8. Using the container handling truck hydraulic system as a substitute for a fixed stand. 9. Relying on jacks or hoists to support heavy loads. 10. Operating a truck that is damaged or in need of repair. 11. Climbing on the mast of a forklift, on the top of the cab, or other high places on the container handling truck. 12. Operating a container handling truck which has been modified without the manufacturer’s approval. This includes the attachment, counterweight, tires, etc.

Safety-1

13. Lifting people with a forklift not properly equipped for elevating personnel. 14. Improperly using chains. 15. Improperly blocking and supporting mast, carriage, or attachment before repairing truck. Maintenance / Service Personnel: 1. Keep the truck clean, free of oil, grease and fuel. 2. Steam clean / wash the truck prior to performing maintenance. Wear anti-slip footwear when performing maintenance procedures. 3. Use OSHA approved ladders and other proper cleaning accessories to access hard to reach maintenance places. 4. Keep gratings free of ice, dirt and gravel. 5. Regularly inspect and replace anti-slip mastic on the vehicle as needed. 6. Ensure all safety decals are in place on the vehicle.

WARNING: Use only genuine Taylor replacement parts. Lesser quality parts may fail, resulting in property damage, personal injury or death.

WARNING: Remove all rings, watches, chains, other jewelry, and all loose clothing before working around moving parts!

WARNING: Wear proper hand and eye protection when searching for leaks. Use wood or cardboard instead of hands.

WARNING: Do not operate the vehicle or attempt to perform maintenance on the vehicle while under the influence of alcohol, drugs, or any other medications or substances that slow reflexes, alter safe judgement, or cause drowsiness.

WARNING: Under no circumstances, without prior written approval from Taylor Machine Works, Inc. Engineering Department, should the container handling truck be modified, i.e. adding of additional counterweights. As per OSHA 29 CFR1910.178 (a) (4).

equipment. Under no circumstances should any attempt be made to disconnect or in any way render any of these devices inoperable. If you discover that any safety device is malfunctioning, Do Not operate the truck; notify appropriate maintenance personnel immediately.

WARNING: Keep all hydraulic components in good repair. WARNING: Relieve pressure on the hydraulic system before repairing or adjusting or disconnecting.

Container Handling Truck Lock-out / Tag-out: WARNING: Never park the container handling truck on an incline. Always park the container handling truck on a level surface; otherwise, the lift truck could possibly roll resulting in possible injury to personnel or damage to the truck or other property. WARNING: Maintenance and service personnel should never operate this lift truck unless they are thoroughly familiar with Safety Check, TMW-072 and the Operator’s Guide for this lift truck. WARNING: Electrical, mechanical, and hydraulic safety devices have been installed on this container handling truck to help protect against personal injury and / or damage to

Safety-2

The engine should be locked-out / tagged-out to prevent it from being inadvertently started before performing maintenance or repairs. The battery should be locked-out / tagged-out to prevent accidental activation of the starter and possible starting the engine. Refer to Lock-Out / Tag-Out Procedure in the back of this section for the procedures to be followed to perform lock-out / tag-out. WARNING: Turn the engine off and remove the ignition key before entering the tire pivot area to prevent death or serious injury from pivoting tires. WARNING: Deflate tires before removing (the tires). Always remove the valve core and

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

exhaust all air from a single tire and both tires of a dual assembly prior to removing any rim components or wheel components such as nuts and rim clamps. Run a piece of wire through the valve stem to make sure the valve stem is not damaged or plugged and all air is exhausted.

Traveling: Start, stop, change direction and travel smoothly. Slow down while turning. Obstructions And Clearances: Watch end clearances and overhead obstructions.

WARNING: Serious falls and injuries can result from improper mounting or dismounting of the container handling truck.

WARNING: Do not release the parking brake or attempt to move the container handling truck if the air pressure gauge indicates that the air pressure is below 100 psi.

Mounting and Dismounting: 1. Face the container handling truck when getting on or off the truck. 2. One hand and two feet or two hands and one foot must be in contact with the truck at all times (3 point contact). 3. Use handrails and other grab points.

WARNING: Make sure all ground personnel know the rules and responsibilities set by your employer. Make sure they know what you are going to do and be sure they are clear of the area before you move the container handling truck.

WARNING: Do not start the engine if the ignition switch, or engine control panel has been locked-out / tagged-out by maintenance personnel. Doing so can result in personal injury and / or damage to the equipment. If in doubt, contact the maintenance supervisor. WARNING: If maintenance requires running the engine indoors, ensure the room has adequate flow-through ventilation! WARNING: Never operate the container handling truck without proper instruction. Ignorance of operational characteristics and limitations can lead to equipment damage, personal injury, or death. WARNING: Do not operate the container handling truck without the seat belt properly and securely fastened. WARNING: Operating instructions, warnings, and caution labels are placed on the container handling truck to alert personnel to dangers and to advise personnel of proper operating procedures (of the lift truck). Do not remove or obscure any warning, caution, danger, or instructional sign or label.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

WARNING: Cameras are not substitutes for looking in the direction of and keeping a clear view of the path of travel. Never use them as substitutes, Always look in the path of travel. WARNING: Total reliance on electrical aids can be dangerous. The responsibility for safe operation of the container handling truck shall remain with the operator who shall ensure that all warning and instructions provided are fully understood and observed. WARNING: Do not operate the container handling truck until both forward and reverse travel paths are clear. Do not operate the truck with bystanders present. WARNING: Do not move the container handling truck until the surrounding area has been checked and is clear of personnel and obstructions. WARNING: Always look in the direction of travel and keep a clear view of the path of travel; slow down and sound the horn at cross aisles and other locations where vision may be obscured.

Safety-3

WARNING: This equipment is not electrically insulated. Contact with electricity can cause severe injury or death. Electrocution can occur without direct contact. Do not operate this container handling truck in areas with energized power lines or a power supply. Check local, state and federal safety codes for proper clearance. Use a groundman to ensure that there is proper clearance. WARNING: Do not allow anyone on the container handling truck during operation. WARNING: Do not move the container handling truck onto a surface or area that has not been approved for container handling truck operation. The container handling truck is heavy and could possibly break through an insufficient surface and cause damage to the truck or injury to personnel. WARNING: Do not operate the container handling truck over potholes and debris. Clear the yard of obstructions. WARNING: Avoid sudden starts and stops. WARNING: Serious falls or injuries can result from riding on the container handling truck! Do not ride on the container handling truck.

WARNING: Stacks of containers or materials can cause “blind spots” for the operator. It is essential, for safe operation, that the ground crew stay clear of “blind spots” and stay within sight of the operator at all times. Do not allow anyone to walk in the travel aisleways. WARNING: Do not move or lift container until all four twistlocks are fully locked (green container light illuminated). The container could fall from the attachment causing death or serious injury to ground personnel or physical damage to the container, container handling truck or other yard equipment. WARNING: Do not lift a loaded container that exceeds the rated capacity of the container handling truck. Failure to do so, may result in death, personal injury or damage to the container handling truck. WARNING: Do not handle unstable loaded containers. If the load shifts in the container, stop the truck immediately, lower the container and adjust the side shift until load weight is centered and properly held. If the load shift is too great for adjustment with side shift, lower the container and rearrange the load before attempting to move the container. WARNING: Never move containers over personnel or vehicles.

Handling Loads: WARNING: If any abnormal operating condition occurs while operating the container handling truck, move the truck to a safe parking area, if possible; when safe to do so, shut down the truck and notify the appropriate maintenance personnel. WARNING: Do not allow anyone near the container handling truck - certainly not walking or standing under or beside the container or lifting mechanism.

Safety-4

WARNING: Do not back away from a rack or stack without complete release of the container. Failure to do so, may result in death or serious bodily injury and property damage caused by dropping a container on the truck, a bystander or on the ground. WARNING: Position the container before traveling to eliminate interference with visibility in the direction of travel. WARNING: Use care when traveling with or without a container.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

WARNING: Never leave the container handling truck with a container suspended. The load could inadvertently lower and cause serious injury or death. WARNING: Be exact in load placement. Make sure the load will not tilt, fall or slide out of position when released. Personal injury or equipment damage can result from unstable placement of loads. WARNING: Do not unlatch a container until you, the operator, have determined that it is safe to do so. Never unlatch a container that is not positioned securely; the container could shift or fall. WARNING: Do not back away from a rack or stack with a container until it is clear of the container below it. Failure to do so, may result in death or serious bodily injury and property damage caused by dropping a container on the truck, a bystander or on the ground. Battery Safety: WARNING: Lighted smoking materials, flames, arcs, or sparks may result in battery explosion. 1. Keep all metal tools away from battery terminals. 2. Batteries contain sulfuric acid which will burn skin on contact; wear rubber gloves and eye protection when working with batteries. 3. Flush eyes or wash skin with water and seek medical attention immediately in case of contact. 4. When jump starting: a. Do not lean over the battery while making connection. b. First, connect the positive (+) terminal of the booster battery to the positive (+) terminal of the discharged battery. c. Then, connect the negative (-) terminal of the booster battery to the engine or body ground (-). Never Cross Polarity of Terminals. d. Disconnect cables in exact reverse order.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Lock-Out / Tag-Out Procedure

Purpose. This procedure establishes the minimum requirements for lock-out / tag-out of energy sources that could cause injury to personnel. All employees shall comply with the procedure. Responsibility. The responsibility for seeing that this procedure is followed is binding upon all employees. All employees shall be instructed in the safety significance of the lock-out / tag-out procedure by (designated individual). Each new or transferred affected employee shall be instructed by (designated individuals) in the purpose and use of the lock-out / tag-out procedure. Preparation for Lock-Out / Tag-Out. Employees authorized to perform lockout / tagout shall be certain as to which switch, valve, or other energy isolating devices apply to the equipment being locked out / tagged out. More than one energy source (electrical, mechanical, or others) may be involved. Any questionable identification of sources shall be cleared by the employees with their supervisors. Before lock-out / tag-out commences, job authorization should be obtained. Sequence of Lock-Out / Tag-Out Procedure 1. Notify all affected employees that a lock-out / tag-out is required and the reason therefor. 2. If the equipment is operating, shut it down by the normal stopping procedure. 3. Operate the switch, valve, or other energy isolating device so that the energy source(s) (electrical, mechanical, hydraulic, etc.) is disconnected or isolated from the equipment. Stored energy, such as that in capacitors, springs, elevated crane members, rotating flywheels, hydraulic systems, and air, gas, steam, or water pressure, etc. must also be dissipated or restrained by methods such as grounding, repositioning, blocking, bleedingdown, etc. 4. Lock-out / tag-out the energy isolating devices with an assigned individual lock / tag. 5. After ensuring that no personnel are exposed and as a check on having disconnected the energy sources, operate the push button or other normal operating controls to make certain the equipment will not operate. CAUTION: Return operating controls to neutral after the test.

Safety-5

6. The equipment is now locked out / tagged out. Restoring Equipment to Service 1. When the job is complete and equipment is ready for testing or normal service, check the equipment area to see that no one is exposed. 2. When equipment is all clear, remove all locks / tags. The energy isolating devices may be operated to restore energy to equipment. Procedure Involving More Than One Person. In the preceding steps, if more than one individual is required to lock-out / tag-out equipment, each shall place his own personal lock / tag on the energy isolating device(s). One designated individual of a work crew or a supervisor, with the knowledge of the crew, may lock-out / tag-out equipment for the whole crew. In such cases, it shall be the responsibility of the individual to carry out all steps of the lock-out / tag-out procedure and inform the crew when it is safe to work on the equipment. Additionally, the designated individual shall not remove a crew lock / tag until it has been verified that all individuals are clear. Rules for Using Lock-Out / Tag-Out Procedure. All equipment shall be locked out / tagged out to protect against accidental or inadvertent operation when such operation could cause injury to personnel. Do not attempt to operate any switch, valve, or other energy isolating device bearing a lock / tag.

Safety-6

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Major Components Locations

MAST (Section 27)

ATTACHMENT (Section 29)

LIFT CYLINDER (Section 22) TILT CYLINDER (Section 22) CAB (Section 20)

STEER AXLE (Section 13)

FUEL TANK (Section 2)

HYDRAULIC TANK (Section 22)

RADIATOR (Section 5) ENGINE (Section 1) TRANSMISSION (Section 9) DRIVE AXLE (Section 14)

DRIVE SHAFT (Section 11)

NOTE: All circuit drawings illustrate the components in de-energized states. Circuit drawings and illustrations are drawn in the position of the operator facing forward, looking toward the mast assembly.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1-2

(Rev. 11/94)

Contents Maintenance Manual

Section Introduction Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Transmission Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9A Transmission Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9C Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Steer Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Drive Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Brake Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Wet Disc Brakes Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15C Air Dryer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15D Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Tires and Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20A Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20H Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Cab Tilt System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22D Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22E Mast Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Container Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Appendices

Section 1 Engine

OIL DIPSTICK OIL FILLER CAP

OIL FILTER ELEMENT WASHER DRAIN PLUG

Illustration 1-1. Cummins QSM11-C330 Engine Service Points Introduction. This engine is pressure lubricated, generating 330 horsepower at 2100 governed rpm and delivering 1170 ft-lbs of peak torque at 1400 rpm. Oil pressure is supplied by a gear-type lubricating oil pump and controlled by a pressure regulator. The filter bypass valve ensures that a supply of oil, in the event the filter becomes plugged, is present. One full flow oil filter is incorporated in the lubricating system to provide maximum cleansing and filtration of the engine lubricating oil. If additional engine information is needed, refer to the engine operation and maintenance manual supplied with the truck. Checking the Lubricating Oil (Illustration 1-1). The engine lubricating oil should be checked daily

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

on the oil dipstick to ensure the engine has the proper amount of oil for operation. Changing the Oil and Filter Element (Illustration 1-1). The engine lubricating oil should be changed monthly or every 250 hours, whichever comes first. The oil filter should be replaced each time the engine oil is changed. Refer to the Fuel and Lubricant Specifications chart in the back of this manual for the proper grade of oil to use. WARNINGS: S Park machine on a level surface, apply parking brake, block wheels and Lock Out & Tag Out while servicing machine.

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S Avoid touching exhaust components while changing the oil for severe burns could occur. S Some state and federal agencies in the United States have determined that used engine oil can be carcinogenic and can cause reproductive toxicity. Avoid inhalation of vapors, ingestion and prolonged contact with used engine oil. CAUTIONS: S Dispose of oil and filter in accordance with federal and local regulations. S Do not use a strap wrench to tighten the oil filter. Mechanical over-tightening may distort the threads or damage the filter gasket. S Never operate the engine with the oil level below the ADD mark or above the FULL mark on the oil dipstick. S Do not use excessive amounts of starting fluid when starting the engine. The use of too much starting fluid will cause engine damage.

8. Remove the oil fill cap and fill crankcase with oil to the FULL mark on the oil dipstick (see Illustration 1-1). 9. Start the engine and allow to idle. Visually check the drain plug and oil filter for leaks. 10. Shut down the engine and wait approximately 5 minutes for the oil to drain back into the oil pan. When the engine has cooled, recheck the oil level and add oil as necessary to bring the oil level to the FULL mark on the oil dipstick.

1. Operate the engine until the water temperature reaches 140˚F and then shut off the engine. 2. Place a suitable container under the drain plug of the oil pan. Remove the drain plug and washer to drain the oil. Replace washer if damaged. 3. When the oil has completely drained, reinstall the washer and drain plug. Apply a torque of 65 ft-lbs of torque to tighten the drain plug. 4. Unscrew the spin-off type oil filter (see Illustration 1-1). It should be possible to unscrew the oil filter by hand; however, a band type filter wrench may be used if necessary. Discard the used oil filter. 5. Clean the area on the filter base that will contact the gasket on the new oil filter. 6. Fill the new filter with clean engine oil before installation. 7. Apply a light film of engine oil on the gasket of the new filter. Screw the new filter onto the filter base until the gasket comes in contact with the filter base and then tighten filter 1/2 to 3/4 turn by hand only.

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Illustration 1-2. Drive Belt Inspection Drive Belts (Illustration 1-2). Visually inspect the drive belts daily. Check the belt for intersecting cracks. Transverse cracks (across the belt width) are acceptable. Longitudinal cracks (direction of belt length) that intersect with transverse cracks are not acceptable. Replace the belt if belt is frayed or has pieces of material missing. Adjust drive belts that have a glazed or shiny surface which indicates belt slippage. Correctly installed and tensioned belts will show even pulley and belt wear. After installation of a new belt, check the tension and adjust if necessary. Belt damage can be caused by: S Incorrect tension S Incorrect size or length S Pulley misalignment S Incorrect installation S Severe operating environment S Oil or grease on the belts

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

ered used if it has been in operation for 10 minutes or longer. If the used belt tension is less than the minimum tension value, tighten the belt to the maximum tension value. To obtain the proper belt tension value, use an appropriate belt tension gauge. Perform the following procedures to adjust the tension of the belt. CAUTION: Do not adjust belt tension to the maximum value with the adjusting screw. Belt tension can increase when the locknut is tightened and cause reduced belt and bearing life. 1. Loosen the idler pulley shaft locknut. 2. Adjust the belt to the correct tension by turning the adjusting screw clockwise until the proper belt tension is obtained (see Caution above). 3. Tighten the idler pulley shaft locknut to a torque value of 140 ft-lbs (190 N⋅m). 4. Check the belt tension again to make sure the belt is adjusted to the correct value.

Illustration 1-3. Fan Drive Belt

ADJUSTING SCREW LOCKNUT

ADJUSTMENT LINK LOCKING CAPSCREW

Alternator Drive Belt Tension (Illustration 1-4). The tension of the alternator drive belt should be 60 - 120 ft-lbs (270 - 530 N⋅m) for a used belt and 150 ft-lbs (670 N⋅m) for a new belt. A belt is considered used if it has been in operation for 10 minutes or longer. If the used belt tension is less than the minimum tension value, tighten the belt to the maximum tension value. To obtain the proper belt tension value, use an appropriate belt tension gauge. Perform the following procedures to adjust the tension of the belt: 1. Loosen the adjusting screw locknut. 2. Loosen the adjustment link locking capscrew. 3. Loosen the pivot capscrew and nut. 4. Adjust the belt to the correct tension by turning the adjusting screw clockwise until the proper belt tension is obtained.

PIVOT CAPSCREW AND NUT

Illustration 1-4. Alternator Drive Belt Fan Drive Belt Tension (Illustration 1-3). The tension of the fan drive belt should be 200 - 240 ft-lbs (890 - 1070 N⋅m) for a used belt and 300 ft-lbs (1330 N⋅m) for a new belt. A belt is consid-

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5. Tighten the adjusting screw locknut against the retainer. 6. Tighten the adjustment link locking capscrew to a torque value of 60 ft-lbs (80 N⋅m). 7. Tighten the pivot capscrew and nut to a torque value of 35 ft-lbs (47 N⋅m). Engine Cleaning. The engine must be steam cleaned every 6 months or 1500 hours, whichever

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comes first. If steam is not available, use a solvent to wash the engine. When cleaning the engine, protect all electrical components, openings and wiring from the full force of the cleaner spray nozzle. WARNING: When using a steam cleaner, wear protective clothing and safety glasses or a face shield. Hot steam will cause serious personal injury. Checking Engine Mounting Bolts. The engine mounting bolts should be checked for the appropriate torque every 6 months or 1500 hours, whichever comes first. The torque value of the engine mounting bolts is 380 ft-lbs. Inspect the rubber mounts for deterioration and age hardening. Replace any broken or lost bolts and damaged rubber mounts. Cummins QSM11-C330 Engine General Information Oil Pressure (normal) Oil Capacity (includes filter change) High RPMs (no load) Low RPMs

28 - 35 psi 39.2 quarts 2250 rpm 750 rpm

NOTES: S Setting high rpms under no load conditions to 2250 rpm ensures that the engine will have 2100 rpms under a loaded condition. Some special applications may use engine speed settings that are different from the standards shown. The proper settings are permanently stamped on a metal tag affixed to the engine.

S

Calibration Of Electronic Accelerator Pedal To ECM Of Engine. The Cummins QSM11 engine uses an electronic accelerator to control engine speed. Each time the accelerator pedal is changed, disconnected and the ignition switch is turned on, or ECM (Electronic Control Module) is changed out, the accelerator pedal must be calibrated to the ECM. Calibration procedures are as follows: 1. Apply the parking brake, place the shifter in neutral, and turn the ignition switch to the Igni-

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tion position (first click). 2. Cycle the accelerator pedal through its full range of travel three times. 3. Turn the ignition switch to the Off position for 30 seconds. Diagnostic Lights (Illustration 1-5). The diagnostic lights, located on the right side of the dash, are used to alert the operator of engine related problems. At initial power up, all 3 lights will be illuminated for 2 seconds. After 2 seconds, the red light will turn off. After 2.5 seconds, the yellow light will turn off. After 3 seconds from power up, the blue light will turn off. Each light’s function is listed as follows: 1. Blue Light. This light will begin to flash at approximately 230 hours, indicating routine maintenance is forthcoming. This light illuminates at approximately 250 hours when routine maintenance is required. To reset this light, perform the following procedures to reset the blue light: a. Toggle the diagnostic switch (located inside the dash on the right side) to the ON position. b. Turn the ignition key to its accessory position (first click). c. Allow all the diagnostic lights to complete the flash sequences prior to starting procedure 4. d. Fully depress the accelerator pedal and hold for more than 3 seconds. e. Fully depress the accelerator pedal twice (each time less than 1 second). f.

Fully depress the accelerator pedal and hold for more than 3 seconds.

NOTE: Procedures d. through f. must be completed within 30 seconds. g. The blue light will flash three quick flashes signifying that the ECM has responded to the reset command. h. Toggle the diagnostic switch to the OFF position. i.

Turn the ignition switch to the OFF position. Allow the ignition switch to remain off for a minimum of 30 seconds before turn-

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ing the ignition switch back on to confirm that the blue light has been reset. 2. Yellow Light (System Fault). This light illuminates during a non-fatal system error. The engine can still be run, but the fault should be corrected as soon as possible. NOTE: In the diagnostic mode, the yellow light will flash after the red light completes the threedigit fault code. 3. Red Light (Engine Shutting Down). This light illuminates when the engine needs to be shut off before permanent damage occurs to the engine. Should the red light illuminate while operating, the fault can be engine disabling after approximately 32 seconds. Should the engine shut down due to the severity of the fault, it can be restarted and will run for approximately 32 seconds. The engine will run for approximately 32 seconds each time it is restarted. There are no limits on the number of times the engine may be restarted. NOTES: S The engine should be shut off as soon as it can be shut off safely. The engine should not be run until the fault is corrected. S

This light is also used to flash out the fault code number in the diagnostic mode. BLUE LIGHT

YELLOW LIGHT

RED LIGHT

Illustration 1-5. Diagnostic Lights Diagnostic Fault Codes (Illustration 1-5). If the red light (Engine Shutting Down) or yellow light (System Fault) light comes on when the engine is running, it means a fault code has been recorded. The light will remain on as long as the fault exists. The severity of the fault will determine the light

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that will come on. Only active fault codes can be viewed by use of the diagnostic lights. To view inactive fault codes, a laptop computer equipped with Cummins Insite software is required. To view active fault codes, perform the following: 1. Turn off the engine. 2. Toggle the diagnostic switch (located inside the dash on the right side) to the ON position. 3. Turn the ignition key to its accessory position (first click). If no active fault codes are recorded, the yellow light (System Fault) and red light (Engine Shutting Down) will illuminate and stay on. If active fault codes are recorded, the yellow light and red light will illuminate momentarily, and then the red light will begin to flash the three-digit code of the recorded fault(s). 4. The fault code will flash in the following sequence: a. First, the yellow light will flash beginning the sequence. There will be a short 1 or 2 second pause after which the red light will flash the first, second, and third digits of the recorded fault code. There will be a 1 or 2 second pause between each number of the code. When all three digits of the fault code have flashed, the yellow light will illuminate again and repeat the sequence until the fault is cleared or the Diagnostic switch is toggled to the OFF position. Example: Fault Code 432 4 flashes, pause 3 flashes, pause 2 flashes b. If multiple fault codes have been stored, the first fault code must be cleared before the second fault code can be displayed. Fault Code Information. All fault codes identified in bold print on the preceding fault code information chart deal with engine and transmission protection systems external to the Cummins QSM11 engine. Fault code #151 can be caused by both engine and external components. Contact Taylor Machine Works Sudden Service Department for additional assistance if needed.

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QSM11 Fault Code Information Fault Code - Light

Failure Description

Failure Results

111 - Red

Error internal to the ECM related to memory hardware failures or internal ECM voltage supply circuits.

The engine will not start.

115 - Red

No engine speed signal detected at both engine position sensor circuits.

The engine will die and will not start.

121 - Yellow

No engine speed signal detected from one of the engine position sensor circuits.

None on performance.

122 - Yellow

High voltage detected on the intake manifold pressure circuit.

Derate in power output of the engine.

123 - Yellow

Low voltage detected on the intake manifold pressure circuit.

Derate in power output of the engine.

131 - Red

High voltage detected at the throttle position signal circuit.

Severe derate (power and speed). Limp home power only.

132 - Red

Low voltage detected at the throttle position signal circuit.

Severe derate (power and speed). Limp home power only.

133 - Red

High voltage detected at the remote throttle position signal circuit.

None on performance if remote throttle is not used.

134 - Red

Low voltage detected at the remote throttle position signal circuit.

None on performance if remote throttle is not used.

135 - Yellow

High voltage detected at the oil pressure circuit.

No engine protection for oil pressure.

141 - Yellow

Low voltage detected at the oil pressure circuit.

No engine protection for oil pressure.

143 - Yellow

Oil pressure signal indicates oil pressure is below the low oil pressure engine protection limit.

Progressive power and speed derate with increasing time after alert. Engine will shut down 30 seconds after red light starts flashing.

144 - Yellow

High voltage detected at the coolant temperature circuit.

Possible white smoke. Fan will stay on if controlled by the electronic control module (ECM). No engine protection for coolant temperature.

145 - Yellow

Low voltage detected at the coolant temperature circuit.

Possible white smoke. Fan will stay on if controlled by the electronic control module (ECM). No engine protection for coolant temperature.

147 - Red

A frequency of less than 100 Hz was detected at the frequency throttle signal pin of the actuator harness connector at the ECM.

Calibration dependent power and speed derate.

148 - Red

A frequency of more than 100 Hz was detected at the frequency throttle signal pin of the actuator harness connector at the ECM.

Calibration dependent power and speed derate.

151 - Red

Coolant temperature signal indicates coolant temperature is above 104_C (220_F).

Progressive power derate with increasing time after alert. Engine will shut down 30 seconds after red light starts flashing.

153 - Yellow

High voltage detected at the intake manifold temperature circuit.

Possible white smoke. Fan will stay on if controlled by the electronic control module (ECM). No engine protection for coolant temperature.

154 - Yellow

Low voltage detected at the intake manifold temperature circuit.

Possible white smoke. Fan will stay on if controlled by the electronic control module (ECM). No engine protection for coolant temperature.

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Fault Code - Light

Failure Description

Failure Results

155 - Red

Intake manifold temperature signal indicates temperature is above 87.8_C (190_F).

Progressive power derate with increasing time after alert. If Engine Protection Shutdown feature is enabled, engine will shut down 30 seconds after red light starts flashing.

187 - Yellow

Low voltage detected on the ECM voltage supply line to some sensors (VSEN2 supply).

The engine will run derated. No engine protection for oil pressure and coolant level.

211 - None

Additional OEM or Vehicle diagnostic codes have been logged. Check other ECM’s for diagnostic codes.

None on engine performance.

212 - Yellow

High voltage detected at the oil temperature circuit.

No engine protection for oil temperature.

213 - Yellow

Low voltage detected at the oil temperature circuit.

No engine protection for oil temperature.

214 - Red

Oil temperature signal indicates oil temperature is above 123.9_C (255_F).

Progressive power derate with increasing time after alert. If Engine Protection Shutdown feature is enabled, engine will shut down 30 seconds after red light starts flashing.

219 - Blue

Low oil level was detected in the Centinelt makeup oil tank.

None on performance. Centinelt is deactivated.

221 - Yellow

High voltage detected at the ambient air pressure circuit.

Derate in power output of the engine.

222 - Yellow

Low voltage detected at the ambient air pressure circuit.

Derate in power output of the engine.

223 - Yellow

Incorrect voltage detected at the Centinelt actuator circuit by the ECM.

None on performance. Centinelt is deactivated.

227 - Yellow

High voltage detected on the ECM voltage supply line to some sensors (VSEN2 supply).

The engine will run derated. No engine protection for oil pressure and coolant level.

234 - Red

Engine speed signal indicates engine speed is greater than 2730 rpm.

Fuel shutoff valve closes until engine speed falls to 2184 rpm.

235 - Red

Coolant level signal indicates coolant level is below the normal range.

Engine will shut down 30 seconds after red light starts flashing. Add coolant as required.

237 - Yellow

Duty cycle of the throttle input signal to the primary or secondary engine for multiple unit synchronization is less than 3% or more than 97%.

All engines (primary and secondary) are shut down with increasing time after alert if hardcoupled. Only secondary engines are shut down with increasing time after alert if softcoupled.

241 - Yellow

The ECM lost the vehicle speed signal.

Engine speed limited to Maximum Engine Speed without Vehicle Speed Sensor parameter value Cruise Control, Gear-Down Protection and Road Speed Governor will not work (automotive only).

242 - Yellow

Invalid or inappropriate vehicle speed signal detected. Signal indicates an intermittent connection or VSS tampering.

Engine speed limited to Maximum Engine Speed without Vehicle Speed Sensor parameter value Cruise Control, Gear-Down Protection and Road Speed Governor will not work (automotive only).

245 - Yellow

Less than 6 VDC detected at fan clutch circuit when on. Indicates an excessive current draw from the ECM or faulty ECM output circuit.

Then fan may stay on at all times.

254 - Red

Less than 6 VDC detected at FSO circuit when on. Indicates an excessive current draw from the ECM or a faulty ECM output circuit.

The ECM turns off the FSO supply voltage. The engine will shut down.

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Fault Code - Light

Failure Description

Failure Results

255 - Yellow

Externally supplied voltage detected going to the fuel shutoff solenoid supply circuit.

None on performance. Fuel shutoff valve stays open.

285 - Yellow

The ECM expected information from a multiplexed device but did not receive it soon enough or did not receive it at all.

At least one multiplexed device will not operate properly.

286 - Yellow

The ECM expected information from a multiplexed device but only received a portion of the necessary information.

At least one multiplexed device will not operate properly.

287 - Red

The OEM vehicle electronic control unit (VECU) detected a fault with its throttle pedal.

The engine will only idle.

288 - Red

The OEM vehicle electronic control unit (VECU) detected a fault with its remote throttle.

The engine will not respond to the remote throttle.

293 - Yellow

High voltage detected at the OEM temperature sensor signal pin of the 31-pin OEM connector.

No engine protection for OEM temperature.

294 - Yellow

Low voltage detected at the OEM temperature sensor signal pin of the 31-pin OEM connector.

No engine protection for OEM temperature.

295 - Yellow

An error in the ambient air pressure sensor signal was detected by the ECM.

The engine is derated to no air setting.

297 - Yellow

High voltage detected at the OEM pressure sensor signal pin of the 31-pin OEM connector.

No engine protection for OEM pressure.

298 - Yellow

Transmission’s temperature exceeds 245_F.

Engine will shut down 30 seconds after the red light begins flashing.

299 - Yellow

Engine shutdown by device other than keyswitch before proper engine cool down resulting in filtered load factor above maximum shutdown threshold.

No action taken by the ECM.

311 - Yellow

Current detected at No. 1 injector when the voltage is turned off.

Current to the injector is shut off.

312 - Yellow

Current detected at No. 5 injector when the voltage is turned off.

Current to the injector is shut off.

313 - Yellow

Current detected at No. 3 injector when the voltage is turned off.

Current to the injector is shut off.

314 - Yellow

Current detected at No. 6 injector when the voltage is turned off.

Current to the injector is shut off.

315 - Yellow

Current detected at No. 2 injector when the voltage is turned off.

Current to the injector is shut off.

319 - Blue

Real time clock lost power.

None on performance. Data in the ECM will not have accurate time and date information.

321 - Yellow

Current detected at No. 4 injector when the voltage is turned on.

Current to the injector is shut off.

322 - Yellow

No current detected at No. 1 injector when the voltage is turned on.

Current to the injector is shut off.

323 - Yellow

No current detected at No. 5 injector when the voltage is turned on.

Current to the injector is shut off.

324 - Yellow

No current detected at No. 3 injector when the voltage is turned on.

Current to the injector is shut off.

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Fault Code - Light

Failure Description

Failure Results

325 - Yellow

No current detected at No. 6 injector when the voltage is turned on.

Current to the injector is shut off.

331 - Yellow

No current detected at No. 2 injector when the voltage is turned on.

Current to the injector is shut off.

332 - Yellow

No current detected at No. 4 injector when the voltage is turned on.

Current to the injector is shut off.

341 - Yellow

Severe loss of data from the ECM.

Possible no noticeable performance effects OR engine dying OR hard starting. Fault information, trip information, and maintenance monitor data may be inaccurate.

343 - Yellow

Internal ECM error.

Possible none on performance or severe derate.

349 - Yellow

A frequency greater than calibrated threshold was detected at the tailshaft governor signal of the 31-pin OEM connector.

Calibration dependent power and speed derate.

352 - Yellow

Low voltage detected on the ECM voltage supply line to some sensors (VSEN1 supply).

The engine is derated to no air setting.

386 - Yellow

High voltage detected on the ECM voltage supply line to some sensors (VSEN1 supply).

The engine is derated to no air setting.

387 - Yellow

High voltage detected on the ECM voltage supply line to the throttle(s) (VTP supply).

The engine will only idle.

415 - Red

Oil pressure signal indicates oil pressure is below the very low oil pressure engine protection limit.

Progressive power derate with increasing time from alert. Engine will shut down 30 seconds after red light starts flashing.

418 - Blue

Water has been detected in the fuel filter.

Possible white smoke, loss of power, or hard starting.

419 - Yellow

An error in the intake manifold pressure sensor signal was detected by the ECM.

The engine is derated to no air setting.

422 - Yellow

Voltage detected simultaneously on both the coolant level high and low signal circuits OR no voltage detected on both circuits.

Engine will shut down 30 seconds after red light starts flashing. Disconnected or loose plug at coolant sensor, defective coolant sensor, or loose or broken wire between sensor and ECM.

426 - None

Communication between the ECM and the J1939 data link has been lost.

None on performance. J1939 devices may not operate.

428 - Yellow

High voltage detected at water-in-fuel sensor.

None on performance.

429 - Yellow

Low voltage detected at water-in-fuel sensor.

None on performance.

431 - Yellow

Voltage detected simultaneously on both the idle validation off-idle and on-idle circuits.

None on performance.

432 - Red

Voltage detected at idle validation on-idle circuit when voltage at throttle position circuit indicates the pedal is not at idle OR voltage detected at idle validation off-idle circuit when voltage at throttle position circuit indicates the pedal is at idle.

The engine will only idle.

433 - Yellow

Voltage signal at intake manifold pressure circuit indicates high intake manifold pressure but other engine characteristics indicate intake manifold pressure must be low.

Derate to no air setting.

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Fault Code - Light

Failure Description

Failure Results

434 - Yellow

Supply voltage to the ECM fell below 6.2 VDC for a fraction of a second OR the ECM was not allowed to power down correctly (retain battery voltage for 30 seconds after key off).

Possible no noticeable performance effects OR possibility of engine dying OR hard staring. Fault information, trip information, and maintenance monitor data may be inaccurate.

435 - Yellow

An error in the oil pressure sensor signal was detected by the ECM.

None on performance. No engine protection for oil pressure.

441 - Yellow

Battery voltage is below the normal operating level.

Possible no noticeable performance effects OR possibility of rough idle.

442 - Yellow

Battery voltage is above the normal operating level.

None on performance.

443 - Yellow

Low voltage detected on the ECM voltage supply line to the throttle(s) (VTP supply).

The engine will only idle.

489 - Yellow

Auxiliary speed frequency on input pin indicated that the frequency is below a calibration dependent threshold.

The engine will only idle.

527 - Yellow

Less than 17.0 VDC detected at the dual output A signal pin of the 31-pin OEM connector.

No action taken by the ECM.

528 - Yellow

Less than 17.0 VDC detected at the dual output B signal pin of the 31-pin OEM connector.

No action taken by the ECM.

529 - Yellow

Less than 17.0 VDC detected at the dual output B signal pin at the ECM.

No action taken by the ECM.

551 - Yellow

No voltage detected simultaneously on both the idle validation off-idle and on-idle circuits.

The engine will only idle.

581 - Yellow

High voltage detected at the fuel inlet restriction sensor signal pin.

Fuel inlet restriction monitor deactivated.

582 - Yellow

Low voltage detected at the fuel inlet restriction sensor signal pin.

Fuel inlet restriction monitor deactivated.

583 - Yellow

Restriction has been detected at the fuel pump inlet.

Fuel inlet restriction monitor warning is set.

596 - Yellow

High battery voltage detected by the battery voltage monitor feature.

Yellow light will be illuminated until high battery voltage condition is corrected.

597 - Yellow

ICONt has restarted the engine 3 times within 3 hours due to low battery voltage (automotive only) OR low battery voltage detected by the battery voltage monitor feature.

Yellow light will be illuminated until low battery voltage condition is corrected. The ECM may increase idle speed and deactivate idle decrement switch if idle speedup is enabled. The engine will run continuously if ICONt is active (automotive only).

598 - Red

Very low battery voltage detected by the battery voltage monitor feature.

Red light will be illuminated until very low battery voltage condition is corrected.

611 - None

Engine shutdown by operator before proper engine cool down resulting in filtered load factor above maximum shutdown threshold.

No action taken by the ECM.

951 - None

A power imbalance between cylinders was detected by the ECM.

The engine may have rough idle or misfire.

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Engine Troubleshooting (Cummins QSM11-C330) (Illustration 1-6) The following chart includes some of the problems that an operator may encounter during the service life of a Cummins diesel engine. Always check the easiest and obvious things first, such as the master disconnect switch, the neutral start switch, an empty fuel tank, closed fuel shut off, dead battery or corroded terminals. Study the problem thoroughly before starting to work on the engine. Ask yourself the following questions. 1. What were the warning signs preceding the trouble? 2. Has the engine been subjected to recent repair or maintenance? Problem

3. Has a similar trouble occurred before? 4. If the engine still runs, is it safe to continue operation of the engine in an effort to diagnose the trouble? Check the items most easily and inexpensively corrected before proceeding to the more difficult, time consuming and expensive items. After a malfunction has been corrected, locate and correct the cause of the trouble to prevent recurrence of the same trouble.

Cause

Correction

1. Air compressor air pressure rises slowly

1. Intake air restriction to air compres- 1. Remove restriction. sor is excessive. 2. Air system leaks. 2. Check for air compressor gasket, hoses, and fitting leaks. Check for safety pressure valve leaks. Rating must be 135 psi. 3. Carbon buildup excessive in the air 3. Check valve or cylinder head for discharge line. carbon buildup and remove. 4. Contact a Cummins Authorized Repair Facility.

2. Air compressor cycles frequently

1. Air system leaks.

2. Carbon buildup is excessive in the air discharge line, check valve, or cylinder head. 3. Air compressor pumping time is excessive.

3. Air compressor noise is excessive continued

1. Block the truck’s wheels. Inspect the air system for leaks with the parking brakes applied and released. Check for leaks from the air compressor gaskets and the air system hoses, fittings, and valves. 2. Check for air discharge line, check valve, and cylinder head for carbon buildup. Replace the air compressor discharge line if required. 3. Replace the desiccant cartridge in the air dryer (if equipped). Check the air compressor duty cycle. 4. Contact a Cummins Authorized Repair Facility.

1. Carbon buildup excessive in the air 1. Refer to Correction 3. of Problem discharge line. 1. of this troubleshooting chart.

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1-11

Problem

Cause

Correction

3. Air compressor noise is excessive (Continued)

2. Ice buildup in the air system components.

4. Air compressor pumping excess lubricating oil into the air system

1. Air compressor pumping time 1. Check air compressor duty cycle. excessive. 2. Carbon buildup excessive in the air 2. Refer to Correction 3. of Problem discharge line. 1. of this troubleshooting chart. 3. Contact a Cummins Authorized Repair Facility.

2. Inspect air discharge line and elbow fittings for ice. Remove ice. 3. Contact a Cummins Authorized Repair Facility.

5. Air compressor will 1. Air system leaks. not maintain adequate air pressure (not pumping continuously)

1. Refer to Correction 2. of Problem 1. of this troubleshooting chart. 2. Contact a Cummins Authorized Repair Facility.

6. Air compressor will 1. Air system leaks. not stop pumping 2. Defective air governor.

1. Refer to Correction 2. of Problem 1. of this troubleshooting chart. 2. Replace air governor. 3. Contact a Cummins Authorized Repair Facility.

7. Alternator not charging or insufficiently charging

1. Alternator belt is loose. 2. Battery cable or connection is loose, broken or corroded (excessive resistance). 3. Batteries failed. 4. Alternator pulley is loose on shaft.

1. Check belt tension. 2. Check battery cables and connections.

1. Coolant level is high. 2. Radiator cap is incorrect or defective. 3. External engine leak.

1. Check coolant level. 2. Replace with correct radiator cap (15 psi). 3. Visually inspect the engine and components for seal or gasket leaks and repair. 4. Visually inspect the radiator, heater, hoses and connections for leaks and repair.

8. Coolant loss External

4. Radiator or cab heater is leaking.

3. Check battery conditions. 4. Tighten pulley. 5. Contact a Cummins Authorized Repair Facility.

continued

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

8. Coolant loss External (Continued)

5. Engine is overheating.

9. Coolant temperature above normal (gradual overheat)

1. Coolant level is low.

10. Coolant temperature above normal (sudden overheat)

1. Electronic fault codes are active.

5. Refer to Problems 9. and 10. of this troubleshooting chart. 6. Contact a Cummins Authorized Repair Facility.

1. Inspect the engine and cooling system for external leaks. Repair as required. Add coolant as required. 2. Charge air cooler fins, radiator fins, 2. Inspect the charge air cooler, air or air conditioner condenser fins conditioner condenser, and radiator are damaged or obstructed with fins. Clean or repair as required. debris, insects, dirt, etc. 3. Radiator hoses are collapsed, 3. Inspect and repair radiator hoses. restricted or leaking. 4. Fan drive belt or water pump belt is 4. Check belt tension and tighten if loose. necessary. 5. Incorrect oil level. 5. Add or drain engine oil as required. 6. Cooling fan shroud is damaged. 6. Inspect shroud; repair or replace. 7. Radiator cap is incorrect or 7. Replace with correct radiator cap defective. (15 psi). 8. Overconcentration of antifreeze 8. Use the correct antifreeze conand / or supplemental coolant addicentration (refer to the engine optives. eration and maintenance manual). 9. Defective water pump. 9. Replace water pump. 10. Defective thermostat. 10. Replace thermostat. 11. Contact a Cummins Authorized Repair Facility.

2. 3. 4. 5. 6.

7. continued

Correction

1. Refer to the QSM11 Fault Code Information chart in this section. Coolant temperature sensor mal- 2. Check / clean sensor and coolfunction. ant passage. Coolant level is low. 3. Inspect for external leaks on engine and radiator, and make repairs. Radiator hoses are collapsed, 4. Inspect and repair radiator hoses. restricted, or leaking. Fan drive belt is broken. 5. Replace drive belt. Charge air cooler fins, radiator fins, 6. Inspect the charge air cooler, air or air conditioner condenser fins conditioner condenser, and radiator are damaged or obstructed with fins. Clean or repair as required. debris, insects, dirt, etc. Radiator cap is incorrect or defec- 7. Replace with correct radiator cap tive. (15 psi).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1-13

Problem

Cause

10. Coolant temperature above normal (sudden overheat) (Continued)

8. Defective water pump. 9. Defective thermostat.

11. Coolant temperature below normal

1. Electronic fault codes are active. 2. 3. 4. 5.

12. Engine acceleration or response is poor

1. Electronic fault codes are active. 2. Engine operating at low ambient temperature. 3. Air intake system or exhaust system leaks.

1. Electronic fault codes are active. 2. Accelerator pedal is sticking.

1-14

8. Replace water pump. 9. Replace thermostat. 10. Contact a Cummins Authorized Repair Facility.

1. Refer to the QSM11 Fault Code Information chart in this section. Coolant temperature sensor mal- 2. Check / clean sensor and coolfunction. ant passage. Engine operating at low ambient 3. temperature. 4. Test the gauge and replace if necTemperature gauge malfunction. essary. Thermostat is incorrect or malfunc- 5. Check thermostat and replace if necessary. tioning. 6. Contact a Cummins Authorized Repair Facility.

4. Fuel grade is not correct or fuel quality is poor.

13. Engine decelerates slowly

Correction

1. Refer to the QSM11 Fault Code Information chart in this section. 2. 3. Check for loose or damaged piping connections, and missing pipe plugs. Check the turbocharger and exhaust manifold mounting (Refer to the Cummins Engine Operation and Maintenance Manual. 4. Operate the engine from a tank of high-quality fuel (refer to the Fuel and Lubricant Specifications in the Appendices). 5. Contact a Cummins Authorized Repair Facility.

1. Refer to the QSM11 Fault Code Information chart in this section. 2. Check for a sticking accelerator pedal. 3. Contact a Cummins Authorized Repair Facility.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

14. Engine difficult to start or will not start (no smoke from exhaust)

1. Electronic fault codes are active.

15. Engine difficult to start or will not start (exhaust smoke present)

1. Electronic fault codes are active.

Correction

1. Refer to the QSM11 Fault Code Information chart in this section. 2. Low fuel tank level. 2. Add fuel. 3. Exhaust system is leaking hot air 3. Check the exhaust plumbing for into engine compartment. leaks or broken components. 4. Fuel shutoff valve closed. 4. Repair fuel shutdown solenoid. 5. Battery voltage supply to the elec- 5. Check the battery connections. tronic control system is low, interCheck the fuses and the unrupted, or open. switched battery supply circuit. 6. Fuel filter(s) are plugged. 6. Replace fuel filter(s). 7. Fuel connection is loose on suction 7. Tighten all fuel fittings and connecside of fuel pump. tions from fuel tank to fuel pump. 8. Starting motor rotation is incorrect. 8. Check direction of crankshaft rotation. Replace starting motor if necessary. 9. Engine cranking speed too slow. 9. Check engine cranking rpm. Refer to Problem 26. of this troubleshooting chart. 10. Isolate and tighten wire. 10. Loose wire on master disconnect switch. 11. Contact a Cummins Authorized Repair Facility.

2. Batteries have drained or are defective. 3. Fuel shutoff valve(s) is closed (electronically controlled injection). 4. Fuse(s) malfunctioning. 5. Fuel filter(s) are plugged. 6. Intake air or exhaust system is restricted. 7. Fuel grade is not correct or fuel quality is poor. 8. Engine cranking speed too slow. 9. Hydraulic pump is dead-headed.

1. Refer to the QSM11 Fault Code Information chart in this section. 2. Recharge or replace batteries. 3. Check the fuel shutoff valve and circuit. 4. Replace the fuse(s) in the OEM interface harness. 5. Replace fuel filter(s). 6. Check intake air and exhaust systems for restrictions. Remove restrictions. 7. Operate the engine from a tank of high-quality fuel (refer to the Fuel and Lubricant Specifications in the Appendices). 8. Check engine cranking rpm. Refer to Problem 26. of this troubleshooting chart. 9. De-energize hydraulic circuit.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1-15

Problem

Cause

Correction

15. Engine difficult to start or will not start (exhaust smoke present) (Continued)

10. Starting aid needed for cold weath- 10. Check / repair or replace cold starter or not working properly. ing aid if necessary. 11. Contact a Cummins Authorized Repair Facility.

16. Engine noise excessive

1. Oil supply insufficient or oil pressure is low. 2. Lubricating oil is thin or diluted.

3. Coolant temperature is above normal. 4. Loose motor mount. 5. Fan belt is malfunctioning. a. Fan belt is too loose or too tight. b. Fan belt is not in alignment. 6. Damaged vibration damper. 7. Drive shaft is not in phase.

17. Engine noise excessive (combustion knocks)

1. Poor fuel quality.

2. Engine operating at low ambient temperature.

1. Check oil level. Refer to Problem 36. of this troubleshooting chart. 2. Refer to the Fuel and Lubricant Specifications in the Appendices for the proper type of oil to use. Refer to Problem 34. of this troubleshooting chart. 3. Refer to Problem 10. of this troubleshooting chart. 4. Inspect and tighten motor mounts. 5. a. Check the tension and adjust if needed. b. Check pulley alignment and adjust is necessary. 6. Check vibration damper and replace if required. 7. Reposition drive shaft. 8. Contact a Cummins Authorized Repair Facility. 1. Verify by operating from a temporary tank with good fuel. Clean and flush the fuel supply tanks, and use the proper fuel (refer to the Fuel and Lubricant Specifications in the Appendices). 2. 3. Contact a Cummins Authorized Repair Facility.

18. Engine power output low

1. Electronic fault codes are active. 2. Fuel suction line or fuel filter is restricted.

1. Refer to the QSM11 Fault Code Information chart in this section. 2. Replace fuel filter or check fuel line for restriction and replace if necessary.

continued

1-16

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 18. Engine power output low (Continued)

Cause 3. Oil level is too high. 4. Intake or exhaust system is restricted. 5. Air intake or exhaust leak.

6. Air in fuel. 7. Fuel drain line restriction. 8. Fuel grade is not correct or fuel quality is poor. 9. Engine operating above recommended altitude.

19. Engine runs rough at idle

1. Engine operating at low ambient temperatures. 2. Electronic fault codes are active. 3. Engine mounts are worn or damaged. 4. Engine idle speed is set too low (electronically controlled fuel systems). 5. Air in the fuel. 6. Fuel grade is not correct or fuel quality is poor. 7. Overhead adjustments are incorrect.

20. Engine runs rough or misfires continued

1. Condition occurs only at idle.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Correction 3. Check oil dipstick and oil pan capacity. Adjust to the proper oil level. 4. Check intake and exhaust systems for restrictions. Remove restrictions. 5. Check for loose or damaged piping connections or missing pipe plugs. Check turbocharger and exhaust manifold mounting. 6. Check for air in the fuel, and tighten fuel connections and filter. 7. Check the fuel lines for restriction. Clear or replace the fuel lines. 8. Refer to Correction 1. of Problem 17. of this troubleshooting chart. 9. Engine power decreases at 10,000 feet above sea level. 10. Contact a Cummins Authorized Repair Facility. 1. Refer to the Cummins Engine Operation and Maintenance Manual. 2. Refer to the QSM11 Fault Code Information chart in this section. 3. Visually check engine mounts and replace if necessary. 4. Verify the correct idle speed setting. 5. Check for air in the fuel, and tighten fuel connections and filter. 6. Refer to Correction 1. of Problem 17. of this troubleshooting chart. 7. Measure and adjust the overhead settings. Refer to the Cummins Engine Operation and Maintenance Manual. 8. Contact a Cummins Authorized Repair Facility. 1. Refer to Problem 19. of this troubleshooting chart.

1-17

Problem 20. Engine runs rough or misfires (Continued)

Cause 2. Engine operating in low ambient temperatures. 3. Electronic fault codes are active. 4. Fuel leak. 5. Fuel grade is not correct or fuel quality is poor. 6. Air in the fuel. 7. Fuel filter(s) are plugged. 8. Overhead adjustments are incorrect. 9. Engine mounts are worn or damaged.

21. Engine shuts off unexpectedly or dies during deceleration

1. Electronic fault codes are active. 2. Battery voltage supply to the electronic control module (ECM) has been lost. 3. Engine will not restart. 4. Fuel inlet restriction or air in the fuel. 5. Low battery voltage. 6. Loose wire on master disconnect switch. 7. Fuel cutoff valve is closed. 8. Fuel grade is not correct or fuel quality is poor.

1-18

Correction 2. Refer to the Cummins Engine Operation and Maintenance Manual. 3. Refer to the QSM11 Fault Code Information chart in this section. 4. Check the fuel lines, fuel connections, and the fuel filters for leaks. 5. Refer to Correction 1. of Problem 17. of this troubleshooting chart. 6. Check for air in the fuel and tighten fuel connections and filter. 7. Replace fuel filter(s). 8. Measure and adjust the overhead settings. Refer to the Cummins Engine Operation and Maintenance Manual. 9. Visually check engine mounts and replace if necessary. 10. Contact a Cummins Authorized Repair Facility. 1. Refer to the QSM11 Fault Code Information chart in this section. 2. Check the battery connections. Check the fuses and the unswitched battery supply circuit. 3. Refer to Problems 14. and 15. of this troubleshooting chart. 4. Check fuel tank, fuel filter, fuel lines, connections and fuel cooling plate. 5. Check battery power supply circuits. 6. Isolate and tighten wire connection. 7. Check for loose wires and power to the fuel cutoff valve solenoid. 8. Refer to Correction 1. of Problem 17. of this troubleshooting chart. 9. Contact a Cummins Authorized Repair Facility.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

22. Engine speed surges at low idle or high idle

1. Electronic fault codes are active.

23. Engine speed surges under load or in operating range

1. Electronic fault codes are active.

24. Engine starts, but will not keep running

1. Electronic fault codes are active.

2. Low fuel level in the tank.

2. Low fuel level in the tank.

2. Low fuel level in tank. 3. Load on hydraulic pump. 4. Air in the fuel system. 5. Fuel filter plugged or fuel waxing due to cold weather. 6. Fuel inlet restriction. 7. Fuel grade is not correct or fuel quality is poor. 8. Intake or exhaust system is restricted. 9. Loose wire on master disconnect switch. 10. Engine protection circuit is active. 11. Fuel cutoff valve is closed.

25. Engine vibration excessive

1. Electronic fault codes are active. 2. Engine is misfiring.

continued

3. Engine idle speed is too low. 4. Fan is loose, damaged or unbalanced.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Correction 1. Refer to the QSM11 Fault Code Information chart in this section. 2. Fill fuel tank with fuel. 3. Contact a Cummins Authorized Repair Facility. 1. Refer to the QSM11 Fault Code Information chart in this section. 2. Fill fuel tank with fuel. 3. Contact a Cummins Authorized Repair Facility. 1. Refer to the QSM11 Fault Code Information chart in this section. 2. Fill fuel tank with fuel. 3. Isolate and remove restriction from hydraulic circuit. 4. Check for air in fuel, tighten fuel connections and tighten fuel filter. 5. Replace fuel filter. Weather conditions can require fuel heater. 6. Inspect fuel line for restriction and replace if necessary. 7. Refer to Correction 1. of Problem 17. of this troubleshooting chart. 8. Check intake and exhaust for restriction and remove restriction. 9. Isolate and tighten wire connection. 10. Refer to the Engine Protection System Troubleshooting chart. 11. Check for loose wires and power to the fuel cutoff valve solenoid. 12. Contact a Cummins Authorized Repair Facility. 1. Refer to the QSM11 Fault Code Information chart in this section. 2. Refer to Problem 20. of this troubleshooting chart. 3. Adjust idle speed. 4. Check fan. Tighten, replace or adjust.

1-19

Problem

Cause

Correction

25. Engine vibration excessive (Continued)

5. Engine belt driven accessories 5. Check for interference. Loosen malfunctioning: fan hub, alternator, belt, if applicable, to isolate compoFreon compressor or air compresnent from vibration. sor. 6. Engine mounts are worn or dam6. Visually check engine mounts and aged. replace if necessary. 7. Damaged vibration damper. 7. Check vibration damper and replace if required. 8. Contact a Cummins Authorized Repair Facility.

26. Engine will not crank or cranks slowly (OEM electrical)

1. Master disconnect switch is turned off. 2. Load on hydraulic pump. 3. Battery connections are broken, loose or corroded. 4. Low battery charge.

1. Turn master disconnect switch on. 2. Isolate and remove restriction from hydraulic circuit. 3. Check for damage. Replace, tighten or clean. 4. Check electrolyte level and specific gravity. Recharge or replace batteries. 5. Replace with correct rated battery.

5. Battery rating is too low or battery is defective. 6. Shifter is not in the neutral position. 6. Place shifter in the neutral position. 7. Circuit breaker (CB2, CB7 or 7. Reset or replace circuit breaker CB10; Illustration 6-16) is tripped or (CB2, CB7 or CB10). defective.

1-20

8. Circuit breaker (CB1) is defective.

8. Replace circuit breaker (CB1).

9. Defective truck power solenoid (L1).

9. Replace truck power solenoid (L1).

10. Defective neutral start relay (K1).

10. Replace neutral start relay (K1).

11. Defective starter solenoid (L2).

11. Replace starter solenoid (L2).

12. Defective starter.

12. Replace or repair starter.

13. Defective ignition switch (S1).

13. Refer to Component 4. of the Component Troubleshooting chart in Section 6.

14. Defective fuel cutoff valve (L4).

14. Refer to Fuel Solenoid Valve found in Section 2 for proper fuel cutoff valve operation.

15. Loose or broken wires, pins, or plugs between any of the components in Causes 1. thru 14.

15. Isolate and repair.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 27. Engine will not reach rated speed (rpm)

Cause 1. Electronic fault codes are active. 2. Engine power output is low. 3. Fuel grade is not correct or fuel quality is poor. 4. Fuel suction line is restricted. 5. Overhead adjustments are incorrect.

28. Engine will not shut off

1. Ignition switch circuit is malfunctioning.

2. Engine is running on fumes drawn into air intake.

29. Fuel consumption excessive

1. Oil level is too high. 2. Intake air restriction is excessive. 3. Fuel leaks.

30. Fuel in coolant

1. Bulk coolant supply contaminated.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Correction 1. Refer to the QSM11 Fault Code Information chart in this section. 2. Refer to Problem 18. of this troubleshooting chart. 3. Refer to Correction 1. of Problem 17. of this troubleshooting chart. 4. Check fuel inlet for restriction. 5. Measure and adjust the overhead settings. Refer to the Cummins Engine Operation and Maintenance Manual. 6. Contact a Cummins Authorized repair facility. 1. Check ignition key switch circuit. NOTE: Should an electrical malfunction prevent engine shutdown, turn the master disconnect switch off. 2. Locate and isolate the source of fumes.

1. Check oil dipstick and oil pan capacity. Adjust to the proper oil level. 2. Visually inspect air filter and restriction indicator. Replace air filter if necessary. 3. Visually check fuel system and supply for leaks. 4. Contact a Cummins Authorized Repair Facility. 1. Check coolant supply. Drain coolant and replace with non-contaminated coolant. Replace coolant filter. 2. Contact a Cummins Authorized Repair Facility.

1-21

Problem 31. Fuel in the lubricating oil

Cause 1. Bulk oil supply is contaminated. 2. Engine idle time is excessive.

Correction 1. Check oil supply. Drain oil and replace with non-contaminated oil and replace filters. 2. Low oil and coolant temperatures can be caused by long periods of engine idling (time greater than 10 minutes). Shut off the engine rather than idle for long periods of time. 3. Contact a Cummins Authorized Repair Facility.

32. Intake manifold air 1. Truck speed too low for adequate temperature above cooling at high engine load. specification 2. Cooling fan shroud is damaged. 3. Fan drive belt is broken.

1. Reduce engine load.

33. Lubricating oil con- 1. Verify oil consumption rate. sumption exces2. External oil leaks. sive

1. Check oil added versus hours. 2. Tighten capscrews, pipe plugs and fittings as needed. Replace gaskets if necessary. 3. Change oil and replace with the proper oil (refer to Fuel and Lubricant Specifications in the Appendices). 4. Check and clean crankcase breather and vent tube. 5. Contact a Cummins Authorized Repair Facility.

2. Repair or replace shroud. 3. Check the fan drive belt and replace belt if necessary. 4. Charge air cooler fins, radiator fins, 4. Inspect charge air cooler, radiator, and Freon condenser fins are damand Freon condenser. Clean fins if aged or obstructed with debris, necessary. insects, dirt, etc. (external) 5. Contact a Cummins Authorized Repair Facility.

3. Oil does not meet specifications.

4. Crankcase ventilation system is plugged.

34. Lubricating oil con- 1. Identify contamination. taminated 2. Bulk oil supply is contaminated. 3. Oil sludge is excessive. continued

1-22

1. Perform an oil analysis to determine the contaminants. 2. Check oil supply. Drain oil and replace with non-contaminated oil and replace filters. 3. Refer to Problem 37. of this troubleshooting chart.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

Correction

34. Lubricating oil con- 4. Fuel in the oil. taminated (Continued)

4. Refer to Problem 31. of this troubleshooting chart. 5. Contact a Cummins Authorized Repair Facility.

35. Lubricating oil pressure (high)

1. Verify that the oil pressure switch, gauge and sensor is functioning properly. 2. Refer to Problem 11. of this troubleshooting chart. 3. Change the oil with the proper type of oil (refer to the Fuel and Lubricant Specifications in the Appendices). 4. Contact a Cummins Authorized Repair Facility.

1. Oil pressure switch, gauge or sensor is malfunctioning. 2. Engine coolant temperature is too low. 3. Oil does not meet specifications.

36. Lubricating oil pressure (low)

1. Electronic fault codes are active. 2. Incorrect oil level. 3. External oil leaks.

4. Oil pressure switch, gauge or sensor is malfunctioning. 5. Oil does not meet specifications.

6. Oil contaminated with coolant or fuel. 7. Oil filter(s) are plugged.

37. Lubricating oil sludge in the engine crankcase excessive

1. Bulk oil supply is contaminated. 2. Oil does not meet specifications.

1. Refer to the QSM11 Fault Code Information chart in this section. 2. Add or drain engine oil. 3. Visually inspect for oil leaks. Tighten the capscrews, pipe plugs, and fittings. Replace gaskets if necessary. 4. Refer to Correction 1. of Problem 35. of this troubleshooting chart. 5. Change oil and filters. Refer to Fuel and Lubricant Specifications in the Appendices for the proper type of oil to be used. 6. Refer to Problem 34. of this troubleshooting chart. 7. Change oil and replace oil filter(s). 8. Contact a Cummins Authorized Repair Facility. 1. Refer to Correction 2. of Problem 34. of this troubleshooting chart. 2. Change the oil with the proper type of oil (refer to the Fuel and Lubricant Specifications in the Appendices).

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1-23

Problem 37. Lubricating oil sludge in the engine crankcase excessive (Continued)

Cause 3. Oil drain interval is excessive.

4. Fuel grade is not correct or fuel quality is poor. 5. Crankcase ventilation system is plugged.

Correction 3. Change oil and filter(s) at the appropriate intervals (refer to the Preventive Maintenance chart in the Appendices). 4. Refer to Correction 1. of Problem 17. of this troubleshooting chart. 5. Check and clean crankcase breather and vent tube. 6. Contact a Cummins Authorized Repair Facility.

38. Lubricating oil tem- 1. Incorrect oil level. perature above 2. Engine coolant temperature is specification above normal. 3. Oil pressure switch, gauge or sensor is malfunctioning.

1. Add or drain engine oil. 2. Refer to Problem 10. of this troubleshooting chart. 3. Refer to Correction 1. of Problem 35. of this troubleshooting chart. 4. Contact a Cummins Authorized Repair Facility.

39. Lubricating or transmission oil in the coolant

1. Bulk coolant supply contaminated.

1. Check coolant supply. Drain coolant, flush cooling system and replace with non-contaminated coolant. Replace coolant filter. 2. Contact a Cummins Authorized Repair Facility.

40. Excessive black smoke

1. Turbocharger wheel clearance is out of specification.

1. Check the radial bearing clearance and axial clearance. Inspect the turbocharger. Repair or replace the turbocharger if necessary. 2. Check for loose or damaged piping connections or missing pipe plugs. Check turbocharger and exhaust manifold mounting. 3. Refer to Correction 1. of Problem 17. of this troubleshooting chart. 4. Check the fuel lines for restriction. Clear or replace the fuel lines. 5. Contact a Cummins Authorized Repair Facility.

2. Air intake or exhaust leaks.

3. Fuel grade is not correct or fuel quality is poor. 4. Fuel drain line restriction.

1-24

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 41. Excessive white smoke

Cause

Correction

1. Electronic fault codes are active.

1. Refer to the QSM11 Fault Code Information chart in this section. 2. Engine block heater malfunctioning 2. Check electrical source and wiring (if equipped). to cylinder block heater. Replace block heater if necessary. 3. Coolant temperature is too low. 3. Refer to Problem 11. of this troubleshooting chart. 4. Engine is cold. 4. Allow engine to warm to operating temperature. 5. Fuel grade is incorrect or fuel 5. Refer to Correction 1. of Problem quality poor. 17. of this troubleshooting chart. 6. Overhead adjustments are incor6. Measure and adjust the overhead rect. settings. Refer to the Cummins Engine Operation and Maintenance Manual. 7. Contact a Cummins Authorized Repair Facility.

42. Intake manifold 1. Air intake or exhaust leaks. pressure (Boost) is below normal

1. Check for loose or damaged piping connections or missing pipe plugs. Check turbocharger and exhaust manifold mounting. 2. Air compressor connection is loose 2. Check the connection between the or damaged. manifold and the air compressor. Repair or replace if necessary. 3. Contact a Cummins Authorized Repair Facility.

43. Turbocharger leaks engine oil or fuel

1. Operating for extended periods under light or no load conditions. 2. Engine oil or fuel entering turbocharger. 3. Turbocharger drain line is restricted.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1. Refer to the Cummins Engine Operation and Maintenance Manual. 2. Remove intake and exhaust piping, and check for oil or fuel. 3. Remove the turbocharger drain line and check for restriction. Clean or replace the drain line. 4. Contact a Cummins Authorized Repair Facility.

1-25

Cummins QSM11-C330 Diesel Engine Engine Operating Conditions

2100 rpm

Lubrication System

English

Metric

Lubricating oil pressure (min. / max. at rated speed) . . . . . . . . . . . . . . psi (kPa)

15 - 35

103 - 241

Minimum for safe operation (at idle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi (kPa)

10

69

*Lubrication oil temperature maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . ˚F (˚C)

275

135

Oil pan capacity High / Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . qt (L)

36 / 28

34 / 26.5

Total engine oil capacity with filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . qt (L)

39.2

37

Dirty air cleaner . . . . . in H2O (mm H2O)

25

635

Clean air cleaner . . . . in H2O (mm H2O)

15

381

Exhaust back pressure maximum full load . . . . . . . . . . . . . . . . . . in Hg (mm Hg)

3.0

76

Max. allowable air temp. rise over ambient at turbo compressor inlet . ˚F (˚C)

30

16

Dirty fuel filter . . . . . . . . . in Hg (mm Hg)

8

203

Clean fuel filter . . . . . . . . in Hg (mm Hg)

4

102

Maximum fuel drain restriction less check valves . . . . . . . . . . . . in Hg (mm Hg)

2.5

63

Maximum fuel flow (on supply side of fuel pump) . . . . . . . . . . . . . . lb/hr (kg/hr)

540

245

Normal temp. . . . . . . . . . . . . . . . . ˚F (˚C)

190

88

Full load speed . . . . . . . . gal/min (L/sec)

62

3.9

Engine coolant capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . qt (L)

13.6

12.9

Min. pressure cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi (kPa)

7

48

Max. pressure cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi (kPa)

15

103

Max. top tank temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ˚F (˚C)

212

100

Min. top tank temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ˚F (˚C)

160

71

Start to open . . . . . . . . . . . . . . . . ˚F (˚C)

180

82

Fully open . . . . . . . . . . . . . . . . . . ˚F (˚C)

200

93

Air System Air inlet restriction, f ll load full l d maximum i

Fuel System Maximum fuel inlet restriction

Cooling System Coolant flow

Thermostats

*The lubricating oil temperature range is based on the temperature measurement in the oil gallery. When measuring the oil temperature in the pan, it will normally be approximately 10˚F higher than the oil gallery temperature.

1-26

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 1-6. Cummins QSM11-C330 Engine Electrical Wiring ANSI Circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1-27

1-28

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

06B-2106 SHT. 02

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1-29

Hoist Circuit

1-30

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN FOLDER ENVELOPES: Illustration 1-7 - CUMMINS QSM11 ECM CIRCUIT

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1-31

Hoist Circuit

1-32

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Section 2 Fuel System

ENGINE CYLINDER HEAD

FUEL COOLER

FUEL SOLENOID SUPPLY LINE

RETURN LINE

LH

RH

FUEL TANK FUEL / WATER SEPARATOR FILTERS

FUEL PUMP

FUEL FLOW INDICATES FUEL SUPPLY INDICATES FUEL RECOVERY

Illustration 2-1. Fuel System Introduction. Fuel is drawn from the tank through the fuel / water separator filters by the fuel pump. From here, the fuel is sent to the fuel injectors. Unused fuel is returned through the fuel cooler and into the fuel tank. Major Components (Illustration 2-1). The fuel system consists of a fuel tank, two fuel / water separator filters, fuel pump, fuel solenoid valve, fuel cooler, fuel injectors and fuel lines. Fuel Solenoid Valve (Illustration 2-1). The fuel solenoid valve, located on the fuel pump itself, controls the on / off flow of fuel to the fuel injec-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

tors. The fuel solenoid valve is normally closed and requires a 12 VDC signal to energize the coil, shifting the spool to the open state. This allows the fuel to flow to the injector pump. Adding Fuel (Illustration 2-3). When adding diesel fuel to the fuel tank, make sure the fuel strainer is in the filler neck and free of debris. Adding fuel with the strainer removed could lead to debris entering the fuel tank, resulting in poor engine performance. Fuel Cooler (Illustration 2-1). The fuel cooler, located inside the radiator shroud, is forced-air

2-1

cooled. Fuel is circulated through its tubes and the engine fan circulates air across the cooler and through the fins, cooling the fuel before it returns to the fuel tank. Changing the Fuel / Water Separator Filters (Illustration 2-2). With the engine shut down, perform the following procedures to replace the fuel / water separator filters. They should be changed every 250 hours or more often if conditions warrant. CAUTIONS: S Dispose of used fuel / water separator filters and drained fuel in accordance to federal and local regulations. S Mechanical tightening of the fuel / water separator filter may result in seal and / or cartridge damage. Tighten the fuel / water separator filter by hand only.

S Do not overtighten the drain valve. Overtightening may cause thread damage. 1. Provide a suitable container to catch drained water and open the drain valve approximately 1-1/2 to 2 turns until draining occurs. Drain each fuel / water separator filter of water until clear fuel is visible. 2. Once the water has drained, turn the valve clockwise to close the drain valve.

ADAPTER ADAPTER SEALING RINGS

1. Provide a suitable container to catch drained fuel and use a strap wrench to remove the fuel / water separator filters from the filter base. 2. Clean the area around the filter heads. 3. Remove the fuel filter thread adapter sealing rings.

FUEL / WATER SEPARATORS

4. Clean the gasket surface of the fuel filter head with a lint free cloth. 5. Install the new thread adapter sealing rings on the fuel filter head. 6. Fill new filters with clean fuel and lubricate the filter seals with clean oil.

Illustration 2-2. Fuel / Water Separator Filters

7. Install filters and tighten them 1/2 turn after the seals contact the filter head surface. General Information Fuel Capacity

240 Gallons

Draining The Fuel / Water Separator Filters (Illustration 2-2). The fuel / water separator filters should be drained daily to remove water and sediments from the fuel. Perform the following procedures to drain the water from the fuel / water separator filters. CAUTIONS: S Dispose of drained fuel in accordance to federal and local regulations.

2-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

COVER PLATE

FILLER CAP

FUEL LEVEL SENDING UNIT

FUEL STRAINER

FILLER NECK

DRAIN PLUG FUEL TANK

Illustration 2-3. Fuel Tank

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

2-3

Section 3 Air Intake System COTTER PIN

PRECLEANER CAP

INTERNAL FILTER INDICATOR

AIR RESTRICTION INDICATOR

SAFETY FILTER IF EQUIPPED

SIGNAL LINE

SAFETY FITTING

WING NUT VACUATOR

PRIMARY FILTER ASSEMBLY

AIR CLEANER HOUSING

INDICATES AIR FLOW

Illustration 3-1. Air Intake System Components Introduction. The air cleaner is designed to be serviced efficiently and quickly. Intake air enters the air cleaner through the cap or optional precleaner. When the air reaches the filter body, a helical ramp imparts a high-speed circular motion to the intake air. This action separates up to 85% of the dust from the air by centrifugal action. The dust is then forced out the vacuator. The air then passes through the primary and safety elements, where it is cleaned, before entering the engine.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Major Components (Illustration 3-1). The air cleaner consists of the primary filter element, internal filter indicator, safety element, air cleaner housing, cap (or optional precleaner), vacuator and an air restriction indicator. Servicing (Illustration 3-1). If the equipment is being operated under extremely dusty conditions, the vacuator should be checked every day to be certain it is not clogged. Perform the following procedures to service the filter element and air

3-1

cleaner components. Overservicing of the filter elements is not recommended. Filter element efficiency increases with initial operation.

8. Re-install wing nut, washer and clip on replacement primary filter element. Re-install and secure the primary filter assembly in the air cleaner housing.

CAUTIONS: S Normally the primary filter element should be changed after 1500 hours of operation or when the air restriction indicator shows red. In dusty conditions, the primary filter element may have to be changed more often. S Replace the safety element when the internal filter indicator turns red, yearly or every 3000 hours, whichever comes first. S Do Not use ether type fuels to help start the engine for this may damage the engine.

9. Push the reset button on the top of the air restriction indicator.

1. When the air restriction indicator indicates element servicing is required, remove the wing nut and cover assembly, then remove the primary filter assembly. In high humidity situations, the air restriction indicator may indicate a restricted condition due to moisture in the filter element. When the element dries out, restriction levels drop back to normal. The indicator will now have to be reset (refer to procedure 9. to reset the indicator). 2. Check the internal filter indicator to determine if the safety element also requires servicing.

10. Inspect air intake system for leaks. 11. Inspect rubber elbow, joints and clamps for wear, damage and looseness. 12. Inspect the vacuator cup joint for sealing.

GREEN DOT Illustration 3-2. Internal Filter Indicator

3. If the internal filter indicator indicates a green dot in its center (Illustration 3-2), the safety element is good, continue to procedure 6. 4. If the internal filter indicator indicates red, the safety filter element must be replaced. Remove internal filter indicator, old safety filter and replace with a new safety filter element. 5. Reset the internal filter indicator by applying suction to window and re-install indicator. 6. Remove all dust and foreign particles from the air cleaner components, and clean the inside of the air cleaner housing with a damp cloth. CAUTION: Do not use flammable liquids to clean the inside of the air cleaner housing. Only use a cloth dampened with water. 7. Replace the primary filter element with a new filter element. Remove clip from the used primary filter element to release the wing nut and washer.

3-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Air Intake System Troubleshooting Problem 1. Short element life (primary filter element)

2. Short element life (safety element)

3. Airborne contaminants entering the engine

Cause

Correction

1. Improper assembly when prior element was replaced.

1. Properly install.

2. Damaged or missing vacuator.

2. Replace vacuator.

3. Damaged seal on the cover.

3. Replace seal on the cover.

4. Damaged air cleaner body.

4. Replace air cleaner body.

5. Loose system connections.

5. Tighten system connections.

6. Loose wing nut on cover.

6. Tighten wing nut.

7. Excessively dusty environment.

7. Replace element as needed.

8. Incorrect element used.

8. Replace with proper element.

9. Seal on dust cover is not sealing.

9. Ensure that no foreign object is between seal and metal mating surface.

1. Bypassing primary filter element.

1.

a. Seal of primary filter element is not sealing.

a. Replace element.

b. Damaged primary element.

b. Replace primary filter element.

c. Loose primary filter element wing nut.

c. Tighten wing nut.

1. Damaged element(s).

1. Replace element(s).

2. Damaged seals or sealing surfaces.

2. Replace damaged components.

3. Damaged or loose connections between air cleaner body and engine.

3. Replace or repair connections.

4. Incorrect element used.

4. Replace with proper element.

4. Air restriction indi- 1. Restriction in air hose between the cator indicates air restriction indicator and the green condition safety fitting. and primary filter element is clogged 2. Air leak in air hose between the air restriction indicator and the safety fitting.

1. Remove restriction. 2. Repair or replace air hose.

3. Damaged air restriction indicator.

3. Replace air restriction indicator.

4. Damaged safety fitting.

4. Replace safety fitting.

5. Loose system connections.

5. Tighten connections.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

3-3

Section 4 Exhaust System Introduction. The exhaust system is responsible for venting exhaust gases, generated by the engine, to the atmosphere. It also provides noise suppression. WARNINGS: S Do not service exhaust system until exhaust system is cool. Failure to do so may result in severe burns. S Keep all flammable materials away from exhaust components. S Avoid breathing toxic exhaust fumes. S All internal combustion engines produce carbon monoxide, which can become concentrated in enclosed areas. Exposure to carbon monoxide can result in serious injuries or health hazards, including death. Properly ventilate work areas, vent exhaust fumes, and keep shop clean and dry. (A) Initial symptoms of carbon monoxide poisoning include headaches, dizziness, and nausea. The smell of lift truck exhaust means carbon monoxide is present. (B) If you experience initial symptoms, shut off the lift truck engine, notify your employer, and obtain medical attention. S Never rely on a control device to reduce carbon monoxide output. Carbon monoxide levels can change depending on maintenance. Make sure carbon monoxide level testing is included in regular maintenance procedures and that ventilation is used as the primary control for emissions. Maintenance. There is minimal maintenance required on the standard exhaust system. 1. Check for leaks at all pipe connections. 2. Check for holes in the muffler and exhaust piping. 3. Keep guard clean and in place. 4. Keep exhaust system free of debris.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

4-1

Section 5 Cooling System Introduction. The cooling system cools the engine. Refer to Section 9A for transmission cooling and Section 15C for the wet disc brakes cooling system to find more detailed cooling information on these particular systems. Major Components (Illustration 5-5). The engine cooling system consists of coolant, radiator / charge air cooler, piping connecting the radiator to the engine and a water pump to circulate the coolant. A coolant filter, remote mounted, is used to filter and condition the coolant. Operation (Illustration 5-5). When the engine is started, the water pump draws coolant from the radiator into the engine block. The coolant is circulated through the engine and the coolant filter until it reaches a temperature of approximately 180_F, at which point the thermostat will start to open. This will allow coolant flow back into the top of the radiator core. Air trapped in the coolant will travel to the top of the deairation space by means of the deaeration line and an internal deaeration stand tube. Coolant is made available from the deaeration tank to displace the removed air by way of the make-up line. Coolant. The cooling system of this equipment is protected to -34_F (-36_C) and 228_F (108.9_C). The solution is a 50 - 50 mixture of ethylene glycol base antifreeze to water solution. Use soft water in the coolant mixture. It is recommended that 50% solution be maintained year round. A proper coolant / SCA (Supplemental Coolant Additive) additive concentration must be maintained to prevent liner pitting, corrosion and scale deposits in the cooling system. Refer to the Cummins QSM11 Engine Operation and Maintenance Manual for coolant additive concentration. The coolant additive concentration level may be tested with a coolant test kit, Taylor part number 1006-175. CAUTION: Insufficient concentration of the coolant additives will result in liner pitting and engine failure. Coolant Filter (Illustration 5-1). The coolant filter is used in the cooling system to control the water acidity, soften the water to reduce scale formation, filter out suspended materials and add a corrosion inhibiting chemical to the coolant which provides a protective film on the water passages.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

CAUTION: Coolant containing anti-leak additives must not be used with the coolant filter because it will clog the element.

CUT-OFF VALVES

COOLANT FILTER

Illustration 5-1. Coolant Filter Radiator / Charge Air Cooler (Illustration 5-4). The radiator is comprised of a deaeration tank, core, and a charge air cooler. The deaeration tank functions as a coolant storage tank. When adding coolant to the system, coolant should be added to the deaeration tank. Access to the deaeration tank is supplied through a 7 psi radiator cap located on the left side of the radiator, above the radiator sight glasses. The radiator coolant level is to be maintained by the coolant sight glasses below the 7 psi radiator cap. The radiator is force-air-cooled. Access to the core is supplied through a 15 psi radiator cap located on the right side of the radiator. When the cooling system has been completely drained, the 15 psi radiator cap neck will allow a quicker, more efficient method of refilling the cooling system. Charge Air Cooler (Illustration 5-4). The QSM11 engine is equipped with a trubocharger. The turbocharger is driven by the exhaust from the engine. The exhaust turbine of the turbocharger is coupled to the intake turbine. The exhaust turbine drives the intake turbine. The intake turbine com-

5-1

presses the intake air. The act of compressing the intake air generates heat and causes the air molecules to expand. To increase combustion efficiency, a charge air cooler is integrated into the radiator. The charge air cooler is an air to air cooler. By reducing the temperature of the intake air before it enters the piston chamber, the air becomes denser (the air molcules get smaller). The denser the air, the more oxygen that will be present in the piston chamber during combustion. The more oxygen in the chamber, the hotter the combustion cycle becomes. This results in a more complete burning of the fuel, emitting fewer pollutants. This increase in combustion efficiency also creates lower engine operating temperatures, which pro-long the life of the engine and it’s components. Checking The Coolant Level (Illustration 5-2). The coolant level should be checked daily with the engine cool. The coolant level is full when the coolant is visible at the center of the upper coolant sight glass on the radiator. If the coolant level is visible at the lower coolant sight glass, add coolant until the coolant level is visible at the center of the upper coolant sight glass on the radiator. Cooling Requirements. The following requirements must be followed for trouble-free operation of the cooling system. 1. Always use a properly corrosion inhibited coolant. 2. Maintain prescribed inhibitor strength. 3. Use low silicate antifreeze with an ethylene glycol base. 4. Always follow the manufacturer’s recommendations on inhibitor usage and handling. Refer to the engine operation and maintenance manual for coolant requirements. 5. Do Not use soluble oil! 6. Sealer type antifreeze should Not be used. Changing the Coolant Filter. Refer to the engine operation and maintenance manual for the coolant filter change interval. Perform the following procedures to replace the coolant filter. WARNING: Shut down the engine and allow the engine to cool before changing the coolant filter.

5-2

CAUTIONS: S Dispose of coolant filter in accordance with federal and local regulations. S Do not use a strap wrench to tighten the coolant filter. Mechanical over-tightening may distort the threads or damage the filter gasket. 1. Close both cut-off valves (Illustration 5-1). 2. Remove the coolant filter. It may be possible to unscrew the coolant filter by hand; however, a band type filter wrench may be used if necessary. 3. Clean the gasket surface of the filter base. 4. Apply a light film of lubricating oil to the gasket sealing surface of the new coolant filter. 5. Screw the new coolant filter onto the filter base until the gasket comes in contact with the filter base and then tighten filter 1/2 to 3/4 turn by hand only. 6. Open the cut-off valves. 7. Start up engine and check for leaks at the coolant filter base. Draining / Flushing The Cooling System. The cooling system should be drained and flushed every 2 years or 6000 hours, whichever comes first. The cooling system is drained by opening the drain cock on the bottom of the radiator. Removal of the 15 psi radiator cap will allow air to enter the cooling passages, decreasing drain time and ensuring that the coolant drains completely from the system. Leave the drain cock open until all coolant has been allowed to drain from the system. WARNINGS: S Shut down the engine and allow the engine to cool before opening the radiator cap and the drain cock to drain the cooling system. S Coolant should only be added to the cooling system when the engine has been shut down and allowed to cool. Failure to do so may result in personal injury from heated coolant spray. S Dispose of coolant in accordance with federal and local regulations.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

CAUTION: When freezing weather is expected, any cooling system not adequately protected by antifreeze should be drained. Filling The Cooling System. Before starting the engine, close the drain cock of the radiator and fill the cooling system. Remove the 15 psi radiator cap and fill the core of the radiator. Remove the 7 psi cap and fill the deaeration tank to the upper sight glass. Start the engine to remove air from the coolant. Recheck the coolant level at the sight glasses and add coolant as required to obtain the proper level. WARNING: Coolant should only be added to the cooling system when the engine has been shut down and allowed to cool. Failure to do so may result in personal injury from heated coolant spray. CAUTION: The 15 psi radiator cap is a sealing cap. Be sure it is installed securely after the coolant has been added. Coolant Temperature. When the engine warms up, the indicator for the coolant temperature

gauge should be in the green temperature area (180_F - 210_F). The thermostat will start to open at approximately 180_F and fully open when the coolant temperature reaches approximately 201_F. General Information Coolant Capacity

17 Gallons

Inspection. Components of the cooling system should be checked periodically to keep the engine operating at peak efficiency. The radiator should be inspected externally for excessive dirt or oil buildup. The radiator should be cleaned externally as conditions warrant. The cooling system hoses should be inspected and any hose that is abnormally hard or soft should be replaced immediately. Check the hose clamps to make sure they are tight. All external leaks should be corrected as soon as detected. The shroud should be tight against the radiator core to prevent recirculation of air which may lower cooling efficiency. Check the fan belts for proper tension. Drive Belt Tension. The proper tension should be maintained on all drive belts. Refer to Drive Belt Tension in Section 1 for the proper tension values.

DEAERATION

15 PSI PRESSURE CAP

7 PSI PRESSURE CAP

COOLANT LEVEL SENSOR

MAKE-UP LINE

FULL LEVEL SIGHT GLASS

ADD LEVEL SIGHT GLASS

Illustration 5-2. Checking The Coolant Level

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

5-3

15 PSI PRESSURE CAP RADIATOR / CHARGE AIR COOLER

7 PSI PRESSURE CAP TRANSMISSION OIL COOLER

WET DISC BRAKES OIL COOLER

SHROUD

FAN PLATE

FUEL COOLER

Illustration 5-3. Cooling Components Identification

CHARGE AIR COOLER

RADIATOR

Illustration 5-4. Radiator / Charge Air Cooler

5-4

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 5-5. Cooling System Circuit

COOLANT FILTER

DEAERATION LINE

UPPER RADIATOR HOSE

MAKE-UP LINE RADIATOR CUMMINS QSM11-C330 ENGINE

LOWER RADIATOR HOSE COOLANT FLOW MAIN FLOW, THERMOSTAT OPEN DEAERATION REMOVES UNWANTED AIR FROM COOLING CIRCUIT COOLANT FILTER FLOW MAKE UP FLOW

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

05-2290

5-5

Section 6 Electrical System Introduction. This machine incorporates a 12-volt DC electrical system. Optional equipment selected by the customer will determine the electrical equipment to be installed in addition to the standard electrical system. Major Components. The 12 volt DC electrical system consists of two batteries, battery charging alternator, voltage regulator, starter switch, starter and starter solenoid. The remainder of the electrical system consists of lights and / or gauges, switches, circuit breakers and accessory circuits. The above items are included as standard equipment in the electrical system. Refer to Illustrations 6-1 through 6-16 for location of components and wiring diagrams. Batteries. This machine is equipped with two industrial type, long life batteries. The batteries are perishable and require servicing on a regular basis. Batteries that are properly cared for can be expected to give long trouble-free service. Perform the following procedures to maintain the batteries in a serviceable condition. WARNINGS: S Under no circumstances allow any sparks or open flames around batteries. No smoking. Batteries produce a highly flammable gas which could lead to battery explosion if ignited. S Never check the battery by placing a metal object across the battery posts. CAUTION: Overfilling cells of the battery can cause poor performance or early failure. 1. The battery’s electrolyte level should be checked monthly or every 250 hours, whichever comes first. Add distilled water if necessary to bring the electrolyte level to 3/8 inch above the separator plates. Do not overfill. 2. Keep the top of the battery, terminals and cable clamps clean. When necessary, wash them with a solution of baking soda and water, and rinse with clean water. CAUTION: Do not allow the soda and water solution to enter the battery cells. 3. Inspect the cables, clamps and hold down bracket regularly. Replace any damaged

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

parts. Clean and re-apply a light coating of grease to the terminals and cable clamps when necessary. NOTE: A number of devices and applications are available on the commercial market to deter corrosion on battery terminal connections. 4. Check the electrical system if the battery becomes discharged repeatedly. 5. If the battery indicator illuminates, the alternator or alternator circuit is defective. NOTE: If the truck is to be inoperative or idle for more than 30 days, remove the battery. The battery should be stored in a cool, dry place. The electrolyte level should be checked regularly and the battery kept fully charged. Booster Battery Connection Procedure. Accidentally reversing the battery connections must be avoided. If a booster battery is to be used, first connect the positive (+) terminal of booster battery to the positive (+) terminal of discharged battery and then connect the negative (-) terminal of booster battery to engine or body ground (-) (Refer to the decal below). Never cross polarity of the battery terminals. Disconnect cables in the exact reverse order from above.

DANGER SMOKING, FLAMES, ARCS, OR SPARKS MAY RESULT IN BATTERY EXPLOSION. KEEP METAL TOOLS AWAY FROM BATTERY TERMINALS. BATTERY CONTAINS SULFURIC ACID WHICH WILL BURN SKIN ON CONTACT; WEAR RUBBER GLOVES AND EYE PROTECTION WHEN WORKING WITH BATTERY. FLUSH WITH WATER AND SEEK MEDICAL ATTENTION IN CASE OF CONTACT. WHEN JUMP STARTING: DO NOT LEAN OVER BATTERY WHEN MAKING CONNECTION. FIRST CONNECT POSITIVE (+) TERMINAL OF BOOSTER BATTERY TO POSITIVE (+) TERMINAL OF DISCHARGED BATTERY. THEN CONNECT NEGATIVE (-) TERMINAL OF BOOSTER BATTERY TO ENGINE OR BODY GROUND (-). NEVER CROSS POLARITY OF TERMINALS. DISCONNECT CABLES IN EXACT REVERSE ORDER.

3375 245

Alternator. The standard alternator for the Cummins QSM11-C330 engine is a 100 amp alternator. It should be expected to give long, troublefree service; however, the diodes and transistors in the alternator circuit are very sensitive and can be easily destroyed. The following precautions

6-1

should be observed when working on or around the alternator. Avoid grounding the output wires or the field wires between the alternator and the regulator. Never run an alternator on an open circuit. Grounding an alternator’s output wires or terminals, which are always hot regardless of whether or not the engine is running or accidentally reversing of the battery polarity, will destroy the diodes. Grounding the field circuit will also result in the destruction of the diodes. Some voltage regulators provide protection against some of these circumstances; however, it is recommended that extreme caution be used.

Never disconnect the battery while the alternator is in operation. Disconnecting the battery will result in damage to the diodes, caused by the momentary high voltage and current induced by the instantaneous collapse of the magnetic field surrounding the field windings. CAUTION: Accidentally reversing the battery polarity will destroy the diodes of the alternator circuit. NOTE: It is normal for the alternator light to stay on when the engine is started. Once the engine is accelerated, the light should go out.

06-2366 SHT. 01

Illustration 6-1. Dash Panel

6-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

CB5 (15 amp)

CB4 (20 amp)

GAUGES, FRONT PANEL LIGHT, WIPER DIAGNOSTIC LIGHTS POWER, & BUZZER

CB24 (15 amp)

REAR WIPER

CB3 (15 amp)

CB2 (10 amp)

TOP WIPER

IGNITION SWITCH

FRONT RIGHT SIDE

CB6 (15 amp)

CB7 (20 amp)

WORK ECM LIGHTS POWER

CB8 (15 amp)

CB10 (10 amp)

CB9 (15 amp)

HEATER DEFROSTER

ELECTRIC SHIFT

FRONT LEFT SIDE

Illustration 6-2. Dash Circuit Breakers

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-3

CB13 (15 amp) DOME LIGHT, CAB FANS CB14 (15 amp) AIR SEAT, AUTOSHIFT CB15 (15 amp) BACK ALARM, ENABLE RELAY, STROBE, HORN RELAY CB16 (38 amp) AIR CONDITIONER / HEATER UNIT CB11 (20 amp) REAR CAB LIGHTS CB12 (20 amp) FRONT CAB LIGHTS AUX. LIGHTS AUX. LIGHTS

Illustration 6-3. Cab Rear Panel Circuit Breakers

6-4

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Component Troubleshooting Alternator. The alternator provides 13.8 - 14.4 VDC at 100 amps of power for the electrical system and trickle charges the battery when the engine is being operated. When the alternator is started, it will output 6 VDC to a relay (K3), energizing the relay and taking away the ground from the Battery light (DS3, Illustration 6-16) on the instrument panel. The most effective way to troubleshoot an alternator is with an ammeter on the output of the alternator. Another good check is with a voltmeter across the battery. With the engine operating at a moderate speed, the voltmeter reading should never exceed 15.5 VDC. If reading exceeds 15.5 VDC, the alternator is defective and requires replacing. Should the alternator output drop below 12 VDC, the alternator is defective and requires replacing. Perform the following procedures below for abnormal charging system operation. 1. Insure that the undercharged condition (below 12 VDC) has not been caused by accessories having been left on for extended periods of time. 2. Check the drive belt for proper tension (refer to Alternator Drive Belt Tension in Section 1). 3. Ensure that battery is good and capable of holding a charge. 4. Inspect the wiring for defects. Check all connections for tightness and cleanliness, including the slip connectors at the alternator and connections at the battery. 5. With the ignition switch on and all wiring harness leads connected, connect a voltmeter from: a. alternator “BAT” terminal to ground b. alternator #1 terminal to ground c. alternator #2 terminal to ground An infinity reading indicates an open circuit between the voltmeter connection and battery. Repair if required. 6. With all accessories turned off, connect a voltmeter across the battery. Operate engine at moderate speed. If voltage is 15.5 VDC or higher, replace the alternator.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Circuit Breakers. Circuit breakers are employed in the electrical system and act similar to fuses, protecting the electrical circuits and valuable components from overloads which could damage them. Perform the following troubleshooting procedures to troubleshoot a circuit breaker. 1. Turn the ignition key to the “Ignition” position. 2. If the circuit breaker is tripped, reset the circuit breaker. 3. If the circuit breaker immediately retrips, remove all wires from the output side (load side) of the circuit breaker. 4. Reset the circuit breaker. If the circuit breaker retrips, the circuit breaker is bad and must be replaced. 5. If the circuit breaker maintains a set state, one of the output circuits is shorted. Reconnect the wires one by one to the output side (load side) until the circuit breaker trips. Troubleshoot the circuit of the wire, that tripped the circuit breaker, for a short. 6. Isolate and remove the short from the circuit. Automatic 90 amp Circuit Breaker (Illustration 1-5). The automatic circuit breaker (CB1) is located on the right side of engine. It will automatically reset itself if it trips. If the circuit breaker cannot maintain a set state, perform the following troubleshooting procedures to troubleshoot the automatic circuit breaker. 1. Turn the ignition key to the Off position. 2. Remove all wires from the output side (load side) of the circuit breaker. 3. Turn the ignition key to the “Ignition” position. If the circuit breaker retrips, the circuit breaker is bad and must be replaced. 4. If the circuit breaker maintains a set state, one of the output circuits is shorted. Reconnect the wires one by one to the output side (load side) until the circuit breaker trips. Troubleshoot the circuit of the wire, that tripped the circuit breaker, for a short. 5. Isolate and remove the short from the circuit. Single-Pole, Single-Throw 30 amp Relays (Illustration 6-4). A relay is nothing more than an electrically controlled switch. Relays are always shown on electrical circuits in a de-energized state. The internal switch, common at pin 30,

6-5

toggles between pins 87A (when de-energized) and 87 (when energized). Pins 86 and 85 of the relay will energize the coil of the relay. Pin 85, in all cases, is always the ground side and pin 86, in all cases, is always the hot side. Either signal can be sent to the relay to energize it. Ensure that pin 85 is properly grounded, when required, and / or that 12 VDC is present at pin 86 when it is required. When the relay is de-energized, the internal switch connects pins 30 and 87A completing the circuit of the two pins. When the relay is energized, the coil shifts the switch, connecting pins 30 and 87 completing the circuit of the two pins. The most effective way to troubleshoot the relay is with an ohmmeter. This can be accomplished by removing the female spade connectors from pins 30, 87, and 87A. In a de-energized state, ensure that pins 30 and 87A have continuity between them. With an ohmmeter, check the resistance between pins 30 and 87a. The ohmmeter should indicate a reading of 0 - 40 ohms. Energize the relay and check the resistance between pins 30 and 87. The ohmmeter should indicate a reading of 0 - 40 ohms. If these two checks are good, the relay is good. If one of these checks fails and 12 Common Contact

Normally Closed Contact (when relay is de-energized) Normally Open Contact (when relay is de-energized)

VDC required at pin 86 was or was not present, or ground signal at pin 85 was or was not present, dependant on the desired state of relay (energized or de-energized), the relay is bad and must be replaced. Single-Pole, Single-Throw 10 amp Relays with L.E.D.s (Illustration 6-5). A relay is nothing more than an electrically controlled switch. Relays are always shown on electrical circuits in a de-energized state. The positive side of the relay coil is pin 14 while the negative side of the coil is pin 13. Either signal, 12 VDC or ground (or both), can be sent to the relay coil to energize the relay. When the relay is de-energized, the internal switch connects pins 9 and 1 completing the circuit of the two pins. When the relay is energized, the coil shifts the switch, connecting pins 9 and 5 completing the circuit of the two pins. When the L.E.D. is illuminated, the coil of the relay is energized. This does not indicate that the contact points of the internal switches are functioning properly. Do not rely on the L.E.D. to give the full operational status of the relay. The most effective way to troubleshoot this type relay is with an ohmmeter. This can be accomplished by removing the wires at relay socket terminals 9, 5, and 1. In a de-energized state, ensure that terminals 9 and 1 have continuity between them. With an ohmmeter, check the resistance between terminals 9 and 1. The ohmmeter should indicate a reading of 0 - 40 ohms. Energize the relay and check the resistance between terminals 9 and 5. The ohmmeter should indicate a reading of 0 - 40 ohms. If these two checks are good, the relay is good. If one of these checks fails and 12 VDC required at terminal 14 was or was not present, or ground signal at terminal 13 was or was not present, dependant on the desired state of relay (energized or de-energized), the relay is bad and must be replaced. Double-Pole, Double-Throw 10 amp Relays with L.E.D.s (Illustration 6-6). A relay is nothing more than an electrically controlled switch. Relays are always shown on electrical circuits in a de-energized state. The positive side of the relay coil is pin 14 while the negative side of the coil is pin 13. Either signal, 12 VDC or ground (or both), can be sent to the relay coil to energize the relay.

Illustration 6-4. SP, ST 30 amp Relay

6-6

When the relay is de-energized, the internal switch connects pins (9 and 1) and pins (12 and 4) completing the circuit of both sets of pins.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

indicate a reading of 0 - 40 ohms. If these two checks are good, the relay is good. If one of these checks fails and 12 VDC required at terminal 14 was or was not present, or ground signal at terminal 13 was or was not present, dependant on the desired state of relay (energized or de-energized), the relay is bad and must be replaced.

1

5 14

13 9 4 8

5

1

14

13

Illustration 6-5. SP, ST 10 amp Relay When the relay is energized, the coil shifts the switch, connecting pins (9 and 5) and pins (12 and 8) completing the circuit of both sets of pins. When the L.E.D. is illuminated, the coil of the relay is energized. This does not indicate that the contact points of the internal switches are functioning properly. Do not rely on the L.E.D. to give the full operational status of the relay. The most effective way to troubleshoot this type relay is with an ohmmeter. This can be accomplished by removing the wires at relay socket terminals (12, 8, and 4) and terminals (9, 5, and 1). In a de-energized state, ensure that terminals (9 and 1) and terminals (12 and 4) have continuity between them. With an ohmmeter, check the resistance between terminals (9 and 1) and terminals (12 and 4). The ohmmeter should indicate a reading of 0 - 40 ohms. Energize the relay and check the resistance between terminals (9 and 5) and terminals (12 and 8). The ohmmeter should

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9

12

Illustration 6-6. DP, DT 10 amp Relay Double-Pole, Double-Throw 15 amp Relays (Illustration 6-7). A relay is nothing more than an electrically controlled switch. Relays are always shown on electrical circuits in a de-energized state. The positive side of the relay coil is pin 14 while the negative side of the coil is pin 13. Either signal, 12 VDC or ground (or both), can be sent to the relay coil to energize the relay. When the relay is de-energized, the internal switch connects pins (9 and 1) and pins (12 and

6-7

4) completing the circuit of both sets of pins. When the relay is energized, the coil shifts the switch, connecting pins (9 and 5) and pins (12 and 8) completing the circuit of both sets of pins.

minal 14 was or was not present, or ground signal at terminal 13 was or was not present, dependant on the desired state of relay (energized or de-energized), the relay is bad and must be replaced.

The most effective way to troubleshoot this type relay is with an ohmmeter. This can be accomplished by removing the wires at relay socket terminals (12, 8, and 4) and terminals (9, 5, and 1). In a de-energized state, ensure that terminals (9 and 1) and terminals (12 and 4) have continuity between them. With an ohmmeter, check the resistance between terminals (9 and 1) and terminals (12 and 4). The ohmmeter should indicate a reading of 0 - 40 ohms. Energize the relay and check the resistance between terminals (9 and 5) and terminals (12 and 8). The ohmmeter should indicate a reading of 0 - 40 ohms. If these two checks are good, the relay is good. If one of these checks fails and 12 VDC required at ter-

Double-Pole, Double-Throw Latching Relays (Illustration 6-8). A relay is nothing more than an electrically controlled switch. This type of relay is shown in a reset state. A latching relay has a power saving feature. It does not require the relay coil to be energized at all times to maintain the set state. The positive side of the relay coil is pin 14 while the negative side of the coil is pin 13 for the set state of the relay. The internal red flag of the relay will be visible in the small window, located at the top of relay’s cover, indicating a set state. In a set state, pins (10 and 5) and pins (6 and 8) of the relay will be closed and continuity exists between each set of pins. In a reset state, the positive side of the relay coil is pin 12 while the negative side of the coil is pin 9. In a reset state, pins (10 and 1) and pins (6 and 4) of the relay will be closed and continuity exists between each set of pins. The internal red flag of the relay will not be visible in the small window in the top of the relay’s cover, indicating a reset state. A constant 12 VDC signal is not required to set or reset the latching relay. A momentary 12 VDC signal is required at either the set or reset coil, depending on the desired state of the relay, to set or reset the relay.

4 8

5

1

14

13

9

12

Illustration 6-7. DP, DT 15 amp Relay

6-8

The most effective way to troubleshoot this type relay is with an ohmmeter. This can be accomplished by removing the wires at relay socket terminals (10, 1, and 5) and (6, 8, and 4). Set the relay by applying 12 VDC to pin 14. In a set state (the internal red flag is visible in the window), ensure that terminals (10 and 5) and (6 and 8) have continuity between them. With an ohmmeter, check the resistance between terminals (10 and 5) and then terminals (6 and 8). The ohmmeter should indicate a reading of 0 - 40 ohms. Reset the relay by applying 12 VDC to pin 12 (the internal red flag should not be visible in the window). Check the resistance between terminals (6 and 4) and then terminals (10 and 1). The ohmmeter should indicate a reading of 0 - 40 ohms. If these four checks are good, the relay is good. If one of these checks fails and 12 VDC required at terminals (14 or 12) was or was not present and ground signal at terminals (13 or 9) was present, dependant on the desired state of relay (set or reset), the relay is bad and must be replaced.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

and orange wires. The white and orange wires will have continuity between them only as long as the proximity switch senses its target. The maximum targeting distance is approximately 3/8”.

2 4

5

The most effective way to troubleshoot the proximity switch is with an ohmmeter. This can be accomplished by disconnecting the weatherpack connector (located approximately 3 foot from the proximity switch), jumpering the red wires at each end and jumpering the black wires at each end. Target the proximity switch (the red L.E.D. should illuminate) and check the continuity of the white and orange wires located on the proximity switch side of the weatherpack. The ohmmeter should indicate a reading of 0 - 40 ohms. Remove the target from the proximity switch and with an ohmmeter, check the continuity between the white and orange wires. The ohmmeter should now read infinity If these two checks are good, the proximity switch is good. If one of these checks fails, the proximity switch is bad and must be replaced. Do not rely on the red L.E.D. as a sole indicator that the internal switch did, in fact, close. Always check the continuity between the white and orange wires as described above.

1

6 14

13

8

9 10

L.E.D.

12

Illustration 6-8. DP, DT Latching Relay 30mm Proximity Switches (Illustration 6-9). The proximity switches employed on Taylor equipment are state-of-the-art switching devices. The red wire of the proximity switch powers the proximity switch itself and also powers the red L.E.D. on the cable side of the proximity switch. The black wire is the ground side of the proximity switch while the white wire is the common post of the internal switch. The blue wire is the normal closed post of the internal switch and the orange wire is the normally open post of the internal switch. The proximity switch will be energized when the proximity switch senses its target. Once this happens, the red L.E.D. will illuminate and the internal switch will switch, closing the circuit of the white

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

RED

BLUE WHITE

BLACK

ORANGE

NC COM. NO

Illustration 6-9. Proximity Switch

6-9

Single-Pole, Single-Throw, Maintain Contact Switches. A switch is designed with the purpose of controlling an electrical circuit by completing or opening the circuit. With an ohmmeter, check the resistance between the contact points of the switch. With the switch closed (completing the circuit), the ohmmeter reading should indicate 0 40 ohms. With the switch open (opening the circuit), the ohmmeter reading should be infinity. If the above checks are good, the switch is good. If any of the above checks fail, the switch is bad and must be replaced. Single-Pole, Double-Throw, Momentary Rocker Switches. This type of switch operates on the principle that the circuit is closed only when the switch is held in the closed state. Once the switch is released, the circuit will open. This switch is checked like an On-Off switch with the exception that the switch must be held closed to complete resistance checks. Solenoids. A solenoid is an electrical component. When electricity is applied to the coil, the solenoid will form an electromagnet. The magnetic field will pull or push an armature into the coil (based on application). The armature can be connected to a switch in electrical circuits to turn the switch on or off. An armature can also be used to open or close valves. Solenoids employed as electrical switches can be troubleshot with an ohmmeter. Remove the two wires from the two larger posts of the solenoid. Energize the solenoid. With an ohmmeter, check the resistance between the two larger posts. The ohmmeter should indicate between 0 - 40 ohms nominally.

Exercise care not to reverse polarity because some solenoids employ internal diodes which can be destroyed when the polarity is reversed. The solenoids employed on the transmission control valve contain diodes. The black wire of the coil connects to the ground side of the circuit while the red wire goes to the positive side of the circuit. Diodes (Illustration 6-10). Diodes are one-way conductors that provide isolation. Current flow through a diode is from anode to cathode. They are easily proven good by using an ohmmeter. When using the ohmmeter, place the leads of the ohmmeter on the opposite ends of the diode. Observe the ohmmeter reading. Then reverse the ohmmeter leads on the ends of the diode. Observe the ohmmeter reading. The ohmmeter readings should indicate a higher ohm resistance in one direction opposed to the other direction because the current generated by the ohmmeter is sufficient enough to forward-bias the diode. Current Flow

Cathode

Anode

Illustration 6-10. Diode

Solenoids employed as hydraulic switches are used to open and close spools of valves. The simplest way to prove the solenoid coil good is to energize the solenoid and then, with a metal object, touch the nut that secures the coil to the cartridge. The magnetic field generated when the coil becomes an electromagnet will be significant enough to pull the metal object to the nut (some solenoids employ a metal nut encased in plastic and will require removal in order to detect the magnetic field). This will prove the coil good; however, the armature may be stuck. If the hydraulic circuit is still defective at this point, remove the coil and cartridge. Now energize the coil, the armature inside the cartridge should shift. If the armature inside the cartridge did not shift and the coil is magnetized, replace the cartridge.

6-10

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Refer to Illustration 6-16 for component reference Component 1. Battery

Problem 1. Low voltage.

Correction 1. a. Low electrolyte level. Check electrolyte level in battery, fill with distilled water as required, and recharge battery. b. Alternator output is bad. Refer to the Alternator troubleshooting section below. c. Loose, broken, or corroded wires. Repair or replace wires. d. Ensure that low voltage condition has not been caused by accessories having been left on for extended periods of time.

2. Alternator

1. Low output voltage (voltage is below 12 VDC).

1. a. Ensure drive belts are tight. b. Inspect the wiring for defects. Check all connections for tightness and cleanliness, including the slip connectors at the alternator and connections at the battery. c. Defective alternator. Replace alternator.

3. Battery Disconnect Switch

2. High output voltage (voltage exceeds 15.5 VDC).

2. Defective alternator. Replace alternator.

1. When key switch is in the ON position, contact points of switch do not close.

1. Remove wires from the switch, turn the switch on. With an ohmmeter, check the resistance across the contact points. The ohmmeter reading should indicate 0 - 40 ohms.

2. When key switch is in the OFF position, contact points of switch do not open.

2. Remove wires from the switch, turn the switch off. With an ohmmeter, check the resistance across contact points. The ohmmeter reading should indicate infinity.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-11

Component 4. Ignition Switch

continued

6-12

Problem

Correction

1. Ignition switch (S1) does not close 1. On the back of the ignition switch (accessory position). (S1), at the B terminal, check for 12 VDC from circuit breaker (CB2). Ensure that the battery disconnect switch (S54, Illustration 1-6) is in the On position. If 12 VDC is not present, ensure that circuit breaker (CB2) is set. Ensure that Deutsch connector (EC1) is not loose or that pin 6 or 11 is backed out of this connector. Ensure that all battery cables are connected to the terminals of the batteries. Ensure that the batteries are charged. Ensure that circuit breaker (CB1) can maintain a set state. If 12 VDC is present at the B terminal, turn the key to the ignition position, at the I terminal, you should see 12 VDC; if not, remove the wire from the I terminal and recheck voltage. If 12 VDC is now present, there is a short between the ignition switch (S1) and the truck power solenoid (L1); isolate and repair short. If 12 VDC is not present and 12 VDC was present at the B terminal, replace the ignition switch (S1). 2. Ignition switch (S1) does not close 2. The truck is equipped with an anti(start position). restart ignition switch (S1). Should the truck fail to start on the first attempt, the key must be turned fully off to reset the ignition switch, allowing the B (Battery) and S (Start) contacts to close when the ignition switch is turned to the Start position. This is a momentary position that should only make contact when the key is fully turned. On the back of the ignition switch (S1), ensure that 12 VDC is present at the B terminal. If 12 VDC is not present, ensure that circuit breaker (CB2) is set. Ensure that Deutsch connector (EC1) is not loose or that pin 7 is backed out of this connector. Ensure that all battery cables are (continued)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Component

Problem

(Continued) connected to the terminals of the batteries. Ensure that the batteries are charged. Ensure that circuit breaker (CB1) can maintain a set state. If 12 VDC is present, turn the ignition switch (S1) to the Start position. Check the S terminal of the ignition switch for 12 VDC. If not present, remove the wire from the S terminal; turn the ignition switch to the Start position and check for 12 VDC at the S terminal. If 12 VDC is present, the ignition switch is good.

4. Ignition Switch (Continued)

5. Wires

Correction

1. Wire has lost continuity.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1. Isolate the wire from the circuit (ohm out the wire). Ohms will vary according to the length of the wire. Expect to see low ohms if wire is good.

6-13

Electrical System Troubleshooting Some of the components described in this section are optional equipment. Eng Oil light (DS1, Illustration 6-16). The engine oil light will illuminate when engine oil pressure switch (S17, Illustration 1-6) has closed. The engine oil pressure switch will close between 7 10 psi on falling engine oil pressure. Battery light (DS3, Illustration 6-16). When the battery light illuminates, it lets the operator know that there is a problem with the alternator. Refer to the Component Troubleshooting of the Alternator found earlier in this section. Seat Belt light (DS4, Illustration 6-16). The seat belt light (DS4) will only illuminate when the key is in the ignition position and the seat belt is unfastened. With the seat belt fastened, the seat belt switch (S18) will send a ground through wire #38, energizing the seat belt relay (K2) and breaking the contact between pins #30 and #87A of relay (K2), removing the ground from the seat belt light (DS4). Shift Fail light (DS6, Illustration 6-16, if equipped with APC 70). The shift fail light (DS6) is controlled by the APC 70 and will illuminate only when the operator has attempted an improper shifting procedure. The only purpose of this light is to let the operator know that he or she is outside of the operating parameters. Low Air light (DS7, Illustration 6-16). The low air light (DS7) will illuminate when the air pressure falls below 75 psi. The low air pressure switch (S13), a normally closed switch, will close when the air pressure drops below 75 psi, sending ground through wire #31 (Illustration 6-16) completing the circuit to the low air light (DS7). In addition to the low air light being illuminated, an audible alarm will be heard from the low air / shut down buzzer (LS5). When the air pressure drops to 60 psi, the parking brake valve will pop out, applying the parking brake, closing the parking brake switch (S11). As a result, this will energize the brake saver relays (K23 and K31, Illustration 9C-2), taking away the 12 VDC signal from the forward and reverse solenoids of the control valve that is located on the transmission. This inhibits the operator from driving through the brakes. The air pressure gauge in the instrument panel will assist in determining if the low air switch (S13) is defective, if a short exists on wire #31, or if a low air pressure problem exists. If the air pressure

6-14

gauge indicates above 75 psi, remove wire #31 from the low air pressure switch (S13). If the low air light (DS7) does not go out, wire #31 is shorted out. Brake Fault light (DS8, Illustration 6-16) (if equipped). There are three signals in parallel capable of illuminating the brake fault light (DS8). It is imperative that the technician understand how these switches work to isolate the source of the failure. The simplest way to troubleshoot is to remove the signal wire #32 from the switches (S23, S24, and S27), one switch at a time. Start the engine and see if the brake fault light (DS8) is illuminated. By removing the signal wire #32 from the switch (S23, S24, or S27), the switch will be eliminated from the circuit. Once the defective circuit has been removed, the brake fault light (DS8) will not illuminate. Next, the technician must determine if the switch is bad or if the circuit, the switch (S23, S24, or S27) is monitoring, is at fault. Troubleshoot the switches (S23, S24, and S27) as follows: 1. The power cluster overstroke indicator switch (S27) is located on the end cover between the shell assembly and the tube cylinder of the power cluster. The overstroke indicator switch is a normally open switch. A visual inspection of the switch will confirm overstroke condition. The brass colored indicator rod will be protruding from the end cover approximately 3/4” to 1”. The indicator rod must be physically reseated. The most common cause of the brake fault light (DS8) illuminating is when an overstroke condition has occurred. 2. The brake coolant temperature switch (S24, Illustration 6-16) is located in the brake cooling valve. The brake coolant temperature switch is a normally open switch that will close at 190_F. The simplest way to check this switch is to turn the truck off and allow the truck to cool. With an ohmmeter, measure the resistance between the posts on the switch and the chassis ground. The ohmmeter reading should indicate infinity (open circuit). If the ohmmeter reading indicates a short, then the brake coolant temperature switch (S24) must be replaced. Care must be taken to insure that a good chassis ground is obtained. 3. The brake coolant pressure switch (S23, Illustration 6-16) is located in the brake man-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

ifold valve. The brake coolant pressure switch is a normally closed switch that will open at 10 psi. The purpose of this switch is to monitor for a low pressure problem in the brake cooling circuit. When the pressure drops below 10 psi, the switch will then close completing the electrical circuit to the brake fault light (DS8). It must now be determined if the switch (S23) is defective or if a low pressure problem exists in the brake cooling circuit. There is a pressure test coupling (pressure check) located on the brake cooling manifold at port A. Plug a pressure gauge into the test port and with the engine running, observe the gauge reading. The maximum pressure observed should be no more than 600 psi (the pressure will be between 0 and 600 psi). Remember it takes 10 psi to open the switch. If the pressure indicated is above 10 psi, the brake coolant pressure switch (S23) is defective and must be replaced. If all three of the switches, described above, have been proven to be good and the brake fault light is still illuminated, there is a short on the signal wire #32. Isolate and remove the short. Front Wiper Circuit (Illustration 6-16). The front wiper circuit is comprised of a circuit breaker (CB4), wiper switch (S7) and wiper motor (B1). 12 VDC power is supplied from circuit breaker (CB4) to the B (Battery) posts of the wiper switch (S7). There are 6 posts on the back of the wiper switch (S7). The P (Park) post of the wiper switch is used for parking the wiper motor (B1). When the wiper switch is turned off, 12 VDC will be present at the P post. When the wiper switch is turned on, 12 VDC will be present at the L (Low) or H (High) post of the wiper switch (depending on desired speed). 12 VDC will be present at the W (Washer) post of the wiper switch (S7) when the wiper switch is depressed. Five wires are used on the wiper motor (B1). The black wire of the wiper motor is used for ground. The blue wire of the wiper motor (B1) is is used for high speed. The yellow wire of the wiper motor (B1) has a constant 12 VDC supply to it at all times while the key is at the accessory position. The red wire of the wiper motor (B1) is used for low speed. In this application, 12 VDC will be applied to the red wire when the wiper switch (S7) is in the Low position. The green wire of the wiper motor (B1) is used to drive the wiper motor to the Park position when the wiper switch (S7) is turned off. There will be 12 VDC

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

present on the green wire when the wiper switch (S7) is in the Park position. Top and Rear Wiper Circuits (Illustration 6-16). The top and rear wiper circuits are comprised of a circuit breakers (CB3 and CB24), wiper switches (S8 and S9) and wiper motors (B8 and B9). 12 VDC power is supplied from circuit breaker (CB3) to the B (Battery) post of the wiper switch (S8) while 12 VDC power is supplied from circuit breaker (CB24) to the B (Battery) post of the wiper switch (S9). There are 5 posts on the back of the wiper switches (S8 and S9). The P (Park) post of the wiper switches are used for parking the wiper motor (B9 and B8). When the wiper switches are turned off, 12 VDC will be present at the P post. When the wiper switches are turned on, 12 VDC will be present at the L (Low) post or H (High) post of the wiper switches, contingent on the speed selected. 12 VDC will be present at the W (Washer) post of the wiper switches (S8 or S9) when the wiper switch is depressed. With the wiper switch (S8 or S9) turned off, 12 VDC is applied at the P terminal of the wiper motor (B9 or B8) to drive the wiper motor to the Park position. With the wiper switch (S8 or S9) in the Low position, 12 VDC is applied to the L terminal of the wiper motor (B9 or B8) for low speed. With the wiper switch (S8 or S9) in the high speed position, 12 VDC is applied to the H terminal of the wiper motor (B9 or B8) for high speed. The wiper motors (B9 and B8) utilize chassis ground. Defroster Fan Motors (B2 and B4, Illustration 6-16). The front defroster (B2) and the rear defroster (B4) fan motors are controlled by defroster switch (S6). Defroster switch (S6) is powered by circuit breaker (CB9). There is a diode between circuit breaker (CB9) and defroster switch (S6). Its purpose is to prevent an induced voltage generated by the defroster fan motors (B2 and B4), which could prolong engine shut down, after the ignition switch (S1) is turned to the Off position. With the defroster switch (S6) in the Low position, 12 VDC will be present on wire #40A for the front defroster motor (B2) or on wire #40 for the rear defroster motor (B4). With the defroster switch (S6) in the High position, 12 VDC will be present on wire #41A for the front defroster motor (B2) or wire #41 for the rear defroster motor (B4). Both defroster motors (B2 and B4) utilize chassis ground. Heater Fan Motor (B5, Illustration 6-16). The heater fan motor (B5) is controlled by heater

6-15

switch (S5). Heater switch (S5) is powered by circuit breaker (CB8). There is a diode between circuit breaker (CB8) and heater switch (S5). Its purpose is to prevent an induced voltage generated by the heater fan motor (B5), which could prolong engine shut down, after the ignition switch (S1) is turned to the Off position. With the heater switch (S5) in the Low / High position, 12 VDC will be present on wire #43 to the heater fan motor (B5) for low speed operation. With the heater switch (S5) in the High position, 12 VDC will be present on wire #44 to the heater fan motor (B5) for high speed operation. The heater fan motor (B5) is connected to the chassis ground by wire #11. The heater fan motor (B5) will circulate air through a heater coil (which is heated by the engine coolant) and into the cab. Air Conditioner / Heater Unit (B7, Illustration 6-16). The air conditioner / heater unit (B7) is powered by circuit breaker (CB16). Two power wires #72 are sent from the circuit breaker (CB16) to the air conditioner / heater unit (B7). This is required to deliver the sufficient amperage to the air conditioner / heater. All controls to the air conditioner / heater unit (B7) are internal to the air conditioner / heater unit (refer to Section 20A for additional information on the air conditioner / heater unit). Forward Alarm (LS4, Illustrations 6-16, 9C-2, and 29-30). The forward alarm circuit is designed to emit an audible alarm when the shifter is in the forward position and the forward alarm circuit has been activated. The forward alarm circuit is controlled by two switches, the forward alarm key switch (S14) and the forward alarm toggle switch (S10). The forward alarm mode key switch (S14) is an on and off switch. When the forward alarm mode key switch (S14) is in the Automatic PosiRefer to Illustration 6-16 for component reference Problem 1. Eng Oil light (DS1) is illuminated.

6-16

tion, the contacts of the switch are closed. When the forward alarm mode key switch (S14) is off (Operator Controlled Mode), the contacts of the switch are open. With the forward alarm mode key switch (S14) turned to the Automatic Position, the forward alarm (LS4) will always be energized, sounding an audible alarm any time the shifter is placed in the forward position. With the forward alarm override switch (S14) turned to the Operator Controlled position, the forward alarm toggle switch (S10) can activate the forward alarm circuit when the shifter is in the forward position. This allows the operator to determine when or when not to use the forward alarm circuit. With the shifter in the forward position, 12 VDC is sent on wire #306 to pin 14 of forward relay (K17). Ground to energize K17 is supplied by either S10 or S14. 12 VDC is supplied by circuit breaker (CB19) at all times to pin 9 (common pin) of K17. When K17 energizes, the 12 VDC at pin 9 will pass out pin 5 to LS4 (forward alarm unit), energizing it. WARNING: See the information in the Operator’s Guide and Safety Check concerning selecting the appropriate mode of operation. Reverse Alarm (LS3, Illustration 6-16). The reverse alarm circuit is designed to emit an audible alarm when the shifter is in the reverse position. The reverse alarm circuit is controlled by the shifter. With the shifter in the reverse position, relay (K18) is energized. Circuit breaker (CB15) will supply 12 VDC to pin #30 of relay (K18). When relay (K18) energizes, the 12 VDC present at pin #30 will pass out pin #87 through wire #39, energizing the reverse alarm (LS3). Any time 12 VDC is present on wire #319 at relay (K18), pin #86, the reverse alarm (LS3) should be energized.

Cause

Correction

1. Engine oil pressure is below 7 - 10 1. Refer to Problem 36. in the psi. Engine Troubleshooting chart in Section 1. 2. Defective engine oil pressure switch (S17).

2. Replace engine oil pressure switch (S17).

3. There is a short on wire #4.

3. Isolate and repair short.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

2. Battery light (DS3) is 1. Charge indicator relay (K3) is defective. illuminated.

Correction 1. Replace charge indicator relay (K3). Refer to Alternator of the Component Troubleshooting.

2. Defective alternator.

2. Replace alternator.

3. There is a short on wire #34.

3. Isolate and repair wire.

4. Wire #5 is open or shorted.

4. Isolate and repair wire.

3. Seat Belt light (DS4) 1. Seat belt is unfastened. is illuminated.

1. Fasten seat belt.

1. Refer to the Component Trouble4. Seat Belt light (DS4) 1. Seat belt relay (K2) is defective. shooting found earlier in this secis illuminated with the seat belt fastion. tened. 2. Wire #35 from Seat Belt light 2. Isolate and repair short. (DS4) to seat belt relay (K2) has a short on it. 3. Wire #38 or #35 from the enable relay (K20) is open.

3. Isolate and repair.

4. Defective seat belt switch (S18).

4. Replace seat belt.

5. Shift Fail light (DS6) is illuminated. (if equipped with APC-70)

1. Shift request is outside of shifting parameters.

1. Operate truck correctly (refer to the Operator’s Guide for proper shifting operations).

6. Low Air light (DS7) is illuminated and buzzer (LS5) is energized.

1. Air pressure is below 75 psi.

1. Locate and repair leak (check all fittings, hoses, seals, air tank, service brake valve, de-clutch valve and brake actuators).

2. Wire #31 is shorted between the low air pressure switch (S13) and Low Air light (DS7).

2. Isolate and repair short. A good indication of this problem will be the air pressure gauge on the instrument panel shows good air pressure.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-17

Problem

Cause

Correction

9. Low Air light (DS7) is illuminated and buzzer (LS5) is energized. (Continued)

3. Defective low air pressure switch (S13).

3. Allow truck to build air pressure, shut down engine, and with an ohmmeter read across each terminal of the low air pressure switch (S13) to chassis ground. Ohmmeter readings on one terminal should be 0 - 40 ohms while the other terminal’s ohmmeter reading should be infinity. If the air pressure gauge, located on the instrument panel, shows good air pressure and the ohmmeter readings are not as described above, replace low air pressure switch (S13).

7. Brake Fault light (DS8) is illuminated

1. Overstroke indicator switch (S27) is overstroked.

1. Visually inspect the overstroke indicator switch (S27). If an overstroked condition has occurred, a brass colored indicator rod will be protruding from the end cover of the power cluster approximately 3/4” to 1”. To reset, push the indicator rod back into the end cover.

2. Brake coolant pressure switch (S23) is defective.

2. Refer to the Electrical System Troubleshooting of the Brake Fault light found earlier in this section.

3. Brake coolant pressure is below 10 psi.

3.

6-18

a. Leak in brake cooling circuit.

a. Isolate leak and repair.

b. Defective pressure relief valve in port 3 of the brake manifold valve.

b. Replace the 175 psi pressure relief valve in the brake manifold valve at port 3.

4. Brake coolant temperature switch (S24) is defective.

4. Refer to the Electrical System Troubleshooting of the Brake Fault light found earlier in this section.

5. Brake coolant temperature exceeds 190_F.

5. Refer to Problem 1. in the Wet Disc Brakes Cooling System Troubleshooting chart in Section 15C.

6. There is a short on wire #32.

6. Isolate and repair

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

Correction

8. Left turn lamp (DS9) 1. The left turn lamp (internal to DS9) 1. Replace left turn lamp bulb. is burned out. will not illuminate when the turn signal is activated for a left 2. Circuit breaker is tripped (this will 2. Reset circuit breaker. affect DS11 as well). turn (if equipped) 3. Defective flasher (this will affect 3. Replace flasher. DS11 as well).

9. Park Brake light (DS10) is illuminated

4. Defective turn switch (left side). The turn switch is mounted on the steering column.

4. Replace turn switch.

5. Loose or broken wire.

5. Check all connections or repair wire.

1. Parking brake is applied.

1. Release parking brake.

2. Park brake switch (S11) is defective.

2. Replace park brake switch (S11).

3. Air pressure is below 60 psi.

3. Refer to Problem 3. in the Brake Control System Troubleshooting chart in Section 15.

1. The right turn lamp (internal to 10. Right turn lamp DS11) is burned out. (DS11) will not illuminate when the 2. Circuit breaker is tripped (this will turn signal is actiaffect DS9 as well). vated for a right turn (if equipped) 3. Defective flasher (this will affect DS9 as well).

1. Replace right turn lamp bulb. 2. Reset circuit breaker. 3. Replace flasher.

4. Defective turn switch (right side). The turn switch is mounted on the steering column.

4. Replace turn switch.

5. Loose or broken wire.

5. Check all connections and repair wire if necessary.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-19

6-20

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 6-11. Truck Layout Wiring Diagram

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-21

6-22

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

06-2366 SHT. 03

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-23

Hoist Circuit

6-24

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 6-12. Truck Control ANSI Diagram

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-25

6-26

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

06-2366 SHT. 10 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-27

Hoist Circuit

6-28

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 6-13. Main Control Junction Box

06-2366 SHT. 06

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-29

Illustration 6-14. Cab Rear Panel Harness

I-1-29-0640

6-30

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN FOLDER ENVELOPES: Illustration 6-15 - 06 2366 SHT. 10 (Truck Control ANSI) Illustration 6-16 - 06 2366 SHT. 9 (ANSI)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6-31

6L-Auxiliary Lighting

Section 6L Auxiliary Lighting Introduction. The high intensity discharge (H.I.D.) lighting system, if equipped, provides the user several times the output of incandescent or halogen lamps, utilizing the same levels of input energy. H.I.D. Lights (Illustration 6L-1). The lighting unit is comprised of a bulb, ballast and a starter, located in the ballast. The bulb contains a gaseous environment and houses the arc. The starter will boost the voltage from the ballast, creating an arc inside the bulb. The ballast will then provide high voltage to maintain the arc. At initial startup, the lighting unit can draw a maximum of 20 amps. Once the lighting unit has illuminated, it can draw a maximum of 3.18 amps (steady state).

WARNINGS: S The H.I.D. lighting system operates under high voltage. Disconnect all input power to the ballast assembly before attempting any service. Failure to observe this warning may result in personal injury or death. S All electrical work should be performed only by qualified service technicians.

H.I.D. Lighting System Maintenance. The H.I.D. lighting system is a long life, self-sustaining lamp that requires little or no regular maintenance. Some operating environments, however, may require periodic cleaning of excess dirt or debris from the lense, and periodic checks of the cables and connections for signs of damage or wear. If the H.I.D. lighting system fails to operate properly, refer to the H.I.D. Lighting System Troubleshooting chart.

BULB

BALLAST (STARTER)

Illustration 6L-1. H.I.D. Work Lights H.I.D. Lighting System Troubleshooting (Illustration 6L-1) Problem 1. H.I.D. light does not illuminate

Cause

Correction

1. Bulb burned out.

1. Disconnect power, replace bulb, reconnect power and check light for illumination.

2. Blown fuse.

2. Check fuse and replace if necessary.

3. Loose or broken wire.

3. Check electrical connections and wire. Repair as required. Should wire require replacing, replace with a wire of the same gauge.

4. Defective ballast.

4. Disconnect power, replace ballast assembly, reconnect power and check light for illumination.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6L-1

Section 9 Transmission SPREADER / BRAKE PUMP DIPSTICK

CHARGING PUMP

MAIN PUMP OIL SCREEN PLUG

BREATHER

FULL

OIL SCREEN

LOW

DRAIN PLUG

FLEX PLATE

DE-CLUTCH VALVE FILLER CAP CONTROL VALVE

Illustration 9-1. TC-36 Transmission Introduction. The TC-36 transmission is a powershift transmission which provides three speeds forward and three speeds reverse. Both direction and speed range are controlled by a roll shift mechanism attached to the steering column. The transmission can be neutralized during braking by a de-clutch feature (refer to Section 15 for de-clutch operation). Operation. With the engine running, the transmission’s converter charging pump draws oil from the transmission sump through the oil sump screen and directs it through the pressure regulating valve and oil filter. The pressure regulating valve maintains pressure to the transmission control valve for actuating the direction and speed clutches. This requires only a small amount of oil.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

The remaining oil is directed through the torque converter circuit to the oil cooler and returns to the transmission for positive lubrication. After entering the converter housing, the oil is directed through the stator support to the converter blade cavity and exits in the passage between the turbine shaft and converter support. The oil then flows out of the converter to the oil cooler. After leaving the cooler, the oil is directed back to the transmission. The torque converter turbine receives fluid at its center. The reaction member of the torque converter takes the fluid which is exhausting from the inner portion of the turbine and changes its direction to allow correct entry for recirculation into the impeller element.

9-1

REVERSE 2ND 1ST FORWARD

Illustration 9-2. Transmission Control Valve Transmission Control Valve (Illustration 9-2). The transmission control valve directs oil, under pressure, to the desired directional and speed clutch. The directional and speed clutch assemblies are mounted inside the transmission case and are connected to the output shaft of the converter either by direct gearing or drive shaft. The purpose of the directional or speed clutches is to direct the power flow through the gear train to provide the desired speed range. Refer to Section 9C for electrical operation of the transmission control valve. Oil Level Check (Illustration 9-1). The oil level should be checked daily, with the oil at normal operating temperature (180_F to 200_F+) and the engine operating at low idle. The oil level should be up to the FULL mark on the dipstick. The dipstick is located inside the right engine hood door, beside the filler cap. Changing The Filter Elements (Illustration 9-3). The oil filter elements, located on the left side of the truck below the engine access door, should be changed every 500 hours. The interval above is based on normal environmental condition, excessive dust may require a more frequent filter change interval. Perform the following procedures to change the filter elements: WARNING: Park machine on a level surface, apply parking brake, block wheels and Lock Out & Tag Out while servicing machine.

9-2

CAUTION: Dispose of filters in accordance with federal and local regulations. NOTE: It is recommended that filter elements be changed after 50 and 100 hours of operation on new and rebuilt or repaired transmissions. 1. Make certain filters are cool to the touch, then provide a suitable container to catch any draining oil, and unscrew filter and dispose of filter properly. 2. Apply an even film of fresh oil on the gasket surface of the replacement filter elements. Then thread each filter onto the filter head assembly. 3. Hand tighten each filter element 3/4 turn past point where gasket first contacts filter head surface. 4. Refer to Filling The Transmission for adding oil to the transmission.

FILTER HEAD ASSEMBLY

FILTER ELEMENTS

Illustration 9-3. Transmission Oil Filter Element Changing The Oil (Illustration 9-1). The transmission oil should be changed every 1000 hours. The oil should be drained with oil at a temperature of 150_F to 200_F.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

WARNING: Park machine on a level surface, apply parking brake, block wheels and Lock Out & Tag Out while servicing machine.

4. Reinstall the breather. General Information Oil Pressure (low idle)

240 psi

Oil Pressure (high idle)

310 psi

CAUTION: Dispose of oil and filter in accordance with federal and local regulations.

Oil Temperature

Perform the following procedures to change the transmission oil:

Oil Capacity

180 - 250_F (82.2 - 121_C) 40 Quarts

1. Provide a suitable container and remove the drain plug to drain the oil.

Transmission Stall Speed

1990 rpm±50 rpm

2. Remove the oil screen and gasket. 3. Clean the oil screen thoroughly. 4. Use a new gasket and reinstall the oil screen. Tighten the oil screen to 10 to 15 ft-lbs. 5. Refer to Changing The Filter Elements for procedures to change the filter elements. 6. Reinstall the drain plug. 7. Refer to Filling The Transmission, located below, for adding oil to the transmission. Filling The Transmission (Illustration 9-1). Perform the following procedures to fill the transmission with oil: 1. With engine shut down, fill the transmission to the FULL mark on the dipstick. 2. Operate the engine and check for leaks. When the oil temperature reaches +180_F to +200_F and the engine is operating at low idle, make a final oil check and add oil to bring the oil level to the FULL mark on the dipstick. Cleaning The Transmission Breather (Illustration 9-1). The breather should be checked every 1500 hours of operation for restriction. The prevalence of dirt and dust will determine the frequency at which the breather requires cleaning. Perform the following procedures to clean the transmission breather: 1. Clean the area around the breather before removing it. NOTE: Care must be exercised when removing the breather to avoid damaging the breather. 2. Remove the breather. 3. Wash the breather thoroughly in solvent and dry it with compressed air.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9-3

PORT AR PORT S CHARGE CONVERTER IN PRESSURE PUMP PRESSURE 240 - 310 PSI

PORT AQ CONVERTER OUT TO COOLER

PORT R CONVERTER OUT PRESSURE (25 PSI MIN. @ 2000 RPM 70 PSI MAX. @ RATED, NO LOAD GOVERNED RPM)

PORT J OIL COOLER TEMPERATURE SWITCH (245˚F N.C.) LOCATION

PORT RC MODULATED REVERSE CLUTCH PRESSURE 240 - 310 PSI

PORT K FULL OIL LEVEL * PORT L LOW OIL LEVEL *

PORT FC MODULATED FORWARD CLUTCH PRESSURE 240 - 310 PSI

* OIL LEVEL SHOULD BE CHECKED AT OPERATING TEMPERATURE WITH THE TRANSMISSION IN THE NEUTRAL POSITION

Illustration 9-4. Transmission Check Points

9-4

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

PORT S PORT H

PORT AR

TRANSMISSION OIL FILTERS

PORT AQ PORT J

PORT AD PORT R

PORT AH

TRANSMISSION OIL COOLER

INDICATES HYDRAULIC FLUID FLOW

Illustration 9-5. Transmission Fluid Flow

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9-5

Transmission Troubleshooting Electrical / Mechanical Checks. Prior to checking any part of the system from a hydraulic standpoint, the following electrical / mechanical checks should be made. 1. Ensure that the proper solenoids on control valve are energized. When the solenoids are energized they become magnetized. A magnetic field can be checked at the nut that holds the solenoid to the cartridge. An effective way to accomplish this is with a metal wrench. Some solenoids employ a metal nut, encased in plastic, which will require removal to detect a magnetic field. 2. Ensure that the de-clutch valve is not engaged nor sticking. Hydraulic Checks. Before checking the torque converter, transmission, and associated hydraulic system for pressures and rate of flow, it is essential that the following preliminary checks be made. NOTE: Do not attempt these checks with cold oil. 1. Check the oil level in the transmission. This should be done with the oil temperature between +180°F and +200°F, and the engine operating at idle. Problem

2. Work the machine to bring the oil temperature up to the operating range (refer to step 1. above). NOTE: If the machine cannot be worked, the converter can be stalled to bring the temperature up to the operating range. Perform the following procedures to stall the converter. 3. With the right service brake pedal applied, move the shifter to the forward position and third gear selected. 4. Continue to apply the brakes and accelerate the engine approximately one-half to threequarter throttle for 30 seconds, let off accelerator for 10 seconds. 5. Repeat step 4. until the desired converter outlet temperature is reached. CAUTION: Full throttle stall speeds for an excessive length of time will overheat the converter. 6. When checking the pressures, always check the charge pump and converter out pressures first.

Cause

Correction

1. Low Clutch Pressure at Port S (Also Port RC in Reverse and Port FC in Forward; all three must be checked in order to diagnose problem). Refer to Illustration 9-4 for port locations.

1. Low oil level.

1. Fill to proper level.

2. Clutch pressure regulating valve spool stuck open.

2. Clean valve spool and housing.

3. Defective charging pump (240 310 psi normal operating pressure).

3. Replace pump.

5. Clutch piston bleed valve stuck open.

5. Clean bleed valves thoroughly.

2. Low Converter Charging Pump Output at Port S (refer to Illustration 9-4 for port locations) continued

1. Low oil level.

1. Fill to proper level.

2. Suction screen plugged.

2. Clean suction screen.

3. Air leaks at pump intake hose and connections or collapsed hose.

3. Tighten all connections or replace hose if necessary.

4. Defective oil pump.

4. Replace pump.

9-6

4. Broken or worn clutch shaft or pis- 4. Replace sealing rings or clutch ton sealing rings. shaft.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

Correction

2. Low Converter Charging Pump Output at Port S (refer to Illustration 9-4 for port locations) (Continued)

5. Clogged transmission filters.

5. Replace transmission filters.

6. Defective pressure regulator.

6. Replace or rebuild pressure regulator.

3. Noisy Converter

1. Worn coupling gears.

1. Replace coupling gears.

2. Worn oil pump.

2. Replace oil pump.

3. Worn or damaged bearings.

3. A complete disassembly will be necessary to determine which bearing is faulty.

4. Low charge pump pressure.

4. Refer to Problem 2. of this troubleshooting chart.

5. Excessive internal leakage in con- 5. Rebuild or replace transmission. verter. 4. Overheating

5. Lack of Power

1. Low oil level.

1. Fill to proper level.

2. Oil cooler vents are restricted.

2. Clean oil cooler.

3. Worn transmission bearing.

3. Replace or rebuild transmission.

4. Worn oil sealing rings.

4. Remove, disassemble and rebuild converter assembly.

5. Worn oil pump.

5. Replace oil pump.

6. Pump suction line taking air.

6. Check connections, tighten securely.

7. Open circuit between the engine ECM (Electronic Control Module) and transmission temperature sender.

7. Isolate and repair.

8. Defective transmission temperature sender.

8. Replace transmission temperature sender.

1. Low engine RPM at converter stall.

1. Tune engine and check governor.

2. Worn oil sealing rings.

2. Remove, disassemble and rebuild converter assembly.

3. Worn oil pump.

3. Replace oil pump.

4. Low oil level.

4. Fill to proper level.

5. Restriction in hydraulic circuit.

5. Remove restriction.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9-7

Problem 6. No Forward

Cause

Correction

1. Defective shifter circuit.

1. Perform electrical check to ensure electrical signal has energized solenoid. Refer to the Testing of Electrical Components procedures in Section 9C.

2. Defective brake saver relay (K31, Illustration 9C-2) or circuit.

2. Refer to the Testing of Electrical Components procedures in Section 9C to troubleshoot circuit.

3. Defective solenoid or cartridge in control valve.

3. Swap the Forward and Reverse cartridges and solenoids; if the fault changes from Forward to Reverse, the solenoid or cartridge is bad. To determine which is bad, switch the solenoids only. If the fault did change, replace the defective solenoid. If fault did not change, replace cartridge.

4. Reverse clutch pack plates are fused together.

4. Place the transmission in the neutral position and rev up the engine. If the truck tries to move in reverse, clutch plates are fused together. Replace or rebuild transmission.

5. Defective regulators in the modulator valve.

5. Replace the modulator valve.

6. Spools are sticking in control valve 6. Clean or replace defective parts. body. 7. No Reverse

continued

9-8

1. Defective shifter circuit.

1. Perform electrical check to ensure electrical signal has energized solenoid. Refer to the Testing of Electrical Components procedures in Section 9C.

2. Defective brake saver relay (K23, Illustration 9C-2) or circuit.

2. Refer to the Testing of Electrical Components procedures in Section 9C to troubleshoot circuit.

3. Defective solenoid or cartridge in control valve.

3. Swap the Forward and Reverse cartridges and solenoids; if the fault changes from Reverse to Forward, the solenoid or cartridge is bad. To determine which is bad, switch the solenoids only. If the fault did change, replace the defective solenoid. If fault did not change, replace cartridge.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 7. No Reverse (Continued)

Cause

Correction

4. Forward clutch pack plates are fused together.

4. Place the transmission in the neutral position and rev up the engine. If the truck tries to move in forward, clutch plates are fused together. Replace or rebuild transmission.

5. Defective regulators in the modulator valve.

5. Replace the modulator valve.

6. Spools are sticking in control valve 6. Clean or replace defective parts. body. 8. No Forward or Reverse

9. Vibration

1. Shifter or input to Shifter is bad.

1. Refer to the Testing of Electrical Components procedures in Section 9C.

2. Parking brake switch (S11, Illustration 9C-2) in parking brake valve is bad.

2. Replace parking brake switch.

3. 12 VDC power on Wire #29 (Illustration 9C-2).

3. Refer to Testing of Electrical Components in Section 9C.

4. De-clutch valve is stuck or engaged.

4. Disconnect the linkage from the inching valve to ensure that inching valve is not engaged. Push spool in and out to ensure that the spool is not stuck.

5. Defective brake saver relays (K23 and K31).

5. Replace brake saver relays (K23 and K31).

6. Low charge pump pressure.

6. Refer to Problem 2. of this troubleshooting chart.

7. Low converter out pressure.

7. Refer to Problem 2. of this troubleshooting chart.

8. Drive shaft in truck is missing.

8. Ensure that the drive shaft is assembled to the transmission and drive axle.

1. Defective differential.

1. Repair differential.

2. Output shaft in transmission is loose.

2. Repair or tighten output shaft.

3. Transmission mount is loose.

3. Repair or tighten transmission mount.

4. Engine mount is loose.

4. Repair or tighten engine mount.

5. Excessive backlash in differential.

5. Repair differential.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9-9

Problem 9. Vibration (Continued)

Cause

Correction

6. Plates inside transmission are sticking or slipping.

6. Repair or replace engine clutch wear or plates.

7. Defective de-clutch valve.

7. Replace de-clutch valve.

8. Defective torque converter.

8. Repair or replace converter.

9. Defective charge pump.

9. Repair or replace charge pump.

10. Drive shaft is out-of-phase.

10. Correct drive shaft to be in phase.

11. Loose or missing universal joints.

11. Tighten or replace.

12. Defective universal joints.

12. Replace universal joints.

13. Accessory pumps, located on the 13. Replace or tighten. back of the transmission, are cavitating or loose.

9-10

14. Low hydraulic oil in transmission.

14. Add hydraulic oil to the recommended level.

15. Transmission is overheating.

15. Troubleshoot and repair transmission.

16. Drive axle loose.

16. Tighten and re-torque drive axle.

17. Tread pattern on tires.

17. Change tread pattern.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9A-Transmission Cooler

Section 9A Transmission Cooler COOLER OUTLET PRESSURE HOSE

PORT AQ

PORT AH

TRANSMISSION OIL COOLER

COOLER INLET PRESSURE HOSE

INDICATES HYDRAULIC FLUID FLOW

Illustration 9A-1. Transmission Oil Cooler Hose Flow Diagram Introduction. The transmission oil cooler employs a forced air cooled method of cooling the transmission oil. Transmission Oil Cooler Maintenance. The transmission oil cooler should be cleaned externally as conditions warrant. CAUTION: In the event of transmission failure requiring a new or rebuilt transmission, in order for warranty to be valid, the transmission oil cooler, transmission filter, and hoses from the transmission to the transmission oil cooler must be replaced. It is impossible to back flush the transmission oil cooler to remove all contaminants from the core.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Whenever the cooler hoses have been disconnected and then reconnected, operate the engine up to normal operating temperature and check the transmission oil cooler hoses connections for leaks. CAUTION: Make certain used filter and drained oil are disposed of in accordance with federal and local regulations.

9A-1

9A-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-Transmission Controls

Section 9C Transmission Controls (Electric Shift) bad or is not fully in the accessory position. d. Circuit breaker (CB1, see Illustration 1-6), located in the engine compartment, is tripped or bad. e. A loose or broken wire between any of the above components. 5. Troubleshoot the circuit breakers by referring to the Components Troubleshooting of the Circuit Breakers in Section 6. 6. If 12 VDC power is present, proceed with the following procedures (see Illustrations 9C-2 and 9-2).

Illustration 9C-1. Electric Shifter Introduction. This truck utilizes an electrically operated transmission shifting system; therefore, no mechanical linkage is needed. The following procedures are to be used to test the transmission controls. If service becomes necessary, refer to the following electrical components testing procedures. WARNING: Before servicing truck, park the truck on level ground and block the wheels. Testing of Electrical Components 1. Turn ignition switch to the “Accessory” position. 2. Ensure that the parking brake is not applied. 3. Check for 12 VDC power input to shifter at the plug located underneath the instrument panel, near steer column, input pin 1. NOTE: If unable to locate input power to the shifter, the truck will not start. 4. Troubleshoot, as follows, to find the source of shifter input power failure: a. Circuit breaker (CB10 or CB2, Illustration 9C-2, 6-16), located in the instrument panel, is tripped or bad. b. Truck power solenoid (L1, see Illustration 1-6) failed to energize or is bad. c. Ignition switch (S1, see Illustration 6-16) is

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

a. With shifter in Forward First Gear, find the control valve located on transmission. Three solenoids will be energized if shifter is functioning properly. Touch the nut located at the top of the solenoid with a metal object. The metal object will be pulled toward the solenoid due to a magnetic field that will be present if the solenoid is energized. Some solenoids employ a metal nut, encased in plastic, which will require removal to detect a magnetic field. Exercise care not to reverse the polarity of the solenoid because the solenoid contains internal diodes which will be destroyed if the polarity of the solenoid is reversed. Two signals are required to energize the Forward solenoid: 12 VDC from the electric shifter, through the forward brake saver relay and ground. If the Forward solenoid did not energize, it must be determined if one of the signals is missing or if the coil is bad. NOTE: Earlier model trucks broke the ground through the brake saver relays to the solenoids of the transmission control valve. It is important that the technician consider this possibility when troubleshooting the electric shift forward and reverse circuits. b. Unplug the weatherpack connector of the Forward solenoid. With a trouble light grounded to the chassis, make contact with the hot wire of the weatherpack on the shifter side. Light will illuminate if there is a good ground through the trouble light and 12 VDC is present. If trouble light fails to illuminate, troubleshoot the circuit back

9C-1

towards the shifter. If 12 VDC is present, continue to troubleshoot as follows. c. Re-connect the weatherpack connector and make contact with the ground side of the Forward solenoid with the trouble light. Light should not illuminate. If it does illuminate, ground to the coil is missing. d. If 12 VDC plus ground is present at the solenoid and it does not energize, the solenoid is bad and needs replacing. 7. The energized solenoids for Forward First Gear are Forward, First, and Second. 8. If all three of the solenoids are energized, place the shifter in Forward Second and repeat procedure 6. again for Forward Second. NOTE: Electrical operation of all the solenoids is easily confirmed when the magnetic field is detected by touching the nut that secures the coil to the cartridge of the desired solenoid. 9. The energized solenoids are Forward and Second. 10. If all solenoids are energized, place the shifter in Forward Third and repeat procedure 6. again for Forward Third.

bleshooting the electric shift forward and reverse circuits. a. Unplug the weatherpack connector of the Reverse solenoid. With a trouble light grounded to the chassis, make contact with the hot wire of the weatherpack on the shifter side. Light will illuminate if there is a good ground through the trouble light and 12 VDC is present. If trouble light fails to illuminate, troubleshoot the circuit back towards the shifter. If 12 VDC is present, continue to troubleshoot as follows. b. Reconnect the weatherpack connector and make contact with the ground side of the Reverse solenoid with the trouble light. Light should not illuminate. If it does illuminate, ground to the coil is missing. c. If 12 VDC plus ground is present at the solenoid and it does not energize, the solenoid is bad and needs replacing. 13. With the shifter in Neutral and Third Gear selected, ensure that there are no energized solenoids at this point. 14. If shifting failure is still experienced, the problem is not electrical.

11. The energized solenoid for Forward Third is “Forward”. Only the Forward solenoid is energized because the highest gear selected will always be spring applied and does not require a solenoid operated spool to apply it. 12. If the solenoid energized, place the shifter in Reverse. Check and ensure that the Reverse solenoid is energized, and that the Forward solenoid is NOT energized. There is no need to check any of the gear select solenoids at this point, they have been proven to be operating properly. Two signals are required to energize the Reverse solenoid: 12 VDC from the electric shifter through the reverse brake saver relay and ground. If the Reverse solenoid did not energize, you must determine if one of the signals is missing or if the coil is bad. NOTE: Earlier model trucks broke the ground through the brake saver relays to the solenoids of the transmission control valve. It is important that the technician consider this possibility when trou-

9C-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Electric Shift Troubleshooting (Illustration 9C-2) Problem 1. No Forward

Cause

Correction

1. Parking brake is applied.

1. Disengage parking brake.

2. Shifter to rear panel harness plug (PC1) is loose or pin 2 is backed out of plug.

2. Ensure that shifter to rear panel harness plug (PC1) has good connection and all pins are seated.

3. Weatherpack at control valve to the 3. Ensure weatherpack has good forward solenoid is loose or pin is connection and all pins are seated. backed out of weatherpack. 4. Panel harness connector (RPC1 or 4. Ensure panel harness connector PC7) is loose or pin of connector is (RPC1 or PC7) has good connecbacked out. tion and all pins are seated. 5. Faulty solenoid on the forward cartridge located on the control valve.

5. Replace solenoid.

6. Defective shifter.

6. Disconnect the shifter to rear panel harness plug (PC1). Jumper pin 1 of plugs together. This jumper allows input power (12 VDC) to the shifter. Turn the ignition switch to the accessory position. Shift the shifter to the Forward position. On the shifter side of the plug, check for 12 VDC coming out of the shifter at pin 2. If 12 VDC is present, the shifter is good.

7. Defective forward brake saver relay (K31).

7. Replace forward brake saver relay (K31).

8. Shifter to rear panel harness wire #312 (forward) is broken or loose at the forward brake saver relay (K31).

8. Isolate and repair wiring.

9. Forward brake saver relay (K31) to terminal strip (located in rear panel of cab) wire #352 is broken or loose at the terminal strip.

9. Isolate and repair wiring.

10. Rear panel to main junction box (located on the front of truck) harness wire #306 (forward) is broken or loose at the terminal strip in the rear panel.

10. Isolate and repair wiring.

11. Transmission harness wire #306 (forward) is broken or loose at the terminal strip in the main junction box.

11. Isolate and repair wiring.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-3

Problem

Cause

Correction

1. No Forward (Continued)

12. Transmission harness wire #344 12. Isolate and repair wiring. (forward solenoid, ground side) is broken or loose at the terminal strip in the main junction box.

2. No Reverse

1. Parking brake is applied.

1. Disengage parking brake.

2. Shifter to rear panel harness plug (PC1) is loose or pin 5 is backed out of plug.

2. Ensure that shifter to rear panel harness plug (PC1) has good connection and all pins are seated.

3. Weatherpack at control valve to the 3. Ensure weatherpack has good reverse solenoid is loose or pin is connection and all pins are seated. backed out of weatherpack. 4. Panel harness connector (RPC1 or 4. Ensure panel harness connector PC7) is loose or pin of connector is (RPC1 or PC7) has good connecbacked out. tion and all pins are seated. 5. Faulty solenoid on the reverse cartridge located on the control valve.

5. Replace solenoid.

6. Defective shifter.

6. Disconnect the shifter to rear panel harness plug (PC1). Jumper pin 1 of plugs together. This jumper allows input power (12 VDC) to the shifter. Turn the ignition switch to the accessory position. Shift the shifter to the Reverse position. On the shifter side of the plug, check for 12 VDC coming out of the shifter at pin 5. If 12 VDC is present, the shifter is good.

7. Defective reverse brake saver relay (K23).

7. Replace reverse brake saver relay (K23).

8. Shifter to rear panel harness wire #319 (reverse) is broken or loose at the reverse brake saver relay (K23).

8. Isolate and repair wiring.

9. Reverse brake saver relay (K23) to 9. Isolate and repair wiring. terminal strip (located in rear panel of cab) wire #354 is broken or loose at the terminal strip. 10. Rear panel to main junction 10. Isolate and repair wiring. box (located on the front of truck) harness wire #307 (reverse) is broken or loose at the terminal strip in the rear panel. continued

9C-4

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 2. No Reverse (Continued)

3. No Forward or Reverse

Cause

Correction

11. Transmission harness wire #307 (reverse) is broken or loose at the terminal strip in the main junction box.

11. Isolate and repair wiring.

12. Transmission harness wire #345 (reverse solenoid, ground side) is broken or loose at terminal strip in the main junction box.

12. Isolate and repair wiring.

1. Parking brake is applied.

1. Disengage parking brake.

2. Shifter harness connector (PC1, RPC1 or PC7) is loose or pins of connector are backed out.

2. Ensure shifter harness connector (PC1, RPC1 or PC7) has good connection and all pins are seated.

3. Panel harness plug (RPC1 or PC7) 3. Ensure panel harness plug has is loose at panel harness connecgood connection and all pins are tion or pins of connector have seated. backed out. 4. Defective park brake pressure switch (S11).

4. Replace park brake pressure switch (S11) in parking brake. Pressure switch (S11), if closed, will send 12 VDC to the forward and reverse brake saver relays (K31 and K23), energizing both relays, breaking the current path from the shifter to the Forward and Reverse solenoids. This is a valuable troubleshooting aid because it affects both Forward and Reverse.

5. Forward and reverse brake saver relays (K31 and K23) are energized.

5. 12 VDC is present on wire #29 from park brake pressure switch (S11).

6. Defective shifter.

6. Replace shifter.

7. Circuit breaker (CB2 or CB10) is tripped or defective.

7. Reset or replace circuit breaker.

8. Truck power solenoid (L1) is defec- 8. Replace truck power solenoid. tive. 9. Defective ignition switch (S1).

9. Replace ignition switch.

10. Loose, broken, or shorted wires between any of the above components.

10. Isolate and repair.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-5

Problem

Cause

4. Truck Stays in First 1. Defective shifter. Gear Only

5. Truck Stays in Third Gear Only

Correction 1. Disconnect the shifter to rear panel harness plug (PC1). Jumper pin 1 of plugs together. This jumper allows input power (12 VDC) to the shifter. Turn the ignition to the accessory position. Roll the shifter to the First gear position. On the shifter side of the plug, check for 12 VDC coming out of the shifter at pins 3 and 4. If 12 VDC is present, roll the shifter to 2nd gear position. 12 VDC will no longer be present on pin 3, 12 VDC will be present on pin 4. If these checks are good, the shifter is good.

2. Shifter to rear panel harness wire #314 (first gear) has 12 VDC on it all the time.

2. Isolate and remove the 12 VDC.

3. Rear panel to main junction box wire #304 (first gear) has 12 VDC on it at all times.

3. Isolate and remove the 12 VDC.

1. Shifter to rear panel harness connector (PC1) is loose or pins 3 and 4 of connector are backed out.

1. Ensure that shifter to rear panel harness connector (PC1) has good connection and all pins are seated.

2. The ground wires #311 for the first and second gear solenoids are not properly grounded to the terminal strip.

2. Reseat the wires at the terminal strip.

3. Rear panel to main junction box harness wire #304 (first gear) and wire #305 (second gear) have been cut or broken.

3. Isolate and repair wires.

4. Main junction box to transmission 4. Isolate and repair wires. harness wires #311 or #304 (first gear) and wires #311 or #305 (second gear) have been cut or broken. 5. Second gear solenoid or cartridge is bad. 6. No First Gear

continued

9C-6

5. Refer to the Problem 7. in this troubleshooting section.

1. Weatherpack from the transmission 1. Ensure weatherpack has good harness to the control valve for the connection and all pins are seated. first gear solenoid is loose or disconnected.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 6. No First Gear (Continued)

Cause 2. Shifter to rear panel harness connector (PC1) is loose or pin 3 of connector is backed out.

Correction 2. Ensure shifter to rear panel harness connector (PC1) has good connection and all pins are seated.

3. Defective solenoid on the first gear 3. Replace first gear solenoid. cartridge located on the control valve. 4. Defective shifter.

4. Disconnect the shifter to rear panel harness plug (PC1). Jumper pin 1 of plugs together. This jumper allows input power (12 VDC) to the shifter. Turn the ignition switch to the accessory position. Roll the shifter to the First gear position. On the shifter side of the plug, check for 12 VDC coming out of the shifter at pin 3. If 12 VDC is present, the shifter is good.

5. Shifter to rear panel harness wire #314 (first gear) has been cut or broken.

5. Isolate and repair wire.

6. Rear panel to main junction box harness wire #304 has been cut or broken.

6. Isolate and repair wire.

7. Main junction box to transmission harness wires #304 (first gear) or #311 have been cut or broken.

7. Isolate and repair wire.

8. Wire #311 is not grounded properly 8. Reseat the wires at the terminal at the terminal strip in main junction strip. box. 7. No Second Gear 1. Weatherpack from the transmission 1. Ensure weatherpack has good (This failure canharness to the control valve for the connection and all pins are seated. not occur by itself. second gear solenoid is loose or To have no second disconnected. gear, means first 2. Shifter to rear panel harness con2. Ensure shifter to rear panel hargear has also nector (PC1) is loose or pin 4 of ness connector (PC1) has good failed. Should connector is backed out. connection and all pins are seated. second gear solenoid fail, the only 3. Defective solenoid on the second 3. Replace second gear solenoid. gear available will gear cartridge, located on the conbe third gear.) trol valve.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-7

Problem

Cause

7. No Second Gear 4. Defective shifter. (This failure cannot occur by itself. To have no second gear, means first gear has also failed. Should second gear solenoid fail, the only gear available will be third gear.) (Continued)

Correction 4. Disconnect the shifter to rear panel harness plug (PC1). Jumper pin 1 of plugs together. This jumper allows input power (12 VDC) to the shifter. Turn the ignition switch to the accessory position. Roll the shifter to the First gear position. On the shifter side of the plug, check for 12 VDC coming out of the shifter at pins 3 and 4. If 12 VDC is present, roll the shifter to 2nd gear position. 12 VDC will no longer be present on pin 3, 12 VDC will be present on pin 4. If these checks are good, the shifter is good.

5. Shifter to rear panel harness wire #315 (second gear) has been cut or broken.

5. Isolate and repair wire.

6. Rear panel to main junction box harness wire #305 has been cut or broken.

6. Isolate and repair wire.

7. Main junction box to transmission harness wires #305 (second gear) or #311 have been cut or broken.

7. Isolate and repair wire.

8. Wire #311 is not grounded properly 8. Reseat the wires to the terminal at the terminal strip in main junction strip. box.

9C-8

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 8. No Third Gear

Cause

Correction

1. Defective shifter.

1. Disconnect the shifter to rear panel harness plug (PC1). Jumper pin 1 of plugs together. This jumper allows input power (12 VDC) to the shifter. Turn the ignition switch to the accessory position. Roll the shifter to the Third gear position. On the shifter side of the plug, check for 12 VDC coming out of the shifter at pin 4. If 12 VDC is present, the shifter is defective or 3rd gear is blocked out (refer to Cause 4. of Problem 8. of this troubleshooting chart).

2. 12 VDC is present on wire #315 of the panel harness.

2. Isolate and remove 12 VDC from wire.

3. 12 VDC is present on wire #305 of the transmission harness.

3. Isolate and remove 12 VDC from wire.

4. Third gear has been blocked out.

4. To block out third gear, all that is required is to keep the Second gear cartridge solenoid, located on the control valve, energized all the times.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-9

Hoist Circuit

9C-10

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 9C-2. Electric Shift ANSI Wiring Circuit

GEAR SELECT

SOLENOIDS ENERGIZED

FWD 1ST FWD 2ND FWD 3RD NEUTRAL 1ST NEUTRAL 2ND NEUTRAL 3RD REV 1ST REV 2ND REV 3RD

FWD, 1ST, 2ND FWD, 2ND FWD 1ST, 2ND 2ND 0 REV, 1ST, 2ND REV, 2ND REV

09C-2250 SHT. 02

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-11

Hoist Circuit

9C-12

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Automatic Powershift Control Introduction. The APC 70 module (an optional device) is a state-of-the-art microprocessor which has been programmed to automatically shift the transmission. APC 70 Module (Illustration 9C-3, if equipped). The APC 70 module continuously monitors the ground speed, shifter position, and engine speed, which it uses to shift the transmission automatically. The APC 70 module is mounted on the dash. The APC 70 allows directional changes only in 1st gear and at a vehicle speed of less than 2 mph (3.2 km/h), and only allows transmission engagement in forward or reverse if engine speed is under 1000 rpm. It prevents torque converter and transmission overspeeding by only allowing a downshift if the resulting turbine speed does not exceed a pre-set value in 2nd or 3rd gear. The APC 70 works in conjunction with the roll shifter (located on the steering column). It will automatically upshift and downshift to the highest gear that is selected at the shifter. If second gear is selected at the roll shifter, the APC 70 will shift between 1st and 2nd gears. To allow manual shifting, the auto / manual switch must be placed in the manual position. The processor can be bypassed in the event of processor failure with a jumper plug supplied with the truck. To bypass the processor, disconnect the harness from the processor and plug the jumper plug into the connector of the harness. CAUTION: Should any truck, equipped with an APC 70 module, require welding on its structural members, the metri-pack connector must be unplugged from the APC 70 module prior to any welding. Failure to comply with this caution may lead to damage to the APC 70 module. Display Mode Switch. The display mode switch “M” is located on the front panel (see Illustration 9C-3). When the switch is depressed, the display will show new information. When the APC 70 has been powered, the normal display (gear position) is shown. If the switch is depressed, the vehicle speed is displayed in kilometers per hour, depressing it once again displays the vehicle speed in miles per hour, and depressing it once more displays the shift lever position. Control of the transmission remains no matter what screen is displayed.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

HARNESS PIN WIRE# A1 B1 C1 D1

1 2 3 4

E1

5

F1

6

G1

7

H1 J1 K1

8 9 10

A2 B2 C2

11 12 13

D2

14

E2

15

F2 G2 H2 J2 K2 A3

16 17 18 19 20 21

B3

22

C3

23

D3 E3

24 25

F3 G3 H3 J3

26 27 28 29

K3

30

FUNCTION

BATTERY Power (wire #301) BATTERY GROUND (wire #11) Shift Fail Light Return (wire #308) Processor Output for Solenoid #1 (wire #304) Processor Output for Solenoid #2 (wire #305) Processor Output for Forward Solenoid (wire #306) Processor Output for Reverse Solenoid (wire #307) Not Used In This Truck Not Used In This Truck Signal from Processor to Shift Fail Light Supply (wire #310) BATTERY Power (wire #301) Signal Ground for sensors (wires #348) Forward Input to processor (wire #352) Reverse Input to processor (wire #354) Shifter Input to processor Solenoid #2 (active in 1st and 2nd gear, wire #315) RS232 Receive Input Not Used In This Truck Not Used In This Truck Not Used In This Truck Not Used In This Truck Engine speed hot (inductive pickup, wire #321) Used for travel alarm systems / shift inhibit Transmission speed (inductive pickup, wire #323) Not Used In This Truck Shifter Input to processor Solenoid #1 (active in 1st gear, wire #314) Used for travel alarm systems RS232 Transmit Output Not Used In This Truck Manual / automatic mode select (wire #309) Not Used In This Truck

Harness Connector Pin and Wire Assignments If the switch is depressed and held during power up of the APC 70, the self test mode is selected. The APC 70 must be powered down and then powered up again to reset and resume normal shifting operation.

9C-13

WARNING: Death or serious injury could result from a runaway truck. Park the truck on a hard, level surface, apply the parking brake,

block the wheels in both directions to prevent movement of the truck and Lock Out & Tag Out the truck.

Display Selector Switch Operation

Normal Display showing gear position and error messages

Speed Display expressed in turbine RPM

Speed Display expressed in km/h

RED (F) LED

Lit when the APC 70 is in the reset condition

YELLOW (T) LED

Lit to indicate test modes and faults

Input monitoring reflects the inputs

Illustration 9C-3. APC 70 Module

9C-14

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Diagnostic Codes APC 70 Normal Display Transmission Status (Display 1) The normal display indicates the processor output to the transmission. FWD 1st processor is in fwd 1st gear

NEUT 1st processor is in net. 1st gear

REV 1st processor is in rev 1st gear

FWD 2nd processor is in fwd 2nd gear

NEUT 2nd processor is in net. 2nd gear

REV 2nd processor is in rev 2nd gear

FWD 3rd processor is in fwd 3rd gear

NEUT 3rd processor is in net. 3rd gear

REV 3rd processor is in rev 3rd gear

Vehicle Speed Display Ground Speed Expressed In km/h (Display 2) In order to get the vehicle’s speed displayed, the display mode switch must be depressed once. The display will indicate the vehicle’s speed expressed in kilometers per hour (km/h). Possible codes: indicated vehicle speed is 6.65 - 6.75 km/h

indicated vehicle speed is 11.5 - 12.5 km/h

Vehicle Speed Display Ground Speed Expressed In mph (Display 3) In order to get the vehicle’s speed displayed (expressed in mph), the display mode switch must be depressed once again. The display will indicate the vehicle’s speed expressed in mile per hour (mph). Possible codes: indicated vehicle speed is 6.65 - 6.75 mph

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

indicated vehicle speed is 11.5 - 12.5 mph

9C-15

Diagnostic Codes (continued) Shift Lever Position Display (Display 4) In order to get the shift lever position display, the display mode switch must be depressed once more. This display indicates control signals from the shifter to the processor. Possible codes: FWD 1st shifter is in fwd 1st

NEUT 1st shifter is in net. 1st

REV 1st shifter is in rev 1st

FWD 2nd shifter is in fwd 2nd

NEUT 2nd shifter is in net. 2nd

REV 2nd shifter is in rev 2nd

FWD 3rd shifter is in fwd 3rd

NEUT 3rd shifter is in net. 3rd

REV 3rd shifter is in rev 3rd

Self Test Mode Principally, there are no specific devices required for first level troubleshooting as the APC 70 incorporates several self-test features assisting in this process. However, use of digital multimeters and simple tools such as an indicator lamp will be required to pinpoint exact causes of problems. More in-depth troubleshooting and system tuning involves use of an IBM Compatible PC with appropriate software. To obtain the self test mode, the mode button must be depressed and held down 3 - 5 seconds during start up of the truck, and then released. CAUTION: If the mode button is depressed and held more than 10 seconds, the APC 70 module will default to a programming mode and the APC 70 will then have to be sent to Taylor Machine Works, Inc. for re-programming. NOTE: Shutting down the truck leaves the self test mode of the APC 70. The test modes of the self test mode are the turbine speed monitor, engine speed monitor, speed ratio monitor, battery voltage monitor, input test, and output test. These test modes are described below.

9C-16

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Self Test Mode (continued) Turbine Speed (Must be in Self Test Mode, Display 1) In order to get the turbine speed displayed, the mode switch must be depressed once. After releasing the mode button, the display will show the turbine speed RPM (input RPM of the transmission). If no dot is visible on the display, the value must be multiplied by 10 in order to get the correct value. If a dot is visible, the value must be multiplied by 100 in order to get the correct value. Possible codes: this segment is flashed when the turbine speed mode has been selected and followed by the turbine speed indicated turbine speed is 630 RPM

indicated turbine speed is 1400 RPM

Engine Speed (Must be in Self Test Mode, Display 2) In order to get the engine speed displayed, the mode switch must be depressed once again. After releasing the mode button, the display will show the engine speed RPM. If no dot is visible on the display, the value must be multiplied by 10 in order to get the correct value. If a dot is visible, the value must be multiplied by 100 in order to get the correct value. Displayed Mode: this segment is flashed when the engine speed mode has been selected and followed by the engine speed indicated turbine speed is 750 RPM

indicated turbine speed is 2200 RPM

Speed Ratio (Display 3) In order to get the speed ratio displayed, the mode switch must be depressed once again. After releasing the mode switch, the speed ratio in the converter will be displayed. speed ratio =

turbine speed <1 engine speed

Displayed Modes: this segment is flashed when the speed ratio has been selected and is followed by

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

this segment indicates the speed ratio must be less than 1

9C-17

Self Test Mode (continued) Upshift Speed Ratio (Display 4) In order to get the upshift speed ratio displayed, the mode switch must be depressed once again. After releasing the mode switch, the upshift speed ratio mode display will be shown and then the upshift speed ratio in the converter will be displayed. Displayed Modes: this segment is flashed when the upshift speed ratio has been selected and is followed by

this segment indicates the upshift speed ratio

Downshift Speed Ratio (Display 5) In order to get the downshift speed ratio displayed, the mode button must be depressed once again. After releasing the mode switch, the downshift speed ratio in the converter will be displayed. Displayed Modes: this segment is flashed when the downshift speed ratio has been selected and is followed by

this segment indicates the downshift speed ratio

Battery Voltage (Display 6) In order to get the battery voltage displayed, the mode switch must be depressed once again. After releasing the mode switch, the display will show the battery voltage displayed in Volts. If no dot is visible on the display, the value displayed will have a fractional amount from below .5 V. If a dot is visible, the value displayed will have a fractional amount above .5 V. Possible codes: this segment is illuminated when the battery voltage has been selected

indicated battery voltage is 13.0 - 13.4 V

9C-18

indicated battery voltage is 13.5 - 13.9 V

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Self Test Mode (continued) Input Test (Display 7) In order to get the input checking display, the mode switch must be depressed once again. Instead of showing gear positions and gear direction, the display screen will show the active inputs. Vehicle operation is possible, the technician can follow the sequence of inputs and thus verify the wiring of the vehicle. Each segment of the display indicates a specific input. Different segments can be switched on simultaneously if different inputs are activated simultaneously. Displayed Mode: this segment is flashed when the input test has been selected Followed by the possible codes below: FWD Input this segment is illuminated when the roll shifter is in the fwd position, 12 VDC will be present on wire 352 and on pin C2 of the harness connector to the APC 70 REV Input this segment is illuminated when the roll shifter is in the rev position, 12 VDC will be present on wire 354 and on pin D2 of the harness connector to the APC 70 TV1 Input this segment is illuminated when the shifter is in 1st gear, 12 VDC will be present on wire 314 and on pin E3 of the harness connector to the APC 70 TV2 Input this segment is illuminated when the shifter is in 2nd gear, 12 VDC will be present on wire 315 and on pin E2 of the harness connector to the APC 70 Manual / Automatic Switch this segment is illuminated when the operator has requested manual shifting mode, 12 VDC will be present on wire 309 and on pin J3 of the harness connector to the APC 70

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-19

Self Test Mode (continued) Output Test (Display 8) The output test is only valid with the engine not running. If the mode button is depressed while driving or if a speed sensor fault is detected, the output test will be skipped. The APC 70 gives information about the status of the outputs. The possible states are: G (good), S (short-circuit with ground), and O (open load, output is not connected or has a short-circuit to the battery plus). The APC 70 tests each output sequentially. The left side of the display gives information about which output is tested while the right side gives the status of the output. To exit this final self test mode, the ignition switch must be turned off. Displayed Mode: this segment is flashed when the output test has been selected Possible codes: Output 1 wiring and coil for TVF is good

Output 2 wiring and coil for TVR is good

Output 3 wiring and coil for TV1 is good

Output 1 wiring or coil for TVF is shorted

Output 2 wiring or coil for TVR is shorted

Output 3 wiring or coil for TV1 is shorted

Output 1 wiring or coil for TVF is open

Output 2 wiring or coil for TVR is open

Output 3 wiring or coil for TV1 is open

Output 4 wiring and coil for TV2 is good Output 4 wiring or coil for TV2 is shorted Output 4 wiring or coil for TV2 is open

9C-20

NOT USED

NOT USED

NOT USED

Output 8 wiring and bulb for shift fail light is good Output 8 wiring or bulb for shift fail light is good Output 8 wiring or bulb for shift fail light is good

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Fault Codes In order to find out which fault was last detected, hold down the mode switch “M” for more than 2 seconds for the normal display mode. The display will then show, alternately the fault area and the fault type. If several faults coexist, only the severest one is shown. When this fault display is active, the T-LED will be blinking to focus the technician’s attention of the current problems. Listed below are the faults listed in the order of severity (severest fault on top) along with displayed codes: Fault

Fault Area

Fault Type

Direction outputs - one of the outputs has shorted out to ground

Direction outputs - one of the outputs has shorted out to a positive voltage

Direction outputs - one of the outputs has opened

MRS speed sensor failure - open circuit (TC20000 transmission only)

MRS speed sensor failure - short circuit (TC20000 transmission only)

Inductive speed sensor failure (transmission or engine)

Analog (Modulator) output - open connection

Analog (Modulator) output - short circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-21

Fault

Fault Area

Fault Type

Digital output - short circuit

Digital output - other fault

Incorrect input pattern

Battery voltage - too low

12 VDC input voltage - too high

12 VDC / 24 VDC input voltage missing

Processor Failure (Internal problem - replace)

9C-22

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 9C-4. Electric Shift With APC 70 ANSI Wiring Circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-23

9C-24

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

100 Ohm, 1.5 Kw RESISTOR REQUIRED FOR V28 AND BELOW MODEL APC PROCESSORS

09F-0038 SHT. 02

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

9C-25

Hoist Circuit

9C-26

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Section 11 Drive Shaft

TRANSMISSION TO AXLE DRIVE SHAFT

SPLINES CROSS ASSEMBLY CENTERLINES MUST BE PARALLEL

Illustration 11-1. Transmission to Axle Drive Shaft Introduction. The drive shaft connects the transmission to the drive axle. It is important to always have the transmission in phase with the drive axle (See the note below). Lubrication (Illustration 11-1). The drive shaft, universal joints and slip joints should be greased monthly or every 250 hours, whichever comes first. NOTE: When the transmission to axle drive shaft is installed, the cross assemblies, on the drive shaft, must be aligned as shown in Illustration 11-1. If the flanges are not aligned, reposition the splines to bring the flanges into alignment. If this is not followed, the drive shaft will be out of phase, and vibration and noise may occur. Drive Shaft Bolts Inspection (Illustration 11-1). The bolts, which connect the drive shaft to the brake disc and drive axle, should be checked for tightness every 6 months or 1500 hours, whichever comes first. If tightening is required, apply a torque value of 110 ft-lbs to the bolts.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

11-1

Section 13 Steer Axle Introduction. The steer axle is mounted to the frame with two pivot pins. The pivot pins are an integral part of the axle. Pivot pin bushings are installed on the front and rear pivot pins. All routine maintenance can be accomplished with the steer axle connected to the frame. Lubrication. Refer to the Lubrication section in the Appendices for information on lubricating the steer axle. WARNING: Before checking or servicing the steer axle, park on level ground, apply the parking brake, block the wheels, shut down the engine, and Lock Out & Tag Out the truck.

Mounting Bolts Check (Illustration 13-1). The mounting bolts of the steer axle should be checked for tightness every 6 months or 1500 hours of operation, whichever comes first. If the mounting bolts require torquing, remove the mounting bolts, clean bolts, apply LoctiteR to the threads of the bolts and torque bolts to 405-450 ft-lbs. Steer Cylinder Mounting Bolts (Illustration 13-1). The cylinder mounting bolts should be checked for tightness every 6 months or 1500 hours of operation, whichever comes first. If there is any evidence of threading or movement of the steer cylinder, then remove the mounting bolts, clean bolts, apply LoctiteR to the threads of the bolts and torque bolts to 405-450 ft-lbs.

STEER AXLE MOUNTING BOLT STEER CYLINDER MOUNTING BOLT

Illustration 13-1. Steer Axle

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

13-1

Section 14 Drive Axle

1. 2. 3. 4. 5. 6. 7.

AXLE HOUSING OIL LEVEL CHECK / FILL PLUG HUB CHECK PLUG HUB DRAIN PLUG DRIVE AXLE AXLE HOUSING DRAIN PLUG BREATHER FORCED COOLING DRAIN PLUG

BLEEDER VALVE

6

BRAKE COOLING INPUT PORT

1 HIGH PRESSURE BRAKE APPLY PORT 4

BRAKE COOLING OUTPUT PORT

5 7

POSITION PLUG HERE TO FILL OR CHECK LEVEL

2 3 POSITION PLUG HERE TO DRAIN

Illustration 14-1. Drive Axle with Wet Disc Brakes Introduction. The drive axle is equipped with double reduction gearing. The first gear reduction is a hypoid type ring gear and pinion. The second reduction is in the form of planetary gears inside the hubs. This arrangement permits the axle shafts and hypoid gearing to carry only a nominal torsional load while providing the highest practical

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

gear reduction at the wheels. Positive full flow lubrication assures adequate lubrication to all moving parts under all operating conditions. Checking Lube Oil Level (Illustration 14-1). The oil in the differential and the planetary hubs should be checked monthly or every 250 hours, whichev-

14-1

er comes first. Perform the following procedures to check the oil level and service the differential and planetary hubs. WARNINGS: S The machine should be parked on a level surface when the drive axle is being serviced. S Before checking or servicing the drive axle, apply the parking brake, block the wheels, shut down engine and Lock Out & Tag Out the truck. 1. Differential a. Check the oil level in the differential by removing the axle housing oil level check / fill plug (1). b. The oil level should be even with the bottom of the oil level check plug hole. Fill the differential to this level if the oil level is too low. c. Reinstall the axle housing oil level check / fill plug (1). 2. Planetary Hubs a. Maneuver the machine until the hub check plug (2) on one of the planetary hubs is horizontal with the center of the hub. b. Remove the hub check plug (2). The oil level should be even with the bottom of the oil check plug hole. Fill the planetary hub to this level if the oil level is too low. c. Reinstall the hub check plug (2). d. Reposition the machine as necessary and service the hub on the opposite end of the axle by repeating the above procedures. NOTE: When the drive axle is completely serviced, the oil is at a common level in the differential and both hubs. Changing The Oil (Illustration 14-1). The oil in the differential and planetary hubs should be changed yearly or every 3000 hours, whichever comes first. Refer to the Fuel and Lubricant Specifications in the Appendices for the type of oil to be used in the drive axle. Perform the following procedures to change oil in the drive axle. WARNINGS: S The machine should be parked on a level surface when the drive axle is being

14-2

serviced. S Before checking or servicing the drive axle, apply the parking brake, block the wheels, shut down engine and Lock Out & Tag Out the truck. CAUTION: Dispose of used oil in accordance with federal and local regulations. 1. Differential a. Provide a suitable container to catch draining oil, then remove axle housing drain plug (5) and axle housing oil level check / fill plug (1). b. Once oil has completely drained, install axle housing drain plug (5) and service differential with recommended lubricant up to the bottom of axle housing oil level check / fill plug (1) hole. c. Reinstall axle housing oil level check / fill plug (1). 2. Planetary Hubs a. Position the machine so that the hub drain plug (3) for one of the planetary hubs is at the bottom of its hub. b. Provide a suitable container to catch oil, then remove the hub drain plug (3). c. Once the oil has completely drained, reinstall the hub drain plug (3). Position the machine so that the hub check plug (2) is in the 9 o’clock position of the hub rotation. Fill the hub with the specified gear oil until oil level is at the bottom of the hub check plug (2). Reinstall the hub check plug. d. Follow the above procedures for servicing the hub on the other side of the drive axle. General Information Oil Capacities Differential & Axle Housing Planetary Hub (each)

77 Quarts 13 Quarts

Draining The Wet Disc Brakes Hydraulic Fluid From The Brake Housings (Illustration 14-1). The hydraulic fluid is part of the hydraulic system and will be changed when the hydraulic tank’s fluid is changed. Change the hydraulic fluid yearly or 3000 hours, whichever comes first. Refer to Changing The Hydraulic Fluid in Section 22 to change the hydraulic tank fluid and perform the

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

following procedures to change the hydraulic fluid from the brake housing.

NOTE: Should more detailed service of the drive axle components be required, refer to Rockwell Wet Disc Brakes Maintenance Manual No. 4L.

CAUTION: Dispose of used hydraulic fluid in accordance with federal and local regulations. 1. Remove either the brake cooling input port or brake cooling output port hydraulic hose assembly from the brake housing. 2. Provide a suitable container to catch drained hydraulic fluid and remove the forced cooling drain plug (7) from brake housing to drain cooling fluid. 3. After cleaning the forced cooling drain plug (7), reinstall and apply a torque value of 18 25 ft-lbs. to tighten the drain plug. 4. Connect the hydraulic hose assembly removed in procedure 1. to the brake housing. 5. Perform procedures 1. through 4. to remove the hydraulic fluid from the brake housing on the opposite end of the drive axle. 6. After filling the hydraulic tank with the specified amount of fluid (refer to Changing The Hydraulic Fluid in Section 22), place the transmission in the neutral position and start the engine to restore the movement of hydraulic fluid. Cleaning The Breather (Illustration 14-1). The differential breather should be cleaned whenever the drive axle hydraulic fluid is changed. Perform the following procedures to clean the breather. 1. Wipe away any dirt or grime on the breather (6) and surrounding area before removing the breather. 2. Remove the breather (6). 3. Wash the breather by agitating it in solvent and dry with compressed air. 4. Inspect the breather. If it is damaged or clogged, install a new breather. Inspection. The drive axle mounting bolts should be inspected every 6 months or 1500 hours, whichever comes first. If there is any evidence of threading or movement of the drive axle, then loosen locknuts, clean threads, apply LoctiteR to threads and torque the locknuts on the mounting bolts to 1350-1500 ft-lbs.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

14-3

Drive Axle Troubleshooting Problem 1. Brakes Do Not Apply (low or no pressure to brakes)

Cause

Correction

1. Empty fluid reservoir.

1. Fill reservoir to correct level with specified fluid.

2. Damaged brake control (air) system.

2. Repair the brake control (air) system.

3. Leakage of brake actuation fluid.

3. Refer to Problems 7. and 8. in this troubleshooting chart.

2. Brakes Do Not Release (truck does not move)

1. Debris in the brake housing. High pressure brake apply fluid enters into the brake housing, behind the piston through a small passage. When the brakes are released, the high pressure fluid used to apply the brakes must exit through the same small passage.

1. Loosen the bleeder valve (10, Illustration 14-1) to bleed off high pressure brake apply fluid. Remove the high pressure brake apply hose from the brake housing. Insert a small piece of wire into the passage and dislodge the debris. Re-connect the high pressure brake apply hose to brake housing and perform the Wet Disc Brake Bleeding procedures in Section 15.

3. Brakes Do Not Release (brakes dragging)

1. More than 20 psi (1.4 bar) pressure 1. Refer to Correction 1. of Problem applied when brakes released. 2. in this troubleshooting chart. 2. Damaged piston return spring assembly.

2. Repair or replace piston return spring assembly.

3. Piston not returning.

3. a. Check piston seals and seal separator for swelling or damage. Replace as necessary. b. Refer to Correction 1. of Problem 2. in this troubleshooting chart.

14-4

4. Wrong cooling and / or actuation fluid used.

4. Check piston seals and seal separator for swelling or damage. Replace as necessary. Purge system and use specified fluid.

5. Tight or damaged splines (eg., friction disc-to-hub driver).

5. Repair or replace parts.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 4. Braking Performance (noticeable change or decrease in stopping performance)

5. Braking Performance (brakes do not fully apply)

6. Braking Performance (brakes feel spongy / soft)

Cause

Correction

1. Inadequate actuation fluid supply to brakes.

1. Replenish fluid in brake system. Check for leakage and correct cause.

2. Inadequate pressure to apply brakes.

2. Refer to Problem 3. of the Brake Control (Air) System Troubleshooting chart in Section 15.

3. Worn or damaged discs.

3. Inspect and replace discs if necessary. Note: As disc wear occurs, make sure brake system can supply adequate fluid to fully apply brakes.

4. Overheated seals and / or discs.

4. Inspect and replace discs and seals if necessary.

5. Dirty or contaminated cooling fluid.

5. Drain and flush cooling fluid from brakes and entire brake system. Replace with approved fluid. In some cases, it may be necessary to replace discs. Clean or replace filter.

1. Empty or low brake reservoir.

1. Fill brake reservoir to correct level (3/4” from the top of the reservoir) with specified fluid.

2. Damaged brake control (air) system.

2. Repair the brake control (air) system.

3. Leakage of brake actuation fluid.

3. Refer to Problems 7. and 8. in this troubleshooting chart.

1. Brakes or brake system not proper- 1. Bleed brakes and brake system. ly bled.

1. Worn or damaged piston seal. 7. Brakes Leak Actuation Fluid 2. Melted or extruded piston seals. (Internal leak: fluid bypasses the piston seals into 3. Corrosion, pitting, wear or other brake cavity and damage, marks, scratches to pismixes with brake ton and / or brake housing bore in cooling fluid). area of seal / sealing lips.

1. Replace piston seals. 2. Correct cause of overheating and replace seals. 3. Clean, smooth, rework or replace affected parts.

4. Damaged power cluster seals.

4. Repair power cluster.

5. Wrong type of actuation fluid.

5. Refer to the Fuel and Lubricant Specifications in the Appendices for the correct type of fluid to use.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

14-5

Problem 8. Brakes Leak Actuation Fluid (external leak)

9. Brake Cooling Fluid Leakage (coolant leaking out of brake housing)

Cause

Correction

1. Loose bleeder screw.

1. Tighten bleeder screw to 15-20 ftlbs (20-27 N⋅m).

2. Loose inlet fitting or plugs.

2. Tighten inlet fitting to 25-35 ft-lbs (34-47 N⋅m).

3. Damaged inlet fitting or plugs or damaged seats.

3. Replace inlet fitting or plug and Oring if used. Repair or resurface area; or replace as necessary.

1. Face seal damaged, worn or improperly installed.

1. Reinstall and / or replace face seal.

2. Loose drain plug, fill plug or forced cooling plug.

2. Tighten plug.

3. Damaged plug.

3. Replace plug.

4. Deteriorated or inadequate sealant 4. Disassemble, clean, re-seal and used at joint. reassemble joint. 10. Brake Cooling Fluid Leakage (axle housing filling with fluid and may be forced out the breather)

1. Worn or damaged spindle to hub seal.

1. Replace spindle to hub seal and check seal. Journals.

11. Brake Noise and Vibration (brakes produce noise, chatter, vibration).

1. Incorrect cooling fluid and / or friction material used.

1. a. Use only specified or approved materials. b. Drain and flush cooling fluid from brake system. Replace with approved fluid. c. Replace all friction discs. Thoroughly clean or replace stationary discs.

12. Brake Overheats (inadequate cooling fluid flow)

13. Loss of Oil Out of Differential continued

14-6

1. Low pump output, blocked filter or coolant lines.

1. Check pump output at different operating modes. Replace filter and check lines.

2. Dirty or clogged brake cooler.

2. Externally clean brake cooler.

1. Damaged or badly worn pinion shaft oil seal.

1. Replace oil seal and check for loose pinion bearings or pinion nut.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 13. Loss of Oil Out of Differential (Continued)

Cause

Correction

2. Loose carrier mounting bolts.

2. Check and tighten mounting bolts. Replace gasket if damaged or broken.

3. Breather in differential housing plugged, forcing oil by seals.

3. Clean breather; replace if damaged.

1. Low oil level.

1. Fill to correct level with recommended lubricant (see lubricant specifications).

2. Incorrect lubricant.

2. Drain, flush and refill with lubricant of recommended specifications.

3. Incorrect bearing adjustment.

3. Adjust bearings. Replace any that are damaged or excessively worn.

4. Breather in differential housing plugged.

4. Clean breather; replace if damaged.

5. Oil level too high.

5. Drain oil down to check plug level in differential.

6. Defective hub seal.

6. Replace hub seal.

7. Worn bearings.

7. Replace bearings.

8. Chipped gear teeth.

8. Replace gear.

15. Noisy Differential (Noise on Drive)

1. Ring gear and pinion adjustment is too loose (excessive backlash). a. Drive shaft is out-of-phase

1. Adjust ring gear and pinion.

16. Noisy Differential (On Coast)

1. Ring gear and pinion adjustment is too tight (insufficient backlash).

1. Adjust ring gear and pinion.

17. Noisy Differential (Noise on Turns)

1. Worn or damaged differential pin1. Replace differential parts. ion gears, side gears or pinion journals.

14. Noisy Differential (Constant Noise)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

a. When the transmission to axle drive shaft is installed, the flanges on the drive shaft, must be aligned as shown in Illustration 11-1. If the flanges are not aligned, reposition the splines to bring the flanges into alignment. If this is not followed, the drive shaft will be out of phase, and vibration and noise may occur.

14-7

Problem 18. Noisy Final Drives (Planetary Axles)

Cause

Correction

1. Low oil level.

1. Fill to correct level with specified lubricant.

2. Incorrect type and grade lubricant.

2. Drain, flush, inspect, repair if necessary; install specified lubricant.

3. Wheel bearings improperly adjusted.

3. Adjust wheel bearings to recommended preload.

4. Worn bearings in wheels or planet gears.

4. Replace bearings.

5. Chipped gear teeth.

5. Replace gears.

6. Scored planet pins.

6. Inspect and replace defective parts.

1. Damaged or broken wheel driver gasket.

1. Replace gasket.

2. Damaged or broken hub cap gasket.

2. Replace gasket.

3. Damaged or excessively worn wheel oil seals.

3. Replace oil seals and adjust wheel bearings properly.

4. Loose wheel bearings.

4. Adjust wheel bearings properly and replace oil seal.

20. Brake Oil Level is Continuously Low With No Signs of External Leakage

1. Brake piston seals possibly leaking.

1. Replace seals if necessary.

21. Gear Oil Level in Hub is Continuously Too High

1. Seal between brake housing and wheel hub may be leaking.

1. Replace seal if necessary.

2. Cooling oil pressure too high.

2. Have brake coolant pressure relief valve cartridge replaced.

22. Signs of External Leakage Exist

1. Clean surface and then determine location of leakage.

1. Replace seals.

19. Loss of Oil Out of Final Drives (Planetary Axles)

14-8

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Section 15 Brake Control (Air) System Introduction. The brake control system controls the slowing down and stopping of the truck. Air pressure from the air tanks is controlled by the foot operated brake valves (pedals), directly actuating the brake relay valve. System air pressure, stored at the brake relay valve, is then routed to the power cluster, applying the service brakes. If the left brake valve is depressed, in addition to applying the brakes, the air pressure is routed to the transmission control valve which de-clutches and neutralizes the transmission.

the illustrations as indicated for identification of parts.

Major Components (Illustration 15-2). The brake control system consists of an engine driven air compressor, air governor, air tanks (one with a manual drain valve), de-clutch control / service brake valve pedal (LH), service brake valve pedal (RH), brake relay valve, shuttle valve, parking brake valve, parking brake actuator, power cluster, brake reservoir and an air horn circuit. Refer to

Air Governor (Illustration 15-1). The air governor operates in conjunction with the air compressor unloading mechanism and controls system air pressure between a predetermined maximum and minimum pressure. The air pressure reading of the system should be a normal operating pressure of 105 psi. The air governor should be checked for proper adjustment. Perform the following procedures to adjust the air governor. Refer to Illustration 15-1 for identification of governor parts. 1. Shutdown the engine and deplete air pressure by pulling the drain valve pull cable. WARNING: When adjusting the air pressure on the air governor, the engine must be shut down to avoid bodily injury.

INSTRUMENT PANEL AIR PRESSURE GAUGE

1. 2. 3. 4.

COVER AIR GOVERNOR NUT SETSCREW

2

4 1

3 2

CROSS SECTION OF AIR GOVERNOR

Illustration 15-1. Air Governor

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15-1

SERVICE BRAKE VALVE (Illustration 15-4) DE-CLUTCH CONTROL / SERVICE BRAKE VALVE (Illustration 15-4)

AIR PRESSURE GAUGE (Illustration 15-1) PARKING BRAKE VALVE (Illustration 15-6)

AIR GOVERNOR (Illustration 15-1) AIR TANKS (Illustration 15-3) SHUTTLE VALVE & BRAKE RELAY VALVE (Illustration 15-5)

BRAKE RESERVOIR (Illustration 15-8)

AIR TANKS DRAIN VALVE PULL CABLE (Illustration 15-3)

BRAKE COOLING OIL FILTER (Illustration 15C-3)

POWER CLUSTER (Illustration 15-8)

BRAKE COOLING VALVE (Illustration 15C-2)

BRAKE MANIFOLD VALVE (Illustration 15C-1) PARKING BRAKE (Illustration 15-7)

Illustration 15-2. Brake Control System Components Identification

15-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

INDICATES SYSTEM AIR FLOW CHECK VALVE

INDICATES AIR SIGNAL TO TURN OFF GOVERNOR

AIR TANK

DRAIN VALVE SAFETY VALVE DRAIN VALVE PULL CABLE

AIR TANK DRAIN VALVE

DRAIN VALVE PULL CABLE

Illustration 15-3. Air Tanks Components 2. Unscrew the cover (1) from the air governor (2).

6. After obtaining the correct air pressure, tighten the nut (3) and reinstall cover (1).

3. Loosen the nut (3) and turn the set screw (4) counterclockwise to increase air pressure or clockwise to decrease air pressure.

Air Tanks (Illustration 15-3). All compressors pass a certain amount of oil in order to lubricate the cylinder walls and piston rings. Also, depending on the humidity, air entering the compressor contains a certain amount of water. This oil and water normally enters the air tanks in the form of vapor because of the heat generated during compression. After reaching the air tanks, they condense to form water emulsion that must be drained off before entering the brake system. The air tanks are used to store air in order to build pressure for brake actuation.

4. Then start the engine and check the air pressure by looking at the air pressure gauge on the dash instrument panel. 5. If air pressure is above or below the normal operating pressure, repeat procedures 1. through 4. to obtain the proper operating air pressure.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15-3

Manual Drain Valve (Illustration 15-3). One of the air tanks is equipped with a manually operated drain valve to drain any collection of oil and water emulsion from the air tanks. The air tank equipped with the manual drain valve should be drained daily by pulling the cable (located on the right side behind the front tires) out and holding it open until all moisture has evacuated.

er comes first, for cracks and tight connections to the fittings on the components.

CAUTION: The safety valve (Illustration 15-3) has been preset at factory to release air pressure at 135 psi. Do not attempt to change the adjustment.

Shuttle Valve (Illustration 15-5). The shuttle valve is used to isolate the air flow from the two brake valves.

Air Hoses. All air hoses should be checked monthly or every 250 hours of operation, whichev-

Brake Valves (Illustration 15-4). There are two brake valves used to stop the truck. The service brake valve (RH - right-hand) actuates the wheelend brakes when the brake pedal is applied. The de-clutch / service brake valve (LH - left-hand) disengages the transmission and applies the wheelend brakes when the brake pedal is applied.

Brake Relay Valve (Illustration 15-5). The brake relay valve is used to reduce the time required to build maximum brake apply air pressure. The brake relay valve is supplied with a constant 105

RH D S

SERVICE BRAKE VALVE LH D S DE-CLUTCH / SERVICE BRAKE VALVE SYSTEM AIR D - DELIVERY S - SOURCE INDICATES AIR FLOW

LOW AIR SWITCH

Illustration 15-4. Brake Valves

15-4

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

SHUTTLE VALVE

ues to drop and falls below 60 psi, the parking brake valve will automatically pop out and apply the parking brake. Air pressure in the brake system must be above 60 psi and the parking brake valve must be pushed in to release the parking brake after it has been applied. If the parking brake valve is pushed in when the air pressure in the brake system is below 60 psi, it will immediately return to the out position and the brake will not release. Parking Brake Linings (Illustration 15-7). The parking brake linings should be checked for wear every 6 months or 1500 hours, whichever comes first (under extreme duty cycles, this check may be required more frequently). The parking brake linings should be replaced before the brake lining friction material reaches a thickness of 0.200” (5.1 mm). The parking brake linings must be replaced in pairs.

BRAKE RELAY VALVE

Parking Brake Linings Removal (Illustration 15-7). Perform the following procedures to remove the parking brake linings: 1. Block the wheels of the truck, apply the parking brake, shut down the engine and Lock Out & Tag Out the truck. INDICATES AIR FLOW

Illustration 15-5. Brake Relay Valve psi air pressure (system air pressure). When either brake valve pedal is applied, an air signal is sent to the brake relay valve, diverting the system air pressure to the power cluster to activate the drive axle brakes. Parking Brake Valve (Illustration 15-6). The parking brake valve is located under the instrument panel and when pushed in, supplies air pressure to release the spring applied parking brake, disengaging the parking brake caliper located on the drive axle. When the parking brake valve is pulled out, the air pressure is released and an internal spring in the parking brake chamber engages the caliper to apply the parking brake. If for any reason the air pressure in the system drops below 75 psi, the LOW AIR warning light, located on the dash, will illuminate and a buzzer will sound to warn of low air pressure in the brake system. If the air pressure in the system contin-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

2. Drain the air tanks by pulling the drain valve pull cable (located on the right side behind the front tires) out and holding it open until all air pressure has been exhausted. 3. Remove the front two decking panels from the truck to gain access to the parking brake assembly. 4. Remove the release tool (1, located on the side pocket of the air chamber). 5. Remove the dust plug (4) from the key hole, located on the back of the air chamber. 6. Insert release tool’s stud (1) through the key hole of the air chamber into the pressure plate. Note that the release tool’s stud is illustrated (in Illustration 15-7), inserted into the key hole of the air chamber. 7. Turn the release tool (1) 1/4 turn clockwise. 8. Pull on the release tool (1) to ensure stud crosspen is properly seated in the pressure plate. 9. Assemble the release stud washer (3) and nut (2) on the release tool’s stud (1) finger tight.

15-5

KNOB

PARKING BRAKE VALVE (PP1) TO PARKING BRAKE AIR CHAMBER

PARKING BRAKE SWITCH

SUPPLY FROM LH SERVICE BRAKE VALVE

INDICATES AIR FLOW

Illustration 15-6. Parking Brake Valve 10. To retract the compression spring of the air chamber, tighten the release stud nut (2) with a hand wrench. Make sure the push rod (17) is retracting. WARNINGS: S If the air chamber shows structural damage, Do Not attempt to perform procedure 10. Replace air chamber immediately. Do Not attempt to repair air chamber, only replacement is authorized. S The air chamber contains a very powerful compression spring. Do Not attempt to disassemble the air chamber. The spring in the air chamber can release with enough force to cause death or severe personal injury. S Do not stand directly in front of the air chamber when tightening the release stud nut (2). Stand to the side of the air chamber.

15-6

S Do Not use an impact wrench to tighten the release stud nut (2). 11. Continue to tighten the release stud nut (2) until the release tool’s threads are a minimum of 3.25” beyond the release stud nut. WARNINGS: S Overtorquing of the release stud nut (2) can cause pressure plate damage. S If this minimum measurement (3.25”) cannot be attained by use of the hand wrench only, the air chamber is structurally damaged. Discard and replace the air chamber. 12. Locate the adjuster plug (5) on the air chamber mounting bracket (6). Remove the adjuster plug and washer from the air chamber mounting bracket allowing access to the adjuster screw.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15

16

11 12

7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.

14 10

8

7 9

18

1. 2. 3. 4. 5. 6.

13

RELEASE TOOL RELEASE STUD NUT RELEASE STUD WASHER DUST PLUG ADJUSTER PLUG AIR CHAMBER MOUNTING BRACKET RETAINER PIN STABILIZER BAR PIN STABILIZER BAR BRAKE LINING SPRING SHIM CALIPER BRAKE LINING SPRING SHIM PUSH ROD LOAD PLATE

5 17

1

4

6

3 2

Illustration 15-7. Parking Brake Adjustment and Brake Lining Replacement 13. Use a 6 mm hex wrench to de-adjust the parking brake. Turn the adjuster screw counterclockwise to increase disc clearance. During brake de-adjustment, stop turning the hex wrench when you feel resistance, which indicates that the adjuster pistons are fully retracted. CAUTION: Use a hex wrench to manually adjust and de-adjust the parking brake. Do not use an air gun. During brake de-adjustment,

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

stop turning the hex wrench when you feel resistance, which indicates that the adjuster pistons are fully retracted. If you continue to turn the hex wrench beyond the resistance point, the adjuster pistons may lock in the sleeves and damage the internal components. 14. Remove the retainer pin (7) and stabilizer bar pin (8), and swing the stabilizer bar (9) towards the air chamber so that it is out of the way.

15-7

15. Lift the brake lining (10) and spring (11) assembly, closest to the air chamber, out of the caliper assembly.

8. Install the washer and adjuster plug (5). Tighten the adjuster plug to a torque of 8 - 12 ft-lbs (11 - 17 N⋅m).

16. Slide the caliper (13) towards the drive axle and remove the brake lining (14) and spring (15) assembly closest to the drive axle.

9. Swing the stabilizer bar (9) into its original position and install the stabilizer bar pin (8) and retainer pin (7).

NOTE: If the caliper (13) moves past its working position and jams on the slide pins, use a rubber mallet to move the caliper back to its working range.

10. Reinstall the two decking panels on the truck.

17. Verify that the caliper (13) slides freely on the slide pins. 18. Remove dirt and dust from the brake lining contact surfaces of the the saddle. 19. Inspect the caliper boots. If the boots are damaged, replace the caliper. Parking Brake Linings Installation (Illustration 15-7). Perform the following procedures to install the parking brake linings: 1. Install the brake lining (14) and spring (15) assembly in the drive axle side of the caliper. 2. Slide the caliper (13) towards the air chamber and install the brake lining (10) and spring (11) assembly in the air chamber side of the caliper. 3. Remove the release stud nut (2) and release stud washer (3) from the release tool (1). 4. Turn the release tool (1) 1/4 turn counterclockwise to remove the tool from the air chamber. 5. Insert the release tool in the side pocket of the air chamber and secure with release stud washer (3) and stud nut (2). 6. Reinstall the dust plug (4) into air chamber key hole. 7. Adjust the initial caliper clearance:

Parking Brake Linings Adjustment (Illustration 15-7). The parking brake linings adjustment procedures must be performed when the parking brake linings have been replaced. Perform the following procedures to adjust the parking brake linings: 1. Block the wheels of the truck, apply the parking brake, shut down the engine and Lock Out & Tag Out the truck. 2. Drain the air tanks by pulling the drain valve pull cable (located on the right side behind the front tires) out and holding it open until all air pressure has been exhausted. 3. Remove the front two decking panels from the truck to gain access to the parking brake assembly. 4. On the air chamber mounting bracket (6), locate the adjuster plug (5). Remove the adjuster plug and washer from the air chamber mounting bracket allowing access to the adjuster screw. 5. Adjust the initial caliper clearance: a. Using a 6 mm hex wrench, reduce the caliper-to-disc clearance to zero by turning the wrench clockwise. b. Check that the load plate (18) is in full contact with the lining backing plate. c. Turn the adjuster screw (5) counterclockwise 7 clicks (approximately 2/3 of a turn) to increase the disc clearance.

a. Using a 6 mm hex wrench, reduce the caliper-to-disc clearance to zero by turning the wrench clockwise.

6. Install the washer and adjuster plug (5). Tighten the adjuster plug to a torque of 8 - 12 ft-lbs (11 - 17 N⋅m).

b. Check that the load plate (18) is in full contact with the brake lining backing plate.

7. Reinstall the two decking panels on the truck.

c. Turn the adjuster screw counterclockwise 7 clicks (approximately 2/3 of a turn) to increase the disc clearance.

15-8

Power Cluster (Illustration 15-8). The power cluster, mounted on the right side of the chassis, converts the air pressure to high hydraulic fluid pressure to apply the service brakes. The power cluster for the PRC-7534 drive axle operates on a 14.7 to 1 ratio (example, 105 psi of air pressure

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

BRAKE RESERVOIR

AIR FROM BOTTOM OF RELAY VALVE FLOW PATH INDICATES AIR FLOW INDICATES HYDRAULIC FLUID FLOW

BLEEDER VALVE

TO BRAKE HOUSING

POWER CLUSTER

QUICK PRESSURE CHECK BREATHER

Illustration 15-8. Power Cluster and Brake Reservoir Components will yield approximately 1544 psi of hydraulic brake apply pressure). Should the power cluster overstroke, the overstroke switch (S27, Illustration 6-12) will close, sending ground to the Brake Fail light (DS8), illuminating the Brake Fail light. The power cluster has a breather, located on the power cluster itself, that vents the air from the power cluster. Replace the breather if it becomes clogged. Brake Reservoir (Illustration 15-8). The brake reservoir, located on the chassis in front of the fuel tank and can be accessed from a brake reservoir access door, contains the hydraulic fluid utilized by the power cluster to apply the service brakes. Refer to Checking The Brake Reservoir Hydrau-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

lic Fluid when adding hydraulic fluid to the brake reservoir. CAUTION: Do not use DOT 3 brake fluid in the brake reservoir. Use only the specified fluid found in the Fuel and Lubricant Specifications in the Appendices. Checking The Brake Reservoir Hydraulic Fluid (Illustration 15-8). The hydraulic fluid used for brake apply is stored in the brake reservoir and should be checked monthly or every 250 hours, whichever comes first, to maintain the proper fluid level. The capacity of the brake reservoir is approximately 1 pint. The brake reservoir should

15-9

be filled 1/2” from the top of the reservoir. The hydraulic fluid used in the brake reservoir is the same type hydraulic fluid used in the hydraulic tank. When adding hydraulic fluid to the brake reservoir, care must be taken to remove the rubber boot from the reservoir. Use only specified brake reservoir hydraulic fluid (refer to the Fuel and Lubricant Specifications in the Appendices). CAUTIONS: S The rubber boot of the brake reservoir can be sucked down as the fluid is drawn into the power cluster. Do not add fluid before removing the rubber boot from the brake reservoir housing. S Do not use DOT 3 brake fluid in the brake reservoir. Use only the specified fluid found in the Fuel and Lubricant Specifications in the Appendices. Changing The Brake Reservoir Hydraulic Fluid (Illustration 15-8). The fluid should be changed only when the brake reservoir is removed or replaced. Wet Disc Brake Bleeding. Bleeding the wet disc brake system requires two servicemen; one to operate the service brake pedal and another to open and close the bleeder valves. Power Cluster (Illustration 15-8). The power cluster Must be bled before bleeding the wheel brake housings. Perform the following procedures to bleed the power cluster. 1. Park the truck on level ground and apply the parking brake. 2. Make sure brake reservoir is full (see Checking The Brake Reservoir Hydraulic Fluid). 3. Start the engine and allow the air pressure to build to normal operating pressure. 4. Have someone apply one of the service brake pedals and hold it down. 5. Open the bleeder valve on the power cluster about 1/2 turn, allowing air and oil to vent. 6. Close the bleeder valve. 7. Release the service brake pedal.

tinuing to check the level of fluid in the brake reservoir. Do Not let the remote reservoir fluid level get low. 9. Bleed the right and left service brakes by following the procedures listed below. Right and Left Service Brakes (Illustration 14-1). The right and left service brakes must be bled after performing the Power Cluster bleeding procedures listed above. Perform the following procedures to bleed the service brakes. WARNING: Before checking or servicing the drive axle, park truck on level ground, apply the parking brake and block the wheels. 1. With the engine running and at normal operating air pressure, have someone apply one of the service brake pedals and hold it down. 2. Open the bleeder valve (15) about 1/2 turn on the left front wheel brake housing allowing air and oil to vent. 3. Close the bleeder valve (15). 4. Then release the brake pedal. 5. Repeat procedures 1., 2., 3. and 4. until a bubble-free flow of fluid is observed while continuing to check the level of fluid in the brake reservoir. Do Not let the remote reservoir fluid level get low. 6. Repeat procedures 1. through 5. to bleed the right service brake. De-clutch Operation. When the left brake pedal is depressed, the transmission will be neutralized. With de-clutch, the transmission is fully engaged or disengaged. The right brake pedal will not neutralize the transmission when the right brake pedal is applied. Coalescing Filter (Illustration 15-9). The coalescing filter removes water and oil out of the air supply of the horn circuit. This air supply passes through an electrically-operated solenoid valve which activates the air horn. The coalescing filter’s sole function is to protect the solenoid valve from water and oil, which could adversely affect the solenoid valve’s performance. The coalescing filter is equipped with an automatic drain.

8. Repeat procedures 3., 4., 5. and 6. until a bubble-free flow of fluid is observed while con-

15-10

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

COALESCING FILTER BREATHER

SOLENOID VALVE

INDICATES AIR FLOW

Illustration 15-9. Air Horn Components

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15-11

Brake Control (Air) System Troubleshooting Problem

Cause

1. No brakes or weak 1. Empty or low brake reservoir. brakes 2. Air in brake system.

Correction 1. Fill brake reservoir to the proper level with the specified fluid (refer to the Fuel and Lubricant Specifications). 2. Bleed the brake system (refer to Wet Disc Brake Bleeding in this section).

3. Leak in the line between the 3. Inspect hydraulic hoses and repair brake reservoir and the power clusif needed. ter.

2. Brakes will not release

15-12

4. Leak in line between the power cluster and brake housings.

4. Inspect hydraulic hoses and repair if needed.

5. Defective piston seals.

5. Refer to the Rockwell Axle manual for isolation of defective piston seals (which side) and repairs.

6. Low air supply.

6. Refer to Problems 3. and 4. in this troubleshooting chart.

7. Defective power cluster seals.

7. Replace power cluster seals.

8. Worn or damaged disc(s) inside brake housing.

8. Refer to the Rockwell Axle manual for repairs.

9. Brakes are overheating.

9. Refer to Problem 1. of the Wet Disc Brakes Cooling System Troubleshooting chart in Section 15C.

10. Defective brake relay valve.

10. Replace brake relay valve.

1. Defective left or right service brake valve.

1. Replace left or right service brake valve.

2. Worn or damaged disc(s) in brake housing.

2. Refer to the Rockwell Axle manual for repairing procedures.

3. High pressure brake-apply port of the brake housing is blocked (the same port the power cluster forces the hydraulic oil through to move the piston in the brake housing is the same port used to expel the oil from the brake housing).

3. Remove blockage from the high pressure brake-apply port of the brake housing. Loosen the bleeder valve to allow trapped oil to escape. Remove the high pressure brake-apply hose from the brake housing. Then with a paper clip, insert a paper clip in the port to remove the blockage, reassemble and perform the Wet Disc Brake Bleeding procedures located in this section.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 3. Low air pressure (no air operated components activated)

4. Low air pressure (with an air operated component activated)

5. Noisy brakes

Cause

Correction

1. Misadjusted air governor.

1. Readjust the air governor for the proper pressure (refer to the Air Governor in this section for adjustment procedures).

2. Air leak in air system.

2. Check all connections and hoses for leaks. Repair as required.

3. Drain valve of air tank is not fully closed or defective.

3. Ensure that the drain valve fully closes and is sealing off the air tank. Replace drain valve if required.

4. Tripped or defective safety relief valve.

4. Reset or replace safety relief valve as required.

5. Defective left or right service brake valve.

5. Replace left or right service brake valve.

6. Defective parking brake valve.

6. Replace parking brake valve.

1. Defective left or right service brake valve.

1. Replace left or right service brake valve.

2. Defective quick release valve.

2. Replace quick release valve.

3. Defective air seals in the power cluster.

3. Replace the air seals of the power cluster.

4. Defective parking brake valve.

4. Replace parking brake valve.

5. Defective parking brake chamber.

5. Replace parking brake chamber.

6. Defective seals in the air inching cylinder.

6. Replace the air inching cylinder.

1. Wrong type of hydraulic fluid is being used.

1. Use the approved fluid (refer to the Fuel and Lubricant Specifications).

2. Brakes are overheating.

2. Refer to Problem 1. of the Wet Disc Brakes Cooling System Troubleshooting chart in Section 15C.

3. Internal failure inside the wheel end.

3. Refer to the Rockwell Axle manual for repairs.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15-13

15-14

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 15-10. Brake Control Circuit

LEFT HUB

RIGHT HUB

BRAKE RESERVOIR BRAKE RELAY VALVE

PARK BRAKE LIGHT SWITCH

POWER CLUSTER

PARKING BRAKE VALVE

SHUTTLE VALVE

OVERSTROKE SWITCH

TO AIR PRESSURE GAUGE

PRESSURE CHECK

DE-CLUTCH

BREATHER

LOW AIR SWITCH

LEFT BRAKE VALVE (DE-CLUTCH)

RIGHT BRAKE VALVE TRANSMISSION CONTROL VALVE

AIR HORN

CHECK VALVE

GOVERNOR

COALESCING FILTER

HORN WIRE

SOLENOID VALVE SAFETY (RELIEF) VALVE

DRAIN VALVE

BREATHER

AIR TANKS DRAIN VALVE

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

CUMMINS QSM11-C330 ENGINE

15-2332

15-15

15-16

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15C-Wet Disc Brakes Cooling System

Section 15C Wet Disc Brakes Cooling System Introduction. The brake cooling system maintains a safe operating temperature by cooling the hydraulic fluid in the wet disc brake system. Major Components (Illustration 15C-5). The brake cooling system consists of an auxiliary (spreader / brake) pump, brake manifold valve, hydraulic oil cooler, brake cooling valve, brake cooling oil filter, various hoses and fittings. Components of the brake cooling system can be replaced individually. Refer to the Illustration 15-2 for location and identification of parts.

BRAKE COOLER PRESSURE CHECK (BCA)

Auxiliary (Spreader / Brake) Pump (Illustration 22-8). The auxiliary pump, located on the back side of the transmission (see Illustration 22-4), is a tandem pump. It contains one 3/4” gear set that will supply 9 gpm of hydraulic fluid, at 2100 governed rpm, to the brake manifold valve and a 2” gear set that will supply 24 gpm of hydraulic fluid, at 2100 governed rpm, to the main attachment valve. Brake Manifold Valve (Illustration 15C-5). The brake manifold valve, located on the left side of the truck’s chassis (see Illustration 15-2), develops

REMOTE CONTROLLER PRESSURE CHECK (RCD) PRESSURE SWITCH (S23)

325 PSI RELIEF 15 PSI CHECK

400 PSI REDUCER

250 PSI RELIEF

INDICATES BRAKE COOLING FLUID FLOW

Illustration 15C-1. Brake Manifold Valve

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15C-1

pilot pressure, protects the hydraulic controls and protects the oil cooler. It contains a 400 psi pressure reducer (in port 1) that ensures that the pilot pressure does not exceed 400 psi. The brake manifold valve also contains a 250 psi pressure relief (in port 3), ensuring minimum pilot pressure of at least 250 psi. It contains a 10 psi, normally closed, pressure switch (S23, Illustration 15C-1) in port B and a relief valve (in port 2) set for 325 psi. Should back pressure in the oil cooler circuit exceed 325 psi, the relief valve will open and relieve pressure to the hydraulic tank. The brake manifold valve also contains a 15 psi check in port

4; its function is to ensure that anytime flow is present that the 10 psi, required to open pressure switch (S23), can be obtained. Should the oil pressure drop below 10 psi from loss of flow, pressure switch (S23) will close, sending ground to the Brake Fail light (DS8), illuminating the light. Hydraulic Oil Cooler (Illustration 15C-5). The hydraulic oil cooler, located in front of the radiator (see Illustration 5-3), is forced-air cooled. Hydraulic fluid is circulated through its tubes and the fan circulates air across the cooler and through the fins, cooling the hydraulic fluid.

15 PSI CHECK VALVES

BRAKE COOLING PRESSURE CHECK (BCC)

INDICATES BRAKE COOLING FLUID FLOW

TEMPERATURE SWITCH (S24)

Illustration 15C-2. Brake Cooling Valve

15C-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Brake Cooling Valve (Illustration 15C-5). The brake cooling valve, located above the differential of the drive axle, divides the flow equally to each brake housing and monitors brake coolant temperature. Nominally 9 gpm of hydraulic fluid will enter the brake cooling valve. There are two modulating orifices, internal to the valve, that will regulate and divide the flow of fluid equally to each brake housing (4.5 gpm). In addition, there are two 15 psi check valves, located on the brake cooling valve, that limit the wheel ends from seeing no more than 15 psi of pressure, protecting the wheel end face seals. The temperature switch (S24, Illustration 15C-2), a normally open switch, will close when the oil temperature exceeds 190_F. When the temperature switch (S24) closes, it will provide ground to the Brake Fail light (DS8), illuminating the Brake Fail light.

CAUTION: Dispose of oil and filter in accordance with federal and local regulations. 1. Make certain filter is cool to the touch and provide a suitable container to catch any draining oil. 2. Apply an even film of fresh oil on the gasket surface of the replacement filter element. 3. Unscrew filter and dispose of properly. 4. Thread the new filter onto filter head. 5. Hand tighten filter element 3/4 turn past point where gasket first contacts filter head surface.

FILTER HEAD

FILTER ELEMENT

Illustration 15C-3. Brake Cooling Oil Filter Changing The Brake Cooling Oil Filter Element (Illustration 15C-3). The brake cooling oil filter element (refer to Illustration 15-2 for location) should be changed every six months or 1500 hours, whichever comes first. The interval above is based on normal environmental condition, excessive dust may require a more frequent filter change interval. Perform the following procedures to change the filter element:

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15C-3

Wet Disc Brakes Cooling System Troubleshooting Problem 1. Brakes Overheat

Cause

Correction

1. Low cooling fluid flow.

1. Refer to Problem 2. of this troubleshooting chart.

2. Improper hydraulic fluid.

2. Use specified fluid (refer to the Fuel and Lubricant Specifications in the Appendices).

3. Oil cooler fins are restricted.

3. Clean the oil cooler or remove restriction.

4. Excessive duty cycle (excessive application of brakes).

4. Allow hydraulic oil to cool and adjust duty cycle.

5. Brakes at wheel ends are not fully releasing.

5. Refer to Problem 2. in the Brake Control (Air) System Troubleshooting chart in Section 15.

6. Defective pressure relief valve (325 6. Replace the pressure relief valve psi) in the brake manifold valve. (325 psi) in the brake manifold Pressure relief valve is stuck open. valve.

2. Low Cooling Fluid Flow

3. One Side of Drive Axle Overheats

15C-4

7. Restriction in the brake cooling valve.

7. Remove restriction from the brake cooling valve.

1. Low hydraulic fluid supply.

1. Fill hydraulic tank to the proper fluid level.

2. Restricted suction strainer.

2. Replace auxiliary (spreader / brake) pump.

3. Plugged breather filter(s).

3. Replace breather filter(s).

4. Air leak in suction hose to auxiliary (spreader / brake) pump.

4. Locate leak and repair.

5. Defective auxiliary (spreader / brake) pump.

5. Replace the auxiliary (spreader / brake) pump.

6. Restricted cooler core.

6. Replace cooler.

7. Restriction in the brake manifold valve.

7. Remove restriction from the brake manifold valve.

1. Defective checks in brake cooling valve.

1. Replace defective checks.

2. Defective brake cooling valve.

2. Replace brake cooling valve.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 15C-4. Brake Cooling Circuit

15C-0043 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15C-5

Illustration 15C-5. Brake Cooling ANSI Circuit

15C-0043 SHT. 02

15C-6

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15D-Air Dryer

Section 15D Air Dryer System Introduction. In the air dryer system (if equipped), an air dryer collects and removes air system contaminates in solid, liquid, and vapor form before they enter the brake system. The air dryer provides clean, dry air to the components of the brake system which increases the life of the system. Major Components (Illustration 15D-3). The air dryer system consists of an air dryer, wire harness, and hoses. Changing the Desiccant Cartridge. The desiccant cartridge should be changed every 3 years. The desiccant change interval may vary. Although typical desiccant cartridge life is 3 years, many will perform adequately for a longer period of time. In order to take maximum advantage of desiccant life and assure that replacement occurs only when necessary, it is important that the “Air Dryer Operation and Leakage Tests” procedures be performed. NOTE: A small amount of oil in the system may be normal and should not, in itself, be considered a reason to replace the desiccant; oil stained desiccant can function adequately. Air Dryer Inspection. The following should be checked every 3 months to maintain proper operation of the air dryer. 1. Check for moisture and the presence of water in the air brake system by opening the drain valve, located on the bottom of air tank. If moisture is present, the desiccant cartridge may require replacement; however, the following conditions can also cause water accumulation and should be considered before replacing the desiccant. a. An outside air source was used, bypassing the air dryer. b. In areas where more than a 30 degree range of temperature occurs in one day, small amounts of water can accumulate in the air brake system due to condensation. Under these conditions, the presence of small amounts of moisture is normal and should not be considered as an indication that the dryer is not performing properly. 2. Check mounting bolts for tightness. Re-torque bolts to 23 - 32 ft-lbs. if necessary.

THDC THDC 954 / THDCP - 955 (Rev. - 95411/99) / 955 / 974 (Rev. 06/03)

Air Dryer Operation and Leakage Tests. The following air dryer operation and leakage test procedures should be performed every 3 months. 1. Test the outlet port check valve assembly by building the air system to governor cut-out and observing a test air gauge installed in the air tank. A rapid loss of pressure could indicate a failed outlet port check valve. This can be confirmed by bleeding the system down, removing the check valve assembly from the end cover, subject air pressure to the unit and apply a soap solution to the check valve side. Leakage should not exceed a 1 inch bubble in 1 second. 2. Check for excessive leakage around the purge valve. With the compressor in loaded mode (compressing air), apply a soap solution to the purge valve housing assembly exhaust port. If the leakage exceeds a 1” bubble in 1 second, service the purge valve housing assembly. 3. Close reservoir drain valve. Build up system pressure to governor cut-out and note that AD-9 purges with an audible escape of air. “Fan” the service brakes to reduce system air pressure to governor cut-in. Note that the system once again builds to full pressure and is followed by an AD-9 purge. 4. Check the operation of the safety valve by pulling the exposed stem while the compressor is loaded (compressing air). There must be an exhaust of air while the stem is held and the valve should reseat when the stem is released. 5. Check all lines and fittings leading to and from the air dryer for leakage and integrity. 6. Check the operation of the end cover heater and thermostat assembly during cold weather operation as follows: a. Electric Power to the Dryer. With the ignition or engine kill switch in the On position, check for voltage to the heater and thermostat assembly using a voltmeter or test light. Unplug the electrical connector at the air dryer and place the test leads on each of the pins of the male connector. If there is no voltage, look for a blown fuse, broken wires or corrosion in the vehicle wiring harness. Check to see if a good ground path exists.

15D-1

b. Thermostat and Heater Operation. Turn off the ignition switch and cool the end cover assembly to below 40_F. Using an ohmmeter, check the resistance between the electrical pins in the female connector. The resistance should be 1.5 to 3.0 ohms for the 12 volt heater assembly. NOTE: Some early models of the AD-9 will have resistance readings of 1.0 to 2.5 ohms for the 12 volt heater assembly. If the resistance is higher than maximum stated, replace the purge valve housing assembly which includes the heater and thermostat assembly.

Warm the end cover assembly to over 90_F and again check the resistance. The resistance should exceed 1000 ohms. If the resistance values obtained are within the stated limits, the thermostat and heater assembly is operating properly. If the resistance values obtained are outside the stated limits, replace the purge valve housing assembly which includes the heater and thermostat assembly.

DESICCANT CARTRIDGE

AIR DRYER

DISCHARGE HOSE

INDICATES AIR FLOW

Illustration 15D-1. Air Dryer Components Identification

15D-2

THDC 954 THDC - 955 / THDCP (Rev. 03/01) - 954 / 955 / 974 (Rev. 06/03)

Air Dryer Troubleshooting Problem

Cause

Correction

1. Dryer is constantly 1. Excessive leakage in fittings, 1. Using soap solution, test for leak“cycling” or purging. hoses, and tubing connected to the age all fittings, drain valve (if any) compressor, air dryer, and first resand safety valve in first reservoir. ervoir. Repair or replace as necessary.

2. Water in vehicle.

2. Defective check valve assembly in AD-9 air dryer end cover.

2. Remove check valve assembly from end cover. Subject air pressure to delivery side of valve. Apply soap solution at opposite end and check for leakage. (Permissible leakage - 1” bubble in five seconds.) If excessive leakage, replace check valve assembly.

3. Defective governor.

3. Test governor for proper cut-in and cutout pressures and excessive leakage in both positions.

4. Leaking purge valve housing assembly and / or O-rings in AD-9 air dryer end cover.

4. With the supply port open to atmosphere, apply 120 psi at the control port. Apply a soap solution to the supply port and exhaust port (purge valve seat area). Permissible leakage - 1” bubble in five seconds.

5. Compressor unloader mechanism leaking excessively.

5. Remove air strainer or fitting from compressor inlet cavity. With compressor unloaded, check for unloader piston leakage. Slight leakage permissible.

6. Rapid cycling of the governor due to air starvation at the RES port of the governor.

6. With gauge installed at RES port of governor, pressure should not drop below “Cut-in” pressure at the onset of the compressor “Unloaded” cycle. If pressure drops, check for “kinks” or restrictions in line connected to RES port. Line connected to RES port on governor must be same diameter, or preferably larger than, lines connected to UNL port(s) on governor.

1. Desiccant requires replacement excessive contaminants in desiccant cartridge assembly.

1. Replace desiccant cartridge.

continued

THDC THDC 954 / THDCP - 955 (Rev. - 95411/99) / 955 / 974 (Rev. 06/03)

15D-3

Problem 2. Water in vehicle. (Continued)

Cause

Correction

2. Air system charged from outside air 2. If system must have outside air fill source (outside air not passing provision, outside air should pass through air dryer). through air dryer. This practice should be minimized. 3. Air dryer not purging (see Problem 5.).

3. See cause and correction for Problem 5.

4. Purge (air exhaust) time insufficient 4. Check causes and corrections for Problem 1. due to excessive system leakage (see causes for Problem 1.). 5. Air by-passes desiccant cartridge 5. Replace desiccant cartridge / end assembly. cover O-ring. Check to make sure desiccant cartridge assembly is properly installed. 6. Purge time is significantly less than 6. Replace desiccant cartridge / end minimum allowable. cover O-ring. Check to make sure desiccant cartridge assembly is properly installed. Replace desiccant cartridge assembly. 3. Safety valve on air 1. Desiccant cartridge plugged. dryer “popping off” or exhausting air.

15D-4

1. Check compressor for excessive oil passing and / or correct compressor installation. Repair or replace as necessary. Rebuild or replace cartridge.

2. Defective discharge check valve in end cover of the AD-9.

2. Test to determine if air is passing through check valve. Repair or replace.

3. Defective fittings, hose, or tubing between air dryer and first reservoir.

3. Check to determine if air is reaching first reservoir. Inspect for kinked tubing or hose. Check for undrilled or restricted hose or tubing fittings.

4. Safety valve setting lower than the maximum system pressure.

4. Reduce system pressure or obtain a higher setting safety valve.

THDC 954 THDC - 955 / THDCP (Rev. 11/99) - 954 / 955 / 974 (Rev. 06/03)

Problem 4. Constant exhaust of air at air dryer purge valve exhaust or unable to build system pressure. (Charge mode)

Cause

Correction

1. Air dryer purge valve leaking excessively.

1. With compressor loaded, apply soap solution on purge valve exhaust, to test for excessive leakage. Repair purge valve as necessary.

2. Defective governor.

2. Check governor for proper “cut-in,” “cutout” pressure and excessive leakage in both positions. Repair or replace as necessary.

3. Purge control line connected to reservoir or exhaust port of governor.

3. Purge control line must be connected to unloader port of governor.

4. Purge valve frozen open - faulty heater and thermostat, wiring, blown fuse.

4. Test heater and thermostat.

5. Inlet and outlet air connections reversed.

5. Compressor discharge to inlet port. Reconnect lines properly.

6. Kinked or blocked (plugged) discharge line.

6. Check to determine if air passes through discharge line. Check for kinks, bends, and / or excessive carbon deposits.

7. Excessive bends in discharge line (water collects and freezes).

7. Discharge line should be constantly sloping from compressor to air dryer with as few bends as possible.

8. Excessive system leakage.

8. See Problem 1.’s Causes and Corrections.

9. Purge valve stays open - supply air 9. Replace purge valve housing leaks to control side. assembly O-rings. 5. Air dryer does not purge or exhaust air.

1. Broken, kinked, frozen, plugged, or 1. Test to determine air flows through disconnected purge control line. purge control line when compressor unloaded. Check for undrilled fittings. (see Problem 4., Correction 3.) 2. See Causes 2., 5., and 7. for Prob- 2. Refer to Corrections 2., 5., and 7. lem No. 4. for Problem 4.

THDC THDC 954 / THDCP - 955 (Rev. - 95411/99) / 955 / 974 (Rev. 06/03)

15D-5

Problem

Cause

Correction

6. Desiccant material 1. This problem is almost always being expelled from accompanied by one or more of Problems 1., 2., 3., 4., and 5. See air dryer purge valve related causes for these problems exhaust (may look above. like a whitish liquid, paste, or small 2. Air dryer not securely mounted. beads). (Excessive vibration) or Unsatisfactory desiccant life. 3. Defective cloth covered perforated plate in air dryer.

1. See Causes and Corrections for Problems 1., 2., 3., 4., and 5.

4. Compressor passing excessive oil.

4. Check for proper compressor installation; if symptoms persist, replace compressor.

5. Desiccant cartridge not assembled properly to end cover. (Loose attachment)

5. Check the torque on the desiccant cartridge to end cover attachment. Refer to assembly section of this data sheet.

7. Constant seepage 1. Defective check valve assembly in of air at air dryer AD-9 air dryer and cover. purge valve exhaust (non-charging mode).

1. Refer to Correction 3. of Problem 1.

8. The air dryer purge piston cycles rapidly in the compressor unloaded (non-compressing) mode.

1. Faulty governor installation; no air line from governor to compressor or line is “kinked” or restricted. Install or repair air line.

15D-6

1. Compressor fails to “unload.”

2. Vibration should be held to a minimum. Add bracket supports or change air dryer mounting location if necessary. 3. Replace desiccant cartridge assembly.

THDC 954 THDC - 955 / THDCP (Rev. 11/99) - 954 / 955 / 974 (Rev. 06/03)

Illustration 15D-3. Air Dryer Circuit

AIR DRYER

DISCHARGE HOSE

GOVERNOR

15 AMP FUSE

15D-0008

THDC THDC 954 / THDCP - 955 (Rev. - 95409/00) / 955 / 974 (Rev. 06/03)

15D-7

Section 16 Steering System Introduction. The steering system provides guidance control of the truck. The steering circuit has priority over hydraulic fluid flow. Major Components (Illustration 16-3). The steering system consists of the main pump, steer sensing valve, steering valve, steer cylinder, hoses and various fittings. Main Pump (Illustration 16-4). The main pump is a tandem gear pump that provides hydraulic fluid flow to operate the hydraulic circuit. When the pump is turned, it creates a vacuum at the pump inlet which allows atmospheric pressure to force hydraulic fluid through a suction strainer in the tank into the inlet line of the pump. The pump then mechanically pushes this fluid to its outlet port for use in the hydraulic circuit. The main pump has two sections, each containing a pumping gear set. Each pumps at a maximum rate of 62 gpm at 2100 governed rpm. One of the gear sets is dedicated to the steering circuit. It supplies fluid to the steer sensing valve and will supply the main control valve when not steering. When steering, the gear set will supply only the amount of fluid required to steer. The excess flow,

not being used, will supply the main control valve. This gear set is the sole source of hydraulic fluid for the tilt section. The other gear set supplies hydraulic fluid to the lift section only. The pressure of the steering / tilt gear set can be checked at pressure check (PC1). The pressure of the second gear set, dedicated to the lift section, can be checked at pressure check (PC2). See Illustration 22-4 for both pressure check locations. Steer Sensing Valve (Illustration 16-4). The steer sensing valve, located on the left inboard side of the chassis in front of the transmission (see Illustration 22-1), provides the logic for the steering circuit. It is linked to the steering valve and main pump. When the steering valve is turned, pressure in a load sense line increases, between the steering valve and steer sensing valve, shifting the spool of the steer sensing valve, directing a flow of fluid from the main hydraulics to the steering valve. The steer sensing valve also contains a 2500 psi steer circuit relief valve. To troubleshoot the steer sensing valve, refer to Steer Sensing Valve of the Troubleshooting The Major Components in Section 22.

STEER RELIEF VALVE SET SCREW

STEER RELIEF VALVE

INDICATES HYDRAULIC FLUID FLOW

Illustration 16-1. Steer Sensing Valve

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

16-1

1. 2. 3.

STEERING COLUMN STEERING VALVE STEER CHECK VALVE (SCV)

1

2

3

Illustration 16-2. Steering Components Steering Valve (Illustration 16-2). The steering valve, located on the base of the steering column, directs and meters the flow of hydraulic fluid to the steer cylinder depending on which way and how fast the steering valve is turned. Steer Cylinder (Illustration 16-4). The steer cylinder is a double-acting cylinder that turns the steer tires. Setting Hydraulic Pressures. Refer to Setting Hydraulic Pressures in Section 22 for procedures to set the pressures for the steer sensing valve.

16-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Steering System Troubleshooting (Illustrations 16-3 and 16-4) Problem 1. Slow or Hard Steering

2. No Response When Steering Wheel is Turned

3. Steering Tires Do Not Track with Steering Wheel

Cause

Correction

1. Limited hydraulic fluid flow.

1. Refer to Problem 6. in this troubleshooting chart.

2. Low steering pressure.

2. Refer to Problem 7. in this troubleshooting chart.

3. Hydraulic fluid is bypassing the steer cylinder piston packing.

3. Repack steer cylinder.

4. Spool in the steer sensing valve is sticking.

4. Remove spool, then visually inspect spool and spool housing for debris.

5. Defective steer sensing valve.

5. Repair or replace steer sensing valve.

6. Steering cylinder rod bent.

6. Replace cylinder rod or cylinder.

7. Defective steering valve.

7. Replace steering valve.

8. Load sense line from steering valve to steer sensing valve is restricted.

8. Remove restriction.

1. Low hydraulic fluid flow.

1. Refer to Problem 6. in this troubleshooting chart.

2. Hydraulic fluid is bypassing the steer cylinder piston packing.

2. Repack steer cylinder.

3. Incorrect steering relief valve pressure setting.

3. Set steer relief valve pressure for correct pressure.

4. Defective steering relief valve.

4. Replace steering relief valve.

5. Spool in the steer sensing valve is sticking.

5. Remove spool, then visually inspect spool and spool housing for debris.

6. Defective steer sensing valve.

6. Repair or replace steer sensing valve.

7. Steering cylinder rod bent.

7. Replace steering cylinder.

8. Defective steering valve.

8. Replace steering valve.

9. Load sense line from steering valve to steer sensing valve is restricted.

9. Remove restriction.

1. Binding in linkage.

1. Re-align linkage.

2. Broken centering springs in steering valve.

2. Replace centering springs.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

16-3

Problem 4. Wrong Response to Steering Wheel

Cause

1. Hoses to ports in steering valve are 1. Reconnect in the correct hose crossed. layout.

5. Continuous Steer- 1. Defective steering valve. ing Wheel Rotation 2. Defective steer column.

6. Limited Hydraulic Fluid Flow

7. Low Steer Pressure

Correction

1. Replace steering valve. 2. Replace steer column.

3. Hydraulic fluid bypassing steer cylinder piston packing.

3. Repack the steer cylinder.

4. Loose or broken hydraulic hose between steering valve and steer cylinder.

4. Tighten or replace hydraulic hose.

1. Clogged suction strainer.

1. Clean suction strainer.

2. Low hydraulic fluid supply.

2. Fill tank to the correct fluid level.

3. Incorrect type of fluid.

3. Drain and flush hydraulic circuits. Use the specified hydraulic fluid.

4. Cold hydraulic fluid.

4. Due to extended periods of cold temperatures, the viscosity of the hydraulic fluid can increase. Consider adding a cold weather package.

5. Breather filter stopped up.

5. Replace the breather filter.

6. Worn / defective main / steering pump.

6. Replace or rebuild pump.

1. Incorrect steer relief valve pressure 1. Adjust steer relief valve for correct setting. pressure. 2. Defective steering relief valve.

2. Replace steering relief valve.

3. Limited hydraulic fluid flow.

3. Refer to Problem 6. in this troubleshooting chart.

4. Defective seal in the steer cylinder. 4. Repack steer cylinder. 5. Defective steer sensing valve.

5. Repair or replace steer sense valve.

8. Kick-back in Steer- 1. Defective steering check valve ing Wheel (SCV).

1. Replace steering check valve (SCV).

16-4

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 16-3. Steering Circuit

STEER SENSE VALVE

STEER VALVE MAIN LIFT / TILT VALVE

HYDRAULIC TANK

MAIN PUMP

16-2274 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

16-5

Illustration 16-4. Steering ANSI Circuit

16-2274 SHT. 02

16-6

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Section 17 Tires and Wheels Introduction. This section contains safety warnings that must be adhered to, to prevent serious personal injury or death when servicing tires and wheels. Also included are procedures for properly torquing the wheel nuts. WARNING: Under no circumstances should anyone mount or demount tires without proper training as required in OSHA Rules and Regulations 1910.177 “Servicing multi-piece and single piece rim wheels.” Follow all procedures and safety instructions. Tires. Tires may represent one of the major direct expenses of equipment operation. Refer to the Goodyear Tire Maintenance Manual for proper maintenance and repair of tires for optimal tire life. The Goodyear Tire Maintenance Manual is a generic tire maintenance manual covering tire maintenance that apply to all brands of tires. Check the tires and valve caps daily for any damage. WARNINGS: S All tire related safety warnings in the Safety Check booklet and this section must be understood before performing any tire maintenance. S Never sit on or stand in front of a tire and rim assembly that is being inflated. Use a clipon chuck and make sure the inflation hose is long enough to permit the person inflating the tire to stand to the side of the tire, not in front or in back of the tire assembly. S Keep tires free of grease and oil. Grease and oil are highly damaging to tires. If grease or oil are allowed to remain on tires for extended periods of time, rubber deterioration may occur. S Tire assemblies operated as a dual pair must have the same outside diameter, be from the same manufacturer, be of the same type (industry code) and be of the same construction (both bias or both radials). S Bias and radial constructions must never be mixed on dual pair.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Tire Inflation. The tire pressure should be checked on a daily basis (refer to the serial data plate, located on the left side of the truck in front of the steer tire, for proper tire pressure). WARNING: Maintain the proper tire inflation pressures listed on the truck serial data plate. Tire Overinflation. Overinflation results in high cord stress even when the tire isn’t overloaded. Stress reduces resistance to blowouts from impacts. It also increases the danger of the tire being cut. The problem can be compounded by poorly maintained working terrain. Tire Underinflation. An underinflated tire will deflect too much. It also leads to excessive sidewall flexing. It is very important, in wheel ends employing dual tire pairs, that each tire have the correct air pressure. This prevents one tire from carrying more of the load than the other tire. Flexing of an underinflated tire in a dual pair could lead to the underinflated tire rubbing the other tire which could lead to premature tire failure. Tires with radial cracks indicate continuous underinflation operation. Other underinflated indications include the following: 1. Spotty or uneven tread wear 2. Ply separation 3. Loose or broken cords inside the tire 4. Fabric carcass fatigue Rims. The rims hold the tires on the hub. The wheels and mounts require a run-in period. The torque of the wheel nuts must be checked every 10 hours of operation until rim is fully seated. Perform the Torquing Procedure to tighten the wheel nuts of each hub each time tires are removed from the drive or steer axle. Inspect the wheel studs daily. WARNING: If one wheel stud has broken off, some of the rim’s clamping force will be lost. Remove machine from service and repair immediately.

17-1

WHEEL NUT TORQUE VALUE> Drive Axle: PRC-7534........330 - 350 ft-lbs > This value is located on the truck serial plate for reference.

20

12

24

1

17

26 7

5

28 11

18 8

23

14

3

4

15

22

9

10

19 6 21 27

16

2

25

13

Illustration 17-1. Drive Axle Wheel Nuts Torquing Sequence Torquing Procedure (Illustrations 17-1 and 17-2). Perform the following procedures to torque the wheel nuts: WARNING: Every time the wheels are removed, a run-in period is required. The wheel nuts must be re-torqued every 10 hours of operation until rims are fully seated. 1. Start at position #1 and tighten the wheel nut to the specified torque value listed in Illustration 17-1 or 17-2. Proceed in the illustrated numerical order to torque the other wheel nuts. 2. Repeat procedure 1. until none of the wheel nuts move and the proper torque value has

17-2

been applied to each wheel nut. Procedure 1. may have to be repeated several times to tighten the wheel nuts to the proper torque value. Inspection WARNINGS: S Mixing parts of one manufacturer’s rims with those of another is potentially dangerous. Always check manufacturer for approval. S Do not be careless or take chances. If you are not sure about the proper mating of rim and wheel parts, consult a wheel and rim expert. This may be the tire man who is servicing your fleet or the rim and wheel distributor in your area.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

WHEEL NUT TORQUE VALUE> Steer Axle.............145 - 155 ft-lbs > This value is located on the truck serial plate for reference.

14

1

15

7

5

12

9

3

4

10

11

6

8

2

13

Illustration 17-2. Steer Axle Wheel Nuts Torquing Sequence 1. Check rim components periodically for fatigue cracks. Replace all cracked, badly worn, damaged, and severely rusted components. Use a wire brush to remove dirt and rust if necessary. 2. Clean and repaint rims to stop detrimental effects of corrosion. Be very careful to clean all dirt and rust from the lock ring gutter. This is important to secure the lock ring in its proper position. Using air inflation equipment, equipped with a filter, helps remove moisture from the air line, preventing some corrosion. 3. Ensure that the correct parts, that match your type of wheels, are being used in assembly. Check with manufacturer if you have any doubts.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Tire / Wheel Jacking WARNINGS: S Never rely solely upon jacks or hoists to support the lift truck while removing tire / wheel. S Before placing jack in position, block tire and wheel on the other side of the truck. S Always place oak or other hardwood block cribbing under the load after the jack or hoist has lifted the load. Make sure the cribbing is large enough to have sufficient contact with the supported load to be stable. S Never get under, near or between heavy objects that are supported only by a jack or hoist.

17-3

S Always use hardwood blocks under jack. Demounting WARNINGS: S Do not let anyone mount or demount tires without proper training as stated in OSHA Rules and Regulations 1910.177 “Servicing multi-piece and single piece rim wheels.” S Do not stand in front of the tire during deflation. S Demounting tools apply pressure to rim flanges to unseat tire beads. Keep your fingers clear. Slant the demounting bead tool about 10° to keep it firmly in place. If it slips off, it can fly with enough force to kill. Always stand to one side when you apply hydraulic pressure. S Never force or hammer rim components, especially rim components under pressure. S Never attempt to weld on an inflated tire / rim assembly. S Do not under any circumstances, attempt to rework, weld, heat or braze any rim components that are cracked, broken, or damaged. Replace with new parts, or parts that are not cracked, broken, or damaged, and which are of the same size, type and make. S Do not hammer on rims or components with steel hammers. Use rubber, lead, plastic, or brass faced mallets, if it is necessary, to tap components together. S Always exhaust all air from a single tire and from both tires of a dual assembly prior to removing any rim components such as nuts and rim clamps. S Make sure to remove the valve core to exhaust all air from the tire. Remove both cores from a dual assembly. S Check the valve stem by running a piece of wire through the stem to make sure it is not plugged. Mounting And Inflation WARNINGS: S Inflate tire in a safety cage. Use safety chains or equivalent restraining devices dur-

17-4

S

S

S

S

S

ing inflation. Misassembled parts may fly apart with explosive force during inflation. Do not seat rings by hammering while the tire is being inflated. If a part is tapped, it or the tool can fly out with explosive force. Never sit on or stand in front of a tire and rim assembly that is being inflated. Use a clipon chuck and make sure the inflation hose is long enough to permit the person inflating the tire to stand to the side of the tire, not in front or in back of the tire assembly. Mixing parts of one manufacturer’s rims with those of another is potentially dangerous. Always check manufacturer for approval. Do not be careless or take chances. If you are not sure about the proper mating of rim and wheel parts, consult a wheel and rim expert. This may be the tire man who is servicing your fleet or the rim and wheel distributor in your area. Do not inflate the tire before all side and lock rings are in place. Double check to make sure all components are properly seated.

1. Refer to Illustration 17-3 for hardware and its orientation for wheel mounting. 2. Check components for proper assembly again after inflating to approximately 5 psi (34.47 kPa). Operation WARNINGS: S Do not overload rims or over-inflate tire / rim assembly. Check your rim manufacturer if special operating conditions are required. S Do not use undersized rims. Use recommended rim for the tire. S Never run a vehicle on one tire of a dual assembly. The carrying capacity of the single tire and rim is dangerously exceeded and operating a vehicle in this manner can result in damage to the rim and tire. S Do not reinflate a tire that has been run flat without first inspecting the tire, rim and wheel assembly. Double check the lock ring for damage; make sure that it is secure in the gutter before inflation. S Excessive turning of the steering axle tires, when the truck is stopped, should be

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

avoided. It can cause excessive wear (flat spots) to develop. Servicing Tire And Rim On Vehicle WARNINGS: S Block the other tires of the vehicle before you place the jack in position. S Regardless of how hard or firm the ground appears, put hardwood blocks under the jack. Always crib up vehicle with blocks just in case the jack should slip. S Remove the bead seat band slowly to prevent it from dropping off and crushing your toes. Support the band on your thigh and roll it slowly to the ground. This will protect your back and toes. S When using a cable sling, stand clear; it might snap and lash out. Compressor Precautions

S Do not use alcohol, methanol, or other flammable agents in the compressor to prevent freezing of the condensation inside the compressor. Drain the compressor tank frequently or locate the compressor inside to eliminate the freezing problem. S Do not locate the compressor near a battery charger. Batteries emit hydrogen gas, which is highly flammable, during the charging process, and could be sucked into the compressor intake.

There have been instances of tires exploding violently while on vehicles. The forces involved in this type explosion are sufficient enough to cause serious personal injury to anyone in the immediate vicinity. Some of these explosions are believed to have been caused by flammable vapors entering the tire during inflation. When the machine is operating, the temperature of the air and vapor mixture inside the tire will increase. The temperature inside the tire will also increase with an increase in ambient temperature and when subjected to direct sunlight. If the vapor and air mixture inside the tire are within the ratio limits that will support combustion, and any or all of the above heat increasing factors cause the temperature to rise, an explosion may occur. The following are some warnings that can prevent flammable vapors from entering the compressor and subsequently being entrapped in tires. WARNINGS: S Do not locate the compressor in a utility room used for storing flammable solvents, paints, thinners, etc. The flammable vapors will be sucked into the compressor intake while the compressor is charging. S Do not clean the compressor air filter with a flammable solvent. Use a non-flammable solvent, such as carbon tetrachloride.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

17-5

8 9 9

11

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

DRIVE AXLE RIM SPACER WEDGE RING NUT LOCKWASHER WHEEL CLAMP RIM FLANGE O-RING BEAD SEAT BAND LOCK RING

10 12

1

2

NOTE: TO OPERATOR

7

3

Wheel and mounts require run in period on a new machine and after each tire change. Refer to serial plate on the side of machine for torque specifications before machine is put in service and re-torque nuts each 10 hours until clamps are seated.

5 2

4

6

Care should be taken to keep grease and other foreign material from rim seating surfaces. Illustration 17-3. Wheel Mounting Hardware and Tightening Procedures

17-6

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Section 18 Chassis Introduction (Illustration 18-1). The chassis is carefully engineered and ruggedly constructed. Welded steel structures always contain undetectable cracks, especially welded joints. When these joints are subject to fluctuating stresses of significant magnitude, these cracks will grow. This is known as fatigue crack growth. No matter how low the stress levels are kept, some fatigue crack growth will occur in all welded structures. Structural Inspection and Reporting Procedure (Refer to SIRR in the Appendices). Follow the OSHA rules, 29 CFR, 1910.178 (Q)(1), (5), & (7) which require inspecting industrial trucks daily before being placed in service, removing trucks from service if cracks are found, and making repairs only if authorized by the manufacturer. If trucks are used on a round-the-clock basis, they shall be examined after each shift. OSHA 29 CFR 1910.178 (p)(1) requires that trucks in need of repair be taken out of service. Areas to be inspected on the truck chassis include mast

hangers, drive axle mounts, tilt cylinder anchors and steer axle mounts. WARNINGS: S Periodic inspection is required to detect fatigue cracks that have grown to a significant size in order to avoid serious failure of the structural weldment. When a crack is found, the truck must be immediately taken out of service and repaired. S Under no circumstances, without prior approval from Taylor Machine Works, Inc. Engineering Department, should the chassis be modified, i.e. adding of additional counterweights. As per OSHA 29 CFR1910.178 (a) (4). S If the fatigue crack is allowed to grow, catastrophic failure could occur in the chassis or other welded components, causing serious injury to personnel and / or property.

Chassis Troubleshooting Problem

Cause

1. Metal fatigue. 1. Cracks in welds (Refer to SIRR in the Appendices) 2. Overloading. Notify Taylor Machine Works, 3. Rough terrain. Inc. for proper repair procedures.

Correction 1. Have cracks in welds repaired immediately. 2. Refer to Correction 1. above and avoid overloading the truck. 3. Refer to Correction 1. above and, if possible, avoid operating truck on rough terrain.

4. Travelling with load in an unrecom- 4. Refer to Correction 1. above and mended travel position (excessive the Operator’s Guide for proper travelling positions. height and / or fully side-shifted, one side or the other).

2. Engine support mounts broken

5. Severe duty cycles.

5. Have cracks in welds repaired immediately.

1. Engine vibration.

1. Refer to Problem 23. in the Engine Troubleshooting chart in Section 1.

2. Transmission vibration.

2. Refer to Problem 9. in the Transmission Troubleshooting chart in Section 9.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

18-1

Problem

Cause

Correction

3. Transmission support mounts broken

1. Transmission vibration.

1. Refer to Problem 9. in the Transmission Troubleshooting chart.

2. Engine vibration.

2. Refer to Problem 23. in the Engine Troubleshooting chart in Section 1.

4. Hinged doors are difficult to open

1. Door hinges are not properly lubricated.

1. Lubricate door hinges.

18-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Note: Photocopy this sketch to identify fatigue cracks or structural damage to the chassis. Be very descriptive of damage to the chassis, i.e. location, depth, length. Illustration 18-1. Chassis

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

18-3

Section 20 Cab

Illustration 20-1. Cab Introduction (Illustration 20-1). The cab has been carefully designed with the operator’s safety and comfort in mind. The components in the cab have been laid out for easy access.

7. The tilt steering must lock firmly into position.

3. Under no circumstance should objects be allowed in the cab which would restrict the operator’s vision or exit.

WARNINGS: S Failure to adhere to any of the above could lead to personal injury, death or property damage. S Avoid stepping on the top Lexan cover while servicing the truck. S Always use OHSA approved ladders, stands, or manlifts to reach high places on the truck. S The top Lexan cover is a part of the OSHA mandated FOPS (Falling Object Protective Structure). Do not remove or replace cover with glass.

4. The seat must lock firmly into position.

Troubleshooting

5. The seat belt must always be intact and operable.

1. Should abnormal vibration or shifting of cab structure occur, check mounting bolts for tightness and ensure that rubber mounts are not damaged.

Cab Maintenance Checks. The following checks must be performed before operating the truck. 1. Steps and operator’s compartment must be free of oil, grease and trash. 2. All glass and mirrors of the cab should be cleaned daily to keep vision from being impaired.

6. The door latch must always function properly.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20-1

2. Should leak occur from the seals of the glasses, repair seal. Lubrication. The grease fittings, on the door hinges, should be greased monthly or every 250 hours, whichever comes first.

20-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20A-Air Conditioning System

Section 20A Air Conditioning System Introduction. The air conditioning / heating system provides the operator with a comfortable operating environment. Provided all shut-off valves are open when the engine coolant temperature opens the thermostat, heated coolant flows from the engine block through the heater coils, through the heater shut-off valve, through the heater coil of the air conditioner / heater unit, through the defroster, and returns back to the water pump. Major Components (Illustrations 20A-2 and 20A-3). The air conditioning system consists of an air conditioner / heater unit, condenser, compressor, heater, defroster, two 15 amp circuit breakers (CB8 and CB9), heater shut-off valve, two engine-mounted shut-off valves, controls and hoses that connect the heater and defroster to the cooling system of the engine. Air Conditioner / Heater Unit. The air conditioner / heater unit is capable of delivering 26,000 BTUs of cooling capacity, 26,000 BTUs of heating capacity, and is powered by 12 VDC from a 38 amp circuit breaker (CB16). The air conditioner / heater unit is a three speed unit with a preset thermostat. The air conditioner / heater unit has a cool / heat switch that allows the operator to select for cooling or heating of the cab. The air conditioning system is charged with approximately 3 lbs. of R134a Freon. NOTE: The Clean Air Act, passed in 1992, specifies that anyone who works on vehicle air conditioning systems must be certified by an EPA approved agency. Compressor. The compressor is belt driven and circulates the refrigerant through the air conditioning system when its clutch is engaged. It receives a cool, low pressure gas and pumps a hot, high pressure gas to the condenser. When the thermostat signals for cooling, an electrical signal is sent to the compressor clutch, engaging the clutch and driving the compressor. NOTE: Any time repairs are made to the air conditioning system which require the recovery of the refrigerant, it is recommended that the drier be changed and 4 ounces of AC ester lubricating oil be added to the dryer. Condenser. The condenser changes the refrigerant from a hot, high pressure gas (from the compressor) to a warm, high pressure liquid (to the

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

drier) by cooling the refrigerant. The condenser is powered by 12 VDC from a 20 amp circuit breaker (CB26). Heater (Illustration 20A-3, if equipped). The heater is powered by 12 VDC from a 15 amp circuit breaker (CB8), employs a two speed switch (S5), and is rated at 40,000 BTUs. Drier. The drier stores a volume of refrigerant. Additionally, it filters and removes moisture from the refrigerant. The drier receives a warm, high pressure liquid (from the condenser) and sends a warm, high pressure liquid (to the expansion valve). The drier is equipped with a binary switch which protects the compressor. The binary switch is normally closed when the system pressure is within operating specifications. The binary switch will open when the system pressure exceeds 312 psi. The binary switch will not close again until the pressure has dropped below 225 psi. When the pressure drops below 2 psi, the binary switch will open. The binary switch will not close again until the pressure is above 28 psi. The binary switch can be replaced without recovering the refrigerant. The binary switch is located in the air conditioner unit on the high pressure side. The fitting that holds the binary switch is equipped with a check valve, that prevents the high pressure coolant from exhausting if the switch is removed. Evaporator / Heater Coil. The evaporator / heater coil is located inside the air conditioner / heater unit. The evaporator and heater coils are integrated into one unit. The evaporator coil changes the warm, metered pressure liquid refrigerant (from the expansion valve) into a cold, low pressure gas. The cold, low pressure gas is sent back into the expansion valve. The temperature of this low pressure gas is what controls the expansion valve. The colder the gas, the closer a ball will seat and restrict the refrigerant into the evaporator coil. The heater coil is the medium by which heat is transferred from the engine coolant to the operator’s compartment. A heater shut-off valve is located on the air conditioner / heater unit and when opened, allows the heat transfer to occur. When operating the air conditioner, close the heater shut-off valve for maximum cooling efficiency. Defroster (Illustration 20A-3, if equipped). The defroster is powered by 12 VDC from a 15 amp

20A-1

circuit breaker (CB9), employs a two speed switch (S6) and is rated at 22,000 BTUs. Circuit Breakers. Refer to Circuit Breakers in the Component Troubleshooting in Section 6 for troubleshooting of circuit breakers. Air Conditioner / Heater Maintenance. The remote mounted condenser of the air conditioning system should be cleaned every 3 months to remove debris. The condenser can be cleaned with a fin comb, air hose and nozzle, or soap and water. The evaporator / heater coils in the air conditioner / heater unit should be cleaned every 3 months with compressed air. Heater Shut-off Valves (Illustration 20A-3). The heater shut-off valves control the circulation of heated coolant through the heat system. One valve is located on the air conditioning / heater unit while the other two are located on the engine. All three shut-off valves must be fully open for maximum heating. If any of the heater shut-off valves are closed, there will be no circulation of heated coolant through the system. Hoses. Periodically check the hoses and elbows for chafing or cracking. Replace as conditions require. WARNING: Allow the engine to cool completely before removing heater hoses from engine. Severe burn potential exists. Cleaning and / or Changing The Filter (Illustration 20A-1). The air conditioner / heater unit’s filter should be cleaned every 3 months or as conditions warrant. The filter must be replaced once a year or as conditions warrant. If the filter is not cleaned regularly, it may become partially clogged with lint, dirt, grease or other debris. The filter should be cleaned or changed as conditions warrant. Perform the following procedures to remove the filter for cleaning or replacing: 1. Remove the air screen cover from the air conditioner / heater unit’s housing. 2. Take the filter out and clean with low pressure air. Replace it with a new filter if necessary. 3. Install the filter in the air conditioner / heater unit’s housing. 4. Install the air screen cover.

20A-2

Inspection. In the event of a cooling problem, perform the following inspection procedures. WARNINGS: S Death or serious injury could result from a runaway truck. Park the truck on a hard, level surface, apply the parking brake and block the wheels in both directions to prevent movement of the truck. S Rotating fan and belts can cause severe injury. Stay clear of fan and belts when engine is running. 1. Check the compressor drive belt tension and pulley alignment. Tension on the drive belt should be such that a firm push with the thumb at a point midway between the two pulleys will deflect the belt approximately 3/8”. If the deflection of the belt is more than 3/8”, adjust the belt tension. 2. Check the condenser for debris and clean if required. 3. Check all electrical connections and ensure that the circuit breakers are set. 4. Checking the compressor clutch will require starting the engine. When 12 VDC is sent from the thermostat through the binary switch to the compressor, the compressor’s clutch will pop towards the compressor pulley (this will be heard). The clutch will then begin to rotate with the pulley (this will be seen). 5. Ensure that the evaporator coil, located inside the air conditioner / heater unit, is not iced up. The thermostat’s capillary should be positioned in the center of the evaporator coil fins. If the thermostat is functioning properly when the fins ice up, the thermostat will remove the 12 VDC to the compressor. This will allow the compressor pulley to free-spin and no refrigerant will be circulated to the evaporator coil. The ambient temperature will then defrost the evaporator coil fins. 6. The 12 VDC signal from the thermostat must pass through a binary switch, which monitors low pressure and high pressure in order to engage the clutch of the compressor (refer to Drier in this section). 7. Check the air conditioning hoses and fittings for leaks. If a leak is detected, the refrigerant must be recovered prior to making repairs.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

FILTER HEATER SHUT-OFF VALVE CONTROL KNOB

AIR SCREEN COVER

AIR CONDITIONER / HEATER UNIT CONTROLS

Illustration 20A-1. Air Conditioner / Heater Unit NOTE: The Clean Air Act, passed in 1992, specifies that anyone who works on vehicle air conditioning systems must be certified by an EPA approved agency. 8. For any further repairs, contact a certified air conditioning repair technician.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20A-3

Air Conditioning and Heating System Troubleshooting (Illustrations 20A-2 and 20A-3) Problem 1. Air conditioning unit does not power up

Cause 1. Circuit breaker (CB16) is tripped or defective.

Correction 1. Reset or replace circuit breaker (CB16). Refer to Circuit Breakers of the Component Troubleshooting in Section 6.

2. Harness connector is disconnected 2. Connect or tighten harness or loose. connector.

2. Fan blows limited or no cold air

20A-4

3. Loose pin in harness connector.

3. Isolate and repair.

4. Broken or shorted wires.

4. Troubleshoot, isolate and repair.

1. Heater shut-off valve is open.

1. Close heater shut-off valve

2. Compressor clutch is slipping or defective.

2. Tighten drive belt or replace clutch.

3. Low Freon charge.

3. Have certified technician recharge air conditioning system.

4. Thermostat is defective.

4. Replace thermostat.

5. Evaporator coil is iced up.

5. Thermostat is defective. Replace thermostat.

6. The condenser fan is seized or defective.

6. Unseize fan, replace or check wiring to fan motor.

7. The evaporator / heater coils are dirty or stopped up.

7. Clean with compressed air or remove restriction.

8. Filter is dirty or stopped up.

8. Clean or replace filter.

9. Binary switch in condenser is defective.

9. Isolate and repair.

10. Circuit breaker(s) is tripped or defective.

10. Isolate and repair.

11. The heat / air switch of the air conditioner / heater unit is in the heat position.

11. Place the heat / air switch in the air position.

12. Defective heat / air switch of air conditioning unit.

12. Replace heat / air switch.

13. Harness connector(s) is disconnected or loose.

13. Connect or tighten harness connector(s).

14. Air conditioner compressor is defective.

14. Contact certified technician to repair or replace.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 3. Air conditioning unit is leaking water in the cab

4. Heater fan not turning

Cause

Correction

1. Drainage hoses are restricted.

1. Remove restriction from hoses.

2. Drainage hoses have shifted upwards.

2. Reposition the drainage hoses. The drainage hoses should run downward to prevent water from standing in the hoses.

3. Drain vent in drainage pan is restricted.

3. Remove restriction from drain vent.

1. The heater switch (S5) is defective. 1. Replace heater switch (S5). 2. Circuit breaker (CB8) is tripped or defective.

2. Reset or replace circuit breaker (CB8). Refer to Circuit Breakers of the Component Troubleshooting in Section 6.

3. Defective fan motor.

3. Replace fan motor.

4. Broken or shorted wire.

4. Troubleshoot, isolate and repair.

5. Weatherpack connector or the male / female wire connectors are loose or unplugged.

5. Ensure weatherpack connector or male / female wire connectors are connected.

5. Heater fan turning, 1. The shut-off valve(s) is closed. but no warm air 2. Heater hoses kinked or restricted.

1. Open shut-off valve(s). 2. Unkink or remove restriction from hoses.

3. Defective engine thermostat (stuck open).

3. Replace engine thermostat.

4. Low coolant.

4. Check and fill radiator.

5. Engine did not rise to operating temperature.

5. Allow engine enough time to reach operating temperature.

6. Heater operates in 1. Defective heater switch (S5). only one speed 2. Broken or shorted wire.

1. Replace heater switch (S5).

7. Defroster fan not turning

1. Defective defroster switch (S6).

1. Replace defroster switch (S6).

2. Circuit breaker (CB9) is tripped or defective.

2. Reset or replace circuit breaker (CB9). Refer to Circuit Breakers of the Component Troubleshooting in Section 6.

3. Defective fan motor.

3. Replace fan motor.

4. Broken or shorted wire.

4. Troubleshoot, isolate and repair.

2. Troubleshoot, isolate and repair.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20A-5

Problem

Cause

Correction

7. Defroster fan not turning (Continued)

5. Weatherpack connector or the male / female wire connectors are loose or unplugged.

5. Ensure weatherpack connector or male / female wire connectors are connected.

8. Defroster fan turning, but no warm air

1. The shut-off valve(s) is closed.

1. Open shut-off valve(s).

2. Defroster hoses kinked or restricted.

2. Unkink or remove restriction from hoses.

3. Defective engine thermostat (stuck open).

3. Replace engine thermostat.

4. Low coolant.

4. Check and fill radiator.

5. Engine did not rise to operating temperature.

5. Allow engine enough time to reach operating temperature.

9. Defroster operates 1. Defective defroster switch (S6). in only one speed 2. Broken or shorted wire.

20A-6

1. Replace defroster switch (S6). 2. Troubleshoot, isolate and repair.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 20A-2. Air Conditioning / Heating Circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20A-7

20A-8

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20A-2297 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20A-9

Hoist Circuit

20A-10

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 20A-3. Heating Circuit

HEATER SHUT-OFF VALVE

AIR CONDITIONER / HEATER UNIT

SHUT-OFF VALVE

CUMMINS QSM11-C330 ENGINE

20A-2297 SHT. 02

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20A-11

Hoist Circuit

20A-12

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20H-Heating System

Section 20H Heating System

SHUT-OFF VALVE

CUMMINS QSM11-C330 ENGINE

20H-0056

Illustration 20H-1. Heating System Circuit Introduction. The heating system provides a comfortable working environment in a cold climate and is essential in removing condensation from the windshield in which otherwise would impair vision. Provided the shut-off valves are open, the engine coolant flows through the heater coils, through the defroster(s) and returns back to the engine block. Major Components (Illustration 20H-1). The heater system consists of a heater, defroster(s) (if equipped), two 15 amp circuit breakers (CB8 and CB9), diodes, shut-off valves and hoses. Heater (Illustration 20H-1). The heater is pow-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

ered by 12 VDC from a 15 amp circuit breaker (CB8), employs a two speed switch (S5), and is rated at 40,000 BTUs. Defroster (Illustration 20H-1). The defroster is powered by 12 VDC from a 15 amp circuit breaker (CB9), employs a two speed switch (S6) and is rated at 22,000 BTUs. Circuit Breakers. Refer to Circuit Breakers in the Component Troubleshooting in Section 6 for troubleshooting of circuit breakers. Shut-off Valves (Illustration 20H-1). The shutoff valves control the flow of heated coolant to the

20H-1

heater and defroster circuits. They must be fully open for maximum operation. If the shut-off valves are closed, there will be no flow of heated coolant to circulate in the circuits.

WARNING: Allow the engine to cool completely before removing heater hoses from engine. Severe burn potential exists.

Hoses. Periodically check the hoses and elbows for chafing or cracking. Replace as conditions require. Heating System Troubleshooting (Illustration 20H-1) Problem 1. Heater fan not turning

Cause

Correction

1. The heater switch (S5) is defective. 1. Replace heater switch (S5). 2. Circuit breaker (CB8) is tripped.

2. Reset circuit breaker (CB8).

3. Circuit breaker (CB8) keeps tripping.

3. Circuit is shorted. Troubleshoot, isolate and repair short.

4. Circuit breaker (CB8) is defective.

4. Replace circuit breaker.

5. Defective fan motor.

5. Replace fan motor.

6. Open or shorted wire.

6. Troubleshoot, isolate and replace wire.

7. Weatherpack connector or the male / female wire connectors are loose or unplugged.

7. Ensure weatherpack connector or male / female wire connectors are connected.

2. Heater or defroster 1. One of the shut-off valves is closed. fan is turning, but no warm air is 2. Heater hoses kinked or restricted. present

1. Open shut-off valve. 2. Unkink or remove restriction from hoses.

3. Defective engine thermostat (stuck open).

3. Replace engine thermostat.

4. Low coolant.

4. Check and fill radiator.

5. Engine is not at operating tempera- 5. Allow engine enough time to reach ture. operating temperature. 3. Heater operates in 1. Defective heater switch (S5). only one speed 2. Defective wire between heater switch (S5) and motor.

20H-2

1. Replace heater switch (S5). 2. Troubleshoot, isolate and repair.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 4. Defroster fan not turning

Cause

Correction

1. Defective defroster switch (S6).

1. Replace defroster switch (S6).

2. Circuit breaker (CB9) is tripped.

2. Reset circuit breaker (CB9).

3. Circuit breaker (CB9) keeps tripping.

3. Circuit is shorted. Troubleshoot, isolate and repair short.

4. Circuit breaker (CB9) is defective.

4. Replace circuit breaker.

5. Defective fan motor.

5. Replace fan motor.

6. Open or shorted wire.

6. Troubleshoot, isolate and replace wire.

7. Weatherpack connector or the male / female wire connectors are loose or unplugged.

7. Ensure weatherpack connector or male / female wire connectors are connected.

5. Defroster operates 1. Defective defroster switch (S6). in only one speed 2. Defective wire between defroster switch (S6) and motor.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1. Replace defroster switch (S6). 2. Troubleshoot, isolate and repair.

20H-3

Hoist Circuit

20H-4

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Section 22 Hydraulic System Introduction. The hydraulic system controls the lift, tilt, steering and spreader functions of the truck. Major Components (Illustration 22-1). Major components of the hydraulic system include a hydraulic tank, main pump (main / steering), steer sensing valve, joystick, lift / tilt valve, lift soft landing solenoid valve, auxiliary (spreader / brake) pump, brake manifold valve, controller enable solenoid valve, joystick controller valves, various actuating cylinders and an accumulator. Hydraulic Tank (Illustration 22-10). The hydraulic tank has a 160 gallon capacity. The tank is equipped with suction strainers and full-flow return line filters. All air entering the tank is filtered through two 10 micron disposable breathers.

able for the main hydraulic circuit. Hydraulic Joystick Controls (Illustration 29-2). The following functions are accomplished by depressing the enable switch and maneuvering the joystick: 1. Tilt Back. Shift the joystick to the left to tilt the mast towards the operator. 2. Tilt Out. Shift the joystick towards the right to tilt the mast away from the operator. 3. Lower. Shift the joystick forward to lower the attachment. The lower operation is suspended once the amber light is obtained by a lift soft landing solenoid valve (LSL) which, when energized, will dump the pilot pressure at port A of the lift valve to the hydraulic tank.

Main Pump (Illustration 22-15). The main pump is a tandem gear pump that provides hydraulic fluid flow to operate the hydraulic circuit. When the pump is turned, it creates a vacuum at the pump inlet which allows atmospheric pressure to force oil through a suction strainer in the tank into the inlet line of the pump. The pump then mechanically pushes this fluid to its outlet port for use in the hydraulic circuit.

4. Lift. Shift the joystick rearward to lift the attachment.

The main pump has two sections, each containing a pumping gear set. Each pumps at a maximum rate of 62 gpm at 2100 governed rpm. One of the gear sets is dedicated to the steering circuit. It supplies fluid to the steer sensing valve and additionally supplies the lift / tilt valve. When steering, the gear set will supply only the amount of fluid required to steer. The excess flow, not being used, will supply the lift and tilt valves. This gear set is the sole source of hydraulic fluid for the tilt section. The other gear set supplies hydraulic fluid to the lift valve only. The pressure of the steering / tilt gear set can be checked at pressure check (PC1). The pressure of the second gear set, dedicated to the lift section, can be checked at pressure check (PC2 or PC1).

Controller Enable Solenoid Valve (Illustration 22-15). The controller enable solenoid valve is 3-way solenoid valve located behind the cover plate on the back of the cab. In a de-energized state (seat belt not buckled, or either the red or green container light is not illuminated), hydraulic pilot pressure will enter port 3 and be deadheaded. At the same time, port 1 and port 2 will be connected, venting the hydraulic pilot pressure of the joystick back to the hydraulic tank. In an energized state (seat belt buckled and either the red or green container light is illuminated), hydraulic pilot pressure will enter port 3 and exit port 1 to the joystick controller.

Steer Sensing Valve (Illustration 22-15). The steer sensing valve is mounted on the left side in front of the transmission. It contains a steering relief valve set at 2500 psi. When the steering valve (i.e. steering wheel) is turned, the steer sensing valve directs fluid to the steering valve. Any flow not used by the steering circuit is sent to the lift / tilt valves. When the steering wheel is not being turned, all of the steering pump flow, except for a small amount in the load sense line, is avail-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Controller Enable. The controller enable function is controlled by the seat belt, and the red and green container lights. Unless the seat belt is buckled and either the red or green container light is illuminated, there will be no pilot pressure for the lift, lower, tilt-in, and tilt-out functions of the joystick.

Lift / Tilt Valve (Illustration 22-15). The lift / tilt valve, located on the left side in front of the brake manifold valve, directs the flow of fluid to the lift and tilt circuits. It consists of an inlet, tilt, mid inlet, lift and outlet sections (Illustration 22-12). The inlet section of the lift / tilt valve receives a maximum of 62 gpm at 2100 rpm from one of the gear sets of the main pump. The main relief, located in the inlet, is set at 2900 psi. The tilt section contains an A port (tilt out) and a B port (tilt back). It is connected to the tilt cylinders

22-1

CAB TILT CYLINDER (Illustration 22D-2)

LIFT CYLINDER (Illustration 22-14)

JOYSTICK CONTROLLER VALVES (Illustration 22-14) CAB TILT FLOW CONTROL VALVE (IF EQUIPPED) (Illustration 22D-2) CONTROLLER ENABLE SOLENOID VALVE (Illustration 22-14)

STEERING VALVE (Illustration 16-2)

TILT CYLINDER (Illustration 22-14)

CAB TILT SOLENOID VALVE (IF EQUIPPED) (Illustration 22D-1)

MAIN PUMP (Illustration 22-11) AUXILIARY (SPREADER / BRAKE) PUMP (Illustration 22-11) SPREADER RELIEF VALVE (Illustration 29-15)

HYDRAULIC TANK (Illustration 22-10) STEER SENSING VALVE (Illustration 16-1) LIFT / TILT VALVE (Illustration 22-12)

ACCUMULATOR (Illustration 22-14)

LIFT SOFT LANDING SOLENOID VALVE (Illustration 22-14)

Illustration 22-1. Hydraulic System Components Identification

22-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

by hydraulic hoses. The A port contains a port relief (located behind the end cap) to limit maximum tilt out pressure to 2500 psi. When the tilt function of the joystick is operated, pilot pressure is applied to the A or B port endcap to shift the main spool of the valve. This directs hydraulic fluid flow to and from the tilt cylinders to tilt the mast. The tilt pressure can be checked by installing an appropriate gauge on pressure check (PC1) and fully retracting and dead-heading the tilt cylinders. The tilt out pressure can be checked at pressure check (PC1) by placing the attachment at its lowest position and fully extending and dead-heading the tilt cylinders. Tilt lock valves connected to the rod end of the tilt cylinders limit outward tilt speed to prevent the load from falling out. The hydraulic fluid is restricted in one direction and free flows in the other. The mid inlet section of the lift / tilt valve receives 62 gpm at 2100 rpm from the other gear set of the main pump. If the tilt function is not being used, the other gear set’s fluid supply will be combined at the mid-inlet section, generating 124 gpm at 2100 rpm to the lift section. The mid-inlet section contains a pressure relief valve, located in port A, that is set at 2900 psi. The lift section contains an A port (lower) and a B port (hoist). It is connected through hydraulic hoses to the lift cylinders on the mast. When the lift control is operated, pump flow is diverted through this section into the piston end of the lift cylinders, causing the lift cylinders to extend. Maximum pressure is limited by the main relief valve as well as the mid-inlet relief valve. When lowering, the operation is reversed and fluid is directed out of the lift cylinders back into the tank passage of the valve. It combines with pump flow and is directed through the return hose on the outlet of the valve and back to tank. The outlet section provides the connection from the return hose back to the hydraulic tank. When no hydraulic functions are operated, the pump output flows from the inlet down the center of the valve to the outlet and returns through the return filter that is mounted in the tank. Lift Soft Landing Solenoid Valve (Illustration 22-15). The lift soft landing solenoid valve is a 3-way solenoid valve located on the A port end cap of the lift section. When the amber container light is illuminated, the solenoid is energized. In an energized state, hydraulic pilot pressure from the B1 port of the joystick is dead-headed at port

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

2 of the lift soft landing valve. The pilot pressure to the A port (lower) of the lift valve will be vented to the hydraulic tank, disabling lowering capabilities. In a de-energized state (amber container light is not illuminated), hydraulic pilot pressure from the B1 port of the joystick will enter the lift soft landing valve at port 2 and exit port 1. From here, the hydraulic pilot pressure will be applied to the A port end cap of the lift section, shifting the main spool, lowering the inner mast. Auxiliary (Spreader / Brake) Pump (Illustration 22-15). The auxiliary (spreader / brake) pump, located on the back side of the transmission, is a tandem gear pump that provides hydraulic fluid flow to operate the attachment hydraulic circuit and brake cooling circuit. The auxiliary pump has two sections, each containing a pumping gear set. One gear set, pumping at a maximum rate of 24 gpm at 2100 rpm, is dedicated to the attachment hydraulic circuit. This gear set is the sole source of hydraulic fluid for the main attachment valve. The other gear set, pumping at a maximum rate of 9 gpm at 2100 rpm, supplies hydraulic fluid to the brake manifold valve. The pressure of the main attachment gear set can be checked at pressure check (SHC1). The pressure of the brake cooling gear set can be checked at pressure check (BCA) on the brake manifold valve at port A (see Illustration 15C-1). Brake Manifold Valve (Illustration 15C-1). The brake manifold valve, located on the left side of the truck’s chassis, develops pilot pressure, protects the hydraulic controls and protects the oil cooler. It contains a 400 psi pressure reducer (in port 1) that ensures that the pilot pressure does not exceed 400 psi. The brake manifold valve also contains a 250 psi pressure relief (in port 3), ensuring minimum pilot pressure of, at least, 250 psi. It contains a 10 psi, normally closed, pressure switch (S23, Illustration 15C-1) in port B and a relief valve (in port 2) set for 325 psi. Should back pressure in the oil cooler circuit exceed 325 psi, the relief valve will open and relieve pressure to the hydraulic tank. The brake manifold valve also contains a 15 psi check in port 4; its function is to ensure that anytime flow is present that the 10 psi, required to open pressure switch (S23), can be obtained. Should the oil pressure drop below 10 psi, pressure switch (S23) will close, sending ground to the Brake Fail light (DS8), illuminating the light.

22-3

Joystick Controller Valves (Illustration 22-15). The joystick controller valves, located beneath the joystick, when activated, will direct the pilot fluid to the corresponding side of the lift / tilt valve to shift the selected main spool (lift or tilt). They control the amount of pilot pressure delivered to the lift / tilt valve end caps. By metering the fluid, greater control over the load is obtained. Lift Cylinders (Illustration 22-15). The lift cylinders operate on the principle of power up and gravity down. There are flow control regulators, located on the piston end of these cylinders, that restrict the flow of fluid exiting the cylinders, allowing greater control of the load when lowering. The regulators variably restrict the flow of fluid, according to the weight of the load, in one direction only. The regulators allow free-flow in the other direction for lifting. The rod end of the lift cylinders are vented back to an air space in the top of the hydraulic tank. Accumulator (Illustration 22-15). The accumulator acts as a shock absorber in the hydraulic system. When the driven member of the hydraulic system stops suddenly, it creates a pressure wave that travels back through the system. This shock wave can develop peak pressures several times greater than normal working pressures and can be the source of system failure. The gas cushion in an accumulator will minimize this shock, protecting expensive hydraulic components. The accumulator is connected to the lift pipe assembly and is a hydro-pneumatic piston type accumulator which is precharged to 1250 psi of dry nitrogen. Refer to Section 22E for procedures for checking the precharge and charging the accumulator. Tilt Cylinders (Illustration 22-15). The tilt cylinders are double-acting. They alternately receive pressurized fluid on one side of the piston, while the fluid on the other side returns to tank. There are tilt lock valves (preset at 2250 psi) connected to the rod end of these cylinders. These valves regulate the flow of fluid exiting the cylinders, limiting the outward tilt speed to prevent the load from falling out. To change tilt cylinder direction, the pressurized and vented sides of the piston are exchanged through the valving. Lift / Tilt Pilot Pressure Operation (Illustration 29-33) Red Light Operation (Unlocked). Under normal operation, the red container light will be the only

22-4

light illuminated when approaching the container. The red light operates as follows: 12 VDC is present at both the white and red wires of proximity switch (S45). 12 VDC is present on the red wire of proximity switch (S37). The 12 VDC present on the red wire is used for proximity switch coil operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S45 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #234 to the terminal strip in the right end beam electrical box. Wire #234 is jumpered to wire #235 at this terminal strip. 12 VDC on wire #235 is sent to the white wire #235 of proximity switch (S37). When S37 senses its target, the internal contacts close and the 12 VDC on the white wire #235 is sent out orange wire #236 to the terminal strip in the left end beam electrical box. Wire #236 is jumpered to wire #237 at this terminal strip. 12 VDC on the wire #237 is sent to terminal #1 of diode bank (DB5). 12 VDC will pass from terminal #1 to terminal #2 of DB5 to the Red container light, illuminating the light. Additionally, 12 VDC on terminal #1 of DB5 is jumpered to terminal #5 of DB3. 12 VDC will pass from terminal #5 to terminal #6 of DB3 down wire #289 to the controller enable relay (K20, see Relay K20 Operation). Additionally, the 12 VDC on wire #237 will provide operating power to the 40-ft. expand switch (S32) and the 20-ft. retract switch (S33). 12 VDC on wire #237 also energizes the work light relay (K19). K19 will energize, connecting pins 5 to 3 and 6 to 4. 12 VDC at pin 5 will pass out pin 3, down wire #242 to the left work light (DS32), illuminating it. 12 VDC at pin 6 will pass out pin 4, down wire #242 to the right work light (DS33), illuminating it. Additionally, 12 VDC at pin 4 of relay (K19) is sent down wire #263 to the red container light mounted on the attachment, illuminating the light. Green Light Operation (Locked). The green light operates as follows: 12 VDC is present at both the white and red wires of proximity switch (S44). 12 VDC is present on the red wire of proximity switch (S36). The 12 VDC present on the red wires is used for proximity switch coil operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S44 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #230 to the terminal strip in the right end beam electrical box. Wire #230 is jumpered to wire #231 at this terminal strip. 12 VDC on wire #231 is sent to the white wire #231 of

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

proximity switch (S36). When S36 senses its target, the internal contacts close and the 12 VDC on the white wire #231 is sent out orange wire #232 to the terminal strip in the left end beam electrical box. Wire #232 is jumpered to wire #233 at this terminal strip. 12 VDC on the wire #233 is sent to terminal #3 of diode bank (DB5). 12 VDC will pass from terminal #3 to terminal #4 of DB5 to the Green container light, illuminating the light. Additionally, 12 VDC on terminal #3 of DB5 is jumpered to terminal #1 of DB3. 12 VDC will pass from terminal #1 to terminal #2 of DB3 down wire #289 to the controller enable relay (K20, see Relay K20 Operation). 12 VDC on wire #233 also energizes the relay (K29). K29 will energize, connecting pins 9 and 5. 12 VDC at pin 9 will pass out pin 5, down wire #262 to the green container light mounted on the attachment, illuminating the light. Amber Light Operation (On Container). The amber light operates as follows: 12 VDC is present at both the white and red wires of proximity switch (S46). 12 VDC is present on the red wire only of proximity switches (S49, S38 and S41). The 12 VDC present on the red wires is used for proximity switch coil operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S46 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #238. This voltage is sent to the white wire #238 of S49. When S49 senses its target, the internal contacts close and the 12 VDC on wire #238 is sent out the orange wire #239 to S38 on the white wire #239. When S38 senses its target, 12 VDC is sent from the white wire #239 to the orange wire #240. This voltage is sent to the white wire #240 of S41. When S41 senses its target, the internal contacts close and the 12 VDC on wire #240 is sent out wire #241 to pin 14 of the twistlock interlock relay (K14), energizing K14. When K14 energizes, ground at pin 5 is sent out pin 9 to pin 13 of relays (K6 and K7). 12 VDC on wire #241 is sent to terminal #5 of diode bank (DB5). 12 VDC will pass from terminal #5 to terminal #6 of DB5 to the Amber on-container light, illuminating the light. 12 VDC on wire #241is additionally sent to pin 1 of relay (K54) and to pin 14 of relay (K30). This will energize K30, connecting pins 9 and 5. 12 VDC at pin 9 is sent out pin 5, down wire #261, illuminating the amber on-container light mounted on the attachment. Relay K20 Operation (Illustration 22-15). Relay K20 operates as follows: illumination of the red or

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

green container light will send 12 VDC through a bank of three diodes (DB3). The diodes are used to isolate the red container light from the green container light. From here, the 12 VDC will be placed on wire #289 to pin 86 of the controller enable relay (K20), energizing the relay provided the seat belt is fastened. When K20 energizes, 12 VDC (supplied from CB15 to pin 30) will be sent out pin 87 of K20 down wire #79. This will energize the controller enable solenoid valve (CDS) and allow pilot pressure present at port 3 to pass out port 1 of this valve, and supply pilot pressure to the joystick for lift / tilt hydraulic functions. When the Green or Red container light is not illuminated, 12 VDC will not be supplied to pin 86 of relay K20 and K20 will not energize unless the override switch is activated. The override switch is a key type switch that must be held in its closed state to override the interlock operation of the Red, Green, and Amber container lights. 12 VDC is supplied to the override switch from CB18 on wire #210 to the B post of the override switch. Activation of the override switch will send 12 VDC from the B post out the S post of the override switch and down wire #221 to pin 14 of relay K54, energizing K54. Additionally, 12 VDC on wire #221 is sent to terminal #3 of diode bank DB4. 12 VDC on terminal #3 will pass out terminal #4 of DB4 to the output side of DB3, down wire #289 to the controller enable relay (K20, pin 86). Relay K54 Operation (Illustration 29-33). Relay K54 is controlled by the override key switch only. K54 in conjunction with the on-container proximity switches (S46, S49, S38, S41) control the lift soft landing solenoid. K54 operates as follows: The coil of relay K54 is controlled by pins 13 and 14. Ground is connected to pin 13. Wire #221, from the override key switch terminal S, is connected to pin 14 and jumpered to diode bank DB4 at terminal #3. The common pin 9 (wire #90) is connected to pin 1 (wire #241) in a de-energized state and in an energized state, the common pin 9 is connected to pin 5 (no wire attached). 12 VDC is supplied to pin 1 (wire #241) from the activation of all four on-container proximity switches (S46, S49, S38, S41). When 12 VDC is present on wire #90, the lift soft landing valve is energized. When the lift soft landing valve is energized, lowering pilot pressure (from the joystick, present at port 2 of the lift soft landing valve) is dead-headed at the lift soft landing valve and is not allowed to stroke the spool of the lift valve. Pilot pressure, which supplied the spool of the lift valve, is now vented to the hydraulic tank from port 1 to port 3 of the lift

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soft landing valve. The spool of the lift valve (located in the lift / tilt valve bank) then spring returns to its neutral state and lowering capabilities are suspended unless the override switch has been activated. Override Switch (Illustration 29-29). There is a key type override switch, located on the back of the control stand, that is used to bypass the interlock circuitry (red, green and amber container lights). The override switch operates as follows: The switch must be held into the on position for 12 VDC to be present at the B terminal. When this switch is activated, 12 VDC will be sent out terminal S (wire #221) to the coil of relay K54. This will energize K54 and open the circuit of the lift soft landing solenoid, de-energizing the lift soft landing valve. This allows lowering pilot pressure to reach the spool of the lift valve even when the amber light is illuminated. Wire #221 is jumpered from the coil of relay K54 to diode bank DB4, terminal #3. With the override switch activated, 12 VDC will pass from terminal #3 out terminal #4 of diode bank DB4. Terminal #4 of DB4 is connected to diode bank DB3, terminal #2. The outputs of DB3 are all jumped together and connected to wire #289. Wire #289, in conjunction with the seat belt switch (S18), control the controller enable relay K20 (see Relay K20 Operation). WARNING: The override switch should only be used while maintenancing the machine or in an emergency.

RED L.E.D.

SETUP PUSH BUTTON

MULTICOLOR L.E.D.

Damage Free System (Optional) The damage free system is designed to help prevent damage to the top of the container by decreasing the lowering speed when the tips of the twistlocks are within 18 inches of the top of the container. An Ultrasonic Proximity sensor detects the container and sends a electrical control signal to a Slow Down Manifold, that restricts the hydraulic flow back to the tank. Ultrasonic Proximity Sensor (Programming) (Illustration 22-2) 1. Position the truck and a container on a hard level surface. Place the shifter in the neutral position and apply the parking brakes. WARNING: Death or Serious injury can occur from falls. Always use OSHA approved ladders, stands or manlifts to reach high places on the truck. 2. Depress and hold the setup push button. The multicolored L.E.D. will rapidly flash amber for approximately 3 seconds and then flash green. 3. Release the setup push button, the multicolored L.E.D. will continue to flash green. This signifies that the sensor is ready for the first limit. 4. Lower the attachment until the tips of the twistlocks are 6 inches from the top of a container. Depress the setup push button once and release. The multicolored L.E.D. will flash amber, indicating the first limit has been set and that the sensor is ready for the second limit. 5. Raise the attachment until the tips of the twistlocks are approximately 18 inches above the container. Depress the setup push button once and release. The multicolored L.E.D. turns the color that indicates where the object is located. The sensor has no time out for setting the limits. Multicolor L.E.D. Color Indications OFF --

Object is not being detected.

Red --

Object detected outside the window limits.

Green -- Object detected inside the window limits. Illustration 22-2. Ultrasonic Proximity Sensor

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

The red L.E.D. indicates the output states. If the L.E.D. is on the outputs are active (on). If the L.E.D. is off, the outputs are non active (OFF). Slow Down Manifold (Illustrations 22-3, 22-4, 22-15, and 29-60). The slow down manifold is controlled by the Ultrasonic Sensor through relays (K55 and K56). When the slow down manifold is energized, the hydraulic flow exiting the lift cylinders is restricted and lowering speed is reduced. The lowering speed can be adjusted by the Flow Control Adjustment Set screw located on top of the Manifold. The Slow Down Manifold is located inside the chassis above the drive axle. Electrical operation is as follows: When the attachment is 18 inches above the container, the ultrasonic proximity sensor (UPR3) will energize, placing 12 VDC on wire #284. Wire #284 is connected to the common pin 9 of relay K55. In a de-energized state, 12 VDC at pin 9 will pass out pin 1, down wire #288 to pin 14 of relay K56. This will energize K56. 12 VDC at the common pin 9 will be sent out pin 5, down wire #285 and will energize the solenoid of the slow down valve (DFV). This will shift an internal spool and restrict the hydraulic flow exiting the lift cylinders to the hydraulic tank. Additionally, 12 VDC at pin 5 of relay K56 is sent down wire #285A to a clear slow down light, illuminating the light. K55 is energized by illumination of the Green container light. If K55 is energized, the lowering speed of the container will not be affected.

4. When the desired lowering speed has been achieved, tighten the jam nut and re-install the access plate.

FLOW CONTROL ADJUSTMENT SOLENOID

SLOW DOWN MANIFOLD

Illustration 22-3. Slow Down Manifold

To Set The Lowering Speed 1. Park the truck on level ground. Place the shift control in the neutral position and apply the parking brake. WARNING: Death or Serious injury can occur from being crushed. Do not attempt to adjust the slow down manifold from ground level in front of the truck. Always adjust the slow down manifold from the access plate provided on the deck of the chassis. 2. Remove the access plate from the deck of the chassis for access to the slow down manifold. 3. Loosen the jam nut and turn the set screw clockwise to reduce the lowering speed. Turn the set screw counterclockwise to increase the lowering speed.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

TO HYDRAULIC TANK

TO / FROM LIFT VALVE

TO / FROM LIFT CYLINDERS

Illustration 22-4. Slow Down Manifold

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STEM SCREW

Opening The Manual Lowering Valve (Illustration 22-5). Perform the following procedures to open the manual lowering valve: 1. Remove the stem screw and collar. 2. Remove the lock plate.

COLLAR

3. Turn the valve stem counterclockwise 1/4 turn until the notches on top of the valve stem align with the hydraulic fittings of the valve block (note position of valve stem in Illustration 22-6).

LOCK PLATE

NOTE: The only way to stop the lowering of the load is by closing the manual lowering valve.

VALVE STEM

4. After the load has been fully lowered, close the manual lowering valve (refer to Closing The Manual Lowering Valve). Closing The Manual Lowering Valve (Illustration 22-5). The manual lowering valve must be closed and locked before operating the container handling truck. Perform the following procedures to close the manual lowering valve: 1. Turn the valve stem clockwise 1/4 turn until the notches, located on top of the valve stem, point toward the sides of the valve block (note position of valve stem in Illustration 22-7).

Illustration 22-5. Manual Lowering Valve Manual Lowering Valve Operation

2. Install the lock plate over the valve stem. Ensure that the notch of the lock plate is secured by the stud on the valve block (see Illustration 22-5). 3. Install collar over valve stem. 4. Install stem screw and tighten.

The manual lowering valve should only be opened when normal lowering methods cannot be performed. WARNINGS: S Death or serious injury could result from being crushed. Do not allow anyone near the container handling truck - certainly not walking, standing under, or beside the load or lifting mechanism. S Death or serious injury could result from a runaway truck. Apply the parking brake, block the wheels in both directions to prevent movement of the truck and Lock Out & Tag Out the truck.

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FULLY OPEN

1/4 turn

Illustration 22-6. Opening The Lowering Valve

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

level is even with the FULL mark on the dipstick. When the dipstick and filler cap are reinstalled, be sure the cap is tightened securely. The filler cap is a pressure type cap that requires 4 PSI internal pressure to unseat the cap.

1/4 turn

FULLY CLOSED

Illustration 22-7. Closing The Lowering Valve

CAUTION: Not adhering to the above procedure can lead to overfilling of the hydraulic tank. As a result, hydraulic fluid will come out the breathers. NOTE: The filler neck has a link that can be raised into position above the filler cap and padlocked, preventing unauthorized access to the hydraulic tank. Breather Filters (Illustration 22-10). Replace the breather filters (3) after the first 50 hours of operation and thereafter yearly or 3000 hours, whichever comes first. More frequent replacement may be necessary if the machine is being operated under extremely dusty conditions.

STUD

Return Hydraulic Filters (Illustration 22-10). The return hydraulic filters are made up of 10 micron corrugated paper and are non-reusable. These filters should be changed after the first 50 hours of operation and every 6 months or 1500 hours, whichever comes first, thereafter. Perform the following procedures to service the return hydraulic filters:

Illustration 22-8. Lock Plate Position Servicing The Hydraulic System Hydraulic Operation. All hydraulic functions should be checked daily for free operation (see the Daily Checks section in the Operator’s Guide). Checking The Fluid Level (Illustration 22-10). The hydraulic fluid level can be checked at the sight glasses located on the side of the hydraulic tank. The hydraulic fluid level must be maintained between the upper (Full) and lower (Low) sight glasses. This check must be performed daily. Before adding hydraulic fluid to the tank, ensure that the lift cylinders are fully retracted and refer to the Fuel and Lubricant Specifications in the Appendices for the type of fluid to be used. Remove the filler cap with dipstick (8) and check the condition of the strainer (9) before adding hydraulic fluid. Add hydraulic fluid until the fluid

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

CAUTION: Used return hydraulic filters should be disposed of according to federal and local regulations. 1. Remove the two nuts (10) and lockwashers (11). 2. Lift the filter head assembly off the studs of the return filter assembly (7) to gain access to the filter. 3. Remove the filter. 4. Inspect the O-ring for serviceable condition and replace if necessary. 5. Install the return filter assembly (7) by reversing the removal procedures. Torque nuts to 10-12 ft-lbs. Suction Strainers (Illustration 22-10). The suction strainers (2) should be cleaned yearly or

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every 3000 hours, whichever comes first.

12. Re-install the drain plug (1).

Changing The Hydraulic Fluid (Illustration 22-10). The hydraulic fluid should be changed yearly or every 3000 hours, whichever comes first. The hydraulic fluid must be also be changed in the event of a catastrophic failure of a hydraulic component. Refer to the Fuel and Lubricant Specifications chart in the Appendices for the proper type of fluid to be used and perform the following procedures to change the hydraulic fluid.

13. Install new breather filters (3).

CAUTIONS: S Dispose of drained hydraulic fluid in accordance with federal and local regulations. S The lift cylinder should be fully retracted to keep dilution of the new hydraulic fluid to a minimum. S Plug all hoses when they are disconnected to prevent foreign matter from entering the hydraulic system. 1. Park on level ground, block the wheels and Lock-Out and Tag-Out truck. 2. Provide a suitable container and remove the drain plug (1) and drain the hydraulic fluid. The drain plug must be removed to completely drain the hydraulic tank.

14. Clean and re-install strainer (9). 15. Fill tank with approximately 5 gallons of hydraulic fluid. Inspect suction access cover and gasket for leaks. If there are no leaks detected, fill the hydraulic tank to the FULL mark on the dipstick. If a leak is detected, repair before adding hydraulic fluid. 16. Inspect hydraulic tank fittings and hoses for leaks. Tighten connections / bolts as required. Hydraulic Hose Assemblies and Fittings. All hydraulic hose assemblies should be checked daily for chafed or cracked hoses. Check daily to ensure that there are no loose fittings on the hydraulic connections. WARNING: Do Not use hands to check for hydraulic leaks. Because the hydraulic system is under high pressure, leaks could develop that can not be seen, but will penetrate the skin and possibly cause other serious injuries. When checking for hydraulic leaks, wear heavy gloves and safety goggles, and use a piece of cardboard or wood to find leaks. (See Illustration 22-9).

3. Remove the filler cap with dipstick (8) and strainer (9). 4. Remove the breather filters (3). 5. Remove the return filters (7). 6. Remove the suction access cover (14) and gasket (15). 7. Remove the suction strainers (2) from the hydraulic tank and clean in solvent. Dry with compressed air. 8. Steam clean the interior of the hydraulic tank (6). WARNING: Do Not clean the interior of the hydraulic reservoir with a flammable solvent; this can create a serious fire hazard. 9. Install new return filters (7). 10. Re-install suction strainers (2). 11. Re-install suction access cover (14) and gasket (15).

22-10

Illustration 22-9. Detecting Hydraulic Leaks

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

10 11 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

DRAIN PLUG SUCTION STRAINER BREATHER FILTER O-RING ADAPTER HYDRAULIC TANK RETURN FILTER ASSEMBLY FILLER CAP w/DIPSTICK STRAINER NUT LOCKWASHER SIGHT GLASS BOLT w/WASHER SUCTION ACCESS COVER GASKET

7

3

8

6

4 5

9

2

12

1 15 14

13

Illustration 22-10. Hydraulic Tank Components Identification

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Setting Hydraulic Pressures Hydraulic pressures must be set at recommended engine speed. The hydraulic fluid should be at operating temperature before adjusting hydraulic pressures. WARNINGS: S Under no circumstances, when setting pressures, allow any portion of your body to be positioned in front of the relief. It is possible that the relief could be blown loose with great force which could cause severe bodily injury or death. S Fluid passing over a relief generates heat; should a relief be blown loose, hot, pressurized fluid will be forced from the open port. This could cause severe bodily injury. AUXILIARY (SPREADER / BRAKE) PUMP

are fully retracted, otherwise the gauge will never read the correct pressure. 3. At high idle, observe gauge and set pressure for 2900 psi. Refer to procedures 4. through 6. to set the pressure. 4. Remove the cover cap and loosen the locknut on the main relief valve (see Illustration 22-12). 5. Turn the setscrew clockwise to increase the pressure or counterclockwise to decrease the pressure. 6. Tighten the locknut after the pressure has been set and re-install the cover cap. Tilt Port Relief Valve (located in the A port of the tilt section). The tilt port relief valve limits the tilt out pressure only. 1. Install an appropriate pressure gauge into pressure check (PC1, Illustration 22-11). 2. Tilt the mast fully forward and dead-head the tilt cylinders making certain the cylinders are fully extended, otherwise the gauge will never read 2500 psi.

PRESSURE CHECK (PC2)

PRESSURE CHECK (PC1)

MAIN PUMP

3. At high idle, observe gauge and set pressure for 2500 psi as required. Refer to procedures 4. through 6. to set the pressure. 4. Loosen the locknut on the tilt relief valve (see Illustration 22-12). 5. Turn the setscrew clockwise to increase the pressure or counterclockwise to decrease the pressure. 6. Tighten the locknut after the pressure has been set.

Illustration 22-11. Hydraulic Pressure Checks Lift / Tilt Valve (Illustration 22-12) The lift / tilt valve contains the main inlet relief valve in the inlet section, a port relief valve in port A of the tilt section (for tilt out only) and a relief valve in the A port of the mid-inlet section. Main Relief Valve (located in the inlet section)

Mid-inlet Pressure Relief Valve (located in the A port of the mid-inlet section) 1. Install an appropriate pressure gauge into pressure check (PC1, Illustration 22-11). 2. Tilt the mast all the way back and dead-head the tilt cylinders making certain the cylinders are fully retracted, otherwise the gauge will never read the correct pressure.

1. Install an appropriate pressure gauge into pressure check (PC1, Illustration 22-11).

3. Remove the cover cap and loosen the locknut on the main relief valve of the inlet section (see Illustration 22-12).

2. Tilt the mast all the way back and dead-head the tilt cylinders making certain the cylinders

4. Turn the setscrew clockwise to increase the pressure to 3000 psi.

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

TILT SECTION

INLET SECTION

LIFT SECTION

MAIN RELIEF VALVE (SET TO 2900 PSI AT HIGH IDLE)

TILT PORT RELIEF (LOCATED BEHIND THE END CAP) (SET TO 2500 PSI AT HIGH IDLE) MID INLET SECTION OUTLET SECTION

PRESSURE RELIEF VALVE (SET TO 2900 PSI AT HIGH IDLE)

Illustration 22-12. Lift / Tilt Valve 5. Install an appropriate pressure gauge in pressure check (PC2, Illustration 22-11). 6. Fully extend and dead-head the lift cylinders. 7. At high idle, observe gauge and set the mid-inlet pressure relief valve for 2900 psi. Refer to procedures 9. through 11. to set the pressure. 8. Loosen the locknut on the mid-inlet pressure relief valve (see Illustration 22-12). 9. Turn the setscrew clockwise to increase the pressure or counterclockwise to decrease the pressure. 10. Tighten the locknut after the pressure has been set.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

11. Re-install pressure gauge in pressure check (PC1) and perform the pressure setting procedures to set the main relief valve (located in the inlet section) back to 2900 psi. Steer Sensing Valve (Illustration 16-1). The pressure relief is located in the bottom of the steer sensing valve. 1. Install 3000 psi pressure gauge into pressure check (PC1, Illustration 22-11). 2. Steer truck all the way to either side and deadhead the steer cylinder. 3. At high idle, observe gauge and set pressure for 2500 psi if required. Refer to procedures 4. through 6. to set the pressure.

22-13

4. Remove the nut on the top of the steer sensing valve at the PP port. The adjustment screw is located inside this port. 5. Turn the setscrew clockwise to increase the pressure or counterclockwise to decrease the pressure. 6. Re-install the nut in the PP port after the pressure has been set.

pressure. Adjust the setscrew until the pressure gauge indicates 2250 psi. 8. Tighten the locknut and re-install the cap after the pressure has been set. Brake Manifold Valve (Illustration 15C-1) The brake manifold valve contains a 250 psi pressure relief in port 3, a 325 psi pressure relief in port 2 and a 400 psi pressure reducer in port 1. 250 psi Pressure Relief 1. Install an appropriate pressure gauge into pressure check (BCA, located on port A of the brake manifold valve, Illustration 22-15). 2. At low idle, observe gauge and set pressure for 250 psi if required. Refer to procedures 3. through 5. to set the pressure. 3. Remove the end cap and loosen the locknut on the 250 psi relief.

PRESSURE RELIEF VALVE CAP PRESSURE CHECK

Illustration 22-13. Tilt Lock Valve Tilt Lock Valve (Illustration 22-13). The pressure relief valve of the tilt lock valve is located on the bottom of the tilt lock valve, facing the piston end of the tilt cylinder. Perform the following procedures to set the pressure. 1. Install an appropriate pressure gauge into the pressure check (Illustration 22-9). 2. Fully extend and dead-head the tilt cylinders. 3. Observe the pressure gauge (gauge should indicate 2250 psi at low idle). If unable to obtain this pressure reading, perform procedures 4. through 8. 4. Remove the cap from the pressure relief valve. 5. Loosen the locknut on the pressure relief valve. 6. Fully extend and dead-head the tilt cylinders. 7. Turn the setscrew clockwise to increase the pressure or counterclockwise to decrease the

22-14

4. Turn the setscrew clockwise to increase the pressure or counter-clockwise to decrease the pressure. 5. Tighten the locknut and re-install the end cap after the pressure has been set. 325 psi Pressure Relief. This relief has been preset at the factory. If adjustment of it is required, remove the wire tie from the end cap. NOTE: The 250 psi pressure relief must be set prior to procedure 1. 1. Install an appropriate pressure gauge into pressure check (BCA, located on port A of the brake manifold valve, Illustration 22-15). 2. Remove the hydraulic hose from port C of the brake manifold valve. Cap the hose and plug the port. 3. At low idle, observe gauge and set pressure for 575 psi if required (the gauge reading at pressure check (BCA) will be the sum of both the 250 psi relief and the 325 psi relief). Refer to procedures 4. through 7. to set the pressure. 4. Remove the end cap and loosen the locknut on the 325 psi relief. 5. Turn the setscrew clockwise to increase the pressure or counter-clockwise to decrease the pressure.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

6. Tighten the locknut and re-install the end cap after the pressure has been set. 7. Reconnect the hydraulic hose to port C of the brake manifold valve. 400 psi Pressure Reducer. This reducer has been preset at the factory. If adjustment of it is required, remove the wire tie from the end cap. 1. Install an appropriate pressure gauge into pressure check (RCD, located on port D of the brake manifold valve, Illustration 22-15). 2. At high idle, observe gauge and set pressure for 400 psi if required. Refer to procedures 3. through 5. to set the pressure. 3. Remove the end cap and loosen the locknut on the 400 psi reducer. 4. Turn the setscrew clockwise to increase the pressure or counter-clockwise to decrease the pressure. 5. Tighten the locknut and re-install the end cap after the pressure has been set. Troubleshooting The Major Components (Illustration 22-15) This section contains information that will assist in determining the operational status of the major components. Hydraulic Tank. Visually inspect for leaks on the hydraulic tank at the fittings, breathers, welds and connecting hoses. Ensure that the hydraulic tank has the proper fluid level. In time or after catastrophic failure of a hydraulic component the suction strainers, located in the bottom of the tank, can become clogged. The most efficient way to determine that this condition has occurred is to drain the hydraulic tank and remove the suction strainers. Refer to Changing The Hydraulic Fluid in the front of this section. Visually inspect and clean strainers with solvent. Clogged suction strainers may lead to any of the following:

flow. At high idle (2100 rpm), pump output flow should be approximately 62 gpm per gear set. At low idle (750 rpm), pump output flow should be approximately 19 gpm (per gear set). It is possible, due to pump slippage which will increase with wear, that the pump may produce enough flow at high idle and not produce enough flow at low idle. Therefore, it is critical that the flow rate at high idle and low idle be checked. The pump must produce the required flow rate at the required pressure setting. Should flow rate be low, troubleshoot as follows: 1. Low hydraulic fluid. 2. Improper hydraulic fluid. 3. Suction hose not clamped properly. 4. Suction line is restricted or crimped. 5. Hydraulic strainers, located in the bottom of the tank, are clogged. 6. Defective pump. Auxiliary (Spreader / Brake) Pump. Troubleshoot the auxiliary pump by using a flowmeter on the output side of the pump to determine if the pump is producing the correct flow. At high idle (2100 rpm), pump output flow should be approximately 24 gpm for the attachment gear set and 9 gpm for the brake cooler gear set. At low idle (750 rpm), pump output flow should be approximately 7 gpm for the attachment gear set and 2.5 gpm for the brake cooler gear set. It is possible, due to pump slippage which will increase with wear, that the pump may produce enough flow at high idle and not produce enough flow at low idle. Therefore, it is critical that the flow rate at high idle and low idle be checked. The pump must produce the required flow rate at the required pressure setting. Should flow rate be low, troubleshoot as follows: 1. Low hydraulic fluid.

1. Pump cavitation.

2. Improper hydraulic fluid.

2. Reduced flow rate.

3. Suction hose not clamped properly.

3. Increased response time of the hydraulic system.

4. Suction line is restricted or crimped.

4. Premature pump failure. Main Pump. Troubleshoot the main pump by using a flowmeter on the output side of the pump to determine if the pump is producing the correct

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

5. Hydraulic strainers, located in the bottom of the tank, are clogged. 6. Defective pump. Steer Sensing Valve. In a non-steering state, hydraulic fluid flow will enter the steer sensing

22-15

valve at the P (pressure) port and will exit the steer sensing valve at the EF (excess flow) port with the exception of a small amount that is sent out the LS (load sense) port, used to charge the steering valve. In a steering state, hydraulic fluid flow will enter the steer sensing valve at the P port. Pressure in the load sense line will increase, diverting a percentage of the main flow, from the P port, out the CF (control flow) port, through the steer sensing valve to the steer cylinder. The percentage of this fluid to the CF port can vary greatly depending on how fast and how long the steering valve is turned. The remaining percentage of unused fluid flow not used in the steering circuit will be sent out the EF port to the lift / tilt valve. Troubleshoot the steer sensing valve for proper operation. Perform the following procedures to troubleshoot: 1. Install a 3000 psi pressure gauge into pressure check (PC1, Illustration 22-11). 2. Fully steer tires to one side or the other and refer to the Pressure Setting section of the steer sensing valve for the proper steer pressure reading. 3. If pressure is low: a. Remove the hose from the low pressure side of the steer cylinder. The low pressure side is the side which the steer cylinder rod is extended from. Cap the hose. b. Steer the truck in the same direction as in procedure 2. so as to dead-head the fluid against the packing. c. There should be minimum fluid flow through the open port. d. If fluid flow is excessive, fluid is bypassing the piston packing. Repack the cylinder. e. If fluid flow is minimum (not sustained flow), reconnect the hose and continue to troubleshoot the steering circuit. 4. Install a flowmeter in the main hydraulic line at the steer sensing valve and check the flow rate. In a non-steering state, approximately 62 gpm at 2100 rpm will be read. While steering, the flow rate should decrease. This proves that the spool in the load sense valve has shifted to the steering circuit. Fully tilt back and dead-head the tilt cylinders. Ensure that you have 62 gpm at 2100 rpm at 2900 psi. 5. If flow rates are correct, adjust the pressure

22-16

setting of the steer sensing valve (refer to the Setting Hydraulic Pressures procedures for setting the hydraulic pressure for the steer sensing valve). If unable to obtain the correct pressure setting: a. Defective steer sense relief. b. Defective steer sensing valve. c. Defective steering valve. Lift / Tilt Valve. Perform the following procedures to troubleshoot (refer to the Setting Hydraulic Pressures procedures of the Lift / Tilt Valve if the required pressure readings are incorrect): 1. Inlet Section a. Install appropriate pressure gauge into pressure check (PC1, Illustration 22-11). b. Fully retract and dead-head tilt cylinders. c. Observe the pressure gauge at 2100 rpm. The pressure gauge should read 2900 psi. d. Shut truck down and install a flowmeter in the 1-1/4” hose connected to the inlet section. e. Start truck and the flowmeter should indicate approximately 62 gpm (at 2100 rpm) of flow. 2. Tilt Section a. Install an appropriate pressure gauge into pressure check (PC1, Illustration 22-11). b. Fully retract and dead-head tilt cylinders. c. Observe the pressure gauge at 2100 rpm. The pressure gauge should read 2900 psi. The main relief valve located in the inlet section controls this pressure. d. Fully extend and dead-head the tilt cylinders. e. Observe the pressure gauge at 2100 rpm. The gauge should read 2500 psi. 3. Lift Section a. Install an appropriate pressure gauge into pressure check (PC2, Illustration 22-11). b. Fully extend and dead-head the lift cylinders. c. Observe pressure gauge at 2100 rpm. The pressure gauge should read 2900 psi.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

4. Outlet Section a. Install a flowmeter in the 1-1/2” hose connected to outlet section. b. The flowmeter should indicate approximately 124 gpm at 2100 rpm (no hydraulic functions being operated). Lift / Tilt Valve Summary. All of the procedures that have been listed to troubleshoot the lift / tilt valve are for normal operation. Should abnormal operation of the hydraulic system be detected, you must be capable of isolating the fault, whether it be upstream or downstream. Listed below are some guidelines to consider: 1. Restrictions in hydraulic circuits will increase pressure downstream and decrease flow rate upstream. 2. In order to build pressure, the flow must be restricted to the circuit. Replacement of Pump CAUTION: If a pump or valve is being replaced, always take a preliminary pressure reading of the cold fluid, at idle rpm, because if there is a malfunctioning pressure relief valve in the system, it can burst the pump housing. Normally, if a cylinder is dead-headed, the engine will stop before bursting the pump. If your gauge reading begins to exceed the maximum allowed pressure, do not dead-head the function completely. When a new pump is installed, allow the engine to idle for 15 or 20 minutes before pressurizing the system. This allows the pump to become thoroughly lubricated and to reach the same temperature as the fluid. Hydraulic System Troubleshooting (Illustration 22-15) One of the most misunderstood systems is the hydraulic system incorporated in industrial trucks. What appears to be a simple failure of a component is usually corrected by replacement of that component, without due regard to the cause of the failure. There may be several individual systems such as lift, steer, and attachment tied together to become one overall hydraulic system. In which event, what happens to one subsystem may affect every other subsystem. Therefore, it is absolutely necessary that special attention be giv-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

en to pressures and cleanliness. The most meaningful system check a serviceman can use in diagnosing a problem is the check of the hydraulic circuit pressure on any machine that uses hydraulic components. The two cardinal rules that should be followed are: 1. Excessive pressure does not offer any operational advantage. It only shortens component life. 2. Pressure just high enough to achieve component function is always the most desirable setting. We must also remember that the only reasons for making a hydraulic pressure check are to verify that the system is to specifications or to troubleshoot the system to pinpoint a malfunction. Before an accurate reading can be obtained the following steps must be taken: 1. The hydraulic fluid must be to Taylor specifications. Any fluid not to these specifications can give a faulty reading. 2. The hydraulic system should have been run long enough to bring the system temperature to approximately 125_ to 150_F (51.6_ to 65.5_C). One of the best ways to attain this temperature is to dead-head a cylinder for a short period of time, passing fluid over the relief valve to generate heat. 3. It is extremely important that pressure readings on Taylor equipment be taken at the point and engine speed specified. If the pressure gauge is installed at another point in the system, readings other than the correct one can or will be obtained due to back pressure and other causes. It should be noted that readings for accuracy should be obtained when the vehicle engine is running at the recommended rpm (refer to Illustration 22-15 for the Pressure Setting Chart).

22-17

Problem 1. No lift or tilt

2. No tilt in or slow tilting in

Cause

Correction

1. Low pilot pressure.

1. Refer to Problem 7. of this troubleshooting chart.

2. Low hydraulic fluid flow.

2. Refer to Problem 9. of this troubleshooting chart.

3. Worn or damaged main pump.

3. Repair or replace main pump.

1. Low pilot pressure.

1. Refer to Problem 7. of this troubleshooting chart.

2. Low hydraulic fluid flow.

2. Refer to Problem 9. of this troubleshooting chart.

3. Spool in the work section is sticking.

3. Remove spool, visually inspect spool and spool housing for debris.

4. Fluid is bypassing in the tilt cylinder 4. Isolate and repack tilt cylinders. To isolate the defective cylinder, perpiston packing. form the following: a. With the tilt cylinders fully retracted and dead-headed, disconnect the hydraulic hoses from the piston ends of the tilt cylinders and plug. b. Shift the joystick to the tilt back position. c. Observe the open ports on the piston ends of the tilt cylinders. If a flow of fluid is detected from either of the tilt cylinders, this is the bad cylinder and requires repacking. 5. Incorrect main relief valve pressure 5. Set main relief valve for correct setting. pressure.

3. No tilt out or slow tilting out

continued

22-18

6. Defective main relief valve.

6. Replace main relief valve.

1. Low pilot pressure.

1. Refer to Problem 7. of this troubleshooting chart.

2. Low hydraulic fluid flow.

2. Refer to Problem 9. of this troubleshooting chart.

3. Spool in the work section is sticking.

3. Remove spool, visually inspect spool and spool housing for debris.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 3. No tilt out or slow tilting out (Continued)

Cause

Correction

4. Fluid is bypassing in the tilt cylinder 4. Repack the tilt cylinder. piston packing. 5. Incorrect main relief valve pressure 5. Set main relief valve for correct setting. pressure. 6. Defective main relief valve.

6. Replace main relief valve.

7. Incorrect tilt relief valve pressure setting (in port A).

7. Set tilt relief valve for correct pressure.

8. Incorrect tilt relief valve pressure setting or defective tilt lock valve (mast will rack).

8. Refer to Problem 4. of this troubleshooting chart

4. Mast racks

1. Improper tilt lock valve pressure relief setting.

1. Refer to Tilt Lock Valve in the Setting Hydraulic Pressures of this section.

5. No lift or slow lifting

1. Low pilot pressure.

1. Refer to Problem 7. of this troubleshooting chart.

2. Low hydraulic fluid flow.

2. Refer to Problem 8. of this troubleshooting chart.

3. Spool in the work section is sticking.

3. Remove spool, visually inspect spool and spool housing for debris.

4. Fluid is bypassing the lift cylinder piston packing.

4. Isolate and repack lift cylinders. To isolate the defective cylinder, perform the following: a. Remove the vent hydraulic hoses from the rod ends of the lift cylinders. b. Fully extend and dead-head the lift cylinders. c. Observe the open ports on the rod ends of the lift cylinders. If a flow of fluid is detected from either of the lift cylinders, this is the bad cylinder and requires repacking.

5. Incorrect main relief valve pressure 5. Set main relief valve for correct setting. pressure. 6. Defective main relief valve.

6. Replace main relief valve.

7. Incorrect mid-inlet relief valve pres- 7. Set mid-inlet relief valve for the corsure setting. rect pressure. continued

8. Defective mid-inlet relief valve.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

8. Replace mid-inlet relief valve.

22-19

Problem

Cause

Correction

5. No lift or slow lifting (Continued)

9. Vent hoses to the lift cylinders are positioned at the hydraulic fluid level in tank.

9. Reposition vent hoses at the hydraulic tank.

6. No lowering or slow lowering

1. Amber container light is illuminated.

1. This is proper operation.

2. Defective lift soft landing solenoid.

2. Replace lift soft landing solenoid.

3. Defective lift soft landing solenoid cartridge.

3. Replace lift soft landing solenoid cartridge.

4. Defective lift soft landing solenoid valve.

4. Replace lift soft landing solenoid valve.

5. Low pilot pressure.

5. Refer to Problem 7. of this troubleshooting chart.

6. Spool in work section is sticking.

6. Remove spool, visually inspect spool and spool housing for debris.

7. Defective flow regulator in one of the lift cylinder.

7. Replace flow regulator.

1. Seat belt is not fastened.

1. Fasten seat belt.

2. Defective seat belt relay (K20).

2. Replace seat belt relay.

3. Red or green container light is not illuminated.

3. Refer to Red Light Operation (Unlocked) or Green Light Operation (Locked) in this section to troubleshoot.

4. Circuit breaker (CB15) is tripped or defective.

4. Refer to Circuit Breakers in the Component Troubleshooting in Section 6.

5. Defective diode bank.

5. Replace diode bank.

6. Incorrect pilot relief valve pressure setting (located in port 3 of the brake manifold valve).

6. Adjust pilot relief valve for correct pressure (250 psi).

7. Defective pilot relief valve (located in port 3 of the brake manifold valve).

7. Replace pilot relief valve.

8. Incorrect pressure reducing valve pressure setting (located in port 1 of the brake manifold valve).

8. Set pressure reducing valve for correct pressure (400 psi).

7. Low or no pilot pressure

continued

22-20

9. Defective pressure reducing valve 9. Replace pressure reducing valve. (located in port 1 of the brake manifold valve).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 7. Low or no pilot pressure (Continued)

8. Low or no pilot pressure (if equipped with cab tilt system)

Cause

Correction

10. Defective seat belt switch.

10. Replace seat belt.

11. Defective controller enable solenoid or cartridge.

11. Refer to Solenoids in the Component Troubleshooting in Section 6 to determine whether the solenoid coil or cartridge is defective.

12. Loose, broken or shorted wire(s) #38, #79 or #289.

12. Isolate and repair wire(s) #38, #79 or #289.

13. Loose or crimped pilot pressure hose.

13. Isolate and repair.

14. Loose connection or pin broken at electrical connector.

14. Isolate and repair.

15. Defective brake manifold valve.

15. Replace brake manifold valve.

16. Defective controller enable solenoid valve.

16. Replace the controller enable solenoid valve.

17. Defective controller valve.

17. Replace controller valve.

18. Worn auxiliary (spreader / brake) pump.

18. Replace or rebuild pump.

1. Refer to Problem 7. of this troubleshooting chart.

1. Refer to Problem 7. of this troubleshooting chart.

2. Fluid is bypassing in the cab tilt cyl- 2. Isolate and repack cab tilt cylininder piston packing. ders. To isolate the defective cylinder, perform the following: a. With the cab and mast down, disconnect the hydraulic hoses from the piston ends of the cab tilt cylinders and plug. b. Energize the cab tilt switch (S21). c. Observe the open ports on the piston ends of the cab tilt cylinders. If a flow of fluid is detected from either of the cylinders, this is the bad cylinder and requires repacking.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22-21

Problem 9. Low or no hydraulic fluid flow

Cause

Correction

1. Low hydraulic fluid supply.

1. Fill tank to the correct fluid level.

2. Cold hydraulic fluid.

2. Due to extended periods of cold temperatures, the viscosity of the hydraulic fluid can increase. Consider adding a cold weather package.

3. Breather filter(s) plugged.

3. Replace the breather filter(s).

4. Incorrect type of fluid.

4. Drain and flush hydraulic circuits. Refer to the Fuel and Lubricant Specifications in the Appendices.

5. Clogged suction strainer.

5. Clean suction strainer.

6. Low pilot pressure.

6. Refer to Problem 7. of this troubleshooting chart.

7. Air leak in suction hose to pump.

7. Locate leak and repair.

8. Worn / defective pump.

8. Replace or rebuild pump.

9. Stripped flex plate on transmission. 9. Replace flex plate.

22-22

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 22-14. Main Hydraulic Circuit

22-2745 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22-23

Hoist Circuit

22-24

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATION IN A FOLDER ENVELOPE: Illustration 22-15 - 22 2745 SHT. 2 (ANSI)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22-25

22-26

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22D-Cab Tilt System

Section 22D Cab Tilt System Introduction. The cab tilt system controls the tilting of the truck cab. Major Components (Illustration 22D-3). The major components of the cab tilt system consists of a auxillary (spreader / brake) pump, brake manifold valve, cab tilt solenoid valve, cab tilt cylinders, hoses and various fittings. Main Steering Pump. Refer to Section 22 for a detailed description of how the main steering pump works. Brake Manifold Valve (Illustration 15C-1). Refer to Section 15C for a detailed description of how the brake manifold valve works. Cab Tilt On / Off Rocker Switch (S21, Illustration 29-2). Push the switch forward to enable the cab tilt circuit; push the switch rearward to disable the cab tilt circuit. Cab Tilt Solenoid Valve (Illustrations 22D-1 and 22D-3). The cab tilt solenoid valve is located underneath the cab, located above the engine on the left-hand side. It is controlled by the cab tilt switch (S21) and proximity switch (S52). With the cab tilt switch (S21) energized, 12 VDC will be applied to S52 on the white and red wires (wire #26). S52 is targeting the inner mast. If the mast is fully lowered, S52 will be energized (L.E.D. is illuminated on the back of the proximity switch). 12 VDC on the white wire will be sent out the orange wire of S52 through wire #74 to solenoid (S1) of the cab tilt solenoid valve, energizing the solenoid. Once the solenoid is energized and the spool has shifted, the pilot pressure at the P port of the cab tilt solenoid valve will be sent around a flow restrictor and out the A ports to the rod end of the cab tilt cylinders, retracting the cab tilt cylinders. Hydraulic fluid from the piston end of the tilt cylinders is vented back through to the B ports through a flow restrictor which will restrict the flow back to the hydraulic tank. When the proximity switch (S52) loses its target (inner mast) and the cab tilt switch (S21) is energized, S52 will de-energize (L.E.D. is not illuminated) and 12 VDC on the white wire will be sent out the blue wire of S52, down wire #75 to solenoid (S1) of the cab tilt solenoid valve. Once the solenoid is energized and the spool has shifted, pilot pressure at the P port of the cab tilt solenoid valve will be sent around a flow restrictor and out the B ports and to the piston end of the cab tilt cylinders, extending them and tilting the cab.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Hydraulic fluid from the rod end of the tilt cylinders is vented back through the A ports through a flow restrictor which will restrict the flow back to the hydraulic tank. Manual Override (Illustration 22D-1). The cab tilt solenoid valve is equipped with a manual override knob. In the event of an electrical failure, the knob of the cab tilt solenoid valve can be pushed in and rotated clockwise to shift the main spool, sending flow out the B ports, overriding solenoid (S1) to tilt the cab. The knob can be pulled out and turned counterclockwise to shift the spool, sending flow out the A ports, overriding solenoid (S2) to lower the cab. The manual override knob must be adjusted to its neutral position, after either of the two procedures above have been performed to allow normal operation of the cab tilt solenoid valve. The neutral position allows the manual override knob to freespin in either direction and can be move in and out (approximately 1/4”). Cab Tilt Cylinders (Illustration 22-1). The cab tilt cylinders are double-acting. They alternately receive pressurized fluid on one side of the piston, while the fluid on the other side returns to the hydraulic tank. To change the cab tilt cylinder direction, the pressurized and vented sides of the piston are exchanged through the valving. Hydraulic Hose Assemblies and Fittings. All hydraulic hose assemblies should be checked daily for chafed or cracked hoses. Check daily to ensure that there are no loose fittings on the hydraulic connections. Cab Tilt / Flow Control Adjustment (Illustrations 22D-1 and 22D-3). The cab’s lifting and lowering speeds can be adjusted for desired speed. Perform procedure 1. to change the lifting speed or procedure 2. to change the lowering speed. 1. Perform the following procedures to increase or decrease the lifting speed: a. Loosen the locknut on the 1-1 port flow control cartridge of the cab tilt solenoid valve. b. Turn the setscrew of the flow control cartridge counterclockwise to increase the lifting speed or clockwise to decrease the lifting speed. c. Once the desired speed has been obtained, tighten the locknut.

22D-1

CONNECTOR (CTC2) CONNECTOR (CTC1)

PRESSURE CHECK (CPCP)

SOLENOID (UP) (S1)

PRESSURE CHECK (CPCB)

PRESSURE CHECK (CPCA)

MANUAL OVERRIDE KNOB

SOLENOID (DOWN) (S2)

INDICATES HYDRAULIC FLOW

Illustration 22D-1. Cab Tilt Solenoid Valve

22D-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

2. Perform the following procedures to increase or decrease the lowering speed: a. Loosen the lock nut on the 1-2 port flow control cartridge of the cab tilt solenoid valve.

tridge counterclockwise to increase the lifting speed or clockwise to decrease the lifting speed. c. Once the desired speed has been obtained, tighten the locknut.

b. Turn the setscrew of the flow control carCab Tilt System Troubleshooting (Illustrations 22D-2 and 22D-3) Problem 1. Cab will not tilt

2. Cab will tilt slowly

Cause

Correction

1. Cab tilt switch (S21) is in the off position.

1. Turn cab tilt switch (S21) on.

2. Proximity switch (S52) is energized.

2. Cab tilt switch (S21) only supplies 12 VDC to the proximity switch (S52). It does not energize solenoid (S1) of the cab tilt solenoid valve. Only when S52 de-energizes will the cab tilt automatically.

3. Circuit breaker (CB18) is tripped or defective.

3. Reset or replace circuit breaker (CB18). Refer to Circuit Breakers in the Component Troubleshooting in Section 6.

4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective cab tilt switch (S21).

5. Replace cab tilt switch (S21).

6. Defective proximity switch (S52).

6. Replace proximity switch (S52). Refer to 30mm Proximity Switches of the Component Troubleshooting in Section 29.

7. Defective cab tilt solenoid valve solenoid (S1) or cartridge.

7. Refer to Solenoids in the Component Troubleshooting in Section 6 to determine whether the solenoid coil or cartridge is defective.

8. Defective cab tilt solenoid valve.

8. Replace cab tilt solenoid valve.

9. Spool sticking in the cab tilt solenoid valve.

9. Repair or replace cab tilt solenoid valve.

1. Low pilot pressure.

1. Check and adjust pilot pressure (400 psi) if required.

2. Hydraulic fluid is bypassing the tilt cylinder packing.

2. Repack tilt cylinder.

3. Spool sticking in the cab tilt solenoid valve.

3. Repair or replace cab tilt solenoid valve.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22D-3

Problem 3. Cab will not come down

22D-4

Cause

Correction

1. Cab tilt switch (S21) was turned off after the cab fully tilted.

1. Turn cab tilt switch (S21) on.

2. Proximity switch (S52) is de-energized.

2. Cab tilt switch (S21) only supplies 12 VDC to the proximity switch (S52). It does not energize solenoid (S2) of the cab tilt solenoid valve. Only when S52 energizes will the cab come down automatically.

3. Circuit breaker (CB18) is tripped or defective.

3. Refer to Correction 3. of Problem 1.

4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective cab tilt switch (S21).

5. Replace cab tilt switch (S21).

6. Defective proximity switch (S52).

6. Replace proximity switch (S52). Refer to 30mm Proximity Switches of the Component Troubleshooting in Section 29.

7. Defective cab tilt solenoid valve solenoid (S2) or cartridge.

7. Refer to Solenoids in the Component Troubleshooting in Section 6 to determine whether the solenoid coil or cartridge is defective.

8. Defective cab tilt solenoid valve.

8. Replace cab tilt solenoid valve.

9. Defective flow control cartridge of the cab tilt solenoid valve.

9. Replace or repair flow control cartridge.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 22D-2. Cab Tilt Hydraulic Circuit

22D-0019 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22D-5

Illustration 22D-3. Cab Tilt Hydraulic ANSI Circuit

22D-0019 SHT. 02

22D-6

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22E-Accumulator

Section 22E Accumulator Introduction. The accumulator acts as a shock absorber in the hydraulic system. When the driven member of the hydraulic system stops suddenly, it creates a pressure wave that travels back through the system. This shock wave can develop peak pressures several times greater than normal working pressures and can be the source of system failure. The gas cushion in an accumulator will minimize this shock, protecting expensive hydraulic components. Accumulators. There are two accumulators used in the hydraulic circuits of this truck. These accumulators are hydro-pneumatic piston type accumulators which are precharged with dry nitrogen. One of the accumulators is located below the main control valve (see Illustration 22-1) while the other is attached to the main frame of the attachment (see Illustration 29-13). The accumulator, located on the truck, is precharged to 1250 psi while the attachment accumulator is precharged to 65 psi. Checking Precharge. The precharge check should be performed monthly or every 250 hours, whichever comes first. Follow the procedures listed below to check precharge (a charging kit is available from Taylor, part number 1000-503). See Illustration 22E-1 for charging kit. 1. To read and adjust the gas pressure or “precharge” pressure, all of the hydraulic fluid must be drained from the fluid side of the accumulator to zero hydraulic pressure. To accomplish this, let the lift cylinder down and hold lever in the DOWN position for approximately one minute. 2. Remove the valve guard and cap from the accumulator. 3. Ensure that the shaft of the air chuck (4) is fully retracted by turning the bar handle counterclockwise until it stops. 4. Do not have the charging hose (8) connected to the gauging head assembly (1) unless free end of charging hose is plugged. 5. Mount the swivel of the air chuck (4) on the accumulator’s valve stem and hand tighten to compress the gasket in the swivel to prevent gas leakage.

Charging The Accumulator (Illustration 22E-1). Perform the following procedures to charge the accumulator: CAUTIONS: S Use only dry nitrogen to charge the accumulator. S When precharging, the initial 50 psi of dry nitrogen should be introduced slowly into the accumulator. 1. Install the charging kit (Illustration 22E-1) as explained in the Checking Precharge procedures above. 2. Connect the charging kit to a nitrogen bottle with the charging hose (8). 3. Inflate the accumulator to the predetermined pressure by opening the valve on the nitrogen bottle slowly, closing it occasionally to allow the needle of the pressure gauge (2) to settle into position giving an accurate pressure reading. 4. When the proper precharge pressure is reached, close the valve on the nitrogen bottle. 5. To release pressure in excess of the desired precharge, slowly open the bleeder valve (6) until the pressure drops to the desired level. 6. Rotate the bar handle counterclockwise to the full stop position and then disconnect the swivel (7) from the adapter (3). 7. Remove the air chuck (4) from the accumulator valve stem. 8. Check the valve stem for leaks with a soapy water solution or oil. If the core is leaking, depress it quickly, once or twice, to reseat the core. It may be necessary to further tighten or replace the core if leakage persists. 9. Install the accumulator valve stem cap, then tighten 1/2 turn beyond hand tight. 10. Install the accumulator valve guard. 11. Recheck precharge one week after charging for pressure loss.

6. Turn the bar handle clockwise until the shaft depresses the valve stem core of the accumulator. The precharge pressure should now be indicated by the pressure gauge (2).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22E-1

2 3

7

BAR HANDLE

1

4 5 8

ACCUMULATOR

6 9

10

11

Accumulator Part Number / Size

Precharge

2215-121 / 1 qt.

1000 psi

2788-970 / 1 qt.

1000 psi

2215-124 / 1 qt.

1500 psi

2788-955 / 1 qt.

1500 psi

2788-940 / 1 gal.

65 psi

2788-960 / 1 gal.

800 psi

2788-949 / 1 gal.

1250 psi

2788-950 / 1 gal.

1000 psi

2788-951 / 1 gal.

1500 psi

2788-952 / 1 gal.

1500 psi

2788-953 / 1 gal.

1500 psi

2788-961 / 1 gal.

1500 psi

2788-965 / 2-1/2 gal. 2788-966 / 2-1/2 gal.

800 psi 1500 psi

We have a charging kit available. Taylor part number 1000-503.

NITROGEN BOTTLE

Charging Kit 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.

GAUGING HEAD ASSEMBLY PRESSURE GAUGE ADAPTER AIR CHUCK TANK VALVE ASSEMBLY BLEEDER VALVE SWIVEL CONNECTOR CHARGING HOSE COUPLING GLAND GLAND NUT

Illustration 22E-1. Charging Accumulator

22E-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Section 27 Mast Assembly Introduction. The mast assembly, in conjunction with the carriage and container attachment, is responsible for lifting and lowering loads. Major Components. The mast assembly consists of the inner mast, outer mast, two hydraulic lift cylinders, main rollers, chain rollers, slide bearing blocks, backrest slide blocks and two multiple leaf lift chains. Structural Inspection and Reporting Procedure (Refer to SIRR in the Appendices). Follow the OSHA rules, 29 CFR, 1910.178 (Q)(1), (5), & (7) which require inspecting industrial trucks daily before being placed in service, removing trucks from service if cracks are found, and making repairs only if authorized by the manufacturer. If trucks are used on a round-the-clock basis, they shall be examined after each shift. OSHA 29 CFR 1910.178 (p)(1) requires that trucks in need of repair be taken out of service. Mast Assembly Structure. This is a nested channel type mast with two multiple leaf lift chains and two lift cylinders that are located behind the mast rails. The mast assembly is carefully engineered and ruggedly constructed, although welded steel structures always contain undetectable cracks, especially welded joints. When these joints are subject to fluctuating stresses of significant magnitude, these cracks will grow. This is known as fatigue crack growth. No matter how low the stress levels are kept, some fatigue crack growth will occur in all welded structures. WARNINGS: S Periodic inspection is required to detect fatigue cracks that have grown to a significant size in order to avoid serious failure of the structural weldment. When a crack is found, the truck must be immediately taken out of service and repaired. S Under no circumstances, without prior approval from Taylor Machine Works, Inc. Engineering Department, should the mast assembly be modified. As per OSHA 29 CFR1910.178 (a) (4). S If the fatigue crack is allowed to grow, catastrophic failure could occur in the mast assembly or other welded components causing serious injury to personnel and / or property.

THDC THDC954 / THDCP - 955 (Rev. - 954 11/99) / 955 / 974 (Rev. 06/03)

Maintenance / Inspections. There are several inspectional requirements which must be performed daily. These inspections must include checking all welds and structural members for cracks. Check all mast mounting hardware and lift chains for damage or loose bolts. Hydraulic hoses and fittings must be checked for leaks and signs of wear or damage. WARNINGS: S Do not climb on the mast of the lift truck, on top of the cab or on other high places of the truck while performing maintenance. S Always use OSHA approved ladders, stands, or manlifts to reach high places on the truck. S Do not use a material handling lift truck as a means to elevate personnel. Main Rollers (Illustration 27-4). The main rollers of the inner mast employ greaseable, shielded, tapered roller bearings for increased durability. The main rollers must be greased monthly or every 250 hours, whichever comes first. To access the grease fittings for the main rollers, the inner mast must be raised so that the grease fitting of each main roller aligns with the grease holes located in the outer mast (refer to the Lubrication section in the Appendices). The main rollers should be inspected for flat spots or evidence of sliding any time the inner mast is taken apart from the outer mast. CAUTION: The roller assemblies must not be over lubricated. Excess grease inside the mast rails may cause the rollers to slide when subjected to a heavy load. If this happens, a flat spot will be worn on the rollers and the rollers will continue to slide until replaced with new rollers. Chain Rollers (Illustration 27-4). The chain rollers use sealed ball bearings. Check the chain rollers for looseness, cracks or flat spots. Slide Bearing Blocks Shimming (Illustrations 27-1 and 27-3). The slide bearing block life depends on the duty cycle and operation of the truck. Periodically, the slide bearing blocks may require shimming to adjust for wear. To prevent undue flexing of the inner mast on a telescopic mast assembly, it is essential for all slide bearings to be properly shimmed. Perform the following procedures to correctly shim the mast assembly.

27-1

PROCEDURE 2 PROCEDURE 3 PROCEDURE 1 PROCEDURE 4

PROCEDURE 5

Illustration 27-1. Mast Slide Bearing Shimming Procedure 1. Raise the carriage to allow enough room to install shims in the outer mast slide bearings. The carriage and inner mast should then be secured in position by an appropriate means or they can be lowered to a height where they can more easily be blocked in position and shimmed. Shim the outer mast until the clearance is 1/16” to 1/32”. (See NOTE below procedure 5.) 2. Raise the carriage until the top carriage slide bearings are aligned with the outer mast slide bearings. Pry the carriage from side to side and measure the movement. The carriage and inner mast should then be secured in position by an appropriate means or they can be lowered to a height where they can more easily be blocked in position and shimmed. Calculate the thickness of the shims needed by subtracting 1/32” from the distance the carriage moved and shim the top carriage slide bearings. (See NOTE below procedure 5.)

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3. Raise the carriage until the bottom carriage slide bearings are aligned with the outer mast slide bearings. Pry the carriage from side to side and measure the movement. The carriage and inner mast should then be secured in position by an appropriate means or they can be lowered to a height where they can more easily be blocked in position and shimmed. Calculate the thickness of the shims needed by subtracting 1/32” from the distance the carriage moved and shim the bottom carriage slide bearings. (See NOTE below procedure 5.) 4. Align the bottom carriage slide bearings and the inner mast top slide bearings. Pry the inner mast from side to side (this must be done from the rear of the mast) and measure the movement. Calculate the thickness of the shims needed by subtracting 1/32” from the distance the inner mast moved. Raise the carriage to allow access to the inner mast top slide bearings. The carriage and inner mast

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

should then be secured in position by supporting with an appropriate means. (See NOTE below procedure 5.) 5. Align the bottom carriage slide bearings and the inner mast bottom slide bearings. Pry the inner mast from side to side (this must be done from the rear of the mast) and measure the movement. Calculate the thickness of the shims needed by subtracting 1/32” from the distance the inner mast moved. Raise the carriage to allow access to the inner mast bottom slide bearings. The carriage and inner mast should then be secured in position by supporting with an appropriate means. (See NOTE below)

Care, Maintenance, and Replacement section in the Appendices). Refer to the Lubrication section in the Appendices for the type of lubricant to be used to lubricate the lift chains. Lubrication. Refer to the Lubrication section in the Appendices for information on the lubrication of the mast assembly.

NOTES: S Clearance at each position should be between 1/16” and 1/32”. Repeat the above procedure if the clearance is not as specified. Shims should be divided as evenly as possible between the slide bearings. S

Replace any slide bearing blocks that become cracked, damaged or worn to 1 - 3/4” thickness (see Illustration 27-3).

CAUTION: Do Not attempt to eliminate inner mast slide bearing slack in procedures 4. and 5. by adding shims to the carriage slide bearings. This can result in broken slide bearings. Back Rest Slide Blocks (Illustrations 27-2). The back rest slide block life depends on the duty cycle and operation of the truck. Periodically, the back rest slide blocks may require shimming to adjust for wear. Perform the following procedures to shim the back rest slide blocks: 1. Raise the carriage and note the position of the inner mast when the distance between it and the back rest slide block is the least amount. Shims should be added at this position. 2. Shim the back rest slide blocks until the slide blocks just touch the inner mast. NOTE: Replace any slide bearing blocks that become cracked, damaged or worn to 1” thickness. Lift Chains. The lift chains must be lubricated every 500 hours of operation (refer to Leaf Chain

THDC THDC954 / THDCP - 955 (Rev. - 954 06/00) / 955 / 974 (Rev. 06/03)

27-3

INNER MAST

OUTER MAST

BACK REST SLIDE BLOCK

Illustration 27-2. Back Rest Slide Blocks Troubleshooting Problem 1. Cracks in Welds, especially at the point where the mast is pinned to the chassis. (Refer to SIRR in the Appendices) Notify Taylor Machine Works, Inc. for proper repair procedures.

Cause 1. Metal fatigue.

1. Have cracks in welds repaired immediately.

2. Overloading.

2. Refer to Correction 1. and avoid overloading the truck.

3. Rough terrain.

3. Refer to Correction 1. and, if possible, avoid operating truck on rough terrain.

4. Travelling with load in an unrecom- 4. Refer to Correction 1. and the Operator’s Guide for proper travelmended travel position (excessive ling positions. height and / or fully side-shifted, one side or the other). 5. Severe duty cycles.

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Correction

5. Have cracks in welds repaired immediately.

THDCTHDC 954 - /955 THDCP (Rev.- 10/99) 954 / 955 / 974 (Rev. 06/03)

MAST RAIL

SHIM

SLIDE BEARING HOUSING

SLIDE BEARING BLOCK

CRACKED OR DAMAGED SLIDE BEARING BLOCK

REPLACE BEARING BLOCKS WORN TO 1-3/4” THICK OR BLOCKS THAT ARE CRACKED OR BROKEN

1-3/4” MINIMUM

Illustration 27-3. Slide Bearing Block Replacement

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

27-5

OUTER MAST SLIDE BEARING BLOCK CHAIN ROLLER

BACKREST SLIDE BEARING BLOCK

LIFT CYLINDER

INNER MAST OUTER MAST

INNER MAST MAIN ROLLERS

SLIDE BEARING BLOCKS

Illustration 27-4. Mast Assembly Components

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Note: Photocopy this sketch to identify fatigue cracks or structural damage to the mast assembly. Be very descriptive of damage to the mast assembly, i.e. location, depth, length. Illustration 27-5. Mast Assembly

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Section 29 Container Attachment

SLIDER BEAM TRUCK SIDE CARRIAGE

RIGHT

SUB-TROLLEY

WIDE EXPANSION FRAME

NARROW EXPANSION FRAME

MAIN FRAME

LEFT

TWISTLOCKS

Illustration 29-1. Attachment Components Locations

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-1

Introduction. The container attachment is a top lift attachment that is constructed of high-strength steel and features side-shift adjustment. Hydraulic cylinders provide sufficient force to slide the attachment, complete with load, in either direction. The attachment is equipped with sensors to indicate, by cabmounted container lights, when the twistlocks are fully locked or unlocked and on container. Major Components. The container attachment consists of the operator controls, safety interlock circuitry, solenoid-operated directional control valves and the attachment assembly. Attachment Assembly. The attachment assembly consists of a three-beam assembly: a main frame, two expansion frames with twistlocks. Refer to Illustration 29-1 for components locations and to the Lubrication section in the Appendices for attachment lubrication information. Attachment Proximity Switches Locations. Refer to Illustrations 29-3 and 29-4 for the locations of the attachment proximity switches. Electrical Joystick / Control Stand Switches. Refer to Illustration 29-2 for the location of the joystick / control stand switches. Side Shift Circuit Operation (Illustration 29-23). To perform the side shift function, depress the left or right side shift switch (S30). 12 VDC will be sent on wire #204 (side shift left) or wire #205 (side shift right) to relay (K8 or K9), energizing the relay’s coil. Once the relay coil is energized, 12 VDC will be sent from pin 9 to pin 5 on wire #224 (side shift right) or wire #225 (side shift left) to port B or port A of the side shift work section (WS1) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, the main attachment fluid flow is diverted to the rod end (or piston end) of the side shift cylinders to retract the cylinders (or extend the cylinders). Left Slew Circuit Operation (Illustration 29-24). To perform the slew function depress the left in or out slew switch (S28). 12 VDC will be sent on wire #206 (left slew in) or wire #207 (left slew out) to relay (K10 or K11), energizing the relay’s coil. Once the relay coil is energized, 12 VDC will be sent from pin 9 to pin 5 on wire #226 (left slew in) or wire #227 (left slew out) to port B or port A of the left slew work section (WS2) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, the main attachment fluid flow is diverted to the rod end (or piston

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end) of the left slew cylinder to retract the cylinder (or extend the cylinder). Right Slew Circuit Operation (Illustration 29-24). To perform the slew function depress the right in or out slew switch (S29). 12 VDC will be sent on wire #208 (right slew in) or wire #209 (right slew out) to relay (K12 or K13), energizing the relay’s coil. Once the relay coil is energized, 12 VDC will be sent from pin 9 to pin 5 on wire #228 (right slew in) or wire #229 (right slew out) to port B or port A of the left slew work section (WS3) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, the main attachment fluid flow is diverted to the rod end (or piston end) of the right slew cylinder to retract the cylinder (or extend the cylinder). 40 FT. Expand Circuit Operation (Illustration 29-25). The twistlocks must be fully unlocked (red container light illuminated) before 12 VDC operating power is supplied to wire #237 for the 40-ft. expand switch (S32). To select the 40-ft. position, depress the 40-ft. expand switch (S32) to the start position and release. 12 VDC will be sent on wire #212 to pin 14 of the double-latching relay (K15) which will set the relay. Wire #200, which has 12 VDC on it from a 15 amp circuit breaker (CB20), is connected to pins 6 and 10 of K15. In a set state (red flag is visible in window), pin 10 is connected to pin 5 while pin 6 is connected to pin 8. In a set state, 12 VDC will be sent from pin 6 to pin 8 on wire #251 to port A of the expansion work section (WS4) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, hydraulic fluid flow is diverted to the piston end of the expansion cylinders (extending the cylinders). While in the set state, double-latching relay (K15) will close the contact points of pins 10 and 5, sending 12 VDC out wire #248 to a diode bank (refer to Diodes in the Component Troubleshooting), energizing the strobe and audible alarm. At the same time, 12 VDC on wire #248 will be sent to proximity switch S43 (red and white wires) and proximity switch S51 (red wire). When proximity switch (S43) senses its target, it will energize, connecting the contact points of the white and orange wires. Once this happens, 12 VDC is sent out the orange wire #245 to the white wire #245 of proximity switch (S51). When proximity switch (S51) senses its target, it will close the contact points of its white and orange wires, sending 12 VDC down wire #246, which will reset the double-latching relay (K15). Once the

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

double-latching relay (K15) resets, it will open the contact points of pins (10 and 5) and pins (6 and 8) removing 12 VDC from wires #248 and #251. If the 40-ft. expansion has been selected, the expansion movement can be stopped at any time by depressing the 40-ft. expansion switch (S32) to the stop position. This will send 12 VDC from the expansion switch down wire #214 through a diode bank, down wires #244 and #246, resetting the double-latching relays (K15 and K16). 20 FT. Retract Circuit Operation (Illustration 29-25). The twistlock must be fully unlocked (red container light illuminated) before 12 VDC operating power is supplied to wire #237 on the 20-ft. expand switch (S33). To select the 20-ft. position, depress the 20-ft. retract switch (S33) to the start position and release. 12 VDC will be sent on wire #213 to pin 14 of the double-latching relay (K16) which will set the relay. Wire #200, which has 12 VDC on it from a 15 amp circuit breaker (CB20) and is connected to pins (6 and 10). In a set state (red flag is visible in window), pin 10 is connected to pin 5 while pin 6 is connected to pin 8. In a set state, 12 VDC will be sent from pin 6 to pin 8 down wire #252 to port B of the retract work section (WS4) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, the hydraulic fluid flow is diverted to the rod end of the expansion cylinders (retracting the cylinders). While in the set state, double-latching relay (K16) will close the contact points of pins 10 and 5 which will send 12 VDC down wire #247 to a diode bank (refer to Diodes in the Component Troubleshooting), energizing the strobe and audible alarm. At the same time, 12 VDC on wire #247 will be sent to proximity switch S42 (red and white wires) and proximity switch S50 (red wire). When proximity switch (S42) senses its target, it will energize, connecting the contact points of the white and orange wires. Once this happens, 12 VDC is sent out the orange wire #243 to the white wire #243 of proximity switch (S50). When proximity switch (S50) senses its target, it will close the contact points of its white and orange wires, sending 12 VDC down wire #244 which will reset the double-latching relay (K16). Once the double-latching relay (K16) resets, it will open the contact points of pins (10 and 5) and pins (6 and 8), removing 12 VDC from wires #247 and #252. If the 20-ft. retract has been selected, the retract movement can be stopped at any time by

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

depressing the 20-ft. retract switch (S33) to the stop position. This will send 12 VDC from the retract switch to wire #214 through a diode bank, on wires #244 and #246, resetting the doublelatching relays (K15 and K16). Twistlock Circuit Operation (Illustration 29-26). The amber container light must be illuminated in order to lock or unlock the twistlocks. To perform the twistlock lock or unlock function depress the twistlock lock / unlock switch (S31). 12 VDC will be sent on wire #203 (lock twistlocks) or wire #202 (unlock twistlocks) to relay (K7 or K6). The twistlock interlock relay (K14) must be energized to pass ground from pin 5 to pin 9 to pin 13 of relays (K6 and K7) which will complete the path for current flow to relays (K6 and K7) coils, energizing relay (K6 or K7). Once the relay coil is energized, 12 VDC will be sent from pin 9 to pin 5 on wire #223 (lock twistlocks) or wire #222 (unlock twistlocks) to port A or port B of the twistlock work section (WS5) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, the main attachment fluid flow is diverted to the twistlock cylinders to lock or unlock the twistlocks. When the twistlocks are fully locked and the attachment is down on a container, the green and amber container lights will be illuminated. When the twistlocks are fully unlocked and the attachment is down on a container, the red and amber container lights will be illuminated. Refer to Attachment Interlock Logic For Container Lights Operation for the red, green and amber container lights interlock operation. In the event of an emergency or while maintenancing the truck, a twistlock override switch (S35) can be held in position to override the interlock (amber container light circuitry) to allow the operator to lock or unlock the twistlocks. Pile Slope Circuit Operation (If equipped, Illustration 29-27). To select the desired pile slope function, depress the pile slope switch (S34) to the left down or right down position and hold down. 12 VDC will be sent down wire #215 (pile slope left down) or wire #216 (pile slope right down) to port A or port B of the pile slope work section which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, the main attachment fluid flow is diverted to the pile slope cylinders to pile slope left down (right side up) or pile slope right down (left side up).

29-3

ENABLE SWITCH (Location For Earlier Model HORN Trucks)

TWISTLOCK OVERRIDE SWITCH

Illustration 29-2. Attachment and Lift & Tilt Controls

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

RIGHT S46 (On Container)

S44 (Locked)

S45 (Unlocked)

S49 (On Container)

S50 (Right Frame 20’)

S42 (Left Frame 20’)

S51 (Right Frame 40’)

TRUCK

S43 (Right Frame 40’)

S38 (On Container)

S37 (Unlocked)

S36 (Locked)

S41 (On Container)

LEFT

Illustration 29-3. Proximity Switch Locations (Standard)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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S51 40 FT. EXPAND PROXIMITY SWITCH (Wide Frame) S42 20 FT. RETRACT PROXIMITY SWITCH (Narrow Frame)

ATTACHMENT END JUNCTION BOX (RIGHT END) RIGHT

S50 20 FT. RETRACT PROXIMITY SWITCH (Wide Frame)

S43 40 FT. EXPAND PROXIMITY SWITCH (Narrow Frame)

TRUCK SIDE ATTACHMENT END JUNCTION BOX (LEFT END)

ATTACHMENT MAIN JUNCTION BOX LEFT

NOTE: Refer to Illustration 29-3 for Proximity Switch locations on Attachment

Illustration 29-4. Attachment Electrical Components

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Selecting The 24 Ft. Mode Of Operation (Illustration 29-71). When selecting the attachment to be operated in the 24 ft. mode, the electrical components of the frame stops system operates as follows: 1. Depress the 40 ft. expansion switch (S32) to the start position. This places 12 VDC on wire #212. 12 VDC on wire #212 will set relay (K15). This will place 12 VDC on wire #251 to pin 9 of the relay (K52). If all four frame stops are up, K52 will be energized, connecting pins 9 and 5. 12 VDC at pin 9 will pass out pin 5 down wire #251 to the expansion valve. The attachment will begin to expand. 2. When K52 is de-energized, 12 VDC will pass out pin 1 to pins (10 and 6) of relay (K51). 3. Once the attachment has cleared the 24 ft. position, depress the frame stop switch (S73) to the stops down position. This places 12 VDC on wire #287. 12 VDC on wire #287 will shift the spool of the valve and all four frame stops will drop down. 4. Depress the 20 ft. retract switch (S33) to the start position. This places 12 VDC on wire #213. 12 VDC on wire #213 will set relay (K16, pin 14). When K16 is in a set state, connecting pins 10 to 5 and 6 to 8 of K16. 12 VDC at pin 6 will be sent out pin 8, down wire #252 to the valve. The attachment will begin to retract until the frames hit the frame stops. When the attachment is in the 24 ft. position, proximity switch (S71, right side) will sense its target and 12 VDC on the white wire #200 will pass out the orange wire #288. 12 VDC on the orange wire #288 will be sent to the white wire #288 of proximity switch (S72, left side). When S72 senses its target, 12 VDC will be sent out the orange wire #244. 12 VDC on wire #244 will be sent to terminal #1 of diode bank (DB1). 12 VDC on terminal #1 will pass terminal #2 to pin 12 of the auto 20 relay (K16, pin 12). This will reset the relay, removing 12 VDC from wire #252. Additionally, 12 VDC at terminal #1 of DB1 is jumpered to pin 14 of relay (K51). This will set relay (K51). In a set state, pins 10 and 5 and 6 and 8 will be connected. 5. If the attachment is in the 24 ft. position, K51 will be set connecting pins 10 to 5 and 6 to 8. 12 VDC at pin 10 will pass out pin 5, down wire #251 to the valve. It is not necessary to

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

extend the attachment to its full 40 ft. position when transitioning from the 20 ft. mode to the 24 ft. mode of operation. The attachment must be extended past the 24 ft. length to select the 24 ft. mode of operation. De-selecting The 24 Ft. Mode Of Operation (Illustration 29-71). When de-selecting the attachment to be operated in the 24 ft. mode, the electrical components of the frame stops system operates as follows: 1. It is not necessary to extend the attachment to its full 40 ft. position when transitioning from the 24 ft. mode to the 20 ft. mode of operation. The attachment must be extended past the 24 ft. mode of operation and all four frame stops up to return to the 20 ft. mode of operation. When all four frame stops are up, 12 VDC on the white wire #200 of proximity switch (S75, right front) will pass out the orange wire #290 of S75 to the white wire #290 of proximity switch (S76, right rear). If the right rear frame stop is up, S76 will be sensing its target. 12 VDC on the white wire #290 will pass out the orange wire #289 to the white wire #289 of proximity switch (S73). If the left front frame stop is up, proximity switch (S73) will be energized and the 12 VDC present on the white wire #289 will be sent out the orange wire #292 to the white wire #292 to proximity switch (S74, right rear). If the right rear frame stop is up, S74 will be sensing its target and 12 VDC will be sent out the orange wire #291 to pin 12 of relay (K51), resetting relay K51. In a reset state, pin 10 is connected to pin 1 while pin 6 is connected to pin 4 of relay (K51). Pin 12 of K51 is jumpered to pin 14 of relay (K52). 12 VDC present on wire #291 will energize K52. This will connect pins 9 and 5 of K52. When K52 is energized, K51 is effectively bypassed. NOTE: Either the expansion or retraction of the attachment can be stopped by depressing S32 (40 ft. expansion switch), S33 (20 ft. retract switch), or S55 (auxillary 20 / 40 stop switch, located in the main electrical box on the attachment). Container Lights (Illustration 29-5). The container lights, located in the cab, are used to aid the operator in the safe operation of the attachment. They provide the operator with a visual indication of interlock logic for attachment operation. The

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following list describes the function of each container light. 1. Red Light. This light illuminates when the twistlocks are fully unlocked (additionally, the work lights on the attachment will be illuminated). 2. Green Light. This light illuminates when the twistlocks are fully locked. 3. Amber Light. This light illuminates when the attachment is fully on the container and twistlocks are in the container’s corners.

RED LIGHT (TWISTLOCKS UNLOCKED)

GREEN LIGHT (TWISTLOCKS LOCKED)

AMBER LIGHT (ON-CONTAINER)

Illustration 29-5. Container Lights Attachment Interlock Logic For Container Lights Operation (Illustration 29-28) Red Light Operation (Unlocked). Under normal operation, the red container light will be the only light illuminated when approaching the container. The red light operates as follows: 12 VDC is present at both the white and red wires of proximity switch (S45). 12 VDC is present on the red wire of proximity switch (S37). The 12 VDC present on the red wire is used for proximity switch coil operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S45 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #234 to the terminal strip in the right end beam electrical box. Wire #234 is jumpered to wire #235 at this terminal strip. 12 VDC on wire #235 is sent to the white wire #235 of proximity switch (S37). When S37 senses its target, the internal contacts close and the 12 VDC on the white wire #235 is sent out orange wire #236

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to the terminal strip in the left end beam electrical box. Wire #236 is jumpered to wire #237 at this terminal strip. 12 VDC on the wire #237 is sent to terminal #1 of diode bank (DB5). 12 VDC will pass from terminal #1 to terminal #2 of DB5 to the Red container light, illuminating the light. Additionally, 12 VDC on terminal #1 of DB5 is jumpered to terminal #5 of DB3. 12 VDC will pass from terminal #5 to terminal #6 of DB3 down wire #289 to the controller enable relay (K20, see Relay K20 Operation). Additionally, the 12 VDC on wire #237 will provide operating power to the 40-ft. expand switch (S32) and the 20-ft. retract switch (S33). 12 VDC on wire #237 also energizes the work light relay (K19). K19 will energize, connecting pins 5 to 3 and 6 to 4. 12 VDC at pin 5 will pass out pin 3, down wire #242 to the left work light (DS32), illuminating it. 12 VDC at pin 6 will pass out pin 4, down wire #242 to the right work light (DS33), illuminating it. Additionally, 12 VDC at pin 4 of relay (K19) is sent down wire #263 to the red container light mounted on the attachment, illuminating the light. Green Light Operation (Locked). The green light operates as follows: 12 VDC is present at both the white and red wires of proximity switch (S44). 12 VDC is present on the red wire of proximity switch (S36). The 12 VDC present on the red wires is used for proximity switch coil operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S44 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #230 to the terminal strip in the right end beam electrical box. Wire #230 is jumpered to wire #231 at this terminal strip. 12 VDC on wire #231 is sent to the white wire #231 of proximity switch (S36). When S36 senses its target, the internal contacts close and the 12 VDC on the white wire #231 is sent out orange wire #232 to the terminal strip in the left end beam electrical box. Wire #232 is jumpered to wire #233 at this terminal strip. 12 VDC on the wire #233 is sent to terminal #3 of diode bank (DB5). 12 VDC will pass from terminal #3 to terminal #4 of DB5 to the Green container light, illuminating the light. Additionally, 12 VDC on terminal #3 of DB5 is jumpered to terminal #1 of DB3. 12 VDC will pass from terminal #1 to terminal #2 of DB3 down wire #289 to the controller enable relay (K20, see Relay K20 Operation). 12 VDC on wire #233 also energizes the relay (K29). K29 will energize, connecting pins 9 and 5. 12 VDC at pin 9 will pass out pin 5,

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

down wire #262 to the green container light mounted on the attachment, illuminating the light. Amber Light Operation (On Container). The amber light operates as follows: 12 VDC is present at both the white and red wires of proximity switch (S46). 12 VDC is present on the red wire only of proximity switches (S49, S38 and S41). The 12 VDC present on the red wires is used for proximity switch coil operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S46 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #238. This voltage is sent to the white wire #238 of S49. When S49 senses its target, the internal contacts close and the 12 VDC on wire #238 is sent out the orange wire #239 to S38 on the white wire #239. When S38 senses its target, 12 VDC is sent from the white wire #239 to the orange wire #240. This voltage is sent to the white wire #240 of S41. When S41 senses its target, the internal contacts close and the 12 VDC on wire #240 is sent out wire #241 to pin 14 of the twistlock interlock relay (K14), energizing K14. When K14 energizes, ground at pin 5 is sent out pin 9 to pin 13 of relays (K6 and K7). 12 VDC on wire #241 is sent to terminal #5 of diode bank (DB5). 12 VDC will pass from terminal #5 to terminal #6 of DB5 to the Amber on-container light, illuminating the light. 12 VDC on wire #241is additionally sent to pin 1 of relay (K54) and to pin 14 of relay (K30). This will energize K30, connecting pins 9 and 5. 12 VDC at pin 9 is sent out pin 5, down wire #261, illuminating the amber on-container light mounted on the attachment. Relay K20 Operation (Illustrations 22-15 and 29-28). Relay K20 operates as follows: illumination of the red or green container light will send 12 VDC through a bank of three diodes (DB3). The diodes are used to isolate the red container light from the green container light. From here, the 12 VDC will be placed on wire #289 to pin 86 of the controller enable relay (K20), energizing the relay provided the seat belt is fastened. When K20 energizes, 12 VDC (supplied from CB15 to pin 30) will be sent out pin 87 of K20 down wire #79. This will energize the controller enable solenoid valve (CDS) and allow pilot pressure present at port 3 to pass out port 1 of this valve, and supply pilot pressure to the joystick for lift / tilt hydraulic functions. When the Green or Red container light is not illuminated, 12 VDC will not be supplied to pin 86 of relay K20 and K20 will not energize

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

unless the override switch is activated. The override switch is a key type switch that must be held in its closed state to override the interlock operation of the Red, Green, and Amber container lights. 12 VDC is supplied to the override switch from CB18 on wire #210 to the B post of the override switch. Activation of the override switch will send 12 VDC from the B post out the S post of the override switch and down wire #221 to pin 14 of relay K54, energizing K54. Additionally, 12 VDC on wire #221 is sent to terminal #3 of diode bank DB4. 12 VDC on terminal #3 will pass out terminal #4 of DB4 to the output side of DB3, down wire #289 to the controller enable relay (K20, pin 86). Relay K54 Operation (Illustration 29-28). Relay K54 is controlled by the override key switch only. K54 in conjunction with the on-container proximity switches (S46, S49, S38, S41) control the lift soft landing solenoid. K54 operates as follows: The coil of relay K54 is controlled by pins 13 and 14. Ground is connected to pin 13. Wire #221, from the override key switch terminal S, is connected to pin 14 and jumpered to diode bank DB4 at terminal #3. The common pin 9 (wire #90) is connected to pin 1 (wire #241) in a de-energized state and in an energized state, the common pin 9 is connected to pin 5 (no wire attached). 12 VDC is supplied to pin 1 (wire #241) from the activation of all four on-container proximity switches (S46, S49, S38, S41). When 12 VDC is present on wire #90, the lift soft landing valve is energized. When the lift soft landing valve is energized, lowering pilot pressure (from the joystick, present at port 2 of the lift soft landing valve) is dead-headed at the lift soft landing valve and is not allowed to stroke the spool of the lift valve. Pilot pressure, which supplied the spool of the lift valve, is now vented to the hydraulic tank from port 1 to port 3 of the lift soft landing valve. The spool of the lift valve (located in the lift / tilt valve bank) then spring returns to its neutral state and lowering capabilities are suspended unless the override switch has been activated. Override Switch (Illustration 29-28). There is a key type override switch, located on the back of the control stand, that is used to bypass the interlock circuitry (red, green and amber container lights). The override switch operates as follows: The switch must be held into the on position for 12 VDC to be present at the B terminal. When this switch is activated, 12 VDC will be sent out terminal S (wire #221) to the coil of relay K54.

29-9

This will energize K54 and open the circuit of the lift soft landing solenoid, de-energizing the lift soft landing valve. This allows lowering pilot pressure to reach the spool of the lift valve even when the amber light is illuminated. Wire #221 is jumpered from the coil of relay K54 to diode bank DB4, terminal #3. With the override switch activated, 12 VDC will pass from terminal #3 out terminal #4 of diode bank DB4. Terminal #4 of DB4 is connected to diode bank DB3, terminal #2. The outputs of DB3 are all jumped together and connected to wire #289. Wire #289, in conjunction with the seat belt switch (S18), control the controller enable relay K20 (see Relay K20 Operation). WARNING: The override switch should only be used while maintenancing the machine or in an emergency. Component Troubleshooting Circuit Breakers. Circuit breakers are employed in the electrical system and act similar to fuses, protecting the electrical circuits and valuable components from overloads which could damage them. Perform the following troubleshooting procedures to troubleshoot a circuit breaker. 1. Turn the ignition key to the “Ignition” position. 2. If the circuit breaker is tripped, reset the circuit breaker. 3. If the circuit breaker immediately retrips, remove all wires from the output side (load side) of the circuit breaker. 4. Reset the circuit breaker. If the circuit breaker retrips, the circuit breaker is bad and must be replaced. 5. If the circuit breaker maintains a set state, one of the output circuits is shorted. Reconnect the wires one by one to the output side (load side) until the circuit breaker trips. Troubleshoot the circuit of the wire, that tripped the circuit breaker, for a short. 6. Isolate and remove the short from the circuit. Single-Pole, Single-Throw 10 amp Relays with L.E.D.s (Illustration 29-6). A relay is nothing more than an electrically controlled switch. Relays are always shown on electrical circuits in a de-energized state. The positive side of the relay coil is pin 14 while the negative side of the coil is pin 13. Either signal, 12 VDC or ground (or both), can be

29-10

sent to the relay coil to energize the relay. A positive signal is sent to relays, K8 thru K13, to energize the relay coil. Relays (K6) and (K7) require both positive and negative signals to be sent to the relay coil for the coil to be energized. Relay (K6) requires a 12 VDC signal to be sent from the twistlock unlock micro-switch (S31) at pin 14 and the ground be sent from the twistlock interlock relay (K14). Relay (K7) requires a 12 VDC signal be sent from the twistlock lock micro-switch (S31) and the ground be sent from the twistlock interlock relay (K14). Relay (K14) will energize by one of two ways: 12 VDC can be supplied by the twistlock override switch (S35) to pin 14 of relay (K14) or when the amber light (DS17) is illuminated, 12 VDC will be supplied to relay (K14) pin 14. Relay (K17) requires two signals to be sent to the relay coil in order for it to be energized. When the relay is de-energized, the internal switch connects pins 9 and 1 completing the circuit of the two pins. When the relay is energized, the coil shifts the switch, connecting pins 9 and 5 completing the circuit of the two pins. When the L.E.D. is illuminated, the coil of the relay is energized. This does not indicate that the contact points of the internal switches are functioning properly. Do not rely on the L.E.D. to give the full operational status of the relay. The most effective way to troubleshoot this type relay is with an ohmmeter. This can be accomplished by removing the wires at relay socket terminals 9, 5, and 1. In a de-energized state, ensure that terminals 9 and 1 have continuity between them. With an ohmmeter, check the resistance between terminals 9 and 1. The ohmmeter should indicate a reading of 0 - 40 ohms. Energize the relay and check the resistance between terminals 9 and 5. The ohmmeter should indicate a reading of 0 - 40 ohms. If these two checks are good, the relay is good. If one of these checks fails and 12 VDC required at terminal 14 was or was not present, or ground signal at terminal 13 was or was not present, dependant on the desired state of relay (energized or de-energized), the relay is bad and must be replaced. Double-Pole, Double-Throw 15 amp Relays (Illustration 29-7). A relay is nothing more than an electrically controlled switch. Relays are always shown on electrical circuits in a de-energized state. The positive side of the relay coil is pin 7(A) while the negative side of the coil is pin 8(B).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Either signal, 12 VDC or ground (or both), can be sent to the relay coil to energize the relay. When the relay is de-energized, the internal switch connects pins (5 and 1) and pins (6 and 2) completing the circuit of both sets of pins. When the relay is energized, the coil shifts the switch, connecting pins (5 and 3) and pins (6 and 4) completing the circuit of both sets of pins.

these checks fails and 12 VDC required at terminal 7 was or was not present, or ground signal atterminal 8 was or was not present, dependant on the desired state of relay (energized or de-energized), the relay is bad and must be replaced.

The most effective way to troubleshoot this type relay is with an ohmmeter. This can be accomplished by removing the wires at relay socket terminals (5, 3, and 1) and terminals (6, 4, and 2). In a de-energized state, ensure that terminals (5 and 1) and terminals (6 and 2) have continuity between them. With an ohmmeter, check the resistance between terminals (5 and 1) and terminals (6 and 2). The ohmmeter should indicate a reading of 0 - 40 ohms. Energize the relay and check the resistance between terminals (5 and 3)and terminals (6 and 4). The ohmmeter should indicate a reading of 0 - 40 ohms. If these two checks are good, the relay is good. If one of

2 4

3

1

8

7

5

6 1

5

Illustration 29-7. DP, DT 15 amp Relay 14

13 9

Illustration 29-6. SP, ST 10 amp Relay

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Double-Pole, Double-Throw Latching Relays (Illustration 29-8). A relay is nothing more than an electrically controlled switch. This type of relay is shown in a reset state. A latching relay has a power saving feature. It does not require the relay coil to be energized at all times to maintain the set state. The positive side of the relay coil is pin 14 while the negative side of the coil is pin 13 for the set state of the relay. The internal red flag of the relay will be visible in the small window, located at the top of relay’s cover, indicating a set state. In a set state, pins (10 and 5) and pins (6 and 8) of the relay will be closed and continuity exists between

29-11

each set of pins. In a reset state, the positive side of the relay coil is pin 12 while the negative side of the coil is pin 9. In a reset state, pins (10 and 1) and pins (6 and 4) of the relay will be closed and continuity exists between each set of pins. The internal red flag of the relay will not be visible in the small window in the top of the relay’s cover, indicating a reset state. A constant 12 VDC signal is not required to set or reset the latching relay. A momentary 12 VDC signal is required at either the set or reset coil, depending on the desired state of the relay, to set or reset the relay. The most effective way to troubleshoot this type relay is with an ohmmeter. This can be accomplished by removing the wires at relay socket terminals (10, 1 and 5) and (6, 8 and 4). Set the relay by applying 12 VDC to pin 14. In a set state (the internal red flag is visible in the window), ensure that terminals (10 and 5) and (6 and 8) have continuity between them. With an ohmmeter, check the resistance between terminals (10 and 5) and then terminals (6 and 8). The ohmmeter should indicate a reading of 0 - 40 ohms. Reset the relay by applying 12 VDC to pin 12 (the internal red flag should not be visible in the window). Check the resistance between terminals (6 and 4) and then terminals (10 and 1). The ohmmeter should indicate a reading of 0 - 40 ohms. If these four checks are good, the relay is good. If one of these checks fails and 12 VDC required at terminals (14 or 12) was or was not present and ground signal at terminals (13 or 9) was present,dependant on the desired state of relay (set or reset), the relay is bad and must be replaced. 30mm Proximity Switches (Illustration 29-9). The proximity switches employed on Taylor equipment are state-of-the-art switching devices. The red wire of the proximity switch powers the proximity switch itself and also powers the red L.E.D. on the cable side of the proximity switch. The black wire is the ground side of the proximity switch while the white wire is the common post of the internal switch. The blue wire is the normal closed post of the internal switch and the orange wire is the normally open post of the internal switch. The proximity switch will be energized when the proximity switch senses its target. Once this happens, the red L.E.D. will illuminate and the internal switch will switch, closing the circuit of the white and orange wires. The white and orange wires will have continuity between them only as long as

29-12

2 4

5

1

6 14

13

8

9 10 12

Illustration 29-8. DP, DT Latching Relay the proximity switch senses its target. The maximum targeting distance is approximately 3/8”. The most effective way to troubleshoot the proximity switch is with an ohmmeter. This can be accomplished by disconnecting the weatherpack connector (located approximately 3 foot from the proximity switch), jumpering the red wires at each end and jumpering the black wires at each end. Target the proximity switch (the red L.E.D. should illuminate) and check the continuity of the white and orange wires located on the proximity switch side of the weatherpack. The ohmmeter should indicate a reading of 0 - 40 ohms. Remove the target from the proximity switch and with an ohm-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

meter, check the continuity between the white and orange wires. The ohmmeter should now read infinity. If these two checks are good, the proximity switch is good. If one of these checks fails, the proximity switch is bad and must be replaced. Do not rely on the red L.E.D. as a sole indicator that the internal switch did, in fact, close. Always check the continuity between the white and orange wires as described above.

L.E.D.

Single-Pole, Double-Throw, Momentary Rocker Switches. This type of switch operates on the principle that the circuit is closed only when the switch is held in the closed state. Once the switch is released, the circuit will open. This switch is checked like an On-Off switch with the exception that the switch must be held closed to complete resistance checks. Solenoids. A solenoid is an electrical component. When electricity is applied to the coil, the solenoid will form an electromagnet. The magnetic field will pull or push an armature into the coil (based on application). The armature can be connected to a switch in electrical circuits to turn the switch on or off. An armature can also be used to open or close valves. Solenoids employed as electrical switches can be troubleshot with an ohmmeter. Remove the two wires from the two larger posts of the solenoid. Energize the solenoid. With an ohmmeter, check the resistance between the two larger posts. The ohmmeter should indicate between 0 - 40 ohms nominally.

RED

BLUE WHITE

BLACK

ORANGE

NC COM. NO

Illustration 29-9. Proximity Switch Single-Pole, Single-Throw, Maintain Contact Switches. A switch is designed with the purpose of controlling an electrical circuit by completing or opening the circuit. With an ohmmeter, check the resistance between the contact points of the switch. With the switch closed (completing the circuit), the ohmmeter reading should indicate 0 40 ohms. With the switch open (opening the circuit), the ohmmeter reading should be infinity. If the above checks are good, the switch is good. If any of the above checks fail, the switch is bad and must be replaced.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Solenoids employed as hydraulic switches are used to open and close spools of valves. The simplest way to prove the solenoid coil good is to energize the solenoid and then, with a metal object, touch the nut that secures the coil to the cartridge. The magnetic field generated when the coil becomes an electromagnet will be significant enough to pull the metal object to the nut (some solenoids employ a metal nut encased in plastic and will require removal in order to detect the magnetic field). This will prove the coil good; however, the armature may be stuck. If the hydraulic circuit is still defective at this point, remove the coil and cartridge. Now energize the coil, the armature inside the cartridge should shift. If the armature inside the cartridge did not shift and the coil is magnetized, replace the cartridge. Exercise care not to reverse polarity because some solenoids employ internal diodes which can be destroyed when the polarity is reversed. The solenoids employed on the transmission control valve contain diodes. The black wire of the coil connects to the ground side of the circuit while the red wire goes to the positive side of the circuit. Diodes. Diodes are one-way conductors that provide isolation. Current flow through a diode is from anode to cathode. They are easily proven good by using an ohmmeter. When using the

29-13

ohmmeter, place the leads of the ohmmeter on the opposite ends of the diode. Observe the ohmmeter reading. Then reverse the ohmmeter leads on the ends of the diode. Observe the ohmmeter reading. The ohmmeter readings should indicate a higher ohm resistance in one direction opposed to the other direction because the current generated by the ohmmeter is sufficient enough to forward-bias the diode. Transient Suppressors. The transient suppressors protect the relays from electrical spikes which could lead to early failure of the relays. If an electrical spike is detected, the transient suppressors will conduct, completing the circuit between the protected system and ground. Twistlocks Proximity Switches Adjustment Unlock Proximity Switches. Perform the following procedures to adjust the twistlock unlock proximity switches for proper operation. Refer to Illustrations 29-10 and 29-4 for the unlock proximity switches locations. 1. Unlock the twistlocks. Align the twistlocks to be parallel with the guide blocks in the twistlock housings (unlocked position) by adjusting the rod ends of the twistlock cylinder and tie rod. NOTE: It will be necessary to use the twistlock override switch to unlock the twistlocks.

NOTE: It will be necessary to use the twistlock override switch to lock the twistlocks. 2. Beginning at the right front twistlock, adjust the unlock proximity switch (S44) in the clamp towards the prox target (see Illustration 29-11) until the red L.E.D. on the rear of the proximity switch illuminates. After the proximity switch L.E.D. illuminates, continue to slide the proximity switch 1/8” towards the prox target before tightening the proximity switch in place. 3. Repeat procedure 2. for the remaining twistlocks in the following order: right rear twistlock (S47), left front twistlock (S36) and left rear twistlock (S39). The green container light should illuminate after the left rear proximity switch (S39) is adjusted. On-Container Proximity Switches Adjustment. Perform the following procedures to adjust the oncontainer proximity switches for proper operation. Refer to Illustrations 29-3 and 29-11 for the unlock proximity switches locations. 1. Raise the on-container plunger so that the proximity switch may be adjusted to 1/8” - 1/4” from plunger collar. 2. Loosen both bolts that secure the on-container proximity switch slotted bracket to the twistlock housing.

2. Beginning at the right front twistlock, adjust the unlock proximity switch (S45) in the clamp towards the prox target (see Illustration 29-11) until the red L.E.D. on the rear of the proximity switch illuminates. After the proximity switch L.E.D. illuminates, continue to slide the proximity switch 1/8” towards the prox target before tightening the proximity switch in place.

3. Position the plunger at 1/4” from the bottom of the twistlock housing.

3. Repeat procedure 2. for the remaining twistlocks in the following order: right rear twistlock (S48), left front twistlock (S37) and left rear twistlock (S40). The red container light should illuminate after the left rear proximity switch (S40) is adjusted. Lock Proximity Switches. Perform the following procedures to adjust the twistlock lock proximity switches for proper operation. Refer to Illustrations 29-10 and 29-4 for the lock proximity switches locations. 1. Lock the twistlocks. Twistlocks should turn 90_±3_.

5. Check the system by lowering the attachment onto an empty container.

29-14

4. Slowly move the proximity switch downward towards the plunger collar until the proximity switch energizes (red L.E.D. on the backside of proximity switch is illuminated) and continue to lower the proximity switch an additional 1/16” - 1/8” and tighten both bolts.

6. Ensure that the amber on-container light is illuminated. 7. Activate the twistlocks lock switch (green and amber container lights are illuminated). 8. Lift the container (the amber light should go out). If amber container light fails to go out when the container is lifted, repeat procedures 2. through 8. 9. Set the container down (the amber container light should illuminate). If the amber container

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

light does not illuminate, the twistlock override must be used to unlock the twistlocks from the container (repeat procedures 2. through 9.).

TWISTLOCK CYLINDER

TRUCK SIDE

LEFT SIDE LOCKED PROXIMITY SWITCH TARGET

LOCKED PROXIMITY SWITCH (S36)

UNLOCKED PROXIMITY SWITCH TARGET

FRONT UNLOCKED PROXIMITY SWITCH (S37)

Illustration 29-10. Twistlock Prox Targets Sensed By Proximity Switches

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-15

1/8” - 1/4” SLOTTED BRACKET

ON-CONTAINER PROXIMITY SWITCH

BOLT COLLAR

PLUNGER

BOTTOM OF TWISTLOCK HOUSING

1/4”

Illustration 29-11. On-Container Plunger

29-16

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

PILE SLOPE CYLINDER (If Equipped) (Illustration 29-30)

PILE SLOPE SLEW COUNTERBALANCE VALVE CYLINDER (If Equipped) (Illustration 29-30) (Illustration 29-30)

ACCUMULATOR (Illustration 29-30) MAIN ATTACHMENT VALVE (Illustration 29-13)

EXPANSION FLOW DIVIDER VALVE (Illustration 29-30)

SLEW CYLINDER COUNTERBALANCE VALVES (Illustration 29-30) SIDE SHIFT CYLINDER (Illustration 29-30)

SIDE SHIFT COUNTERBALANCE VALVES (Illustration 29-30)

EXPANSION CYLINDERS (Illustration 29-30)

TWISTLOCK CYLINDER (Illustration 29-30)

Illustration 29-12. Attachment Hydraulic Components

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-17

Attachment Hydraulics Hydraulic Components (Illustration 29-11). The attachment hydraulic components consist of a main attachment valve, accumulator, counterbalance valves, flow divider, spreader relief valve and various actuating hydraulic cylinders. Main Attachment Valve (Illustration 29-13). The main attachment valve is a six section 12 VDC solenoid-operated directional control valve. All valve functions are controlled by on / off solenoids. The main attachment valve is comprised of the following valve sections:

1. Pressure Reduction Valve. The pressure reduction valve contains a pressure reducer which controls the maximum pilot pressure. It is preset to 400 psi and is non-adjustable. 2. Inlet Section. The inlet section receives flow from the auxiliary pump’s 2” gear set. There is a spreader relief valve (connected to the inlet section) that is set at 2100 psi and is located on the front left side of the truck’s chassis above the drive axle. Also located on the inlet is a check valve. This valve prevents the end caps from being blown off of the work sections should someone reverse the main hydraulic hoses.

SET EXPANSION SECTION “A” PORT RELIEF VALVE TO 1000 PSI AT HIGH IDLE (EXPAND)

SET TWISTLOCK WORK SECTION PORT RELIEF VALVES TO 700 PSI AT HIGH IDLE OUTLET SECTION PRESSURE RELIEF VALVE (SET TO 200 PSI AT LOW IDLE)

SET EXPANSION SECTION “B” PORT RELIEF VALVE TO 2000 PSI AT HIGH IDLE (RETRACT)

INLET SECTION

PRESSURE REDUCTION VALVE

WORK SECTION IDENTIFICATION SS - SIDE SHIFT WORK SECTION LS - LEFT SLEW WORK SECTION RS - RIGHT SLEW WORK SECTION EX - EXPANSION WORK SECTION TL - TWISTLOCK WORK SECTION PS - PILE SLOPE WORK SECTION (OPTIONAL)

Illustration 29-13. Main Attachment Valve

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

3. Side Shift Work Section. The side shift work section, containing ports A (shift left) and B (shift right), is connected to the side shift cylinders by hydraulic hoses. The maximum side shift pressure is 2100 psi. This can be checked with an appropriate gauge at pressure check (SHC2) by fully side shifting right or left and dead-heading the side shift cylinders. 4. Left Slew Work Section. The left slew work section, containing ports A (slew out) and B (slew in), is connected to the left slew cylinder by hydraulic hoses. The maximum slew pressure is 2100 psi. This can be checked with an appropriate gauge at pressure check (SC2) by fully slewing out or slewing in and dead-heading the left slew cylinder. 5. Right Slew Work Section. The right slew work section, containing ports A (slew in) and B (slew out), is connected to the right slew cylinder by hydraulic hoses. The maximum slew pressure is 2100 psi. This can be checked with an appropriate gauge at pressure check (SHC2) by fully slewing in or slewing out and dead-heading the right slew cylinder. 6. Expansion Work Section. The expansion work section, containing ports A (expand) and B (retract), is connected to the expansion cylinders by hydraulic hoses. The A port contains a port relief valve that limits the maximum expand pressure to 1000 psi while the B port contains a port relief valve that limits the maximum retract pressure to 2000 psi. This can be checked with an appropriate gauge at pressure check (SHC2) by fully extending or retracting and dead-heading the expansion cylinders. 7. Twistlock Work Section. The twistlock work section, containing ports A (lock twistlocks) and B (unlock twistlocks), is connected to the twistlock cylinders by hydraulic hoses. The A and B ports contains port relief valve that limit the maximum lock and unlock pressures to 700 psi. These pressures can be checked with an appropriate gauge at pressure check (SHC2) by fully locking or unlocking and deadheading the twistlock cylinders. Both port relief valves of this work section are non-adjustable.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

8. Pile Slope Work Section (if equipped). The pile slope work section, containing ports A (right side up, left side down) and B (left side up, right side down), is connected to the pile slope cylinders by hydraulic hoses. The maximum pile slope pressure is 2100 psi. This can be checked with an appropriate gauge at pressure check (SHC2) by fully sloping right or left and dead-heading the pile slope cylinders. 9. Outlet Section. The outlet section provides the connection from the return hose back to the hydraulic tank. When no hydraulic functions are operated, the fluid flows from the inlet down the center of the valves to the outlet and returns through the return filter. The outlet section contains a pressure relief valve set for 200 psi at low idle. This pressure relief valve controls the minimum pilot pressure. The outlet section also contains pressure check (SHC4). This pressure check should be used to check back pressure to the hydraulic tank. Accumulator (Illustration 29-30). There is an accumulator connected to the outlet section of the main attachment valve and is precharged at 65 psi (4.5 bar). It functions as a shock absorber in the attachment hydraulic circuit. Refer to Section 22E for procedures for checking the precharge and charging the accumulator. Counterbalance Valves (Illustration 29-31). The counterbalance valves are used in the attachment hydraulic circuit to counterbalance the weight that is supported by some of the cylinders. They keep the cylinders from running-away due to heavy loads. Flow Divider Valve (Illustration 29-31). A flow divider valve receives one input flow and divides it into two approximately, equal separate flows. Spreader Relief Valve (Illustration 29-31). The spreader relief valve controls the maximum pressure that can be developed by any of the six work sections of the main attachment valve. It is connected to the inlet section of the main attachment valve and is set at 2100 psi. The spreader relief valve is located on the front left side of the truck’s chassis above the drive axle.

29-19

OUT PRESSURE CHECK (SHC1)

4. Loosen the locknut on the spreader relief valve (see Illustration 29-15). 5. With a hex wrench, turn setscrew clockwise to increase the pressure or counterclockwise to decrease the pressure. 6. Tighten the locknut after the pressure has been set. Expansion Section A Port Relief Valve (Illustration 29-13). Perform the following procedures to set the expansion section A port relief valve pressure.

IN

RELIEF

Illustration 29-14. Spreader Relief Valve Setting Hydraulic Pressures WARNINGS: S Under no circumstances, when setting pressures, allow any portion of your body to be positioned in front of the relief. It is possible that the relief could be blown loose with great force which could cause severe bodily injury or death. S Fluid passing over a relief generates heat; should a relief be blown loose, hot, pressurized fluid will be forced from the open port. This could cause severe bodily injury. S When setting hydraulic pressures, be aware of what could happen should cylinder collapse or go full stroke uncontrollably. This could lead to severe personal injury or death. Spreader Relief Valve (Illustration 29-14). Perform the following procedures to set the system pressure on the spreader relief valve. 1. Install a 3000 psi pressure gauge into pressure check (SHC1, Illustration 29-31). 2. Fully slew the attachment out (or in) and deadhead the slew cylinder. 3. At high idle, observe gauge and set pressure for 2100 psi. Refer to procedures 4. through 6. to set the pressure.

29-20

1. Remove and plug (13/16” plug) the hydraulic hoses from the expansion work section. Then cap (13/16” cap) the ports of the expansion work section. 2. Install a 3000 psi pressure gauge into pressure check (SHC2, Illustration 29-31). 3. Install a jumper wire at terminal #200 in the attachment junction box. The jumper wire must be long enough to reach the solenoid of the expansion work section. 4. With the jumper wire, touch the post of the solenoid on the A port of the expansion work section. This procedure will override the double-latching relay (K15), allowing the expansion cylinder to be dead-headed (extend). 5. At high idle, observe gauge and set pressure of the A port relief valve for 1000 psi. Refer to procedures 6. through 8. to set the pressure. 6. Loosen the locknut on the A port relief valve (see Illustration 29-13). 7. Turn the setscrew clockwise to increase the pressure or counterclockwise to decrease the pressure. 8. Tighten the locknut after the pressure has been set. Expansion Section B Port Relief Valve (Illustration 29-13). Perform the following procedures to set the expansion section B port relief valve pressure. 1. Remove and plug (13/16” plug) the hydraulic hoses from the expansion work section. Then cap (13/16” cap) the ports of the expansion work section. 2. Install a 3000 psi pressure gauge into pressure check (SHC2, Illustration 29-31).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

3. Install a jumper wire at terminal #200 in the attachment junction box. The jumper wire must be long enough to reach the solenoid of the expansion work section. 4. With the jumper wire, touch the post of the solenoid on the B port of the expansion work section. This procedure will override the double-latching relay (K16), allowing the expansion cylinder to be dead-headed (retract). 5. At high idle, observe gauge and set pressure of the B port relief valve for 2000 psi. Refer to procedures 6. through 8. to set the pressure. 6. Loosen the locknut on the B port relief valve (see Illustration 29-13). 7. Turn the setscrew clockwise to increase the pressure or counterclockwise to decrease the pressure. 8. Tighten the locknut after the pressure has been set. Main Attachment Pilot Pressure Relief Valve (Illustration 29-13). Perform the following procedures to set the pilot pressure relief valve of the main attachment valve. 1. Install an pressure gauge into pressure check (SHC2, Illustration 29-31). 2. At low idle, observe gauge and set pressure for 200 psi. Refer to procedures 3. through 5. to set the pressure. 3. Loosen the locknut on the pilot relief valve located in the outlet section (see Illustration 29-13). 4. Turn the setscrew clockwise to increase the pressure or counterclockwise to decrease the pressure. 5. Tighten the locknut after the pilot pressure has been set.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-21

Container Attachment Troubleshooting (Illustrations 29-28 and 29-29) Some of the components described in this troubleshooting chart are optional equipment. Problem

Cause

1. Red light will not illu- 1. Twistlocks are not fully unlocked. minate (twistlocks 2. Bulb is blown. did rotate)

Correction 1. Fully unlock the twistlocks. 2. All three container light bulbs can be checked by depressing the switch (S53) located on the right side of the container lights base. Replace blown bulb.

3. One of the proximity switches (S45 or S37) is not sensing its target.

3. Fully unlock twistlocks and adjust proximity switch at fault to sense its target. With the twistlocks fully unlocked, the red L.E.D. (in the back of the proximity switches) should be illuminated, indicating that the proximity switches are sensing their targets.

4. One of the proximity switches (S45 or S37) is defective.

4. If the red L.E.D. is illuminated, this indicates that the proximity switch’s coil did energize. It does not indicate that the contact points of the white and orange wires closed. With the red L.E.D. illuminated, check the continuity of the white and orange wires with an ohmmeter. The ohmmeter should indicate between 0 - 40 ohms. If ohmmeter reading indicates infinity and the red L.E.D. is illuminated, replace proximity switch.

5. Loose, open or shorted wire(s).

5. Isolate and repair wire(s).

6. Transient suppressor on wire #237 6. Replace transient suppressor on is shorted. wire #237. 7. Defective diode between terminals 7. Replace diode bank (DB5). #1 and #2 of diode bank (DB5). 2. Red light will not illu- 1. Defective relay (K6). minate (twistlocks did not rotate, override switch was activated)

continued

29-22

2. Defective twistlock unlock micro switch (S31).

1. Replace defective relay (K6). Refer to Single-Pole, SingleThrow 10 amp Relays with L.E.D.s in the Component Troubleshooting. 2. Replace defective micro switch (S31).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

Correction

3. Replace or reset circuit breaker 2. Red light will not illu- 3. .3 amp circuit breaker (CB17) is defective or tripped. (CB17). minate (twistlocks did not rotate, override switch was acti- 4. Loose, broken or shorted wire(s). 4. Isolate and repair wire(s). vated) 5. Loose connection or pin broken at 5. Isolate and repair. (Continued) electrical connector. 6. Defective relay (K14).

6. Replace defective relay (K14). Refer to Single-Pole, SingleThrow 10 amp Relays with L.E.D.s in the Component Troubleshooting.

7. 10 amp circuit breaker (CB19) is defective or tripped.

7. Replace or reset circuit breaker (CB19).

8. Defective solenoid on the B port of 8. Refer to Solenoids in the Compothe twistlock work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 9. Defective B port pilot cartridge on the twistlock work section.

9. Replace B port pilot cartridge.

10. Defective twistlock work section.

10. Replace or repair twistlock work section.

11. Defective B port relief valve in the twistlock work section.

11. Replace B port relief valve.

12. Low or no pilot pressure.

12. Adjust pilot pressure.

1. Replace or reset circuit breaker 3. No container attach- 1. 15 amp circuit breaker (CB20) is defective or tripped. (CB20). ment lights will illuminate 2. Loose connection or pin broken at 2. Isolate and repair. electrical connector. 4. Amber light will not illuminate

1. Bulb is blown.

1. All three container light bulbs can be checked by depressing the switch (S53) located on the right side of the container lights base. Replace blown bulb.

2. Loose connection or pin broken at 2. Isolate and repair. electrical connector. 3. One of the proximity switches (S46, S49, S38 and S41) is not sensing its target. continued

3. Adjust the proximity switch at fault to sense its target.

4. Defective diode between terminals 4. Replace diode bank (DB5). #5 and #6 of diode bank (DB5).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-23

Problem 4. Amber light will not illuminate (Continued)

Cause

Correction

5. One of the proximity switches 5. If the red L.E.D. is illuminated, this (S46, S49, S38 and S41) is defecindicates that the proximity tive. switch’s coil did energize. It does not indicate that the contact points of the white and orange wires closed. With the red L.E.D. illuminated, check the continuity of the white and orange wires with an ohmmeter. The ohmmeter should indicate between 0 - 40 ohms. If ohmmeter reading indicates infinity and the red L.E.D. is illuminated, replace proximity switch. 6. Loose, broken or shorted wire.

6. Isolate and repair wire.

7. Damaged container corner.

7. Report damaged container to the proper authority.

8. Transient suppressor on wire #241 8. Replace transient suppressor on is shorted. wire #241. 5. Amber light will not illuminate (twistlock override switch was activated)

1. Loose, broken or shorted wire.

1. Isolate and repair wire.

2. 10 amp circuit breaker (CB18) is defective or tripped.

2. Replace or reset circuit breaker (CB18).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Defective diode between terminals 4. Replace diode bank (DB5). #5 and #6 of diode bank (DB5). 5. Defective override switch (S35).

5. Replace override switch (S35).

6. Bulb is blown.

6. All three container light bulbs can be checked by depressing the switch (S53) located on the right side of the container lights base. Replace blown bulb.

1. Twistlocks are not fully locked. 6. Green light will not illuminate (twistlocks 2. Bulb is blown. did rotate)

1. Fully lock the twistlocks. 2. All three container light bulbs can be checked by depressing the switch (S53) located on the right side of the container lights base. Replace blown bulb.

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. continued

29-24

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

4. One of the proximity switches 6. Green light will not (S44 or S36) is not sensing its illuminate (twistlocks did rotate) target. (Continued)

Correction 4. Fully lock twistlocks and adjust proximity switch at fault to sense its target. With the twistlocks fully locked, the red L.E.D. (in the back of the proximity switches) should be illuminated, indicating that the proximity switches are sensing their targets.

5. Defective diode between terminals 5. Replace diode bank (DB5). #3 and #4 of diode bank (DB5). 6. One of the proximity switches (S44 or S36) is defective.

6. If the red L.E.D. is illuminated, this indicates that the proximity switch’s coil did energize. It does not indicate that the contact points of the white and orange wires closed. With the red L.E.D. illuminated, check the continuity of the white and orange wires with an ohmmeter. The ohmmeter should indicate between 0 - 40 ohms. If ohmmeter reading indicates infinity and the red L.E.D. is illuminated, replace proximity switch.

7. Loose, open or shorted wire(s).

7. Isolate and repair wire(s).

8. Transient suppressor on wire #233 8. Replace transient suppressor on is shorted. wire #233. 1. Defective relay (K7). 7. Green light will not illuminate (twistlocks did not rotate, override switch was activated) 2. Defective twistlock lock micro switch (S31).

1. Replace defective relay (K7). Refer to Single-Pole, SingleThrow 10 amp Relays with L.E.D.s in the Component Troubleshooting. 2. Replace defective unlock micro switch (S31).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. .3 amp circuit breaker (CB17) is defective or tripped.

4. Replace or reset circuit breaker (CB17).

5. Loose, broken or shorted wire(s).

5. Isolate and repair wire(s).

6. Defective relay (K14).

6. Replace defective relay (K14). Refer to Single-Pole, SingleThrow 10 amp Relays with L.E.D.s in the Component Troubleshooting.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-25

Problem

Cause

Correction

7. 10 amp circuit breaker (CB19) is 7. Replace or reset circuit breaker 7. Green light will not defective or tripped. (CB19). illuminate (twistlocks did not rotate, override switch was acti- 8. Defective solenoid on the A port of 8. Refer to Solenoids in the Compothe twistlock work section. nent Troubleshooting to troublevated) shoot. Replace defective sole(Continued) noid.

8. No or slow 40 FT. expansion

9. Defective A port pilot cartridge on the twistlock work section.

9. Replace A port pilot cartridge.

10. Defective twistlock work section.

10. Replace or repair twistlock work section.

11. Defective A port relief valve in the twistlock work section.

11. Replace A port relief valve.

12. Low or no pilot pressure.

12. Adjust pilot pressure.

1. Red light is not illuminated.

1. Refer to Problems 1. and 2. (with the exception of the bulb being blown) in this troubleshooting chart.

2. Defective 40 ft. expand switch (S32).

2. Replace 40 ft. expand switch (S32).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Defective double-latching relay (K15).

4. Refer to Double-Pole, DoubleThrow Latching Relays in the Component Troubleshooting found earlier in this section. Replace if required.

5. Loose, broken or shorted wire(s).

5. Isolate and repair wire(s).

6. Low or no pilot pressure.

6. Adjust pilot pressure.

7. Mis-adjusted A port relief valve in the expansion work section.

7. Adjust A port relief valve and set to 1000 psi.

8. Defective A port relief valve in the expansion work section.

8. Replace A port relief valve.

9. Defective solenoid on the A port of 9. Refer to Solenoids in the Compothe expansion work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 10. Defective A port pilot cartridge on the expansion work section. continued

29-26

10. Replace A port pilot cartridge.

11. Defective expansion work section. 11. Replace or repair expansion work section.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 8. No or slow 40 FT. expansion (Continued)

Cause

Correction

12. Defective flow divider valve (FDV). 12. Replace flow divider valve (FDV). 13. One of the expansion cylinders packing is defective.

13. Isolate and repack expansion cylinder. To isolate the defective cylinder, perform the following: a. With the attachment is in the 20 ft. position, remove the hydraulic hoses from the piston ends of both expansion cylinders and plug them. b. In the attachment main junction box, install a jumper wire at terminal #200 and start the truck. c. Touch the jumper wire to the B port solenoid post of the expansion work section. This will direct the main flow of hydraulic fluid to the rod end of the expansion cylinders. d. Observe the open ports on the piston end of the expansion cylinders. If a flow of fluid is detected from either of the cylinders, this is the bad cylinder and requires repacking.

9. No or slow 20 FT. retract

1. Red light is not illuminated.

1. Refer to Problems 1. and 2. (with the exception of the bulb being blown) in this troubleshooting chart.

2. Defective 20 ft. retract switch (S33).

2. Replace 20 ft. retract switch (S33).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector.

continued

4. Defective double-latching relay (K16).

4. Refer to Double-Pole, DoubleThrow Latching Relays in the Component Troubleshooting found earlier in this section. Replace if required.

5. Loose, broken or shorted wire(s).

5. Isolate and repair wire(s).

6. Low or no pilot pressure.

6. Adjust pilot pressure.

7. Mis-adjusted B port relief valve in the expansion work section.

7. Adjust B port relief valve and set to 2000 psi.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-27

Problem 9. No or slow 20 FT. retract (Continued)

Cause

Correction

8. Defective solenoid on the B port of 8. Refer to Solenoids in the Compothe expansion work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 9. Defective B port pilot cartridge on the expansion work section.

9. Replace B port pilot cartridge.

10. Defective expansion work section. 10. Replace or repair expansion work section. 11. Defective flow divider valve (FDV). 11. Replace flow divider valve (FDV). 12. One of the expansion cylinders packing is defective. 10. No or slow side shift 1. Defective side shift micro switch (S30). (left) 2. Defective relay (K8).

12. Refer to Correction 13. of Problem 8. in this troubleshooting chart. 1. Replace side shift micro switch (S30). 2. Replace relay (K8).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compothe side shift work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective B port pilot cartridge on the side shift work section.

6. Replace B port pilot cartridge.

7. Defective side shift work section.

7. Replace or repair side shift work section.

8. .3 amp circuit breaker (CB17) is defective or tripped.

8. Replace or reset circuit breaker (CB17).

9. One of the side shift cylinders packing is defective.

9. Isolate and repack side shift cylinder. To isolate the defective cylinder, perform the following: a. With the attachment fully side shifted to the right, remove the hydraulic hoses from the piston ends of both side shift cylinders and plug them. b. Depress the right side shift micro switch (S30) on the joystick.

continued

29-28

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

Correction c. Observe the open ports on the piston end of the side shift cylinders. If a flow of fluid is detected from either of the cylinders, this is the bad cylinder and requires repacking.

10. No or slow side shift (left) (Continued)

11. No or slow side shift 1. Defective side shift micro switch (S30). (right) 2. Defective relay (K9).

1. Replace side shift micro switch (S30). 2. Replace relay (K9).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compothe side shift work section. nent Troubleshooting to troubleshoot. Replace defective solenoid.

12. No or slow slew left (out)

6. Defective A port pilot cartridge on the side shift work section.

6. Replace A port pilot cartridge.

7. Defective side shift work section.

7. Replace or repair side shift work section.

8. One of the side shift cylinders packing is defective.

8. Refer to Correction 8. of Problem 10. in this troubleshooting chart.

9. .3 amp circuit breaker (CB17) is defective or tripped.

9. Replace or reset circuit breaker (CB17).

1. Defective left slew micro switch (S28).

1. Replace left slew micro switch (S28).

2. Defective relay (K11).

2. Replace relay (K11).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compothe left slew work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective A port pilot cartridge on the left slew work section.

6. Replace A port pilot cartridge.

7. Defective left slew work section.

7. Replace or reset circuit breaker (CB17).

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-29

Problem 12. No or slow slew left (out) (Continued)

Cause 8. .3 amp circuit breaker (CB17) is defective or tripped. 9. The left slew cylinder packing is defective.

Correction 8. To check the left slew cylinder, perform the following: a. With the attachment fully slewed out (left side), remove the hydraulic hoses from the rod end of the left slew cylinder and plug. b. Depress the left slew out micro switch. c. Observe the open port on the rod end of the left slew cylinder. If a flow of fluid is detected from the cylinder, repack the cylinder.

13. No or slow slew left (in)

1. Defective left slew micro switch (S28).

1. Replace left slew micro switch (S28).

2. Defective relay (K10).

2. Replace relay (K10).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compothe left slew work section. nent Troubleshooting to troubleshoot. Replace defective solenoid.

14. No or slow slew right (out)

6. Defective B port pilot cartridge on the left slew work section.

6. Replace B port pilot cartridge.

7. Defective left slew work section.

7. Replace or repair left slew work section.

8. The left slew cylinder packing is defective.

8. Refer to Correction 8. of Problem 12. in this troubleshooting chart.

9. .3 amp circuit breaker (CB17) is defective or tripped.

9. Replace or reset circuit breaker (CB17).

1. Defective right slew micro switch (S29).

1. Replace right slew micro switch (S29).

2. Defective relay (K13).

2. Replace relay (K13).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

continued

29-30

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 14. No or slow slew right (out) (Continued)

Cause

Correction

5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compothe right slew work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective A port pilot cartridge on the right slew work section.

6. Replace A port pilot cartridge.

7. Defective right slew work section.

7. Replace or repair right slew work section.

8. .3 amp circuit breaker (CB17) is defective or tripped.

8. Replace or reset circuit breaker (CB17).

9. The right slew cylinder packing is defective.

9. To check the right slew cylinder, perform the following: a. With the attachment fully slewed out (right side), remove the hydraulic hoses from the rod end of the right slew cylinder and plug. b. Depress the right slew out micro switch (S29) on the joystick. c. Observe the open port on the rod end of the right slew cylinder. If a flow of fluid is detected from the cylinder, repack the cylinder.

15. No or slow slew right (in)

1. Defective right slew micro switch (S29).

1. Replace right slew micro switch (S29).

2. Defective relay (K12).

2. Replace relay (K12).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compothe right slew work section. nent Troubleshooting to troubleshoot. Replace defective solenoid.

continued

6. Defective B port pilot cartridge on the right slew work section.

6. Replace B port pilot cartridge.

7. Defective right slew work section.

7. Replace or repair right slew work section.

8. The right slew cylinder packing is defective.

8. Refer to Correction 8. of Problem 14. in this troubleshooting chart.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-31

Problem

Cause

Correction

15. No or slow slew right (in) (Continued)

9. .3 amp circuit breaker (CB17) is defective or tripped.

9. Replace or reset circuit breaker (CB17).

16. No or slow pile slope right (if equipped with pile slope)

1. Defective pile slope rocker switch (S34).

1. Replace pile slope rocker switch (S34).

2. Loose, broken or shorted wire.

2. Isolate and repair wire.

3. 10 amp circuit breaker (CB18) is defective or tripped.

3. Replace or reset circuit breaker (CB18).

4. Loose connection or pin broken at 4. Isolate and repair. electrical connector. 5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compothe pile slope work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective A port pilot cartridge on the pile slope work section.

6. Replace A port pilot cartridge.

7. Defective pile slope work section.

7. Replace or repair slew work section.

8. The pile slope cylinder packing is defective.

8. To check the pile slope cylinder, perform the following: a. With the attachment fully pile sloped left (the right pile slope cylinders are fully extended while the left pile slope cylinders are fully retracted). b. Slowly remove the hydraulic hoses from the piston ends of the left pile slope cylinders to allow any trapped hydraulic pressure to bleed off. Remove the hydraulic hoses from the rod ends of the right pile slope cylinders. Plug all four hydraulic hoses. c. Depress the pile slope left switch (S34) on the control stand. d. Observe the open ports of the pile slope cylinders. If a flow of fluid is detected from any cylinder, repack that defective cylinder.

continued

29-32

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

Correction

16. No or slow pile slope right (if equipped with pile slope) (Continued)

9. Defective counterbalance valve cartridge.

9. Replace counterbalance valve cartridge.

10. Defective counterbalance valve.

10. Replace counterbalance valve.

17. No or slow pile slope left (if equipped with pile slope)

1. Defective pile slope rocker switch (S34).

1. Replace pile slope rocker switch (S34).

2. Loose, broken or shorted wire.

2. Isolate and repair wire.

3. 10 amp circuit breaker (CB18) is defective or tripped.

3. Replace or reset circuit breaker (CB18).

4. Loose connection or pin broken at 4. Isolate and repair. electrical connector. 5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compothe pile slope work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective B port pilot cartridge on the pile slope work section.

6. Replace B port pilot cartridge.

7. Defective pile slope work section.

7. Replace or repair right slew work section.

8. The pile slope cylinder packing is defective.

8. To check the pile slope cylinder, perform the following: a. With the attachment fully pile sloped right (the right pile slope cylinders are fully retracted while the left pile slope cylinders are fully extended). b. Slowly remove the hydraulic hoses from the piston ends of the right pile slope cylinders to allow any trapped hydraulic pressure to bleed off. Remove the hydraulic hoses from the rod ends of the left pile slope cylinders. Plug all four hydraulic hoses. c. Depress the pile slope right switch (S34) on the control stand.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-33

Problem

Cause

d. Observe the open ports of the pile slope cylinders. If a flow of fluid is detected from any cylinder, repack that defective cylinder.

17. No or slow pile slope left (if equipped with pile slope) (Continued)

18. Twistlocks drift

Correction

9. Defective counterbalance valve cartridge.

9. Replace counterbalance valve cartridge.

10. Defective counterbalance valve.

10. Replace counterbalance valve.

1. The twistlock cylinder packing is defective.

1. Isolate and repack twistlock cylinder. To isolate the defective cylinder, perform the following: a. With the twistlocks fully unlocked, remove the front cap (located on the top side of the twistlock cylinder) of the left twistlock cylinder and the rear cap of the right twistlock cylinder (located on the top side of the twistlock cylinder). b. Turn the twistlock override switch on and depress the unlock twistlocks micro switch (S31) on the joystick. c. Observe the open ports on the left and right twistlock cylinder. If a flow of fluid is detected from either of the cylinders, this is the bad cylinder and requires repacking.

2. Defective twistlock work section.

29-34

2. Repair or replace twistlock work section.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Container Attachment Structure. The container attachment is a top lift attachment that is constructed of high-strength steel. The container attachment is carefully engineered and ruggedly constructed, although welded steel structures always contain undetectable cracks, especially welded joints. When these joints are subject to fluctuating stresses of significant magnitude, these cracks will grow. This is known as fatigue crack growth. No matter how low the stress levels are kept, some fatigue crack growth will occur in all welded structures. Refer to SIRR in the Appendices for structural inspection of the attachment assembly. Maintenance / Inspections. There are several inspectional requirements which must be performed daily. These inspections must include checking all welds and structural members for cracks. Check all mast mounting hardware and lift chains for damage or loose bolts. Hydraulic hoses and fittings must be checked for leaks and signs of wear or damage. WARNINGS: S Do not climb on the mast, on top of the cab, or on other high places of the container handling truck while performing maintenance. S Always use OSHA approved ladders, stands or manlifts to reach high places on the truck. S Never ride on the platform of the truck. S Do not use a container handling truck as a means to elevate personnel. Expansion Frame Wear Pads 1. Inner Wear Pads (Illustration 29-15). The inner wear pads (6) should be checked monthly or every 250 hours, whichever comes first. Replace any inner wear pads that become cracked, damaged, or worn to 9/16” thickness. The inner wear pads are located on the four inner support locations (see Illustration 29-15). 2. Bottom Slide Pads (Illustration 29-15). The bottom slide pads (7) should be checked monthly or every 250 hours, whichever comes first. Replace any bottom slide pads that become cracked, damaged, or worn to 3/8” thickness. There are two bottom slide pads located on every inner and outer support. Expansion Frame Shimming (Illustrations 29-16 and 29-17). Perform the following procedures to

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

shim the expansion frames. Refer to Illustration 29-15 for the location of the inner and outer supports. 1. Ensure that the weight of the expansion frames is resting on the wear pads and the attachment is extended to the 40 FT. position. WARNINGS: S Do not climb on the mast, on top of the cab, or on other high places of the container handling truck while performing maintenance. S Always use OSHA approved ladders, stands or manlifts to reach high places on the truck. S Do not remove the bolts (1, Illustrations 29-16 and 29-17) from any of the inner or outer supports when adding or removing shims. Only loosen the bolts to insert or remove shims. S If shimming is required, support the weight of the expansion frames before adding ANY shims when the attachment is in the 20 FT. or 40 FT. position. Never loosen bolts (1) without supporting the expansion frames. NOTES: S Replace any inner wear pads (6) that have become cracked, damaged, or worn to 9/16” thickness. If a 1/16” gauge can be inserted between the expansion frame top plate (9) and the bottom of the inner support while the attachment is in the 40 FT. position, the inner wear pad (6) still has wear life and does not have to be replaced. S

Replace any bottom slide pads (7) that have become cracked, damaged, or worn to 3/8” thickness.

2. Refer to Illustration 29-17 and measure the ”D” clearance. This measurement is to be maintained at 1/8” at the inner supports only. a. To install new inner wear pads (6), remove the slide pad keeper (4) and slide pad keeper bar (8) from the inner support. Loosen bolts (1) and remove the worn inner wear pad (6) and replace with a new wear pad. Ensure that the ”B” and ”C” clearances have been maintained to 1/16” before tightening the bolts (1). Tighten bolts (1) to a torque value of 1350 - 1500 ft-lbs.

29-35

EXPANSION FRAME OUTER SUPPORTS

EXPANSION FRAME INNER SUPPORTS

1. 2. 3. 4. 5. 6. 7. 8. 9.

BOLT SLIDE PAD PLATE SHIMS (12 GA.,16 GA., 5/16”) SLIDE PAD KEEPER NUT INNER WEAR PAD BOTTOM SLIDE PAD SLIDE PAD KEEPER BAR EXPANSION FRAME TOP PLATE 10. SLIDE CAP PLATE REAR (TRUCK SIDE)

EXPANSION FRAME OUTER SUPPORTS

RIGHT

9

FRONT

5 5 9 LEFT

3 8

7

2 1

10

COMMON TO EXPANSION FRAME INNER & OUTER SUPPORTS.

6 4

8

COMMON TO EXPANSION FRAME INNER SUPPORTS ONLY.

Illustration 29-15. Expansion Frame Inner and Outer Support Locations

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

EXPANSION FRAME SUPPORTS 20 FT. ATTACHMENT POSITION 1. 2. 3. 4. 5. 6. 7. 8. 9.

BOLT SLIDE PAD PLATE SHIMS (12 GA.,16 GA., 5/16”) SLIDE PAD KEEPER NUT INNER WEAR PAD BOTTOM SLIDE PAD SLIDE PAD KEEPER BAR EXPANSION FRAME TOP PLATE 10. SLIDE CAP PLATE

INNER SUPPORT 6

OUTER SUPPORT 5

5

8 4

3 3

9 2

2 7

7

1

10

1

10

EXPANSION FRAME’S VERTICAL PLATE

EXPANSION FRAME’S VERTICAL PLATE

Illustration 29-16. Expansion Frame Supports

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-37

EXPANSION FRAME SUPPORTS 40 FOOT ATTACHMENT POSITION 1. 2. 3. 4. 5. 6. 7. 8. 9.

BOLT SLIDE PAD PLATE SHIMS (12 GA.,16 GA., 5/16”) SLIDE PAD KEEPER NUT INNER WEAR PAD BOTTOM SLIDE PAD SLIDE PAD KEEPER BAR EXPANSION FRAME TOP PLATE 10. SLIDE CAP PLATE

INNER SUPPORT 6

7

1/8” CLEARANCE

OUTER SUPPORT 5

8

5

7

1/8” CLEARANCE

4

3

3 9 ”D”

”A”

2

2 1

10 1/16” CLEARANCE ”C”

”B”

1/16” CLEARANCE

1/16” CLEARANCE

EXPANSION FRAME’S VERTICAL PLATE

1

10

”C”

”B” 1/16” CLEARANCE

EXPANSION FRAME’S VERTICAL PLATE

Illustration 29-17. Expansion Frame Supports b. To remove the bottom slide pads (7), remove the slide cap plates (10) from the slide pad plate (2). Remove the worn bottom slide pads (7) and replace with new slide pads.

29-38

c. The ”D” clearance is to be maintained at 1/8” by adding or removing shims (3), or by the replacement of the bottom slide pads (7).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

d. To add or remove shims (3), the bolts (1) must be loosened. NOTE: If shimming is required, add or remove shims (3) of equal size to both sides of the expansion frame. e. When the ”D” clearance is adjusted, ensure that the ”B” and ”C” clearances have been maintained to 1/16” (see procedure 4.). If bolts (1) are loosened, tighten bolts to a torque value of 1350 - 1500 ft-lbs. NOTE: Replace any bottom slide pads (7) that have become cracked, damaged, or worn to 3/8” thickness. 3. Refer to Illustration 29-17 and measure the ”A” clearance. This measurement is to be maintained at 1/8” at the outer supports only. a. To remove the bottom slide pads (7), remove the slide cap plates (10) from the slide pad plate (2). Remove the worn bottom slide pads (7) and replace with new slide pads. b. The ”A” clearance is to be maintained at 1/8” by adding or removing shims (3), or by the replacement of the bottom slide pads (7). c. To add or remove shims (3), the bolts (1) must be loosened. NOTE: If shimming is required, add or remove shims (3) of equal size to both sides of the expansion frame. d. When the ”A” clearance is adjusted, ensure that the ”B” and ”C” clearances have been maintained to 1/16” (see procedure 4.). If bolts (1) are loosened, tighten bolts to a torque value of 1350 - 1500 ft-lbs.

slide pad (7) and the expansion frame vertical plate. Tighten bolts (1) to a torque value of 1350-1500 ft-lbs. 5. Raise the attachment off the supports. Then, retract and extend the expansion frames several times. 6. Extend the attachment to the 40 FT. position and recheck the clearances ”A”, ”B”, ”C”, and ”D” stated in the procedures above to ensure that the specified clearances have been achieved. Carriage Slider Beam Wear Pads (Illustration 29-18). The carriage slider beam wear pads must be replaced when they become cracked, damaged or worn to 5/8” thickness. Carriage Main Rollers (Illustration 29-18). The main rollers of the carriage employ greaseable, shielded, tapered roller bearings for increased durability. The carriage main rollers must be greased monthly or every 250 hours, whichever comes first. The carriage main rollers should be inspected for flat spots or evidence of sliding any time the carriage is removed from the inner mast. CAUTION: The roller assemblies must not be over lubricated. Excess grease inside the mast rails may cause the rollers to slide when subjected to a heavy load. If this happens, a flat spot will be worn on the rollers and the rollers will continue to slide until replaced with new rollers. Lubrication. Refer to the Lubrication section in the Appendices for information on lubricating the attachment.

NOTE: Replace any bottom slide pads (7) that have become cracked, damaged, or worn to 3/8” thickness. 4. These measurements are to be maintained at 1/16”. If the ”B” or ”C” clearance is not 1/16” on each side of the expansion frame vertical plate, replace the bottom slide pads (7), or loosen bolts (1) and adjust (slide in or out) the slide pad plates (2) until the ”B” and ”C” clearances measures 1/16” between the bottom

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-39

SLIDER BEAM WEAR PADS

MAIN ROLLERS

Illustration 29-18. Carriage

29-40

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 29-19. Main Attachment Junction Box

06A-2436 SHT. 05

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-41

Illustration 29-20. Attachment Left End Junction Box

06A-2436 SHT. 06

29-42

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 29-21. Attachment Right End Junction Box

06A-2436 SHT. 07

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-43

Illustration 29-22. Attachment Hydraulic Supply Circuit

BULKHEAD PLATE

SUPPLY FLOW FROM AUXILIARY PUMP

RETURN TO HYDRAULIC RESERVOIR

22A-3518 SHT. 02

29-44

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 29-23. Side Shift Hydraulic ANSI Circuit

22A-3518 SHT. 04

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-45

Illustration 29-24. Left Slew and Right Slew Hydraulic ANSI Circuit

22A-3518 SHT. 05

29-46

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 29-25. Expansion Hydraulic ANSI Circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-47

29-48

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22A-3518 SHT. 06

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-49

Hoist Circuit

29-50

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 29-26. Twistlock Hydraulic ANSI Circuit

22A-3518 SHT. 07

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-51

Illustration 29-27. Pile Slope Hydraulic ANSI Circuit

22A-3518 SHT. 08

29-52

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN FOLDER ENVELOPES: Illustration 29-28 - 06A2436 SHT. 10 (ANSI) Illustration 29-29 - 06A2436 SHT. 11 (Attachment Control ANSI Circuit) Illustration 29-30 - 22A3518 SHT. 1 (Shop) Illustration 29-31 - 22A3518 SHT. 3 (ANSI)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-53

Hoist Circuit

29-54

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Container Attachment (Twistlocks and Pin System) Introduction. This section contains electrical, hydraulic, and mechanical operational information for the optional pin system attachment. Pin Mode Operation (Illustration 29-60) This section explains the electrical operation of the pin mode. Depressing the mode select switch to select the pin mode, will send 12 VDC from the mode select switch down wire #286 to the coil of the pin mode relay (K47, pin 14) energizing the relay. When K47 energizes, 12 VDC at the common pin #9 is sent out pin #5 to the coil of the interlock relay (K14, pin #14), energizing K14. When K14 energizes, ground, present at pin #5, is sent out the common pin #9 to the coils of the unlock and lock relays (K6 and K7, pin #13). Neither K6 nor K7 will energize until 12 VDC is placed on pin #14 of their coils. Additionally, 12 VDC on wire #286 is sent to the coil of the pin mode relay (K33, pin 14) energizing K33. When K33 energizes, 12 VDC at common pin #9 is sent out pin #5 on #281, energizing the blue lights (PIN MODE). Additionally, 12 VDC on wire #286 is sent to the coil of the valve select relay (K42, pin #14) energizing the relay. K42, in an energized state, will send electrical control signals to the Clamp work section instead of the twistlock work section. Depressing the Clamp / Unclamp micro switch to the Unclamp position will send 12 VDC down wire #202 to the coil of the Unlock relay (K6, pin 14). This will energize K6, provided the ground from the interlock relay (K14, pin 9) is present on pin #13 of the coil of relay K6. When K6 energizes, 12 VDC at the common pin #9 is sent out pin #5, down wire #222 to the coil of the unlock relay (K49, pin 14). K49 will energize and send 12 VDC from pin #9 out pin #5 down wire #282 to the unlock interlock relay (K48, pin 5). K48 will energize when the amber on container light is illuminated. When K48 energizes, 12 VDC present at pin #5 will be sent out pin #9, down wire #282 to the reset coil of the clamp pressure achieve relay (K41). This will reset K41 and open the contacts of pins 10 and 5, removing the 12 VDC from the Green container light (clamp). Additionally, the unlock interlock relay (K50) will de-energize. 12 VDC on wire #282 is sent to pin #12 of the valve select relay (K42). K42 is energized while in the pin mode of operation. 12 VDC present at pin #12 is sent out on pin #8, down wire #255 to the solenoid on the B port side of the clamp work sec-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

tion. The solenoid on the B port side will form an electro-magnet when energized. This shifts the pilot spool cartridge, allowing pilot pressure to shift the main spool of the work section. This will divert system hydraulic oil to the drive motor. The carriage assemblies will be moved outward. The carriage assemblies will extend until the expansion carriage out proximity switches sense their targets. The right hand side of the attachment operates as follows: 12 VDC is present at red wire of proximity switch (S67). Ground is present on the orange wire #211. The 12 VDC present on the red wire is used for proximity switch operation only. When the proximity switch is targeted, it will close the internal contacts of the white and orange wires. When S67 senses its target, ground is sent from the orange wire #211 to the white wire #264. This ground is sent to the coil of the right beam extended relay (K38, pin 13). This energizes K13. Pins (12 and 8) of relay K38 will close and pins (9 and 1) will open. This removes 12 VDC from the SPVR valve and stops the flow of hydraulic oil to the motor. Depressing the Clamp / Unclamp micro switch to the Clamp position will send 12 VDC down wire #203 to the coil of the Lock relay (K7, pin 14). This will energize K14 provided the ground from the interlock relay (K14, pin 9) is present on pin #13 of the coil of relay K7. When K7 energizes, 12 VDC at the common pin #9 is sent out pin 5 down wire #223 to pin 9 of the valve select relay (K42). K42 will be energized in the pin mode. In an energized state, pin 9 is connected to pin 5 of K42. 12 VDC on pin 9 is sent out pin 5 down wire #256 to the solenoid on the A port side of the clamp work section. The solenoid on the A port side will from an electro-magnet when energized. This shifts the pilot spool cartridge, allowing pilot pressure to shift the main spool of the work section. This will divert system hydraulic oil to the drive motor. The carriage assemblies will be moved inward. The carriage assemblies will come in until they contact the stop plate when not on a container. When clamping to a container, the clamp proximity switches (S65, S70, S59, and S63) will sense the container and energize. The proximity switches are paired together and in series; each set controlling a relay. The right hand side of the attachment operates as follows: 12 VDC is present at both the white and red wires of proximity switch (S65). 12 VDC is present on the red wire only of proximity switch (S70). The 12 VDC present on the red wire is

29-55

used for proximity switch operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S65 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #260. This voltage is sent to the white wire #260 of S70. When S70 senses its target, the internal contacts close and the 12 VDC on wire #260 is sent out orange wire #261 to coil of the right side pins locked relay (K40, pin 14), energizing K40. This connects pins 9 and 5 of relay K40. The Left hand side of the attachment operates as follows: 12 VDC is present at both the white and red wires of proximity switch S59. 12 VDC is present on the red wire only of proximity switch (S63). The 12 VDC present on the red wire is used for proximity switch operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S59 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #262. This voltage is sent to the white wire #262 of S63. When S63 senses its target, the internal contacts close and the 12 VDC on wire #262 is sent out orange wire #277 to the coil of the left side pins locked relay (K39, pin 14), energizing K39. This connects pins 9 and 5 of relay K39. 12 VDC present at pin 9 of relay K39 is sent out pin 5 to the right side pins locked relay (K40, pin 9). K40 is energized by the right hand side proximity switches. The left hand side proximity switches energize K39. The signal from K39 must pass through an energized K40 down wire #283 to a normally open 1300 psi pressure switch. When 1300 psi of clamping pressure is achieved, then the pressure switch will close and send the 12 VDC down wire #276 to the set coil of the clamp pressure achieved relay (K41). This will set the relay and connect pins 10 and 5. 12 VDC is present at pin 10 of relay K41. The 12 VDC is sent out pin 5 down wire #233. 12 VDC on wire #233 will energize the green Clamp lights and energize relay K50. The Left hand side of the attachment operates as follows: 12 VDC is present the red wire of proximity switch S61. Ground is present on the orange wire #211. The 12 VDC present on the red wire is used for proximity switch operation only. When the proximity switch is targeted, it will close the internal contacts of the white and orange wires. When S61 senses its target, ground is sent from the orange wire #211 to the white wire #265. This ground is sent to the coil of the left beam

29-56

extended relay (K37, pin 13). This energizes K37. Pins (12 and 8) will close and pins (9 and 1) will open. This removes 12 VDC from the SPVL valve and stop the flow of hydraulic oil to the motor. 12 VDC present at pin 12 is sent out pin 8 to pin 12 of the right beam extended relay (K38). K38 energized when the right carriages extended. 12 VDC present at pin 12 of K38 is sent out pin 8, down wire number #263A to pin 9 of the wide twistlock relay (K46). K46 is de-energized in the pin mode of operation. 12 VDC, present at pin 9, is sent out pin 1, down wire #263B and wire #237 to the coil of the work light relay (K19, pin 7), energizing relay K19. 12 VDC present at pins (5 and 6) is sent out pins 3 and 4 respectively, down wire #242, illuminating the twistlock work lights and the red unclamp container lights. Amber Light Operation (On Container). The amber light operates as follows: 12 VDC is present at both the white and red wires of proximity switch S66. 12 VDC is present on the red wire only of proximity switches (S69, S60, and S62). The 12 VDC present on the red wires is used for proximity switch operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S66 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #266. This voltage is sent to the white wire #266 of S69. When S69 senses its target, the internal contacts close and the 12 VDC on wire #266 is sent out orange wire #267 to S60 on the white wire #267. When S60 senses its target, 12 VDC is sent from the white wire #267 to the orange wire #268. This voltage is sent to the white wire #268 of S62. When S62 senses its target, the internal contacts close and the 12 VDC on wire #268 is sent out the orange wire #269 to the coil of the on container relay (K32, pin 14), energizing K32. When K32 energizes, 12 VDC present at the common pin 9 is sent out pin 5 on wire #241 to the coil of the unlock interlock relay (K48, pin 14), energizing K48. Additionally, 12 VDC on wire #241 is sent to the amber on container lights. Twistlock Circuit Operation (Pin System) (Illustration 29-59) The amber container light must be illuminated in order to lock or unlock the twistlocks. The Mode select switch must be in the twistlock mode. To lock or unlock the twistlocks, depress the twistlock lock / unlock switch (S31). 12 VDC will be sent on wire #203 (lock twistlocks) or wire #202 (unlock

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

twistlocks) to relay (K7 or K6). The twistlock interlock relay (K14) must be energized and send ground to the coils of relays (K6 and K7). When 12 VDC is placed on the coils of K6 or K7. 12 VDC will be sent from pin 9 to pin 5 on wire #223 (lock twistlocks) or wire #222 (unlock twistlocks), through the valve select relay (K42). K42 must be de-energized to send control signals to the twistlock work section. The 12 VDC signal passes through a de-energized K42 to either the A port or B port of the twistlock work section (WS5) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, the main attachment fluid flow is diverted to the twistlock cylinders to lock or unlock the twistlocks. When the twistlocks are fully locked and the attachment is down on a container, the green and amber container lights will be illuminated. When the twistlocks are fully unlocked and the attachment is down on a container, the red and amber container lights will be illuminated. Refer to Attachment Interlock Logic For Container Lights Operation for the red, green and amber container lights interlock operation. In the event of an emergency or while maintenancing the truck, a twistlock override switch (S35) can be held in position to override the interlock (amber container light circuitry) to allow the operator to lock or unlock the twistlocks.

RED LIGHT (TWISTLOCKS UNLOCKED)

GREENLIGHT (TWISTLOCKS LOCKED)

AMBER LIGHT (ON-CONTAINER)

BLUE LIGHT (PIN MODE)

the operator with a visual indication of interlock logic for attachment operation. The following list describes the function of each container light: 1. Red Light. This light illuminates when the twistlocks are fully unlocked (additionally, the work lights on the attachment will be illuminated). 2. Green Light. This light illuminates when the twistlocks are fully locked. 3. Amber Light. This light illuminates when the attachment is fully on the container and twistlocks are in the container’s corners. 4. Blue Light. This light illuminates when the pin mode of operation has been selected. This light will blink when the attachment is in the wide twistlock (WTP) mode of operation. Attachment Interlock Logic For Container Lights Operation (Illustration 29-59) Red Light. Under normal operation, the red container light will be the only light illuminated when approaching the container. Limit switches (S45, S48, S37 and S40) will be closed. From here, the following will happen: 1. Ground is present pin 8 of limit switch (S45). When the twistlocks are fully unlocked and the limit switches are tripped, the following occurs: a. Ground at pin 8 of limit switch (S45) will be sent out pin 7, down wire #234 to pin 3 of limit switch (S48). b. Ground at pin 3 of limit switch (S48) is sent out pin 4, down wire #235 to pin 4 of limit switch (S37). c. Ground at pin 4 of limit switch (S37) is sent out pin 3, down wire #236 to pin 7 of limit switch (S40). d. Ground at pin 7 of limit switch (S40) is sent out pin 8, down wire #278 to the coil of relay (K36). If the carriages are fully retracted, K36 will have 12 VDC on its coil and will energize. This will place 12 VDC on wire #237.

Illustration 29-32. Container Lights Container Lights (Illustration 29-32). The container lights are used to aid the operator in the safe operation of the attachment. They provide

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

e. 12 VDC on the wire #237 is sent to terminal #1 of diode bank (DB5). 12 VDC will pass from terminal #1 to terminal #2 of DB5 to the Red container light, illuminating the light. Additionally, 12 VDC on terminal #1 of DB5 is jumpered to terminal #5 of

29-57

DB3. 12 VDC will pass from terminal #5 to terminal #6 of DB3 down wire #289 to the controller enable relay (K20, refer to Relay K20 Operation in this section). Additionally, the 12 VDC on wire #237 will provide operating power to the 40-ft. expand switch (S32) and the 20-ft. retract switch (S33). 12 VDC on wire #237 also energizes the work light relay (K19). K19 will energize, connecting pins 5 to 3 and 6 to 4. 12 VDC at pin 5 will pass out pin 3, down wire #242 to the left work light (DS32), illuminating it. 12 VDC at pin 6 will pass out pin 4, down wire #242 to the right work light (DS33), illuminating it. Additionally, 12 VDC at pin 4 of relay (K19) is sent down wire #242 to the red container light mounted on the attachment, illuminating the light. Green Light. Once the attachment twistlocks are fully locked, the twistlock lock limit switches (S44, S47, S36, and S39) will be energized. From here, the following will happen: 1. Ground is present pin 4 of limit switch (S44). When the twistlocks are fully unlocked and the limit switch (S44) is tripped, the following occurs: a. Ground at limit switch (S44) pin 4 will be sent out pin 3, down wire #230 to pin 7 of limit switch (S47). b. Ground at pin 7 of limit switch (S47) is sent out pin 8, down wire #231 to pin 8 of limit switch (S36). c. Ground at pin 8 of limit switch (S36) is sent out pin 7, down wire #232 to pin 3 of limit switch (S39). d. Ground at pin 3 of limit switch (S39) is sent out pin 4, down wire #279 to the coil of relay (K35). If the carriages are fully retracted, K35 will have 12 VDC on its coil and will energize. This will place 12 VDC on wire #233. e. 12 VDC on the wire #233 is sent to terminal #3 of diode bank (DB5). 12 VDC will pass from terminal #3 to terminal #4 of DB5 to the Green container light, illuminating the light. Additionally, 12 VDC on terminal #3 of DB5 is jumpered to terminal #1 of DB3. 12 VDC will pass from terminal #1 to terminal #2 of DB3 down wire #289 to

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the controller enable relay (K20, see Relay K20 Operation in this section). Additionally, 12 VDC on wire #233 will be sent to the red container light mounted on the attachment, illuminating the light. Amber Light. Once the attachment twistlocks are fully in the corners of the container, the on-container proximity switches (S46, S49, S38, and S41) will be energized. From here, the following will happen: 1. 12 VDC will be present at the red and white wires of proximity switch (S46). 12 VDC will also be present on the red wires of proximity switches (S49, S38, and S41). 2. When the proximity switches (S46, S49, S38, and S41) are sensing their targets (red L.E.D. is illuminated on the back of the proximity switches), the following occurs: a. 12 VDC at the white wire #200 of proximity switch (S46) will be sent on the orange wire #238 to the white wire #238 of proximity switch (S49). b. The 12 VDC on the white wire #238 is sent out the orange wire #239 of proximity switch (S49) to the white wire #239 of proximity switch (S38). c. The 12 VDC on the white wire #239 is sent out the orange wire #240 of proximity switch (S38) to the white wire #240 of proximity switch (S41). d. The 12 VDC on the white wire #240 is sent out the orange wire #280 of proximity switch (S41) to the coil of relay K32 (on container relay). K32 will energize, and send 12 VDC down wire #241 to the coil of relay K48 (unlock interlock relay) and to the amber on-container light mounted on the attachment, illuminating the light. Additionally, 12 VDC on wire #241 is sent to terminal #5 of diode bank (DB4). 12 VDC at terminal #5 will pass out terminal #6 to pin 14 of the twistlock interlock relay (K14), energizing K14. Ground at pin 5 of K14 is sent out pin 9 to pin 13 of the lock and unlock relays (K7 and K6). 12 VDC on wire #241 is also sent to pin 1 of relay (K54) and jumpered to terminal #5 of diode bank (DB5). 12 VDC at terminal #5 will pass out terminal #6 of DB5 down wire

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

#241A, illuminating the amber on-container light. The amber on-container light must be illuminated in order to lock or unlock the twistlocks with the twistlock lock / unlock switch (S31). During maintenance or emergencies, the on-container proximity switches may or will not be capable of seeing the targets which activate them (four corner plungers). A twistlock override switch (S35) is designed into the circuit for this reason (refer to Twistlock Override). When locking onto a container, the red container light will go out as soon as the twistlocks rotate from the fully unlocked position. The amber on-container light will remain illuminated. Once the twistlocks are in their fully locked position, limit switches (S44, S47, S36, and S39) will be energized, illuminating the green container light and the amber on-container light will remain illuminated. Once the container is lifted, there is enough play designed into the plungers, allowing the plungers to drop down which will de-energize the four on-container proximity switches to turn off the amber container light, de-energizing relay (K14). Relay K20 Operation (Illustrations 22-15 and 29-59). Relay K20 operates as follows: illumination of the red or green container light will send 12 VDC through diode bank (DB3). The diodes are used to isolate the red container light from the green container light. From here, the 12 VDC will be placed on wire #289 to pin 86 of the controller enable relay (K20), energizing the relay provided the seat belt is fastened. When K20 energizes, 12 VDC (supplied from CB15 to pin 30) will be sent out pin 87 of K20 down wire #79. This will energize the controller enable solenoid valve (CDS) and allow pilot pressure, present at port 3, to pass out port 1 of this valve, and supply pilot pressure to the joystick for lift / tilt hydraulic functions. When the Green or Red container light is not illuminated, 12 VDC will not be supplied to pin 86 of relay K20 and K20 will not energize unless the override switch is activated. The override switch is a key type switch that must be held in its closed state to override the interlock operation of the Red, Green, and Amber container lights. 12 VDC is supplied to the B post of the override switch from circuit breaker (CB18). Activation of the override switch will send 12 VDC from the B post out the S post of the override switch and down wire #221 to terminal #3 of diode bank (DB4). Terminals #1 and #3 of DB4 are jumpered together. 12 VDC at terminal #3 will be sent out

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

on terminals #2 and #4. 12 VDC at terminal #4 of DB4 will be sent to the output side of DB3. The outputs of DB3 are all jumpered together (terminals #2, #4, and #6). These outputs are connected to wire #289. 12 VDC on wire #289 will energize the controller enable relay (K20), provided the seat belt is fastened. 12 VDC at terminal #2 of DB4 is sent down wire #241 to pin of relay (K54). Pin 1 of K54 is connected to terminal #5 of DB5. 12 VDC at terminal #5 will pass out terminal #6 of DB5 down wire #241A, energizing the amber on-container light. Attachment Work Lights (Illustration 29-59). The two attachment work lights are powered by relay (K19). When relay (K19) is de-energized, the internal switch connects pins (9 and 1) and pins (12 and 4) completing the circuit of both sets of pins. When the relay is energized, the coil shifts the switch, connecting pins (9 and 5) and pins (12 and 8) completing the circuit of both sets of pins. This allows the 12 VDC, that was present on pin 12, to be sent on wire #242 to energize the left work light (DS32). Additionally, the 12 VDC, that was present at pin 9, will be sent on wire #242 to energize the right work light (DS33). Twistlock Override (Illustration 29-59). There is a key-type override switch, located on the back of the control stand, that is to be used only to bypass the interlock (amber container light circuitry) for maintenance or emergency. The override switch must be held in position to override the interlock (amber container light circuitry) which will illuminate the amber container light, enabling the operator to lock and unlock the twistlocks by depressing either the twistlock lock or unlock micro switch. WARNING: The twistlock override switch should only be used while maintenancing the machine or in an emergency. Component Troubleshooting Circuit Breakers. Circuit breakers are employed in the electrical system and act similar to fuses, protecting the electrical circuits and valuable components from overloads which could damage them. Perform the following troubleshooting procedures to troubleshoot a circuit breaker. 1. Turn the ignition key to the “Ignition” position. 2. If the circuit breaker is tripped, reset the circuit breaker.

29-59

3. If the circuit breaker immediately retrips, remove all wires from the output side (load side) of the circuit breaker. 4. Reset the circuit breaker. If the circuit breaker retrips, the circuit breaker is bad and must be replaced. 5. If the circuit breaker maintains a set state, one of the output circuits is shorted. Reconnect the wires one by one to the output side (load side) until the circuit breaker trips. Troubleshoot the circuit of the wire, that tripped the circuit breaker, for a short. 6. Isolate and remove the short from the circuit. Wide Twistlock Mode Operation (Illustration 29-60) This section explains the electrical operation of the wide twistlock mode. Depressing the mode select switch to select the pin mode, will send 12 VDC from the mode select switch down wire #286 to the coil of the pin mode relay K47 (pin 14) energizing the relay. When K47 energizes, 12 VDC at the common pin #9 is sent out pin #5 to the coil of the interlock relay K14 (pin #14), energizing K14. When K14 energizes, ground, present at pin #5, is sent out the common pin #9 to the coils of the unlock and lock relays (K6 and K7, pin #13). Neither K6 nor K7 will energize until 12 VDC is placed on pin #14 of their coils. Additionally, 12 VDC on wire #286 is sent to the coil of the pin mode relay (K33, pin 14) energizing K33. When K33 energizes, 12 VDC at common pin #9 is sent out pin #5 on #281, energizing the blue lights (PIN MODE). Additionally, 12 VDC on wire #286 is sent to the coil of the valve select relay (K42, pin #14) energizing the relay. K42 in an energized state will send electrical control signals to the Clamp work section instead of the twistlock work section. Depressing the Clamp / Unclamp micro switch to the Unclamp position will send 12 VDC down wire #202 to the coil of the Unlock relay (K6, pin 14). This will energize K6, provided the ground from the interlock relay (K14, pin 9) is present on pin #13 of the coil of relay K6. When K6 energizes, 12 VDC at the common pin #9 is sent out pin #5, down wire #222 to the coil of the unlock relay (K49, pin 14) K49 will energize and send 12VDC from pin #9 out pin #5 down wire #282 to the unlock interlock relay (K48, pin 5). K48 will energize when the amber on container light is illumi-

29-60

nated. When K48 energizes, 12 VDC present at pin #5 will be sent out pin #9, down wire #282 to the reset coil of the clamp pressure achieve relay (K41). This will reset K41 and open the contacts of pins 10 and 5, removing the 12 VDC from the Green container light (clamp). Additionally, the unlock interlock relay (K50) will de-energize. 12 VDC on wire #282 is sent to pin #12 of the valve select relay (K42). K42 is energized while in the pin mode of operation. 12 VDC present at pin #12 is sent out on pin #8, down wire #255 to the solenoid on the B port side of the clamp work section. The solenoid on the B port side will form an electro-magnet when energized. This shifts the pilot spool cartridge, allowing pilot pressure to shift the main spool of the work section. This will divert system hydraulic oil to the drive motor. The carriage assemblies will be moved outward. The carriage assemblies will extend until the expansion carriage out proximity switches sense their targets. The right hand side of the attachment operates as follows: 12 VDC is present at red wire of proximity switch (S67). Ground is present on the orange wire #211. The 12 VDC present on the red wire is used for proximity switch operation only. When the proximity switch is targeted, it will close the internal contacts of the white and orange wires. When S67 senses its target, ground is sent from the orange wire #211 to the white wire #264. This ground is sent to the coil of the right beam extended relay (K38, pin 13). This energizes K13. Pins 12 and 8 of relay K38 will close and pins (9 and 1) will open. This removes 12 VDC from the SPVR valve and stops the flow of hydraulic oil to the motor. Depress the WTP select switch. This will send 12 VDC down wire #287 to pin 14 of relay K45. K45 will energize, connecting pins 12 to 8 and 9 to 5 of the relay. Additionally, 12 VDC is sent to pin 14 of relay K46, connecting pin 9 to pin 5. Depressing the Clamp / Unclamp micro switch to the Clamp position will send 12 VDC down wire #203 to the coil of the Lock relay (K7, pin 14). This will energize K14 provided the ground from the interlock relay (K14, pin #9) is present on pin #13 of the coil of relay K7. When K7 energizes, 12 VDC at the common pin #9 is sent out pin #5 down wire #223 to pin #9 of the valve select relay (K42). K42 will be energized in the pin mode. In an energized state, pin #9 is connected to pin #5 of K42. 12 VDC on pin #9 is sent out pin #5 down wire #256 to the solenoid on the A port side of the clamp work section. The solenoid on the A port

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

side will from an electro-magnet when energized. This shifts the pilot spool cartridge, allowing pilot pressure to shift the main spool of the work section. This will divert system hydraulic oil to the drive motor. The carriage assemblies will be moved inward until they target the WTP proximity switches (S64 and S58). The right hand side of the attachment operates as follows: 12 VDC is present on the red wire #200 of proximity switch (S64). Ground is present on the white wire #211 of proximity switch (S64). The 12 VDC present on the red wire is used for proximity switch operation only. When the proximity switch is targeted, it will close its internal contacts of the white and orange wires. When S64 senses its target, ground is sent from the white wire #211 to the orange wire #272. This ground is sent to pin 9 of relay (K45). K45 was energized by the WTP switch, connecting pins 9 and 5. Ground present at pin 9 will be sent out pin 5, down wire #264 to pin 13 of relay (K43), energizing K43. This will connect pins 12 to 8 and 9 to 5. The Left hand side of the attachment operates as follows: 12 VDC is present on the red wire #200 of proximity switch (S58). Ground is present on the white wire #211 of proximity switch (S58). The 12 VDC present on the red wire is used for proximity switch operation only. When the proximity switch is targeted, it will close its internal contacts of the white and orange wires. When S58 senses its target, ground is sent from the white wire #211 to the orange wire #273. This ground is sent to pin 12 of relay (K45). K45 was energized by the WTP switch, connecting pins 12 and 8. Ground present at pin 12 will be sent out pin 8, down wire #265 to pin 13 of relay (K37) and to pin 13 of relay (K44), energizing both relays. When K44 energizes, 12 VDC present at pin 9 is sent out pin 5 to relay (K43, pins 9 and 12). Relay (K43) will energize when the right side WTP proximity switch (S64) senses its target. When relay (K43) energizes, pin 12 is connected to pin 8 and pin 9 is connected to pin 5. 12 VDC, present at pin 12 of K43 (from K44), will be sent out pin 8, down wire #281A to the flasher (for blue light). 12 VDC, present on wire #281A will cause the blue light to blink on and off, signifying that the twistlocks are in position for WTP operation. Selecting Twistlock Mode Operation. Refer to Twistlock Circuit Operation (Pin System) in this section for circuit analysis.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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WASHER

cylinder out of the way.

BOLT BOLT

ROD END

5. Remove the bolt clamping the bellcrank to the twistlock. 6. Remove the bellcrank and key from the twistlock.

WASHERS

7. Drive out the spring pin securing the slotted nut to the twistlock.

BELLCRANK

8. Remove the slotted nut from the twistlock. Support the twistlock and guide block as the slotted nut is removed. 9. Lower the twistlock and guide block from the twistlock housing.

SLOTTED NUT SPACER GREASE FITTING

SPRING PIN RACE

Illustration 29-33. Twistlocks Removal Twistlocks Removal The following procedures describe the removal, inspection, installation, and adjustment of the twistlock assemblies: 1. Position the truck on a hard, level surface, apply the parking brake, and block the wheels in both directions to prevent movement of the truck. 2. Lower the attachment to its lowest position. Extend the attachment to its 40 ft. position. Using the pile slope function, pivot the desired end of the attachment towards the ground. This allows access to the twistlocks from ground level. 3. Shut off the engine and Lock Out & Tag Out the truck. WARNING: Death or Serious injury can occur from falls. Always use OSHA approved ladders, stands or manlifts to reach high places on the truck 4. Remove the bolt from the rod end of the twistlock cylinder. Rotate the rod end and twistlock

29-62

NOTE: The twistlock guide spacer and inner bearing and race will remain within the housing. 10. Remove the spacer and the inner bearing from the housing. 11. Inspect the outer race for damage. If damaged, use a suitable punch to drive the outer race from the twistlock housing and replace. Twistlocks Inspection 1. Magnetic particle test the twistlocks (refer to the Preventive Maintenance chart in the Appendices). 2. Check all threaded parts for damaged or stripped threads. Replace parts found to be unserviceable. Twistlocks Installation 1. Install the twistlock into the guide block. 2. Install the twistlock and guide block into the twistlock housing. 3. Prior to inserting the twistlock and guide block into the housing, add guide block spacers at the top of the guide block (over the twistlock) to obtain 1 11/16” from bottom of twistlock housing to the lifting surface of the twistlock (see Illustration 29-35). Repeat this procedure until the required 1 11/16” measurement is obtained. 4. Install the inner bearing and spacer. 5. Hand tighten the slotted nut down until it bottoms out, align the slotted nut with the hole drilled through the twistlock, and install the spring pin.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

BELLCRANK

SPRING PIN SLOTTED NUT

SPACER SPACERS INNER RACE

OUTER RACE

GUIDE BLOCK

KEY

TWISTLOCK

Illustration 29-34. Twistlock Parts

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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4. Shut off the engine. Lock Out and Tag Out the truck. WARNING: Death or Serious injury can occur from falls. Always use OSHA approved ladders, stands or manlifts to reach high places on the truck.

1--11/16”

Illustration 29-35. Twistlocks Parts CAUTION: Do not over tighten the slotted nut. The twistlock must rotate freely. 6. Install the bellcrank and key onto the twistlock. NOTE: Align the bellcrank with the slot of the twistlock so that the locking bolt can be installed. 7. Install the bolt through the bellcrank. Install and tighten the nut. 8. Apply LoctiteR 277 to the threads of the rod end / bellcrank bolt. 9. Position the rod end over the bellcrank and install the washers and bolt. Torque bolt to 150 ft-lbs. Side Pin Removal 1. The twistlock guide housing and twistlock must be removed for replacement of the side pin.

SIDE PIN

Illustration 29-36. Side Pin Removal 5. Remove the bolts and the side pin from the expansion carriage. 6. Use a tap and die to remove all LoctiteR residue from the bolts, and the threaded mounting holes of the expansion carriage. Side Pin Inspection 1. Inspect all threaded parts for damaged or stripped threads, and repair light damage with thread chasers. Replace parts found to be unserviceable.

2. Position the truck on a hard level surface, apply the parking brake, and block the wheels in both directions to prevent movement of the truck. 3. Lower the attachment to its lowest position. Extend the attachment to its 40 ft. position. Using the Pile slope function, pivot the desired end of the attachment towards the ground. This allows access of the twistlocks and side pin from ground level.

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

eter is worn more than 1.580” (.160” of the original dimension), replace the pin. Side Pin Installation 1. Seat the pin into the housing. 2. Apply LoctiteR to the threads of the mounting bolts. Install the bolts and flatwashers. 3. Torque the six mounting bolts to 210 ft-lbs. 4. Perform the Twistlocks Installation procedures found in this section. 2.250” 2.251”

Illustration 29-37. Pilot Hole Inspection 2. Inspect the pilot hole in the twistlock housing. The original diameter is 2.250” / 2.251” (see Illustration 29-37). The pilot hole must be concentric (round).

5. The pin (Clamp) proximity switches should be checked for proper operation any time the side pin has been removed before placing the truck into service. Pin Clamp Proximity Switch Adjustments Complete the following procedures to check and adjust the clamp proximity switches: 1. Position the truck on a hard level surface, apply the parking brake, and block the wheels in both directions to prevent movement of the truck. 2. Lower the attachment to its lowest position. Extend the attachment to its 40 ft. position. Using the pile slope function, pivot the desired end of the attachment towards the ground. This allows access of the twistlocks from ground level. WARNING: Death or Serious injury can occur from falls. Always use OSHA approved ladders, stands or manlifts to reach high places on the truck.

MINIMUM ALLOWABLE DIAMETER 1.590”

Illustration 29-38. Pilot Hole Inspection 3. Inspect the side pin. The original diameter of the side pin is 1.745” ± .005”. The pin can be rotated as it wears. When the diameter is worn more than 1.660” (.080” of the original dimension), rotate the pin 180 degrees. The pin can only be rotated once. When the diam-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

3. Position 4 metal objects in front of the clamp proximity switches. Use grease or tape to secure the metal object in front of the proximity switches. This procedure will require repeating procedure 2. for both end beams. 4. Shut off the engine and turn the ignition switch to the Ignition position (One click). 5. The Green locked light will illuminate if all 4 proximity switches are operating properly and the clamp pressure switch (SPS) is made. NOTES: S The L.E.D., located on the back of the proximity switch, will illuminate when the proximity

29-65

switch is targeted. This does not signify that the internal contacts of the proximity switch have switched and does not prove the proximity switch is operational. S

If desired, jumper the two wires of the clamp pressure switch together. This will simulate that clamp pressure has been achieved. With all 4 clamp proximity switches targeted, the green container light should illuminate.

3. Tag and disconnect all electrical connections to the carriage assembly. 4. Provide a suitable lifting device capable of supporting approximately 800 pounds and attach it to the carriage assembly. 5. Provide a suitable container to catch draining hydraulic fluid. Tag, disconnect, and plug the two hydraulic hoses to the twist lock cylinder. CAUTION: Dispose of drained hydraulic fluid in accordance with federal and local regulations.

PROXIMITY SWITCH

6. Disconnect the power track from the carriage assembly. SIDE PIN

GREASE RELIEF CLAMP

MOUNTING BOLT

SET SCREW 30˚

Illustration 29-39. Proximity Switch Adjustment 6. To adjust the proximity switches, remove the outside setscrew and loosen the inner setscrew (see Illustration 29-39). This will allow the proximity switch to slide in and out of the slot. 7. With a metal object approximately 1/8” in front of the proximity switch aperture, move the proximity switch in or out until the L.E.D. illuminates. Tighten the setscrews with the proximity switch at this location. Repeat procedures 5. and 6. for the remaining clamp proximity switches. Pin System Expansion Carriage Removal 1. Lower the attachment to its lowest position. Select Pin mode of operation and extend the expansion carriages. 2. Apply the parking brakes, block the wheels to prevent movement in either direction, and Lock Out & Tag Out the truck.

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GREASE FITTING

FLANGE NUT GREASE RESERVOIR

Illustration 29-40. Grease Reservoir 7. Remove the clamp from the grease reservoir. 8. Remove the nuts, bolts, flatwashers, and spacers from the flange assembly. 9. Rotate the flange assembly 30 degrees to align it with the through slots of the carriage (see Illustration 29-40). 10. Remove the two bolts securing the stop plate to the lug beam assembly. 11. Apply enough tension to the lifting device to support to carriage assembly. 12. Slowly pull the carriage from the lug beam. Once the carriage is clear of the lug beam, move the carriage to a prepared work area.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

MOTOR

TENSION BOLT

DRIVE MOTOR

SPLIT NUT SCREW

DRIVE ASSEMBLY

TRUNNION

GREASE FITTING

LOCKING BOLT

Illustration 29-41. Drive System

DRIVE LINE ASSEMBLY

Illustration 29-42. Drive Assembly Removal

Expansion Carriage Drive System Removal Perform the following procedures for removal of the drive: 1. Fully open the carriage assemblies. 2. Remove the grease reservoir.

TACK WELD

LOCK PLATE

TRUNNION

3. Remove the spring pin from the slotted nut (located on the end of the screw). 4. Remove the slotted nut from the screw assembly. 5. Remove the two mounting bolts from the flange nut. 6. Remove the slotted nut from the screw. 7. Remove the tension bolt from the drive assembly. 8. Remove the two mounting bolts securing the drive motor to the lug beam.

TACK WELD TRUNNION MOUNT WELDMENT

Illustration 29-43. Trunnion And Screw Removal

9. Pull the drive motor away from the motor mount as far as possible. This should allow enough clearance to swivel and pull the drive assembly on the opposite side of the motor mount free of the drive motor.

10. Remove the locking bolts from the split nut and remove the split nut from the screw.

NOTE: If additional clearance is required, slightly cock the motor. Remove the drive assembly and key from the screw. Retain the key for re-assembly.

12. Grind the tack welds off the locking plates (located on the trunnion mount weldment, see Illustration 29-43).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

11. Attach an appropriate lifting device capable of supporting 100 pounds to the trunnion and screw assembly.

13. Grind off the tack welds from the base of the trunnion weldments.

29-67

14. Remove the six bolts which secure the trunnion weldments to the lug beam assembly. 15. Remove the screw and trunnion as an assembly. 16. Move the trunnion and screw assembly to a prepared work area. Expansion Carriage Drive System Inspection 1. Inspect all threaded parts for damaged or stripped threads. Repair light damage with thread chasers. Replace parts found to be unserviceable. 2. Inspect the trunnion screw bearings for looseness, pitting, or other signs of excessive wear. Replace both bearings if either is worn.

3. In the event the trunnion screw bearings require replacement, install the trunnion screw bearings as indicated. The load side of the trunnion screw bearings must be positioned towards the outside of the trunnion. 4. Inspect the bushings of the trunnion. Shift the trunnion up and down, and side to side while observing for movement of the trunnion. Excessive movement indicates a bushing has failed. Replace both bushings if one is found defective. 5. Inspect the splines of the drive motor and screw. Replace parts found to be worn or damaged. BUSHING

NO LOAD SIDE FACING INWARD

LOAD SIDE FACING OUTWARD

Illustration 29-45. Trunnion Bushings

Illustration 29-44. Trunnion Screw Bearings

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

INSIDE FACE OUTSIDE FACE

FLATWASHER SEAL SLEEVE BUSHING

TRUNNION ASSEMBLY FLANGE NUT ASSEMBLY SEAL BEARING LOCK PIN

SEAL SLEEVE SLOTTED NUT BUSHING BEARING SEAL SPLIT NUT

FLATWASHER

SCREW

GREASE RESERVOIR

Illustration 29-46. ?????

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-69

GREASE RELIEF CLAMP

MOUNTING BOLT

FLANGE NUT

GREASE FITTING GREASE RESERVOIR

Illustration 29-48. Grease Reservoir Flange Nut Removal Perform the following procedures to remove the flange nut: 1. Position the truck on a hard, level surface, apply the parking brake, and block the wheels in both directions to prevent movement of the truck. Illustration 29-47. Trunnion Seal and Sleeve Trunnion Seal and Seal Sleeve Installation 1. Install the trunnion screw bearings into the trunnion as indicated. 2. Install the seal sleeve into the trunnion with the lip towards the trunnion, flat side of seal sleeve facing out (see Illustration 29-47). 3. Install the seal with the spring side facing out. 4. Install the flat washer onto the screw prior to inserting the screw through the trunnion. NOTE: The flat washer must be on the side towards the grease reservoir.

29-70

2. Lower the attachment to its lowest position. Extend the attachment to its 40 ft. position. Using the pile slope function, pivot the desired end of the attachment towards the ground. This allows access of the flange nut from ground level. WARNING: Death or Serious injury can occur from falls. Always use OSHA approved ladders, stands or manlifts to reach high places on the truck. 3. Remove the grease reservoir. 4. Fully open the carriage assemblies.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

SCREW

FLANGE NUT

This allows access of the flange nut from ground level. 3. Remove the grease reservoir. 4. Fully open the carriage assemblies.

SLOTTED NUT

5. Install the flange nut on the screw. Rotate the flange nut clockwise or counterclockwise (dependent on which side of the attachment the flange nut is located on). 6. Install the spacers and the flange nut mounting bolts (see Illustration 29-48). NOTE: When installing the spacers, ensure that the spacer is in good condition, and that an 1/8” gap is attained between the flange nut assembly and the lug beam. 7. Install the slotted nut.

SPRING PIN

8. Remove the spring pin from the slotted nut. 9. Remove the grease reservoir. Slider Bearing Replacement and Shimming

Illustration 29-49. Screw Assembly

The expansion carriage must be removed in order to properly shim the slider bearings.

5. Remove the spring pin from the slotted nut. 6. Remove the slotted nut 7. Remove the flange nut mounting bolts and spacers.

MEASURE & RECORD DISTANCES

8. Remove the flange nut from the screw. Rotate the flange nut clockwise or counterclockwise (dependent on which side of the attachment the flange nut is located on). Flange Nut Installation 1. Position the truck on a hard, level surface, apply the parking brake, and block the wheels in both directions to prevent movement of the truck. WARNING: Death or Serious injury can occur from falls. Always use OSHA approved ladders, stands or manlifts to reach high places on the truck. 2. Lower the attachment to its lowest position. Extend the attachment to its 40 ft. position. Using the pile slope function, pivot the desired end of the attachment towards the ground.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

MEASURE & RECORD DISTANCES

Illustration 29-50. Lug Beam Measuring 1. Once the expansion carriage has been removed from the lug beam, measure and record the distance inside the lug beam track from side to side and top to bottom (see Illustration 29-50).

29-71

SPACER

TRUNNION SCREW

1/8”

BOLT WASHER

FLANGE NUT

EXPANSION CARRIAGE

Illustration 29-51. ????

29-72

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

MEASURE & RECORD DISTANCE

NOTE: Replace the slider bearings when the bearing thickness is worn to 3/16”. Replace the slider bearings as a set to prevent uneven wear, binding and / or premature wear of new bearings. 4. Subtract the measurements recorded in procedure 2. from the measurements recorded in procedure 1. Record this measurement.

MEASURE & RECORD DISTANCE

Illustration 29-52. Expansion Carriage Measuring 2. Remove the slider bearings and shims from the expansion carriage. Measure and record the distance on the outside of the expansion carriage rails from side to side and top to bottom (see Illustration 29-52). MEASURE & RECORD DISTANCES

5. Subtract the measurement recorded in procedure 3. from the measurement recorded in procedure 4. Subtract 1/16” from this sum. The balance is the required thickness of the shim pack. Divide the total required shim pack thickness by two and equally install the shims underneath the opposing slider bearings (set). 6. When the slider bearings are equally and properly shimmed, apply LoctiteR 277 to the threads of the counter sunk bolts. Torque the slider bearing socket head bolts to 14-16 ft-lbs and center punch the heads of the bolts to lock in place. Expansion Carriage Inspection 1. Inspect the expansion carriage welds for cracks. Refer to SIRR in the Appendices for typical inspection points. 2. Inspect the slider bearings for cracks, chunking or excessive wear. Replace worn or damaged slider bearings as a set. 3. Inspect all threaded components for damaged or stripped threads. Replace all damaged components. Expansion Carriage Installation 1. Lower the attachment to its lowest position. 2. Apply the parking brakes, block the wheels to prevent movement in either direction, and Lock Out & Tag Out the truck. 3. Perform the Slider Bearing Replacement and Shimming procedures, found in this section, prior to installation.

Illustration 29-53. Expansion Carriage Measuring 3. Measure, combine and record the thickness of both opposing slider bearings (set, see Illustration 29-53).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

WARNING: Death or Serious injury can occur from falls. Always use OSHA approved ladders, stands or manlifts to reach high places on the truck.

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4. Provide a suitable lifting device capable of supporting approximately 800 pounds and attach it to the carriage assembly. 5. Lubricate the sliding surfaces of the lug beam assembly and slider bearings with a good grade of grease. Refer to the Fuel and Lubricant Specifications found in the Appendices. 6. Lift the expansion carriage and align it with the lug beam. Slide the expansion carriage into the lug beam half way. Ensure that the flange nut is properly aligned with the slot located at the end of the carriage. Carefully slide the expansion carriage completely into lug beam. 7. When the expansion carriage has been inserted past the flange nut, rotate the flange nut until it aligns with the mounting holes on the expansion carriage. Install the two flange nut mounting bolts. 8. Reconnect all electrical components and hydraulic hoses.

ment of the carriages. The carriages are stopped when they contact the stop plate welded to the lug beam assembly. 2. Measure the distance between the tips of the two twistlocks (center to center, see Illustration 29-54). This measurement must equal 88 31/32 inches. 3. Mark the center of the lug beam assembly. Measure the distance from the center mark to the tips of each twistlock (see Illustration 29-55). These measurements must equal 44 31/64 inches 4. Repeat procedures 2. and 3. for the opposite side of the attachment.

CENTER OF LUG BEAM 61.5”

61.5” 123”

CENTER TO CENTER OF TWISTLOCKS CENTER OF LUG BEAM 44--31/64”

44--31/64”

88--31/32” CENTER TO CENTER OF TWISTLOCKS

Illustration 29-54. Fully Retracted Measurements Expansion Carriage Alignment Perform the following procedures whenever the expansion carriages or the limit switches have been removed. Alignment Check 1. Operate the expansion carriages to their fully RETRACTED position. The proximity target will activate the proximity switches and illuminate the red container light. Activation of the retract proximity switch does not stop move-

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Illustration 29-55. Fully Extended Measurements 5. Extend the carriages to their fully EXTENDED position. The expansion of the carriages is controlled (stopped) by the expansion carriage extended proximity switches. When the expansion carriages are fully extended, a target will activate the extended proximity switches, illuminating the red container light and stopping any further outward movement of the carriages. 6. Measure the distance between the tips of the two twistlocks (center to center, Illustration 29-55). This distance should equal 123 inches. 7. Mark the center of the lug beam assembly. Measure the distance from the center mark to the tips of each twistlock (see Illustration 29-55). These measurements should equal 61.5 inches.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

8. Repeat procedures 5. through 7. for the opposite end of the attachment. 9. If procedure 6. is not 123 inches, then adjustment of the expansion carriage extended proximity switch is required. CROSS CHECK

TWISTLOCK TIPS (CENTER TO CENTER)

Illustration 29-56. Cross Check Measurement 10. Fully retract the expansion carriages. Measure and record the distance from the left front twistlock to the right rear twistlock (center to center). 11. Measure and record the distance from the left rear twistlock to the right front twistlock (center to center). 12. The measurements recorded in procedures 10. and 11. must equal each other. 13. Repeat procedures 10. through 12. with the expansion carriages fully extended.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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TWISTLOCK SOFT LANDING PROXIMITY SWITCH

EXPANSION CARRIAGE EXTENDED PROXIMITY SWITCH

PIN SYSTEM SOFT LANDING PROXIMITY SWITCH

PIN SYSTEM CLAMP PROXIMITY SWITCH

Illustration 29-57. ???? Soft Landing (Pin Mode) Perform the following procedures to adjust the soft landing proximity switches:

EXPANSION CARRIAGE RETRACTED PROXIMITY SWITCH

PIN SYSTEM CLAMP PROXIMITY SWITCH

WIDE TWISTLOCKS PROXIMITY SWITCH

PIN SYSTEM SOFT LANDING PROXIMITY SWITCH

Illustration 29-58. ???? switched and does not prove the proximity switch is operational.

1. Lower the attachment to its lowest position.

4. The amber on-container light should illuminate if all 4 on-container proximity switches are activated.

WARNING: Death or Serious injury can occur from falls. Always use OSHA approved ladders, stands or manlifts to reach high places on the truck.

5. If one of the proximity switches fails to energize when the soft landing pedal is raised into position, loosen the mounting bracket and re-position the proximity switch 1/8” to 1/4” from the surface of the target.

2. Shut off the engine and turn the ignition switch to the ignition position (one click) 3. Push the soft landing pedal level with the landing pad surface. If the proximity switch is operating correctly and is within the targeting window (adjustment), the proximity switch should energize.

6. Provided the proximity switch has power and is operational, the L.E.D. on the back will illuminate. Ensure that when the soft landing pedal is lowered that the proximity switch de-energizes. 7. Repeat procedures 5. and 6. as required for the remaining proximity switches.

NOTE: The L.E.D. located on the back of the proximity switch will illuminate when the proximity switch is targeted. This does not signify that the internal contacts of the proximity switch have

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN FOLDER ENVELOPES: Illustration 29-59 - 06A2437 SHT. 10 (ANSI) Illustration 29-60 - 06A2437 SHT. 11 (ANSI)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Hoist Circuit

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Optional Corner Mounted Lock / Unlock Proximity Switches Introduction. This section contains electrical, hydraulic, and mechanical operational information for the attachment that employs the optional, fourcorner-mounted lock / unlock proximity switches twistlock system. Attachment Proximity Switches Locations. Refer to Illustrations 29-63 and 29-64 for the locations of the attachment proximity switches. 40 FT. Expand Circuit Operation (Illustration 29-29). The twistlocks must be fully unlocked (red container light illuminated) before 12 VDC operating power is supplied to wire #237 for the 40-ft. expand switch (S32). To select the 40-ft. position, depress the 40-ft. expand switch (S32) to the start position and release. 12 VDC will be sent on wire #212 to pin 14 of the double-latching relay (K15) which will set the relay. Wire #200, which has 12 VDC on it from a 15 amp circuit breaker (CB20), is connected to pins 6 and 10 of K15. In a set state (red flag is visible in window), pin 10 is connected to pin 5 while pin 6 is connected to pin 8. In a set state, 12 VDC will be sent from pin 6 to pin 8 on wire #251 to port A of the expansion work section (WS4) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, hydraulic fluid flow is diverted to the piston end of the expansion cylinders (extending the cylinders). While in the set state, double-latching relay (K15) will close the contact points of pins 10 and 5, sending 12 VDC out wire #248 to a diode bank (refer to Diodes in the Component Troubleshooting), energizing the strobe and audible alarm. At the same time, 12 VDC on wire #248 will be sent to proximity switch S43 (red and white wires) and proximity switch S51 (red wire). When proximity switch (S43) senses its target, it will energize, connecting the contact points of the white and orange wires. Once this happens, 12 VDC is sent out the orange wire #245 to the white wire #245 of proximity switch (S51). When proximity switch (S51) senses its target, it will close the contact points of its white and orange wires, sending 12 VDC down wire #246, which will reset the double-latching relay (K15). Once the double-latching relay (K15) resets, it will open the contact points of pins (10 and 5) and pins (6 and 8) removing 12 VDC from wires #248 and #251. If the 40-ft. expansion has been selected, the expansion movement can be stopped at any time by depressing the 40-ft. expansion switch (S32) to the stop position. This will send 12 VDC from the

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

expansion switch down wire #214 through a diode bank, down wires #244 and #246, resetting the double-latching relays (K15 and K16). 20 FT. Retract Circuit Operation (Illustration 29-29). The twistlock must be fully unlocked (red container light illuminated) before 12 VDC operating power is supplied to wire #237 on the 20-ft. expand switch (S33). To select the 20-ft. position, depress the 20-ft. retract switch (S33) to the start position and release. 12 VDC will be sent on wire #213 to pin 14 of the double-latching relay (K16) which will set the relay. Wire #200, which has 12 VDC on it from a 15 amp circuit breaker (CB20) and is connected to pins (6 and 10). In a set state (red flag is visible in window), pin 10 is connected to pin 5 while pin 6 is connected to pin 8. In a set state, 12 VDC will be sent from pin 6 to pin 8 down wire #252 to port B of the retract work section (WS4) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, the hydraulic fluid flow is diverted to the rod end of the expansion cylinders (retracting the cylinders). While in the set state, double-latching relay (K16) will close the contact points of pins 10 and 5 which will send 12 VDC down wire #247 to a diode bank (refer to Diodes in the Component Troubleshooting), energizing the strobe and audible alarm. At the same time, 12 VDC on wire #247 will be sent to proximity switch S42 (red and white wires) and proximity switch S50 (red wire). When proximity switch (S42) senses its target, it will energize, connecting the contact points of the white and orange wires. Once this happens, 12 VDC is sent out the orange wire #243 to the white wire #243 of proximity switch (S50). When proximity switch (S50) senses its target, it will close the contact points of its white and orange wires, sending 12 VDC down wire #244 which will reset the double-latching relay (K16). Once the double-latching relay (K16) resets, it will open the contact points of pins (10 and 5) and pins (6 and 8), removing 12 VDC from wires #247 and #252. If the 20-ft. retract has been selected, the retract movement can be stopped at any time by depressing the 20-ft. retract switch (S33) to the stop position. This will send 12 VDC from the retract switch to wire #214 through a diode bank, on wires #244 and #246, resetting the doublelatching relays (K15 and K16). Twistlock Circuit Operation (Illustration 29-70). The amber container light must be illuminated in

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order to lock or unlock the twistlocks. To perform the twistlock lock or unlock function depress the twistlock lock / unlock switch (S31). 12 VDC will be sent on wire #203 (lock twistlocks) or wire #202 (unlock twistlocks) to relay (K7 or K6). The twistlock interlock relay (K14) must be energized to pass ground from pin 5 to pin 9 to pin 13 of relays (K6 and K7) which will complete the path for current flow to relays (K6 and K7) coils, energizing relay (K6 or K7). Once the relay coil is energized, 12 VDC will be sent from pin 9 to pin 5 on wire #223 (lock twistlocks) or wire #222 (unlock twistlocks) to port A or port B of the twistlock work section (WS5) which will shift the pilot control solenoid, allowing pilot pressure to shift the main spool. From here, the main attachment fluid flow is diverted to the twistlock cylinders to lock or unlock the twistlocks. When the twistlocks are fully locked and the attachment is down on a container, the green and amber container lights will be illuminated. When the twistlocks are fully unlocked and the attachment is down on a container, the red and amber container lights will be illuminated. Refer to Attachment Interlock Logic For Container Lights Operation for the red, green and amber container lights interlock operation. In the event of an emergency or while maintenancing the truck, a twistlock override switch (S35) can be held in position to override the interlock (amber container light circuitry) to allow the operator to lock or unlock the twistlocks. Container Lights. The container lights, located in the cab, are used to aid the operator in the safe operation of the attachment. They provide the operator with a visual indication of interlock logic for attachment operation. The following list describes the function of each container light. 1. Red Light. This light illuminates when the twistlocks are fully unlocked (additionally, the work lights on the attachment will be illuminated). 2. Green Light. This light illuminates when the twistlocks are fully locked. 3. Amber Light. This light illuminates when the attachment is fully on the container and twistlocks are in the container’s corners. Attachment Interlock Logic For Container Lights Operation (Illustration 29-70) Red Light Operation (Unlocked). Under normal operation, the red container light will be the only

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light illuminated when approaching the container. The red light operates as follows: 12 VDC is present at both the white and red wires of proximity switch S45. 12 VDC is present on the red wire only of proximity switches S48, S37 and S40. The 12 VDC present on the red wires is used for proximity switch operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S45 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #234. This voltage is sent to the white wire #234 of S48. When S48 senses its target, the internal contacts close and the 12 VDC on wire #234 is sent out orange wire #235 to S37 on the white wire #235. When S37 senses its target, 12 VDC is sent from the white wire #235 to the orange wire #236. This voltage is sent to the white wire #236 of S40. When S40 senses its target, the internal contacts close and the 12 VDC on wire #236 is sent out wire #237. 12 VDC on the wire #237 is sent to terminal #1 of diode bank (DB5). 12 VDC will pass from terminal #1 to terminal #2 of DB5 to the Red container light, illuminating the light. Additionally, 12 VDC on terminal #1 of DB5 is jumpered to terminal #5 of diode bank (DB3). 12 VDC will pass from terminal #5 to terminal #6 of DB3 down wire #289 to the controller enable relay (K20, see Relay K20 Operation). Additionally, the 12 VDC on wire #237 will provide operating power to the 40-ft. expand switch (S32) and the 20-ft. retract switch (S33). 12 VDC on wire #237 also energizes the work light relay (K19). K19 will energize, connecting pins 5 to 3 and 6 to 4. 12 VDC at pin 5 will pass out pin 3, down wire #242 to the left work light (DS32), illuminating it. 12 VDC at pin 6 will pass out pin 4, down wire #242 to the right work light (DS33), illuminating it. Additionally, 12 VDC at pin 4 of relay (K19) is sent down wire #263 to the red container light mounted on the attachment, illuminating the light. Green Light Operation (Locked). The green light operates as follows: 12 VDC is present at both the white and red wires of proximity switch S44. 12 VDC is present on the red wire only of proximity switches S47, S36 and S39. The 12 VDC present on the red wires is used for proximity switch operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S44 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #230. This voltage is sent to the white wire #230 of S47. When S47 senses its target, the internal contacts

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

RIGHT S44 (Locked) S45 (Unlocked)

S46 (On Container)

S48 (Unlocked) S49 (On Container)

S47 (Locked)

S50 (Right Frame 20’)

S42 (Left Frame 20’)

S51 (Right Frame 40’)

TRUCK

S43 (Right Frame 40’)

S40 (Unlocked)

S36 (Locked) S37 (Unlocked)

S38 (On Container)

S41 (On Container)

LEFT

S39 (Locked)

Illustration 29-61. Proximity Switch Locations (Optional)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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S51 40 FT. EXPAND PROXIMITY SWITCH (Wide Frame) S42 20 FT. RETRACT PROXIMITY SWITCH (Narrow Frame)

ATTACHMENT END JUNCTION BOX (RIGHT END) RIGHT

S50 20 FT. RETRACT PROXIMITY SWITCH (Wide Frame)

S43 40 FT. EXPAND PROXIMITY SWITCH (Narrow Frame)

TRUCK SIDE TWISTLOCK LOCK / UNLOCK PROXIMITY SWITCHES

ON CONTAINER PROXIMITY SWITCH

ATTACHMENT END JUNCTION BOX (LEFT END)

ATTACHMENT MAIN JUNCTION BOX LEFT

NOTE: Refer to Illustration 29-61 for Proximity Switch locations on Attachment

Illustration 29-62. Attachment Electrical Components

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

close and the 12 VDC on wire #230 is sent out orange wire #231 to S36 on the white wire #231. When S36 senses its target, 12 VDC is sent from the white wire #231 to the orange wire #232. This voltage is sent to the white wire #232 of S39. When S39 senses its target, the internal contacts close and the 12 VDC on wire #232 is sent out wire #233. 12 VDC on the wire #233 is sent to terminal #3 of diode bank (DB5). 12 VDC will pass from terminal #3 to terminal #4 of DB5 to the Green container light, illuminating the light. Additionally, 12 VDC on terminal #3 of DB5 is jumpered to terminal #1 of diode bank (DB3). 12 VDC will pass from terminal #1 to terminal #2 of DB3 down wire #289 to the controller enable relay (K20, see Relay K20 Operation). 12 VDC on wire #233 also energizes the relay (K29). K29 will energize, connecting pins 9 and 5. 12 VDC at pin 9 will pass out pin 5, down wire #262 to the green container light mounted on the attachment, illuminating the light. Amber Light Operation (On Container). The amber light operates as follows: 12 VDC is present at both the white and red wires of proximity switch (S46). 12 VDC is present on the red wire only of proximity switches (S49, S38 and S41). The 12 VDC present on the red wires is used for proximity switch coil operation only. As each of the proximity switches is targeted, they close the internal contacts of the white and orange wires respectively. When S46 senses its target, 12 VDC is sent from the white wire #200 to the orange wire #238. This voltage is sent to the white wire #238 of S49. When S49 senses its target, the internal contacts close and the 12 VDC on wire #238 is sent out the orange wire #239 to S38 on the white wire #239. When S38 senses its target, 12 VDC is sent from the white wire #239 to the orange wire #240. This voltage is sent to the white wire #240 of S41. When S41 senses its target, the internal contacts close and the 12 VDC on wire #240 is sent out wire #241 to pin 14 of the twistlock interlock relay (K14), energizing K14. When K14 energizes, ground at pin 5 is sent out pin 9 to pin 13 of relays (K6 and K7). 12 VDC on wire #241 is sent to terminal #5 of diode bank (DB5). 12 VDC will pass from terminal #5 to terminal #6 of DB5 to the Amber on-container light, illuminating the light. 12 VDC on wire #241is additionally sent to pin 1 of relay (K54) and to pin 14 of relay (K30). This will energize K30, connecting pins 9 and 5. 12 VDC at pin 9 is sent out pin 5, down wire #261, illuminating the amber on-container light mounted on the attachment.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Relay K20 Operation (Illustration 22-15). Relay K20 operates as follows: illumination of the red or green container light will send 12 VDC through a bank of three diodes (DB3). The diodes are used to isolate the red container light from the green container light. From here, the 12 VDC will be placed on wire #289 to pin 86 of the controller enable relay (K20), energizing the relay provided the seat belt is fastened. When K20 energizes, 12 VDC (supplied from CB15 to pin 30) will be sent out pin 87 of K20 down wire #79. This will energize the controller enable solenoid valve (CDS) and allow pilot pressure present at port 3 to pass out port 1 of this valve, and supply pilot pressure to the joystick for lift / tilt hydraulic functions. When the Green or Red container light is not illuminated, 12 VDC will not be supplied to pin 86 of relay K20 and K20 will not energize unless the override switch is activated. The override switch is a key type switch that must be held in its closed state to override the interlock operation of the Red, Green, and Amber container lights. 12 VDC is supplied to the override switch from CB18 on wire #210 to the B post of the override switch. Activation of the override switch will send 12 VDC from the B post out the S post of the override switch and down wire #221 to pin 14 of relay K54, energizing K54. Additionally, 12 VDC on wire #221 is sent to terminal #3 of diode bank DB4. 12 VDC on terminal #3 will pass out terminal #4 of DB4 to the output side of DB3, down wire #289 to the controller enable relay (K20, pin 86). Relay K54 Operation (Illustration 29-70). Relay K54 is controlled by the override key switch only. K54 in conjunction with the on-container proximity switches (S46, S49, S38, S41) control the lift soft landing solenoid. K54 operates as follows: The coil of relay K54 is controlled by pins 13 and 14. Ground is connected to pin 13. Wire #221, from the override key switch terminal S, is connected to pin 14 and jumpered to diode bank DB4 at terminal #3. The common pin 9 (wire #90) is connected to pin 1 (wire #241) in a de-energized state and in an energized state, the common pin 9 is connected to pin 5 (no wire attached). 12 VDC is supplied to pin 1 (wire #241) from the activation of all four on-container proximity switches (S46, S49, S38, S41). When 12 VDC is present on wire #90, the lift soft landing valve is energized. When the lift soft landing valve is energized, lowering pilot pressure (from the joystick, present at port 2 of the lift soft landing valve) is dead-headed at the lift soft landing valve and is not allowed to stroke the spool of the lift valve. Pilot pressure, which sup-

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plied the spool of the lift valve, is now vented to the hydraulic tank from port 1 to port 3 of the lift soft landing valve. The spool of the lift valve (located in the lift / tilt valve bank) then spring returns to its neutral state and lowering capabilities are suspended unless the override switch has been activated. Override Switch (Illustration 29-70). There is a key type override switch, located on the back of the control stand, that is used to bypass the interlock circuitry (red, green and amber container lights). The override switch operates as follows: The switch must be held into the on position for 12 VDC to be present at the B terminal. When this switch is activated, 12 VDC will be sent out terminal S (wire #221) to the coil of relay K54. This will energize K54 and open the circuit of the lift soft landing solenoid, de-energizing the lift soft landing valve. This allows lowering pilot pressure to reach the spool of the lift valve even when the amber light is illuminated. Wire #221 is jumpered from the coil of relay K54 to diode bank DB4, terminal #3. With the override switch activated, 12 VDC will pass from terminal #3 out terminal #4 of diode bank DB4. Terminal #4 of DB4 is connected to diode bank DB3, terminal #2. The outputs of DB3 are all jumped together and connected to wire #289. Wire #289, in conjunction with the seat belt switch (S18), control the controller enable relay K20 (see Relay K20 Operation). WARNING: The override switch should only be used while maintenancing the machine or in an emergency. Twistlocks Proximity Switches Adjustment Unlock Proximity Switches. Perform the following procedures to adjust the twistlock unlock proximity switches for proper operation. Refer to Illustrations 29-63 and 29-62 for the unlock proximity switches locations. 1. Unlock the twistlocks. Align the twistlocks to be parallel with the guide blocks in the twistlock housings (unlocked position) by adjusting the rod ends of the twistlock cylinder and tie rod. NOTE: It will be necessary to use the twistlock override switch to unlock the twistlocks. 2. Beginning at the right front twistlock, adjust the unlock proximity switch (S45) in the clamp towards the prox target (see Illustration 29-65) until the red L.E.D. on the rear of the proximity

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switch illuminates. After the proximity switch L.E.D. illuminates, continue to slide the proximity switch 1/8” towards the prox target before tightening the proximity switch in place. 3. Repeat procedure 2. for the remaining twistlocks in the following order: right rear twistlock (S48), left front twistlock (S37) and left rear twistlock (S40). The red container light should illuminate after the left rear proximity switch (S40) is adjusted. Lock Proximity Switches. Perform the following procedures to adjust the twistlock lock proximity switches for proper operation. Refer to Illustrations 29-64 and 29-62 for the lock proximity switches locations. 1. Lock the twistlocks. Twistlocks should turn 90_±3_. NOTE: It will be necessary to use the twistlock override switch to lock the twistlocks. 2. Beginning at the right front twistlock, adjust the unlock proximity switch (S44) in the clamp towards the prox target (see Illustration 29-65) until the red L.E.D. on the rear of the proximity switch illuminates. After the proximity switch L.E.D. illuminates, continue to slide the proximity switch 1/8” towards the prox target before tightening the proximity switch in place. 3. Repeat procedure 2. for the remaining twistlocks in the following order: right rear twistlock (S47), left front twistlock (S36) and left rear twistlock (S39). The green container light should illuminate after the left rear proximity switch (S39) is adjusted. On-Container Proximity Switches Adjustment. Perform the following procedures to adjust the oncontainer proximity switches for proper operation. Refer to Illustrations 29-61, 29-62, and 29-66 for the unlock proximity switches locations. 1. Raise the on-container plunger so that the proximity switch may be adjusted to 1/8” - 1/4” from plunger collar. 2. Loosen both bolts that secure the on-container proximity switch slotted bracket to the twistlock housing. 3. Position the plunger at 1/4” from the bottom of the twistlock housing. 4. Slowly move the proximity switch downward towards the plunger collar until the proximity

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

S36

S45

S37

S44

FRONT

S36 (Locked)

S45 (Unlocked) S44 (Locked)

S37 (Unlocked)

RIGHT SIDE

LEFT SIDE

S48 (Unlocked)

S39 (Locked)

S47 (Locked)

S40 (Unlocked) TRUCK SIDE

S48

S39

S40

S47

Illustration 29-63. Prox Targets Sensed By Proximity Switches When Twistlocks Are Unlocked

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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S36

S45

S37

S44

FRONT

S36 (Locked)

S45 (Unlocked) S44 (Locked)

S37 (Unlocked)

RIGHT SIDE

LEFT SIDE

S48 (Unlocked)

S39 (Locked)

S47 (Locked)

S40 (Unlocked) TRUCK SIDE

S48

S39

S40

S47

Illustration 29-64. Prox Targets Sensed By Proximity Switches When Twistlocks Are Locked

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

TWISTLOCK LOCK / UNLOCK PROXIMITY SWITCHES

TIE ROD

PROX TARGET

GUIDE BLOCK ROD END TWISTLOCK

TWISTLOCK HOUSING

PIVOT BUSHING

TWISTLOCK CYLINDER ROD END

ROD END

TIE ROD RED L.E.D.

GUIDE BLOCK PROXIMITY SWITCH TWISTLOCK

Illustration 29-65. Twistlocks Proximity Switches Adjustment

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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switch energizes (red L.E.D. on the backside of proximity switch is illuminated) and continue to lower the proximity switch an additional 1/16” - 1/8” and tighten both bolts. 5. Check the system by lowering the attachment onto an empty container. 6. Ensure that the amber on-container light is illuminated. 7. Activate the twistlocks lock switch (green and amber container lights are illuminated).

8. Lift the container (the amber light should go out). If amber container light fails to go out when the container is lifted, repeat procedures 2. through 8. 9. Set the container down (the amber container light should illuminate). If the amber container light does not illuminate, the twistlock override must be used to unlock the twistlocks from the container (repeat procedures 2. through 9.).

1/8” - 1/4” SLOTTED BRACKET

ON-CONTAINER PROXIMITY SWITCH

BOLT COLLAR

PLUNGER

BOTTOM OF TWISTLOCK HOUSING

1/4”

Illustration 29-66. On-Container Plunger

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Container Attachment Troubleshooting (Illustration 29-70) Some of the components described in this troubleshooting chart are optional equipment. Problem

Cause

1. Red light will not illu- 1. Twistlocks are not fully unlocked. minate (twistlocks 2. Bulb of red light is blown. did rotate)

3. One of the proximity switches (S45, S48, S37 and S40) is not sensing its target.

Correction 1. Fully unlock the twistlocks. 2. All three container light bulbs can be checked by depressing the switch (S53) located on the right side of the container lights base. Replace blown bulb. 3. Fully unlock twistlocks and adjust proximity switch at fault to sense its target. With the twistlocks fully unlocked, the red L.E.D. (in the back of the proximity switches) should be illuminated, indicating that the proximity switches are sensing their targets.

4. One of the proximity switches 4. If the red L.E.D. is illuminated, this (S45, S48, S37 and S40) is defecindicates that the proximity tive. switch’s coil did energize. It does not indicate that the contact points of the white and orange wires closed. With the red L.E.D. illuminated, check the continuity of the white and orange wires with an ohmmeter. The ohmmeter should indicate between 0 - 40 ohms. If ohmmeter reading indicates infinity and the red L.E.D. is illuminated, replace proximity switch. 5. Loose, open or shorted wire(s).

5. Isolate and repair wire(s).

6. Transient suppressor on wire #237 6. Replace transient suppressor on is shorted. wire #237. 7. Defective diode between terminals 7. Replace diode bank (DB5). #1 and #2 of diode bank (DB5). 2. Red light will not illu- 1. Defective relay (K6). minate (twistlocks did not rotate, override switch was activated)

continued

2. Defective twistlock unlock micro switch (S31).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1. Replace defective relay (K6). Refer to Single-Pole, SingleThrow 10 amp Relays with L.E.D.s in the Component Troubleshooting. 2. Replace defective micro switch (S31).

29-89

Problem

Cause

Correction

3. Replace or reset circuit breaker 2. Red light will not illu- 3. .3 amp circuit breaker (CB17) is defective or tripped. (CB17). minate (twistlocks did not rotate, override switch was acti- 4. Loose, broken or shorted wire(s). 4. Isolate and repair wire(s). vated) 5. Loose connection or pin broken at 5. Isolate and repair. (Continued) electrical connector. 6. Defective relay (K14).

6. Replace defective relay (K14). Refer to Single-Pole, SingleThrow 10 amp Relays with L.E.D.s in the Component Troubleshooting.

7. 10 amp circuit breaker (CB19) is defective or tripped.

7. Replace or reset circuit breaker (CB19).

8. Defective solenoid on the B port of 8. Refer to Solenoids in the Compothe twistlock work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 9. Defective B port pilot cartridge on the twistlock work section.

9. Replace B port pilot cartridge.

10. Defective twistlock work section.

10. Replace or repair twistlock work section.

11. Defective B port relief valve in the twistlock work section.

11. Replace B port relief valve.

12. Low or no pilot pressure.

12. Adjust pilot pressure.

1. Replace or reset circuit breaker 3. No container attach- 1. 15 amp circuit breaker (CB20) is defective or tripped. (CB20). ment lights will illuminate 2. Loose connection or pin broken at 2. Isolate and repair. Deutsch connector. 4. Amber light will not illuminate

1. Bulb of amber light is blown.

1. All three container light bulbs can be checked by depressing the switch (S53) located on the right side of the container lights base. Replace blown bulb.

2. Loose connection or pin broken at 2. Isolate and repair. electrical connector. 3. One of the proximity switches (S46, S49, S38 and S41) is not sensing its target. continued

29-90

3. Adjust the proximity switch at fault to sense its target.

4. Defective diode between terminals 4. Replace diode bank (DB5). #5 and #6 of diode bank (DB5).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 4. Amber light will not illuminate (Continued)

Cause

Correction

5. One of the proximity switches 5. If the red L.E.D. is illuminated, this (S46, S49, S38 and S41) is defecindicates that the proximity tive. switch’s coil did energize. It does not indicate that the contact points of the white and orange wires closed. With the red L.E.D. illuminated, check the continuity of the white and orange wires with an ohmmeter. The ohmmeter should indicate between 0 - 40 ohms. If ohmmeter reading indicates infinity and the red L.E.D. is illuminated, replace proximity switch. 6. Loose, broken or shorted wire.

6. Isolate and repair wire.

7. Damaged container corner.

7. Report damaged container to the proper authority.

8. Transient suppressor on wire #241 8. Replace transient suppressor on is shorted. wire #241. 5. Amber light will not illuminate (twistlock override switch was activated)

1. Loose, broken or shorted wire.

1. Isolate and repair wire.

2. 10 amp circuit breaker (CB18) is defective or tripped.

2. Replace or reset circuit breaker (CB18).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Defective diode between terminals 4. Replace diode bank (DB5). #5 and #6 of diode bank (DB5). 5. Defective override switch (S35).

5. Replace override switch (S35).

6. Bulb is blown.

6. All three container light bulbs can be checked by depressing the switch (S53) located on the right side of the container lights base. Replace blown bulb.

1. Twistlocks are not fully locked. 6. Green light will not illuminate (twistlocks 2. Bulb of green light is blown. did rotate)

1. Fully lock the twistlocks. 2. All three container light bulbs can be checked by depressing the switch (S53) located on the right side of the container lights base. Replace blown bulb.

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-91

Problem

Cause

4. One of the proximity switches 6. Green light will not (S44, S47, S36 and S39) is not illuminate (twistlocks did rotate) sensing its target. (Continued)

Correction 4. Fully lock twistlocks and adjust proximity switch at fault to sense its target. With the twistlocks fully locked, the red L.E.D. (in the back of the proximity switches) should be illuminated, indicating that the proximity switches are sensing their targets.

5. Defective diode between terminals 5. #3 and #4 of diode bank (DB5). 6. 6. One of the proximity switches (S44, S47, S36, and S39) is defective.

7. Loose, open or shorted wire(s). 8. Transient suppressor on wire #233 is shorted. 1. Defective relay (K7). 7. Green light will not illuminate (twistlocks did not rotate, override switch was activated) 2. Defective twistlock lock micro switch (S31).

Replace diode bank (DB5). If the red L.E.D. is illuminated, this indicates that the proximity switch’s coil did energize. It does not indicate that the contact points of the white and orange wires closed. With the red L.E.D. illuminated, check the continuity of the white and orange wires with an ohmmeter. The ohmmeter should indicate between 0 - 40 ohms. If ohmmeter reading indicates infinity and the red L.E.D. is illuminated, replace proximity switch.

7. Isolate and repair wire(s). 8. Replace transient suppressor on wire #233.

1. Replace defective relay (K7). Refer to Single-Pole, SingleThrow 10 amp Relays with L.E.D.s in the Component Troubleshooting. 2. Replace defective unlock micro switch (S31).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector.

continued

29-92

4. .3 amp circuit breaker (CB17) is defective or tripped.

4. Replace or reset circuit breaker (CB17).

5. Loose, broken or shorted wire(s).

5. Isolate and repair wire(s).

6. Defective relay (K14).

6. Replace defective relay (K14). Refer to Single-Pole, SingleThrow 10 amp Relays with L.E.D.s in the Component Troubleshooting.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem

Cause

Correction

7. 10 amp circuit breaker (CB19) is 7. Replace or reset circuit breaker 7. Green light will not defective or tripped. (CB19). illuminate (twistlocks did not rotate, override switch was acti- 8. Defective solenoid on the A port of 8. Refer to Solenoids in the Compothe twistlock work section. nent Troubleshooting to troublevated) shoot. Replace defective sole(Continued) noid.

8. No or slow 40 FT. expansion

9. Defective A port pilot cartridge on the twistlock work section.

9. Replace A port pilot cartridge.

10. Defective twistlock work section.

10. Replace or repair twistlock work section.

11. Defective A port relief valve in the twistlock work section.

11. Replace A port relief valve.

12. Low or no pilot pressure.

12. Adjust pilot pressure.

1. Red light is not illuminated.

1. Refer to Problems 1. and 2. (with the exception of the bulb being blown) in this troubleshooting chart.

2. Defective 40 ft. expand switch (S32).

2. Replace 40 ft. expand switch (S32).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Defective double-latching relay (K15).

4. Refer to Double-Pole, DoubleThrow Latching Relays in the Component Troubleshooting found earlier in this section. Replace if required.

5. Loose, broken or shorted wire(s).

5. Isolate and repair wire(s).

6. Low or no pilot pressure.

6. Adjust pilot pressure.

7. Mis-adjusted A port relief valve in the expansion work section.

7. Adjust A port relief valve and set to 1000 psi.

8. Defective A port relief valve in the expansion work section.

8. Replace A port relief valve.

9. Defective solenoid on the A port of 9. Refer to Solenoids in the Compothe expansion work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 10. Defective A port pilot cartridge on the expansion work section. continued

10. Replace A port pilot cartridge.

11. Defective expansion work section. 11. Replace or repair expansion work section.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-93

Problem 8. No or slow 40 FT. expansion (Continued)

Cause

Correction

12. Defective flow divider valve (FDV). 12. Replace flow divider valve (FDV). 13. One of the expansion cylinders packing is defective.

13. Isolate and repack expansion cylinder. To isolate the defective cylinder, perform the following: a. With the attachment is in the 20 ft. position, remove the hydraulic hoses from the piston ends of both expansion cylinders and plug them. b. In the attachment main junction box, install a jumper wire at terminal #200 and start the truck. c. Touch the jumper wire to the B port solenoid post of the expansion work section. This will direct the main flow of hydraulic fluid to the rod end of the expansion cylinders. d. Observe the open ports on the piston end of the expansion cylinders. If a flow of fluid is detected from either of the cylinders, this is the bad cylinder and requires repacking.

9. No or slow 20 FT. retract

1. Red light is not illuminated.

1. Refer to Problems 1. and 2. (with the exception of the bulb being blown) in this troubleshooting chart.

2. Defective 20 ft. retract switch (S33).

2. Replace 20 ft. retract switch (S33).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector.

continued

29-94

4. Defective double-latching relay (K16).

4. Refer to Double-Pole, DoubleThrow Latching Relays in the Component Troubleshooting found earlier in this section. Replace if required.

5. Loose, broken or shorted wire(s).

5. Isolate and repair wire(s).

6. Low pilot pressure.

6. Adjust pilot pressure.

7. Mis-adjusted B port relief valve in the expansion work section.

7. Adjust B port relief valve and set to 2000 psi.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 9. No or slow 20 FT. retract (Continued)

Cause

Correction

8. Defective solenoid on the B port of 8. Refer to Solenoids in the Compothe expansion work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 9. Defective B port pilot cartridge on the expansion work section.

9. Replace B port pilot cartridge.

10. Defective expansion work section. 10. Replace or repair expansion work section. 11. Defective flow divider valve (FDV). 11. Replace flow divider valve (FDV). 12. One of the expansion cylinders packing is defective. 10. No or slow side shift 1. Defective side shift micro switch (S30). (left) 2. Defective relay (K8).

12. Refer to Correction 13. of Problem 8. in this troubleshooting chart. 1. Replace side shift micro switch (S30). 2. Replace relay (K8).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compothe side shift work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective B port pilot cartridge on the side shift work section.

6. Replace B port pilot cartridge.

7. Defective side shift work section.

7. Replace or repair side shift work section.

8. .3 amp circuit breaker (CB17) is defective or tripped.

8. Replace or reset circuit breaker (CB17).

9. One of the side shift cylinders packing is defective.

9. Isolate and repack side shift cylinder. To isolate the defective cylinder, perform the following: a. With the attachment fully side shifted to the right, remove the hydraulic hoses from the piston ends of both side shift cylinders and plug them. b. Depress the right side shift micro switch (S30) on the joystick.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-95

Problem

Cause

Correction c. Observe the open ports on the piston end of the side shift cylinders. If a flow of fluid is detected from either of the cylinders, this is the bad cylinder and requires repacking.

10. No or slow side shift (left) (Continued)

11. No or slow side shift 1. Defective side shift micro switch (S30). (right) 2. Defective relay (K9).

1. Replace side shift micro switch (S30). 2. Replace relay (K9).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compothe side shift work section. nent Troubleshooting to troubleshoot. Replace defective solenoid.

12. No or slow slew left (out)

6. Defective A port pilot cartridge on the side shift work section.

6. Replace A port pilot cartridge.

7. Defective side shift work section.

7. Replace or repair side shift work section.

8. One of the side shift cylinders packing is defective.

8. Refer to Correction 8. of Problem 10. in this troubleshooting chart.

9. .3 amp circuit breaker (CB17) is defective or tripped.

9. Replace or reset circuit breaker (CB17).

1. Defective left slew micro switch (S28).

1. Replace left slew micro switch (S28).

2. Defective relay (K11).

2. Replace relay (K11).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compothe left slew work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective A port pilot cartridge on the left slew work section.

6. Replace A port pilot cartridge.

7. Defective left slew work section.

7. Replace or repair left slew work section.

continued

29-96

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 12. No or slow slew left (out) (Continued)

13. No or slow slew left (in)

Cause

Correction

8. .3 amp circuit breaker (CB17) is defective or tripped.

a. Depress the left slew out micro switch.

9. The left slew cylinder packing is defective.

b. Observe the open port on the rod end of the left slew cylinder. If a flow of fluid is detected from the cylinder, repack the cylinder.

1. Defective left slew micro switch (S28).

1. Replace left slew micro switch (S28).

2. Defective relay (K10).

2. Replace relay (K10).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compothe left slew work section. nent Troubleshooting to troubleshoot. Replace defective solenoid.

14. No or slow slew right (out)

6. Defective B port pilot cartridge on the left slew work section.

6. Replace B port pilot cartridge.

7. Defective left slew work section.

7. Replace or repair left slew work section.

8. The left slew cylinder packing is defective.

8. Refer to Correction 8. of Problem 12. in this troubleshooting chart.

9. .3 amp circuit breaker (CB17) is defective or tripped.

9. Replace or reset circuit breaker (CB17).

1. Defective right slew micro switch (S29).

1. Replace right slew micro switch (S29).

2. Defective relay (K13).

2. Replace relay (K13).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compothe right slew work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective A port pilot cartridge on the right slew work section.

6. Replace A port pilot cartridge.

7. Defective right slew work section.

7. Replace or repair right slew work section.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-97

Problem 14. No or slow slew right (out) (Continued)

Cause

Correction

8. .3 amp circuit breaker (CB17) is defective or tripped.

8. Replace or reset circuit breaker (CB17).

9. The right slew cylinder packing is defective.

9. To check the right slew cylinder, perform the following: a. With the attachment fully slewed out (right side), remove the hydraulic hoses from the rod end of the right slew cylinder and plug. b. Depress the right slew out micro switch (S29) on the joystick. c. Observe the open port on the rod end of the right slew cylinder. If a flow of fluid is detected from the cylinder, repack the cylinder.

15. No or slow slew right (in)

1. Defective right slew micro switch (S29).

1. Replace right slew micro switch (S29).

2. Defective relay (K12).

2. Replace relay (K12).

3. Loose connection or pin broken at 3. Isolate and repair. electrical connector. 4. Loose, broken or shorted wire(s).

4. Isolate and repair wire(s).

5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compothe right slew work section. nent Troubleshooting to troubleshoot. Replace defective solenoid.

16. No or slow pile slope right (if equipped with pile slope) continued

29-98

6. Defective B port pilot cartridge on the right slew work section.

6. Replace B port pilot cartridge.

7. Defective right slew work section.

7. Replace or repair right slew work section.

8. The right slew cylinder packing is defective.

8. Refer to Correction 8. of Problem 14. in this troubleshooting chart.

9. .3 amp circuit breaker (CB17) is defective or tripped.

9. Replace or reset circuit breaker (CB17).

1. Defective pile slope rocker switch (S34).

1. Replace pile slope rocker switch (S34).

2. Loose, broken or shorted wire.

2. Isolate and repair wire.

3. 10 amp circuit breaker (CB18) is defective or tripped.

3. Replace or reset circuit breaker (CB18).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 16. No or slow pile slope right (if equipped with pile slope) (Continued)

Cause

Correction

4. Loose connection or pin broken at 4. Isolate and repair. electrical connector. 5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compothe pile slope work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective A port pilot cartridge on the pile slope work section.

6. Replace A port pilot cartridge.

7. Defective pile slope work section.

7. Replace or repair slew work section.

8. The pile slope cylinder packing is defective.

8. To check the pile slope cylinder, perform the following: a. With the attachment fully pile sloped left (the right pile slope cylinders are fully extended while the left pile slope cylinders are fully retracted). b. Slowly remove the hydraulic hoses from the piston ends of the left pile slope cylinders to allow any trapped hydraulic pressure to bleed off. Remove the hydraulic hoses from the rod ends of the right pile slope cylinders. Plug all four hydraulic hoses. c. Depress the pile slope left switch (S34) on the control stand. d. Observe the open ports of the pile slope cylinders. If a flow of fluid is detected from any cylinder, repack that defective cylinder.

17. No or slow pile slope left (if equipped with pile slope) continued

9. Defective counterbalance valve cartridge.

9. Replace counterbalance valve cartridge.

10. Defective counterbalance valve.

10. Replace counterbalance valve.

1. Defective pile slope rocker switch (S34).

1. Replace pile slope rocker switch (S34).

2. Loose, broken or shorted wire.

2. Isolate and repair wire.

3. 10 amp circuit breaker (CB18) is defective or tripped.

3. Replace or reset circuit breaker (CB18).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-99

Problem 17. No or slow pile slope left (if equipped with pile slope) (Continued)

Cause

Correction

4. Loose connection or pin broken at 4. Isolate and repair. electrical connector. 5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compothe pile slope work section. nent Troubleshooting to troubleshoot. Replace defective solenoid. 6. Defective B port pilot cartridge on the pile slope work section.

6. Replace B port pilot cartridge.

7. Defective pile slope work section.

7. Replace or repair right slew work section.

8. The pile slope cylinder packing is defective.

8. To check the pile slope cylinder, perform the following: a. With the attachment fully pile sloped right (the right pile slope cylinders are fully retracted while the left pile slope cylinders are fully extended). b. Slowly remove the hydraulic hoses from the piston ends of the right pile slope cylinders to allow any trapped hydraulic pressure to bleed off. Remove the hydraulic hoses from the rod ends of the left pile slope cylinders. Plug all four hydraulic hoses. c. Depress the pile slope right switch (S34) on the control stand. d. Observe the open ports of the pile slope cylinders. If a flow of fluid is detected from any cylinder, repack that defective cylinder.

29-100

9. Defective counterbalance valve cartridge.

9. Replace counterbalance valve cartridge.

10. Defective counterbalance valve.

10. Replace counterbalance valve.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Problem 18. Twistlocks drift (Continued)

Cause 1. The twistlock cylinder packing is defective.

Correction 1. Isolate and repack twistlock cylinder. To isolate the defective cylinder, perform the following: a. With the twistlocks fully unlocked, remove the front cap (located on the top side of the twistlock cylinder) of the left twistlock cylinder and the rear cap of the right twistlock cylinder (located on the top side of the twistlock cylinder). b. Turn the twistlock override switch on and depress the unlock twistlocks micro switch (S31) on the joystick. c. Observe the open ports on the left and right twistlock cylinder. If a flow of fluid is detected from either of the cylinders, this is the bad cylinder and requires repacking.

2. Defective twistlock work section.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

2. Repair or replace twistlock work section.

29-101

Illustration 29-67. Main Attachment Junction Box

06A-2436 SHT. 05

29-102

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 29-68. Attachment Left End Junction Box

06A-2436 SHT. 12

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-103

Illustration 29-69. Attachment Right End Junction Box

06A-2436 SHT. 13

29-104

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN FOLDER ENVELOPES: Illustration 29-70 - 06A2436 SHT. 15 (Corner Mounted Proximity Switches ANSI Circuit) Illustration 29-71 - 06Z0007 SHT. 03 (Frame Stops ANSI Circuit)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

29-105

Hoist Circuit

29-106

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Contents Appendices

Page SIRR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1 Leaf Chain Care, Maintenance, and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . A-19 Welding Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-25 Torque Chart - Nuts and Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-27 Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-31 Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-37 Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-39 Fuel and Lubricant Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 1 Section Title

SIRR Structural Inspection, Reporting, And Repair For Powered Industrial Trucks

This document contains information of vital importance concerning the inspection, reporting, and repair of fatigue cracks. If fatigue cracks are not corrected they can lead to a catastrophic failure causing serious injury to personnel and / or property. It is important that the machine be inspected regularly. Any existing fatigue cracks should be reported to the Taylor Machine Works, Inc. engineering department immediately. Repairs must be made in accordance with AWS methodologies.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

A-1

A-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

These symbols are in accordance with AWS A2.4-76, “Symbols for Non-Destructive Testing.”

WARNING: Dangerous Action. Operating a powered industrial truck without inspecting, identifying, and repairing fatigue cracks in the mast, carriage, attachment, steer axle, and frame weldments. What Can Happen. If the fatigue crack is allowed to grow, catastrophic failure could occur in the mast or other welded components causing serious injury to personnel and / or property. How To Avoid The Danger. Follow the OSHA rules, 29 CFR, 1910.178 (q)(1), (5), & (7) which require inspecting industrial trucks daily before being placed in service, removing trucks from service if cracks are found, and making repairs only as authorized by the manufacturer. If trucks are used on a round-the-clock basis, they shall be examined after each shift. OSHA 29 CFR 1910.178 (p)(1) requires that trucks in need of repair be taken out of service. Structural Inspection and Reporting Procedure. The information enclosed in this procedure is directed to the structural weldments of the truck assembly. Areas that should be included for inspection on the front end of the truck are the mast and carriage. Areas to be inspected on the truck chassis include mast hangers, drive axle mounts, A-frame connections, and steer axle mounts. Inspection for Fatigue Cracks. Welded steel structures always contain undetectable cracks, especially at welded joints. When these joints are subject to fluctuating stresses of sufficient magnitude, these cracks will grow. This is known as fatigue crack growth. No matter how low the stress levels are kept some fatigue crack growth will occur in all welded structures. Eventually, these fatigue cracks will become large enough to be detectable by nondestructive testing methods, i.e. VT, MT, DPT, or UT. Abbreviations. Basic Testing Symbols

Type of Test Visual Magnetic Particle Dye-Penetrant Ultrasonic

Symbol VT MT DPT UT

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

WARNING: Periodic inspection is required to detect fatigue cracks that have grown to a significant size in order to avoid serious failure of the structural weldment. When a crack is found, the truck must be immediately taken out of service and repaired. Restoring the weld to its original condition by complete penetration welding is usually acceptable. Sometimes this is not practical and a change in geometry by means of cutting, grinding or adding additional material is more economical; however, the user must be cautioned that OSHA 29 CFR 1910.178 (a)(4) requires manufacturer’s prior written approval for modifications and additions which affect capacity and safe operation. Cracking may occur due to overloading, rough operation, poor yard conditions, severe duty cycles, failing to keep lift chains properly adjusted, improper shimming of mast rails, carrying the loads too high or not properly centered, using attachments that clamp the load to the forks, etc. If such cracking is found, a review of the operation should be made to see if any of the above listed problems are occurring and if so, a change in the operation should be made to avoid future problems. Some cracking may be due to geometry, modifications or due to the attachments welded to the structure. If this is the case, the geometry may have to be changed, the modification corrected, or the attachment changed or relocated to correct the cracking problem. OSHA requires that you have prior written approval of the manufacturer for such changes. Test Procedures 1. Visual (VT). Dirt and grease should be removed from the surface by wiping with a rag. One should look for cracked paint and rust showing through the paint. Also, look for movement at bolted joints, irregular lines in welds or dents, or deformations in the material. Proper lighting is required in order to obtain satisfactory results. 2. Magnetic Particle (MT). The test surface must be free of loose rust, scale, moisture, and painted surfaces must be cleaned at all points of electrode contact. Grinding, brush-

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ing, or blasting do not affect results of this method of testing in most instances. A magnetic field can be applied to the test material with: a. Permanent magnet. b. Yoke which is an electromagnet type of device. c. Passing high amperage current through the part. 3. Dye-Penetrant (DPT). The test surface must be thoroughly cleaned and dried. This can be done with chemical solvents, vapor degreasing, or by mechanical methods. However, cleaning mechanically, such as grinding, blasting, or wire-brushing, might prove detrimental to the test because surface discontinuities can be masked by cold working of the surface. Therefore, mechanical cleaning methods must be kept to a minimum. One of the following type penetrants should be used in conjunction with the proper procedure to get satisfactory results: a. Water soluble penetrant b. Post emulsifiable penetrant c. Solvent removable penetrant Follow the directions supplied with the dyepenetrant for best results. 4. Ultrasonic (UT). Testing should be done in accordance with AWS D1.1 approved methods. Frequency of Inspection. There are three (3) levels of inspection: 1. Daily. Mandatory daily examination of the truck as required by OSHA. (See Operator’s Guide and Safety Check for details.) This examination is usually performed by the operator (or other designated person). 2. Three-month inspection. A thorough visual inspection (VT) following the guidelines shown in this procedure should be made every three months (refer to sketches for details). These inspections should be performed by qualified maintenance personnel. 3. 6,000 Hour Inspection. Full-scale inspection (FS) including all examinations outlined in this procedure (VT, MT, and DPT) should be made after the first year of operation and then every two years or 6,000 hours, whichever is sooner,

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thereafter. These inspections should be performed by qualified maintenance personnel. NOTE: Duty cycles vary from extremely severe (capacity loads, high frequency of loading, rough yards, etc.) to very light (partial capacities, few load cycles, good yard conditions, etc.). Duty cycle directly affects product life and maintenance requirements. Depending on the quality and thoroughness of the daily inspections and the service experience of the vehicle, the three-month visual inspection interval and the full-scale inspection interval may be adjusted (increased or decreased) to levels appropriate for an individual vehicle duty cycle. WARNING: Death or serious injury could result from structural failure. Inspect structure for cracks. Reporting Procedure. Taylor Machine Works, Inc. should receive reports of the results of any inspections. Photocopy a sketch from your maintenance manual, make your own sketch, or photograph, and show indication of crack if any are evident, stating the following: 1. Location (right, left, inner, outer, machine side etc.); 2. Size of crack; 3. Extent of crack; a. In toe of weld; b. Propagating into the base metal; c. Other description, etc. 4. Method of testing to detect cracks. If no cracks are found by yearly inspections, please confirm by a fax or a short letter. Repair Procedure 1. Contact Taylor Machine Works, Inc. 2. If rewelding is suggested, use AWS approved welding procedures. 3. If design modification is indicated, contact Taylor Machine Works, Inc. OSHA 29 CFR 1910.178 (q)(5) requires that replacement parts be equivalent as to safety with those used in the original design. Different steel grades are used for different components. Dif-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

ferent steel grades require different welding procedures, pre-heatings, rods, etc. Inspection Locations. Some weld points are subject to higher stress levels than others. While all welds should be inspected, particular attention should be placed on the following representative areas (see Illustrations). They are used as a reference for specific details, but do not necessarily represent exact details used in the construction of your truck. WARNING: The areas being inspected must be properly cleaned prior to performing the inspection. If not properly cleaned potentially dangerous cracks may not be detected. WARNING: Never go under a raised mast, carriage, forks or attachment unless proper blocking has been securely placed to prevent the mast, carriage, forks or attachment from falling in event of hydraulic failure or drift. Refer to the Safety Check booklet.

List of Illustrations Illustration. 1. Inner and Outer Mast Arrangement . . A-6 Illustration. 2. Inner Mast Details 1 and 2 . . . . . . . . . . A-7 Illustration. 3. Outer Mast Details 3 and 4 . . . . . . . . . A-8 Illustration. 4. Carriage Details . . . . . . . . . . . . . . . . . . . A-9 Illustration. 5. Chassis Arrangement . . . . . . . . . . . . . A-10 Illustration. 6. Chassis Details 1 and 2 . . . . . . . . . . . A-11 Illustration. 7. Chassis Details 3 and 4 . . . . . . . . . . . A-12 Illustration. 8. Attachment Arrangement . . . . . . . . . . A-13 Illustration. 9. Attachment Detail 1 . . . . . . . . . . . . . . . A-14 Illustration. 10. Attachment Detail 2 . . . . . . . . . . . . . . A-15 Illustration. 11. Attachment Detail 3 . . . . . . . . . . . . . . A-16 Illustration. 12. Attachment Detail 4 . . . . . . . . . . . . . . A-17 Illustration. 13. Attachment Detail 5 . . . . . . . . . . . . . . A-18

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Inner and Outer Mast Arrangement Detail 1

Detail 3

Detail 4

Detail 2 Detail 5

Illustration 1. Inner and Outer Mast Arrangement

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Inner Mast Details

Detail 1 VT (3) MT (FS)

Detail 2 VT (3) MT (FS)

Illustration 2. Inner Mast Details 1 and 2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Outer Mast Details VT (3) MT (FS)

Detail 3

VT (3) MT (FS) VT (3) MT (FS)

Detail 4 VT (3) MT (FS)

VT (3) MT (FS)

Detail 5

Illustration 3. Outer Mast Details 3 and 4

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Carriage Details

VT (3) MT (FS)

Illustration 4. Carriage Details

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Chassis Arrangement

Detail 2

Detail 4

Detail 3

Detail 1

Illustration 5. Chassis Arrangement

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Detail 1

VT (3) MT (FS)

VT (3) MT (FS)

Detail 2

Illustration 6. Chassis Details 1 and 2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Detail 3

VT (3) MT (FS)

Detail 4

VT (3) MT (FS)

Illustration 7. Chassis Details 3 and 4

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Attachment Arrangement

Detail 1 Detail 3

Detail 4

Detail 2

Detail 5

Illustration 8. Attachment Arrangement

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Detail 1 VT (3) MT (FS)

VT (3) MT (FS)

Illustration 9. Attachment Wide Expansion Frame Detail 1

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Detail 2 VT (3) Inspect these welds on the main frame. Pay particular attention to the welds 5 feet from the outside of the rail cap on both ends of both top plates.

MT (FS)

VT (3) MT (FS)

VT (3) MT (FS)

VT (3) MT (FS) Inspect these welds on the wide expansion frame. Pay particular attention to the welds 1 foot on each side of the supports pads and under the support pads with the wide expansion frame in both the 40 FT. and 20 FT. positions.

VT (3) MT (FS)

Illustration 10. Attachment Main Frame and Wide Expansion Frame Detail 2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Detail 3

VT (3) MT (FS)

VT (3) MT (FS)

Illustration 11. Attachment Slider Beam Detail 3

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Detail 4

VT (3) MT (FS)

Illustration 12. Attachment Main Frame Detail 4

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Detail 5 VT (3) MT (FS)

VT (3) MT (FS) Inspect these welds on the narrow expansion frame. Pay particular attention to the welds 1 foot on each side of the supports pads and under the support pads with the narrow expansion frame in both the 40 FT. and 20 FT. positions.

Illustration 13. Attachment Main Frame and Narrow Expansion Frame Detail 5

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Leaf Chain Care, Maintenance, and Replacement The leaf chain (or chains) on your Taylor material handling equipment was selected based on thousands of hours of safe operation over many years of fork lift trucks working in various types of material handling operations. The entire chain system, including chain anchors, anchor supports, bearings, and chain rollers, is sized for the basic model capacity and load center shown on the serial plate. The utility of fork lift truck type material handling equipment requires it to operate under a wide variety of load conditions. These vary from a few low lifts to a very large number of high lifts per operating hour. The leaf chain is subjected to all the variations of environment, such as moisture, chemicals, temperature extremes, abrasives, and even salt water in some applications. The chain cannot have the benefit of a protective coating (paint) and must depend on proper lubrication for combating the effect of these conditions. The lubrication program greatly affects chain life. The utility of the lift truck requires it to operate with a variety of attachments, such as forks, coil rams, paper roll clamps, containers, marinas, and other attachments, all of which will place different dynamic loads and load requirements on the hoist chains. This wide variety of variables makes it impossible for Taylor to accurately predict an exact service life of the leaf chain on the Taylor material handling equipment. Therefore, the following procedure of inspection and replacement is recommended to avoid sudden failure. Maintenance and Replacement of the Leaf Chain In addition to the daily walk-around inspections, at each 500 hours of operation, the chain should be thoroughly cleaned and inspected for elongation, pin rotation and protrusion, cracked plates, enlarged holes, worn contour and worn surfaces on outside links or pin heads. If any of the above are observed, replace the entire length of both chains. (Illustrations are on the following pages under Modes of Chain Failure.) Careful visual inspection of both inside and outside of the chain links where possible will reveal some of these early indications of chain failure which may result in total chain breakage if left in service. NOTE: A hand-held mirror can aid tremendously in hard to see areas. Particular attention should be given to that part of the chain which passes over the chain roller the most frequently when under load. It will be necessary to move the carriage to several locations and block it to prevent any possibility of falling to gain the best possible visual access to the greatest number of pitches of chain. After the chain is inspected and found to be serviceable, relubricate and place back in service. WARNING: Utilize proper safety precautions when blocking. At 2,000 hours, disassemble the leaf chain from the vehicle in accordance with the shop service manual (page 27A-1). Thoroughly clean the chain and visually inspect for possible failure modes as listed for the 500 hour interval adding to that procedure the following. Articulate each joint of the chain in both directions where the entire radius around each pin can be inspected for cracks. Particular attention should be given to that length of chain which passes over the rollers. If the 2,000 hour inspection does not reveal any apparent excess wear or chain damage, relubricate and install the chain in its original position on the machine. At each 500 hours after the leaf chain is reinstalled, inspect and relubricate and follow the same procedure as on a new machine. At 4,000 operating hours remove and discard the leaf chain and replace with a new and lubricated chain. Taylor’s recommendation to replace the chain at 4,000 hours is based on typical service duty cycles. Experience in a specific application may allow this interval to be increased or may require that it be decreased. Any change should be based on thorough inspection procedures outlined in this manual. THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Modes of Chain Failure — See Illustrations on Page 3 1). Normal Wear – Chain Elongation. This is the result of wear when the load chain articulates over the chain rollers. See illustration No. 1 for explanation of wear limits. When a theoretical length of 12-in. new chain has elongated from wear to a length of 12.360-in. (3%), it has exceeded the allowable wear limit. The wear should be measured in the area that passes over the roller most often. If the length in the articulating section exceeds allowable wear limits (see text), replace entire length of both chains. 2). Chain Stretch. This can be caused by a combination of chain wear and overload. This (overload) can show up as elongation of plates which do not pass over the rollers. If there is any significant (1%) elongation in the area which does not pass over the rollers, replace the entire length of both chains. Cracked chain plates (illustration no. 3) and enlarged holes (illustration no. 7) can also result from chain stretch. The entire length of both chains must be replaced if either of these conditions are found. 3). Plate / Pin Rotation and / or Plate / Pin Lateral Movement. This is generally caused by the plate seizing the pin at articulation which indicates lack of lubrication where the joint rotates over the roller. (See illustration No. 2.) This can result in pin breakage in extreme cases. If any evidence of pin rotation is noted, replace entire length of both chains. 4). Plate / Pin Cracks. Cracks result from fatigue, stress corrosion, corrosion fatigue. (See illustrations No. 3, 4, and 5.) If any cracks are observed of any kind on any link, replace entire length of chain. 5). Chain Joint Stiffness. (See illustration No. 6.) Lack of lubrication. Check the chain for other modes of failure. If none are observed, lubricate thoroughly and place back in service. If stiffness remains, the chain may have been damaged and require replacement. 6). Edge Wear of Plates. (See illustration No. 8.) Edge wear can occur at extended hours of service and if sliding of chain occurs because of chain roller bearing problems. If wear exceeds 5% of plate height of unused plate, replace entire length of chain. 7). Worn Outside Links or Pin Heads. (See illustration No. 9.) Check for misalignment of the chain roller. NOTE: The chain will run toward the high side of the roller. Replace the chain if wear is significant. Check (see Check Procedure) the chain for all modes of failure. If none are found, eliminate the misalignment and place back into service.

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THDC / THDCP - 954 / 955 / 974 (Rev. 05/03)

Modes of Chain Failure Appearance and/or Symptom

Probable Cause

Correction

1. Excessive Length (elongation) If chain gauge shows more than 12.3 inches per foot of elongation.

Normal Wear Permanent deformation (stretch) from overload

12.3”/FT.

Replace chain when it reaches 12.3 inches per foot. Replace chain immediately and eliminate the source of overloads.

2. Abnormal Protrusion or Turned Pins Excessive friction from high loading and inadequate lubrication

Replace chain and lubricate more frequently

3. Cracked Plates (Fatigue) Loading beyond chain’s capacity (dropping load and catching it)

4. Arc-like Cracked Plates (Stress Corrosion)

5. Cracked Plates (Corrosion Fatigue) Perpendicular to Pitch Line, plus rust or other evidence of chemical corrosion

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Severe rusting or exposure to acidic or caustic medium, plus static stress at press fit between pin and plate. (No cyclic stress necessary)

Corrosive environment and cyclic motion (chain under cyclic operation)

Replace chain and eliminate dynamic (impulse) overloading

Replace chain and protect from hostile environment by lubricating more frequently

Replace chain and protect from hostile environment by lubricating more frequently

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Appearance and/or Symptom

Probable Cause

Correction

6. Tight Joints Dirt or foreign substance packed in joints

Clean and relube

Corrosion and rust

Replace chain

Bent pins

Replace chain

7. Enlarged Holes

High overload, dropping and catching load

8. Worn Contour (Edge Wear) Normal wear on sheave bearing area Abnormal wear, rubbing on roller

H

Replace chain and correct cause of overload

Replace chain when wear reaches 5% of H.

Replace chain and correct cause of overload Check chain roller bearing

5% of H 9. Worn Surfaces on Outside Links or Pin Heads Misalignment, rubbing on roller flanges

Check alignment of anchors, chain rollers and chain roller pin.

WARNING: I.

Use proper safety precautions. a. Always lower the mast and carriage to its lowest position before inspecting the leaf chain, unless the mast and carriage are securely blocked. b. Always use OSHA approved support means (man lift, scaffolding, ladder, or platform) when inspecting, removing, or servicing lift chains. Always turn off the engine. Do not allow anyone to touch the controls while people are near the upright.

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THDC / THDCP - 954 / 955 / 974 (Rev. 05/03)

II. Use Lockout / Tagout Procedure to reduce causes of possible injury (refer to Lock-Out / Tag-Out Procedure in the Safety Section found in the front of this manual). III. Use only assembled chain. Do not build lengths from individual components. IV. Do not attempt to rework damaged chains by replacing only the components obviously faulty. The entire chain may be compromised and should be discarded. V. Do not weld any chain or component. Welding spatter should never be allowed to come in contact with chain or components.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Hoist Circuit

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THDC / THDCP - 954 / 955 / 974 (Rev. 05/03)

Appendix Welding Precautions Introduction. Once a crack is found in the truck structure, it is advisable that you contact Taylor Machine Works, Inc. for proper welding procedures. Your truck is comprised of different metals, each requiring its own unique repair procedure. Welding Precautions. Occasionally parts have failed because of electric arc damage that occurred during welding. This damage (starting the failure), occurred when the current passed from the electrode through a pin, bearing, cylinder piston or other moving part, seeking the ground. Shown on the illustration are some of the parts on the container handling truck subject to damage by the passage of welding current.

Care and common sense are the best guides to avoid such damage to the components. CAUTIONS: S Should any truck equipped with an APC module require welding on its structural members, the RS connector must be unplugged from the APC module prior to any welding. Failure to comply with this caution may lead to damage to the APC module. S Always connect the ground (closest to the area to be welded, as possible, to provide the shortest path for welding current flow) to the part or welded assembly that is to be welded.

LIFT CHAIN AND ROLLERS

SLEW CYLINDERS SUB-TROLLEY ROLLERS

TILT CYLINDER ENDS AND ALL INTERNAL COMPONENTS

WHEEL AND SPINDLE BEARINGS

EXPANSION CYLINDERS MAST & CARRIAGE ROLLERS & PINS AXLE BEARINGS AND GEARS

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

UNIVERSAL TRANSMISSION JOINT GEARS AND BEARINGS BEARINGS

ENGINE GEARS AND BEARINGS

STEER AXLE PIVOT

A-25

Hoist Circuit

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Torque Chart - Nuts and Bolts Force - 100 lbs. 12” or 1’ Graphic Illustration of Torque

Force - 200 lbs. 6” or 1/2’

Lever Arm or Wrench Handle

Lever Arm or Wrench Handle

Torque - 100 ft-lbs. or 1200 in-lbs.

Torque - 100 ft-lbs. or 1200 in-lbs.

NOTE: These charts are intended as a guide for the wrench torque that should be applied to tightening nuts and bolts, studs, or capscrews when no torque is specified on the assembly print or separate instructions. A steady pressure should be applied to the torque wrench until the torque value is obtained. A jerking action on the torque wrench may not yield the proper torque value. When tightening a bolt with a slotted nut, torque to the lower value shown on the applicable chart. Then continue to tighten until the hole in the bolt and the slot in the nut line up. Nuts must be of

the same SAE grade as the bolts on the chart. When nuts and bolts are of different grades, use the torque value for the lower of the two grades. These charts are not intended for use in seating a stud in a housing. The torque values, listed in the charts, are the maximum and minimum dry torque values. To convert dry torque values to lubricated torque values, multiply the max. or min. dry torque value by 75% (.75). Lubricated is defined as oilcoated bolts, LoctiteR coated bolts, plated bolts or bolts used with hardened flatwashers. Recommended Torque, Foot-pounds (ft-lbs)

SAE Grade 5

SAE Grade 8

12pt Ferry Head Capscrew

Torque

Torque

Torque

NF Threads 1/4 - 28 5/16 - 24

9 17

- 10 - 19

13 23

- 14 - 25

15 31

- 17 - 34

3/8 - 24 7/16 - 20

32 50

- 35 - 55

45 72

- 50 - 80

59 92

- 65 - 102

1/2 - 20 9/16 - 18

81 108

- 90 - 120

108 153

- 120 - 170

135

- 150 NA

5/8 - 18 3/4 - 16

162 270

- 180 - 300

216 378

- 240 - 420

271 482

- 301 - 536

7/8 - 14 1 - 14

423 657

- 470 - 730

594 918

- 660 - 1020

793 - 881 1130 - 1255

1-1/8 - 12 1-1/4 - 12

792 - 880 1116 - 1240

1296 - 1440 1800 - 2000

NA NA

1-3/8 - 12 1-1/2 - 12

1512 - 1680 1980 - 2200

2448 - 2720 3200 - 3560

NA NA

1/4 - 20 5/16 - 18

7 15

- 8 - 17

11 23

- 12 - 25

14 28

- 15 - 31

3/8 - 16 7/16 - 14

28 45

- 31 - 50

41 63

- 45 - 70

52 83

- 58 - 92

1/2 - 13 9/16 - 12

68 99

- 75 - 110

99 135

- 110 - 150

120

- 133 NA

5/8 - 11 3/4 - 10

135 234

- 150 - 260

198 342

- 220 - 380

240 432

- 266 - 480

7/8 - 9 1-8

387 576

- 430 - 640

540 810

- 600 - 900

671 940

- 746 - 1044

NC Threads

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

A- 27

SAE Grade 5

SAE Grade 8

12pt Ferry Head Capscrew

Torque

Torque

Torque

1-1/8 - 7 1-1/4 - 7

720 - 800 1008 - 1120

1152 - 1280 1638 - 1820

NA NA

1-3/8 - 6 1-1/2 - 6

1314 - 1460 1746 - 1940

2142 - 2380 2844 - 3160

NA NA

NF Threads

Recommended Torque for Metric Bolts Torque (ft-lbs) Bolt Size

Class 8.8 (Equiv. to Grade 5)

Classs 10.9 (Equiv. to Grade 8)

M6-1.00

7

- 8

10 - 11

M8-1.25

17 - 19

24 - 27

M10-1.50

33 - 37

48 - 53

M12-1.75

59 - 65

83 - 92

M16-2.00

144 - 160

207 - 230

M20-2.50

279 - 310

405 - 450

M24-3.00

486 - 540

690 - 775

M30-3.50

970 - 1078

1386 - 1540

Taylor Engineering Standards Tightening procedure for countersunk flathead bolts with internal hex drive used for holding caps on tapered TimkenR bearings (found on the mast and carriage main rollers):

Recommended Torque for Countersunk Flathead Bolts with Internal Hex Drive (these torque values applies only to hold caps on tapered TimkenR bearings found on the mast and carriage main roller assemblies) Torque (ft-lbs)

1. The bolts and tapped holes must be clean and free of oil. (This can be done by using a spray degreaser (Zep AerosolveR or equivalent) and drying with compressed air.)

5/16 - 18

7.5 (90 in-lbs)

8.5 (102 in-lbs)

2. Apply LoctiteR to bolt threads.

3/8 - 16

14 (168 in-lbs)

12 (192 in-lbs)

3. Gradually tighten the bolts using a crossing pattern.

7/16 - 14

24 (288 in-lbs)

26 (312 in-lbs)

1/2 - 13

38 (456 in-lbs)

42 (504 in-lbs)

5/8 - 11

74

81

3/4 - 10

135

150

4. Repeat Step 3 until bolts hold at least the minimum torque value indicated in the torque chart below. Stake head at three places with a center punch.

B l Size Bolt Si

Min.

Max.

5. When bearings are removed, it is necessary to run a tap in the threaded holes and a die on the bolts to remove LoctiteR residue. If a die is not available, use new bolts.

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Torque Chart - Nuts and Bolts Tightening procedure for Grade 8 countersunk flathead bolts with internal hex drive used for retaining the slide bearing block housings (found on the mast and carriage): 1. Do Not use starwashers or any other type of “locking” washer with grade 8 bolts. 2. Generously lubricate the head and threads of the bolt with oil before installing. 3. Gradually tighten the bolts using a crossing pattern until they hold at least the minimum torque value as indicated in the torque chart below. 4. In order to achieve torque values of this magnitude, a high quality hex bit driver tool should be used. 5. In order to minimize bending stresses in the tool and thereby increase its life, the length of the hex bit should be as short as possible (e.g., Snap-OnR “Stubby” length). Recommended Torque for Countersunk Flathead Bolts with Internal Hex Drive (these torque values applies only to those bolts used to retain the slide bearing block housings) Torque (ft-lbs) NC C Threads

Hex Bit Size S

5/16 - 18

Min.

Max.

3/16

13

15

3/8 - 16

7/32

20

22

7/16 - 14

1/4

30

32

1/2 - 13

5/16

65

70

5/8 - 11

3/8

110

115

3/4 - 10

1/2

265

270

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

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Hoist Circuit

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THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Lubrication Introduction. The container handling truck has a large number of moving parts which operate under extreme conditions. Frequent periodic lubrication is absolutely essential to keeping the truck performing satisfactorily with a minimum of downtime. The illustrations in this section indicate the lubrication locations, intervals and type lubrication service to be performed. The Lube Chart Legend, located below Illustration 5, contains the type of lubricant to be used for each symbol and the abbreviation representation for each type of lubrication service. Refer, also, to the Preventive Maintenance chart for lubrication intervals and to the Fuel and Lubricant Specifications section for the types and weights of lubricants to be used in different temperature ranges. WARNINGS: S Always park the truck on level ground, apply the parking brake, shut down engine and Lock Out & Tag Out truck before performing lubrication. S Do not climb on the mast assembly or on other high places of the truck while performing lubrication. S Always use OSHA approved ladders, stands, or manlifts to reach high places on the truck. S Do not use a material handling forklift as a means to elevate personnel.

Excess grease inside the mast rails may cause the rollers to slide when subjected to a heavy load. If this happens, a flat spot will be worn on the rollers and the rollers will continue to slide until replaced with new rollers. NOTE: In severe environments, more frequent lubrication service intervals of the inner and outer mast main rollers may be required. Lift Chains. The lift chains of the mast assembly must be lubricated every 500 hours of operation (refer to Leaf Chain Care, Maintenance, and Replacement section in the Appendices). Refer to the Fuel and Lubricant Specifications for the type of lubricant to be used to lubricate the lift chains. Steer Axle Lubrication (See Illustration 5 for steer axle lubrication) WARNING: When each side of the steer axle is lubricated, the truck must be steered to one side to access the grease fittings and Locked Out & Tagged Out.

Chassis Lubrication (See Illustration 1 for chassis lubrication) Attachment Lubrication (See Illustration 2 for attachment lubrication) Carriage Lubrication (See Illustration 3 for carriage lubrication) CAUTION: The carriage main roller assemblies must not be over lubricated. Excess grease inside the mast rails may cause the rollers to slide when subjected to a heavy load. If this happens, a flat spot will be worn on the rollers and the rollers will continue to slide until replaced with new rollers. Mast Assembly Lubrication (See Illustration 4 for mast assembly lubrication) CAUTION: The inner mast main roller assemblies must not be over lubricated.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

A-31

250 GR DRIVE SHAFT 250 X BRAKE RESERVOIR

10 X 250 DR / CG ENGINE 10 X 1000 DR TRANSMISSION 250 X 3000 DR DRIVE AXLE

10 X 3000 CG HYDRAULIC RESERVOIR 250 X 3000 DR PLANETARY HUBS

NOTE: Refer to the Lube Chart Legend for the type of lubricant to be used. In addition, refer to the Fuel and Lubricant Specifications for the types and weights of lubricants to be used in different temperature ranges.

Illustration 1. Chassis Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

A-32

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

250 GR PILE SLOPE CYLINDERS (BOTH ENDS)

250 GR NARROW & WIDE EXPANSION FRAME SLIDING SURFACES

250 GR PILE SLOPE TIE LINK EARS (BOTH ENDS)

250 GR HANGER CHAIN LINK PLATES

250 GR SUB-TROLLEY ROLLERS

250 GR TWISTLOCK BEARINGS

250 GR TWISTLOCK GUIDE BLOCKS

250 GR PILE SLOPE PIVOT PINS

250 GR EXPANSION CYLINDERS (PISTON END)

NOTE: Refer to the Lube Chart Legend for the type of lubricant to be used. In addition, refer to the Fuel and Lubricant Specifications for the types and weights of lubricants to be used in different temperature ranges.

250 GR SIDE SHIFT CYLINDERS (PISTON END)

250 GR SIDE SHIFT CYLINDER PINS

Illustration 2. Attachment Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

A-33

250 GR SLEW CYLINDER ANCHOR PINS

NOTE: Refer to the Lube Chart Legend for the type of lubricant to be used. In addition, refer to the Fuel and Lubricant Specifications for the types and weights of lubricants to be used in different temperature ranges.

250 GR CARRIAGE MAIN ROLLERS

Illustration 3. Carriage Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

A-34

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1500 GR CHAIN ROLLER PIN

500 GR LIFT CHAINS OUTER MAST

250 GR TILT CYLINDER EAR

INNER MAST

250 GR MAST HANGER CLAMP (LOCATED ON CHASSIS)

250 GR INNER MAST MAIN ROLLERS

NOTE: Refer to the Lube Chart Legend for the type of lubricant to be used. In addition, refer to the Fuel and Lubricant Specifications for the types and weights of lubricants to be used in different temperature ranges.

NOTE: MAIN ROLLERS MUST BE ALIGNED WITH GREASE HOLES LOCATED IN THE OUTER MAST RAIL TO ACCESS GREASE FITTINGS.

Illustration 4. Mast Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

A-35

GREASE RELIEF

250 GR UPPER SPINDLE PIVOT

250 GR STEER LINK 250 GR PIVOT BLOCK

GREASE RELIEF

250 GR LOWER PIVOT SPINDLE

3000 GR WHEEL BEARING

NOTE: Refer to the Lube Chart Legend for the type of lubricant to be used. In addition, refer to the Fuel and Lubricant Specifications for the types and weights of lubricants to be used in different temperature ranges.

Illustration 5. Steer Axle Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation) SYMBOL

LUBRICANT

ABBREVIATIONS

ENGINE OIL, CF4 SAE 15W 40 HYDRAULIC FLUID C-4 TYPE with

X - Check Lubricant Level

FRICTION CONTROL MODIFIERS

DR - Drain and Refill

GEAR OIL, GL-5 OR MIL-2105D GREASE, CHEVRON ULTRA-DUTY OR EQUIVALENT GREASE, CHEVRON ULTI-PLEX OR EQUIVALENT

GR - Grease CG - Change

VISTAC ISO 150 OR EQUIVALENT LUBE CHART LEGEND

A-36

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

SERVICE CAPACITIES Engine Lubrication Cummins M11-C330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Quarts Coolant System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Gallons Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 Gallons Transmission TC-36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Quarts TC-40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Quarts Drive Axle Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Quarts Each Planetary Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Quarts Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Gallons

HYDRAULIC PRESSURE SETTINGS Hydraulic Function

Pressure Setting

Set Pressure At

Lift

2900 psi

High Idle

Tilt Back

2900 psi

High Idle

Tilt Out

2500 psi

High Idle

Steering

2500 psi

High Idle

Main Attachment

2100 psi

High Idle

Side Shift

2100 psi

High Idle

Left Slew

2100 psi

High Idle

Right Slew

2100 psi

High Idle

Expand

1000 psi

High Idle

Retract

2000 psi

High Idle

Twistlocks

700 psi

High Idle

Pile Slope

2100 psi

High Idle

Pilot Minimum

250 psi

Low Idle

Pilot Maximum

400 psi

High Idle

THDC / THDCP -- 954 / 955 / 974 (Rev. 06/03)

A-37

Hoist Circuit

THD-180S -- 360L (10/98)

A-38

Preventive Maintenance A-Adjust D-Drain

C-Clean GR-Grease

Service Symbols CG-Change X-Check

Service Intervals Daily Or 10 Hours

Monthly Or 250 Hours

Six Months Or 1500 Hrs.

Yearly Or 3000 Hrs.

POWER UNIT ENGINE (Refer To The Engine Manufacturer’s Maintenance Manual For Additional Requirements): Hourmeter - check reading to determine when inspections are due Oil level-check for evidence of external leakage Oil change and filter element Throttle control linkage Crankcase breather Clean engine Check engine mounts

X X D / CG X C C X

FUEL SYSTEM: Fill fuel tank-check for leaks Fuel / water separator filters Fuel / water separator filter elements Fuel tank, cap, hoses and clamps

X D CG X

AIR INTAKE SYSTEM: Check for leaks Air cleaner element filter indicator Air cleaner primary element (as conditions warrant) Air cleaner safety element (or by filter indicator)

X X CG CG

COOLING SYSTEM: Coolant level and fan belts Hoses, clamps and radiator - check for leaks Radiator (clean externally as conditions warrant) Drain and flush cooling system (every 2 years or 6,000 hours) Coolant filter (refer to the engine operation and maintenance manual for coolant filter change interval)

X X X

ELECTRICAL SYSTEM: Battery-check water level Alternator belts

X X

POWER TRANSFER TRANSMISSION: Maintain fluid level to full mark and check for leaks Clean transmission breather Drain and refill transmission (every 1000 hours) Clean sump screen (every 1000 hours) Transmission filter elements (every 500 hours)

X C

DRIVE SHAFT: Lubricate drive shaft, universal joints, slip joints and all other bearings.

GR

AXLES STEER AXLE - Visually inspect daily Lubricate all grease fittings on steer axle (refer to the Lubrication section in the Appendices) Repack wheel bearings Check mounting bolts

X

DRIVE AXLE - Visually inspect daily Differential and planetary hubs - maintain oil level Drain and refill differential and planetary hubs (refer to Fuel and Lubricant Specifications in the Appendices for the type of gear oil to be used) Inspect brake linings Check mounting bolts

X

BRAKE CONTROL SYSTEM BRAKES: Air tank (manual drain) Check air hoses and connections Fluid level in wet disc brake reservoir

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

GR GR X X D X X

D X X

A-39

A-Adjust D-Drain

C-Clean GR-Grease

Service Symbols CG-Change X-Check

BRAKE CONTROL SYSTEM (Continued) PARKING BRAKE: Actuation Brake pads (replace as conditions warrant; refer to Section 15) Actuator adjustment (whenever the parking brake pads are replaced)

Service Intervals Daily Or 10 Hours

Monthly Or 250 Hours

Six Months Or 1500 Hrs.

Yearly Or 3000 Hrs.

X X

CHASSIS Lubricate all grease fittings on machine not listed elsewhere. Use engine oil on linkage not having grease fittings. Mirrors and windows Access and anti-slip surfaces (clean) Audio-visual warning devices Handrails WHEEL EQUIPMENT: Check tires, valve caps, wheels, lugs and tire pressure (refer to data plate on vehicle for torque information)

GR X/C X/C X X X

HYDRAULIC SYSTEM HYDRAULIC PIPING AND RESERVOIR: Maintain fluid level in hydraulic tank to full mark. Check piping for chafing, cracked hoses, loose fittings and leaks. Drain and refill entire hydraulic system and clean inside tank.

X X CG / C

HYDRAULIC FILTERS: Replace hydraulic tank breathers (as conditions warrant) Hydraulic tank return filters Hydraulic filter screens (suction strainers) Remote pilot hydraulic filter

CG CG C CG

HYDRAULIC VALVES: Check for free operation

X

HYDRAULIC CYLINDERS: Observe speed of movement - check for leaks

X

ACCUMULATORS: Check precharge

X

ATTACHMENTS MAST - Visually inspect daily Lubricate mast hinge clamps Lubricate tilt cylinder ears and inner mast main rollers Lubricate chain roller pins Refer to Leaf Chain Care, Maintenance, and Replacement for additional inspection requirements. Check all mast mounting hardware (mast hanger)

X

CARRIAGE - Visually inspect daily Lubricate carriage main rollers and slew cylinder pins grease fittings

X

CONTAINER ATTACHMENT: Check unit for loose parts and hydraulic leaks Lubricate the twistlock grease fittings, expansion cylinder end grease fittings, side shift cylinder end grease fittings, pile slope cylinder ends, pile slope tie links, hanger chain link plate grease fittings and sub-trolley roller grease fittings. Lubricate the sliding surfaces of the expansion frames. (every 50 hours) Visually inspect all twistlocks, guide blocks, interlocks and plungers. Check twistlocks and guide blocks ultrasonically or by magnaflux. Replace every 6000 hours. Visually inspect container attachment structure for cracks. Check hanger chain links for wear and flat spots. Check response of hydraulic functions. Check all container lights and safety devices.

GR GR GR X X GR X GR

X X X X X X

CAB Check cab tilt and cab tilt cylinders for proper operation

X

The service intervals for Preventative Maintenance are calculated based on normal operating conditions including ten hours per day, fifty hours per week. If your operating conditions or duty cycles are more severe, the service should be conducted more frequently, i.e. extremely dusty conditions may require more frequent servicing of the filters.

A-40

THDC / THDCP - 954 / 955 RTGP-9040 / 974 (Rev.(12/95) 06/03)

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.

Fuel and Lubricant Specifications This replaces all previously published Fuel and Lubricant Specifications. PRODUCT ENGINE OIL

USED IN Cummins Diesels

SPECIFICATIONS

TEMPERATURE

API Classification CG–4, CH–4/SJ, CI–4

FACTORY FILLED Chevron Delo 400 Multi grade Multi-grade Heavy Duty M Motor Oil SAE 15W 40

SAE 5W 30

-40° F to 68° F

SAE 10W 30

-10° F to 68° F

SAE 15W 40

-10° F to 115° F

Gas & LP Engines

API Classification CG–4, CH–4/SJ, CI–4 SAE 5W 30

Below 60° F

DIESEL FUEL

All Diesel Engines

ASTM Spec D-975 No. 1 or No. 2, 0.5% Sulfur Maximum Centane Minimum 40

All Temperatures

Chevron Diesel No. 2 With Temp. Supressor Added November Thru March

ANTIFREEZE

Cooling System

Maintain 50 - 50% Soft Water* Ethylene Glycol (Low Silicate Antifreeze) GM 6038-M or ASTM D3306

Protection to -34° F

Texaco 23 53

Cooling System RUST INHIBITOR

Any Reputable Manufacturer Non-Chromate Only

All Temperatures

Included in Antifreeze

TRANSMISSION

Automatic Transmission

C-4 Type Fluid with Friction Control Modifiers.

All Temperatures

Chevron 1000 Tractor Hydraulic Fluid

HYDRAULIC FLUID

Hydraulic System

WET DISC BRAKE COOLING

Wet Disc Brakes

GEAR OIL

Differentials Planetary Hubs Gear Boxes

Extreme Pressure Gear Oil (GL-5 or MIL-2105D) SAE 85W 140

10° F Minimum

Chevron Delo Gear Lubricant ESI 80W 90

SAE 80W 90

-15° F Minimum & Any Higher Temperatures

C-4 Type Fluid with Friction Control Modifiers. See Hydraulic Fluid Above.

All Temperatures

Chevron 1000 Tractor Hydraulic Fluid

All Timkenr Bearings WHEEL BEARINGS Which Use Grease AND SEALED CHAIN ROLLERS

Chevron Ulti-Plex** Grease NLGI Grades 1 & 2 or Equivalent

Grade 1 below 0° F Grade 2 above 0° F

Chevron Ulti-Plex Grease NLGI Grade 2

GREASE FITTINGS

Chevron Ultra Duty** Grease EP NLGI 1, 2, or Equivalent

Grade 1 below 0° F Grade 2 above 0° F

Chevron Ultra Duty Grease EP NLGI 2

Vistacr ISO 150 Lubricant

All Temperatures

Vistacr ISO 150 Lubricant

BRAKE FLUID

LEAF CHAINS

Wet Disc Brake Actuator

All Other Grease Fittings

NOTE: Chevron 1000 Tractor Hydraulic Fluid and Mobil 424 have proven to be most effective in controlling wet disc brake noise.

* Soft Water - Cannot contain more than 300 parts per million hardness or 100 parts per million of either chloride or sulfide. (See engine manual.) **Grease recommendations are based on commercial products which have given satisfactory service. Users must be assured of similar performance with products represented to be equivalent.

FL-1-5 (Rev. 2/07)

Hoist Circuit

Insert The Current Fuel and Lubricant Specifications Form FL Here

6-2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)