Presentaciones Parte II PDF

Global Manpower Development
795F AC off-highway truck

steering system
Module 7 - text reference
serv1882
795F AC Off-Highway Truck

Module 7 - Steering System
Text Reference
2010 Caterpillar Inc.

Caterpillar: Confidential Yellow
SERV1882 - 07/10 -2- Module 7 - Steering System
2_1
INTRODUCTION
S
teering system hydraulically This module explains the operation of the steering system. As on other Caterpillar
actuated Off-Highway trucks, the steering system uses hydraulic force to change the direction
of the front wheels. The system has no mechanical connection between the steering
wheel and the steering cylinders.
Secondary steering If the oil flow is interrupted while the truck is moving, the system incorporates a
secondary steering system. Secondary steering is accomplished by accumulators
which supply oil flow to maintain steering.
M
ain steering system This illustration shows the location of the following main steering system
components: components:
1. Steering pump -- steering pump (1)
2. Priority valve -- priority valve (2)
3. Solenoid and relief valve -- solenoid and relief valve manifold (3)
manifold
-- steering accumulators (4)
4. Steering accumulators
-- steering control valve (5)
5. Steering control valve
-- Hand Metering Unit (HMU) (6)
6. Hand Metering Unit (HMU)
-- steering cylinders (7)
7. Steering cylinders
-- steering and fan oil cooler (8)
8. Steering and fan oil cooler
-- steering/fan tank section (9)
9. Steering/fan tank section
795F AC STEERING SYSTEM

(5) Steering NO TURN
Accumulators
(4) Solenoid and (3) Priority

Relief Valve Manifold Valve
(6) Drive Tain

Cooling Fan Motor
(7) Final Drive

Lubrication Motor
(17) Final Drive Lube Motor
(8) Steering (18) Engine Fan Motor
Control Valve (19) Drive Train Cooling Fan Motor
(16) (14)
Case Drain Pump (15)
Oil Filter Drive Fan Pump
(2)
Steering
Pump
(11)
Steering/Fan
Oil Cooler
(12)
(9) (13) Screen
(10) Steering Return (1)
Hand
Cylinders Filter Steering/Fan
Metering
Unit Tank Section
3_1
795F Steering system - NO TURN Shown is a schematic for the steering system. The steering system is a closed-
center system that operates at maximum pressure but minimum flow once the
demand of the steering system is met. The steering system is not a load sensing
system.
Oil for the steering system is stored in the steering/fan tank section (1) of the hydraulic
tank.
The steering pump (2) oil flows to the priority valve (3) and through the solenoid and
relief valve manifold (4) to the steering accumulators (5).
When the accumulators are charged, the priority valve allows steering pump oil flow
to the drive train cooling fan motor (6) and to the final drive lubrication motor (7).
Pump supply oil from the accumulators flows through the steering control valve (8) to
the Hand Metering Unit (HMU) (9).
When the steering wheel is turned, the HMU directs oil back to the steering control
valve. The steering control valve directs oil to the steering cylinders (10).
Oil from the steering control valve returns to the steering/fan tank section through the
steering/fan oil cooler (11) and the return filter (12).
Case drain oil from the steering pump returns to the steering/fan tank section through
a screen (13).

4_1
Steering System Components
Hydraulic tank, right side: The hydraulic tank is located on the right side of the truck. The hydraulic tank is a
three-section tank. The three tank sections are:
1. Steering and fan section
2. Upper sight gauge -- brake actuation
3. Lower sight gauge -- hoist and brake cooling
4. Vacuum breaker/pressure -- steering and fan
relief valve
5. Screen The steering and fan section (1) of the tank supplies oil to the steering system, the
6. Steering and fan oil cooler engine fan hydraulic system, the drive train cooling fan, and the final drive lubrication
system.
7. Return oil filter
8. Case drain filter When the engine is shut off and the oil is cold, the oil should be visible between
the FULL and ADD OIL marking of the upper sight gauge (2). When the engine is
running and the accumulators are fully charged, the oil level should not be below the
ENGINE RUNNING marking of the lower sight gauge (3).
If the ENGINE RUNNING level is not correct, check the nitrogen charge in each
accumulator. A low nitrogen charge will allow excess oil to be stored in the
accumulators and will decrease the secondary steering capacity.
A combination vacuum breaker/pressure relief valve (4) is used to limit the tank
pressure. Before removing the fill cap, be sure that the engine was shut off with the
key start switch and the oil has returned to the tank from the accumulators.
6_1
Back of steering hydraulic tank: This illustration shows the inside of the hydraulic tank. Oil from the return filter flows
through a screen (1) before entering the steering and fan section (2) of the tank.
1. Screen
2. Steering and fan section The steering pump case drain port (3) and the engine fan pump case drain port (4)
3. Steering pump case drain port are located on the back of the steering and fan section of the hydraulic tank.
4. Engine fan pump case drain
port

7_1
B
ack of steering and fan section The steering oil level switch (1) and the steering oil temperature sensor (2) are
of hydraulic tank: located on the back of the steering and fan section of the hydraulic tank. The steering
oil level switch sends a signal to the Chassis ECM indicating steering oil level. The
1. Steering oil level switch steering oil temperature sensor sends a signal to the Chassis ECM indicating steering
2. Steering oil temperature oil temperature.
sensor

8_1
B
ottom of pump drive, right side The steering pump (1) is a pressure compensated, piston-type pump and is mounted
of machine: to the pump drive (2).
1. Steering pump The steering pump only operates when the engine is running and provides the
2. Pump drive necessary flow to the priority valve.

9_1
Steering pump components: A load sensing controller (1) controls steering pump output, but without an external
signal line.
1. Load sensing controller
2. Minimum angle stop screw The minimum angle stop screw (2) is located near the load sensing controller and the
3. Maximum angle stop screw maximum angle stop screw (3) is located on the other side of the pump.

10_1
Inside of right frame rail: The priority valve manifold (1) is located on the inside of the right frame rail near the
front wheel.
1. Priority valve manifold
2. Priority valve Oil from the steering pump flows to the manifold. The manifold contains a priority
3. Final drive lube solenoid valve (2) which gives priority to the steering system. The priority valve remains
closed until the pressure in the steering system is approximately 18615 kPa
4. Relief valve
(2650 psi).
5. Steering pump pressure
sensor Once the steering system requirements are satisfied, the priority valve will open and
direct oil to the final drive lube solenoid (3) valve and to the drive train cooling fan
motor.
The final drive lube solenoid valve controls the oil flow to the final drive lube motor.
The priority valve manifold also contains a relief valve (4) that limits the oil pressure
in the drive train fan circuit and the final drive lube circuit.
The steering pump pressure sensor (5) sends a signal to the Chassis ECM indicating
steering system pressure.

PRIORITY VALVE
ACCUMULATORS CHARGING
(3)
Control (8) Final Drive
(12)
(13) Valve Solenoid Valve
Tank
Plug
(7) Solenoid and

Relief Valve
(16) Check
(6) Orifice Valve
(5) Relief Valve
(10) Blocked
(4) Spool Orifice (14) Oil
Orifice
(11) Final Drive
Lube Motor
(15)
Orifice
(2) Steering (1) Steering (9) Drive Train

Pressure Port Pump Cooling Fan Motor 11_1
P
riority valve - Accumulators This illustration shows the operation of the priority valve during the charging of the
charging steering accumulators. Steering pump (1) oil flows into the steering pressure port (2)
to the passage in the center of the valve.
From the center passage, oil flows to the following locations:
-- steering pressure port and bottom of the control valve (3)

-- through the spool orifice (4) to the relief valve (5) and the top of the control
valve
-- through the orifice (6) to the solenoid and relief valve (7) and steering
accumulators
While the steering accumulators are charging, the relief valve is closed. Oil pressure
acting on the top of the control valve and spring force keep the control valve down.
Oil is blocked from flowing to the final drive solenoid valve (8) and to the drive train
cooling fan motor (9).
Oil flows to the accumulators until the accumulators are fully charged. Accumulator
charging is controlled by the adjustable relief valve.
NOTE: The spool orifice shown is not actually an orifice built into the manifold.
The orifice is actually a center drilled hole in the spool for the control valve.

PRIORITY VALVE
ACCUMULATORS CHARGED
RAX SOLENOID ENERGIZED
(3)
(12)
Tank
Plug
(7) Solenoid and

Relief Valve
(16) Check
(6) Orifice Valve
(5) Relief Valve
(10) Blocked
Orifice
(11) Final Drive
Lube Motor
(15)
Orifice

P
riority valve - Accumulators This illustration shows the priority valve with the steering accumulators charged and
charged and final drive solenoid the final drive solenoid energized.
energized
When the accumulators are charged, the oil pressure acting on the bottom of the
control valve (3) increases above the adjusted pressure of the relief valve (5). The
relief valve opens and steering oil is allowed to flow to the tank (12). Oil pressure
on the top of the control valve decreases. Oil pressure on the bottom of the control
valve overcomes the oil pressure and spring force on the top of the control valve,
allowing the steering oil to flow to the check valve (16) and to the final drive solenoid
valve (8). The check valve opens allowing oil flow to the drive train cooling fan
motor (9).
The final drive solenoid valve is shown energized. In the energized position, the
solenoid valve blocks oil flow to the final drive lube motor.

PRIORITY VALVE
ACCUMULATORS CHARGED
RAX SOLENOID DE-ENERGIZED
(3)
(12)
Tank
Plug
(7) Solenoid and

Relief Valve
(16) Check
(6) Orifice Valve
(5) Relief Valve
(10) Blocked
Orifice
(11) Final Drive
Lube Motor
(15)
Orifice

P
riority valve - Accumulators With the steering accumulators charged and the control valve (3) shifted, allowing
charged and final drive solenoid steering oil to flow to the drive train cooling fan motor (9), the parameters are met
de-energized determining a need for final drive lubrication and cooling.
When the final drive lubrication strategy has met the parameters, the final drive
solenoid valve (8) is de-energized. Steering oil flowing through the control valve
flows through the solenoid valve to the final drive lube motor (11).

14_1
Inside left frame rail: This illustration shows the solenoid and relief valve manifold (1) located on the left
frame rail near the front wheel.
1. Solenoid and relief valve
manifold The accumulator pressure sensor (2) is located below the solenoid and relief valve
2. Accumulator pressure sensor manifold. The accumulator pressure sensor sends a signal to the Chassis ECM
indicating accumulator pressure.

15_1
S
olenoid and relief valve This illustration shows the solenoid and relief valve manifold off the truck.
components:
Steering pump supply oil flows from the priority valve to the solenoid and relief valve
1. Accumulator bleed down manifold. The solenoid and relief valve manifold connects the steering pump to the
solenoid accumulators and the steering control valve. The solenoid and relief valve manifold
2. Back-up relief valve also provides a path to drain for the steering oil.
3. Check valve
4. SOS tap The accumulator bleed down solenoid (1) drains pressure oil from the accumulators
when the truck is not in operation.
5. Secondary steering connector
6. Steering system oil pressure The back-up relief valve (2) protects the system from pressure spikes if the pump
tap cannot destroke fast enough or limits the maximum pressure if the steering pump
7. Steering accumulator oil high pressure cutoff valve does not open. The setting of the back-up relief valve is
pressure tap approximately 26000 400 kPa (3775 60 psi).
The solenoid and relief valve manifold also contains a check valve (3) that maintains
pressure in the steering system when there is no flow from the steering pump.
Steering system oil samples can be taken at the steering system Scheduled Oil
Sampling (SOS) tap (4).

SOLENOID AND RELIEF VALVE

(6) (7) (4)
Accumulator Priority Check
Port Valve Valve
(3)
Orifice
(6)
Accumulator (8)
Port Steering
Control Valve
(8)
Steering
Control Valve
(1) Accumulator
Purge
Solenoid (5)
Back-up
Valve
(2) Tank 17_1

Solenoid and relief valve manifold Shown is a sectional view of the solenoid and relief valve manifold. The accumulator
purge solenoid (1) is energized by the Chassis ECM when the key start switch is
moved to the OFF position. The ECM holds the solenoid open for approximately 120
seconds.
Accumulator purge solenoid Pressure oil from the accumulators is sensed by the steering accumulator pressure
sensor. When the solenoid is energized, the plunger moves and connects the
pressure oil to the tank (2). Pressure oil flows through an orifice (3), past the plunger,
to the tank. The orifice limits the return oil flow from the accumulators to a rate which
is lower than the flow limit (restriction) of the return oil filter. When the solenoid is
de-energized, spring force moves the plunger and the oil will not flow to the tank.
Check valve The solenoid and relief valve manifold also contains a check valve (4) that maintains
pressure in the steering system when there is no flow from the steering pump. The
check valve allows the steering accumulators to maintain pressure for steering with
a dead engine or in the event of a pump failure.
Back-up relief valve The back-up relief valve (5) protects the steering system from pressure spikes if the
pump cannot destroke fast enough or limits the maximum pressure if the steering
pump high pressure cutoff valve does not open. Pressure oil from the steering pump
works against the end of the back-up relief valve and the spring. The relief valve
unseats (opens) if oil pressure reaches approximately 26000 400 kPa
(3775 60 psi) at a flow of 8 2 L/min. (2 .5 gpm). Oil then flows past the relief
valve and drains to the tank.

19_1
Steering accumulators Three steering accumulators provide the supply oil during normal operation and
temporary secondary steering if a loss of pump flow occurs.
Inside each accumulator is a piston that is charged with nitrogen. The nitrogen
charge provides energy for normal steering and secondary steering capability
if steering pump flow stops. The nitrogen charge pressure is approximately
6545 345 kPa (950 50 psi) at 21C (70F).
To check the secondary steering system, the engine must be shut off with the manual
shutdown switch while leaving the key start switch in the ON position. When the
manual shutdown switch is used, the accumulator purge solenoid is not energized
and the accumulators do not bleed down. The truck can then be steered with the
engine stopped.
NOTE: High pressure oil remains in the accumulators if the manual shutdown
switch is used. To release the oil pressure in the accumulators, turn the key start
switch to the OFF position and turn the steering wheel left and right until the oil is
drained from the accumulators (steering wheel can no longer be turned).

20_1
Steering system components: The steering control valve (1) is pilot operated from the HMU (2), located at the base
of the steering column. The steering control valve is located on the front left side of
1. Steering control valve the front crossmember. Five pilot lines connect these two components. The pilot
2. HMU lines send pilot oil from the HMU to shift the spools in the steering control valve. The
spools control the amount and direction of pressure oil sent to the steering cylinders.
Four pilot lines are used for pump supply, tank return, left turn, and right turn. The
fifth pilot line is for the load sensing signal.
The HMU meters the amount of oil sent to the steering control valve by the speed at
which the steering wheel is turned. The faster the HMU is turned, the higher the flow
that is sent to the steering cylinders from the steering control valve, and the faster
the wheels will change direction.

(9) Tank (11) Right Turn (6) Back Pressure

(10) Left Turn Cylinder Valve
Cylinder
(5) Relief/Makeup
Valve (5) Relief/Makeup
Valve
STEERING
DIRECTIONAL VALVE
NO TURN
(13) Right Turn (4) Directional (12) Left Turn
Pilot Oil Spool Pilot Oil
(3) Combiner/Check
Spool (2) Amplifier Spool
(1) Priority Spool
(14) Load
Sensing Port (8) HMU
(7) Accumulator
21_1
S
teering control valve - sectional Shown is a sectional view of the steering control valve. The main components of the
view steering control valve are: the priority spool (1), the amplifier spool (2) with internal
combiner/check spool (3), the directional spool (4), the relief/makeup valves (5), and
the back pressure valve (6).
Oil flow Pressure oil from the accumulators (7) flows past the spring biased priority spool and
is blocked by the amplifier spool. The same pressure oil flows through an orifice to
the right end of the priority spool. The orifice stabilizes the flow to the priority spool
and must be present to open and close the priority spool as the flow demand changes.
The same pressure oil flows to the HMU (8). After all the passages fill with pressure
oil, the priority spool shifts to the left, but remains partially open. In this position, the
priority spool allows a small amount of oil flow (thermal bleed) to the HMU and
decreases the pressure to the HMU supply port. The thermal bleed prevents the
HMU from sticking.
NEUTRAL/NO TURN position With the truck in the NEUTRAL or NO TURN position, all four working ports (supply,
tank, right turn, and left turn) are vented to the tank through the HMU. The directional
spool is held in the center position by the centering springs.
While the truck is traveling straight (no steer), any rolling resistance (opposition)
acting on the steering cylinders creates a pressure increase. The increased pressure
acts on the relief/makeup valve in that port. If the pressure increase exceeds
approximately 28,500 1000 kPa (4133 145 psi), the relief poppet will open. A
pressure drop occurs across the orifice. The pressure drop causes the dump valve
to move and allows oil to flow to the tank (9) passage.

(9) Tank (11) Right Turn (6) Back Pressure

(10) Left Turn Cylinder Valve
Cylinder
(5) Relief/Makeup
Valve (5) Relief/Makeup
Valve
(18) Stablizing
Orifice
STEERING
DIRECTIONAL VALVE
RIGHT TURN
(13) Right Turn (4) Directional (12) Left Turn
Pilot Oil Spool Pilot Oil
(3) Combiner/Check
Spool (2) Amplifier Spool
(17) Stablizing
Orifice
(16) Connecting
Pin Hole
(1) Priority Spool
(14) Load
Sensing Port (8) HMU
(15) Mid-connecting (7) Accumulator
Pin
23_1
S
teering control valve - RIGHT When the steering wheel is turned to the RIGHT, the HMU thermal bleed and
TURN venting of the four work ports (supply, tank, right turn, and left turn) to the tank is
stopped. Right turn pilot oil (13) flows into the left side of the directional spool (4)
through a stabilizing orifice (18) and moves the directional spool to the right.
Movement of the directional spool allows pilot oil to flow to the amplifier and
combiner/check spools.
Pilot oil flow The pilot oil divides at the amplifier spool (2). Pilot oil flows through a narrow groove
around the combiner/check spool (3). The pilot oil is momentarily blocked until the
amplifier spool moves far enough to the right to allow partial oil flow through one of
eight orifices.
Pilot oil also flows through a connecting pin hole (16) and a stabilizing orifice (17) to
the left end of the amplifier spool, causing the amplifier spool to move to the right.
Accumulator oil at the spring end (right end) of the amplifier spool flows through
a mid-connecting pin (15) to the left end of the amplifier spool, also causing the
amplifier spool to move to the right.
Accumulator oil flow When the amplifier spool moves to the right, accumulator oil flows to the inner
chamber, forcing the combiner/check spool to the left. Accumulator oil then flows
through seven of the eight orifices. Pilot and accumulator oil combine. Oil flows
across the directional spool (which has already shifted) for a RIGHT TURN.

25_1
S
teering cylinder position sensor The steering cylinders are connected to the frame and the steering linkage.
on right steering cylinder
The 795F AC truck right steering cylinder is equipped with a position sensor located
below a cover (arrow) on the head end of the cylinder. The position sensor sends a
Pulse Width Modulated (PWM) signal to the Drive Train ECM indicating the cylinder
piston position within the piston stroke.
The Drive Train ECM uses the steering cylinder position to calculate the angle of the
front tires. The ECM uses the front tire angle information to determine the torque
commands that are sent to the electric drive traction motors during a turn.

STEERING POSITION SENSOR

(4) (2)
Cylinder Sensor (1) (3)
Head End Head Rod Magnet
(5)
Connector 26_1
S
teering cylinder position sensor The steering cylinder position sensor uses a magnetostrictive principle. A wire is
components stretched inside the length of the sensor rod (1) to form a waveguide. At time zero,
a current pulse is transmitted down the wire by the electronics in the sensor head (2).
At the point where the pulse reaches the magnetic field of the magnet (3), an acoustic
pulse is generated and sent back to the sensor head.
Internal electronics convert the time zero to the time it takes the return pulse to reach
the sensor head into an electronic PM signal. The pulse width is directly proportional
to the position of the magnet. The sensor frequency is 500 Hz.

(8)
(9) Steering
Drive System
ECM
Cylinder STEERING SYSTEM
(10)
Sensor HOLD
Steering
Cylinders
(32) (30)
(31) (2) Steering Solenoid and (4) Final Drive Priority Valve
(6) Accumulators Relief Valve Manifold
Steering Accumulator Lube Solenoid
(11) Steering
Relief/Makeup Control Valve Oil Pressure Sensor
Valve
(29) Final Drive (5) Drive Train
Lube System (1) Fan Motor
(12) Priority
Directional Valve
Spool (33) Relief
Valve
(28) Steering System
(13) Oil Pressure Sensor
Amplifier
Spool (18) Accumulator
Purge Relay
(14)
Combiner/ (16) Back
Check Spool Pressure (23) Brake
Valve Actuation
(22) Pressure
(15) Priority System
Compensator
Spool (24)
Steering/Fan
(19)
(3) Steering Oil Cooler
(17) Engine Fan
Pump Pump
Brake Cooling
System (25)
Return
Oil Filter
(21) Max Angle

(20)
Actuator Piston
Pump
Drive
Box
(26)
Case Drain
(7) HMU
Filter
(27) Screen
27_1
Steering System Operation
S
teering hydraulic system - HOLD This illustration shows a schematic of the steering hydraulic system.
Steering pump oil flows to the priority valve (1) and to the steering accumulators (2).
When the accumulators are charged, the priority valve allows steering pump oil flow
to the final drive lube solenoid (4) and to the drive train cooling fan motor (5).
Pump supply oil from the accumulators flows through the steering control valve (6) to
the Hand Metering Unit (HMU) (7).
If the steering wheel is not turned, the oil flows through the HMU to the tank.
Allowing oil to circulate through the HMU while the steering wheel is stationary
provides a thermal bleed condition, which maintains a temperature differential of
less than 28C (50F) between the HMU and the tank. This thermal bleed prevents
thermal seizure of the HMU (sticking steering wheel).

(8)
(9) Steering
Drive System
ECM
Cylinder STEERING SYSTEM
(10)
Sensor LEFT TURN
Steering
Cylinders
(32) (30)
(31) (2) Steering Solenoid and (4) Final Drive Priority Valve
(6) Accumulators Relief Valve Manifold
Steering Accumulator Lube Solenoid
(11) Steering
Relief/Makeup Control Valve Oil Pressure Sensor
Valve
(29) Final Drive (5) Drive Train
Lube System (1) Fan Motor
(12) Priority
Directional Valve
Spool (33) Relief
Valve
(28) Steering System
(13) Oil Pressure Sensor
Amplifier
Spool (18) Accumulator
Purge Relay
(14)
Combiner/ (16) Back
Check Spool Pressure (23) Brake
Valve Actuation
(22) Pressure
(15) Priority System
Compensator
Spool (24)
Steering/Fan
(19)
(3) Steering Oil Cooler
(17) Engine Fan
Pump Pump
Brake Cooling
System (25)
Return
Oil Filter
(21) Max Angle

(20)
Actuator Piston
Pump
Drive
Box
(26)
Case Drain
(7) HMU
Filter
(27) Screen
28_1
S
teering hydraulic system - LEFT When the steering wheel is turned to the left, the HMU (7) directs oil back to the left
TURN side of the steering control valve directional spool (12). The directional spool moves
to the right and directs oil to the head end of the right steering cylinder and to the rod
end of the left steering cylinder. The truck turns to the left.
Displaced oil from the steering cylinders flows through the back pressure valve (16)
in the steering control valve and returns to the tank.


hoist system
serv1882

Module 8 - Hoist System
Text Reference

SERV1882 - 07/10 -2- Module 8 - Hoist System
2_1
INTRODUCTION
Hoist system components: The hoist system on the 795F AC truck is electronically controlled by the Chassis
ECM. The hoist system operates similar to the 793D trucks.
1. Hoist pump
2. Hoist screens The main components in the hoist system are:
3. Hoist control valve
4. Hoist cylinders -- hoist control lever and position sensor (in cab)
5. Hydraulic oil tank -- hoist pump (1)
-- hoist screens (2)
-- hoist control valve (3)
-- hoist cylinders (4)
-- hydraulic oil tank (5)
The hoist system can be enabled or disabled using Caterpillar Electronic Technician
(Cat ET). All trucks shipped from the factory without bodies installed are set at the
DISABLED mode. The DISABLED mode is a test mode only and will prevent the
hoist cylinders from accidentally being activated. After the body is installed, change
the hoist system to the ENABLED mode for the hoist system to function properly.
NOTE: If the hoist system fails to function, check the hoist status configuration
in the Chassis ECM.

(2) Hoist
(1) Hoist Screens
Pump (4) Brake/Chassis
Valve
(5) Solenoid (3) Hoist (5) Solenoid

Valve Control Valve Valve
HOIST (8) Hoist Cylinder

Rod End
(7) Hoist Cylinder
Head End
SYSTEM
HOLD
(6) Hoist and
Brake Cooling
Oil Filter
3_1
Hoist system - HOLD The hoist system two-section pump (1) pulls oil from the hydraulic tank and sends
the oil through the hoist screens (2) to the hoist control valve (3).
The hoist valve uses reduced brake pressure oil from the brake/chassis valve (4)
as the pilot oil to shift the directional spool inside the hoist valve. Two solenoid
valves (5) are used to drain the pilot oil to the ends of the directional spool. The
solenoid valve on the left is energized in the RAISE position. The solenoid valve on
the right is energized in the LOWER or FLOAT position.
When the hoist valve is in the HOLD, SNUB, or FLOAT position, all the hoist pump
oil flows through the hoist and brake cooling oil filter (6).
An oil cooler relief valve is located in the hoist valve. The relief valve limits the brake
oil cooling pressure when the hoist valve is in the HOLD or FLOAT position.
Two hydraulic cylinders are used to raise the body away from the frame of the truck.
When the hoist lever is held in the RAISE position, supply oil flows to the head end of
the hoist cylinders (7) and moves the two-stage cylinders to their extended lengths.
The oil from the rod end of the cylinders (8) flows through the hoist valve into the
front brake oil cooling circuit.
H
oist lever in LOWER or FLOAT When the hoist lever is moved to the LOWER or FLOAT position and the cylinders
position are extended, supply oil enters the rod end of the hoist cylinders and lowers the
second stage of the cylinders. The oil from the head end of the cylinders flows
through the hoist valve to the hydraulic tank.

CHASSIS ELECTRONIC CONTROL SYSTEM

(1) Chassis ECM
(2) CAT Data Link (3) CAN Data Link
(40) INPUT COMPONENTS (41) OUTPUT COMPONENTS
(4) Keystart Switch (19) Requested Gear Command

(29) Starter Relay
(5) Hoist Lever Position Sensor (20) Machine Lockout Switch
(30) Auto-Lube Relay
(6) Shift Lever Position Sensor
(21) Starter Lockout Switch
(31) Backup Alarm Relay
(7) Increment Gear Push Button Switch (22) Fuel Level Sensor
(32) Brake Accumulator Purge Relay
(8) Decrement Gear Push Button Switch (23) Steering Tank Level Sensor
(24) ECM Location Mode 0 (Ground) (33) Steering Accumulator Purge Relay
(9) Body Position Sensor
(25) ECM Enable (Ground)
(34) Idle Shutdown Timer Relay
(10) Engine Idle Shutdown Switch (26) Steering Oil Temperature Sensor
(35) Machine Lockout Lamp

(11) Steering Accumulator Oil Pressure Sensor
(27) Head Lamp Switch
(12) Steering Pump Oil Pressure Sensor (36) Starter Lockout Lamp
(28) Case Drain Hydraulic
Oil Filter Switch
(12) Auto-Lube Pressure Sensor (37) Hoist Raise Proportional Solenoid
(14) Air Pressure Sensor (38) Hoist Lower Proportional Solenoid
(15) Hoist Screen Bypass Switch (39) Intensity Control (Back Lighting %)
(16) Alternator R-terminal
(17) Increment Switch (Back Lighting %)
(18) Ladder Up Sensor
4_1
C
hassis electronic control system This illustration shows the chassis electronic control system input and output
input and output components components. The Chassis ECM controls the hoist system and several other machine
functions.
NOTE: This module will cover the hoist system components controlled by
the Chassis ECM. Other chassis electronic control system input and output
components are shown during the discussion of other machine systems.

5_1
Hoist System Components
Hoist lever (arrow) The operator controls the hoist lever (arrow). The four positions of the hoist lever are
RAISE, HOLD, FLOAT, and LOWER. The hoist valve has a fifth position referred to
as the SNUB position. The operator is unaware of the SNUB position because a
corresponding lever position is not provided. When the body is being lowered, just
before the body contacts the frame, the Chassis ECM signals the hoist lower solenoid
to move the hoist valve spool to the SNUB position. In the SNUB position, the body
float speed is reduced to prevent the body from making hard contact with the
frame.
The truck should normally be operated with the hoist lever in the FLOAT position.
Traveling with the hoist in the FLOAT position will make sure the weight of the body
is on the frame and body pads and not on the hoist cylinders. The hoist control valve
will actually be in the SNUB position.
If the drive train is in REVERSE when the body is being raised, the hoist lever sensor
is used to shift the drive train to NEUTRAL. The drive train will remain in NEUTRAL
until the hoist lever is moved into the HOLD or FLOAT position and the shift lever has
been cycled into and out of NEUTRAL.
NOTE: If the truck is started with the body raised and the hoist lever in FLOAT,
the lever must be moved into HOLD and then FLOAT before the body will
lower.

6_1
D
rive system lever and hoist The hoist lever (1) controls a hoist lever position sensor (2). The PWM sensor sends
lever: duty cycle input signals to the Chassis ECM. The hoist lever position sensor is a Hall
effect position sensor and operates the same as the drive system shift lever sensor
1. Hoist lever (3). Depending on the position of the sensor and the corresponding duty cycle, one
2. Hoist lever position sensor of the two solenoids located on the hoist valve is energized.
3. Drive system shift lever
sensor The four positions of the hoist lever are RAISE, HOLD, FLOAT, and LOWER, but
since the sensor provides a duty cycle signal that changes for all positions of the
hoist lever, the operator can modulate the speed of the hoist cylinders.
The hoist lever sensor performs three functions:
-- Raises and lowers the body

-- Neutralizes the drive train in REVERSE
-- Starts a new TPMS cycle
The hoist lever position sensor receives 24 Volts from the Chassis ECM. To check
the supply voltage of the sensor, connect a multimeter between Pins A and B of the
sensor connector. Set the meter to read DC Volts.
To check the output signal of the hoist lever position sensor, connect a multimeter
between Pins B and C of the hoist lever position sensor connector. Set the meter to
read Duty Cycle. The duty cycle output of the sensor should be approximately 5%
to 95% between full RAISE to full LOWER.

7_1
Body position sensor (arrow) The body position sensor (arrow) is located on the frame near the body pivot pin.
When the body is raised, the body position sensor sends a signal to the Chassis
ECM indicating the dump body position. This signal is used to limit the top gear into
which the transmission will shift when the body is up.
Body up top gear value The body up top gear value is programmable from FIRST to THIRD using Cat ET.
The ECM comes from the factory with this value set to FIRST gear. When driving
away from a dump site, the transmission will not shift past FIRST gear until the body
is down. If the transmission is already above the set limit gear when the body is
raised, no limiting action will take place.
Body position sensor signal The body position sensor signal is also used to control the SNUB position of the hoist
control valve. When the dump body reaches a certain point, the Chassis ECM
signals the hoist lower solenoid to move the hoist valve spool to the SNUB position.
In the SNUB position, the body float speed is reduced to prevent the body from
making hard contact with the frame.
Body up switch input functions The body up switch input provides the following functions:
-- body up gear limiting

-- illuminates the backup lights
-- hoist snubbing
-- lights the body up dash lamp
-- signals a new load count (after 10 seconds in the RAISE position)

9_1
Right side of truck: The hydraulic tank is located on the right side of the truck. The hydraulic tank is a
1. Upper sight gauge
2. Lower sight gauge -- brake actuation
-- hoist and brake cooling
-- steering and fan
The hoist and brake cooling oil level is normally checked with the upper sight
gauge (1). The oil level should first be checked with cold oil and the engine stopped.
The level should again be checked with warm oil and the engine running.
The lower sight gauge (2) is used when filling the hydraulic tank with the hoist cylinders
in the RAISED position. When the hoist cylinders are lowered, the hydraulic oil level
will increase. After the hoist cylinders are lowered, check the hydraulic tank oil level
with the upper sight gauge as explained above.

10_1
Inside of hydraulic tank: This illustration shows the inside of the three-section hydraulic tank. The brake
actuation section (1) stores oil for the brake actuation system. The hoist and brake
1. Brake actuation section cooling section (2) stores oil for the hoist system and the brake cooling system. The
2. Hoist and brake cooling steering and fan section (3) stores oil for the steering system and the engine fan
section system.
To fill the hoist and brake oil cooling section of the tank, add oil through the brake
4. Hoist valve return port
actuation section filler tube. The oil will flow through the brake actuation section and
fill the hoist and brake oil cooling tank section.
To fill the steering and fan section of the tank, add oil through the steering and fan
section filler tube.
The hoist valve return port (4) is located on the rear of the tank. The hoist pump
suction port (not visible) is located on the inboard side of the tank.

11_1
Hydraulic oil level switches: The hydraulic oil level (hot) switch (1) and the hydraulic oil level (cold) switch (2)
send a signal to the service center cold and hot hoist oil full indicators.
1. Hydraulic oil level (hot) switch
2. Hydraulic oil level (cold)
switch

12_1
Inside right frame rail: The hoist system oil is supplied by a two-section pump (1) located at the top rear of
the pump drive (2). Oil flows from the hoist pump through two screens to the hoist
1. Two-section pump valve.
2. Pump drive

13_1
Above center tube: Oil flows from the hoist pump through the hoist screens (1) to the hoist control valve.
Two hoist screen bypass switches (2) provide input signals to the Chassis ECM. The
1. Hoist screens ECM sends signals to the monitoring system, which informs the operator if the hoist
2. Hoist screen bypass switches screens are restricted.

14_1
H
oist control valve, inside right Oil flows from the hoist pump to the hoist control valve located inside the right frame
frame rail rail next to the drive train cooling fan duct work. The hoist control valve directs oil
from the hoist pump to the hoist cylinders.

15_1
Right side of hoist control valve: This illustration shows the right side of the hoist control valve.
1. Pilot control valve (lower) The hoist control valve has two functions on the truck. The valve controls the raising
2. Pilot control valve (raise) and lowering of the truck body and supplies additional brake cooling oil. When the
3. Dual stage relief valve raise/lower control valve is in the HOLD or FLOAT position, supply oil flows to the
brake oil cooling system. As the body is being raised or lowered, the hoist system
4. Port (left side cylinder raise
has priority and the oil flow to the brake oil cooling system is blocked.
control)
5. Port (left side cylinder lower The following components are visible on the right side of the hoist control valve:
control)
6. Port (low pressure tank) -- pilot control valve (lower) (1)
7. Port (front pump supply) -- pilot control valve (raise) (2)
8. Rod end check valve -- dual stage relief valve (3)
-- port (left side cylinder raise control) (4)
-- port (left side cylinder lower control) (5)
-- port (low pressure tank) (6)
-- port (front pump supply) (7)
-- rod end check valve (8)

16_1
Left side of hoist control valve: The following components are visible on the left side of the hoist control valve:
1. Port (rear pump supply) -- port (rear pump supply) (1)
2. Load check valves -- load check valves (2)
3. Port (brake oil cooling supply) -- port (brake oil cooling supply) (3)
4. Port (right side cylinder lower -- port (right side cylinder lower control) (4)
control)
-- counterbalance valve (5)
5. Counterbalance valve
-- plug (counterbalance valve pressure port) (6)
6. Plug (counterbalance valve
pressure port) -- port (right side cylinder raise control) (7)
7. Port (right side cylinder raise -- brake cooling relief valve (8)
control)
8. Brake cooling relief valve NOTE: If there is an adjustment made to the brake oil cooling relief valve,
always add or subtract the shims from the end of the spring nearest the plug.
There must be seven shims between the spring and the poppet.

17_1
Pilot control valve components: This illustration shows the pilot control valve, which controls the amount of pilot oil
that is used to center the main spool (1). Pilot oil flows to the main spool from the
1. Main spool brake/chassis valve. In the pilot control valve, the pilot oil and springs (2) work in
2. Springs tandem to center the main spool. The main spool will remain centered until there is
3. Proportional coil differential between the pilot pressure on each end of the main spool.
Each pilot control valve is equipped with a proportional coil (3) which uses a
proportional amount of current to shift the valve. As current is applied to the coil, the
valve will shift and trapped oil at the end of the main spool is drained to tank. The
decrease in oil pressure reduces the force on the main spool and the spool shifts,
which directs oil to the appropriate end of the hoist cylinders.

18_1
D
ual hoist relief valve This illustration shows the location of the dual hoist relief valve components installed
components: on the top of the hoist valve.
1. Dual stage signal spool -- Dual stage signal spool (1)
2. High pressure relief valve seat -- High pressure relief valve seat (2)
3. High pressure relief poppet -- High pressure relief poppet (3)
4. High pressure stem -- High pressure stem (4)
5. Low pressure relief valve seat -- Low pressure relief valve seat (5)
6. Main relief dump spool -- Main relief dump spool (6)
7. Low pressure relief poppet -- Low pressure relief poppet (7)
8. Low pressure stem -- Low pressure stem (8)
NOTE: The high and low pressure relief valve pressure limiting can be adjusted
by adding or removing shims from the appropriate stem.

19_1
Bottom of hoist valve: This illustration shows the lower body of the hoist valve from the bottom. The body
is transparent for ease of viewing the inner components, such as the orifices. To
1. rifice No. 3
O access the orifices, the green plugs need to be removed.
2. Plug (orifice)
3. Orifice No. 1 The components visible from the bottom of the hoist valve are:
4. Screen
-- Orifice No.3 (vent orifice for the counterbalance valve) (1)
5. Plug (orifice)
-- Plug (orifice) (2)
6. Plug (orifice)
-- Orifice No.1 (signal orifice for the counterbalance valve) (3)
7. Orifice No. 2
-- Screen (4)
8. Counterbalance valve
-- Orifice No. 2 (signal orifice for the counterbalance valve) (7)
-- Counterbalance valve (8)

(3) Lower
Solenoid
(4) Brake/Chassis
HOIST CONTROL VALVE Valve
HOLD
(5) Brake Oil

(16) Tank Cooler
Relief Valve
(15) Load Check (6) Hoist Cylinder

Valve Head End
(7) Hoist Cylinder

Rod End
(14) Low Pressure

Relief Valve
(8) Counterbalance
(13) High Pressure Valve
Relief Valve (2) Rod End
Vent Slot
(9) Hoist/Brake Cooling
Oil Filter
(1) Dual Stage (12) Main Relief (11) Pump

Relief Valve Dump Spool Supply Port
Signal Stem
(4) Brake/Chassis
Valve
(10) Raise
Solenoid
20_1
Hoist control valve - HOLD Shown is a sectional view of the hoist valve in the HOLD position. Pilot oil pressure
is directed to both ends of the directional spool. The spool is held in the centered
position by the centering springs and the pilot oil. Passages in the directional spool
vent the dual stage relief valve signal stem (1) to the tank. All the hoist pump oil flows
through the hoist/brake cooling oil filter to the brake oil coolers and the tank (16).
Directional spool The position of the directional spool blocks the oil in the head end of the hoist
cylinders. Oil in the rod end of the hoist cylinders (7) is connected to the brake
cooling oil by a small vent slot (2) cut in the directional spool.
Brake cooling system pressure A gauge connected to the hoist system pressure taps while the hoist valve is in the
HOLD position will show the brake cooling system pressure, which is a result of the
restriction in the filters, cooler, brakes, and hoses (normally lower than the actual oil
cooler relief valve setting). The maximum pressure in the circuit should correspond
to the setting of the brake oil cooler relief valve (5). The setting of the oil cooler relief
valve is approximately 790 kPa (115 psi).

(3) Lower
Solenoid
(4) Brake/Chassis
RAISE
(5) Brake Oil

(16) Tank Cooler
Relief Valve
(6) Hoist Cylinder

(15) Load Check
Head End
Valve
(7) Hoist Cylinder

Rod End
(14) Low Pressure

Relief Valve
(8) Counterbalance
Vent Slot
Oil Filter

Signal Stem
(4) Brake/Chassis
Valve
(10) Raise On
Solenoid 21_1
Hoist control valve - RAISE Shown is a sectional view of the hoist valve in the RAISE position. The RAISE
solenoid (10) is energized and drains pilot oil pressure from the lower end of the
directional spool. The directional spool moves down. Pump oil flows past the
directional spool to the head end of the hoist cylinders (6).
Load check valves When the directional spool is initially shifted, the two load check
valves (15) (one shown) remain closed until the pump supply pressure is higher than
the pressure in the hoist cylinders. The load check valves prevent the body from
dropping before the RAISE pressure increases.
Dual stage relief valve signal stem The directional spool also sends hoist cylinder raise pressure to the dual stage relief
valve signal stem (1) and the counterbalance valve (8). The dual stage relief valve
signal stem moves down and blocks the supply pressure from opening the low
pressure relief valve (14).
Counterbalance valve The counterbalance valve is held open by the hoist cylinder raise pressure. Oil from
the rod end of the hoist cylinders (7) flows freely to the brake cooling oil filters. If the
body raises faster than the pump can supply oil to the hoist cylinders (caused by a
sudden shift of the load), and the raise pressure drops below approximately 2275
kPa (330 psi), the counterbalance valve starts to close and restricts the flow of oil
from the rod end of the hoist cylinders. Restricting the flow of oil from the rod end of
the hoist cylinders will slow down the cylinders and prevent cavitation. Cavitation in
the hoist cylinders can cause the body to drop suddenly when the hoist lever is
moved from the RAISE position to the LOWER position.

HOIST
COUNTERBALANCE
VALVE
(1) Head End

Signal Pressure
(6)
(2) Tank
Pump
(4)
Hoist Cylinder (3) Rod End
Rod End Pressure (8)
Piston Hoist Cylinder
Rod End (7) Check Valve
(5) RAISE (9) LOWER AND FLOAT
23_1
Hoist counterbalance valve During RAISE (5), the counterbalance valve prevents the dump body from running
ahead of the hoist pumps if the load shifts rapidly to the rear of the body and attempts
to pull the hoist cylinders. Signal pressure (1) from the head end of the hoist cylinders
holds the counterbalance valve open. Oil from the rod end of the hoist cylinders (4)
flows unrestricted through the counterbalance valve to the tank (2). If the head end
pressure decreases below 2270 kPa (330 psi), the counterbalance valve moves
down and restricts the flow of oil from the rod end of the cylinders to the tank.
If no head end signal pressure is present, rod end pressure can still open
the counterbalance valve. If the rod end pressure exceeds approximately
6900 690 kPa (1000 100 psi) at the rod end pressure piston (3), the valve will
move up and allow rod end oil to flow from the cylinders to the tank.
LOWER or FLOAT During LOWER and FLOAT (9), the counterbalance valve allows unrestricted oil flow
from the pump (6) through a check valve (7) to the rod end of the hoist
cylinders (8).

(3) Lower On
Solenoid
(4) Brake/Chassis
LOWER (POWER DOWN)
(5) Brake Oil

Cooler
(16) Tank Relief Valve
(6) Hoist Cylinder

(15) Load Check
Head End
Valve
(7) Hoist Cylinder

Rod End
(14) Low Pressure

Relief Valve
(8) Counterbalance
Vent Slot
Oil Filter

Signal Stem
(4) Brake/Chassis
Valve
(10) Raise
Solenoid
24_1
H
oist control valve - LOWER Shown is a sectional view of the hoist valve in the LOWER (power down) position.
(Power Down) The LOWER solenoid (3) is energized and drains pilot oil pressure from the upper
end of the directional spool. The directional spool moves up.
Oil flow Supply oil from the pump flows past the directional spool, through the counterbalance
valve (8), and to the rod end of the hoist cylinders (7). Oil in the head end of the hoist
cylinders (6) flows to the tank (16). The supply oil in the rod end of the cylinders and
the weight of the body move the cylinders to their retracted positions.
SNUB position Just before the body contacts the frame, the body position sensor sends a signal to
the Chassis ECM to move the valve spool to the SNUB position. In the SNUB
position, the valve spool moves slightly to restrict the flow of oil and lower the body
gently.
Dual stage relief valve signal stem The directional spool also vents the passage to the dual stage relief valve signal
stem (1). The dual stage relief valve signal stem allows supply pressure to be limited
by the low pressure relief valve (14).
Low pressure relief valve If the pressure in the rod end of the hoist cylinders exceeds approximately
3450 + 350 - 0 kPa (500 + 50 - 0 psi), the low pressure relief valve will open. When
the low pressure relief valve opens, the dump spool moves to the left and pump oil
flows through the hoist/brake cooling oil filter (9) and the brake oil coolers to the
brakes and the tank.

(3) Lower On
Solenoid
(4) Brake/Chassis
FLOAT
(5) Brake Oil

(16) Tank Cooler
Relief Valve
(6) Hoist Cylinder

(15) Load Check
Head End
Valve
(7) Hoist Cylinder

Rod End
(14) Low Pressure

Relief Valve
(8) Counterbalance
Vent Slot
Oil Filter

Signal Stem
(4) Brake/Chassis
Valve
(10) Raise
Solenoid
26_1
Hoist control valve - FLOAT Shown is a sectional view of the hoist valve in the FLOAT position. The LOWER
solenoid (3) is partially energized and drains part of the pilot oil pressure above the
directional spool to the tank (16). The directional spool moves up. Because the pilot
pressure is only partially drained, the directional spool does not move as far up as
during LOWER.
Oil flow Pump supply oil flows past the directional spool, through the counterbalance
valve (8), and to the rod end of the hoist cylinders (7). Oil in the head end of the hoist
cylinders (6) flows to the tank. The directional valve is in a position that permits the
pressure of the oil flowing to the hoist/brake cooling oil filter (9) to be felt at the rod
end of the hoist cylinders.
Hoist lever in FLOAT position The truck should normally be operated with the hoist lever in the FLOAT position.
Traveling with the hoist in the FLOAT position will make sure the weight of the body
is on the frame and body pads and not the hoist cylinders. The hoist valve will
actually be in the SNUB position.

27_1
Inside left frame rail: When the hoist valve is in the HOLD or FLOAT position, all the hoist pump oil flows
through the hoist/brake cooling oil filter (1) located inside the left frame rail. Oil flows
1. Hoist/brake cooling oil filter from the brake cooling oil filter, through the front brake oil cooler, to the front brakes,
2. Oil filter bypass switch and to the tank.
3. Brake actuation oil filter
An oil filter bypass switch (2) is located on the filter housing. The oil filter bypass
switch provides an input signal to the Brake ECM. The Brake ECM sends the signal
to the VIMS, which informs the operator if the filters are restricted.
Also visible in this illustration is the brake actuation oil filter (3).

28_1
Hoist cylinders Shown are the twin two-stage hoist cylinders used to raise and lower the body.
Dead engine LOWER To LOWER the body with a dead engine, hoist pilot pressure is required. The towing
pump can be used to provide the hoist pilot oil. To lower the body with a dead
engine:
-- Turn ON the key start switch so the towing motor and the hoist solenoids
can be energized.
-- Move the hoist lever to the RAISE position for 15 seconds, then to the
FLOAT position.
-- Depress the brake release switch on the dash.
Dead engine RAISE To RAISE the body with a dead engine, connect an Auxiliary Power Unit (APU) to the
hoist cylinders. Follow the same procedure used to lower the body with a dead
engine, except move the hoist lever to HOLD and back to RAISE after the 15 seconds
interval.
NOTE: For more information on using the APU, refer to the Special Instructions
Using 1U5000 Auxiliary Power Unit (APU) (Form SEHS8715) and Using the
1U5525 Attachment Group (Form SEHS8880).

TWO STAGE
HOIST CYLINDER
RAISE
29_1
Hoist cylinder - RAISE This illustration shows the hoist cylinder in the RAISE position. When the control
lever is held in the RAISE position, supply oil enters the head end of the hoist
cylinders and moves the two stage cylinders to their extended lengths and the body
moves to the DUMP position.
The hoist cylinders raise the dump body in two stages. When the first stage of the
cylinder is extending, oil flows through notches in the first stage piston to exit the
chamber between the first stage cylinder and the outer housing.

TWO STAGE
HOIST CYLINDER
LOWER
30_1
Hoist cylinder - LOWER This illustration shows the hoist cylinder in the LOWER position. When the control
lever is moved to the LOWER or FLOAT position and the cylinders are extended,
supply oil enters the rod end of the hoist cylinders and lowers the second stage of
the cylinders. Orifices in the second stage cylinder prevent the body from lowering
too fast.
The oil from the head end of the cylinders flows through the hoist valve into the
hydraulic tank.
After the second stage cylinder is retracted, the weight of the dump body becomes
the only force acting to retract the first stage of the cylinders. Oil flows through
notches in the first stage piston to enter the chamber between the first stage cylinder
and the outer housing.

(10)
Brake/Chassis Valve (13)
Raise
Solenoid
HOIST SYSTEM
(9) Front Valve
HOLD
Brakes (2)
Hoist/Brake
(3) Cooling
Oil Filter (11) Hoist Control Valve
Front
Brake
(14)
Oil Cooler
LOWER
(12) Counterbalance Valve
(6)
(15) Hoist
FLOAT Cylinders
(16)
(4) SNUB
Orifice
HOLD
(8) (20) Brake

(18) Signal
Screens Cooling
Orifice 2
(17) Relief
RAISE (19) Signal
Orifice 1
(23)
(21) Low Pressure
(7) (22) Lower Main Relief
(5) Hoist Solenoid Relief
Pump Pump Valve Dump Spool
Drive (24)
Box High Pressure
(1) Dual Stage Relief
Signal Spool
31_1
Hoist system - HOLD This illustration shows the hoist system hydraulic schematic.
Pilot oil pressure from the brake/chassis valve (10) is directed to both ends of the
directional spool. The spool is held in the centered position by the centering springs
and the pilot oil. Passages in the directional spool vent the dual stage relief valve
signal spool (1) to the tank. All the hoist pump oil flows through the hoist/brake
cooling oil filter (2) and the front brake oil cooler (3) to the front brakes and through
a small hose, shown as an orifice (4), to the pump drive box (5).
The position of the directional spool blocks the oil in the head end of the hoist
cylinders (6). Oil in the rod end of the hoist cylinders is connected to the brake
cooling oil by a small vent slot cut in the directional spool.


brake system
serv1882

Module 9 - Brake System
Text Reference

SERV1882 - 07/10 -2- Module 9 - Brake System
2_1
INTRODUCTION
Brake system components: This module discusses the brake actuation system (service and parking brakes) and
the brake cooling system.
1. ydraulic tank
H
2. Brake pump The parking/secondary brakes are spring engaged and hydraulically released. The
3. Brake oil filter service/retarder brakes are hydraulically engaged and spring released.
4. Brake/chassis control valve
The brake actuation system is equipped with a brake/chassis control valve that
5. Service brake valve controls the service and parking brake functions via the Brake ECM and accumulator
6. Brake accumulators charging.
7. Slack adjusters
The main components in the braking system are:
8. Brake cooling pumps
9. Brake oil coolers -- hydraulic tank (1)
-- brake pump (2)
-- brake oil filter (3)
-- brake/chassis control valve (4)
-- service brake valve (5)
-- brake accumulators (6)
-- slack adjusters (7)
-- brake cooling pumps (8)
-- brake oil coolers (9)

BRAKE ELECTRONIC CONTROL SYSTEM
(1) Brake ECM
(2) CAT Data Link (3) CAN Data Link
(5) Machine Operation State (20) Requested Gear

Command
(6) Engine Speed Sensor (21) Keystart Switch
(38) Front Brake ARC Solenoid
(22) Retarder Lever
(7) Engine Fan Speed Sensor
Position Sensor
(39) Brake Cooling Diverter Solenoid
(8) Service Brake Accumulator
Pressure Sensor (23) Front Brake Retarding
Enable Switch (40) Park Brake Solenoid
(9) Secondary/Parking Brake
Accumulator Pressure Sensor (24) ARC On/Off Switch
(41) Rear Brake ARC Solenoid
(10) Service Brake Pressure Switch (25) A/C Mode Switch (Auto)
(42) Brake Unloader Solenoid
(11) Secondary/Parking
Brake Pressure Sensor (26) A/C Mode Switch (Manual)
(43) Engine Cooling Fan Solenoid
(12) Brake Pump Pressure Sensor
(27) Operator Temp. Control
(44) Final Drive Oil Bypass Solenoid
(13) Final Drive Lube
Temperature Sensors (28) Retarding Speed Set +/-
(29) ECM Location Enable (45) A/C Compressor Clutch Relay

(14) Final Drive Lube
Pressure Sensors (30) ECM Location Mode 1 (Ground)
(46) Brake Light Relay
(31) Water Valve Actuator Signal
(15) Brake Actuation
Oil Filter Bypass Switch (32) HVAC Thermostat
(16) Brake Cooling Oil (33) Cab Air Temp. Sensor

Filter Bypass Switch
(34) HVAC Outlet Temp. Sensor
(17) Final Drive Lube Filter
Bypass Switches (35)
Brake Cooling Oil
Temperature
(18) Return Oil Filter Switch Sensors
(19) Secondary Brake Pedal (36) Service Brake Pedal

Position Sensor Position Sensor
3_1
B
rake electronic control system This illustration shows the brake electronic control system input and output
input and output components components. The Brake ECM (1) controls the following:
-- brake system
-- final drive lubrication system
-- engine cooling fan
-- A/C compressor clutch relay
-- brake light relay
NOTE: This module will cover the brake system components controlled by the
Brake ECM. Other brake electronic control system input and output components
are shown during the discussion of other machine systems.

4_1
BRAKE ACTUATION SYSTEM
Oil cooled brake assembly: Shown is a cutaway illustration of an oil cooled brake assembly. The brakes are
environmentally sealed and adjustment free. Oil continually flows through the brake
1. Cooling in port discs for cooling through the cooling in port (1) and cooling out port (2). Duo-Cone
2. Cooling out port seals prevent the cooling oil from leaking to the ground or leaking into the axle
housing. The wheel bearing adjustment must be maintained to keep the Duo-Cone
3. Smaller piston seals from leaking.
4. Larger piston
5. Friction discs and steel plates The smaller piston (3) is used to engage the parking (secondary) brakes. The
parking brakes are spring engaged and hydraulically released. The larger piston (4)
is used to engage the service brakes. The larger piston is also used for retarding.
The service brakes are hydraulically engaged. Activation of the service and parking
brakes on the 795F AC truck is controlled with the new brake/chassis valve (not
shown).
The friction discs and steel plates (5) are compressed together by the pistons to slow
or stop the truck. The actuating springs are used to engage the parking brakes.

5_1
Right side of truck: The hydraulic tank is located on the right side of the truck. The hydraulic tank is a
1. Sight gauge
2. Brake actuation fill cap -- brake actuation
-- hoist and brake cooling
-- steering and fan
The brake actuation system oil level is checked at the sight gauge (1) on the top right
side of the tank. Remove the brake actuation fill cap (2) to fill the brake actuation
section and the hoist/brake cooling section.

6_1
Inside of hydraulic tank: This illustration shows the inside of the three-section hydraulic tank. The brake
actuation section (1) stores oil for the brake actuation system. The hoist and brake
1. Brake actuation section cooling section (2) stores oil for the hoist system and the brake cooling system. The
2. Hoist and brake cooling steering and fan section (3) stores oil for the steering system, the engine fan system,
section the drive train fan motor, and the final drive lube system.
To fill the hoist and brake oil cooling section of the tank, add oil through the brake
4. Brake actuation pump suction actuation section filler tube. The oil will flow through the brake actuation section and
5. Brake/chassis valve return fill the hoist and brake oil cooling tank section.
6. Brake cooling pump
To fill the steering and fan section of the tank, add oil through the steering and fan
section filler tube.
The ports on the brake actuation section of the tank are:
-- brake actuation pump suction (4)

-- brake/chassis valve return (5)
-- brake cooling pump (6)

7_1
Inside right frame rail: The brake actuation pump (1) is mounted to the steering pump (2). The brake
actuation pump is a fixed displacement pump that provides oil to operate the service
1. Brake actuation pump and parking/secondary brakes.
2. Steering pump

8_1
Inside left frame rail: The brake actuation oil filter (1) is located inside the left frame rail. Oil from the brake
pump flows through the brake filter to the brake actuation system. The brake oil filter
1. Brake actuation oil filter is equipped with a bypass valve and an oil bypass switch (2) in the filter base. The
2. Oil bypass switch bypass switch sends a signal to the Brake ECM when the filter is restricted.
3. Hoist and brake cooling oil
filter Also visible in this illustration is the hoist and brake cooling oil filter (3) and the towing
pump (4).
4. Towing pump

9_1
Brake/chassis valve (arrow) The 795F AC trucks are equipped with a single manifold brake/chassis valve (arrow)
located below the truck body on the left side. The brake/chassis valve is a block with
strategically drilled holes to direct oil flow from the brake pump to the service and
parking brakes.
Other functions of the brake/chassis valve are:
-- hoist valve pilot oil supply

-- parking and service brake accumulator charging
-- parking brake accumulators purging
-- brake pump unloading (limits pump supply oil to the cut-out pressure)
-- brake diverter valve control
-- Anti-Rollback control
The brake/chassis valve also includes four pressure sensors and a pressure switch,
which send signals to the Brake ECM indicating brake system pressures.
NOTE: The brake/chassis valve also controls engagement of the service brakes
when the Automatic Retarding Control (ARC) is activated. However, electric
retarding is the primary form of retarding used on the 795F AC truck.

10_1
Right side of brake/chassis valve: The components visible on the right side and top of the brake/chassis valve are:
1. Rear brake ARC solenoid -- rear brake ARC solenoid (1)

2. Front brake ARC solenoid -- front brake ARC solenoid (2)
3. Front service brake shuttle -- front service brake shuttle valve (3)
valve
-- rear service brake shuttle valve (4)
4. Rear service brake shuttle
-- relief valve (5)
valve
-- brake cooling diverter valve (6)
5. Relief valve
-- accumulator purge solenoid (7)
6. Brake cooling diverter valve
-- parking brake solenoid (8)
7. Accumulator purge solenoid
8. Parking brake solenoid

11_1
L
eft side and rear of brake/chassis The components visible on the left side, top, and rear of the brake/chassis valve
valve: are:
1. Front brake ARC solenoid -- front brake ARC solenoid (1)

2. Rear brake ARC solenoid -- rear brake ARC solenoid (2)
3. Service brake check valve -- service brake check valve (3)
4. Pressure reducing valve -- pressure reducing valve (4)
5. Parking brake check valve -- parking brake check valve (5)
6. Screen -- screen (6)
7. Parking brake diverter valve -- parking brake diverter valve (7)
8. Unloader solenoid -- unloader solenoid (8)
9. Unloader diverter valve -- unloader diverter valve (9)
10. Rear brake diverter valve -- rear brake diverter valve (10)
11. Front brake diverter valve -- front brake diverter valve (11)

(1) Brake Actuation Pump

(24) Hoist
Solenoid Valves (14) Service Brake
(8) Parking Brake Accumulator
(11) Parking Brake (27) Brake Pump Accumulator
Pressure Sensor
Accumulator Pressure Sensor
(9) Serv Brake
(2) Relief (7) TCS Accum
Valve RelayValve Pressure
(25)
(not used) Sensor
Brake
Diverter
(4) (3) Solenoid
Unloader Unload
Solenoid Valve Diverter (6)
Valve Service
(5) Parking Brake Brake (20) Pressure
Check Valve Check Reducing Valve
Valve
(21)
Service
Brake
Valve
(16) Front
ARC
Solenoid
(26)
(13) (19) (17) Frt Resolver
Park Rear Brake Valve
Brake Brake Diverter
Diverter (21)
Diverter Valve
Valve Service
Valve
Brake
Valve
(12) Park (10) Accumulator (26) (18) Rear (28) Service Brake
Brake Purge Solenoid Resolver ARC Pressure Switch
(15) Solenoid Valve Solenoid
Parking (23) (22) Front Service
Brakes Rear Service Brakes
Brakes
12_1
Brake/chassis valve This illustration shows a schematic of the brake/chassis valve with the accumulators
charging, the parking brakes released, and the service brakes engaged.
Oil from the brake actuation pump (1) flows into the brake/chassis valve and to the
following locations:
-- relief valve (2)

-- unload diverter valve (3)
-- unloader solenoid valve (4)
-- parking brake check valve (5)
-- service brake check valve (6)
-- TCS relay valve (7) (not used on 795F AC)
Accumulators charging The relief valve limits the brake system pressure. Brake system oil pressure
increases until the accumulators are charged to approximately 20,685 345 kPa
(3000 50 psi) based on a signal from the parking brake accumulator pressure
sensor (8) or the service brake accumulator pressure sensor (9).

15_1
Cab floor: The service brake valve (1) is located below the service brake pedal (2) in the cab.
The service brake valve directs supply oil from the brake/chassis valve to the shuttle
1. Service brake valve valves in the brake chassis valve.
2. Service brake pedal
3. Service brake pedal position The service brake pedal position sensor (3) sends a signal to the Brake ECM
sensor indicating service brake pedal position. The brake ECM uses the pedal position
signal to disengage the Anti-Rollback feature.
Anti-Rollback is a feature of the electric drive trucks that engages the service brakes
when the truck is moving in the opposite direction from the requested gear command
and the ground speed/direction signals.
When a wrong direction is sensed and machine is moving 2 km/h (1.2 mph) in the
wrong direction, the Drive Train and Chassis ECMs send information to the Brake
ECM over the Cat Data Link and the Brake ECM sends current to the front and rear
ARC solenoids. The service brakes engage and the truck comes to a stop. The
alarm sounds and an Anti-Rollback message will be displayed through the Advisor
panel. When the truck has the Anti-Rollback feature initiated, there will be no logged
event.
To disengage the Anti-Rollback feature, the operator must take operational control of
the truck. The service brake pedal position sensor must be fully depressed to send
a PWM signal of at least 90% threshold value to the Brake ECM.

16_1
Left side of truck: The service brake accumulator (1) and parking brake accumulator (2) are located on
the left side of the truck in front of the fuel tank.
1. Service brake accumulator
2. Parking brake accumulator Accumulator pressure can be checked at the service brake accumulator pressure
3. Service brake accumulator tap (3) and at the parking brake accumulator pressure tap (4).
pressure tap
4. Parking brake accumulator
pressure tap

17_1
Slack adjusters: The 795F AC truck has two slack adjusters. The front slack adjuster (1) is located
below the truck body above the center tube. The rear slack adjuster (2) is located
1. Front slack adjuster above the rear axle housing.
2. Rear slack adjuster
The slack adjusters compensate for brake disc wear by allowing a small volume of
oil to flow through the slack adjuster and remain between the slack adjuster and the
brake piston under low pressure. The slack adjusters maintain a slight pressure on
the brake piston at all times.
Brake cooling oil pressure maintains a small clearance between the brake discs.
The service brake oil pressure can be tested at the pressure taps (not visible) on the
slack adjusters.

BRAKE SLACK ADJUSTER
(2) Brake (2) Brake

Chassis/Valve Chassis/Valve
(5) Small (3) Large
Piston Piston
(4) (4) (4)

Wheel Wheel Wheel
Brakes Brakes Brakes
(4)
Wheel
Brakes
(6) BRAKES RELEASED (1) BRAKES ENGAGED
18_1
Brake slack adjuster This illustration shows sectional views of the slack adjuster when the brakes are
RELEASED and ENGAGED.
Brakes ENGAGED When the brakes are ENGAGED (1), oil from the brake/chassis valve (2) enters the
slack adjuster and the two large pistons move outward. Each large piston (3) supplies
oil to one wheel brake (4). The large pistons pressurize the oil to the service brake
pistons and ENGAGE the brakes.
Brakes FULLY ENGAGED Normally, the service brakes are FULLY ENGAGED before the large pistons in the
slack adjuster reach the end of their stroke. As the brake discs wear, the service
brake piston will travel farther to FULLY ENGAGE the brakes. When the service
brake piston travels farther, the large piston in the slack adjuster moves farther out
and contacts the end cover. The pressure in the slack adjuster increases until the
small piston (5) moves and allows makeup oil from the brake/chassis valve to flow to
the service brake piston.
Brakes RELEASED When the brakes are RELEASED (6), the springs in the service brakes push the
service brake pistons away from the brake discs. The oil from the service brake
pistons pushes the large pistons in the slack adjuster to the center of the slack
adjuster. Makeup oil that was used to ENGAGE the brakes is replenished at the
brake/chassis valve.

19_1
Inside left frame rail: The towing pump (1) is located inside the left frame rail above the brake actuation oil
filter (2). The towing pump can be used to release the parking brakes for servicing
1. Towing pump or towing. The pump is driven by an electric motor (3) that is energized by the brake
2. Brake actuation oil filter release switch in the cab.
3. Electric motor
The tow pump sends oil to the parking brake accumulators to release the parking
brakes and to the hoist valve solenoids to allow the body to be lowered.
Towing pump pressure is controlled by a relief valve in the towing pump. The relief
valve opens at 4345 485 kPa (630 70 psi).


PARKING BRAKE ENGAGED/SERVICE BRAKES RELEASED
(19)
Tow Motor
(20) Brake and Pump
M
(18) Parking Brake (4) Pump Press (7)
(22) Brake
Accumulator Parking Brake Sensor Service Brake
Diverter
Pressure Sensor Accumulator Valve Accumulator
(21) Hoist
Solenoid Valves (23)
Serv Brake
(17) Relief
(33) TCS Accum (24)
Valve
(24) Slack Relay Valve Pressure Slack
Adjuster (not used) (32) Brake Sensor Adjuster
(2)
Brake Diverter
Filter (16) Unload Solenoid
(8) Service
Diverter Brake Valve
Valve (34)
(15) Pressure
Unloader Reducing
Valve Valve
(14) Park (13) Service

Brake Brake
Check Check
(1) Valve Valve
Brake
Pump
(9)
(25) Front
(28) (6) (12) Front
(10) Frt Park
Rear Park Park Rear ARC
(11) Rear Brake Brake
Brake Brake Brake Solenoid
ARC Diverter
Diverter (5) Park Diverter Valve
(29) Park Solenoid
Valve Brake Valve
Brake Solenoid
Pressure
Sensor (30) Accumulator (31) Service Brake
(27) Purge Solenoid (26)
Rear (3) Brake/Chassis Pressure Switch Front
Service Valve Service
Brake Brake
20_1
Braking Actuation System Operation
B
rake actuation system - This illustration shows the brake actuation system with the parking brake ENGAGED,
PARKING BRAKE ENGAGED/ the service brakes RELEASED, the accumulators charged, and the pump is
SERVICE BRAKES RELEASED unloaded.
O
il flow into the parking brake Oil from the brake actuation pump (1) flows through the brake oil filter (2) to the
circuit brake/chassis valve (3). In the brake/chassis valve, the brake pump oil flows to the
parking brake accumulator (4), to the parking brake solenoid (5), and to the parking
brake diverter valve (6).
Shift lever in PARK position When the shift lever in the cab is in the PARK position, a signal is sent to the Brake
ECM. The Brake ECM sends current to de-energize the parking brake solenoid.
With the parking brake solenoid de-energized, spring force moves the parking brake
diverter valve to the right. The parking brake diverter valve directs oil from the
parking brake piston to the tank and the parking brakes are engaged by spring
force.
Secondary brake pedal The secondary brake pedal is used to modulate the release of the parking brake.
When the secondary brake pedal is depressed, a position sensor located at the base
of the pedal sends a PWM signal to the Brake ECM. The Brake ECM sends a
current to the proportional parking brake solenoid which drains oil from the parking
brake diverter valve. Spring force moves the parking brake diverter valve to the right.
The parking brake diverter valve directs oil from the parking brake piston to the tank
and the parking brakes begin to engage to slow truck movement.


PARKING BRAKE RELEASED/SERVICE BRAKES ENGAGED
(19)
Tow Motor
(20) Brake and Pump
M
(22) Brake
Diverter
(21) Hoist
Serv Brake
(17) Relief
(33) TCS Accum (24)
Valve
(2)
Brake Diverter
(8) Service
Valve (34)
(15) Pressure
Unloader Reducing
Valve Valve

Brake Brake
Check Check
(1) Valve Valve
Brake
Pump
(9)
(25) Front
(28) (6) (12) Front
(10) Frt Park
Brake Brake Brake (35) Solenoid
ARC Diverter
Diverter (5) Park Diverter Resolver
Valve
(29) Park Valve Brake Valve (35) Solenoid
Brake Solenoid Resolver
Pressure
Brake Brake
22_1
B
rake actuation system - This illustration shows the brake actuation system with the parking brake RELEASED,
PARKING BRAKE RELEASED/ the service brakes ENGAGED by depressing the brake pedal, the accumulators
SERVICE BRAKES ENGAGED charged, and the pump unloaded.
O
il flow into the parking brake Oil from the brake actuation pump (1) flows through the brake oil filter (2) to the
circuit brake/chassis valve (3). In the brake/chassis valve, the brake pump oil flows to the
parking brake accumulator (4), to the parking brake solenoid (5), and to the parking
brake diverter valve (6).
S
hift lever moved out of PARK When the shift lever in the cab is moved from the PARK position, a signal is sent to
position the Brake ECM. The Brake ECM sends current to energize the parking brake
solenoid. With the parking brake solenoid energized, oil is directed to the right end
of the parking brake diverter valve which moves to the left. The parking brake diverter
valve directs oil from the parking brake accumulators to the parking brake piston and
the parking brakes are released.
O
il flow into the service brake Oil from the brake actuation pump also flows to the following locations:
circuit
-- service brake accumulator (7)
-- front brake ARC solenoid (9)
-- front brake diverter valve (10)
-- rear brake ARC solenoid (11)
-- rear brake diverter valve (12)


PARKING BRAKE RELEASED WITH TOW PUMP
(19)
Tow Motor
(20) Brake and Pump
M
(22) Brake
Diverter
(21) Hoist
Serv Brake
(17) Relief
(33) TCS Accum (24)
Valve
(2)
Brake Diverter
(8) Service
Valve (34)
(15) Pressure
Unloader Reducing
Valve Valve

Brake Brake
Check Check
(1) Valve Valve
Brake
Pump
(9)
(25) Front
(28) (6) (12) Front
(10) Frt Park
Brake Brake Brake Solenoid
ARC Diverter
Diverter (5) Park Diverter Valve
(29) Park Solenoid
Valve Brake Valve
Brake Solenoid
Pressure
Brake Brake
24_1
B
rake actuation system - The brake actuation system is also equipped with a towing motor and pump (19). In
PARKING BRAKE RELEASED the case of a loss of flow from the brake actuation pump (1), the towing motor can be
WITH TOW PUMP enabled through the park brake release switch in the cab.
Oil supply to parking brakes When the park brake release switch is activated, the towing motor is energized,
which drives the towing pump. The towing pump provides oil flow to the parking
brake accumulator (4), the parking brake solenoid (5), and the parking brake diverter
valve (6). The parking brake diverter valve directs oil to release the parking brakes
as previously described.
O
il supply to hoist solenoid The towing pump also provides oil to the hoist solenoid valves (21) so that the body
valves can be lowered if the engine wont run or the brake actuation pump wont operate.

25_1
Manual and Automatic Retarding
Retarding system components: Electric retarding is the primary form of retarding used on the 795F AC truck.
1. Traction motors During the Retarding Mode, the traction motors (1) are used to generate power.
2. Inverter cabinet The power generated is the result of the energy required to maintain or reduce the
3. Retarding grid machine speed while traveling downhill or stopping the machine on a grade.
4. Service brakes
Mechanical power from the ground is delivered via the final drives to the traction
motors. In the retarding mode, the traction motors act as generators and deliver
power to the inverter cabinet (2). The inverter cabinet converts the AC electrical
power from the traction motors to DC power. This DC power is delivered to the
retarding grid (3). The retarding grid dissipates the electrical power in the form of
heat.
Blended Retarding supplements the electric retarding system with front and rear
service brakes when the truck retarding capacity is exceeded. Blended Retarding
supplements only the front service brakes when the front brake retarding switch is
enabled.
During normal operation the traction motors slow the truck.

MANUAL RETARDER LEVER OPERATION
4.8 km/h
(3 mph)
Retarding Torque
S
e
r
v
B
r Electric Retarding
k
Ground Speed 27_1
Retarding Guidelines
% Grade km/h (mph)
12 - 14.5 22.0 (13.7)
10 - 12 26.6 (16.5)
8 - 10 31.8 (19.8)
6 - 8 39.7 (24.7)
4 - 6 49.5 (30.8)
0 - 4 64.2 (39.0)
27_2
Manual retarder lever operation The manual retarder lever should be used to regulate machine speeds above 9.7
km/h (6 mph) and the service brake pedal should be used to slow the machine if
ground speed is less than 9.7 km/h (6 mph).
When the manual retarder lever is activated, a signal is sent to the Brake ECM.
The Brake ECM sends a signal to the Drive Train ECM which activates the electric
retarding function. The amount of electric retarding torque is controlled by the
manual retarding lever.
The electric retarding torque decreases when ground speed increases. If the truck is
operated beyond the retarding guidelines, electric retarding will not further decrease
machine speed.
NOTE: The retarding guidelines are located on a film inside the cab and in the
Operation and Maintenance Manual.
If the manual retarder lever is used when the machine is traveling less than
approximately 4.8 km/h (3 mph), electric retarding will not slow the machine.
However, the Brake ECM will engage the front and rear service brakes.
NOTE: If an electric retarding critical fault occurs or the engine begins to

overspeed, the Drive Train ECM will signal the Brake ECM to engage the front
and rear service brakes.

ARC OPERATION
9.7 km/h Electric Retarding

(6 mph) Capacity Exceeded
N (Service Brakes Engaged)
O
Retarding Torque
A
ON
R AUTO
C
OFF
Electric Retarding
Ground Speed 28_1
Retarding Guidelines
% Grade km/h (mph)
12 - 14.5 22.0 (13.7)
10 - 12 26.6 (16.5)
8 - 10 31.8 (19.8)
6 - 8 39.7 (24.7)
4 - 6 49.5 (30.8)
0 - 4 64.2 (39.0)
28_2
ARC operation The ARC system is used to automatically control machine speed and maximize the
electric retarding function. ARC controls the retarding speed at the speed set by the
operator using the ARC adjustment switch. The lowest ARC set speed is 9.7 km/h
(6 mph).
When the ARC control switch is activated (AUTO position), a signal is sent to the
Brake ECM. The Brake ECM sends a signal to the Drive Train ECM which activates
the electric retarding function. The amount of electric retarding torque is controlled
by the Drive Train ECM.
If the truck is operated beyond the retarding guidelines (shown in red in the graph) an
Electric Retarding Capacity Exceeded Event will be displayed on Advisor. Also, if
the electric retarding capacity is exceeded, the Drive Train ECM will signal the Brake
ECM to engage the front and rear service brakes.

ARC ADUSTMENT SWITCH
29_1
29_2
ARC adjustment switch ARC speed is set with the ARC adjustment switch (top illustration) whenever the key
start switch is ON. Momentarily press the top of the switch to increase the ARC
speed or press the bottom of the switch to decrease the ARC speed. The speed is
set in small increments. The ARC speed will be set to the current speed if either side
of the switch is held in and released for 3 seconds.
If the accelerator pedal is pressed, the ARC will be deactivated.
The ARC set speed (bottom illustration) is displayed in Advisor.
NOTE: Any time a set speed limit is reached, Blended Retarding will function
similar to the ARC system.

FRONT RETARDING
BRAKE SWITCH
ON
OFF
30_1
RETARDING SPLIT
FRONT RETARDING BRAKE SWITCH ON
Front
Service
Brakes
Electric Retarding
30_2
Front retarding brake switch During slippery conditions, the front brake retarding switch (top illustration) should be
ON which enables front brake retarding.
R
etarding split - Front retarding When the retarder lever or ARC is activated with the retarding switch in the ON
brake switch ON position, electric retarding and the front service brakes will provide the truck retarding
function (bottom illustration). When the front brake retarding function is active, the
front brake retarding indicator will be displayed on Advisor.
When the front brake retarding switch is OFF, front brake retarding is disabled. If
traction is lost, front brake retarding is automatically enabled until the machine comes
to a complete stop or the switch is cycled ON and OFF.
NOTE: The front brake switch does not affect the operation of the service
brakes when the brake pedal is depressed.


RETARDER ENABLED/SERVICE BRAKES ENGAGED
(19)
Tow Motor
(20) Brake and Pump
M
(22) Brake
Diverter
(21) Hoist
Serv Brake
(17) Relief
(33) TCS Accum (24)
Valve
(2)
Brake Diverter
(8) Service
Valve (34)
(15) Pressure
Unloader Reducing
Valve Valve

Brake Brake
Check Check
(1) Valve Valve
Brake
Pump
(9)
(25) Front
(28) (6) (12) Front
(10) Frt Park
Brake Brake Brake (35) Solenoid
ARC Diverter
Diverter (5) Park Diverter Resolver
Valve
(29) Park Valve Brake Valve (35) Solenoid
Brake Solenoid Resolver
Pressure
Brake Brake
31_1
B
rake actuation system If the desired retarding torque is greater than the traction motors can provide as
schematic - Retarder ENABLED previously described, the Drive Train ECM will signal the Brake ECM to send current
to the front brake and rear brake ARC solenoids to engage the service brakes. This
illustration shows the brake actuation system with the parking brake RELEASED and
the service brakes ENGAGED during the blended service brake retarding function.
O
il flow into the service brake Oil from the brake actuation pump (1) flows to the following locations:
circuit
-- service brake accumulator (7)
-- front brake ARC solenoid (9)
-- front brake diverter valve (10)
-- rear brake ARC solenoid (11)
-- rear brake diverter valve (12)
F
ront and rear brake ARC Upon command of the Brake ECM, via the Drive Train ECM, the front brake ARC
solenoids control brake solenoid and rear brake ARC solenoid direct brake oil to the top of the resolver
engagement valves (35). The higher pressure from the solenoid valves override the oil pressure
from the service brake valve and brake oil flows to the right end of the service brake
diverter valves. The oil pressure on the diverter valves overrides the spring force
and the diverter valves shift to the left. Supply oil is directed to the front and rear
slack adjuster pistons and the service brakes. The slack adjuster pistons control the
equalization of the brake pressure to the service brakes.

(1) Drive Train ECM
(3) Rear Wheel

Speed Sensors
(2)
Wheel Traction
(4) Front Wheel
Motors
Speed Sensors
(5) (6) CAN

Service Brake Data Link
Pressure Switch
33_1
Traction Control System (TCS)
TCS components This illustration shows the input components (7) and output components (8) of the
Traction Control System (TCS).
The Traction Control System (TCS) is controlled by the Drive Train ECM (1). The
TCS uses the wheel traction motors (2) to decrease the revolutions of a spinning
wheel (Slip Control). Slip Control allows the tire with better underfoot conditions to
receive an increased amount of torque from the traction motors.
The Drive Train ECM monitors wheel slip using input from the rear wheel speed
sensors (3) and the front wheel speed sensors (4). The front wheel speed sensors
are used to determine actual ground speed.
The Drive Train ECM also monitors the signal from the service brake pressure switch
(5) via the Brake ECM over the CAN Data Link (6). When the service brakes are
ENGAGED, the TCS function is disabled.

34_1
BRAKE COOLING SYSTEM
B
rake cooling system This illustration shows the brake cooling system components.
components:
The brake cooling oil shares the same tank section as the hoist oil.
1. Brake cooling pumps
2. Brake cooling screen The brake cooling system components are:
3. Brake coolers
4. Brake cooling diverter valve -- brake cooling pumps (1)
5. Hoist/brake cooling oil filter -- brake cooling screen (2)
-- brake coolers (3)
-- brake cooling diverter valve (4)
-- hoist/brake cooling oil filter (5)

35_1
Inside right frame rail The three-section brake cooling pump (1) is mounted to the engine fan pump (2) on
the inside of the right frame rail.
1. Brake cooling pump
2. Engine fan pump

36_1
Below dump body: The brake cooling screen (1) is located above the center tube and below the dump
body. The screen includes a pressure tap (2) to check the brake cooling system oil
1. Brake cooling screen pressure.
2. Pressure tap

37_1
Check valves (arrows) This illustration shows the inside of the hydraulic tank. The hoist and brake cooling
section of the tank includes two check valves (arrows) that maintain a minimum
pressure in the brake cooling hydraulic system.

38_1
Below top frame rail: The rear brake oil cooler (1) and front brake oil cooler (2) are located at the rear of
the engine compartment below the top frame rail. Oil from the brake cooling pump
1. Rear brake oil cooler flows through the rear oil cooler to the rear brakes and the front brakes. Oil from the
2. Front brake oil cooler hoist valve flows through the hoist/brake cooling filter, through the front brake oil
cooler, and to the front brakes.

39_1
Inside left frame rail: The brake diverter valve (1) is located inside the left frame rail attached to the center
tube by a bracket. The hoist and brake cooling oil filter (2) is located below the
1. Brake diverter valve diverter valve. The brake diverter valve directs brake cooling pump oil to only the
2. Hoist/brake cooling oil filter rear brakes or to the front and rear brakes.
When the brake diverter solenoid in the brake/chassis valve is de-energized, the
brake diverter valve will direct brake cooling pump oil to only the rear brakes.
When the brake diverter solenoid is energized, a pilot signal is sent to the brake
diverter valve. The brake diverter valve will then direct brake cooling pump oil to both
the front and rear brakes.

40_1
Inside left frame rail: The hoist and brake cooling oil filter (1) is located inside the left frame rail. An oil filter
bypass switch (2) is located on the filter housing. The oil filter bypass switch provides
1. Hoist/brake cooling oil filter an input signal to the Brake ECM. The Brake ECM sends the signal to the VIMS,
2. Bypass switch which informs the operator if the filters are restricted.
3. Brake actuation oil filter
Also visible in this illustration is the brake actuation oil filter (3).

41_1
F
ront brake temperature sensors There are four brake oil temperature sensors that send brake temperature signals to
(arrows) the Brake ECM indicating brake temperature.
The front brake temperature sensors (arrows) are shown in this illustration.

(2) Rear BRAKE COOLING HYDRAULIC SYSTEM (1) Front

Brakes
(15) Brake Brakes 40% FRONT BRAKE AND 60% REAR BRAKE (15) Brake
Temp Sensor
Temp Sensor
(8) Hoist Valve
(9) Hoist/Brake (6) (7) Brake

Cooling Oil Brake Diverter Solenoid
(10) Filter Diverter
Front Brake Valve (5)
Oil Cooler Rear Brake
Oil Cooler
(4)
Screen
(11) (13)
Brake (12) (14)
Pump
Actuation Steering Fan
Drive
Pump Pump Pump
Box
(3) Brake
Cooling Pump
(15) Brake
Temp Sensor (2) Rear (1) Front
Brakes Brakes
(15) Brake
Temp Sensor
42_1
B
rake cooling hydraulic system This illustration shows a schematic of the brake cooling system during normal
- 60% FRONT BRAKE AND 40% operation when the front brakes (1) receive approximately 40 percent of the brake
REAR BRAKE cooling oil and the rear brakes (2) receive approximately 60 percent of the brake
cooling oil.
Brake cooling pump oil flow Oil from the brake cooling pump (3) flows through the screen (4) and rear brake oil
cooler (5) to the brake diverter valve (6) and through a small hose (shown by an
orifice) to the tank. During normal operation, when additional cooling oil to the front
brakes is not required, the brake diverter solenoid (7) is de-energized by the Brake
ECM. Oil on the right end of the brake diverter valve is sent to the tank through the
brake diverter solenoid. Spring force moves the brake diverter valve to the right and
oil from the brake cooling pump flows to the rear brakes, but is blocked from flowing
to the front brakes.
Hoist valve oil flow Oil from the hoist valve (8) flows through the hoist/brake cooling oil filter (9) and the
front brake oil cooler (10) to the front brakes.
Since the brake diverter valve directs all the cooling pump oil to the rear brake cooler,
the front brakes receive approximately 40 percent of the brake cooling oil and the
rear brakes receive approximately 60 percent of the brake cooling oil.

(2) Rear BRAKE COOLING HYDRAULIC SYSTEM (1) Front

Brakes
(15) Brake Brakes 90% FRONT BRAKE AND 10% REAR BRAKE (15) Brake
Temp Sensor
Temp Sensor
(8) Hoist Valve
(9) Hoist/Brake (6) (7) Brake

Cooling Oil Brake Diverter Solenoid
(10) Filter Diverter
Front Brake Valve (5)
Oil Cooler Rear Brake
Oil Cooler
(4)
Screen
(11) (13)
Brake (12) (14)
Pump
Actuation Steering Fan
Drive
Pump Pump Pump
Box
(3) Brake
Cooling Pump
(15) Brake
Temp Sensor (2) Rear (1) Front
Brakes Brakes
(15) Brake
Temp Sensor
43_1
B rake cooling hydraulic system This illustration shows a schematic of the brake cooling system when the front
- 90% FRONT BRAKE AND 10% brakes (1) require additional cooling.
REAR BRAKE
Brake cooling pump oil flow Oil from the brake cooling pump (3) flows through the screen (4) and rear brake oil
cooler (5) to the brake diverter valve (6). The brake diverter solenoid (7) is energized
by the Brake ECM based on the signals from the brake oil temperature sensors (15).
Pilot oil from the brake diverter solenoid moves the brake diverter valve to the left
against spring force, and oil from the brake cooling pump flows to the front brakes
and through an orifice to the rear brakes (2).
Hoist valve oil flow Oil from the hoist valve (8) flows through the hoist/brake cooling oil filter (9) and the
front brake oil cooler (10) to the front brakes.
Since the front brake oil cooler is larger than the rear brake oil cooler, and the oil
from the brake cooling pumps is now flowing to the front brakes, the front brakes
receive approximately 90 percent of the brake cooling oil and the rear brakes receive
approximately 10 percent of the brake cooling oil.

795F AC Off-highway truck

Electric drive train
Module 10 - TEXT REFERENCE
SERV1882
795F AC - Off-Highway Truck

Module 10 - Drive Train
Text Reference

SERV1882 - 07/2010 -2- Module 10 - Electric Drive Train
2_1
INTRODUCTION
Electric drive train system instead The 795F AC features an electrical drive train system in place of a conventional
of a mechanical drive train system mechanical drive train. This new drive train arrangement uses mechanical energy
from the engine to rotate a generator. This power is then transmitted to an Inverter
Cabinet. Components within the Inverter Cabinet change and control the incoming
power, then drive an electric traction motor coupled to a final drive at each rear wheel
station. The rear traction motors convert this electrical energy to mechanical energy
in order to propel the truck.
Note: In order to prevent injury or equipment damage, everyone involved in

installation, operating and maintenance of the drive train system described in
this document must be qualified and trained in the current safety standards that
govern his or her work.

3_1
3_2
Electric drive train major The illustrations above show the location of the major components in the electrical
components drive train system.
-- Generator (1)
-- Inverter Cabinet (2)
-- Traction Motors (3)
-- Retarding Grid (4)
-- High Voltage Cables (5)
-- Electric Drive Cooling Fan (6)
-- Adapter GroupCoupler (7)
-- Electric Drive Cooling Fan Duct work (8)

4_1
PRINCIPLE OF OPERATION
Generator
Power source comparison The power source for a mechanical drive (MD) system is an engine and torque
MD System: converter arrangement. The torque converter transmits power from the engine to a
Engine drive shaft. The electric drive (ED) system uses a driveshaft (1) mechanically coupled
Torque Converter through an adapter to the engine (2) to rotate a generator (3). The generator uses
ED System: mechanical energy from the engine to produce electrical energy.
Engine
Generator The electrical energy produced by the generator is alternating current (AC), similar to
electrical power generation units. The system will maintain the optimum engine and
generator speed as power requirements for the system change.

5_1
Inverter Cabinet
MD Truck: Rimpull and speed Rimpull and speed on an MD truck is controlled by the transmission. On an ED truck,
controlled by transmission power from the generator is transmitted through high voltage cables (1) to the Inverter
Cabinet (2). The Inverter Cabinet controls the rimpull, direction, and speed of the
ED Truck: Rimpull and speed truck.
controlled by Inverter Cabinet
AC power from the generator is rectified to DC power inside the Inverter Cabinet.
Inverter Cabinet rectifies AC power This DC power is then inverted back to AC. This AC power is then transmitted to the
to DC power. DC power is then traction motors in order to propel the truck. This process will be explained in greater
inverted back to AC for propulsion detail in the Inverter Cabinet section of this document.

6_1
Traction Motors
Power to rear wheelsMD vs. ED MD trucks transfer power to the rear wheels by using a differential. This differential is
connected to the final drives that propel the truck. ED trucks have no differential to
propel the truck; AC power is transmitted through the traction motor cables (1) to
traction motors (2) located inside the rear axle housing.
Traction Motors Each traction motor is a three-phase AC induction type. The traction motors convert
the electrical energy from the Inverter Cabinet to rotating mechanical energy. The
traction motors are connected to the final drives, which propel the rear wheels.

8_1
Generator
Brushless excitation system The 795F AC traction generator is a three-phase, two bearing, eight pole, synchronous
generator. This generator is cooled by an external blower (not shown). The generator
uses a brushless excitation system. This provides lower maintenance costs and
longer maintenance intervals since there are no brushes to maintain and replace.
Amps: 790 continuous Specifications:
Frequency 120 Hz -- Caterpillar Part Number: 283-6752

-- kW: 2510
-- Total Weight: 4445 kg (9800 lbs)
-- Maximum Voltage: 1930 volts (line-line)
-- Nominal rpm: 1800

9_1
Connection Boxes
High voltage connection box (1) The high-voltage connection box (1) encloses the Generator output terminals. The
auxiliary connection box (2) encloses the terminal boards for the connection of the
Auxiliary connection box (2) Bearing Resistance Temperature Detectors, the Stator Resistance Temperature
Detectors, and the exciter field connections.

10_1
OPERATING COMPONENTS
Frame and Stator
The generator stator assembly (arrow) is impregnated under vacuum with an epoxy
resin. The phase leads (not shown) are brought out of the frame assembly to the
terminal box located on top of the generator. The phase leads are connected to the
terminal bus bars with standard connection lugs.

11_1
Rotor
Generator Rotor: The above illustration shows the rotor of the Generator. Three of the eight poles and
Shaft (1) field windings have been removed for clarity. The generator rotor is comprised of the
Spider (2) shaft (1), spider (2), field poles (3), and windings (4). The field windings use insulated
Field poles (3) copper wire that is layer wound on the poles. The wound poles are then connected
Windings (4) to the spider, and V-blocks (5) are placed between adjacent field windings. The
V-blocks (5) spider and pole winding assembly is then impregnated under vacuum with an epoxy
Balance ring (6) resin.
The finished rotor assembly is shrink-fit and keyed to the shaft. A balance ring (6) is
bolted to each end of the rotor.
The rotor field windings receive direct current from the Generators excitation system,
which is discussed in the following pages. This current creates a magnetic field,
which is cut by the stator as the Generator turns. The relative motion of the magnetic
field to the stator windings induce a voltage on the stator. This induced voltages is
the Generators output voltage.

12_1
Bearings and Lubrication
Ball Bearing Assembly: The generator shaft is supported with a ball bearing assembly at each end. These
- Bearings greased for life bearings are greased for life (20,000-30,000 hours). A non-contacting seal (not
- Non-contacting seal prevents shown) is used on each side of the ball bearing assemblies to prevent
contamination contamination.

13_1
13_2
Excitation System
Definitions: The excitation system consists of the exciter stator assembly (top) and the exciter
Exciter Stator - DC = Field rotor assembly (bottom). The exciter stator (field) assembly in the top photo surrounds
Exciter Rotor - AC = Armature the exciter rotor (armature). The function of the excitation system is to supply DC
Generator Rotor - DC = Field current to the Generator field windings (rotor), enabling them to produce a magnetic
Generator Stator - AC = Armature field. In turn, this magnetic field enables the stator windings (armature) to produce
output voltage.
The metal ring to the left of the
exciter rotor is called the ring The exciter stator assembly consists of windings in a core. The main exciter stator
resistor. This is connected in coils are placed in slots in the core and form alternate north and south poles. The
parallel to the main rotor in order to entire assembly is mounted in a frame and mounted to the end bracket. The stator
protect the rotating rectifier. for the excitation system is a stationary field.

14_1
Exciter Rotating Assembly: The exciter rotating assembly consists of a rotor (1) and a rotating rectifier (2). The
Rotor (1) rotor (armature) contains three-phase windings that are inserted into slots in the rotor
Rotating rectifier (2) laminations. Output leads from the windings are connected to the rotating rectifier
assembly.
Rotating Rectifier: The rotating rectifier is a three-phase full wave bridge rectifier, converting the AC
- Three positive diodes power from the exciter armature to DC power, which is transferred to the Generators
- Three negative diodes main rotor (field windings). There are six diodes in the rotating rectifierthree positive
and three negative.

15_1
Generator Principles
795F AC Generator: To better understand the principles of the Generator, it is helpful to know how the
Excitation assembly (1) Generator produces electricity. The Generator on the 795F AC is essentially two
Main generator (2) generators built end-to-end on one shaftthe excitation assembly (1) and the main
generator (2).
The stationary exciter field receives a DC current from the Excitation Field Regulator
(EFR). The EFR will be discussed in greater detail at the end of this section. This DC
current creates a magnetic field in the stationary exciter, with higher current creating
a greater magnetic field.

16_1
AC voltage generated rectified to As the rotating exciter armature cuts through the EFR created magnetic field of the
DC voltage stationary exciter, an AC voltage is generated in the exciter armature. The three-
phase AC voltage in the armature is transmitted to the rotating rectifier assembly,
which rectifies the three-phase AC voltage to a DC voltage.

17_1
Illustration: Rectified DC As previously discussed, the rectified DC (illustration) creates a magnetic field in the
Generators main rotor (field).
As rotating field of the Generator cuts through the main stator assembly (armature),
an AC voltage is induced. This voltage is the Generators primary output to the
Inverter Cabinet.

18_1 18_2
Diode (Rotating Rectifier) Continuity Test
Hand out Rotating Diode Replacement of all diodes is required if the failure of any one diode is suspected. The
Procedure in KENR8588 to diodes can be accessed through the exciter access cover on the bottom of the right-
students. hand side of the generator (left illustration). The engine/rotor will have to be rotated
to access all of the diodes.
Take students out to truck and
show diode access cover. Discuss Remove the nut and washer (arrow, right illustration) securing one pair of diode
the overview of the procedure. lead wires. With the diode removed from the rotating rectifier assembly, verify the
Perform a diode check on a failed diodes operation by performing a diode test using a digital multimeter (DMM). Refer
or functioning diode. to "Rotating Rectifier - Test" in KENR8588 for more information.
An optional continuity test may also be performed. Connect the test leads across the
diode in one direction., then reverse the test leads. There should be continuity in one
direction but not the other. Replace all diodes if there is continuity in both directions
(shorted diode) or no continuity in either direction (open diode). Follow proper torque
requirements when replacing diodes.
NOTE: It is important to replace ALL diodes if any one diode tests faulty. Do not
remove diodes from their bases to test, as the soft copper threads on the diode
will be damaged and the diodes will have to be replaced regardless of condition.
See "Rotating Diode Procedure" for more information.

19_1
Temperature Detection
Resistance Temperature Detector ) Temperature monitoring of the Generator bearings and main stator windings is
RTD) performed by using a Resistance Temperature Detector (RTD). RTDs are sensing
elements consisting of a deposited film element of platinum. The elements resistance
increases with temperature in a known and repeatable manner, providing linear
outputs with respect to temperature.
Finding approximate desired The base rating for the RTDs is 100 ohms at 0C with a coefficient of .392 per C.
resistance of RTD Since the RTDs have a very linear output, one can find the expected resistance of
the RTD at any temperature by multiplying the temperature of the RTD by 0.392. Add
this number to the base rating of 100 ohms to find the approximate desired resistance
of the RTD.

21_1
Bearing RTD
Bearing RTD: An RTD is located on both the Drive End (DE) bearing and the Non-Drive End (NDE)
- Location bearing of the Generator. The DE Bearing RTD is shown above. These sensors are
- Temperature range replaceable. They are probe-type (bayonet) sensors with a temperature range of
- Monitored by Drivetrain ECM -50 to 250C (-58 to 482F), though the temperature range of interest is 60 to
100C (140 to 212F). The Bearing RTDs are monitored by the Drivetrain ECM
(A4:M1).
Diagnostic Codes The following diagnostic codes are available for these sensors:
Generator Bearing #1 Temperature Sensor Voltage Above Normal:

0813015-03
Generator Bearing #1 Temperature Sensor Voltage Below Normal:
0813015-04
Generator Bearing #2 Temperature Sensor Voltage Above Normal:
0813016-03
Generator Bearing #2 Temperature Sensor Voltage Below Normal:
0813016-04

23_1
Stator Winding RTD
Stator Winding RTD: There are six flat, laminated RTDs located in slots of the stator windingstwo per
- Location phase. The RTDs monitor temperature rise in order to prevent generator overheating.
- Temperature range These RTDs are not serviceable and can only be replaced when the Generator is
- Monitored by the Drivetrain ECM refurbished. They have a temperature range of -60 to 180C (-76 to 356F), though
the range of interest is 100 to 170C (212 to 338F). The Stator Winding RTDs are
monitored by the Drivetrain ECM (A4:M1).
Sensor diagnostic codes The following diagnostic codes are available for these sensors:
Generator Winding Temperature Sensor #1 Voltage Above Normal:

0812780-03
Generator Winding Temperature Sensor #1 Voltage Below Normal:
0812780-04
Generator Winding Temperature Sensor #2 Voltage Above Normal:
0812780-03
Generator Winding Temperature Sensor #2 Voltage Below Normal:
0812780-04

From Excitation Field
Regulator
A
B Exciter - Terminal EF1
C
D
Exciter + Terminal EF2
NDE RTD (Red Wire)

1 RED
NDE RTD (White Wire) B1
NDE RTD (White Wire)
2 WHITE
DE RTD (Red Wire)
3 WHITE
4 RED
DE RTD (White Wire) B2
DE RTD (White Wire)
5 WHITE
6 WHITE
7 RED Stator RTD (Red Wire)
8 WHITE Stator RTD (White Wire) R1
9 WHITE Stator RTD (White Wire)
10 RED Stator RTD (Red Wire)
11 WHITE Stator RTD (White Wire) R2
12 WHITE Stator RTD (White Wire)
Stator RTD (Red Wire)
Stator RTD (White Wire) R3
Stator RTD (White Wire)
To Drivetrain Stator RTD (Red Wire)
ECM
(A4:M1)
25_1
Wiring in Auxiliary Control Box The above graphic depicts the wiring in the auxiliary control box on the generator.
Both Bearing RTDs are monitored, and two of the six Stator Winding RTDs are
monitored.
Bearing RTDs replaceable Replace Bearing RTDs if the diagnostic process leads you to suspect a faulty sensor.
Stator RTDs not replaceable Stator RTDs cannot be replaced, so the wires from the Deutsch connector to the
terminal board must be switched to an unused Stator Winding RTD. It is best practice
to perform a resistance check of any unused Stator Winding RTD before using it as
a replacement. Stator Winding RTDs that are found to be faulty should have their
wires marked as such.
NOTE: RTDs can also be checked for functionality using the Fluke 741 Process
Calibrator (163-0096).

26_1
Excitation Field Regulator (EFR)
Exciter coil specification: 1.0 @ The EFR (arrow) interprets an input signal from the Drivetrain ECM (A4:M1) and
25C (77F) generates a proportional DC current. This current is introduced into the exciter coil of
the generator.
High Voltage present in EFR should
discharge to less than 50 VDC The EFR receives a PWM demand signal between 5% and 95% from the Drivetrain
within two minutes ECM. Once the PWM demand is established, the enable input into the EFR is
triggered (enable line pulled high) and module operation begins.
NOTE: The EFR output voltage is 144 VDC. In order to prevent injury or equipment
damage, everyone involved in installation, operation, and maintenance of the
EFR must be qualified and trained in the current safety standards that govern
his or her work.

Diag. Fdbk
Diag. Fdbk Rtn
Curr. Fdbk
Curr. Fdbk Rtn
Shield
Curr. Cmmd Sink To Drivetrain ECM
Curr. Cmmd Pwr
Enable
Enable Rtn
Shield
+ Batt. Ctrl
- Batt. Ctrl
Unused
Unused
15AFused
Switched
+ Batt Pwr
- Batt Pwr
Excitation +
Excitation -
40ABreaker
Switched
16 or18 AWG Generator

8 AW G
27_1
Module operation begins when Module operation will begin when the power input and ENABLE INPUT are
POWER INPUT and ENABLE INPUT measured to be in acceptable range (see chart on next page). Once POWER INPUT
are in acceptable range. and ENABLE INPUT are in acceptable ranges, the boost converter will be enabled
and diagnostic feedback will indicate that output voltage is being raised. Once output
voltage reaches 144 volts, the EFR will begin switching current into the exciter and
diagnostic feedback will indicate normal operation.
Once the EFR is enabled, the Drivetrain ECM will supply the EFR with a demand
PWM. This demand PWM is proportional to the requested excitation field current.
The EFR supplies the specified current output based on the demand PWM signal.

V V
28_1
The table above shows the required inputs and outputs for proper operation of the
EFR. Their descriptions are as follows:
-- Power Input: The EFR can correctly operate on battery voltages

between 18 VDC and 32 VDC. Ideal operating voltage is 27.5 VDC
0.5 VDC. The EFR will function at 18 VDC but will not be able to supply
full output current.
-- Enable Input: This input to the EFR comes from an ON/OFF driver
within the Drivetrain ECM. If the ENABLE INPUT signal goes low (0
volts) for more than 5 msec, the EFR will interpret a disable command
and will shut down the regulator and the proper DIAGNOSTIC
FEEDBACK output will be activated.
-- PWM Demand: The PWM DEMAND informs the EFR of the generator
excitation coil current demand. This input to the EFR comes from a
sinking driver within the Drivetrain ECM. This driver will be turned off if
battery voltage exceeds 32 VDC or falls below 18VDC for more than 30
seconds.
-- Current Output: This output of the EFR exciter coil is a PWM
controlled current to the excitation stator assembly in the Generator.
Minimum current output is 1 A (<5% duty cycle); maximum continuous
current output is 20 A (95% duty cycle). An overcurrent fault will occur
when excitation field current reaches or exceeds 25 amps.


30_1
Troubleshooting
Common Symptoms/Remedies The most common symptoms and their remedies are listed in the above and the
following charts. Be alert for initial signs of generator trouble and correct minor
problems immediately. Minor defects left uncorrected can cause serious damage.


31_1
Common Symptoms/Remedies

32_1
Inverter Cabinet
Direction of power flow depends on The photo above shows the front of the Inverter Cabinet. The Inverter Cabinet
mode of operation contains the components and controls necessary to rectify, control, and invert the
system power in order to propel and retard the truck. The direction of power flow
depends on the mode of operation. There are two basic modes of normal
operation:
Propel Mode Propel Mode: Power from the engine-driven Generator is rectified into DC
electrical power. This DC power is then converted into variable voltage and
frequency AC power. This power is then delivered to the AC Traction Motor.
The voltage and frequency delivered to the Traction Motors at any time is in
response to a torque command based upon operator command and many
other system and machine conditions, including the actual machine and
motor speed and system component temperatures. The Traction Motors
convert the power received from the Inverter Cabinet into mechanical power.
This mechanical power is delivered to final drives that propel the truck.

34_1
Front of Inverter Cabinet: The photo above shows the front of the Inverter Cabinet with the covers removed.
High Voltage Cabinet (1) The components in the front of the group are as follows:
Retarding Grid Connections (2)
Phase Modules (3) Note: All references to directions of left or right are from the operators
Contactor Assembly (4) perspective.
Motor ECM (A4:P1) (5)
Terminal Board (6) 1. High Voltage Connections: This compartment contains all bus
Interface Modules (7) connections for the cables for the Generator and Traction Motors. Nine
Bulk Capacitor Assembly (8) of the Inverters twelve current sensing devices are also located in this
compartment. The cables from the Generator and the cables to the
Traction Motors are size 777 MCM (394 mm2). All cables are connected
to their respective buses with dual-bolt high-compression crimped lugs.
2. Retarding Grid Connections: This compartment, also called the
Periscope, contains all bus connections for the Retarding Grid and the
Grid Blower Motor. The cables to the Retarding Grid are parallel size
444 MCM (225 mm2) for the resistive grids, and size 2/0 AWG (67.4
mm2) for the Retarding Grid Blower Motor. One of the twelve current
sensing devices, used for the Chopper Module and Crowbar, are also in
this compartment.

36_1
Front of Inverter Cabinet: 9. Chopper Module: The Chopper regulates DC Bus voltage by sending
Chopper Module (9) power to the second circuit of the Dynamic Retarding Grid. This may
DC Power Bus Capacitor (10) occur while the truck is in propel mode, under retarding or during some
Crowbar Assembly (11) fault conditions, as well as during engine load testing. The command
Inverter Active Lamps (12) and status signals for the Chopper is transmitted via fiber optic signals
to an Interface Module.
10. DC Power Bus Capacitor: There is an external DC Power Bus
Capacitor Assembly in addition to the capacitors contained within the
Phase Modules and the Chopper Module. This capacitor filters the DC
power coming from the rectifier, absorbs transient voltage spikes, and
provides energy storage required for proper Inverter operation.
11. Crowbar Assembly: The Crowbar is an electronic device that sends
power on the DC Bus to the second circuit of the Dynamic Retarding
Grid during fault and shutdown conditions. Other components located
on this assembly are the DC Bus Voltage Sensor, Ground Fault Sensor
and shunt resistor, and the Ground Relay Capacitor.
12. Inverter Active Lamps: There are two LED assemblies located on
the front right of the cabinet. Each LED assembly, in conjunction with
Inverter Active Resistors, are connected across the DC Bus. These
LEDs will remain illuminated until the DC Bus Voltage falls below
150VDC.

37_1
Rear of Inverter Cabinet: The photo above shows the rear of the Inverter Cabinet with the covers removed.
Rectifier Assembly (1) The components in the rear of the group are as follows:
Inverter Active Resistors (2)
DC Bus Discharge Resistors (3) Note: All references to directions of left or right are from the operators
D
ynamic Retarding Inverter (DRI) perspective.
(4)
DRI Capacitor (out of view) (5) 1. Rectifier Assembly: The Rectifier Assembly is comprised of two
identical subassemblies. The two subassemblies rectify the three-phase
power from the Generator into DC power. This DC power is then fed to
the DC Bus.
2. Inverter Active Resistors: These are the current-limiting resistors for
the Inverter Active Lamps.
3. DC Bus Discharge Resistors: These resistors provide a secondary
discharge path for the power on the DC Bus.
4. Dynamic Retarding Inverter (DRI): The Dynamic Retarding Inverter
controls the Grid Blower Motor. The DRI receives DC power from the
Dynamic Retarding Grid. This DC power is inverted to AC; the three-
phase AC output is used to control the speed of the Retarding Grid
Blower.
5. DRI Capacitor (out of view): This protects the Dynamic Retarding
Inverter from transient voltages during Contactor operation.

38_1
High Voltage Connections
High Voltage Compartment The high voltage compartment contains bus connections for the Generator power
Contains: cables, as well as the power cables for the Traction Motors. All of the lugs that
- Bus connections for Generator connect to the bus are double-crimped to the power cables with a hydraulic crimper.
power cables This crimper exerts 82,737 kPa (12,000 psi) of crimping force to ensure an effective
- Power cables for the Traction crimp. All lugs are double-bolted to their respective location to reduce movement
Motors once secured.
- Nine Current Transducers for the
Inverter Cabinet Nine of the twelve Current Transducers, or CTs (arrow), for the Inverter Cabinet
are contained within this compartment. These CTs monitor current levels for the
Generator and both Traction Motors.

39_1
Retarding Grid Connection Box The photo above shows the connection box for the Retarding Grid. The connection
box contains cables for the following:
-- Tapped voltage from the Retarding Grid to the DRI (qty. 2)

-- Positive and Negative power from the Chopper Module (qty 2)
-- Positive and Negative power from the Contactors (qty 2)
-- AC power from the DRI to the Grid Blower Motor (qty 3)
Current Transducer (arrow) The Current Transducer (arrow) that monitors current from the Chopper Module and
the Crowbar is also located in this connection box.

40_1
Current Transducers: The photo above shows Current Transducers BMCT (1) and DCCT (2), located in the
BMCT (1) rear of the cabinet.
DCCT (2)
Two of the twelve CTs are rated for 1,500 A and measure current for the following
components (corresponding Inverter Control Modules also listed):
-- Contactor (BMCT)Motor 1 ECM

-- Chopper Module (CMCT)Motor 1 ECM
There are ten 3,000 A rated CTs for the following:
-- Generator U phase (A1CT)Motor 2 ECM

-- Generator V phase (A2CT)Motor 2 ECM
-- Generator W phase (A3CT)Motor 2 ECM
-- Motor 1 A phase (M1ACT)Motor 1 ECM
-- Motor 1 B phase (M1BCT)Motor 1 ECM
-- Motor 1 C phase (M1CCT)Motor 1 ECM
-- Motor 2 A phase (M2ACTMotor 2 ECM
-- Motor 2 B phase (M2BCT)Motor 2 ECM
-- Motor 2 C phase (M2CCT)Motor 2 ECM
-- DC Bus (DCCT)Motor 2 ECM

41_1
Each CT located in the Inverter Cabinet is a Hall-Effect, open-loop type that directly
detects the magnetic field generated by the target current (bus current).
Why is the 15 volt power supply This sensor has a Hall element that is fitted inside a gap in the core that surrounds
labeled +/-? A: So the CTs can the bus. The Hall element detects the target magnetic field and converts it into a
read bidirectionally. current. This current is converted to a voltage signal through an internal resistor. The
voltage output signal is sent to either the Motor 1 or Motor 2 ECM. All of the CTs are
powered by a +/-15 volt power supply in the Motor ECMs.

42_1
Phase Modules
Six Phase Modules for torque There are six Phase Modules for torque control of the Traction Motors. The Phase
control of Traction Motors Modules constantly adjust the voltage and the frequency of the AC power to comply
with the torque command set by the Drivetrain ECM. Specifications for each Phase
Module are as follows:
-- Caterpillar Part Number: 309-4076

-- Total Weight (each): 135 Kg (298 lbs)
-- Power Supply: 24 VAC, 100 kHz
-- Filter Capacitor (Internal): 1667 F


43_1
Diagnostics refer to IGBT as a Each Phase Module contains four Intelligent Power Modules, or IPMs. Each IPM
Power Transistor. contains the control circuits for interpreting the optical signal from the Interface
Module and activating the internal Insulated-Gate Bipolar Transistor, or IGBT.
The IGBTs are responsible for producing the high speed switching patterns of the DC
Bus voltage as dictated by the Motor ECMs. This switching of the DC Bus voltage
creates the AC waveform necessary for propulsion of the Traction Motors.
Discuss positive and negative IPMs are paired together in parallel to form the AC output for each of the phases for
switching of IPMs. the Traction Motors. The graphic above shows UA and UB connected in parallel to
form the positive side of the AC sine wave, and XA paired in parallel with XB to form
the negative side of the sine wave.
Each Phase Module contains a 1667 F filter capacitor. These capacitors aid in
maintaining DC Bus voltage when the IGBTs are gated.
IGBTs cannot conduct current during an OFF state, so each IPM contains a
freewheeling diode in parallel with the IGBT for transient protection rectification
during retarding.

44_1
AC sine wave created by phase The illustration above depicts the AC sine wave created by the Phase Modules. Pairs
modules of Intelligent Power Modules within the Phase Modules are responsible for creating
one side of the sine wave. One pair works in conjunction to create the positive side
of the sine wave, and the other pair works to create the negative side of the wave.
Each pair of IPMs use pulse width modulation to create the rise and fall of the AC
sine wave. As the voltage present on the bus is switched ON for a lesser duty cycle,
the effective AC voltage is low. As the duty cycle becomes greater, so does the
effective voltage.

45_1
Connections for each phase The diagram above depicts the connections for each Phase Module. All connections
module are terminated within a hybrid connector containing electrical and fiber optic cables.
Each IPM receives an Optical Input signal from their respective Interface Module,
and each IPM sends an Optical Feedback output to their respective Interface Module.
The IPMs receive a 24 VAC power supply from an Interface Module. The 24 VAC
square wave provides the necessary power required to gate the IGBTs to an ON or
OFF state.
Phase Module RTDs Each Phase Module contains an RTD to monitor temperature during operation. The
RTD has a resistance of 100 at 0 C with a coefficient of .392 per C. Expected
resistance at a given temperature can be found using the same formula that is
explained in the Generator section of this document. The RTDs are monitored by the
appropriate Motor ECM. Level 1 Events will occur at 71C (160F). Level 2 Events
will occur at 77C (171F) and enable a message on the Advisor panel. Level 3
Events will occur at 81C (178F) and a Perform Immediate Shutdown warning will
be enabled on the Advisor panel.
Note: The Phase Modules contain no serviceable components. Any failure of a

component within the Phase Modules will require a replacement of the complete
Module.

46_1
Hand out Phase ModuleTest; The graphic above depicts the Traction Motor phase assignments for each Phase
Take students out to truck and Module. Phase Modules PMU1, PMV1, and PMW1 create the waveforms for phases
perform. A, B, and C of Motor 1 (left wheel), respectively. PMU2, PMV2, and PMW2 create the
waveforms for phases A, B, and C of Motor 2 (right wheel), respectively.

47_1
Contactor Assembly
Contactor Assembly: The Contactor Assembly consists of two Contactors (1 and 2), and the Contactor
Two Contactors (1) and (2) Pilot Relay (3). Both Contactors have a set of auxiliary contacts (4) attached.
Contactor Pilot Relay (3)
Auxiliary Contacts (4) Each Contactor is a single pole, normally open (SPNO) configuration. The Contactors
have a set of trifurcated (having three sections) contacts. These contacts perform
a wiping action each time they open and close, increasing reliability and reducing
maintenance by reducing carbon buildup.
NOTE: Do not file or perform any type of maintenance on the Contactor tips.
Contacts must be replaced if found to be out of specification.

DC BUS +
BMCT
BC1 BC2
1 2
PILOT RELAY
3 4
+24 VOLT POWER

FROM
MOTOR 1 ECM
HIGH VOLTAGE
LOW/CONTROL VOLTAGE
DC BUS -
48_1
Discuss schematic: Under normal conditions, the power that is present on the DC Bus will be sent to the
- Dynamic Retarding Grid first circuit of resistors on the Dynamic Retarding Grid when the Contactors close.
- Contactors
- Auxiliary Contactors The Contactors are controlled by Motor 1 ECM and will activate under retarding and
fault conditions, during load testing, and during shutdown. The controlling output in
the Motor ECM does not have the current capability to operate the pull-in coils for the
contactors, so a pilot relay must be used. This pilot relay is activated by the Motor 1
ECM and controls 24 volt battery power that activates the Contactor pull-in coils. The
Auxiliary Contact will also be closed once the Contactor closes. The closing of the
Auxiliary Contact will ground an input at the Motor ECM, indicating that the Contactor
is in the CLOSED state.

49_1 49_2
Arc Chute: Each Contactor contains an arc chute with an attached set of permanent magnets as
- Attached permanent magnets shown in the left photo. The arc chute contains a safety interlock so the main contacts
- Safety interlock will not operate without the arc chute in place.
Discuss arcing Arcing will occur any time the contacts are opened under load. Arcs between the
contact surfaces can reach temperatures as high as 25,000C. As the arc is drawn
out between the contacts, magnets on both sides of the chute (arrow) draw the arc
into the arc chute. The arc chute is made of corrugated, insulating material (right
photo). The corrugations of the arc chute intermesh in order to provide a serpentine
path for the arc. The arc is extended, cooled, and rapidly extinguished as it is forced
to travel in the arc chute. This process helps minimize replacement of the contacts
by reducing arc damage to the main contacts.

50_1
MOTOR ECMs
Motor ECM (A4:P1) The Motor ECMs (arrows) are fourth generation PowerPC-based ECMs (A4:P1) that
are designed specifically for power inverter controls. These ECMs are used as the
Inverter and Motor Control in the ED Off-Highway Trucks.
The A4:P1 is similar in appearance to the A4:M1 ECM. The A4:P1 and the A4:M1
ECMs are not interchangeable, as the internals between the two are different. The
A4:P1 has several circuits to command the Intelligent Power Modules (IPMs) in the
Phase Modules, as well as monitor the feedback signals of the IPMs.


51_1
Inputs/Quantities for Motor ECM: The illustrations above show the pinouts for the Motor ECM. The inputs and their
- Key Switch (1) respective quantities for the Motor ECM are as follows:
- Switch to Ground (10)
- Voltage (14) -- Key switch (1): The input signal voltage for the Key switch will have a
- Resistive Sender (8) maximum value of 32.0 V continuous.
- Differential PWM/Frequency (3)
-- Switch to Ground (10): These inputs are pulled up internally to 13
- Single-Ended PWM (3)
V. The Switch to Ground Return pins are connected to the ECMs
- Discreet Input/IGBT Feedback (8)
digital ground. An example of this input is the Auxiliary Contacts on the
Contactors.
-- Voltage (14): These inputs provide functions to read raw voltage from
their respective components. All Voltage inputs have hardware detection
and protection of over-voltage conditions, in both the positive and
negative directions. The maximum voltage for these inputs is 10V. An
example of this input is a Current Transducer in the Inverter Cabinet.
-- Resistive Sender (8): Each of these inputs consists of two connector
pins for use with two-wire resistive senders. The Phase and Bearing
RTDs for the Traction Motors are examples of this type of input.

53_1
53_2
INTERFACE MODULES
The Inverter Cabinet contains two Interface Modules (arrows) for the operation of the
Phase Modules and for the conversion of feedback signals from the Phase Modules.
Each Interface Module has two subcomponents: Fiber Optic Interface and Gate
Drive Power Supply.
The Fiber Optic Interface converts electrical signals from the Motor ECM to optical
signals that gate the Intelligent Power Modules (IPMs) within the Phase Modules and
the Chopper Module, as well as the Crowbar. The Interface Module also converts
status signals of the IPMs from optical signals to electrical signals. These electrical
signals are inputs to the Motor ECM.
What is isolated voltage? The Gate Drive Power Supply provides a 24 VAC square wave isolated voltage
(illustration on next page) to each respective Phase Module, the Chopper, and the
Crowbar. The power supply from 24 VDC battery and the power supply output voltage
(24 VAC) are monitored for out-of-tolerance conditions. A digital output (Event
Feedback) from the Interface Module to the Motor ECM will indicate an out-of-
tolerance condition for either of these two voltages. The Motor ECM will interpret a
Below 2 V = Low diagnostic if the event feedback pin is initially measured high and falls below 2 V. The
Motor ECM will clear the diagnostic only when the Event Feedback pin is initially
Above 3.8 V = High measured low and rises above 3.8 V.

24 Vrms
54_1
Power supply output voltage out- The Event Feedback pin will send one of the following two states if the power supply
of-tolerance Feedback State output voltage is out of tolerance:
Feedback State Low = Low voltage (21.6 VAC +2%, -0%)

Feedback State High = Normal Voltage (22.4 to 23.19 VAC)
Power supply input voltage out-of- The Event Feedback pin will send one of the following two states if the power supply
tolerance Feedback State input voltage is out of tolerance:
Feedback State Low = Low voltage (10 VDC instantly or below 17 VDC for
more than 10 seconds)
Feedback State High = Normal Voltage (<17.5 VDC)
ENABLE signals A digital input signal ENABLES the Power Supply Output. The signal indication will
be as follows:
ENABLE Signal Low = ON (24 VAC)

ENABLE Signal High = OFF (0 V Output)
There are two ENABLE signals for each Interface Module. The IM will report a fault
on the Event Feedback pin as well as begin an internal timer if one or both of the
ENABLE signals is removed at any time after the IM is ENABLED and running. The
Crowbar will be engaged if the ENABLE signal is not restored.

55_1
Inverters
One Interface Module is required for each Inverter in the Inverter Cabinet. The
Inverter Cabinet contains two Inverters (two individual sides), which will be referred
to as Inverter 1 and Inverter 2. Interface Module 1 is associated with Inverter 1, and
Interface Module 2 is associated with Inverter 2.
NOTE: It is important to understand that the term Inverter does not refer
to a physical component called an Inverter; an Inverter consists of multiple
components located in each half of the Inverter Cabinet. This description can be
clarified using the illustration above.
Inverter 1 consists of six pairs of Intelligent Power Modules (IPMs) for traction and
an IPM pair for the Chopper. Inverter 2 consists of six pairs of IPMs for traction and
a Crowbar thyristor.
Each Interface Module receives a digital signal from the appropriate Motor ECM
(A4:P1) for each IPM and the Crowbar thyristor. This signal is converted to an
optical signal that will turn on the IPM or thyristor device. Each Interface Module
also receives an optical signal from each IPM pair and converts the signal to a digital
signal that is sent to the appropriate Inverter Control Module. This signal represents
the operating and fault status of the IPM pair.

56_1
Digital/Optical Signals
Digital Inputs (11) converted to There are 11 digital inputs used on the Interface Module. These signals turn on and
optical outputs turn off the Inverter and Chopper IPMs and the Crowbar thyristor, as well as enable
the Interface Module. During normal operation, the Interface Module is ENABLED by
a sinking driver from the appropriate Motor ECM. Once the Interface Module is
ENABLED, the IGBT Gate Drive digital inputs (1 or 0) are converted to an optical
output to the appropriate IPMs for torque control.
A high logic input (logic state 1) from the Motor ECM to the Interface Module will
result in an optical output of the fiber optic transmitter. A low logic signal (logic state
0) will result in no optical output of the fiber optic transmitter.
An optical feedback signal is sent from the appropriate IPM to optical inputs on the
Interface Module. These optical signals are converted to digital signals and sent
to the Inverter Controller IGBT Feedback inputs. During normal operation, optical
feedback matches optical command; electrical feedbacks will be inverted from
electrical command.
ST connectors must be pushed The cable used for optical transmission to and from the Interface Module is a Plastic
in before being turned when Optical Fiber (POF) cable. The fiber optic connection at the Interface Module is an
removing from an IM. ST type connector (photo). The connections presently are not serviceable, so care
must be used to not kink the cables or damage the connectors when handling them.
The fiber optic cables have a minimum bend radius of 40 mm. The harness assembly
must be replaced if there is any damage to the cables or connectors.

57_1
Command and Feedback Signal Timing
Digital Feedback will be inverse Timing of the optical outputs of the Interface Module and optical input signals from
of Command signal. Fiber optic the IPMs are closely monitored and compared. The relationship between the
Feedback will be identical to the Command and Feedback signals gives indication of any fault conditions. Both signals
Command signal. See illustration. will match under normal operating conditions, though the digital Feedback signal will
be inverse of the digital Command signal. The following Level 3 Event Code will be
activated when the Gate Drive Signal does not match the Feedback signal.
900 - Power Transistor #1 Signal Mismatch

The Event Codes are the same for each Motor ECM, so the component that matches
the Event Code must be identified by the MID. Motor 1 ECM has an MID 169. Motor
2 ECM has an MID 170.
When a signal mismatch occurs, a warning with text will be displayed on the Advisor
screen, the crowbar will be activated, and machine propulsion/retard will be lost. The
Crowbar will remain engaged and the codes will remain active until Key Off.

58_1
58_2
Bulk Capacitor Assembly
Bulk Capacitor assembly ensures IGBTs can be damaged if DC Bus Voltage is present during the loss of a battery
IGBT gates receive at least 10 V event. The Bulk Capacitor assembly ensures the IGBT gates inside the Phase
when DC Bus voltage is present Modules receive at least 10 V when a DC Bus voltage is present in the Inverter
Cabinet.

59_1
Voltage must stay at a minimum of The Bulk Capacitor Assembly is designed to provide a voltage of at least 10 V to the
10 V for three seconds or longer. Interface Module for a minimum output hold time after the Crowbar is activated in the
event of a machine 24 V power failure. The Capacitor Assembly will discharge 24 V
and stay above 10 V for a period of time. This power is converted to a square wave
AC voltage of 10 V or more in the Interface Module. The AC voltage biases the IGBTs
during the presence of DC Bus Voltage in order to prevent damage to them, and
provides suitable time for the energy stored in the DC Bus, Traction Motors, and
Generator to be dissipated.

60_1
Chopper Module
The Chopper Module (arrow) serves to aid in the control of the DC Bus voltage
and controls the delivery of power to the Retarding Grid during RETARD mode and
load testing, as well as dissipates power to the Retarding Grid during certain fault
conditions. The Chopper is identical to the Phase Modules.


61_1 61_2
Chopper Module: The above illustrations depict the internal components (left) and connections (right)
Internal components (left) for the Chopper Module. The Chopper is a part of Inverter 1, which is controlled by
Connections (right) Motor 1 ECM and Interface Module 1.
It is important to note that there is only one Optical Signal input and only one Optical
Positive and negative IPMs Signal feedback in use. The positive pair of IPMs in the Chopper are not functional
(with the exception of the diodes), therefore an Optical Signal (Sig 1) and an Optical
Feedback (Fdbk 1) is not needed to control them. The negative pair of IPMs are the
only functional pair of IPMs within the Chopper. This master/slave operation of the
negative pair creates pulsed-DC power to be dissipated in the Retarding Grid. The
IPM pair is powered and controlled by Interface Module #1.
Temperatures within the Chopper Module are monitored by an RTD. Level 1 Events
will occur at 71 C (160 C). Level 2 Events will occur at 77 C (171 F) and enable
a message on the Advisor panel. Level 3 Events will occur at 81 C (178 F) and a
Perform Immediate Shutdown warning will be enabled on the Advisor panel.


62_1
Chopper connections: The graphic above shows the connection of the Chopper to the DC Bus and the
DC Bus Retarding Grid. When the Chopper is activated, power from the DC Bus flows through
Retarding Grid the first circuit of series-connected resistors in the Grid.
As mentioned above, the Chopper connects half of the Retarding Grid resistors
across the DC Bus when activated. The Chopper is capable of being switched on
and off to modulate power dissipation. At any DC Bus voltage, the Contactor circuit
provides 50% of available retarding power. The Chopper circuit can provide up to an
additional 50% of available retarding power.

63_1
DC Bus Filter Capacitor
The DC Bus Filter Capacitor (arrow) is connected in parallel to the DC Bus and aids
in smoothing the DC Bus voltage and suppressing voltage transients. The DC Bus
Filter Capacitor also works in conjunction with the Phase Modules and Choppers
internal capacitors in order to maintain DC Bus voltage while the IGBTs are gated to
the ON position. The value of the Filter Capacitor is 1667 F.

64_1
Crowbar Tray
Crowbar Tray Assembly: The Crowbar Tray is located in the lower front center of the Inverter Cabinet. The
- Crowbar Thyristor (1) assembly consists of the Crowbar Thyristor (1), one of the Voltage Sensors for the
- Voltage Sensor for DC Bus (2) DC Bus (2), the Ground Fault Sensor (3), the Ground Relay Capacitor (4), and the
- Ground Fault Sensor (3) Ground Fault Detection Shunt Resistor (not shown).
- Ground Relay Capacitor (4)
NOTE: There are two Voltage Sensors for the DC Bus. The second Voltage
Sensor is located behind the Contactor compartment, in the back of the Inverter
Cabinet.


65_1
Crowbar
Current MUST stop flowing in order The Crowbar is a solid-state device that acts as a switch when it receives an optical
to reset the Crowbar. Residual signal from Interface Module 2. The Crowbar is a self-latching device that will continue
current from the Generator, even at to conduct as long as there is current flowing through it. The Crowbar can only be
idle, is too great to enable a reset. reset by cycling the starter key to the OFF position and waiting for the engine to stop
rotation.
Enabling the Crowbar will not shut
down the engine. The Crowbar is a part of Inverter 2, which is controlled by Motor 2 ECM and Interface
Module 2. When activated, the Crowbar will connect the positive and negative DC
Bus together through the first circuit of the Retarding Grid (see drawing above).

A E F G
66_1
Crowbar activation controlled by The Crowbar is controlled by an Optical Input signal from IM2. The optical input
optical input from IM2 translates to a GATE signal to the Crowbar Thyristor.
The Crowbar is activated during abnormal shutdowns. The Crowbar is also activated
during critical faults, such as overvoltage faults, Generator phase imbalances, and
loss of power to either Motor ECM.


67_1
DC Bus Voltage Sensors
The DC Bus Voltage Sensors are connected in parallel with the DC Bus. The DC
Bus Voltage Sensors monitor the voltage on DCP and DCN, then produce an output
current. The sensors are powered with +/-15 VDC by their respective Motor ECM.
The sensor output current is proportional to the high voltage input from the DC Bus.
The current output is 50 mA for 3,000 VDC input.
There can be an offset of 200 volts The output signal of the sensor is a DC current, so a 150 burden resistor (RVDC)
between the two sensors before must be used in order for the Motor ECMs to detect a voltage. The voltage drop
logging a fault. across this resistor is proportional to the current output of the sensors, with +/-1VDC
across the burden resistor equaling +/-412 DC Bus voltage. The voltage drops across
the burden resistors are monitored by both Motor ECMs. The greater signal of the
two sensors will take priority and be used for monitoring and control.


68_1
Ground Fault Sensor
The Ground Fault Sensor is the same sensor as the DC Bus Voltage Sensor, but
is connected to the system in a different manner. The Ground Fault Sensor uses a
453 burden resistor (RVDC2) instead of the 150 resistor used for the DC Bus
Voltage sensor.
The Ground Fault Sensor monitors the voltage between the center of the Discharge
Resistor assembly (center of DC Bus) and frame ground. The voltage monitored by
the Motor ECMs is proportional to the current output of the Detector, with +/-1 VDC
Ground Fault Sensor detects and across the burden resistor equaling +/-145 DC Bus Voltage. The voltage drop across
imbalance between ground and DC the resistor is monitored by both Motor ECMs.
Bus. Burden resistor will have no
more than 2-3 volts across during Cat ET will display the voltage offset with a percentage value. This system
normal operation. differentiates between DC ground faults and AC ground faults. Level 2 DC Events
occur at 30% and Level 3 DC Events occur at 60%. A value of 100% indicates a
% in Cat ET is Measured Offset direct short between DC Bus and the chassis. Level 2 AC Events occur at 20% and
(Measured DC Bus/2) Level 3 AC Events occur at 40%.


69_1
Ground Relay Capacitor (GR Capacitor)
Capacitors are self healing, provide The GR Capacitor is an assembly of three 1 F capacitors in a single case. These
EMI noise cancellation, and provide capacitors are connected in parallel to the Discharge Resistors, with one capacitor
protection for other components connected from the center of the Discharge Resistor Assembly to the Inverter Cabinet
within the Inverter Cabinet. frame.
The GR capacitor provides a low impedance path to the frame for high frequency
switching transients caused by IGBT switching. Control instability will occur if the GR
Capacitor opens.

70_1
Rectifier Assembly
Rectifiers are the same part The photo above shows the Rectifier Assembly (arrows) for the Inverter Cabinet. The
number but installed upside down three-phase AC voltage from the Generator is transmitted through the Rectifier
from each other. Arrow to arrow is Assembly. The Rectifier Assembly is comprised of two subassemblies, with each
the appropriate placement of the subassembly containing three diodes. Each of the subassemblies is connected to
diode subassemblies. the Generator, and the output of each subassembly is connected to one side of the
DC Bus. The subassembly on the right is connected to DCP, and the subassembly
on the left is connected to DCN.


71_1
Rectifier Assembly The Rectifier Assembly rectifies the three-phase AC voltage from the Generator into
Positive and Negative DC Bus voltage. The diodes on the positive (DCP) bus stop
the flow of current on the negative side of the sine wave, as the diodes will only allow
current flow in one direction. The output signal is a pulsating DC voltage on the DCP
bus. The diodes on the negative (DCN) bus block the flow of current on the positive
side of the sine wave, allowing current flow on the negative side only. The output
signal is a pulsating negative DC voltage on the DCN bus.
NOTE: The pulsating DC present after rectification will be smoothed out by the
DC Bus Filter Capacitor.

72_1

72_2
Inverter Active Resistors
Inverter Active Resistors are The Inverter Active Resistors are four, 35 K, 500 W resistors (top photo) that are
connected in parallel with the connected in series with the Inverter Active LEDs.
Inverter Active LEDs
As depicted in the above illustration, each side of the LEDs is connected to the DC
Bus through an Inverter Active Resistor. The LEDs will continue to be illuminated
until the DC Bus Voltage falls below 150 VDC.
NOTE: The capacitor voltage that is present during system shutdown will be
discharged through the Inverter Active Resistors during the event of an abnormal
shutdown.

73_1

73_2
Discharge Resistors
The Discharge Resistors are a The Discharge Resistors (top photo) are connected between the DCP and DCN Bus
constant load on the DC Bus. and the frame of the truck at all times. The Discharge Resistors continuously
discharge voltage from DCP to DCN. In the simplest of terms, the Discharge Resistors
are a constant load on the DC Bus.
NOTE: The capacitor voltage that is present during shutdown will be discharged
through the Discharge Resistors in the event of an abnormal shutdown.

74_1
DRI Capacitor
DRI Capacitor protects the DRI The DRI Capacitor is located on the right side of the rear of the cabinet. The DRI
from transient voltages. Capacitor is connected in parallel to the P and N terminals of the Dynamic Retarding
Inverter that is used to drive the Retarding Grid Blower Motor. The DRI Capacitor is
used to absorb transient voltages that occur due to the Contactors not opening and
closing simultaneously.
NOTE: The DRI Capacitor uses the same assembly as the Ground Relay
Capacitor. The primary difference between the two is that the Timing Capacitor
does not use the internal center capacitor that is connected to frame ground.

DCP
CT
(+)
BC1
(-)
(+)
BC2
(-)
DCN
DRI CAPACITOR
G
CD5
N CD4 CD6 P
CNP
CNN
IP
IN
IN IP CNN CNP CHN CHP

BMA
A
P B
BMB
A
B
GRID
N C
BMC C B.M.
75_1
The graphic above depicts an example of both Contactors not opening or closing
simultaneously. Contactor 1 is closed, while Contactor 2 is still open. The insulation
in the Dynamic Retarding Inverter could be stressed by transient voltages if this
condition were to occur while the DC Bus was at higher voltages and a ground fault
were to occur.
Max rated Isolation Voltage Lets use an example of a DC Bus Voltage of 3000 V. The DC Bus peak to peak
(between terminals P and N and voltage is 3000 V; 1500 VDC is the voltage from each side of the Bus to frame
heat sink or ground): 3300 V for ground. The insulation inside the Dynamic Retarding Inverter will be exposed to
one minute. 3000 VDC on terminals P and N to frame ground if one Contactor opens or closes
before the other Contactor during a ground fault. This exposure to momentary
Discuss ground fault issue. transients will stress the insulation and potentially damage the DRI. The Timing
Capacitor absorbs these transient voltages when they occur.

76_1
Dynamic Retarding Inverter (DRI)
The DRI controls the Grid Blower Motor. The DRI takes DC power from grid elements
connected to the Contactors (Circuit 2) and inverts it to three-phase AC power. This
AC power is used to drive the Grid Blower Motor.

DCP
CT
(+)
BC1
(-)
(+)
BC2
(-)
DCN
DRI CAPACITOR
G
CD5
N CD4 CD6 P
CNP
CNN
IP
IN
IN IP CNN CNP CHN CHP

BMA
A
P B
BMB A
B
GRID
N C
BMC C B.M.
RETARDING
GRID 77_1
Power for the DRI comes from The Dynamic Retarding Inverter receives a portion of the DC power that is sent to the
Circuit 2, which is the Contactor Retarding Grid (tapped voltage). This DC power is inverted to three-phase AC. The
circuit. voltage, frequency, and current of this AC power is proportional to the tapped voltage,
where an increase in tapped voltage results in an increase in blower speed.

78_1
Dynamic Retardin Inverter diagram The above diagram shows the low voltage connections for the Dynamic Retarding
showing low-voltage connections. Inverter. The 24 V power is supplied by the truck batteries. This power is used to
drive the gates for the internal IGBTs, as well as supply power for the internal controls
of the Inverter.
The Motor ECM does not control the current or voltage to frequency output ratio of
the Dynamic Retarding Inverter. The control software for the AC output is internal to
the Inverter.
Information about voltage, current, frequency, and hardware faults is relayed over
the CAN B data link (local CAN). The information from the Inverter is relayed to both
Motor ECMs. Any faults in the Dynamic Retarding Inverter will be reported by the
Motor ECMs.
Pins 5, 6, and 8 are tied together for the DRI harness code. A harness fault causing
any of the three pins to be disconnected will disable the DRI, thus disabling electrical
retarding.

79_1
Retarding Grid
Retarding Grid resistive circuits The Retarding Grid is a series of resistor elements assembled in a manner to provide
provide the means to dissipate the two electrically isolated resistor circuits. These resistive circuits provide the means to
full electrical retarding power for dissipate the full electrical retarding power for the truck. The Grid also dissipates any
the truck. power on the DC Bus during shutdown and certain fault conditions.
The retarding system consists of four resistor grid assemblies, an AC fan and motor
assembly, and an inverter to drive the AC fan motor. The inverter is housed in the
Inverter Cabinet and is covered in detail in the DRI section of this document.
Specifications for the Retarding Grid are as follows:
-- Cat Part Number: 293-2208

-- Rated Power: 4750 kW
-- Weight: 1685 kg (3715 lbs)

80_1
The illustration above depicts an overview of the retarding system. Under normal
operation, the Retarding Lever is pulled to engage the retarding system. Automatic
Retarding Control (ARC) will also cause the truck to enter retarding mode, regardless
of lever position.
Use illustration to show retarding At any machine speed, retarding power is provided first through the Contactor circuit
path for Contactors and Chopper. by ramping the DC Bus voltage up to the DC Bus voltage threshold. If the Contactor
Be sure to ensure learners circuit cannot provide enough retarding power, then additional power will be provided
understand that DC Bus voltage by the Chopper circuit. This additional retarding power is accomplished by increasing
will increase proportionally to both the Chopper duty cycle and the DC Bus voltage. Both the Contactor and
increased retarding requirements. Chopper circuits may be utilized at any given speed or DC Bus voltage.


81_1
Correct installation is important if The Retarding Grid has four quadrants. Each quadrant contains two independent
a quadrant replacement must be circumferential resistor segmentsone for the Chopper circuit (circuit 1) and the
performed. other for the Contactor circuit (circuit 2). The Chopper circuit is located on the cooling
air exhaust side (outside), and the Contactor circuit is located on the fan side (platform
side). Each resistor segment has a different resistance, so correct installation is very
important if a quadrant replacement must be performed. Resistance specifications
for each quadrant (cold) are as follows:
Quadrants 1, 3, and 4Cat #317-0676

-- Lug 1 to Lug 2: 0.660 - 0.693
-- Lug 3 to Lug 4: 0.534 - 0.585
Quadrant 2 Lug 1 to Lug 2 has Quadrant 2Cat #317-0677
different resistance due to taps for -- Lug 1 to Lug 2: 0.834 - 0.869
DRI voltage.
-- Lug 3 to Lug 4: 0.534 - 0.585

82_1
Even though the illustration shows The maximum voltage at which the Contactors should close is 2000 volts. The
voltage dropping to 1000 V, the DC Contactors will only close at this voltage when high power retarding is required. In
Bus may be at 1500-2000 V when order to prevent damage to the retarding system, the Contactors will normally close
the Contactors close. between 1500 V and 2000 V, depending on the retarding power. When low power
retarding is required, the Contactors will close near 1000 V.
NOTE: The Contactors may close at voltages above 2000 V during certain fault
conditions.
The retarding system will function Once the Contactors are closed, the DC Bus voltage will be modulated to 2740 V
at voltages up to 3000 V. This is during normal retarding conditions. The illustration above depicts this concept.
also the voltage limit for the entire
drive train.
The process depicted in the

illustration occurs in less than one
half of one second.

83_1
Traction Motors
Tractor Motors: There are two independently driven three-phase, wye connected AC induction motors
- Two motors independently housed in the rear axle housing. Each AC motor provides the propulsion/retarding
driven mechanical power to the wheels using final drives.
- Mounted to housing
- Two speed sensors Each motor is mounted to the housing in order to allow better serviceability. Each
- Bearing/winding temperature motor has two speed sensors for control purposes, and bearing/winding temperature
sensors sensors for protection purposes.
- Air cooled by Electrical Drive
Cooling Fan The motors are air cooled by the Electrical Drive Cooling Fan. Oil cooled disc brakes
- Oil cooled disc brakes on the wheels provide additional braking when necessary, as well as providing
service brakes.
NOTE: The traction motors are herein referred to as Motor 1 and Motor 2.
References to Motor 1 imply the Traction Motor is on the left (operator) side of
the truck, and references to Motor 2 imply the Traction Motor is on the right-hand
side of the truck.
Each motor has a Drive End (DE) and a Non Drive End (NDE). All references to
DE will imply the side of the motor that is attached to the Final Drives.

85_1
Traction Motor: The image above shows a model view of a Traction Motor. The motors for the left and
- Bus bars (1) right side of the truck are the same part number, so component locations will be
- Stator (2) opposite between the two motors when mounted in the rear axle housing. For
- Rotor (3) example, the Traction Motor Speed Sensor closest to the rear axle access cover is
- Wheel speed sensors (4) Speed Sensor #1 for the left motor, with the sensor closest to the access cover being
Speed Sensor #2 for the right motor.
Electrical power is delivered to the bus bars (1) of each Traction Motor via three 777
MCM (394 mm2) cables. This three-phase power creates a rotating electrical field in
the stator (2). This field acts upon the rotor (3), causing a mechanical rotation. This
rotation is transferred to the final drives via an axle connected between the motor
and the final drive.
Rear wheel speed and rotation Rear wheel speed and rotation is calculated using the Wheel Speed Sensors (4).
is calculated using Wheel Speed Each Traction Motor houses two dual-hall speed sensors. Sensor 1 on both motors
Sensors. is powered by and sends signals to its respective Motor ECM. Sensor 2 is powered
by and sends signals to the Drivetrain ECM.

86_1
Traction Motor: Temperature detection for each Traction Motor is accomplished by using RTDs on
- RTD Connection Box (1) the windings and the bearings. The RTDs are terminated in the RTD Connection Box
- Grease fittings (2) (1).
- Grease reservoirs (3)
Grease fittings (2) for regreasing the Traction Motor bearings are mounted external
to the rear axle housing. Two grease reservoirs (3) (DE not shown) capture grease
that is forced out of the bearings during regreasing. The reservoirs have the capacity
to hold enough grease for up to fifteen regreasings.
NOTE: Grease for the Traction Motor bearings is Cat High-Speed Ball-Bearing
Grease. It is important to use the proper amount of grease to avoid over-filling
the grease reservoirs.

DRIVE TRAIN ECM
SPEED SENSOR 2 SPEED SENSOR 1
10 V 1 4 SIGNAL B
RETURN 2 3 SIGNAL A
SIGNAL A 3 2 RETURN
SIGNAL B 4 1 10 V
SPEED SENSOR 1 SPEED SENSOR 2
10 V 1 4 SIGNAL B
RETURN 2 3 SIGNAL A
SIGNAL A 3 2 RETURN
SIGNAL B 4 1 10 V
RTD TERMINALS RTD TERMINALS

24 1
23 NDE Bearing RTD
Winding RTD spare 2
22 3
21 12-PIN 12-PIN 4
20 CONNECTOR CONNECTOR NDE Bearing RTD spare
Winding RTD spare 5
19 6
18 12 1 7
17 11 2 DE Bearing RTD
Winding RTD 8
16 10 3 9
15 9 4 10
14 8 5 DE Bearing RTD spare
Winding RTD 11
13 7 6 12
12 6 7 13
11 5 8 Winding RTD
DE Bearing RTD spare 14
10 4 9 15
9 3 10 16
8 2 11 Winding RTD
DE Bearing RTD 17
7 1 12 18
6 19
5 Winding RTD spare
NDE Bearing RTD spare 20
4 21
3 22
2 Winding RTD spare
NDE Bearing RTD 23
1 24
MOTOR 1 ECM MOTOR 2 ECM 87_1

Wiring for the sensors on both The illustration above depicts the wiring for the sensors on both Traction Motors. All
Traction Motors. inputs for the Traction Motors are sent to the Motor ECMs, with the exception of
Speed Sensor 2. As stated earlier, Speed Sensor 2 receives power from and sends
signals to the Drivetrain ECM.
Each Bearing has two RTDs to monitor the temperature, though only one RTD on
each bearing is monitored. Each Traction Motor will have four RTDs connected to the
terminals, though only two are being monitored at any time. The remaining two are
spares to be used in event of the failure of a monitored RTD.

88_1
Wheel Speed Sensors
Signals of each Wheel Speed There are two Wheel Speed Sensors mounted to the NDE of each Traction Motor.
Sensor Speed Sensor 1 provides an input to the Traction Motors respective Motor ECM and
Speed Sensor 2 provides an input to the Drivetrain ECM. Each sensor is a dual
element Hall Effect type that produces two varying frequency quadrature signals
Signal A and Signal B.
Phase shift between Speed The two signals of each Speed Sensor have identical frequency, but with a finite
Sensors determines direction of phase shift between them. This phase shift is used to determine the direction of the
motor rotation. motor rotation. When Signal A leads (rising edge occurs first) Signal B, the direction
of the motor is determined to have a positive speed (forward). Negative speed is
determined when Signal B leads Signal A (reverse). See the illustration above for a
graphical representation of this concept. Any fault with the Wheel Speed Sensors will
initiate an 08-Abnormal Signal Frequency diagnostic code.
NOTE: Motor 1 (left side) is responsible for initial forward motion of the truck.
During forward motion, Motor 1 will have a positive (forward) speed and Motor
2 will have a negative (reverse) speed. These polarities will reverse when the
truck is moving backwards.
A Level 2 Event (Warning) is enabled when Traction Motor speed reaches 3650
rpm. This Event will appear on the Advisor screen, instructing the operator to reduce
machine speed.

91_1
Troubleshooting
Traction Motor high voltage failures must be diagnosed using the 243-3141 (shown)
or the 349-4206 Insulation Tester. Follow all instructions in the Troubleshooting Guide
carefully and compare with baseline readings.

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Global Manpower Development

795F AC off-highway truck

795F AC Off-Highway Truck

2010 Caterpillar Inc.

795F AC STEERING SYSTEM

(4) Solenoid and (3) Priority

(6) Drive Tain

(7) Final Drive

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

(7) Solenoid and

(2) Steering (1) Steering (9) Drive Train

From the center passage, oil flows to the following locations:

-- steering pressure port and bottom of the control valve (3)

Caterpillar: Confidential Yellow

(7) Solenoid and

(2) Steering (1) Steering (9) Drive Train

Caterpillar: Confidential Yellow

(7) Solenoid and

(2) Steering (1) Steering (9) Drive Train

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

SOLENOID AND RELIEF VALVE

(2) Tank 17_1

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

(9) Tank (11) Right Turn (6) Back Pressure

(1) Priority Spool

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(9) Tank (11) Right Turn (6) Back Pressure

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STEERING POSITION SENSOR

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(21) Max Angle

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(21) Max Angle

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795F AC off-highway truck

795F AC Off-Highway Truck

2010 Caterpillar Inc.

Caterpillar: Confidential Yellow

(5) Solenoid (3) Hoist (5) Solenoid

HOIST (8) Hoist Cylinder

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CHASSIS ELECTRONIC CONTROL SYSTEM

(2) CAT Data Link (3) CAN Data Link

(40) INPUT COMPONENTS (41) OUTPUT COMPONENTS

(4) Keystart Switch (19) Requested Gear Command

(35) Machine Lockout Lamp

(14) Air Pressure Sensor (38) Hoist Lower Proportional Solenoid

(16) Alternator R-terminal

(17) Increment Switch (Back Lighting %)

(18) Ladder Up Sensor

Caterpillar: Confidential Yellow

Caterpillar: Confidential Yellow

The hoist lever sensor performs three functions: