EH1100-3 Operational Principle

Training Text
EH1100-3 Dump Truck

Operational Principle
PT. Hexindo Adiperkasa Tbk

Training Center - Balikpapan
<Blank>
INTRODUCTION
TO THE READER
• This manual is written for an experienced technician • If you have any questions or comments, at if you
to provide technical information needed to maintain found any errors regarding the contents of this
and repair this rigid dump truck. manual, please contact using “Service Manual
Revision Request Form” at the end of this man-
• Be sure to thoroughly read this manual for cor- ual.
rect product information and service procedures. (Note: Do not tear off the form. Copy it for us-
age.):
Publications Marketing & Product Support
Hitachi Construction Truck Manufacturing Ltd.
TEL: 519-823-2000
FAX: 519-823-5545
ADDITIONAL REFERENCES
• Please refer to the materials listed below in addition • Operation Manual of the Engine
to this manual. • Parts Catalog of the Engine
• Hitachi Training Material
• The Operator’s Manual
• The Parts Catalog
MANUAL COMPOSITION
• This manual consists of three Portions: the Techni-
cal Manual (Operational Principles).
• Information included in the Technical Manual

(Operational Principles):
technical information needed for redelivery and
delivery, operation and activation of all devices
and systems.
PAGE NUMBER
• Each page has a number, located on the center
lower part of the page, and each number contains
the following information:
Example : T 1-3-5
Consecutive Page Number for Each Group

Group Number
Section Number
T: Technical Manual
IN-01
INTRODUCTION
SAFETY ALERT SYMBOL AND HEADLINE

NOTATIONS
In this manual, the following safety alert symbol and • CAUTION:
signal words are used to alert the reader to the Indicated potentially hazardous situation which
potential for personal injury of rigid dump truck could, if not avoided, result in personal injury or
damage. death.
• IMPORTANT:
This is the safety alert symbol. When you see this Indicates a situation which, if not conformed to the
symbol, be alert to the potential for personal injury. instructions, could result in damage to the rigid
Never fail to follow the safety instructions prescribed dump truck.
along with the safety alert symbol.
The safety alert symbol is also used to draw attention NOTE: Indicates supplementary technical informa-
to component/part weights. tion or know-how.
To avoid injury and damage, be sure to use appropri-
ate lifting techniques and equipment when lifting
heavy parts.
UNITS USED
• SI Units (International System of Units) are used in Example : 24.5 MPa (250 kgf/cm2, 3560 psi)
this manual.
MKSA system units and English units are also A table for conversion from SI units to other system
indicated in parenthheses just behind SI units. units is shown below for reference purposees.
To Convert To Convert
Quantity Into Multiply By Quantity Into Multiply By
From From
2
Length mm in 0.03937 Pressure MPa kgf/cm 10.197
mm ft 0.003281 MPa psi 145.0
Volume L US gal 0.2642 Power kW PS 1.360
L US qt 1.057 kW HP 1.341
m3 yd3 1.308 Temperature °C °F °C×1.8+32
Weight kg lb 2.205 Velocity km/h mph 0.6214
Force N kgf 0.10197 min-1 rpm 1.0
N lbf 0.2248 Flow rate L/min US gpm 0.2642
Torque N٠m kgf٠m 1.0197 mL/rev cc/rev 1.0
N٠m lbf٠ft 0.7375
IN-02
SECTION 1 GENERAL
SECTION AND GROUP Group 1 Specifications
CONTENTS
Group 2 Component Layout
SECTION 2 SYSTEM
TECHNICAL MANUAL Group 1 Control System

(Operational Principles)
Group 2 Hydraulic System
Group 3 Electrical System
All information, illustrations, and Group 4 Air Conditioning System

Specifications, in this manual are
based on the latest product
information available at the time
of publication. The right is
SECTION 3 COMPONENT OPERATION
reserved to make changes at any
time without notice.
Group 1 Transmission
COPYRIGHT(C) 2008 Group 2 Hoist and Brake Cooling

Guelph, Ontario, Canada
All rights reserved
Group 3 Steer
Group 4 Brake
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications ....................................…….T1-1-1 Vehicle Electrical Centers
Performance Data .................................... T1-1-2 1 and 2 ...................... T1-2-23
Engine ...................................................... T1-1-5 Battery Box ............................................. T1-2-26
Engine Accessories .................................. T1-1-7 Tail Lamp Bracket ................................... T1-2-27
Transmission ........................................... T1-1-8 Air Conditioning/Heater
Hydraulic Devices..................................... T1-1-8 Air-Distribution Box Location.......... T1-2-28
Electrical Equipment............................... T1-1-10 Air Conditioning System
Brakes .....................................................T1-1-11 Components and Hoses .................. T1-2-29
Group 2 Component Layout

Main Components .................................... T1-2-1
Electrical Components.............................. T1-2-3
Hydraulic System Components................. T1-2-4
Steering Components ...................... T1-2-4
Hoist Control Valve/Oil Tank ............ T1-2-5
Hydraulic Tank ................................. T1-2-6
Hydraulic Pumps ............................. T1-2-7
RCB Valve/Steering Accumulator..... T1-2-8
Brake Valve ..................................... T1-2-9
Retarder Valve............................... T1-2-10
ATC/EDSC Brake Valve ..................T1-2-11
Brake Accumulators....................... T1-2-12
Windshield Washer Pump.............. T1-2-13
Engine ....................................................T1-2-14
Exhaust Side .................................T1-2-14
Intake Side ....................................T1-2-15
Transmission .......................................... T1-2-16
Air Cleaner / Surge Tank ........................ T1-2-18
Cab Features.......................................... T1-2-19
Instrument Monitoring Panel .......... T1-2-20
Monitoring Alarm System ............... T1-2-21
Dash Controls................................ T1-2-22
183T-1-1
(Blank)
183T-1-1
GENERAL / Specifications
SPECIFICATIONS
F D
B
E I
G H
A
Model EH1100-3
Body Capacity
Struck (SAE) 28 m3 (37 yd3)
Heap 3:1 (SAE) 35 m3 (46 yd3)
Heap 2:1 (SAE) 39 m3 (51 yd3)
Max. GMW 110 677 kg (244 000 lb)
Engine Detroit Diesel 12V-2000 (23.9 L)
Transmission Allison H6610A
Net machine weight 45 813 kg (101 000 lb)
Body Raise Time (@2250min-1 (rpm)) 12 sec
Body Float Down Time 16 sec
Vehicle Speed @ Governed Engine Speed 35.9 mph (57.8kph)
Max. Grade (Stall Gradeability) 34%
A 9449 mm (31 ft)
B 4623 mm (15 ft 2 in)
C 4979 mm (16 ft 4 in)
D 8890 mm (29 ft 2 in)
E 4140 mm (13 ft 7 in)
F 60°
G 2311 mm (7 ft 7 in)
H 4318 mm (14 ft 2 in)
I 3759 mm (12 ft 4 in)
T1-1-1
PERFORMANCE DATA
EH1100-3 Retarder Charts
T1-1-2
T1-1-3
EH1100-3 Performance Chart
T1-1-4
ENGINE
MAIN SPECIFICATIONS
Manufacturer ............................................. DETROIT DIESEL
Model ........................................................ 12V-2000
Type .......................................................... Diesel, 4 cycle, vertical, 12-cylinder V,
water cooled, turbocharged, after cooled
direct injection type, Tier 3 Emission Certi-
fication.
Cyl. No.-bore x stroke................................ 130 mm x 150 mm (5.12 in x 5.91 in)
Displacement ............................................ 23900 cm3 (1458 in3)
Rated output power................................... 567 Kw / 2100 min-1(rpm) (760 hp / 2100 min-1(rpm)
Dry weight ................................................. 2223 kg (4901 lb)
Firing order................................................ 6L, 5R, 2L, 3R, 4L, 1L, 2R, 5L, 4R, 3L, 1R
Rotation direction ...................................... Clockwise (Viewed from the fan side)
COOLING SYSTEM
Cooling fan................................................ Dia.1117.6 mm (44 in)
Fan pulley ratio......................................... 0.70:1
Thermostat HTC........................................ Opening temperature 77.22 ºC (171 ºF)
Fully open temperature 87.22 ºC (189 ºF)
Thermostat LTC ........................................ 32 ºC
44 ºC
Water pump............................................... Centrifugal type
LUBRICATION SYSTEM
Lubrication pump type ............................... Gear type.
Oil filter...................................................... Full flow type, element type with bypass
Oil pan capacity......................................... 88.3 L (22 US gal)
STARTING SYSTEM
Motor......................................................... Delco-Remy 50MT
Voltage ...................................................... 24 V
ENGINE STOP SYSTEM

Stop method.............................................. Ignition signal cut-off
FUEL SYSTEM
Injection pump........................................... Positive Displacement Gear-Type Fuel Pump
Speed control device................................. Electronic governor – DDEC IV
PERFORMANCE
Lubrication oil consumption....................... 900 cm3/h (0.95 qt/h) (New engine, at rated horsepower)
Fuel consumption @ rated output ............. 232 g/Kw-hr ( 0.381 lb/hp-hr)
-1
Gross Maximum Torque ............................ 3091 N٠m (2280 lbf٠ft) @ 1350 min (rpm)
-1
Max. no load speed (GROSS)................... 2180 min (rpm)
T1-1-5
Engine Speed, min-1(rpm)
T1-1-6
ENGINE ACCESSORIES
ALTERNATOR
Type…………………………………..Alternating current, diode rectification type, Delco-Remy 33 SI
Weight…………………………….….11.1 kg ( 24.5 lb)
Capacity……………………………...DC, 24 V, 75 A
AIR CONDITIONING COMPRESSOR

Type……………………………………Seltec, TM-16HD-Swash-plate type
Weight…………………………….……4.90 kg ( 10.9 lb)
Displacement………………………....163.3 cm3 (10.00 in3)/rev
RADIATOR ASSEMBLY
Type……………………………………Radiator/Oil cooler tandem type assembly
Dry Weight……………………….……725.7 kg (1600 lb)
RADIATOR
HTC Radiator
Type……………………………………Flat round, mechanical bond
Dry weight…………………………….370.6 kg (817 lb)
Capacity………………………………125 L (33 gal)
Testing pressure……………………..206.8 kPa (30 psi)
Pressure cap…………………………N/A
LTC Radiator
Type……………………………………Flat round, mechanical bond
Dry weight…………………………….232.7 kg (513 lb)
Capacity………………………………53.7 L (14.15 gal)
Testing pressure……………………..206.8 kPa (30 psi)
Pressure cap…………………………N/A
OIL COOLER
Type…………………………………..Shell & tube

Dry Weight……………………………195 kg (430 lb)
Capacity
Shell side……………………………..102.2 L (27.9 g)
Tube side……………………………..12.9 L (3.42 g)
Testing Pressure…………………….2068.4 kPa (300 psi)
CHARGE AIR COOLER
Type………………………………….Bar & plate construction –Tbar (extruded tube & bar)

Dry Weight…………………………..113.9 kg (251 lb)
Testing Pressure……………………206.8 kPa (300 psi)
BATTERY
Capacity……………………………..430 min @ 25 Amps @ 27 ºC (80 ºF).
Voltage………………………………12 V
Weight(Wet)…………………………59.5 kg (131.21 lb) X 2
(Dry)……………… … ……..36.0 kg (79.5 lb) X 2
T1-1-7
TRANSMISSION
Model ........................................................ Allison
Type .......................................................... H6610A
Control ...................................................... Allison Transmission Commercial CEC 2
Speeds ...................................................... 6 Forward, 2 Reverse
Weight (dry)............................................... 1025kg (2260 lbs)
HYDRAULIC DEVICES
HOIST AND BRAKE COOLING PUMP-TANDEM
Model ........................................................ Parker VTP20450-300C-DXS
Hoist section
Type .......................................................... Gear
Displacement ............................................ 0.22 L/rev (13.4 in3/rev)
Rated flow ................................................. 465.6 L/min (123 gpm) @ 2100 min-1(rpm) x 1.013 (PTO Ratio)
Brake cooling
Rated flow ................................................. 176.6min (46.7 gpm) @ 2100 min-1(rpm) x 1.013 (PTO Ratio)
STEERING PUMP
Model ........................................................ Vickers Inc. 02-341841-PEV21AL

Type .......................................................... Piston
-1
Rated flow ................................................. 95.7 L/min(25.3 gpm) @ 2100 min (rpm) x 1.013 (PTO Ratio)
HOIST CONTROL VALVE
Type .......................................................... Four Position-Electronic Pilot Controlled

Maximum Flow .......................................... 568 L/min (150 gpm) @ .344 MPa(50 psi) pressure drop
Relief Setting............................................. 17.2 MPa(2500 psi)
STEER VALVE
Type……………………………………………Closed Center with Thermo-Bleed

Displacement…………………………………0.74 L/rev (45.1 in3/rev)
Pressure Rating………………………………23.5 MPa (3400 psi)
RCB VALVE
Check Valve
Type……………………………………………Steel seat
Pressure Rating………………………………151.4 L/ m (40 gpm) with 172.5 kPa ( 25 psi) pressure drop
Cracking Pressure………………………….. .207 ± 21 kPa ( 25 ± 3 psi)
Velocity Fuse………………………………….Set at 19.0 ±1 L/min ( 5 ± 0.3 gpm)
Relief Valve…………………………………...Set at 22 070 ± 172.5 kPa (3200 ± 25 psi)

Rated Flow…………………………………….151.4 L/min ( 40 gpm)
T1-1-8
STEER ACCUMULATOR
Rated Operating Pressure………………………20 685 kPa (3000 psi)

Maximum Oil Discharge ………………………..12.75 L (778 in3)
Volume (Gross) ………………………………….28.38 L (1430 in3)
Precharge Pressure…………………………….. 6895 kPa (1000 psi)
HOIST CYLINDER
Quantity .......................................................... 2
Type ............................................................... Double Acting with Retract Cushioning
Stages ............................................................ 2
Stroke ............................................................. 947.9-946.2 mm(37.32-37.25 in)
Bore................................................................ 203.2-152.4 mm(8.00-6.00 in)
Piston Rod Diameter ...................................... 177.8-127.0 mm(7.00-5.00 in)
Fully retracted length ...................................... 1426.5 mm(56.16 in) (center-center)
STEERING CYLINDER
Quantity .......................................................... 2
Type ............................................................... Double Acting
Stages ............................................................ 1
Piston Rod Diameter ...................................... 44.5 mm (1.75 in)
Bore................................................................ 82.6 mm (3.25 in)
Stroke ............................................................. 457.2 mm (18.0 in)
FRONT RIDE STRUT
Quantity .......................................................... 2
Effective stroke ............................................... 279.4 mm (11.00 in) (center-center)
Fully retracted................................................. 985.5 mm (38.8 in) (center-center)
Capacity(both) Neocon-ETM Fluid.................... 14.4 L (3.8 gal)
REAR RIDE STRUT
Quantity .......................................................... 2
Effective stroke ............................................... 95.2 mm (3.75 in) (center-center)
Fully retracted................................................. 781.0 mm (30.74 in) (center-center)
Capacity(both) Neocon-ETM Fluid.................... 6.4 L (1.7 gall)
T1-1-9
ELECTRICAL EQUIPMENT
Battery relay
Voltage-Current .............................................. 24V /DC-100 A (Continuous), 1000A for 30 Second.
Starter relay
Voltage-Current .............................................. Intermittent duty, 24 V-120 A
All control relays in the cab

Voltage-Current .............................................. 24 V / NO-10 A, NC-8 A
Horn
Specifications ................................................. 24 V-3.5 A, 310 ± 20 Hz(Low tone)
380 ± (Hi tone)
Lights
Headlights ...................................................... 4 Halogen
Specifications ................................................. 24 V-75 / 70 W
Clearance/Turn............................................... 2
Specifications ................................................. 24 V-12 W / 25 W
Stop/Tail/Turn.................................................. 2
Specifications ................................................. 24 V-25 W / 10 W / 25 W
Backup ........................................................... 1
Specification ................................................... 24 V-70 W
Air Conditioner
Refrigerant ................................................... 134 a
Evaporator Capacity..................................... 32.2 MJ/h (7686 kcal/h) @ 35°C (95 °F)
Evaporator Air Flow...................................... 595 m3/h (778 yd3/h)
Heater Capacity ........................................... 42.2 MJ/h (10080 kcal/h)
Temperature Control .................................... Electronic control
Refrigerant Capacity…………………………..1588 g ( 3.5 lb)
T1-1-10
BRAKES
Service brakes Front Rear (Retarder)
Make…………………………………………… Carlisle M6 Euclid
Type……………………………………………..Dry disc Wet disc
Location…………………………………………Wheels Wheels
No. of Discs per Axle…………………………..2 20
No. of Brake Heads per Axle……………..…..2 N/A
Control System…………………………………Hydraulic actuated Hydraulic actuated
Park brake
Make…………………………………………......Carlisle
Type………………………………………………Disk
Location………………………………………….Differential
No. of Discs ................................................... 1
No. of Brake Heads ........................................ 1
Secondary System……………………………..Dual circuit with automatic low pressure apply
FRONT BRAKE CUT-OFF VALVE
Type................................................................. Sequence valve

Sequence pressure ......................................... 12.8 MPa ±172 kPa (1850 ± 25 psi)
Reset Pressure ............................................... 11.7 MPa (1700 psi)
RETARDER CONTROL VALVE
Type…………………………………………………Pressure reducing valve

Rear brake regulated pressure…………………..4.83 ± 172 kPa (700 ± 25 psi)
BRAKE ACCUMULATOR
Rated Operating Pressure .……………………20 700 kPa (3000 psi)

Oil Volume……………………………………….1.36 L (83 in3) @ 20700 kPa ( 3000 psi) full charge
and 8280 kPa (1200 psi) pre charge under adiabatic condiditons
Gas Volume……………………………………..2.82 L (172 in3) at pre charge
T1-1-11
MEMO
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T1-1-12
GENERAL / Component Layout
MAIN COMPONENTS
4 3
5
1
1. Battery 4. Rear Axle

2. Body 5. Front Axle
3. Cab
T1-2-1
6 7 8 9 10 11 12 13
20 19 18 17 16 15 14
6. Radiator 14. Rear Driveline

7. Frame 15. Hydraulic Tank
8. Front Strut 16. Transmission
9. Tie Rod 17. Front Driveline
10. Fuel Tank 18. Steer Cylinder
11. Hoist Cylinder 19. Engine
12. Track Rod 20. Brake Cooler
13. Rear Strut
T1-2-2
ELECTRICAL COMPONENTS
10
6
2
4
11
8
8
9 5
7
1. Battery Box 6. Windshield Washer Pump

2. Battery Disconnect Switch 7. Head Light
3. Air Cleaner Switch 8. Horn
4. Coolant Level Sensor 9. Reverse Light
5. Turn Signal/Clearance Light 10. Back-Up Alarm
11. Camera
T1-2-3
HYDRAULIC SYSTEM COMPONENTS
Steering Components
7 8
10
4
1
2 9 11
5
3
1. Steering Wheel 5. Steering Cylinder (Left) 9. Strainer

2. Steering Driveshaft 6. Steering Accumulator 10. Steer Filter
3. Steering Control Valve 7. RCB Valve 11. Hydraulic Tank
4. Steering Cylinder (Right) 8. Steer Pump
T1-2-4
HYDRAULIC SYSTEM COMPONENTS (CON’T)
Hoist Control Valve/Oil Tank
4 3
2
8
9
5
6
1. Hoist Control Valve 6. Hoist/Brake Cooling Tank

2. Motion Control Valve 7. Hoist/Brake Cooling Filter Pressure Switch
3. Pilot Pressure Reducing Valve 8. Hoist/Brake Cooling Filter
4. Breather 9. Manual Body Down Valve
5. Steer/Brake Tank
T1-2-5
Hydraulic Tank
1
2
1. Body Up Solenoid 3. Steer Oil Temperature Sensor

2. Body Down Solenoid 4. Brake Cooling Oil Temperature Sensor
T1-2-6
Hydraulic Pumps
1 4 2
1. Hoist/Brake Cooling Pump 3. Steering Pump Adjust Unit

2. Steering Pump 4. Suction Tube Assembly
T1-2-7
RCB Valve/Steering Accumulator
6
2
5
6
3
5
1. Steering Accumulator 4. Park Brake Solenoid

2. RCB Valve 5. Steer Bleed Down Solenoid
3. Park Brake Pressure Switch 6. Steer/Brake Pressure Sensor
T1-2-8
Brake Valve
Figure 3 – Brake Valve Standard
1. Load Dump Solenoid Connection

2. Front Brake Apply Tube (WBF)
3. Accumulator Tube Connection (AR)
4. Brake Valve Return Tube (R)
5. Rear Brake Tube (BR)
6. Pressure Inlet Tube (P)
7. Mounting Screw
8. Accumulator Tube Connection (AF)
9. Front Brake Cut-off Solenoid Connection
T1-2-9
Retarder Valve
5 1
2 3
1. Brake Apply Pressure Tube

2. Inlet Pressure Tube
3. BR Port Tube
4. Brake Valve Return Tube
5. Return Tube
6. Mounting Screw
T1-2-10
ATC/EDSC Valve (Optional)
1
6 4
5 2
3
1. Return Tube
2. Left Rear Brake Tube
3. Pressure Inlet Tube
4. Right Rear Brake Tube
5. Rear Brake Apply Tube (BR)
6. Retarder Valve Pressure Inlet Tube (R)
7. Brake Valve Return Tube
8. Solenoid Electrical Connections
T1-2-11
Brake Accumulators
1
2
1. Front Brake Accumulator 2. Rear Brake Accumulator
T1-2-12
Windshield Washer Pump
1. Windshield Reservoir
2. Cap
3. Windshield Washer Pump
T1-2-13
ENGINE
Exhaust Side
1
12
3
11
7
6
5
4
10 9
1. Engine Coolant Outlet (HTC) 7. Water Pump

2. Thermostat Housing 8. Flywheel Housing
3. Turbocharger 9. Engine Oil Filters
4. Exhaust Manifold 10. Engine Oil Drain
5. Engine Oil Cooler 11. Engine Coolant Inlet (HTC)
6. Fuel Inlet 12. Engine Coolant Outlet (LTC)
T1-2-14
ENGINE
Intake Side
5
6
1. Thermostat Housing Vent 4. Oil Dipstick

2. Alternator 5. Engine Serial Number
3. Oil Fill 6. Starter Motor
T1-2-15
TRANSMISSION
1. Transmission Pressure Transducer

2. Input Speed Sensor
3. Transmission Temperature Sensor
4. Fluid Site Glass
T1-2-16
TRANSMISSION
10
7
6
4. Main Connector (Solenoids A-G) 8. Turbine Speed Sensor

5. Output Speed Sensor 9. Lock Up (Solenoid K and Sump Temperature Sensor
6. Main Valve Body 10. Lock Up Valve Body
7. Trim Boost Connector (Solenoid J)
T1-2-17
AIR CLEANER / SURGE TANK
Air Cleaner
2
1. Air Cleaner
2. Air Cleaner Switch
Surge Tank
5 1
2
4
1. Surge Tank 4. Coolant Make-up Hose
2. Coolant Level Sensor 5. Pressure Cap
3. Coolant Vent Lines
T1-2-18
CAB FEATURES
3
16
9
12
10
2
15
5
13
11 14
1. Instrument Monitoring Panel 9. Shift Selector

2. Steering Wheel/Column 10. Load/Dump Switch
3. Instrument Panel 11. Operator’s Seat
4. Overhead Instrument Panel 12. Passenger’s Seat
5. Retarder Pedal 13. 24 Volt Power Port
6. Brake Pedal 14. Ash Tray
7. Accelerator Pedal 15. Cup Holder
8. Hoist Lever 16. 12V Power Port
T1-2-19
INSTRUMENT MONITORING PANEL
F G
E
H
A B C D
I I
OM31008
A. Speedometer F. LCD Display

B. Coolant Temperature Gauge G. Indicator, Lights
C. Fuel Gauge H. Blank (spare)
D. Tachometer I. Left/Right LCD Panel Buttons
E. Indicator, Engine Lights
T1-2-20
MONITORING ALARM SYSTEM
33 17 18 19 20 33
16 21
22
15 23
14
12 24
13
25
11 26
27
10
9 28
32 30 29
31
34
9. Position/Low Beam Indicator 22. Engine Coolant Level Indicator

10. High Beam Indicator 23. Transmission Oil Pressure Indicator
11. Active Traction Control Indicator (Option) 24. Transmission Oil Temperature Indicator
12. Electronic Downhill Speed Control Indicator (Option) 25. Brake Oil Pressure Indicator
13. Body Up Indicator 26. Brake Oil Temperature Indicator
14. Load Weight Yellow (Amber) Light 27. Seat Belt Indicator
15. Load Weight Red Light 28. Steering Oil Pressure Indicator
16. Engine Oil Pressure Indicator 29. Fuel Level Warning Indicator
17. Alternator Indicator 30. Engine Coolant Temperature Warning Indicator
18. Central Warning CAUTION Indicator 31. Right LCD Panel Button
19. Central Warning STOP Indicator 32. Left LCD Panel Button
20. Parking Brake Indicator 33. Turn/Hazard Indicator
21. Filter Warning Indicator 34. LCD Display
T1-2-21
DASH CONTROLS
17
13
16
14
10
11
6 12
5
15
3
2
7
8 1 4 OM21341
9
1. Windshield Wiper/Washer Switch 7.Heater/Air Conditioner Controls 13. Heated Mirrors Switch
2. Headlight Switch 8. Auxiliary Backup Light Switch 14. Rear View Camera Monitor
3. Instrument Lighting Rheostat 9. Fog Light Switch 15. Groeneveld Lube System Display
4. Key Switch 10. Engine Idle Timer Switch 16. MP3 CD Player
5. Parking Brake Switch 11. EDSC Switch 17. Engine/Fuel Heater Timer
6. Front Brake Cut Off Switch 12. ATC Switch
T1-2-22
VEHICLE ELECTRICAL CENTERS 1 AND 2

11
1 3
2
9
8 6
7
5
10
1. Vehicle Center 1 7. Flasher

2. Vehicle Center 2 8. Bleed Down Timer
3. Diagnostic Center 9. 120 Ohm Can Resistor
4. Central Control Unit (CCU) 10. Diagnostic Ports
5. Transmission Control Unit (TCU) 11. Program Key Switch
6. Wiper Relay
OIO
T1-2-23
T1-2-24
T1-2-25
BATTERY BOX
2
4
1. Battery 3. Starter Solenoid

2. Battery Relay 4. Battery Disconnect Switch
T1-2-26
TAIL LAMP BRACKET
1. Turn/Stop Light
2. Back-Up Alarm
3. Reverse Light
4. Rear View Camera
T1-2-27
AIR CONDITIONING/HEATER AIR-DITRIBUTION BOX LOCATON
T1-2-28
AIR CONDITIONING SYSTEM COMPONENTS AND HOSES
9
3
7
2
5
1
4
8
1. Engine (ref.) 6. Refrigerant Lines

2. Evaporator/Heater unit (in cab) 7. Radiator Assembly
3. Heater Lines 8. Condenser
4. A/C Compressor 9. Receiver/Dryer
5. Evaporator drain lines
T1-2-29
MEMO
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T1-2-30
SECTION 2
SYSTEM
CONTENTS
Group 1 Control System
Outline...................................................... T2-1-1 Marker Lamp Circuit ............................... T2-3-16
Engine Control.......................................... T2-1-2 Headlamp Circuit-Halogen ...................... T2-3-17
Transmission Control................................ T2-1-3 Turn Signal and Hazard Warning ............ T2-3-18
Body/Hoist Control.................................... T2-1-8 Brake Lamp Circuit ................................. T2-3-19
Reverse Lamp/Alarm Circuit ................... T2-3-20
Group 2 Hydraulic System Dome Lamp Circuit ................................. T2-3-21
Outline...................................................... T2-2-1 Windshield Wiper and Washer Circuit ..... T2-3-22
Hydraulic System Circuit .......................... T2-2-2 Accessories/Customer
Hoist and Brake Circuit............................. T2-2-3 Power Supply Circuit................ T2-3-23
Body Raise ......................................... T2-2-5 Front Brake Cut-off Circuit ...................... T2-3 24
Body Hold........................................... T2-2-7 Haultronics Circuit(Optional) ................... T2-3-25
Body Float .......................................... T2-2-9 Service Lamp Circuit............................... T2-3-26
Body Power Down .............................T2-2-11 ATC/EDSC Circuit(Optional) ................... T2-3-27
Steering Circuit ....................................... T2-2-13 Semi-Active Air Seat/Heated Seat/
Operation.......................................... T2-2-15 Heated Mirror Circuit (Optional) ..... T2-3-28
Brake Circuit........................................... T2-2-23 Air Conditioner Circuit(Optional) ............. T2-3-29
Operation.......................................... T2-2-25
Group 4 Air Conditioning System
Group 3 Electrical System Description and Operation ........................ T2-4-1
Outline...................................................... T2-3-1 Heater/Air Conditioner .............................. T2-4-3
Starting Circuit .......................................... T2-3-2 Electronic Climate Control (ECC).............. T2-4-4
Engine Control-Vehicle ............................. T2-3-3 ECC User Display ..................................... T2-4-5
T/M Control Circuit-Cab ............................ T2-3-4 Modes of Operation .................................. T2-4-6
T/M Control Circuit-Vehicle ....................... T2-3-5 Function .................................................. T2-4-7
Monitoring Circuit-Comb Meter ................. T2-3-6 ECC Controls ........................................ T2-4-12
Monitoring Circuit Gauges ........................ T2-3-8
Horn Circuit .............................................. T2-3-9
Diagnostic Circuit ................................... T2-3-10
Load/Dump Brake Circuit.........................T2-3-11
Parking Brake Circuit.............................. T2-3-12
Hydraulic Tank Circuit............................. T2-3-13
Hoist Circuit ............................................ T2-3-14
Steer Bleed Down Circuit........................ T2-3-15
183T-2-1
(Blank)
183T-2-2
SYSTEM / Control System
OUTLINE
The vehicle control system consists of three electronic

controllers: the CCU (Central Control Unit), the TCU
(Transmission Control Unit) and the ECU (Engine
Control Unit). These electronic controllers are inter-
connected and programmed to perform the vehicle
tasks based on the operator’s actions.
The Engine Control Unit includes the following fea-

tures:
• Engine Speed Control
• Engine Protection
• Engine Protection-Overspeed
• Engine Warm Up Protection
• Altitude Derate
The Transmission Control Unit includes the following

features:
• Hold in Range
• Neutral Dump
• Neutral to Range Inhibit
• Maximum Cooling - Brake
• Delta-P Hold
T2-1-1
ENGINE CONTROL
Engine Speed Control
Purpose: To produce engine torque proportional to

throttle input.
Operation: The Min/Max governor produces engine

torque proportional to the throttle input.
Engine speed is determined by the load
& is limited by the low and high speed
governor.
Engine Protection
Purpose: To monitor the critical engine operating

conditions and if any condition is outside
the calibrated limit, a warning will be
given.
Operation: When any one of the critical operating

conditions like coolant temperature,
coolant level, intake manifold tempera-
ture, oil pressure or oil temperature ex-
ceeds the engine protection limit as de-
fined in the calibration, a warning will be
given.
Engine Protection – Overspeed
Purpose: To monitor the engine speed.
Operation: If the engine speed exceeds 2500 rpm,

an overspeed fault is logged.
Altitude Derate
Purpose: To prevent damage to the engine when

the engine is operating at high altitudes.
Operation: If the engine is operating at higher alti-

tudes, this feature derates the engine to
slow the turbocharger by controlling full
load fueling value based upon engine
speed and ambient air pressure.
T2-1-2
TRANSMISSION CONTROL
Hold In Range
Purpose: Used to signal the TCU to hold the trans-
mission in present range.
Operation: Whenever body angle is 10% or above

and transmission is in forward gear, CCU
sends a 24V signal to activate the body
up angle relay. This relay sends a signal
to TCU to hold the transmission in pre-
sent range. No upshifts of the transmis-
sion take place but normal downshifts
continue and reverse ranges are prohib-
ited. If the truck is equipped with the
Haultronic III Load Weigh System and the
truck is overloaded, the Hold In Range
signal is activated along with the Haul-
tronic red warning light indicating that the
vehicle is overloaded. When overloaded,
the vehicle can move in reverse.
T2-1-3
Bed Hoist Interlock
Purpose: Shifts the transmission to neutral if the
body is raised when the transmission is
in reverse.
Operation: Whenever hoist lever is in up position or

body angle is 10% or above and trans-
mission is in reverse, CCU sends a 24V
signal to activate the neutral dump relay.
This relay interrupts a signal to TCU to
shift the transmission to neutral. In case
transmission is in forward gear, it will limit
the speed of forward motion.
HOIST LEVER POSITION
T2-1-4
Neutral to Range Inhibit
Purpose: To protect the park brake when applied. NOTE: The park brake engages when the park
It holds the transmission in Neutral re- brake control relay is not energized.
gardless of the requested gear. The purpose of this is to have the park
brake engage in case of electrical
Operation: When the park brake is applied, the power loss.
park brake control relay disengages,
opening the connection between pin
V31 and pin V29 on the TCU. This
causes the TCU to shift and hold in
Neutral, regardless of the requested
gear.
T2-1-5
Maximum Cooling-Brake
Purpose: Increases the engine speed to improve
the brake cooling.
Operation: Whenever brake oil temperature in-

creases above 93°C, CCU sends a 24V
signal to activate the max cool relay. This
relay sends a switched 24V signal to pin
V28 of the TCU to activate the acceler-
ated downshift function. This function
causes TCU to command downshifts to
happen at higher than normal speeds
(pre-select downshifts). This increases
the effect of engine braking, keeping en-
gine speeds higher which maximizes
brake cooling.
T2-1-6
Delta-P Hold
Purpose: Prevents transmission upshifts when
transmission oil filter pressure switch is
open.
Operation: If the transmission filter is clogged, the

filter switch opens and no signal is sent to
the CCU. The CCU will then send a sig-
nal to activate T/M filter blocked relay.
This relay will send a signal to TCU to
prevent any transmission upshifts.
Transmission will continue to operate with
normal downshift schedules. In case T/M
is in neutral, the operation is limited to
first, neutral and reverse gear only.
T2-1-7
BODY/HOIST CONTROL
Purpose: To control the hoist cylinders/body move- FLOAT: With the hoist control lever in the
ment and position according to the hoist FLOAT position, the hoist lever sends a 2 volt
control lever position selected by the op- signal to the CCU. The CCU interprets the
erator. voltage as the FLOAT position and will gener-
ate a Pulse Width Modulated (PWM) signal
Operation: RAISE: With the hoist control lever in the proportional with the voltage, in order to acti-
RAISE position, the hoist lever sends a vate the LOWER PWM solenoid valve. The
3-5 volt signal to the CCU. The CCU in- LOWER PWM solenoid valve shuttles to allow
terprets the voltage as the RAISE position hydraulic pilot pressure 1080-1430kPa
and will generate a Pulse Width Modu- (157-207psi) to the end of the hoist control
lated (PWM) signal proportional with the spool. The valve spool shifts into the float
voltage, in order to activate the RAISE postion, allowing the hoist system hydraulic
PWM solenoid valve. This valve shuttles fluid to flow through the hoist control valve to
to allow hydraulic pilot pressure the rod-end of the hoist cylinder while the
1520-2070kPa (220-300psi) to the end of hoist cylinder base end oil is open to hydraulic
the hoist control spool. The valve spool tank. This allows the cylinders to collapse
shifts into the RAISE position allowing the slowly.
hoist system hydraulic pressure to flow to
the base end of hoist cylinders, while the POWER DOWN: With the hoist control lever in
rod-end oil is open to the hydraulic tank. the POWER DOWN position, the hoist lever
This extends the cylinders upwards to sends a 0.8 volt signal to the CCU. The CCU
dump the load. interprets the voltage as the POWER DOWN
position and will generate a Pulse Width
HOLD: With the hoist control lever in the Modulated (PWM) signal proportional with the
HOLD position, the hoist lever sends a voltage, in order to activate the LOWER PWM
2.5 volt signal to the CCU. The CCU in- solenoid valve. The LOWER Pulse Width
terprets the voltage as the HOLD position, Modulating solenoid valve shuttles to allow
and will not generate a signal to either the the hydraulic pilot pressure 1270kPa (250psi)
LOWER or RAISE PWM solenoid valve. to the end of the hoist control spool. The valve
Therefore, there isn’t a supply of piloting spool shifts into the POWER DOWN position
pressure to the hoist control spool. allowing a reduced amount of system hydrau-
Springs at each end of the valve spool lic pressure, approximately 10343kPa
force the spool to the center position; this (1500psi), to flow to the rod end of hoist cyl-
blocks the flow of hydraulic fluid to and inders while the base end oil is open to hy-
from the hoist cylinders and maintains the draulic tank, collapsing the cylinders and forc-
body in the desired position. ing the body down.
T2-1-8
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system consists of hoist & brake cooling
circuit, steering circuit and brake circuit.
Hoist & Brake Cooling Circuit:

A hydraulic circuit that actuates hoist cylinders by
pressure oil delivered from the hoist pump through the
hoist control valve, and cools the rear wet disc brakes
by combining oil delivered from the cooling pump and
returned from the hoist cylinders.
Steering Circuit:
A hydraulic circuit that actuates steering cylinders by
pressure oil delivered from steering pump through the
RCB valve and steering valve, and also releases the
parking brakes.
Brake Circuit:
A hydraulic circuit that applies the front dry brakes and
rear wet disc brakes by pressure oil delivered from the
steering pump through the RCB valve, brake control
valve and/or retarder control valve.
T2-2-1
EH1100-3 HYDRAULIC SYSTEM CIRCIUT
T2-2-2
HOIST & BRAKE COOLING CIRCUIT
When the engine is running, the hoist pump picks up
hydraulic oil from the hoist & brake cooling oil tank
and supplies it to the hoist control valve. Pump dis-
charged oil is routed to the hoist cylinders via the hoist
control valve as the control valve spool is shifted
through the use of pressure reduced piloting oil pro-
vided from the steering system.
Return oil from the hoist control valve joins into the oil
delivered from cooling pump that picks up hydraulic oil
from hoist & cooling oil tank as well. The combined oil
is routed to hoist & brake cooling oil tank via the heat
exchanger to cool the hydraulic oil to the appropriate
temperature, and the rear wet disc brakes to remove
the heat from the brakes that is produced in normal
braking and retarding.
If oil resistance is high at the heat exchanger, i.e.,

when oil temperature is low (high viscosity), the by-
pass check valve opens to route hydraulic oil to the
hoist & brake cooling oil tank, bypassing the heat ex-
changer, and rear brakes.
T2-2-3
EH1100-3 HOIST & BRAKE COOLING SYSTEM
T2-2-4
Body Raise:
To raise the body the operator is required to lift the

electronic hoist control lever to the full raise position.
The resulting voltage output by the lever is read by the
CCU which sends a pulse width modulated (PWM)
signal to the hoist control valve’s body-up solenoid.
The solenoid allows pilot pressure, supplied by the
steering pump to build up to above 1520 kPa (220 psi),
which shifts the four-position spool of the hoist control
valve into the RAISE position. (It is necessary to hold
the lever in this position as a centering spring will re-
turn the lever to the hold position.) This shift in the
hoist control valve causes oil from the hoist pump to
be directed to the base ends of the hoist cylinders as
well as supply a pressure tap to the motion control
valve through a pilot line.
The hoist cylinders cannot extend until base-end

pressure is high enough in the pilot line to open a
valve in the motion control valve. With pressure build-
ing in the base end of the cylinders because the mo-
tion control valve’s flow control cartridge and check
valve prevent oil from being evacuated from the cyl-
inder rod-ends. As hoist base-end pressure increases;
therefore the pressure tap to the motion control valve
also increases. Once pressure builds to a sufficient
level, this pressure tap shifts the flow control cartridge
open enough to give low back pressure on return oil
from the rod ends passing through the motion control
valve. This allows oil trapped in the rod ends to return
to tank. If the load should shift, or if the body is empty,
hoist base-end pressure is reduced. Therefore, pilot
pressure is reduced a like amount. This creates a high
rod-end back pressure, which throttles the return oil
and consequently, the hoist cylinders. As the body
extends and the load starts to shift beyond the body
pivot point, the shifting load could try to accelerate the
body speed. The motion control valve would sense
this acceleration and react to throttle return oil. This
throttling of return oil would slow the body by causing
a back pressure in the rod ends of the hoist cylinders.
During the complete dumping cycle the motion control
valve can modulate between fully open to fully closed
for smooth and precise body speed.
T2-2-5
T2-2-6
Body Hold:
To place the body into a HOLD status the operator is

required to lift the electronic hoist control lever past
the detent into HOLD position. The lever also returns
to HOLD position if released from RAISE position. The
resulting voltage output by the lever is read by the
CCU which does not send any pulse width modulated
(PWM) signals to the hoist control valve’s body-up or
body-down solenoids. This is the neutral (default)
spool position in the hoist control valve which traps oil
in both the base-ends and rod-ends of the hoist cyl-
inders, while oil from the hoist pump is directed back
to tank.
The hoist cylinders cannot extend as there is no sup-

plied oil to the base-ends of the hoist cylinders and
therefore no pressure is built up in the pressure tap to
the motion control valve. The hoist cylinders cannot
retract as the check valve in the motion control valve
prevents oil from being evacuated from the rod-ends
of the hoist cylinders. However, if there is sufficient
rod-end back pressure, greater than 20684 kPa (3000
psi), the flow control cartridge will shift allowing some
oil to be evacuated from the rod end and thereby pre-
serving the integrity of system components from ex-
cessive pressure loads. Upon lessening of the back
pressure, oil is reclaimed into the rod ends through
the check valve in the motion control valve.
T2-2-7
T2-2-8
Body Float:
To place the body into a FLOAT status, the operator is

required to depress the electronic hoist control lever
past the detent into FLOAT position. The lever also
returns to FLOAT position if released from LOWER
position. The resulting voltage output by the lever is
read by the CCU which sends a pulse width modu-
lated (PWM) signal to the hoist control valve’s
body-down solenoid. The solenoid allows pilot pres-
sure, supplied by the steering pump to build up to a
range between 1080-1430 kPa (157-207 psi), which
shifts the four-position spool of the hoist control valve
into the FLOAT position. This shift in the hoist control
valve allows all ports and to share oil flow, from the
hoist pump.
The hoist cylinders cannot extend as there is no pres-

sure build up on the base-ends of the hoist cylinders.
If the body is in a raised position, the weight of the
body will force oil out of the base-ends, thought the
hoist control valve and back to tank. The collapsing of
the hoist cylinders causes some oil to be siphoned
into the rod-ends of the hoist cylinders through the
check valve in the motion control valve. The restric-
tions of oil flow through the motion control valve and
the hoist control valve consequently, restricts the flow
of oil into the rod-ends of the hoist cylinders and
therefore lowers the body down at a reduced rate, un-
til it contacts the frame in a fully down position.
WARNING: Any time the rigid dump truck is

moving, whether empty or loaded, the con-
trol lever should be in the “Float” position.
T2-2-9
T2-2-10
Body Power Down:
To lower the body the operator is required to depress

the electronic hoist control lever to the full LOWER
position. The resulting voltage output by the lever is
read by the CCU which sends a pulse width modu-
lated (PWM) signal to the hoist control valve’s
body-down solenoid. The solenoid allows pilot pres-
sure, supplied by the steering pump, to build up to
above 1520 kPa (220 psi), which shifts the
four-position spool of the hoist control valve, into the
LOWER position. (It is necessary to hold the lever in
this position as a centering spring will return the lever
to the float position.) This spool shift in the hoist con-
trol valve causes oil from the hoist pump to be di-
rected to the rod-ends of the hoist cylinders through
the check valve in the motion control.
An orifice in the hoist control valve diverts partial flow

directly to the hoist & brake cooling tank, limiting both
the rate of oil flow as well as pressure used in power
down status. Oil evacuated from the base-ends of the
hoist cylinders flows through the hoist control valve
and returns to the hoist & brake cooling tank.
T2-2-11
T2-2-12
STEERING CIRCUIT
The steer pump draws hydraulic oil from the steer
oil tank, charges steering accumulator and supplies
it to steer control valve via RCB valve’s one way
check valve. Pump discharged oil is routed to the
steering cylinders through steer control valve as the
control spool is rotated by the steering wheel.
T2-2-13
EH1100-3 STEERING SYSTEM
T2-2-14
Operation
Steer In Neutral Position:
Hydraulic oil is drawn through the 100 mesh strainer From the "PT" port of the RCB valve, oil flows to the
in the steer oil tank, and then is gravity fed to the steer brake apply circuit. Oil also flows from the "V" port to
pump. From the steer pump the oil is sent through 6 the steering control valve, where it is blocked, except
micron pressure filter, then to the RCB valve, where it for the amount of oil allowed to travel through the
flows through a one way check valve. Oil fills the thermo-bleed port and back to tank. This
steering accumulator and provides hydraulic oil rout- thermo-bleed port keeps both sides of the control
ing for the brake apply circuit, the steering circuit, pilot valve warm during cold climate conditions. Any return
pressure operated controls, and for the park brake. oil through the thermal bleed port is sent back to tank.
The RCB valve consists of a relief valve cartridge set
at 22064 kPa (3200 psi), and a bleed down solenoid In the neutral position the control valve has both cyl-
valve to allow for system pressure unloading, a park inder ports, "L" and "R", blocked. Oil in the lines be-
brake solenoid valve to actuate the hydraulically re- tween these ports and the steer cylinders is static.
leased parking brake, and a velocity fuse valve to limit
the pilot line rate of flow. The connected steering ac-
cumulator will be charged to 18960 ± 345 kPa (2750 ±
50 psi). The RCB valve also functions as a manifold
for return oil for both the steering and brake apply cir-
cuits.
From the “G1” port of the RCB valve, system supply

oil pressure is sensed by the pressure sensor. When
the master key switch is in the "ON" position the steer
pressure, brake pressure and central warning indica-
tors will be illuminated. An audible alarm will sound if
the engine is started. The Central Control Unit (CCU)
will turn off the steer pressure warning indicator when
12410 ± 350 kPa (1800 ± 50 psi) is sensed at the
pressure sensor. The (CCU) will turn off the brake
pressure warning indicator when 11375 ± 350 kPa
(1650 ± 50 psi) is sensed at the pressure sensor. If
the oil temperature reaches 93 °C (200 °F) the in-
crease in temperature will be picked up by the Resis-
tive Temperature Device (RTD), located on the back-
side of the steering tank and the same alarms will
come on.
System supply oil is also directed through the velocity

fuse, out the "PC" port to the unloading valve on the
steer pump. The unloading valve will have the pump
at minimum “Q” (pressure), and will not cut the pump
into the system until the pressure drops to 16900 kPa
(2450 psi). When system pressure reaches 18960 ±
345 kPa (2750 ± 50 psi), it will be sensed at the
unloading valve. The system pilot pressure from the
RCB valve will force the unloading valve off its seat,
exhausting pump pressure back to tank and placing
the pump into "Q" minimum until the operator turns
the steering wheel or the pressure bleeds off through
internal leakage. "Q" minimum is also called standby
pressure which is set between 1757-2103 kPa
(255-305 psi).
T2-2-15
T2-2-16
Steer Right Turn:
Hydraulic oil is drawn through the 100 mesh strainer

in the steer oil tank, and then is gravity fed to the steer
pump. From the steer pump the oil is sent through 6
micron pressure filter, then to the RCB valve, where it
flows through a one way check valve. Oil fills the
steering accumulator and provides hydraulic oil rout-
ing for the brake apply circuit, the steering circuit, pilot
pressure operated controls, and for the park brake.
The RCB valve consists of a relief valve cartridge set
at 22064 kPa (3200 psi), and a bleed down solenoid
valve to allow for system pressure unloading, a park
brake solenoid valve to actuate the hydraulically re-
leased parking brake, and a velocity fuse valve to limit
the pilot line rate of flow. The connected steering ac-
cumulator will be charged to 18960 ± 345 kPa (2750 ±
50 psi). The RCB valve also functions as a manifold
for return oil for both the steering and brake apply cir-
cuits.
System supply oil is also directed through the velocity

fuse, in the RCB valve, out the "PC" port to the
unloading valve on the steer pump. System supply oil
is also directed to the brake apply circuit and to the
pressure sensor. The parking brake switch on the in-
strument panel is "OFF". The park brake solenoid in
the RCB valve allows system supply oil to flow out the
"PBS" port to apply pressure to the parking brake ac-
tuator on the front of the differential. The pressure to
the actuator counteracts internal spring force at the
parking brake actuator, releasing the parking brake.
System supply oil is directed out the "V" port of the

RCB valve to the steering control valve. The steering
wheel is turned clockwise, rotating a spool 10° inside
a sleeve. The rotation aligns ports in the spool and
sleeve, sending supply oil to the gerotor metering de-
vice. The metered oil from the gerotor flows back into
the control section of the steering control valve where
it is then sent through the right turn port "R", directed
to the base end of the left steer cylinder and the rod
end of the right steer cylinder. Oil at the opposite ends
of the steer cylinders is forced to return to tank
through the steer valve.
T2-2-17
T2-2-18
Wheel Shock Reaction:
If the front tires hit an obstruction on the haul road, the

system would react to relieve this shock pressure to
avoid damaging steering components.
In this schematic (on page T2-2-20) shock has oc-

curred to the rod end of the right steer cylinder and
the base end of the left steer cylinder. The pressure in
the steer lines increase and is sensed at the cross
over relief valve located in the steer valve. The cross
over relief valve is set to relieve pressure at 21500 ±
480 kPa (3120 ± 70 psi). The cross over relief valve
shifts, exhausting excess pressure through the one
way check valve, then to the opposite steer lines filling
the void at the opposite steer cylinders created by the
shock. Some excess oil from the cylinders can flow
back to tank through the steering valve’s internal drain
passages.
The operator would not feel this shock at the steering

wheel since the steering valve is a closed center type.
T2-2-19
T2-2-20
Engine Shutdown/System Bleed Down:
When the engine is shutdown, the bleed-down sole-
noid timer is activated which also activates the
bleed-down solenoid in the RCB valve. The
bleed-down solenoid shifts and exhausts pressure
from the accumulator back to tank.
T2-2-21
T2-2-22
BRAKE CIRCUIT
The brake system gets applied oil from the RCB valve
in the steering system and charges the front and rear
brake accumulators. The pressure oil is routed to front
and/or rear brakes through the brake control valve or
retarder control valve as brake control valve spools
and/or retarder control valve spool are shifted.
T2-2-23
EH1100-3 BRAKE SYSTEM
T2-2-24
Operation
Brake System Charging:
Supply Pressure to 9653 kPa (1400 psi)
At engine start up the steer accumulator begins to

pressurize. This steer pressure is supplied to the
brake control valve via port “PT” on the relief check
bleed (RCB) valve. The pressure unseats the check
valve in the brake valve and the brake accumulators
begin to charge. The low pressure sensor valve in the
brake control valve is in the applied position; allowing
oil to pass through the sensor and into the pilot plung-
ers of the brake valve spools. The brake valve spools
are held open which allows accumulator pressure to
apply the front brakes and rear brakes. Pressure to
the rear brakes is supplied via the retarder valve's
shuttle valve. The brakes are applied, although at less
than full system pressure. The steer and brake pres-
sure warning lights, central warning light and alarm
will be on.
T2-2-25
T2-2-26
Brake System Charging:
Supply Pressure 9653-18961 kPa (1400 - 2750psi)
At 9653 ± 345 kPa (1400 ± 50 psi) system pressure

will move the low pressure sensor valve, blocking
supply pressure and exhausting pilot plunger pressure.
The brake control valve spools are released, blocking
supply pressure and exhausting brake applied pres-
sure to tank.
The Central Control Unit (CCU) will deactivate the

steering pressure light and audible alarm when the
brake/steer pressure transducer in the RCB valve
senses 12411 kPa (1800 psi). The (CCU) will deacti-
vate the brake pressure light and audible alarm when
the brake/steer pressure transducer senses11376 kPa
(1650 psi).
T2-2-27
T2-2-28
Service Brake:
When the service brakes are applied with the foot
pedal, both the FRONT, and the REAR plungers
stroke into the brake valve. The plungers compress
the springs which move the spools. The spools close
the tank port and open brake circuit pressure to the
brakes. The front brake pressure acts directly on the
front brakes, while the rear brake pressure shifts the
shuttle valve in the retarder valve and pressurizes the
rear brakes. The pressure increases until it exactly
balances the spring compression for that particular
plunger position. When the brake pedal is released,
the plunger moves back relaxing the spring compres-
sion; the spools open the tank port and brake pres-
sure is exhausted.
The pressure applied to the brakes is directly propor-

tional to the brake control valve plunger position
(pedal position). Front apply pressure is proportional
to spring compression up to a maximum of 15858 kPa
(2300 psi). The rear apply pressure is 4830 kPa (700
psi). The brake accumulators are used to supplement
the steer system supply pressure; this ensures quick
response time.
The front and rear brake accumulators ensure that

there is more than sufficient braking pressure and
available oil flow in the brake apply circuit when the
steering circuit is being used simultaneously.
T2-2-29
T2-2-30
Retarder:
The retarder control valve functions in the same man-
ner as the brake control valve but it is a single plunger
valve which activates only the rear brakes. Steer sys-
tem pressure is supplied directly to the valve and the
valve does not utilize a secondary accumulator; there-
fore the retarder valve is only active with the steering
system pressure. Pedal application supplies regulated
pressure which shifts the shuttle valve and applies the
rear brakes. The maximum retard pressure is 4830
kPa (700 psi). The retarder valve should be used to
control the rigid dump truck speed when coming down
grades. It may also be used for normal maneuvering
to maximize front disc brake life.
WARNING: The service brake pedal must not

be used for retarding; the front brakes will be
severely damaged. Complete failure of the
front brakes could result.
T2-2-31
T2-2-32
Load/Dump Brake:
To apply the electric load/dump brake on the center
console, the operator must depress the lower part of
the load/dump brake switch. With the switch in the
‘ON” position, the load/dump brake solenoid is ener-
gized and shifts the solenoid valve, directing full brake
system pressure as pilot pressure to the rear brake
plunger. The rear brake plunger strokes and opens up
the rear brake spool, sending brake apply pressure to
the rear wet disc brakes, 8430 kPa (700 psi).
WARNING: The load/dump brake is not a

parking brake. Hydraulic brake pressure is
released when the engine is shut down, and
the brakes will release. Always apply the
parking brake even when leaving the cab of a
rigid dump truck with the engine running.
The parking brake must be used to hold the rigid

dump truck with the engine off.
T2-2-33
T2-2-34
Automatic Brake Apply at Low System Pressure:
In order for the Automatic Brake Apply to engage the

following occurs.
a- Steering pressure must drop below 9653 ± 345

kPa (1400 ± 50 psi).
b- The steer pressure warning light, central warning

light and alarm are activated.
c- The brake pressure warning light is activated.
d- The rigid dump truck operator must fail to react to

the alarms.
e- Both brake accumulators must also drop below

9653 ± 345 kPa (1400 ± 50 psi).
If the steering system pressure drops below 12410

kPa (1800 psi) the steer warning light, central warning
light and alarm will activate. If the steering pressure
drops below 11376 kPa (1650 psi) the brake warning
light will activate also. Normally, since the brake ac-
cumulators are isolated from the steer system by the
check valves in the brake control valve, full brake sys-
tem pressure is still available to stop the rigid dump
truck by using the brake pedal. However, should the
brake apply circuit system pressure fall below 9653
kPa (1400 psi), including steering and brake accumu-
lators, the pressure will now be too low to hold off the
sensor spring of low pressure valve; the valve spool
will shuttle, directing the remaining brake accumulator
oil pressure 9653 kPa (1400 psi) or less to pilot the
brake control valve plungers. The plungers will stroke,
shifting the spools of both front and rear brake valves.
This reduced pressure in brake accumulators will be
supplied to the front and rear brakes.
WARNING: Automatic brake apply does NOT

provide a full brake application.
T2-2-35
T2-2-36
Service Brake Applied When Front or Rear Brake
Circuit Failure:
Should the front circuit lose pressure, the front brake
accumulator will drain as the brakes are applied. The
steering accumulator will also begin to drain; but the
rear brake accumulator is protected by the check
valve and will maintain 18960 kPa (2750 psi). The
central warning, steer and brake warning lights and
audible alarm will be on. The operator will have full
accumulator pressure to the rear brakes when the
pedal is depressed. The low pressure sensor will
automatically apply the brakes if the alarms are not
reacted to by the operator, however, front pressure
may be zero and rear supply pressure will be less
then 9653 kPa (1400 psi). The reverse sequence oc-
curs with a rear circuit failure. Automatic application
will occur with the front pressure at less than 9653
kPa (1400 psi) and the rear pressure may be zero.
WARNING: Do not operate this rigid dump

truck with low brake/steering pressure. Refer
to the Operator’s Manual.
T2-2-37
T2-2-38
Front Brake Cut-off:
The front brake cut-off valve is mounted and plumbed
to the brake control valve.
The front brake cut-off valve changes the brake pro-

portioning between the front and rear brakes. With the
front brake cut-off switch in the “OFF” position, the
front and rear brakes apply simultaneously as the ser-
vice brake pedal is depressed. With the switch in the
“ON” position and the service brake pedal partially
depressed, only the rear brakes will be applied. When
the service brake pedal is fully depressed, the front
brakes will also apply.
FRONT BRAKE CUT-OFF DASH SWITCH “ON”

Service Brake Apply Below 1850 psi
When the operator applies the front brake cut-off

switch, it energizes the solenoid in the front brake
cut-off valve. The solenoid shifts directing front brake
apply pressure to a pilot operated sequence valve.
When the pilot pressure is below 12755kPa (1850psi),
the sequence valve is held to its neutral position by
springs, preventing front brake application.
FRONT BRAKE CUT-OFF DASH SWITCH “ON”

Service Brake Apply Above 1850 psi
When the operator applies full brake application, the

brake pedal is depressed enough to send a front
brake apply pressure above 12755 kPa (1850 psi) to
the sequence valve. This applied pilot pressure will
overcome spring tension in the sequence valve al-
lowing it to shift, directing the brake system pressure
to the front brakes.
T2-2-39
T2-2-40
T2-2-41
MEMO
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T2-2-42
SYSTEM / Electrical System
OUTLINE
The electrical system has been roughly divided into • Steer Bleed Down Circuit
29 circuits based on the different functions of the truck. Describes the bleed down of the steering system
The following are the main electrical circuits: after a defined time interval.
• Marker Lamp Circuit

• Starting Circuit Describes the vehicle marker lamps.
Rotates the starter to start the engine
• Head Lamp Circuit – Halogen
• Engine Control - Vehicle Describes the vehicle headlamps (high and low
Describes the Engine Control Unit (ECU) intercon- beam).
nection with the rest of the vehicle.
• Turn Signal and Hazard Warning
• T/M Control Circuit - Cab Describes the vehicle hazard and turn signals
Describes the T/M Control Unit (TCU) electrical in- lamps.
terconnection with components found in the cab.
• Brake Lamp Circuit
• T/M Control Circuit - Vehicle Describes the stop lamps when brake is applied.
Describes the T/M Control Unit (TCU) electrical in-
terconnection with components found outside of the • Reverse Lamp / Alarm Circuit
cab. Describes the reverse lamp and alarm whenever
T/M is in reverse gear.
• Monitoring Circuit- Comb Meter
Display vehicle operating conditions and errors • Dome Lamp Circuit
through lights and activates a buzzer. Describes the dome lamp circuit in the cab.
• Monitoring Circuit - Gauges • Windshield Wiper & Washer Circuit

Displays the vehicle speed, steer / brake pressure When the key switch is in ON position, describes
and fuel level. windshield wiper or washer when requested.
• Horn Circuit • Accessories/Customer Power Supply Circuit

Describes the horn electrical circuit and how it op- Describes the optional connectors on the vehicle
erates. which can be used to power certain dealer/cus-
tomer installed options.
• Diagnostic Circuit
Identify the available electrical diagnostic options • Front Brake cut-off Circuit
and their connection to the vehicle. Cuts off the front brake under certain conditions.
• Load / Dump Brake Circuit • Haultronics Circuit (Optional)

Describes the load dump brake electrical circuit and Describes the monitoring of the vehicle payload.
how rear brakes are actuated.
• Service Lamp (Optional)
• Parking Brake Circuit Describes additional lamps on the vehicle for better
Describes the parking brake electrical circuit and visibility when servicing.
how the brake is actuated.
• ATC/EDSC Circuit (Optional)
• Hydraulic Tank Circuit Describes the traction control and electronic down-
Describes the functionality of the hydraulic tank hill speed control circuit.
electrical circuit.
• Heated Seat and Mirror, Air Seat Circuit (Optional)
• Hoist Circuit Describes the heated seat, air seat and heated mir-
Describes the functionality of the hoist electrical cir- ror circuit.
cuit.
• Air-Conditioner Circuit (Optional)
Describes the Air-conditioning circuit.
T2-3-1
STARTING CIRCUIT
The negative terminal of the battery is connected to When the key switch is released after the engine
the vehicle frame through the battery disconnect starts, the key switch returns to M position. RY2 re-
switch. The key switch is powered by 24V DC from mains activated until the engine dies down completely
the battery by a 15A fuse (F1) in the vehicle electric to prevent the surges in the circuit by supplying power
center. When the key switch is in ON position, 24V to activate the battery relays when the engine is shut-
DC goes through the M terminal of the key switch to ting down.
activate RY2 which sends 24V DC through F2 to ac-
tivate battery relay 1 and 2 and send an ignition signal An Auxiliary Start Receptacle is located near the en-
to the ECU. gine to jump start the engine. The output of the alter-
nator has a 100A fusible link located in the battery box
When the key switch is turned to START position, 24V to prevent any damage to the alternator. In case the
DC signal goes to CCU input. CCU sends an output to 100A fuse is blown, the main battery supply line be-
activate engine start relay RY1 only if speed of engine comes less than 25V, and the CCU will turn ON the
is less than 600 (rpm) and the transmission is in neu- battery warning light to indicate the electrical problem.
tral position. Activation of RY1 causes the 24VDC
from F1 to activate the starter motor relay (ESMR)
only if park brake switch is applied. The starter motor
relay sends a 24V DC signal from battery relay to en-
ergize the starter motor solenoid. At this time, the pin-
ion gear of the starter motor is extended to engage
with the engine ring gear to rotate the engine.
T2-3-2
ENGINE CONTROL-VEHICLE
An unswitched 24V DC is supplied to fuse F14, F15, The J1939 data link is a computer-like connection that
F16 and F18 to power the engine control unit (ECU). follows a standard communication format and is used
to transfer information at high speeds.
The air filters switches are powered by 24V supply
from the Central Control Unit. This switch is a nor- The accelerator pedal provides a signal to the engine
mally open switch. This will close when the air filters fuel control system in response to the driver’s request
become clogged and a warning light will flash in the for engine power. A sensor which is powered by 5V
dash panel. supply from the engine ECM provides a voltage pro-
The coolant level sensor is powered by the ECU. portional to the angular displacement of the pedal.
When the coolant level is low a signal will go to ECU
which in turn will send signal to CCU through the
J1939 data-link and a warning light will come ON in
the dash panel.
T2-3-3
T/M CONTROL CIRCUIT-CAB
Fuse F19 (un-switched 24V DC) is supplying power to If the brake oil temperature exceeds 93 ºC (200 ºF)
the T/M control unit (TCU). the TCU is switched to the accelerated downshift
mode and will shift gears at a higher engine speed
The shift lever is powered by 24V DC supply from the than in the normal operating mode. This will increase
TCU. Shift lever illumination is done through the rheo- the effect of engine braking helping to cool down the
stat found on the dash panel. brake system oil temperature. If the TCU is in the ac-
celerated downshift mode and the brake oil tempera-
If the body is raised (body angle 10% or above), for- ture drops to 88 degrees C or below the TCU will shift
ward movement is restricted to gear 1 if moving from back to normal operating mode if there is no other re-
a stop position, and no up-shifting but only striction. Switching to the accelerated downshift mode
down-shifting is permitted if the truck is already in a is triggered by relay RY10 through a signal from the
higher gear. The TCU applies these restrictions CCU.
when relay RY9 is turned ON by the CCU based on
the described conditions. If the transmission oil filter is clogged or the transmis-
sion oil is exceptionally thick (i.e. due to cold weather),
If the hoist lever is in up position or the body is raised the filter switch becomes normally open causing the
(body angle 10% or above) the vehicle will shift into CCU to activate RY15. This relay will send a signal to
neutral if found in reverse or if it is in forward gear the the TCU in order to prevent any up-shifting while the
forward motion speed is limited. In the described transmission will continue to operate with normal
conditions the CCU energizes relay RY14 sending an downshifting schedules. If the transmission is in neu-
electrical signal to the TCU to perform the restrictions. tral, the operation is limited to first forward or reverse
gear only.
SHIFT DISPLAY
T2-3-4
T/M CONTROL CIRCUIT-VEHICLE
The engine speed, turbine speed and output speed The T/M filter sensor switch is powered by the 24V
sensors provide speed information to the T/M Control CCU Sensor supply. This switch is a normally closed
Unit (TCU). The engine speed signal is generated by switch. When the filter gets clogged, this will cause
the gear teeth on the top PTO gear. The turbine speed the switch to open and a warning light will flash in the
signal is generated by serrations on the tone wheel dash panel.
attached to the splitter low drum. The output speed
sensor is generated by a toothed member attached to The T/M oil temp sensor monitors the transmission oil
the output shaft. The speed ratios between various temperature. A warning light starts to flash in the dash
speed sensors allow the TCU to determine if the panel when this temperature exceeds the normal
transmission is in the selected range. (preset) value.
The sump temperature sensor in the lock up body The T/M oil pressure sensor monitors the transmis-
sends information to the TCU, limiting operation at ex- sion oil pressure. A dash panel warning light will turn
treme hot or cold temperatures. ON when the pressure drops bellow the normal (pre-
set) value.
The transmission electro-hydraulic valve body con-
tains various solenoids in order to control pressure.
Various transmission ranges are achieved through the
combination of various states of these solenoids.
Solenoids A through G are connected to the TCU
through the main connector while solenoid J is con-
nected through the trim boost connector and solenoid
K is connected through the lock up connector.
T2-3-5
MONITORING COMB METER brake will apply regardless of any other factors. If the
park brake is requested and not applied after 2 sec-
NOTES: onds the stop lamp, the caution lamp and the buzzer
• For the indicator lights, gauges and LCD dis- become active.
play reference number see next page
(T2-3-7) Check Filter (15): Warning light 15 will be activated
• All the information displayed in the Comb by any of the following filter switches: air filter, T/M oil
Meter except the low/high position beams filter, steer oil filter or hoist oil filter. The filter warning
and left/right turn signals is received from the light stays ON if at least one of the listed filters is
CCU in a J1939 format. clogged. In case of error the warning filter light will
flash. If the filter light is ON the LCD display incorpo-
Low Beam & Position (1): Indicate when the low rated in the panel will indicate which one of the filters
beam or the position lights are ON. is clogged.
High Beam & Turn Signals (2, 8, 16): Light 2 indi- Engine Coolant Level (17): The ECU sends the en-
cates when the high beam is ON. Lights 8 and 16 in- gine coolant level information to the CCU through a
dicate the left and right turn signals or the hazard sig- J1939 data-link. The CCU turns ON the warning light
nal. 17 when the engine coolant level is low. If the CCU
can’t read the engine coolant level light 17 will flash,
EDSC and ATC (3, 4): Light 3 indicates when ATC indicating an error.
is active and light 4 indicates when EDSC is active.
In case of EDSC/ATC error these lights will flash. T/M Oil Pressure (18): If the engine speed is 1000
rpm or greater and the T/M oil temperature is 38 ºC
(100 ºF) or greater and the T/M oil pressure is 965
Body Up (5): For body angles greater than 10% the kPa (140 psi) or less for 5 seconds the CCU will turn
body up light (Light 5) will turn ON indicating that the ON warning light 18.
body is raised. The body up light is flashing if an error
is detected when reading the body angle sensor or T/M Oil Temperature (19): Light 19 turns ON if the
the hoist lever position. 0 0
transmission temperature exceeds 160 C (320 F). In
case of error reading the temperature the light will
Load Weight Lights (6, 7): Light 6 (amber) flash.
indicates when the truck load is optimal while light 7
(red) indicates when the truck is overloaded. Solid Brake System Pressure (20): If the brake/steer oil
ON indicates when the truck is optimal (Light 6) or pressure is 11.376 MPa (1650 psi) or less the CCU
overloaded (Light 7). A flashing light indicates that turns ON the warning light 20 and if the engine is run-
the truck load is on the verge of being either in the ning it will also activate the Caution Light (11), the
optimal or overload range, depending on the light. Stop Light (13) and the buzzer.
Engine Oil Pressure Light (9): The Engine Control Brake System Temperature (21): Light 21 turns ON
0 0
Unit (ECU) sends the engine oil pressure information if the brake oil temperature exceeds 135 C (275 F). In
to the CCU through a J1939 data-link. When the en- case of error reading the temperature the light will
gine oil pressure is low, light 9 will turn ON. If the CCU flash.
can’t read the engine oil pressure, light 9 will flash, in-
dicating an error. Seat Belt (22): Light 22 turns ON if the operator is
positioned in the seat and the seat belt is not ON.
Battery/Alternator (10): If the alternator voltage is Otherwise this light is OFF.
less than 25V DC or greater than 31V DC, the CCU
turns ON warning light 10. Steer System Pressure (23): If the steer oil pressure
is 12.41 MPa (1800 psi) or less, light 23 turns ON. If
Park Brake (14): This light turns ON when the park after 2 seconds the engine speed is less than 700 rpm
brake is requested and applied. It will flash if the park the stop light and the buzzer also become active. If
brake is requested but not applied and it will be OFF after 5 seconds the engine speed is less than 1900
otherwise. The park brake will be applied when re- (rpm) the stop light and the buzzer also become ac-
quested if the vehicle speed is less than 2 km/h and tive. Otherwise if light 24 is ON, the stop light and the
the T/M is in Neutral. If the engine is stopped and the buzzer become active immediately.
brake/steering accumulator is discharged the park
T2-3-6
Fuel Level Low (27): This light turns ON when the
fuel level drops below 20% of the fuel tank capacity.
Engine Coolant Temperature (28): This light turns

ON when the coolant temperature exceeds 1020C Speedometer gauge (30): Indicates the vehicle
(2150F). When this light is ON the Coolant Tempera- speed based on the transmission output shaft speed.
ture gauge will indicate in the red zone. The yellow section indicates hazardously high vehicle
speeds. The red section indicates dangerously high
Engine Warning Lights: When the ECU encounters vehicle speeds.
error or warning conditions it will turn ON the engine
warning lights (Amber or Red) based on the fault/error Engine Coolant Temperature gauge (29): Indicates
logic built into the ECU. These lights are found in a the engine coolant temperature with reference to Cold
separate location on the dash board. or Hot. The middle of the scale indicates the engine
temperature for optimal operation. The red section of
Odometer: Displayed in the LCD Display (12). Indi- the scale indicates dangerously high engine tem-
cates total vehicle distance traveled. The signal is re- peratures.
ceived from the CCU in a J1939 message format.
Fuel Level gauge (26): Indicates the level of the fuel
Service Meter: Displayed in the LCD Display (12). found in the fuel tank with reference to Empty or Full.
The service meter integrates the total time when the
engine is running. The signal is received from the Tachometer gauge (25): Indicates the engine speed
CCU in a J1939 message format. in rotations per minute (rpm). The red section indi-
cates dangerously high engine speeds.
12
8 10
11 13 16
9
14
15
7
17
6 18
4 5 19
20
3
21
2
22
1 23
24
31
30
29 28 27 26
25
T2-3-7
MONITORING CIRCUIT-GAUGES
The steer oil pressure sensor mounted on the steer The engine speed broadcasted by the ECU is read
accumulator is powered with 24V DC from the Central and by the CCU and converted into a PWM signal
Control Unit (CCU) Analog Sensor Output supply. The which is driving the tachometer to indicate the current
pressure is converted into an analog signal which is engine speed.
read by the CCU and then converted into a PWM sig-
nal to drive the steer pressure gauge. All the gauges are illuminated with lamps powered
with 24V DC through a rheostat for light intensity con-
The fuel level sensor sends the CCU an electrical trol.
signal proportional with the fuel level. The signal is
converted into a PWM signal in order to drive the fuel
level gauge.
T2-3-8
HORN CIRCUIT
The horns (Hi and Low pitch) are powered with

unswitched 24V DC supplied by fuse F10 through
relay R16 when energized.
Relay R16 is energized by the Horn switch when it is

pushed.
T2-3-9
DIAGNOSTIC CIRCUIT
Diagnostic connectors are available for all the 3 con- All three controllers (CCU, ECU and TCU) communi-
trollers (CCU, TCU and ECU) in order to troubleshoot cate with each other through a J1939 communication
the system and monitor broadcasted data on the CAN data link. Each data-link line is ended with a 120
type data-links (J1939 and J1708). Ohms resistor in order to minimize impedance mis-
match communication losses.
A COM type serial port connection is available to
download and upload information from the CCU. Two
key switches are available, one to turn the CCU into
rewrite mode and the other to turn the T/M into man-
ual mode (for diagnostic purposes only). Both
switches are located in the rear compartment.
T2-3-10
LOAD/DUMP BRAKE CIRCUIT
The Load Dump Brake (LDB) is used to activate the The Hill Hold feature prevents the rigid dump truck
rear breaks when the LDB switch is pushed or when from rolling downhill after stopping on a grade. It is
the Hill Hold feature is active. configurable using the HTM Controller Software Tool.
The LDB request is sensed by the CCU through the Configurable Settings:
load dump switch powered from fuse F24 connected - Hill Hold Delay Time
to the 24V DC switched supply. Represents the amount of time necessary to elapse
after either brake pedal has been depressed before
When LDB is requested the CCU sends a PWM sig- Hill Hold will engage. Configurable from 1 to 10
nal to the load dump solenoid valve which will pilot the seconds.
rear brake plunger to shift supplying pressure to the
rear brakes. Conditions to Engage Hill Hold
(all must be true to engage Hill Hold):
The load dump solenoid is also activated by the Hill - either brake pedal is depressed and held for the du-
Hold logic built into the CCU software, engaging or ration of the Hill Hold delay time.
disengaging the rear brakes accordingly. - incline > 10%.
- Engine speed < 1000 rpm.
When the load dump switch is ON, the Hill Hold logic - Vehicle speed < 2 km/h.
is ignored. Only when the LDB switch is OFF the Hill
Hold logic is taken in to consideration, activating the Conditions to Disengage Hill Hold
rear brakes when hill hold conditions are satisfied. (any true condition will disengage Hill Hold):
- The requested direction of travel on the shift selector
The Hill Hold feature is hardware activated (by the is changed to the downhill direction.
presence of the inclinometer). If the inclinometer is - The engine speed increases over 1000 rpm.
missing the Hill Hold feature is disabled. - The incline becomes less than 10%.
T2-3-11
PARKING BRAKE CIRCUIT
When the park brake is requested the CCU will deliver
The park brake (PB) switch is a double contact switch 0V to the park brake output. This will cause the park
where one contact is normally closed while the other brake solenoid to de-energize (applying park brake)
is normally open. only if:
a) the vehicle speed is less than 2 km/h and the T/M
The Park brake request circuit is powered through is in Neutral
fuse F12 connected to the switched 24V DC supply. b) the engine is turned off.
This protects the park brake disk if it is applied when
The CCU park brake output is activated based on the the truck is running.
park brake request and the internal software park
brake logic. When the park brake is applied relay R13 will ener-
gize causing the T/M controller to lock the T/M in
The park brake request circuit runs through the nor- Neutral in order to protect the park brake from dam-
mally closed switch (backward logic) which means age in an attempt to run the truck with the park brake
that when OFF it will deliver 24V and when ON it will applied. In this case the T/M lamp will flash indicating
deliver 0V. This is for safety reasons. In case fuse a shift restriction.
F12 becomes open the park brake will apply as soon
as the rest of the park brake requirements are fulfilled. When the park brake is applied the park brake indica-
tor light found in the dash panel and the built-in switch
The second contact (normally open) is used in the LED will turn ON.
“Engine Crank” circuit.
The park brake oil pressure is monitored to warn the
operator with an audible alarm, a light on the dash
panel and a message on the LCD screen if there is
not enough pressure to release the park brake and
also to prevent from damaging the park brake.
T2-3-12
HYDRAULIC TANK CIRCUIT
Fuse F24 supplies switched 24V DC power to the The Steer Oil Temp Sensor is a negative temperature
Steer Filter Switch. coefficient type thermistor (resistance is decreasing
with temperature). The CCU will convert the steer oil
The Steer Filter switch is normally closed and it will temperature sensor resistance into a temperature.
open when the steer filter is clogged.
The Steer Oil Pressure sensor is powered from the
If the steer filter switch is open for more than 25 sec- 24V DC Analog Sensor CCU output.
onds while the engine is running the CCU will turn on
the filter warning lamp found in the dash panel. When the engine is running the CCU converts the
steer oil pressure signal coming from the steer oil
pressure sensor into a pressure value.
T2-3-13
HOIST CIRCUIT
The hoist lever and the body angle sensor are pow- The Body Angle sensor sends an analog signal to the
ered with 5V DC from the CCU sensor output supply. CCU proportional with the position of the body.
The hoist lever sends an analog signal back to the The hoist cooling oil Filter Switch is powered from the
CCU which is proportional to the position of the lever. switched 24V DC power supply through fuse F24.
When the hoist lever is in RAISE range position, the This switch is a normally closed, indicating that the
body up solenoid is activated by a PWM signal with filter is good. If the switch is open, the filter is clogged.
the ratio from 60% to 100%, proportional with the
lever angle. While the engine is running if the oil filter switch is
closed and the hoist oil temperature is greater than 43
When the hoist lever is in the HOLD position, both ºC (109 ºF) then after 25 seconds the CCU will turn on
body up and body down solenoid are OFF. the filter warning light. Same if the engine is stopped
except that the delay is only 5 seconds and there is
When the hoist lever is in the FLOAT position, the no temperature condition.
body down solenoid valve is activated with a PWM ra-
tio of 54%. The hoist filter clogged flashing pattern is indicated in
section T2-3-6.
When the hoist lever is in the POWER DOWN range
position, the body down solenoid is activated by a The Hoist/Brake Cooling Temp Sensor switch is a
PWM signal with the ratio from 70% to 99%, propor- negative temperature coefficient type thermistor and it
tional with the lever angle. supplies a variable electrical signal to the CCU which
converts this signal into a temperature value.
T2-3-14
STEER BLEED DOWN CIRCUIT
The Steer Bleed Relay (RY4) is activated or deacti- In this case the timer will engage the solenoid for 200
vated through fuse F12 connected to the switched seconds in order to bleed down the system, if the
24V DC power supply. The steer bleed down solenoid main un-switched 24V DC supply is not cut off. After
will be activated from the un-switched 24V DC battery 200 seconds the solenoid will disengage.
supply through fuse F5 and RY4 (when RY4 is OFF).
In general the steer system needs 90 seconds to
While the truck is running RY4 is activated, cutting off bleed down completely.
power from the bleed down solenoid.
When the truck is not running (key switch OFF), RY4

is deactivated, supplying power to the bleed down
solenoid and the timer.
T2-3-15
MARKER LAMP CIRCUIT
The marker lights are supplied with power from the The second circuit is without a rheostat and has all
switched 24V DC supply, through fuse F20 and the the outside marker lights including the “customer op-
head light switch. tions connector” located on the horse collar.
This connector can be used to power up any addi-
There are two distinct electric circuits. tional marker lamps installed by the customer.
The first circuit has a rheostat in series with all the in-
terior marker lights, allowing the operator to vary the
light intensity using the rheostat.
T2-3-16
HEADLAMP CIRCUIT-HALOGEN
There are two groups of head lights, upper and lower If the High beam switch is ON relay RY28 will be ON
headlights. Both groups have high and low beam causing the Low beam circuit to deactivate and the
lamps and they work together. High beam circuit to activate.
The head lights are powered from the switched 24V The Low beam lamps are controlled by RY21 and
DC supply. RY22 and the High beam lamps are controlled by
RY25 and RY26.
The headlamp control relay R28 controls the High and
the Low beam circuits. Fuse F20 delivers power to the command circuits
while fuse F27 delivers power to the Low beam lamps
When the head light switch is turned ON and the High and fuse F26 delivers power to the High beam lamps.
beam switch is OFF, RY28 is disengaged causing the
Low beam circuit to be active.
T2-3-17
TURN SIGNAL & HAZARD WARNING
The Turn / Hazard lamps are powered by the 24V DC

un-switched supply through fuse F8, the flasher and
the Turn / Hazard switch combination.
T2-3-18
BRAKE LAMP CIRCUIT
The brake (stop) lamps are powered using the 24V When the EDSC feature is active it will also cause
DC switched supply through fuse F20 and relay R18. RY18 to turn ON.
The brake lamps are turned ON when either the brake Diodes D5 and D6 protect the CCU from possible
or retarder pedal are pushed or when the EDSC fea- damage if the EDSC is active while the brake or re-
ture is active, as described in the following. tarder pedals are pushed.
When pushed, the brake and retarder pedals will en-

gage either the brake or retard pedal switch causing
RY18 to turn ON.
T2-3-19
REVERSE LAMP / ALARM CIRCUIT
The reverse lamp and reverse alarm are powered

from the switched 24V DC battery supply through fuse
F28 and relays RY27 and RY23.
When the vehicle is in reverse gear (R1 or R2) the

CCU will send a signal to relays RY23 and RY27
causing them to engage.
T2-3-20
DOME LAMP CIRCUIT
The Dome light is powered from the un-switched 24V

DC supply through fuse F8.
The Dome light switch will turn ON or OFF the Dome

light.
T2-3-21
WINDSHIELD WIPER & WASHER CIRCUIT
The windshield wiper and washer circuit is powered Activating the washer pump button on the wiper
from the switched 24V DC supply through fuse F13. switch sends 24V DC supply to activate the wind-
shield wiper motor and pump which is mounted on the
The wiper switch has 4 positions: OFF, HIGH, LO & windshield washer bottle.
Intermediate speed to alter the speed of the wiper
motor. Intermediate speed is attained by the use of
wiper relay.
T2-3-22
ACCESSORIES / CUSTOMER POWER
SUPPLY CIRCUIT
When the key switch is in ON position, switched 24V

DC supply is available through fuse F23 to power the Un-switched 24V DC (key switch off) power is avail-
cigar lighter. This cigar lighter also has an auxiliary able on pin 2 of all the connectors. Unswitched 12V
24V DC power and this can be used for customer DC battery power is available on Pin 4 of customer
switched 24V DC option. At the same time this options connector in overhead dash and Pin 3 of con-
switched 24V DC is also available on pin 1 of the cus- nector in cabin.
tomer options connectors.
There is a switched 12V DC power port in the console
There are 3 customer options connectors located on which is powered by fuse F9 and it supplies 12V DC
the truck. The first one is located in the electrical only if the key switch is in ON position or in accessory
nd
compartment in the cab rear, 2 is located in the (ACC) position.
overhead dash in the cab and the 3rd connector is lo-
cated on the horse collar. Any customer options
should be powered using these 3 connectors only.
T2-3-23
FRONT BRAKE CUT-OFF CIRCUIT
The front brake disable circuit is powered from the If the solenoid is engaged but the brake pressure ex-
switched 24V DC supply through fuse F24 and the ceeds 1850 psi the front brakes will apply through the
front brake cutoff switch. proportional valve.
The front brake cut-off switch will turn the front brake In the event of a low steering/brake oil pressure
cutoff solenoid ON or OFF. This solenoid redirects the warning, the front brake cut-off solenoid can not be
hydraulic supply to the proportional valve in the front energized regardless of the switch position. If the
brake cutoff valve. solenoid is ON it will turn OFF, and if the solenoid is
OFF it will remain OFF.
T2-3-24
HAULTRONICS CIRCUIT (OPTIONAL)
The Haultronics circuit is divided in two sections. The amber light can turn ON, OFF, or Flash through
RY19 based on the calculated payload, indicating if
The first section contains the sensors which are the payload is close or not to the nominal truck pay-
driven by the CCU in order to calculate the truck payload.
load. The sensors are the strut pressure sensors
(four) and the inclinometer. The red light can be ON or OFF through RY20 and
can also flash through RY17 based on the calculated
The second section contains the load weight lights payload, indicating if the payload has reached or ex-
and the relays that control them. ceeded the nominal truck payload.
There are two types of lights, red and amber. They are Lights are active only when the truck is stopped.
found in the dash panel inside the cab and outside on
the left and right side of the deck.
(VEC – 9) - A
F8
10A
F17
T2-3-25
SERVICE LAMP CIRCUIT (OPTIONAL)
The service lamp circuit is powered from the

unswitched 24V DC battery supply through fuse F6
and the service lamp switch.
T2-3-26
ATC/EDSC CIRCUIT (OPTIONAL)
ATC – Automatic Traction Control

EDSC – Electronic Downhill Speed Control The ATC feature will restrict the speed difference
between the left and right rear wheels to a maximum
The ATC/EDSC circuit is divided in two sections, the of 50%, applying the brake (in a dynamic mode) on
command section and the sensor section. the faster turning wheel.
Fuse F24 delivers power from the switched 24V DC If the ATC switch is further pressed into the BOOST
supply to both ATC and EDSC switch. position (then released) it will activate the ATC Boost
feature for a short period of time (15 seconds). After
The ATC switch has three positions: OFF, continuous ATC boost ends ATC remains active (if the ATC switch
ON and BOOST. The BOOST position remains en- is still ON).
gaged as long the switch is pressed. When released
the switch returns to the second position (continuous The ATC Boost will restrict the difference between the
ON). rear wheels to a maximum of 10% using the same
method.
The sensor section contains two speed sensors
mounted in the rear axle on the left and right side to The concept of the EDSC feature is to prevent the ve-
monitor the speed of each rear wheel. hicle from gaining speed while going downhill. The
EDSC applies the rear brakes to keep the engine
The ATC switch activates the ATC feature while the speed constant and to prevent up-shifting at high en-
EDSC switch activates the EDSC feature. gine speeds (1800 rpm or greater).
T2-3-27
SEMI-ACTIVE AIR SEAT / HEATED SEAT /
HEATED MIRROR CIRCUIT (OPTIONAL)
The air seat/heated seat and heated mirror circuit are The air seat switch powers the air compressor built in
powered from the switched 24V DC supply through to the seat in order to deliver the operator all features
fuse F25. associated with air seat.
Each of these three electric circuits has its own The heated seat and mirror have built-in thermostats
ON/OFF switch which will activate each circuit indi- to control the amount of heat.
vidually.
T2-3-28
AIR-CONDITIONER CIRCUIT (OPTIONAL)
The Air Conditioner (A/C) system is powered from the

switched 24V DC supply through fuse F21. The compressor pressure switch will engage and dis-
engage the clutch while maintaining the A/C system
The A/C unit has its own electronic control unit that pressure within the established limits.
allows turning ON/OFF the unit and controlling system
functions. The following signals are sent to the CCU in order to
control other vehicle components that service the A/C
Relay RY8 controls the defrost section and relay system.
RY12 controls the fresh air and recirculation section.
1. Defrost ON – currently not used by the CCU.
All the actuators are powered with 12V DC obtained 2. Low Pressure – request for more vehicle en-
from 24V using 47 Ohms resistors in series with each gine rpm to increase the A/C system pres-
actuator circuit. sure.
As a response, when the vehicle is in neutral
There are 4 temperature sensors (inside, outside, de- gear, the CCU will request an alternate idle
icing and after-coil) used by the control unit in order to from the engine controller which will raise the
monitor and control the A/C system. idle speed to 1000 rpm.
3. Fan Clutch ON – request to engage the vehi-
The A/C compressor is driven by the vehicle engine cle cooling fan in order to speed up cooling of
through an electronic clutch actuated by the com- the A/C system thermal exchange agent. As a
pressor pressure switch. response the CCU will send a request to the
engine controller to turn ON the engine fan
clutch.
F21
T2-3-29
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T2-3-30
SYSTEM/Air conditioning system
NOTE: All maintenance and service work to the air 2. Condenser

conditioning system should be performed Ambient air passing through the Condenser removes
the heat from the circulating refrigerant resulting in
by qualified personnel. Local or National
the conversion of the refrigerant from a gas to a liq-
rules and regulations may require the spe- uid.
cific licensing or certification of personnel
performing air conditioning system mainte- 3. Receiver Drier-Filter
nance and service work. The liquid refrigerant moves on to the Receiver Drier-
Filter where impurities are filtered out, and moisture
removed. This component also serves as the tempo-
DESCRIPTION AND OPERATION rary storage unit for the liquid refrigerant.
Refer to Figures 1 & 2. 4. Expansion Valve

The liquid refrigerant, still under high pressure, then
In a typical air conditioning system, refrigerant is circu- flows to the Expansion valve. This valve meters the
lated under pressure through the five major compo- amount of refrigerant entering the Evaporator. As the
nents in a closed circuit. refrigerant passes through the valve it becomes a low
1. Compressor temperature, low pressure liquid and saturated vapor.
2. Condenser
3. Receiver Drier-Filter 5. Evaporator
4. Expansion Valve The low pressure liquid immediately starts to boil and
5. Evaporator vaporizes as it enters the Evaporator. The hot, humid
At these points in the system, the refrigerant under- air of the cab is pulled through the evaporator by the
goes predetermined pressure and temperature evaporator blower. Since the refrigerant is colder
changes. than the air, it absorbs the heat from the air, produc-
ing cool air which is pushed into the cab. The mois-
1. Compressor ture in the air condenses upon passing through the
The Compressor takes in low pressure heat laden evaporator and drops into the drain pan from which it
refrigerant gas through the suction valve (low side), drains out of the cab.
and as its name indicates, pressurizes the heat laden
refrigerant and forces it through the discharge valve
(high side) on to the condenser.
AMBIENT AIR
Figure 1 - Major Components of a Typical Air Conditioning System
T2-4-1
SYSTEM/Air conditioning System
The cycle is completed when the heated low pres-

sure gas is again drawn into the compressor through
the suction side.
Figure 2 - Schematic of a Typical Air Conditioning System
T2-4-2
HEATER/AIR CONDITIONER
7A 7B
7A
7B
7C
7C
7C
OM21057
7C 7D 7D
7A. Defrost Vents, Windshield 7F. Display ON/OFF Switch
7B. Defrost Vents, Side Windows 7G. Temperature Control Switch
7C. Face Vents, Operator and Passenger 7H. ON/OFF Switch
7D. Foot Vents 7I. Fan Speed Control Switches
7E. Vent Mode Switch 7J. Recirculation Mode Switch
7G 7I
7F 7H
OM21058
7E 7J
NOTE: The side Defrost Vents (7B) and Face Vents (7C) are
provided with louvers to adjust the air flow direction.
T2-4-3
Electronic Climate Controls (ECC)

7E. Vent Mode Switch
The HVAC System’s modes (Automatic, Heat, Cool,
or Defrost) can be set by operator.
7F. Display ON/OFF Switch

Both inside and outside temperatures can be dis-
played in Celsius or Fahrenheit.
NOTE: One of the fan speed control switches (7H)

must be ON
7G. Temperature Control Switch

The temperature is set with the temperature set
point keys. The controlled temperature range is be-
tween 16 ˚C (60 ˚F) and 28 ˚C (82 ˚F). If the tem-
perature is adjusted to the coldest setting 16 ˚C (60
˚F), the setting will be at minimum, and the heater
valve will close. If the temperature is set to the hot-
test setting 28 ˚C (82 ˚F), the setting will be at
maximum.
7H. ON/OFF Switch

Press this switch to redirect the air flow.
7I. Fan Speed Control Switches

These switches adjust the blower speed up/down
keys. Blower speed is variable between 0 and
100%.
7J. Recirculation Mode Switch

This Switch can be set on full fresh air or full re-
circulated air.
OM21057
T2-4-4
ECC User Display
OM21059
1. Temperature Display
It displays inside and outside temperature in
Celsius or Fahrenheit. This section also dis-
plays an error if any of the temperature sensors
malfunctions.
2. Blower Speed
Blower speed is displayed in both numeric (0-20)
and bar graph form.
3. Operation Mode
Mode of operation of the HVAC system is dis-
played (Cool, Heat, Defrost and Auto).
4. Air Mixture Option

This displays air mixture mode being selected
(Fresh or Re-circulated air).
T2-4-5
Modes of Operation
When pressing the button on the ECC, the HVAC
system will cycle through the following modes.
Automatic Mode
Operator chooses an interior temperature Setpoint.
The ECC takes over and constantly analyzing sys-
tem’s electronic temperature sensors (Inside, after
coil, Deice and outside), adjusting individual compo-
nent (Blowers, Heater Valve, A/C Compressor and Air
Mix) to maintain a comfortable climate at all times.
Heat Mode
Interior Temperature is regulated with the electronic
heater valve. Algorithm applied to inside and after coil
sensor data to control heater valve position to achieve
accurate temperature control. A/C compressor will
remain off when heat mode is active.
Cool Mode
Interior Temperature is controlled by cycling of the A/C
compressor. (The A/C compressor will only turn ON
when the outside temperature rises above 10 ˚C and
turns OFF again when it drops below 8 ˚C to prevent
coil from freezing). Inside sensor and after coil sen-
sors are used to control blower speed to hold Setpoint
while minimizing blower noise. When in cool mode,
the heater valve will remain closed.
Defrost Mode
When this mode activated, the heater valve is opened
to full, A/C compressor is on and blower is turned to
full speed. A signal to open a defrost flapper is also
sent.
T2-4-6
Function
Temperature Control
The in cabin temperature is regulated with the use
of the heater control valve. The controller processes
temperature readings from the in-cab and after-coil
sensors and the heater valve is modulated to con-
trol cabin temperature to the desired level. The
valve is positioned to provide enough heat to main-
tain set point. If the set point is at maximum, then
the valve is fully opened. If set point is at minimum,
then the valve is fully closed.
Mode: Auto
Main Blower Speed - As per blower speed selection
membrane switches (UP & DOWN)
Valve position – as per PID routine
Clutch Condition – ON if Blower is ON and outside
temperature is > 10 °C.
OFF if Blower is OFF or outside temperature is < 8 °C
or with de-icing (ON if de-icing temperature is >0 °C
and OFF if de-icing temperature is <-2 °C).
Mode: Cool
Valve position - closed
Clutch Condition –
ON if inside temperature is >2 °C above set point,
Blower is ON and outside temperature is > 10 °C.
OFF if inside temperature is <2 °C below set point,
Blower is OFF or outside temperature is <8 °C or with
de-icing (ON if de-icing temperature is >0 °C and OFF
if de-icing temperature is <-2 °C).
Mode: Heat
Valve position – as per PID routine
Clutch Condition – OFF
Mode: Defrost
Main Blower Speed – MAX speed
Valve position – full open
Clutch Condition – ON or OFF with de-icing and
regardless the outside temperature.
T2-4-7
Ω
Ω
Ω
HITACHI
T2-4-8
Ω
Ω
Ω
HITACHI
T2-4-9
Ω
Ω
Ω
HITACHI
T2-4-10
Ω
Ω
Ω
HITACHI
T2-4-11
ECC Controls 4. Sensor reading / error menu only if there are

errors present
ON/OFF Membrane Switch – Turns display OFF and
ON
The system can be operated only when the main ECC Menu
switch is in ON position. The OFF position closes When displaying the menu screen: The temperature
water valve, outputs off, blower off and the inside air and blower membrane switch (UP and DOWN)
circulation flapper door in recirculation air mode. functionalities are changed on the menu screen as
follows:
Temperature membrane switch UP/DOWN – select
Temperature Set Point UP/DOWN Membrane menu Item (Bright/Contrast/Scale °C or °F)
Blower membrane switch UP/DOWN – alter menu
Switches – Change the temperature set point from
item: increase/decrease brightness or contrast and
MIN and MAX toggle between degree Celsius and degree Fahren-
The temperature is selected with the temperature heit.
set point membrane switches UP (RED) and DOWN
(BLUE). The controlled temperature range is be-
tween 17 °C and 27 °C. If the DOWN (BLUE) mem- Components
brane switch is pressed then the temperature set Controller
point is decreased down to the coldest setting (MIN) The ECC is the micro controller-based heart of the
and the heater valve will be closed. If the UP (RED) system. It has 2 AMP electrical connectors. Both
membrane switch is pressed then the temperature connectors, 22-way and 24-way, go to the HVAC
set point is increased up to the warmest setting system harness. The ECC features an integral LCD
(MAX) and the heater valve will be open. display to allow system status and operational in-
formation to be displayed to the operator. The con-
Blower Speed UP/DOWN Membrane Switches – troller is powered with 12 VDC. A 24 VDC version is
Changes the blower speed between 0 and 20 (off also available.
and 100% in 5% increments)
Blower speed is completely variable between 0 and
Blower Motor Drive Module
100% in Auto, A/C and Heat Modes. In Defrost
The Blower Motor Drive Module controls the speed
Mode the blower speed is set to maximum speed.
of the blower based on the PWM signal received
from the ECC.
Mode Membrane Switch – Toggles between
AUTO/COOL/HEAT/DEFROST modes
Pressing the mode membrane switch toggles Temperature Sensors
through the each operating modes. Each mode will The ECC uses 4 temperature sensors: in-cab, after-
be active until the mode membrane switch is coil, de-icing, and outside. Those are all thermistors
pressed again. and use shielded cable in their leads, back to the
controller. The in-cab sensor should be placed in
the return airflow to the HVAC unit in such a way as
Recirculation Membrane Switch – Toggles be-
to ensure good airflow passing over it and so that it
tween recirculation and fresh air
is not damped by some thermal mass. The after coil
The membrane switch and one relay control a mo-
sensor must be placed in the airstreams after the
torised actuator. Pressing the membrane switch
heater coil in a reheat HVAC system. The de-icing
causes the actuator to rotate the flapper door to the
sensor is to be located on the suction pipe as close
desired position shown on the display: recirculation
as possible to evaporator coil. It must have good
or fresh air.
contact to the pipe and be insulated from the sur-
rounding air. The outside air sensor needs to be
Display Membrane Switch – Toggles between 3 or located so as to measure the ambient temperature
4 display options: and not be influenced by heat from the rigid dump
1. Inside temperature truck. The temperature sensors are part of the
2. Outside temperature HVAC unit harness.
3. Menu screen
T2-4-12
Motorised Valve Notes: Open means broken wire between controller

The motorised coolant valve consists of a motorised and sensor or damaged sensor Shorted means two
actuator with feedback and a 2-way plastic ball wires making electrical contact.
valve.
Open, short or stuck valve – please refer to the
below normal connections instructions:
HVAC Unit Harness - Wire #10 – refer to 1l
The HVAC unit harness must be constructed with - Wire #8 – refer to 2n
the HVAC unit and according to the ECC system - Wire #9 – refer to 1m
schematic in order to correctly interface with the - Wire #12 – refer to 1g
ECC controller. - Wire #11 – refer to 1f
Recirculation Flapper Door ERR A/C Sys – The ECC has a built-in clutch circuit
A motorised actuator rotates the recirculation flap- that senses if there is any current drawn by the
per door. compressor clutch. When the pressure switch is
open there is no current through the clutch circuit. If
the pressure switch trips 4 consecutive times in a
Diagnostics 20 minutes period, then a flashing error message
(“ERR”) will appear on the controller’s display.
The ECC has onscreen diagnostics that can tell if a Please check for the proper refrigerant pressure on
sensor, the motorised valve or the A/C system has the A/C system so the pressure switch is not open.
failed. If a detectable error occurs, then a flashing
error message (“ERR”) will appear on the control- Normal Connections ECC
ler’s display.
Pressing the DISPLAY and RECIRC membrane 1. AMP 22-way connector:
switches for 3 seconds will display the error mes-
sages. If there are no errors present, then pressing 1a. Pin #1 – Empty
the DISPLAY and RECIRC membrane switches for 1b. Pin #2 – Empty
3 seconds will display the sensor and motorised 1c. Pin #3 – Empty
valve position information. The temperature set 1d. Pin #4 – Wire #14 – This wire is connected to pin
point membrane switches (UP and DOWN) func- #86 of the relay. In the recirculation air mode, the
tionalities are changed on the sensor/motorised voltage on this wire should be 12V and the relay
valve reading/error menu screen as follows: should be energized. The flapper door should ro-
Temperature membrane switches UP/DOWN – cy- tate to the recirculation air position. In the fresh air
cle through sensors value and motorised valve po- mode, the voltage on this wire should be 0V and
sition information. the relay should be de-energized. The flapper
If there is an error present, then pressing the MODE door should rotate to the fresh air position.
membrane switch displays the troubleshooting text. 1e. Pin #5 – Wire #7 – This wire is connected to the
The fan DOWN membrane switch scrolls through Blower Motor Drive PWM Signal. In the Auto,
the troubleshooting text. Cool and Heat Modes the blower speed is set with
the blower speed set point membrane switches.
Detectable error types: The blower speed is completely variable between
Open or short sensor – please refer to the below 0 and 100%. In the Defrost Mode the blower
normal connections instructions: speed is set to the maximum speed (100%) and it
- Inside sensor (#20) – refer to 2o (red is not dependant by the blower speed set point
wire) and 1n (black & shield wires) membrane switches.
- De-icing sensor (#21) – refer to 2d (red 1f. Pin #6 – Wire #11 – This wire is connected to pin
wire) and 2y (black & shield wires) 5 of the motorised valve. When the valve is clos-
- After coil sensor (#22) – refer to 2a (red ing (Auto, Cool and Heat Modes) the voltage on
wire) and 2t (black & shield wires) this wire should be around 0V. When the valve is
- Outside sensor (#23) – refer to 2c (red opening (Auto, Heat and Defrost Modes) the volt-
wire) and 2x (black & shield wires) age on this wire should be around 12V. When the
T2-4-13
valve is stopped (all modes) the voltage on this should be around 2.5V. The warmer the temperature
wire should be around 0V. the lower the voltage on this wire will be and visa
1g. Pin #7 – Wire #12 – This wire is connected to pin versa.
6 of the motorised valve. When the valve is clos- 2d. Pin #4 – Sensor #21 (red wire) – This wire is
ing (Auto, Cool and Heat Modes) the voltage on connected to the De-icing Sensor. The potential at the
this wire should be around 12V. When the valve is red wire should change with the temperature. At room
opening (Auto, Heat and Defrost Modes) the volt- temperature (about 25 °C) the voltage on this wire
age on this wire should be around 0V. When the should be around 2.5V. The warmer the temperature
valve is stopped (all modes) the voltage on this the lower the voltage on this wire will be and visa
wire should be around 0V. versa.
1h. Pin #8 – Empty 2e. Pin #5 – Empty
1i. Pin #9 – Empty 2f. Pin #6 – Empty
1j. Pin #10 – Wire #93 - This wire is connected to the 2g. Pin #7 – Empty
A/C Clutch. When the clutch condition is ON the volt- 2h. Pin #8 – Empty
age on this wire should be 12V. When the clutch con- 2i. Pin #9 – Empty
dition is OFF the voltage on this wire should be 0V. 2j. Pin #10 – Empty
1k. Pin #11 – Wire #17 – This wire is connected to 2k. Pin #11 – Empty
12V common power. 2l. Pin #12 – Empty
1l. Pin #12 – Wire #10 – This wire is connected to pin 2m. Pin #13 – RS485 (green wire) – This wire is the
#10 of the motorised valve. There should be a voltage RS485 negative bus.
of around 5V on this wire all times. 2n. Pin #14 – Wire #8 – This wire is connected to pin
1m. Pin #13 – Wire #9 – This wire is connected to pin 9 of the motorised valve. When the motorised valve is
8 of the motorised valve. This wire should be at connected to the ECC this wire returns a voltage that
ground potential. is dependant on the position of the valve. When the
1n. Pin #14 – Sensor #20 (black & shield wires) – valve is fully closed (Auto, Cool and Heat Modes) the
These wires are connected to the Inside Sensor. The voltage on this wire should be around 0.9V. When the
black and shield wires should be at ground potential. valve is fully open (Auto, Heat and Defrost Modes) the
1o. Pin #15 – Empty voltage on this wire should be around 2.7V.
1p. Pin #16 – Empty 2o. Pin #15 – Sensor #20 (red wire) – This wire is
1r. Pin #17 – Empty connected to the Inside Sensor. The potential at the
1s. Pin #18 – Wire #18 – This wire should be con- red wire should change with the temperature. At room
nected to ground. temperature (about 25 °C) the voltage on this wire
1t. Pin #19 – Empty should be around 2.5V. The warmer the temperature
1u. Pin #20 – Empty the lower the voltage on this wire will be and visa
1v. Pin #21 – Empty versa.
1x. Pin #22 – Empty 2p. Pin #16 – Wire #77 – This wire is used for back
lighting for eventual dimmer connection.
2r. Pin #17 – RS485 (black & shield wires) – These
2. AMP 24-way connector: wires are connected to the RS485 connector. The
black and shield wires should be at ground potential.
2a. Pin #1 – Sensor #22 (red wire) – This wire is 2s. Pin #18 – RS485 (red wire) – This wire is con-
connected to the After Coil Sensor. The potential at nected to the RS485 connector. There should be
the red wire should change with the temperature. At a voltage of around 5V on this wire at all times.
room temperature (about 25 °C) the voltage on this 2t. Pin #19 – Sensor #22 (black & shield wires) –
wire should be around 2.5V. The warmer the tem- These wires are connected to the After Coil Sen-
perature the lower the voltage on this wire sor. The black and shield wires should be at
will be and visa versa. ground potential.
2b. Pin #2 – RS485 (white wire) – This wire is the 2u. Pin #20 – Empty
RS485 positive bus. 2v. Pin #21 – Empty
2c. Pin #3 – Sensor #23 (red wire) – This wire is 2x. Pin #22 – Sensor #23 (black & shield wires) –
connected to the Outside Sensor. The potential at the These wires are connected to the Outside Sensor.
red wire should change with the temperature. At room The black and shield wires should be at ground
temperature (about 25 °C) the voltage on this wire potential.
T2-4-14
2y. Pin #23 – Sensor #21 (black & shield wires) –

These wires are connected to the De-icing Sen-
sor. The black and shield wires should be at
ground potential.
2z. Pin #24 – Empty
Electrical Specifications
Inputs
In-cab Sensor Thermistor 10 kΩ @25 °C
After-coil Sensor Thermistor 10 kΩ @25 °C
De-icing Sensor Thermistor 10 kΩ @25 °C
Outside Sensor Thermistor 10 kΩ @25 °C
Valve Feedback Potentiometer 10 kΩ
Controller + 12 VDC
Controller - Ground
Outputs
Blower Speed PWM signal
A/C Clutch 12 VDC/5 A
Inside Air Circulation 12 VDC/Ground sig-
nal to relay
Valve Motor + 12 VDC/Ground
Valve Motor - 12 VDC/Ground
T2-4-15
MEMO
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T2-4-16
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Transmission
Outline...................................................... T3-1-1 Steering Control Valve .............................. T3-3-3
Operation ................................................. T3-1-4 Operational Principle ......................... T3-3-4
Operation .......................................... T3-3-5
Group 2 Hoist and Brake Cooling Steering Cylinder ...................................... T3-3-6
Hydraulic Pump ........................................ T3-2-1 Operational Principle ......................... T3-3-7
Outline .............................................. T3-2-1 Operation .......................................... T3-3-8
Operation .......................................... T3-2-2 Steering Accumulator ................................ T3-3-9
Hoist Control Valve ................................... T3-2-3 Operation ........................................ T3-3-10
Operational Principle......................... T3-2-4 Relief-Check-Bleed Valve (RCB) ............ T3-3-11
Operation .......................................... T3-2-5 Operational Principle ....................... T3-3-12
Outlet Valve....................................... T3-2-6 Operation ....................................... T3-3-12
Work Valve ........................................ T3-2-7 Steering Pump ........................................ T3-3-13
Raise Position ................................... T3-2-8 Operational Principle ....................... T3-3-14
Hold Position..................................... T3-2-9 Operation ........................................ T3-3-15
Float Position .................................. T3-2-10 System Charging .................................... T3-3-16
Power Down Position .......................T3-2-11 Steer/Brake Strainer................................ T3-3-18
Manual Body Down Valve ............... T3-2-12 Steer/Brake Filter .................................... T3-3-19
Pulse Width Modulating Valve ......... T3-2-13 Steer/Brake Tank .................................... T3-3-20
Motion Control Valve .............................. T3-2-14
Operation ........................................ T3-2-18 Group 4 Brake
Hoist Cylinder ......................................... T3-2-19 Brake Control Valve .................................. T3-4-1
Operation ........................................ T3-2-20 Operation .......................................... T3-4-4
Hoist/Brake Cooling Tank ....................... T3-2-21 Retarder Control Valve.............................. T3-4-6
Hoist/Brake Cooling Strainer .................. T3-2-22 Front Brakes ............................................. T3-4-8
Hoist Brake Cooling Filter....................... T3-2-23 Operation .......................................... T3-4-9
Relief Valve/Bypass ................................ T3-2-24 Rear Brake-Wet Disc ........................... …T3-4-11
Temperature Sensor/Diffuser .................. T3-2-25 Brake Accumulator.................................. T3-4-14
Dry Disc Parking Brake........................... T3-4-15
Group 3 Steer
Steering Wheel/Column ............................ T3-3-1
Steering DriveShaft ................................. T3-3-2
183T-3-1
(Blank)
183T-3-2
COMPONENT OPERATION / Transmission
TRANSMISSION
Outline
EH1100-3 is equipped with an Allison transmission

model: H6610A, planetary type and full automatic
shift, remote mounted, 6 forward speeds and 2
reverse. The engine range of torque and speed
can be adapted to cover various requirements
because of different hauling applications. As well,
the power take off (PTO) is used to activate the
hoist pump and steering pump.
T3-1-1
T3-1-2
1. Input Flange 27. Reverse-Range Clutch

2. Torque Converter Drive Hub 28. Rear Cover
3. Torque Converter Drive Housing 29. Output Shaft
4. Front Cover 30. Output Speed Sensor
5. Lockup Clutch 31. Parking Brake
6. Torque Converter Housing 32. Output Flange
7. Torque Converter Turbine 33. Speedometer Drive Gear
8. Torque Converter Stator 34. Speedometer Driven Gear
9. Torque Converter Pump 35. Reverse-Range Planetary Carrier
10. PTO Idle Gear 36. Reverse-Range Ring Gear
11. Flexplate Assembly 37. Reverse-Range Sun Gear
12. Flywheel 38. Low-Range Ring Gear
13. PTO Cover 39. Low-Range Planetary Gear
14. Input (Engine) Speed Sensor 40. Low-Range Sun Gear
15. Retarder Housing 41. Intermediate-Range Ring Gear
16. Retarder Rotor 42. High-Range Clutch Hub
17. Turbine Shaft 43. Intermediate-Range Planetary Carrier
18. Turbine Speed Sensor 44. Intermediate-Range Sun gear
19. Pitot Tube 45. Splitter Output Shaft
20. Splitter-low Clutch 46. Splitter Sun Gear
21. Splitter-high Clutch 47. Converter Ground Sleeve
22. Splitter Ring Gear 48. Oil Pump Drive Idler Gear
23. Splitter Planetary Carrier 49. Oil Pump Drive Gear
24. High Range Clutch 50. Oil Pump Assembly
25. Intermediate-Range Clutch 51. Input Pump
26. Low-Range Clutch 52. Scavenge Pump
T3-1-3
Operation
• Transmission to engine coupling throttle sensor indicating throttle position. If a

The remote-mounted transmission has a front
forward range is selected, the transmission starts
cover. A flange connects the engine via a drive
shaft and universal joints to the splined hub of the out in first range and upshifts automatically within
converter drive housing. the selected range. Timing of upshifts and
• Torque converter
downshifts is based on equipment speed and
The fixed-capacity torque converter is a single
stage, polyphase, three-element unit, consisting of throttle position.
a pump, stator and a turbine. The converter CAUTON:
provides maximum torque when load conditions
Do not use this feature to achieve manual shifting
demand. Hydraulic fluid for converter charging
pressure comes from the sump and is supplied by for normal operation. Transmission life could be
the pump. significantly reduced if automatic operation is
• Planetary gearing
defeated.
The planetary gear train includes constant mesh,
straight spur gear planetary sets by the TOWING
engagement of the clutches in various All lubrication and clutch apply fluid is provided by
combinations, the planetary sets act singly or
the engine driven pump. Because the pump is
together to provide six forward ranges and two
reverse ranges. located ahead of the transmission gearing and
• Clutches clutches, the pump cannot be motored by towing
The clutches direct the flow of torque through the or pushing the vehicle. Therefore, the driveline
transmission in accordance with the range MUST be disconnected if the vehicle must be
selected by the operator. towed or pushed.
• Hydraulic System
• Shift energy management (SEM).
A common hydraulic system serves the torque
Shift energy management is a system in which the
converter, the hydraulic retarder and the
transmission Electronic Control Unit (ECU)
transmission. Transmission fluid for all hydraulic
requests specific speed/torque conditions from the
operations, lubrication, and cooling comes from
engine controller while range upshifts and garage
the sump and is supplied by the same pump.
shifts are being conducted. SEM’s ability to control
• Electronic Control Shift (CEC2)
engine speed and torque makes it possible to
The electronic control system selects the proper
briefly reduce the engine power during shifts
transmission drive ratio for the most efficient
. Benefits are reduced driveline torques spikes and
operation of the system under all conditions of
potential for increased clutch life, all while
speed, load, throttle position and range selection.
providing smoother shifts with minimal
The operator selects the desired range, which may
performance loss. The system can be
be one of eight positions at the shift selector. The
programmed for specific hauling applications,
shift selector transmits an electronic signal to the
therefore improving the overall performance while
Electronic Control Unit (ECU). The ECU also
reducing operating costs.
receives pulse signals indicating equipment speed
from the speed sensor and a signal from the
T3-1-4
T3-1-5
MEMO
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T3-1-6
COMPONENT OPERATION / Hoist & Brake Cooling
HYDRAULIC PUMP
OUTLINE: TANDEM PUMP OUTPUT:

The hydraulic pump is a tandem gear pump. It pro-
vides two separate pump sections. One section sup- FRONT SECTION:
plies oil to the hoist system by directing oil to the hoist Hoist Pump Section @ 2100 min-1(rpm)
control valve. The other section supplies oil to the 468.2 L/min (123.7 gpm) or
brake cooling system by directing oil to an adapter in- 0.22 L/Rev (13.42 CIR)
stalled on the hydraulic tank. Refer to Brake Cooling
System. REAR SECTION:
Brake Cooling Section @ 2100 min-1(rpm)
The hydraulic pump is uni-directional, so it operates in 176.6 L/min (46.7 gpm) or
one direction only. The lightweight, aluminum high 0.083 L/Rev (5.06 CIR)
pressure gear type pump was assembled for clock-
wise rotation.
1. O-Ring 8. Flange 15. Bearing Plate A. Cavity

2. Back-up Ring 9. Front Idler Gear 16. Rear Body B. Passage
3. O-Ring 10. Ball 17. Rear Idler Gear C. Cavity
4. O-Ring 11. Dowel Pin 18. Bushings D. Passage
5. Seal 12. Pressure Plate 19. Spline Coupling E. Cavity
6. Snap Ring 13. Front Body 20. Rear Drive Gear F. Passage
7. Front Drive Gear 14. O-Ring 21. Stud G. Cavity
T3-2-1
OPERATION:
As the front drive gear (7) rotates, it meshes with and As the gears begin to rotate, oil also flows under the
drives the front idler gear (9) at the same speed, but pressure plates (12) on the outlet side of the pump.
in opposite directions. The rear drive gear (20) is The oil is prevented from flowing completely across
driven by the front drive gear (7) through the spline the pressure plates by the O-rings (3). This raises the
coupling (19) as the rear drive gear (20) rotates and outlet side of the pressure plates (12). At the same
meshes with and drives the rear idler gear (17) in the time, the inlet side of the pressure plates is drawn to-
opposite direction. wards the gears by the slight amount of suction pre-
sent on the inlet side of the pump. This causes the
As the gears revolve, oil is drawn in through the inlet pressure plates to rise evenly. As the oil pressure in-
ports. The oil is trapped in the pockets formed be- creases, oil will seep across the O-rings (3) and under
tween the gear teeth, pressure plates (12) and the the inlet side of the pressure plates and the entire
pump housing and is carried to the outlet side of the plate will be balanced on the oil at system pressure.
pump. The re-meshing of the gears on the outlet side Thus, an equal force is maintained against the pres-
of the pump forces the oil from between the gear teeth sure plates on both the inlet and outlet sides of the
and out through the outlets ports. pump.
Although the majority of the oil is forced directly Lubrication for the bushings (18) is provided by the oil
through the outlet port, a small portion of oil is trapped from the high pressure side of the pump. A portion of
between the gear teeth and forced in the direction of discharge oil enters the lubrication groove in the
the pressure plates (12) under very high pressure. To pressure plate (12) and is directed to each bushing
dissipate this pressure, relieves are counter-bored in (18). From the bushing bores, the oil flows into cavi-
the pressure plates to provide a passage for the pres- ties (A, C, E, & G) at the ends of each gear shaft. The
surized oil to escape back to the outlet side of the two cavities (A & C) in the flange are connected by a
pump. crossed drilled passage. Oil in cavities (A, C & G)
then flows through the drilled passages in the idler
gears (7 & 17) and returns to the cavity (E) where it
re-enters the inlet side of the pump completing the lu-
Drive Gear brication cycle.
Rear Outlet Front Outlet
Common Inlet
Idler Gear
T3-2-2
HOIST CONTROL VALVE
OUTLINE:
The Hoist Control Valve is comprised of three valve The inlet valve housing includes a relief valve. The
housing sections: the inlet valve housing, the work work valve housing includes raise PWM valve, lower
valve housing and the outlet valve housing. PWM valve, and four position control spool.
6
1
1. Outlet Valve Housing 4. Inlet Valve Housing

2. Work Valve Housing 5. Relief Valve
3. Raise PWM Valve 6. Lower PWM Valve
T3-2-3
OPERATIONAL PRINCIPLE:
The hoist control valve is a spool type valve shifted by
pilot pressure, which is controlled by raise and lower
PWM valves. An electronic hoist control lever in the The hydraulic control valve contains a relief cartridge
cab, generates an output voltage depending on the adjusted to relieve maximum system pressure at
position of the lever. This voltage signal is then inter- 17250 ± 173 kPa (2500 ± 25 psi) at wide open throttle
preted by the CCU, which in turn sends signals to the to protect the components in the system from exces-
two PWM valves. When the spool is shifted, the hoist sive pressure. At the indicated pressure the relief car-
control valve directs oil from the pump to raise or tridge opens and dumps excess pump volume directly
lower the body. The hydraulic control valve has four back to the hydraulic tank. When system pressure
positions: Raise, Hold, Float and Power Down corre- drops below the indicated pressure, the relief car-
sponding to the electronic hoist control lever position: tridge closes and returns pump output back into the
RAISE, HOLD, FLOAT and POWER DOWN hoist circuit.
A load check valve is incorporated in the hoist control

valve to prevent the body from coming down should
the pump output stop when the control lever is in the
raised position.
T3-2-4
OPERATION: 6. Disconnect the body angle sensor.

7. Raise the dump body until the hoist cylinders
Inlet Valve, Relief Valve: are fully extended. With the hoist lever in the
The relief valve, incorporated in the inlet valve pre- RAISE position, slowly increase the engine
vents excessive pressure in the hoist system. The RPM to wide open throttle. The pressure gauge
hoist system pressure is set to 17250 ± 173 kPa should read 17250 ± 173 kPa (2500 ± 50 psi). If
(2500 ± 50 psi). not, an adjustment must be made.
8. To adjust the relief valve, remove the end cap
Relief Valve Adjustment: from the relief valve. Loosen the jam nut and
If needed, the relief valve can be adjusted. The turn the relief adjusting screw clockwise to in-
hoist/brake cooling oil must be brought up to an oper- crease pressure, counter-clockwise to decrease
ating temperature of approximately 49 °C (120 °F) pressure.
minimum. All air must be exhausted from the hoist
system.
Bleeding the Hoist System NOTE: The adjustments made to the relief adjust-
1. Place the electronic hoist control lever in the ing screw should be made in small incre-
FLOAT position to bleed off excess pressure. ments for a more precise and smooth ad-
2. Place the hoist control lever in the HOLD posi- justment.
tion. Slowly loosen bleed plugs at both hoist cyl-
inders. 9. Once the desired system pressure is obtained,
3. Move the electronic hoist control lever to the tighten the jam nut. Raise and lower the dump
RAISE position until the air is removed. Move body three times with the engine at wide open
the lever pack to the HOLD position. throttle, checking the pressure each time when
4. Tighten the bleed plugs to 27 N٠m (20 lbf٠ft). the hoist cylinders are fully extended.
Raise and lower the dump body four times to
bleed air from the system. NOTE: It is recommended that the hoist lever not
Adjustment be held in the RAISE position with the hoist
5. With the dump body lowered to the frame rails cylinders fully extended for a period longer
and the hoist lever in the FLOAT position, install than 10 seconds with out release.
a calibrated 20685 kPa (3000 psi) pressure
gauge to the test port connection next to the re- 10. When the hoist system main relief pressure is
lief valve. properly set to 17250 ± 173 kPa (2500 ± 50 psi)
tighten install the end cap on the relief valve, if
1 not repeat steps 6 – 8.
11. Remove the pressure gauge.
12. Reconnect the body angle sensor.
Bleed Plug
1. Outlet Valve 3. Test Port

2. Inlet 4. Relief Valve
T3-2-5
Outlet Valve:
Hydraulic fluid leaving the work valve section travels
first to the outlet valve. From the outlet valve the fluid
travels via outlet tube assembly to the Hoist Brake
Cooling Filter.
1. Work Valve 3. Outlet Tube Assembly

2. Outlet Valve 4. Hoist Brake Cooling Filter
T3-2-6
Work Valve: The load check valve (4) prevents the body from
The work valve consists of a four-position control dropping if it is being raised and a malfunction of the
spool, a load check valve (4) and two Pulse Width engine or any of the hydraulic components prior to the
Modulating valves, lower (1) and raise (2). hydraulic control valve should be experienced.
1. PWM Lower 5. Cylinder Base End Port 9. Tank Port 13. Control Spool
2. Cylinder Rod End Port 6. PWM Raise 10. Pilot Supply Port 14. Pilot Valve
3. Supply Oil 7. Electrical Connection 11. Test Port Plug A. To Tank
4. Load Check Valve 8. Bleed off Plug 12. Pilot Valve
T3-2-7
Raise Position: The UP PWM valve shuttles to allow the hydraulic pi-
When the body is to be raised off of the frame rail the lot pressure 1520-2070 kPa (220-300 psi) to the end
electronic hoist control valve lever is moved to the of the hoist control valve spool. The valve spool shifts
furthest upward position, the RAISE position. With the into the RAISE position allowing the hoist system hy-
hoist control lever in the RAISE position the hoist draulic pressure to flow to the base end of the hoist
lever rheostat sends a 3-4 volt signal to the CCU. The cylinders, extending them upwards to dump the load.
CCU interprets the voltage as the RAISE position then
directs a pulsed voltage signal to the UP pulse width
modulating (PWM) valve of the hoist control valve.
1520-2070 kPa
(220-300 psi)
T3-2-8
Hold Position:
When the dump body is to be held in any one position Therefore in this position, the hoist control valve spool
the electronic hoist control lever is moved to the is not subjected to pilot pressure on either end of the
HOLD position, or the third position. When the opera- spool. Springs at each end of the valve spool force the
tor's hand is removed from the lever the spring force spool to the center position; this blocks the flow of hy-
in the lever assembly will place the lever at the upper draulic fluid to and from the base end of the hoist cyl-
side of the detent, the HOLD position. In the HOLD inders. The hoist control valve traps the oil in the base
position the hoist control lever rheostat will send a 2.5 end and the rod end of each hoist cylinder, maintain-
volt signal to the CCU. The CCU interprets this volt- ing the body in the desired position, while operating
age as the HOLD position, and will not send the the truck.
pulsed voltage signal to either the UP or DOWN pulse
width modulating (PWM) valve.
T3-2-9
Float Position:
After a load has been dumped, the operator pushes The valve spool shifts to allow the system hydraulic
the electronic hoist control lever downward just below pressure to flow through the hoist control valve. The
the detent. This is the FLOAT position. To place the hoist cylinder base end oil is open to the hydraulic
hoist control lever in the FLOAT position after being in tank. When the dump body comes to rest on the
the POWER DOWN position the operator's hand must frame rail, the hoist lever is to remain in the FLOAT
be removed from the hoist control lever and the spring position, while operating the truck.
force within the hoist control lever assembly will place
the lever at the lower side of the detent. In the FLOAT
position the electronic hoist control lever rheostat will
send a 2-volt signal to the CCU. The CCU interprets
this signal as the FLOAT position and will send a
pulsed voltage signal to the DOWN PWM valve of the
hoist control valve. The DOWN PWM valve shuttles to
allow the hydraulic piloting pressure of 1080 -1430
kPa (157- 207 psi) to the end of the hoist control valve
spool.
1080-1430 kPa
(157-207 psi)
T3-2-10
Power Down Position:

When the electronic hoist control lever is shifted all As soon as the body starts its movement towards the
the way down, over coming the spring pressure in the frame rails, the hoist lever must be moved to the
hoist lever assembly, this is the POWER DOWN posi- FLOAT position to bring the body completely down.
tion. In the POWER DOWN position a 0.8 volt signal When the dump body comes to rest on the frame rails,
is directed to the CCU. The CCU then interprets this the hoist lever is to remain in the FLOAT position,
as the POWER DOWN position and will send a while operating the truck.
pulsed voltage signal to the DOWN PWM valve of the
hoist control valve. The DOWN PWM valve shuttles to
allow hydraulic piloting pressure of 1720 kPa (250 psi)
to the end of the hoist control valve spool. The valve
spool shifts to allow a reduced amount of system hy-
draulic pressure approximately 10343 kPa (1500 psi)
to flow to the rod end of the hoist cylinders while base
end oil is open to tank, to hydraulically collapse the cyl-
inders and force the body down.
1720 kPa
(250 psi)
T3-2-11
Manual Body Down Valve:

The manual body down valve allows the operator to The hoist cylinder base end oil is open to the hydrau-
safely lower the dump body when it is raised off the lic tank. The hoist cylinder rod end port is able to draw
frame rails and the control spool valve is stuck in the fluid from the brake cooling circuit so as not to have
HOLD position or if pilot pressure is unavailable such any voids in the system.
as if the engine is stopped. To manually lower the
body, pull and hold the body down valve out.
T3-2-12
Pulse Width Modulating Valve:

A rheostat in the electronic hoist control lever installed Pilot pressure for the Pulse Width Modulating Valves
at the operator’s seat sends a voltage signal to the comes from the steering circuit. The pressure reduc-
CCU. The CCU interprets the signal for one of four ing valve reduces steer system pressure to the valve’s
electronic hoist control positions; POWER DOWN, factory set pressure of 1724 – 2068 kPa (250 – 300
FLOAT, HOLD, and RAISE. Upon interpreting the psi), prior to directing oil to the PWM valves.
voltage signal, the CCU directs or does not direct a
pulsed voltage signal to the pulse width modulating Seals in the work section of the control valve keep the
valves. When a pulse width modulating valve is ener- hydraulic steer fluid and the hydraulic hoist fluid sepa-
gized, pilot pressure from it shifts the control valve rated.
spool in the work section of the hydraulic control
valve.
1. Solenoid 4. Exhaust to Tank

2. Electrical Connection 5. Pilot Pressure
3. Cartridge
T3-2-13
MOTION CONTROL VALVE
OUTLINE:
The motion control valve is mounted at the cylinder The motion control valve operates while the body is in
rod end port of the work section of the Hoist Control the raise mode by restricting the oil flow of the hoist
Valve. The motion control valve continuously monitors rod end lines. This is accomplished by a counter bal-
and controls the rate at which the rod-end oil returns ance valve which is constantly being adjusted hydrau-
to the tank during the body RAISE cycle. The valve lically by the pilot-line pressure from the adapter
creates just enough back-pressure to effectively mounted at the base-end of the hoist control valve.
maintain a smooth and steady body movement. In ad- While the body is lowering, oil flow through the valve
dition, it inhibits the hoist cylinders from running is virtually unrestricted.
ahead of the hydraulic pump, in the event of a load
shift.
1. Motion Control Valve

2. Pilot Line
T3-2-14
T3-2-15
T3-2-16
T3-2-17
OPERATION-Cartridge Adjustment:
1. Disconnect the pilot line from the Tee fitting. Cap
or plug the Tee fitting. 5. Final adjustment should be made with the engine
at wide open throttle.
NOTE: Do not disconnect the pilot line from the 6. When the adjustment is completed, tighten the
PILOT port in the Motion Control Valve. The locknut while preventing the adjusting screw from
pilot port on the Motion Control Valve must
turning and reconnect the pilot line. Remove the
be open to atmosphere.
pressure gauge from the port and re-install the
original plug.
2. Remove the plug in the rod-end of the body cyl-
inder port or plug in the motion control valve, and
install a 0 - 34475 kPa (0-5000 psi) pressure NOTE: Above settings are to be made with 38°C
gauge. (100°F) minimum hydraulic oil temperature,
main relief valve, and rod relief set to speci-
3. Raise the empty body, increasing the speed from fications.
idle. Note the pressure as the Cylinders are ex-
tending. Note the pressure as the hoist cylinders
enter the last stage of extension. Pressure read- NOTE: The pressure gauge will register only when
ing should be at 20680 - 21370 kPa (3000 - 3100 the hoists are moving and the body is ris-
psi) at Wide Open Throttle. If readjustment is ing. If readjustment is necessary, drop
necessary, lower the body and complete the fol- body and repeat the following steps.
Pressure recorded and adjusted with cyl-
lowing steps.
inders in 2nd stage only (small).
4. Loosen the locknut while preventing the adjusting
7. If this procedure fails to correct the adjustment
screw from turning to conform to the specifica-
problem, valve replacement is recommended.
tions given in step 3. Turn adjusting screw clock-
wise to decrease the pressure and counterclock-
wise to increase the pressure. Exercise caution by
turning the adjusting screw in small increments to
avoid exceeding the desired pressure.
2
3
4
5
6
Pilot
7
9
V
CYL
10 1
Plug
1. Valve Manifold 8. Check Seat & Spool
2. Adjusting Screw 9. Piston Seat Area
3. Locknut 10. Check Popper
4. Return Spring Seat
5. Major Bias Spring Pilot – Pilot Port
6. Piston Stop V – Valve Port
7. Check Spring CYL – Cylinder Port
T3-2-18
HOIST CYLINDER
OUTLINE:
Two hydraulically operated cylinders raise the body The hoist cylinders are telescopic, extending in two
for dumping. Mounted outboard for easy access, the stages. The hoist cylinders are double acting in both
cylinders are inverted. That is, the base end is se- stages. This enables the body to be powered down-
cured to the body while the rod end pivots on the ward from a fully raised position. The power down
frame. In this way, there is less chance for dirt or dust feature is useful when the rigid dump truck is parked
to collect on the stages, and there is less wear and on an incline which would tend to prevent the body
tear on the body hydraulic lines and fittings. Each tube from lowering under the force of its own weight
assembly of the cylinders is equipped with wiper rings
and seals to prevent leakage.
1. Tube Base and Assembly 16. Piston Rod Assembly 31. Split Flange
2. Snap Ring 17. U-Cup Rod Seal 32. Bolt
3. Plug 18. Wiper Seal 33. Lock Washer
4. Slotted Wear Ring 19. Buffer Ring Assembly 34. Ring
5. Inner Seal Ring 20. O-Ring 35. Plug, Flange
6. Outer Seal Ring 21. Back-Up Ring 36. Split Flange
7. O-Ring 22. Ring 37. O-Ring
8. Check Ball 23. Piston 38. Flange
9. Socket Head Screw 24. Bearing, Rod 39. Ring
10. Washer 25. U-Cup Rod Seal 40. Plug
11. Adhesive 26. Wiper Rod 41. O-Ring
12. Intermediate Tube Assembly 27. Buffer Ring 42. Pin
13. Gland Cap 28. Dowel Pin 43. Spool
14. Cap Bolts 29. Wear Ring 44. Disc
15. Washer 30. Spherical Bushing
Port A. (Raised) Port B. (Return)
T3-2-19
OPERATION:
When the rigid dump truck operator places the hoist When the operator places the hoist lever in the
lever in the RAISE position, the hoist control valve di- FLOAT position, the hoist control valve opens both
rects hydraulic oil to the base end port (A) of the sec- ports (A and B) to the hydraulic tank through the hoist
ond stage assembly and through an internal tube in control valve. If the dump body’s center of gravity is
the assembly it and the first stage assembly are forward of the body pivot pin, the weight of the body
pushed away from the base tube assembly, which is will continue to carry it down and compress the cylin-
secured to the rigid dump truck’s frame, extending the ders.
hoist cylinder.
Oil trapped between base tube assembly and first

stage assembly is forced through cross drilled holes in
the first stage assembly. When the first stage of ex-
tension is complete, the base tube assembly contin-
ues to travel away from first stage assembly, extend-
ing the second stage assembly. Oil trapped between
the first and second stage assemblies escapes
through an internal tube in rod assembly and out port.
When the hoist lever is placed in the POWER DOWN

position with the cylinder fully extended, base port oil
escapes through a transfer tube in the second stage
1
assembly. POWER DOWN is limited to approximately
10343 kPa (1500 psi) because of a bleed orifice in the
hoist control valve. This escaping oil returns to tank 2
through the hoist control valve.
To minimize cylinder shock at the end of the collapse

of the hoist cylinders, the hoist cylinders have been 3
designed with a hydraulic cushion mechanism. A pin
in the base tube assembly enters the transfer tube in
the second stage assembly in the last few inches of
travel. An orifice seated on the end of the transfer
tube restricts the oil flow between the area created by
the pin and disc. This restriction increases the pres-
sure during the final few inches of travel which acts
like a cushion and slows down the travel to minimize
cylinder shock at the end of collapse.
A B A B
1. 2nd Stage Assembly 3. Base Tube Assembly

2. 1st Stage Assembly
T3-2-20
HOIST/BRAKE COOLING TANK
OUTLINE:
The hydraulic tank is mounted to the left side of the The two tanks share a common, remote mounted
frame. It is divided into two separate tanks; the breather (1) which is located behind the cab. A hose
hoist/brake cooling tank and the steer/brake apply connects the breather to an adapter installed on a
tank. The hoist/brake cooling tank has a net capacity pipe welded to the side of the hydraulic tank.
of approximately 177 L (47 gal).
Filter Element Canister 1
1. Breather
Hoist/Brake Cooling
T3-2-21
HOIST/BRAKE COOLING STRAINER
OUTLINE:
A 100 mesh strainer is located at the bottom of the
hoist/brake cooling oil tank. Oil is drawn through the
strainer to supply the hoist/brake cooling system.
T3-2-22
HOIST/BRAKE COOLING FILTER
OUTLINE:
The return oil from hoist control valve is directed to As the oil passes through the filter, any pressure dif-
the filter assembly installed outside of the hoist/brake ferential between the inlet port and the outlet port is
cooling tank. The oil flows through the filter before sensed by a filter restriction switch. At a pressure dif-
combining with the oil from brake cooling pump, then ferential of 240 ± 35 kPa (35 ± 5 psi) the switch will go
to the heat exchanger. The filter assembly is com- from a normally closed contact to an open contact.
prised of a 6 micron filter element, a by-pass valve, an The CCU will detect this open switch and if the tem-
indicator switch and housing. perature of the hoist/brake cooling oil is greater than
43 ˚C (110 ˚F) sensed at the temperature transducer
OPERATION: the CCU will identify that a filter restriction
Normal: The operator will be informed of a restriction by the

The oil from the inlet port of the filter is routed through solid yellow "Filter Restriction" indicator coming on in
the 6 micron filter element and then passes through the warning light cluster. The Contronics will flash the
the filter outlet port. filter restriction across the top line of the display.
If the operator ignores the warning and the restriction

continues to increase, at 345 ± 35 kPa (50 ± 5 psi) a
one way by-pass valve will be forced open in the filter,
allowing unfiltered oil to pass into the system. It is
therefore important to change the element prior to the
by-pass valve opening.
3
Mounting
Surface Extremely viscous oil, caused by low temperatures
will open the by-pass valve, but a “Filter Restriction”
indicator will not occur if the temperature is less than
43 ˚C (110 ˚F).
Outlet
Inlet
2
1. Filter Element 3. Indicator Switch

2. By-pass Valve 4. Housing
T3-2-23
RELIEF VALVE / BYPASS
OUTLINE:
In cold start conditions, if hydraulic oil viscosity is too If the relief valve senses a system pressure of 552
high, the required pressure to move oil through the kPa (80 psi), the valve will open, directing partial oil to
cooling circuit becomes much higher than at optimal the hydraulic tank at which time the oil bypasses the
temperatures. The relief valve bypasses the brake brake circuit oil cooler. This protects against exces-
cooling circuit order to allow for the increase of oil sive pressure caused by cold temperatures or restric-
temperature to a point where the lower oil viscosity tions.
allows for normal operations.
2
1
1. Relief Valve 2. Diffuser
T3-2-24
TEMPERATURE SENSOR / DIFFUSER
OUTLINE:
A temperature sensor located in the brake cooling re- A similar temperature sensor is installed in the Steer-
turn port, senses high brake cooling oil temperature. ing/Brake Apply section of the hydraulic tank.
Should the temperature reach 135 °C (275 °F), the
sensor activates a flashing red stop indicator and au- As the brake cooling oil enters the hydraulic tank, it
dible alarm. passes through a diffuser which disperses the hot oil
evenly throughout the tank and prevents excessive oil
aeration.
2
1
1. Temperature Sensor 2. Diffuser
T3-2-25
MEMO
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T3-2-26
COMPONENT OPERATION / Steer
STEERING WHEEL/COLUMN
OUTLINE:
The steering wheel/column (1) is bolted to the opera-
tor's cab. A control lever incorporated into the steering
column allows the steering wheel to be adjusted for tilt
and telescope for operator comfort.
1. Steering Wheel/Column
T3-3-1
STEERING DRIVESHAFT
OUTLINE:
The steering driveshaft (2) is a two cross drive line.
The splines at the top of the driveshaft mate with the
steering column. The splines at the bottom mate with
the steering control valve.
2. Steering Driveshaft
T3-3-2
STEERING CONTROL VALVE
OUTLINE:
The steering control valve controls the flow of the hy- The steering control valve consists of two major sec-
draulic fluid in the steering system to the steering cyl- tions: the control section (A) and the metering section
inders and reacts directly to the movement of the (B). The valve has also two internal crossover relief
steering wheel, thus maintaining the relationship be- valves and two make-up check valves in line with the
tween the position of the steering wheel and the posi- cylinder ports and is internally ported to the tank port.
tion of the rigid dump truck's front wheels. The crossover relief valves and check valves transfer
steering system hydraulic fluid from one side of the
steer cylinders to the opposite in the event of severe
road shock, preventing damage to steering compo-
nents. The crossover relief valve is set to relief at
21500 ± 480 kPa (3120 ± 70 psi).
15
30
31
29
28
1. Seal Retainer 7. Bearing 13. Rotor A. Control Section

2. Snap Ring 8. Driveshaft 14. Stator B. Metering Section
3. Dust Seal 9. Sleeve 15. Check Ball L. Left Port
4. Spool 10. O-Ring 16. Pin P. Pressure Port
5. Seal 11. O-Ring 17. Centering Springs R. Right Port
6. O-Ring 12. End Cap T. Tank Port
T3-3-3
Control Section: Metering Section:

The function of the control section is to direct the hy- The function of the metering section is to meter the
draulic steer fluid to and from the metering section, to hydraulic fluid to the steering cylinders, maintaining
and from the steering cylinders and to regulate the the relationship between the steering wheel and the
differential pressure across the steering cylinders. The position of the rigid dump truck's front wheels. The
control section contains a closed center valve spool metering section contains a bi-direction gerotor ele-
that directs the flow of fluid to and from the metering ment assembly. The gerotor element assembly con-
section and the steering cylinders. The control section sists of a stator and an orbiting rotor. The stator con-
isolates the metered oil, preventing large pressure tains seven displacement chambers and the rotor has
drops and the exchange of oil between the right and six lobes, which are in contact with the stator.
left steering ports.
13. Rotor 14. Stator
T3-3-4
OPERATION:
The steering column assembly is attached directly to Turning:
the control valve spool. The control valve spool is at- When the operator rotates the steering wheel, the
tached directly to rotor through the driveshaft. The control valve spool, the driveshaft and the rotor also
movement of the rotor is controlled directly by the rotates. As the rotor turns, the sleeve shifts and opens
movement of the steering wheel. As the steering pathways to ports as well as metering the supply oil.
wheel is rotated in one direction, the sleeve shifts These open pathways direct the oil into one of the
slightly opening passages to the various ports, and steering cylinder ports: "L", left-hand turn; "R",
the lobes of the rotor engages with the displacement right-hand turn. The direction in which the steering
chambers of the stator and causes the rotor to orbit or wheel is turned determines which fluid passageways
"walk around" in the opposite direction. When the ro- in the control valve spool are opened and which
tor orbits, the supply oil is directed into and out of the steering cylinder port receives the metered oil and
displacement chambers between the stator and the connects the opposing steering port to tank.
rotor and through the now open passages created by
the spool and sleeve. After the rigid dump truck's turn is completed, the op-
erator must turn the steering wheel in order to
Neutral (No Steering Action): straighten the front wheels. The steering valve is a
When the steering system is inactive or in neutral, the non-load reacting valve and will not return the steering
steering control valve is closed to the system flow. wheel to the original position.
Centering springs ensure that the sleeve is in the neu-
tral position in relation to the spool. The hydraulic oil
from the steering pump to and from the steering cyl-
inders is blocked. In the neutral position, the Thermo
Bleed feature allows approximately; (1.64 L/min) to
return to the reservoir.
T3-3-5
STEERING CYLINDER
OUTLINE:
The hydraulically operated single stage, double acting The single stage indicates that each cylinder has one
steering cylinders are actuated by the steering system stage of extension. Double acting refers to the ability
to turn the front wheels. The steering cylinders are of a cylinder to receive pressurized oil at both sides of
single stage, double acting units. the piston (6) to extend or retract the piston rod (7).
1. Cap Screw 7. Rod 13. Buffer Ring

2. Washer 8. Tube Weldment 14. U-Cup Rod Seal
3. Wear Ring 9. O-Ring 15. Wiper Ring
4. Internal Seal Ring 10. Backup Ring 16. Locking Plug
5. Outer Seal Ring 11. Cap 17. Socket Assembly
6. Piston 12. Wear Ring
T3-3-6
There are two steering cylinders (1), one on each side The operation of the steering control valve directs oil
of the rigid dump truck. The base ends of the steering to opposite ports of each steering cylinder (1), ex-
cylinders (1) are attached to the trailing arms (2) of tending the piston rod of one cylinder and retracting
the rigid dump truck and the rod ends of the steering the piston rod of the other cylinder. Movement of the
cylinders are attached to the front wheel spindles (3). piston rods is transferred to the wheel spindles (3),
By turning the steering wheel, the hydraulic oil is di- which turn the front wheels. The tie rod (4) keeps the
rected to the steering cylinders (1) by the steering wheels turning in unison. Refer to FRONT AXLE.
control valve. Refer to STEERING SYSTEM.
1. Steering Cylinders 3. Wheel Spindles

2. Trailing Arms 4. Tie Rod
T3-3-7
OPERATION:
LEFT HAND TURN: RIGHT HAND TURN:

The pressurized oil from the steering control valve is The pressurized oil from the steering control valve is
directed to the base end of the right hand steering cyl- directed to the base end of the left hand steering cyl-
inder (2) and forces the piston to extend the rod from inder (1) and forces the piston to extend the rod from
the steering cylinder and force the oil from the rod end the steering cylinder and force the oil from the rod end
of the steering cylinder. of the steering cylinder.
The left hand steering cylinder (1) receives the pres- The right hand steering cylinder (2) receives the pres-
surized oil at the rod end which makes its rod retract
surized oil at the rod end which makes its rod retract
and force oil from the base end.
and force oil from the base end.
T3-3-8
STEERING ACCUMULATOR
OUTLINE:
The steer accumulator stores hydraulic fluid in suffi- The steer accumulator is a free piston type and is
cient volume, under pressure, to provide supplemen- under a dry nitrogen pre-charge of 6900 ± 170 kPa
tary steering in case the steering pump malfunctions. (1000 ± 25 psi).
1. Bolt (Not Shown) 6. Friction Plug 11. AQ Seal A. Oil Port

2. Plate 7. Back-Up Ring 12. Square Ring B. Hydraulic Oil
3. Charge Valve 8. O-Ring 13. Wear Ring C. Nitrogen Gas
4. O-Ring 9. AQ Seal Assembly 14. Piston
5. End Cap 10. Quad Ring 15. Tube Housing
T3-3-9
OPERATION:
Hydraulic oil pressure from the steering system enters If the pressure at the piston should drop, due to a
the steer accumulator at the inlet port (A), located in pump malfunction, a one way check valve in the relief
tube housing (15), the pressure pushes the piston check bleed valve will close to prevent the escape of
(14) in the direction of the charge valve (3). The area stored oil in the accumulator. Refer to RELIEF
between the piston (14) and oil inlet port (A), located CHECK BLEED VALVE. The stored oil will then be
in the tube housing (15), is filled with hydraulic oil (B) directed, under pressure, to the steering control valve
and the area behind the piston is under nitrogen gas to allow sufficient oil to operate the steering system to
(C) pressure. assist in safely stopping the rigid dump truck.
Return Accumulator Oil Supply Pump to RCB

Drain to Tank When Supply RCB to Steering
“Key Off” Control Valve
1. RCB Valve
2. Steering Accumulator
T3-3-10
RELIEF-CHECK-BLEED VALVE (RCB)
OUTLINE:
The relief check-bleed (RCB) valve contains several The accumulator bleed down solenoid valve is acti-
components which serve as controls in the operation vated through the ignition switch and serves to bleed
of the steering and hydraulic brake systems. It re- down the steering accumulator at rigid dump truck
ceives hydraulic fluid through Inlet Port “IN”. The relief shut down. The Steering/Brake Pressure Sensor, lo-
check-bleed valve contains a relief valve cartridge, set cated at port “G1”, provides a signal to the warning
to relieve steering pressure at 22063 ± 172 kPa (3200 light and alarm located in the cab to warn the operator
± 25 psi). that steering pressure is low and the problem must be
corrected.
IN. Inlet, Supply from Steer Pump PT. Outlet, to Retarder and Brake Valves
V. Outlet, to Steer Valve PC. Pump Control Port Outlet, to Unloading Valve on Steer Pump
PBS. Park Brake Pressure Switch
T. Outlet, Return to Tank 1. Accumulator Bleed Down Solenoid Valve
PB. Outlet to Park Brake 2. Park Brake Solenoid Valve
G1. Steer/Brake Pressure Sensor 3. Velocity Fuse
AUX. Plug 4. Relief Valve Cartridge
G. Test Port 5. Check Valve Cartridge
T3-3-11
OPERATIONAL PRINCIPLE: OPERATION:
• A check valve which isolates the steering system The steering system oil enters the relief check-bleed
from the pump. The relief cartridge is set at 22064 ± valve through the inlet port (IN). The brake/steer
173 kPa (3200 ± 25 psi). pressure transducer at port (G1) converts oil pressure
in the steering system to a voltage signal. The voltage
• A bleed-down solenoid which is activated by a timer signal is directed as input to the Central Control Unit
when the master key is in the off position. It bleeds CCU which interprets it as pressure. Should the steer-
system pressure down for approximately 90 sec- ing pressure fall below 12755 kPa (1850 psi) the Cen-
onds. tral Control Unit (CCU) will identify the low pressure
by a low input voltage and send a signal to the light
• Parking brake solenoid which directs oil pressure to and alarm in the instrument panel to warn the opera-
release the park brake or releases the pressure to tor.
allow the springs to apply the parking brake.
If the steering pressure should increase to 22400 kPa
• Parking brake pressure switch that Informs the op- (3250 psi), the Central Control Unit (CCU) will send a
erator if the brake is applied. signal to the light and alarm in the instrument panel to
warn the operator. The steering system oil present at
• Pressure transducer which informs the operator of a the relief valve cartridge (4) will work against the car-
loss of steering or brake pressure through the Cen- tridge and will not open the relief back to tank unless
tral Control Unit (CCU). the steering pressure exceeds 22063 ±172 kPa (3200
± 25 psi). At this time, the oil would react on the relief
• Auxiliary port where brake applies oil, supply is valve cartridge (4) and sent back to tank.
picked up.
The park brake pressure switch (PBS) is normally
• Velocity fuse, used to protect the steer system closed. With the engine started and the park brake
should a failure occur within the hydraulic line be- switch moved to the "OFF" position, the park brake
tween the RCB valve and the unloading valve pressure switch (PBS) will open at 14455 - 15145 kPa
mounted on the steer pump. This valve will close (2100 - 2200 psi), increasing the pressure. The park-
should oil flow increase over 19 ± 1 L/min (5 ± 0.26 ing brake will then be released.
gpm)
When the rigid dump truck is shut down, and the
master key switch is turned to the "OFF" position, a
circuit is completed to the accumulator bleed down
solenoid (1) and the steer accumulator will bleed
down.
T3-3-12
STEERING PUMP
OUTLINE: The pump utilizes an internally ported unloading valve
The steering pump is a variable displacement, in line (13), which governs the stroke length of each piston
axial piston type pump. The shaft (1) and the cylinder (24), and consequently controls the pump volume.
block (5) are on the same centerline and all pistons This reduces or increases the delivery depending on
(24) stroke in the same direction as the cylinder block system requirements. The rotation is counterclockwise
centerline. as viewed from the valve plate.
1. Shaft 8. Gasket 15. Bearing Cup 22. Retainer Ring

2. Retaining Ring 9. Plug 16. Bearing Cone 23. Pin
3. Spherical Washer 10. O-Ring 17. Pin 24. Piston
4. Housing 11. Retaining Ring 18. Wafer Plate 25. Shoe Plate
5. Cylinder Block 12. Spacer 19. Screw 26. Yoke
6. Washer 13. Unloading Valve 20. Spring 27. Shaft Seal
7. Pin 14. Valve Block 21. Washer
T3-3-13
The pump utilizes a pressure compensator, with
unloading feature, which controls the swash plate
which in turn controls the stroke length of each piston;
reducing or increasing delivery depending on system
requirements. Rotation is left hand, as viewed from
the valve plate. The steer pump control contains an
unloading feature which unloads its discharge pres-
sure to standby 1932 kPa (280 psi) when the steering
accumulator pressure is within the designed window.
The compensator has the pump set to zero output

and when a turn is made using oil in the steering ac-
cumulator, system pressure drops to approximately
15870 kPa (2300 psi) the pump will cut back into the
system.
3
Max. Displacement=0.045 L/rev (2.75 in /rev)
Max. Pressure=24 150 kPa (3500 psi)
-1
Max. Speed=2400 min rpm
Max. Case Pressure=103.5 kPa (15 psi)
Max. Case Drain Leakage=6.3 L/min (1.65 gpm)
Compensator Setting=18 975±345 kPa (2750±50 psi)
Standby Pressure=1 932±172.5 kPa (280±25 psi)
Unloading Pressure=18 975±345 kPa (2750±50 psi)
Reset Pressure Nominal=15 870 kPa (2300 psi)
T3-3-14
OPERATION:
The rotation of the shaft (1) causes the cylinder block The motion of the pistons (24) reverses and fluid is
(5), shoe plate (25) and the pistons (24) to rotate. The pushed out of the cylinder block (5) into the outlet port
piston's (24) shoes are held against the face of the and is directed to the relief check bleed valve (RCB).
yoke (26) by the shoe plate (25). The angle of the The steering pump operates in a closed center steer-
yoke (26) creates a reciprocating motion to each pis- ing system. As long as the front wheels are pointed
ton (24) within the cylinder block (5). The inlet port straight ahead and the steering wheel is centered, all
and the outlet port are connected to a slotted wafer but thermo-bleed oil is blocked at the steering control
plate (18). As the pistons (24) move out of the cylinder valve. The steering pump is a variable capacity and
block (5), a vacuum is created and fluid is forced into charges the steering accumulator which supplies oil to
the void by atmospheric pressure. The fluid moves the steering system. The pump controls the position of
with the cylinder block (5) past the intake slot to the the swash plate to maintain a constant standby pres-
outlet (pressure) slot. sure until the accumulator discharges to the designed
reset level.
T3-3-15
SYSTEM CHARGING:
With the swash plate in the “Q Maximum Position" The hydraulic steering fluid is also being directed from
(maximum angle), the pump flow is directed under the the RCB valve through the velocity fuse, through a
standby spool, in the unloading valve, and through an load sensing line to the unloader valve spool in the
orifice in the spool to the area between the un-loader unloading valve. When the pressure in the load sens-
valve spool and the piston un-loader. ing line reaches the setting of the unloader pressure
adjustment spring at 18975 kPa (2750 psi), the spool
From the outlet port, in the steer pump, the oil flow is and piston both moves allowing the pressure at the
directed to the relief check bleed valve (RCB), pump outlet to leak through the orifice in the standby
mounted below the accumulator. See also STEERING spool, and return to tank via the case drain. The
ACCUMULATOR. From there the hydraulic steer oil is pressure in the line from the steer pump outlet port to
distributed to the brake and steering components. the check valve in the RCB valve is controlled by the
Refer to the Component Schematic of STEERING size of the orifice and the standby pressure adjust-
SYSTEM. ment.
4
2 1
1. Inlet Port 3. Accumulator Pressure Load Sensing Line

2. Outlet Port 4. Test Port
T3-3-16
PRESSURE CHECKS AND ADJUSTMENTS:
Check the steering system fluid; it must be at the cor- 5. Check the test gauge. The pressure should be at
rect fluid level. Check the steering accumulator; it 22063 kPa (3200 psi). If the pressure reading is
must be at the proper nitrogen pre-charge pressure. incorrect, remove the protective cap from the end
Refer to SPECIFICATIONS, for the accumulator of the relief valve cartridge in the RCB valve and
pre-charge pressure. Start the engine and then turn turn the adjustment screw by 1/8 increments.
the wheels continuously in both directions, to heat oil Clockwise to increase, counter-clockwise to de-
to approximately 43 °C (110 °F). Turn the ignition key crease. Recheck the pressure setting.
to the OFF position after completion.
6. Remove the plug from the unloading valve and
A. Unloader Pressure Setting reconnect the load sensing line that was removed
(Maximum Working Pressure) in step 2. Remove the pressure gauge from the
test port.
1. Install a 34473 kPa (5000 psi) test gauge in test
port “G” of the Relief Check Bleed Valve. See C. Standby Pressure Setting
RELIEF CHECK BLEED VALVE.
1. After checking the pressures as outlined in this
2. Start the engine and check the test gauge. The section and making the adjustments as required,
pressure will cycle (per design intent) between in- standby pressure can be checked.
creasing working pressure of 18615 - 19305 kPa
(2700-2800 psi) and decreasing reset pressure of 2. Start the engine and turn the wheels continuously
15900 kPa (2300 psi). in both directions to heat the oil to approximately
43 °C (110 °F). Turn the engine off after comple-
3. Set the working pressure by loosening the locknut tion.
for the unloader pressure at the unloader valve
and turn the adjustment screw; clockwise to in- 3. Install a 34474 kPa (5000 psi) test gauge in the
crease, counter-clockwise to decrease. After the test port on the steering pump.
proper pressure is attained, secure the adjust-
ment screw by tightening the locknut. Recheck
pressure setting.
4. The reset pressure of 15900 kPa (2300 psi) is non

adjustable, it is controlled by the unloader valve
spring.
Port for
B. Relief Valve Setting on the RCB Valve
Testing
1. Start the engine and turn the wheels continuously
in both directions to heat the oil to approximately
43 °C (110 °F). Turn the ignition key to the OFF
position after completion.
2. Remove the accumulator pressure load sensing

line at the unloading valve and plug the port
opening where the sensing line was removed. 4. Start engine and check the test gauge. The pres-
Place the load sensing line in a clean container. sure will cycle between; 18616-19306 kPa
(2700-2800 psi) and 1758 - 2102 kPa (255-305
3. Install a 34473 kPa (5000 psi) test gauge in the psi). If adjustment is required, the engine must
test port in the RCB Valve. first be shut down. Turn the standby pressure ad-
justment by 1/8 increments, clockwise rotation for
4. Place the accumulator pressure load sensing line pressure increase, counter-clockwise for pressure
in a clean container, then start the engine. The decrease. Recheck the pressure setting
oil will flow but will stop quickly. This indicates that
the velocity fuse in the RCB valve is operating 5. Remove the pressure gauge from the testing port.
correctly. (If not operating correctly, replace the
Velocity Fuse).
T3-3-17
STEER/BRAKE STRAINER
OUTLINE:
A 100 mesh strainer is located at the bottom of the
steer/brake oil tank. Oil is drawn through the strainer
to supply the steer/brake system.
T3-3-18
STEER/BRAKE FILTER
OUTLINE:
The pressure filter is an assembly installed beside the A filter indicator light, on the instrument panel permits
transmission filter. The filter assembly contains a 6 the operator to check the condition of the filter ele-
micron filter element (1), a by-pass valve (3) and an ment from the cab. The indicator light is connected
indicator switch (2). electrically, through the CCU, to the pressure sensi-
tive indicator switch (2) which monitors the restriction
OPERATION: pressure within the high pressure filter. The indicator
switch (2) will activate when restriction pressure
Normal: reaches 241 kPa (35 psi). Cold oil (extremely thick)
High pressure oil from the steering pump is routed will be high in restriction pressure and may cause the
through the 6 micron filter before entering the RCB restriction indicator switch to activate, however, due to
valve. the CCU software, the indicator light will not illuminate
if the operating temperature is below 43 °C (110 °F).
By-Pass: Actual bypass will not occur until restriction pressure
If the filter element becomes clogged or the fluid is reaches 345 kPa (50 psi). Therefore, make certain the
extremely viscous, the by-pass valve (3) will open and oil is at operating temperature and the engine is run-
a passageway will allow the unfiltered oil to enter the ning at 1000 min-1(rpm).
RCB valve.
Outlet Inlet
1. Filter Element 3. Indicator Switch

2. By-pass Valve 4. Housing
T3-3-19
STEER/BRAKE TANK
OUTLINE:
The hydraulic tank is mounted to the left side of the The two tanks share a common, remote mounted
frame. It is divided into two separate tanks; the breather (1) which is located behind the cab. A hose
hoist/brake cooling tank and the steer/brake apply connects the breather to an adapter installed on a
tank. The steer/brake apply tank has a net capacity of pipe welded to the side of the hydraulic tank.
approximately 96 L (25.4 gal).
Filter Element Canister 1
1. Breather
1
1. Steer/Brake Tank
T3-3-20
COMPONENT OPERATION / Brake
BRAKE CONTROL VALVE
NOTE: Number call outs in this section reference On top of the brake control valve there are two are
images on page T3-4-2 & T3-4-3 test plugs. “SUPPLY” is for checking incoming supply
pressure: “REAR" is for checking pressure to the rear,
OUTLINE: wet disc brakes.
The brake control valve assembly consists of two car-
tridges, front brake cartridge (2), and rear brake car- There are two test plugs on the front of the front brake
tridge (3). Two check valves (10), a shuttle ball valve cut-off valve. The lower test plug “TP1” checks pres-
(4), a low pressure sensor valve (12), a load/dump sure coming into the brake cut-off valve. The top test
solenoid valve (13) and a front brake cut-off valve. plug “TP2” is for checking front brake supply pressure
which is directed out at port “WBF”.
The brake control valve is a dual circuit hydraulic con-
troller which provides precisely regulated hydraulic NOTE: Letter call outs in this section reference
pressure to the brakes. Fully modulated pressure is corresponding letters etched at valve ports
controlled by pedal position. Hydraulic oil from the on the brake control valve and front brake
steering system is directed into the brake control cut-off valve.
valve (1) through the port “P" located at the bottom of
manifold (1).
The oil from port “P" is directed internally to the check

valves (10), shuttle ball valve (4), low pressure sensor
valve assembly (12), front brake cartridge (2), rear
brake cartridge (3) and Load Dump Brake solenoid
valve (13).
Hydraulic oil is supplied to the accumulators through WBF

ports “AF" located on the left side of the manifold (1) REAR
and “AR" located on the right side.
When pedal assembly (6) is applied, plungers (48) in

the brake cartridges (2 & 3) are stroked into the car-
tridge body (42). As the plungers are stroked inward,
regulated hydraulic oil is directed out of manifold (1) at SUPPLY
ports “BR" and “BF" located at the bottom of manifold
(1).
SUPPLY AR
TP2 AF
TP1
AF
REAR
R
AR
BR
P
T3-4-1
1. Manifold 11. O-Ring 21. Jam Nut 31. Jam Nut

2. Front Brake Cartridge 12. Low Pressure Sensor Valve 22. Spring 32. Bolt
3. Rear Brake Cartridge 13. Load/Dump Solenoid 23. Shaft 33. Bolt
4. Ball 14. Plug 24. Nylon Washer 34. O-Ring
5. Brake Mounting Plate 15. Bracket 25. E-Ring 35. Back-Up Ring
6. Pedal Assembly 16. Bolt 26. Plug 36. O-Ring
7. Pedal Cover 17. Brake Switch 27. Shaft 37. Washer
8. Elbow 18. Set Screw 28. E-Ring
9. Spring 19. Jam Nut 29. O-Ring
10. Check Valve 20. Eye Screw 30. Set Screw
T3-4-2
38. Cap 47. Shaft Collar 56. Back-Up Ring 65. Back-Up Ring
39. Spool 48. Plunger 57. O-Ring 66. O-Ring
40. Ball Bearing 49. Plunger Guide 58. Back-Up Ring 67. O-Ring
41. Retainer 50. O-Ring 59. O-Ring 68. Back-Up Ring
42. Body 51. O-Ring 60. Spring 69. O-Ring
43. Spring Guide 52. Spacer 61. Spring 70. Back-Up Ring
44. Seal 53. Spring 62. O-Ring 71. O-Ring
45. T-Seal 54. Spring 63. Back-Up Ring 72. O-Ring
46. Rod Wiper 55. Spring 64. O-Ring 73. Back-Up Ring
T3-4-3
OPERATION: (B) Brake Apply
Application of pedal assembly (6) forces the front and
rear brake cartridge plungers (48) into the cartridge
NOTE: Number call outs in this section reference bodies. The plungers force springs (54, & 55) to move
images on page T3-4-2 & T3-4-3 cartridge spools (39) thus opening the supply port and
delivery ports and closing the tank port. The supply
In order to explain the brake control valve, the follow- pressure of 18960 kPa (2750 psi), from the steering
ing operations will be covered. system, which enters at the “P" port, is supplemented
by the brake accumulators through ports “AR" and
A. Charging “AF". Hydraulic oil is directed out through ports “WBF"
B. Brake Apply and “BR" to the brakes. Oil is directed from ports
C. Low Pressure Sensor “WBF" and “BR" to the brakes. Oil is also directed to
D. Load/Dump Brake Switch the back side of the cartridge spools; as the brake
E. Front Brake Cut-Off pressure increases, this pilot pressure forces the car-
tridge spools to compress the plunger springs. When
(A) Charging: the pressure equals the spring force, the supply port
When the engine is started and the steering accumu- closes off, thereby holding the desired brake pressure.
lator is being charged hydraulic oil is directed at the The spring force and the brake pressure are deter-
same time into manifold (1) through port "P". Since mined by the amount of plunger stroke (pedal posi-
the pressure is low, the spool in low pressure sensor tion).
(12) is held downward by spring tension. This allows
oil to enter the sensor and pass through to front brake As pedal assembly (6) is released, plungers (48)
cartridge (2) and rear brake cartridge (3). The oil en- move back releasing the spring compression. Hydrau-
ters the pilot section of the cartridges, at the top side lic pressure under spool (39) overcomes the spring
of plungers (48). This causes the plungers to stroke force and the spools move toward the plunger springs.
into the cartridge bodies which compresses springs This opens the tank port and the brake pressure is
(53, 54, & 55) inside each cartridge. The springs exhausted through the valve back to tank.
move spool (39) to close the tank port and open the
supply pressure to the delivery ports "BR" and "WBF". The brake apply pressure is proportional to pedal
Hydraulic oil from port "WBF" flows to the front brake stroke up to the maximum of 15860 ± 172 kPa (2300
calipers. Hydraulic oil from port "BR" flows to the re- ± 25 psi) front brake apply and 4830 ± 173 kPa (700
tarder control valve. The oil shifts the shuttle valve ± 25 psi) for the rear brake apply. The brake accu-
(internal to the retarder control valve) and is directed mulators are the primary application pressure source;
to the rear brakes. The two brake accumulators are the brake accumulator check valves (10) insures
being charged as the steering system builds pressure. 18960 kPa (2750 psi) hydraulic supply pressure is
The brakes are applied; however the brakes are not at available even during hard steering. Refer to Steer-
full delivery pressure. The steer and brake warning ing System.
indicators and alarm will be on.
When steer system pressure reaches 9660 kPa (1400

psi), low pressure sensor (12) is forced upward which
blocks system pressure and opens the tank port. Hy-
draulic pressure on the pilot area of the plungers is
exhausted and this allows them to extend. The
springs in the front and rear brake cartridge (2 & 3)
relax, which allows the hydraulic pressure to force the
spools over to close off the supply port and open the
tank port. The brake pressure is exhausted thereby
releasing the brakes. The pressure at the brakes just
prior to release was 9660 kPa (1400 psi).
The low brake pressure warning will deactivate at

11376 kPa (1650 psi) steer system pressure and the
low steer pressure warning alarm will deactivate at
12411 kPa (1800 psi).
T3-4-4
(C) Low Pressure Sensor (LPS):

Low Pressure Sensor (LPS) valve (12) provides a
means of automatically applying the service brakes in
the event of a catastrophic pressure loss that is not
reacted to by the operator. The LPS valve senses the
highest accumulator pressure through the action of
the double check valve (10). Refer to “CHARGING"
in this section for operation.
NOTE: The LPS valve, by design, will not supply

full apply pressure. It is intended to be a
“Last Chance" device only.
WARNING: Never operate rigid dump truck
with low Steer/Brake pressure.
(D) Load/Dump Brake Switch:

Application of the load/dump switch on the shift con-
sole energizes the load/dump brake solenoid (13).
The solenoid shuttles and blocks pilot pressure to
LPS valve (12). The LPS valve reacts by opening
supply pressure to the pilot sections of rear brake car-
tridges (2 & 3). The brake plunger (48) is forced into
the brake cartridge thus applying rear brakes at full
pressure (700 psi).
WARNING: The load/dump brake is not for

parking! The load/dump brake must be used
with the engine running. The brakes will re-
lease if the engine is turned off.
(E) Front Brake Cut-Off:

Application of the front brake cut-off switch on the shift
console energizes the front brake cut-off solenoid.
The solenoid shuttles and diverts front brake pressure
to a flow control cartridge which prevents hydraulic
pressure from applying the front brakes until the
pressure exceeds 12755 ± 172 kPa (1850 ± 25 psi).
This cartridge resets itself at 11720 kPa (1700 psi)
pressure, which prevents front brake application.
T3-4-5
RETARDER CONTROL VALVE
NOTE: Number call outs in this section reference

images on page T3-4-7.
The shuttle valve unseats and regulated apply pres-
OUTLINE: sure is directed out port “RET" to the “S" port of the
The retarder control valve assembly consists of re- rear wet disc brakes. Oil is also directed, through an
tarder cartridge (3) and a shuttle ball valve (8). orifice in the center of the spool, to the back side of
the cartridge spool (27); as the pressure increases
OPERATIONAL PRINCIPLE: this pilot pressure forces the spool to compress
The retarder control valve is a single circuit hydraulic plunger spring (28). When the pressure equals the
controller which provides regulated hydraulic pressure spring force the supply port closes off, thereby holding
to the rear wet disc brakes. Full modulation is con- the desired retarder applied pressure. The spring
trolled by pedal position. Hydraulic pressure from the force and the apply pressure, is determined by the
steering system enters the valve at port “P1". This amount of plunger stroke (pedal position).
supply pressure is only available with the engine run-
ning and with a charged steering accumulator. When As pedal assembly (5) is released the plunger moves
the retarder pedal (5) is applied the plunger (26) is back and relaxes the compression on spring (28). Hy-
stroked into the valve body. Regulated hydraulic draulic pressure and the small springs behind spool
pressure, proportional to plunger stroke is directed (27) assist in spool movement back towards plunger
through the shuttle valve, out port “RET" and to the (26) as pedal assembly (5) is released. This closes
rear wet disc brakes. The retarder pressure regulates the supply port and opens the regulated port to the
to maximum 4830 ± 173 kPa (700 ± 25 psi). tank port and the retarder pressure is exhausted
through port “R" to tank.
OPERATION:
When pedal assembly (5) is applied, plunger (26) is
stroked into retarder cartridge (3). Plunger (26) forces
spring (28) to move spool (27). This opens the supply
port and regulated port while closing the tank port,
VIEW A-A. Regulated hydraulic apply pressure is di-
rected to the shuttle valve internal to the retarder con-
trol valve.
RETARDER TP
P1
BR
RET
R
T3-4-6
1. Shaft Collar 10. Bolt 19. E-Ring 28. Spring

2. Valve 11. Switch 20. Shaft 29. Bolt
3. Retarder Cartridge 12. Set Screw 21. E-Ring 30. O-Ring
4. Mounting Plate 13. Nut 22. Bolt 31. O-Ring
5. Pedal Assembly 14. Eye Screw 23. Bolt 32. O-Ring
6. Cover 15. Nut 24. Set Screw 33. Back-up Ring
7. Fitting 16. Spring 25. Nut 34. Back-up Ring
8. Ball 17. Shaft 26. Plunger 35. Spring
9. Bracket 18. Washer 27. Spool 36. Spring
T3-4-7
FRONT BRAKES
OUTLINE: OPERATIONAL PRINCIPLE:
Each front wheel assembly consists of one brake The front disc brakes work in conjunction with the rear
head assembly and one brake disc (16). The brake wet disc brakes to slow or stop the rigid dump truck
head assembly is mounted directly to spindle (17) and when the service brake pedal is applied. The brake
therefore is stationary. Disc (16) is attached to wheel lining (2 & 3) absorbs rotational energy and transfers
(18) and rotates at wheel speed. it to the air via the brake disc (16).
Brake Head Assembly
1. Torque Pin 9. Bolt 17. Spindle 25. Washer

2. Carrier and Lining 10. Washer 18. Wheel 26. Clip
3. Carrier and Lining 11. Cover 19. O-Ring 27. Hose Assembly
4. Boot 12. Plug 20. Adapter 28. Bolt
5. Bleeder Valve 13. Packing 21. O-Ring 29. Washer
6. Brake Head 14. Piston 22. Elbow 30. Bolt
7. Bolt 15. Packing 23. Tube Assembly 31. Washer
8. Back-up Ring 16. Brake Disc 24. Elbow
T3-4-8
OPERATION:
When the brake pedal is actuated, hydraulic fluid en- When the brakes are released, the hydraulic pressure
ters the inlet port of the brake head assembly. Pres- is exhausted from behind pistons (14), releasing the
sure is applied evenly to the pistons (14) through the brakes. The carrier and lining assemblies (2 & 3) are
internal passageways in the brake head assembly (1 pulled away from the disc (16) by the slant seals.
-15). The pistons (14) force the carrier and lining as-
semblies (2 & 3) against the rotating brake disc (16).
NOTE: The brake head assembly used in this
brake system is compatible with hydraulic
oil only. Do not use brake fluid other im-
proper fluids.
16. Brake Disc 29. Washer

2. Carrier and Lining 11. Cover
17. Spindle 30. Bolt
3. Carrier and Lining 12. Plug
18. Wheel 31. Washer
4. Boot 13. Packing
28. Bolt
6. Brake Head 14. Piston
8. Back-up Ring 15. Packing
9. Bolt 16. Brake Disc
10. Washer
T3-4-9
1. Torque Pin 6. Brake Head 11. Cover

2. Carrier and Lining 7. Bolt 12. Plug
3. Carrier and Lining 8. Back-Up Ring 13. Packing
4. Boot 9. Bolt 14. Piston
5. Bleeder Valve 10. Washer 15. Packing
T3-4-10
REAR BRAKES-WET DISK
NOTE: Number call outs in this section reference

images on page T3-4-12. OPERATION:
Hydraulic oil under pressure is supplied to port (S) in
OUTLINE: back plate (20) whenever the brake pedal, retarder
Each brake assembly is completely sealed from the pedal, or load/dump switch is activated. Pressure
environment by Toric face seal (37). Toric face seal forces piston (9) and pressure plate (10) out, com-
(38) separates the brake cooling hydraulic oil from the pressing the friction pack; friction discs (12) and reac-
axle gear oil. Reaction plates (11) are splined to brake tion plates (11), against end cover (13). When the
housing (16); they are free to slide but do not rotate. brake is released, oil is relieved at supply port (S) thus
The friction discs (12) are splined to disc carrier (28) releasing application pressure to piston (9). Oil at re-
and nested between reaction plates (11). Friction tract port (R) maintains a constant pressure to the
discs (12) are free to slide and rotate at wheel speed. backside of piston (9) to provide brake retraction. Re-
traction pressure is supplied at approximately 206 kPa
OPERATIONAL PRINCIPLE: (30 psi) and is always applied to port (R).
The rear brakes are forced cooled multiple disc. The
wet disc brake works in conjunction with the front Cooling oil enters at the brake outer diameter, Refer
brakes to slow or stop the rigid dump truck when the to INLET Figure 4, and flows through the friction pack
service brake pedal is depressed. The retarder pedal and then through the cooling slots (CS) in disc carrier
applies only the rear brakes and is used to control the (28). The oil exits the brake through the OUTLET port
speed of the rigid dump truck while descending in back plate (20), Refer to Figure 4.
grades.
The wet disc brakes absorb rotational energy when WARNING: The rear wet disc brake assembly
the friction pack is compressed and transfers this en- is compatible with hydraulic oil only. Do not
ergy as heat to the hydraulic oil flowing through the use brake fluid or other improper fluids. Re-
brake. The friction pack consists of the six friction fer to Recommended Lubricants in the Main-
discs (12) and the seven reaction plates (11). tenance Section of the operator’s manual.
Port R
Port S
Port S
Port R
Port S Port S
T3-4-11
1. Bleeder Screw 9. Piston 16. Housing 23. Plug, Brake Cooling Oil
2. Adapter Fitting 10. Pressure Plate 17. Plug, Retract Oil
3. O-Ring 11. Reaction Plate 18. Back-up Ring
4. Adjuster Brake 12. Friction Disc 19. O-Ring
5. Cover 13. End Cover 20. Back Plate A. Piston Stroke Adjustment
7. O-Ring 14. O-Ring 21. O-Ring R. Retract Port (R)
8. Back-up Ring 15. O-Ring 22. O-Ring S. Supply Port (S)
T3-4-12
VIEW A-A ATTACHING PARTS

7. O-Ring 18. Back-up Ring 29. Bolt 39. Retainer Assembly
8. Back-up Ring 19. O-Ring 30. Washer 40. O-Ring
9. Piston 20. Back Plate 31. Spacer 41. Spindle
10. Pressure Plate 22. O-Ring 32. O-Ring 42. Axle Shaft
11. Reaction Plate 24. O-Ring 33. Bolt 43. Wheel
12. Friction Disc 25. Bolt 34. Washer
13. End Cover 26. Washer 35. Hub Adapter
14. O-Ring 27. Retaining Ring 36. O-Ring
15. O-Ring 28. Disc Carrier 37. Toric Face Seal
16. Housing CS. Cooling Slots 38. Toric Face Seal
T3-4-13
BRAKE ACCUMULATOR
OUTLINE:
The accumulators store hydraulic oil in sufficient vol- If at anytime, the hydraulic oil pressure at the piston
ume, under pressure, to provide emergency braking in would drop due to severe leakage or pump failure,
case of pump failure. The accumulators are of the free check valves contained in the brake manifold, will
piston type and are under a dry nitrogen precharge of close to prevent the brake accumulators from draining
8280 kPa (1200 psi). into the steering system and allow for continued brak-
ing applications. Refer to Brake Control Valve.
OPERATION:
When the brake system is operating properly, brake
oil pressure is present and enters the accumulator at
NOTE: An inflation kit is available to check pres-
port “A" in housing (1). This pressure pushes piston sures and to charge the brake accumula-
(3) in the direction of charge valve (13), working tors. Refer to Special Tools.
against the nitrogen pre-charge. The other port at the
bottom of housing (1) is plugged.
1. Housing 6. AQ Seal 11. End Cap 16. Valve Cap

2. Wear Ring 7. Quad Ring 12. O-Ring
3. Piston 8. O-Ring 13. Charger Valve A. Oil Port
4. Seal Assembly 9. Back-up Ring 14. Plate B. Hydraulic Oil
5. Square Ring 10. Friction Ring 15. Bolt C. Dry Nitrogen
T3-4-14
DRY DISC PARKING BRAKE
OUTLINE:
The brake is operated by an actuator that uses the OPERATION:
“spring applied and hydraulic released" principle. The Ten disc springs (8) are used to hold the park brake in
hydraulic fluid to the brake actuator is controlled by the actuated position. The disc springs (8) push the
the park brake switch on the right hand side of the in- pistons (9 & 12) into the lining & carrier assembly (19)
strument panel. which squeezes a driveline mounted disc. The brake
is released by oil pressure. Hose assembly (A) is
NOTE: The parking brake is for static holding only. connected to the “PB” port “Parking Brake”, in the Re-
It is not designed for dynamic braking. lief Check Bleed Valve. The hose assembly connects
The brake apply logic contains safety in- to the four, union cross (B) at the back of the brake
terlocks to prevent application while the support plate. The three hose assemblies (C) direct oil
rigid dump truck is in motion and to keep pressure to threaded inlets in the side of each brake
the transmission in “Neutral" if the brake head torque plate (1) which pushes the pistons (9 &
is applied 12) back and compresses the disc springs (8).
NOTE: To release the brake on a rigid dump truck

that cannot be started, use a remote pump
A
or Porta-Power to release the brake heads.
C
C
B
1. Torque Plate 10. O-Ring 19. Lining & Carrier Assembly (2)
2. Hex Bolt 11. Backup Ring 20. Bleeder
3. Jam Nut/Sleeve 12. Adjustment Piston 21. Urethane Spring
4. Spring Housing 13. O-Ring 22. Flat Washer
5. Plug 14. Backup Ring 23. O-Ring
6. Adjustment Bolt 15. O-Ring 24. Roll Pin
7. Shim 16. Wiper 25. Coupling Nut
8. Disc Spring 17. Carrier Bolt
9. Hydraulic Piston 18. Hex Nut
T3-4-15
MEMO
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T3-4-16
Hitachi Construction Truck Manufacturing Ltd. Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 519-823-2000 Email: [email protected]
SERVICE MANUAL REVISION REQUEST FORM
NAME OF COMPANY: MODEL:

PUBLICATION NO.:
YOUR NAME: (Located at the right top corner in the cover page)
DATE: PAGE NO.:

(Located at the bottom center in the page. If two or more revi-
FAX: sions are requested, use the comment column)
YOUR COMMENTS / SUGGESTIONS:

Attach photo or sketch if required.
If you need more space, please use another sheet.
REPLY:
(Copy this form for usage)

Hitachi Construction Truck Manufacturing Ltd. Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 519-823-2000 Email: [email protected]
SERVICE MANUAL REVISION REQUEST FORM
(Copy this form for usage)

Hitachi Construction Machinery Co. Ltd.
Head Office: 5-1, Koraku 2-chome, Bunkyo-ku
Tokyo 112-0004 Japan

200 Woodlawn Road West
Guelph, Ontario, Canada
N1H 1B6

EH1100-3 Operational Principle

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Training Text

EH1100-3 Dump Truck

PT. Hexindo Adiperkasa Tbk

• Information included in the Technical Manual

Consecutive Page Number for Each Group

SAFETY ALERT SYMBOL AND HEADLINE

SECTION AND GROUP Group 1 Specifications

TECHNICAL MANUAL Group 1 Control System

Group 3 Electrical System

All information, illustrations, and Group 4 Air Conditioning System

COPYRIGHT(C) 2008 Group 2 Hoist and Brake Cooling

Group 2 Component Layout

EH1100-3 Retarder Charts

EH1100-3 Performance Chart

ENGINE STOP SYSTEM

Engine Speed, min-1(rpm)

Engine Speed, min-1(rpm)

Engine Speed, min-1(rpm)

AIR CONDITIONING COMPRESSOR

Type…………………………………..Shell & tube

CHARGE AIR COOLER

Type………………………………….Bar & plate construction –Tbar (extruded tube & bar)

HOIST AND BRAKE COOLING PUMP-TANDEM

Model ........................................................ Parker VTP20450-300C-DXS

Model ........................................................ Vickers Inc. 02-341841-PEV21AL

HOIST CONTROL VALVE

Type .......................................................... Four Position-Electronic Pilot Controlled

Type……………………………………………Closed Center with Thermo-Bleed

Velocity Fuse………………………………….Set at 19.0 ±1 L/min ( 5 ± 0.3 gpm)

Relief Valve…………………………………...Set at 22 070 ± 172.5 kPa (3200 ± 25 psi)

Rated Operating Pressure………………………20 685 kPa (3000 psi)

FRONT RIDE STRUT

REAR RIDE STRUT

All control relays in the cab

FRONT BRAKE CUT-OFF VALVE

Type................................................................. Sequence valve

RETARDER CONTROL VALVE

Type…………………………………………………Pressure reducing valve

Rated Operating Pressure .……………………20 700 kPa (3000 psi)

1. Battery 4. Rear Axle

6. Radiator 14. Rear Driveline

1. Battery Box 6. Windshield Washer Pump

HYDRAULIC SYSTEM COMPONENTS

1. Steering Wheel 5. Steering Cylinder (Left) 9. Strainer

HYDRAULIC SYSTEM COMPONENTS (CON’T)

Hoist Control Valve/Oil Tank

1. Hoist Control Valve 6. Hoist/Brake Cooling Tank

HYDRAULIC SYSTEM COMPONENTS (CON’T)

1. Body Up Solenoid 3. Steer Oil Temperature Sensor

HYDRAULIC SYSTEM COMPONENTS (CON’T)

1. Hoist/Brake Cooling Pump 3. Steering Pump Adjust Unit

HYDRAULIC SYSTEM COMPONENTS (CON’T)

RCB Valve/Steering Accumulator

1. Steering Accumulator 4. Park Brake Solenoid

HYDRAULIC SYSTEM COMPONENTS (CON’T)

Figure 3 – Brake Valve Standard

1. Load Dump Solenoid Connection

HYDRAULIC SYSTEM COMPONENTS (CON’T)

1. Brake Apply Pressure Tube

HYDRAULIC SYSTEM COMPONENTS (CON’T)