EH750-3 - 411TD - T8R1-E-01 Operational Principle

Manual No.
: T 8R1-E-01
Technical Manual
(Operational Principle)
EH750-3
Rigid Dump Truck
(Blank)
INTRODUCTION
TO THE READER
• This manual is written for an experienced technician • If you have any questions or comments, at if you
to provide technical information needed to maintain found any errors regarding the contents of this
and repair this machine. manual, please contact using “Service Manual
Revision Request Form” at the end of this man-
• Be sure to thoroughly read this manual for cor- ual.
rect product information and service procedures. (Note: Do not tear off the form. Copy it for us-
age.):
Publications Marketing & Product Support
Hitachi Construction Truck Manufacturing Ltd.
TEL: 519-823-2000
FAX: 519-823-5545
ADDITIONAL REFERENCES
• Please refer to the materials listed below in addition • Operation Manual of the Engine
to this manual. • Parts Catalog of the Engine
• Hitachi Training Material
• The Operator’s Manual
• The Parts Catalog
MANUAL COMPOSITION
• This manual consists of three Portions: the Techni-

cal Manual (Operational Principles).
• Information included in the Technical Manual

(Operational Principles):
technical information needed for redelivery and
delivery, operation and activation of all devices
and systems.
PAGE NUMBER
• Each page has a number, located on the center

lower part of the page, and each number contains
the following information:
Example : T 1-3-5
Consecutive Page Number for Each Group

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

NOTATIONS
In this manual, the following safety alert symbol and • CAUTION:

signal words are used to alert the reader to the Indicated potentially hazardous situation which
potential for personal injury of machine damage. could, if not avoided, result in personal injury or
death.
This is the safety alert symbol. When you see this • IMPORTANT:
symbol, be alert to the potential for personal injury. Indicates a situation which, if not conformed to the
Never fail to follow the safety instructions prescribed instructions, could result in damage to the machine.
along with the safety alert symbol.
The safety alert symbol is also used to draw attention NOTE: Indicates supplementary technical infor-
to component/part weights. mation or know-how.
To avoid injury and damage, be sure to use appropri-
ate lifting techniques and equipment when lifting
heavy parts.
UNITS USED
• SI Units (International System of Units) are used in Example : 24.5 MPa (250 kgf/cm2, 3560 psi)
this manual.
MKSA system units and English units are also A table for conversion from SI units to other system
indicated in parenthheses just behind SI units. units is shown below for reference purposees.
To Convert To Convert
Quantity Into Multiply By Quantity Into Multiply By
From From
2
Length mm in 0.03937 Pressure MPa kgf/cm 10.197
mm ft 0.003281 MPa psi 145.0
Volume L US gal 0.2642 Power kW PS 1.360
L US qt 1.057 kW HP 1.341
m3 yd3 1.308 Temperature °C °F °C×1.8+32
Weight kg lb 2.205 Velocity km/h mph 0.6214
Force N kgf 0.10197 min-1 rpm 1.0
N lbf 0.2248 Flow rate L/min US gpm 0.2642
Torque N ٠m kgf ٠m 1.0197 mL/rev cc/rev 1.0
N ٠m lbf ٠ft 0.7375
IN-02
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications ....................................…….T1-1-1 Battery Box ............................................. T1-2-24
Performance Data .................................... T1-1-2 Tail Lamp Bracket ................................... T1-2-25
Engine ...................................................... T1-1-3 Air Conditioning/Heater
Engine Accessories .................................. T1-1-5 Air-Distribution Box Location........ T1-2-26
Hydraulic Devices..................................... T1-1-6 Air Conditioning System
Electrical Equipment................................. T1-1-8 Components and Hoses ................ T1-2-27
Brakes ...................................................... T1-1-9
Group 2 Component Layout

Main Components .................................... T1-2-1
Electrical Components.............................. T1-2-3
Hydraulic System Components................. T1-2-4
Steering Components .................... T1-2-4
Hoist Control Valve/Oil Tank .......... T1-2-5
Hydraulic Tank ............................... T1-2-6
Hydraulic Pumps ........................... T1-2-7
RCB Valve/Steering Accumulator... T1-2-8
Brake Valve/Retarder .................... T1-2-9
Brake Accumulators..................... T1-2-10
Windshield Washer Pump.............T1-2-11
Engine ....................................................T1-2-12
Exhaust Side ...............................T1-2-12
Intake Side ..................................T1-2-13
Transmission .......................................... T1-2-14
Air Cleaner / Surge Tank ........................ T1-2-16
Cabin Front ........................................... T1-2-17
Monitor Panel .............................. T1-2-18
Monitor Alarm System ................. T1-2-19
Instrument Panel ......................... T1-2-20
Vehicle Electrical Centers
1 and 2 ................................... T1-2-21
183T-1-1
(Blank)
183T-1-1
GENERAL / Specifications
SPECIFICATIONS
F D
B E I
G H
A
Model EH 750-3
Body Capacity
Struck (SAE) 20.8 m3 (27.2 yd3)
Heap 3:1 (SAE) 25.4 m3 (33.2 yd3)
Heap 2:1 (SAE) 27.7 m3 (36.3 yd3)
Max. GMW 75 400 kg(166 200 lb)
Engine Detroit Diesel Series 60 (14.0L)
391kW @ 2100 min-1(rpm) (525bhp/2100 min-1(rpm))
Net machine weight 35 400 kg (78 000 lb)
Body Raise Time (@1600min-1 (rpm)) N/A
(@2250min-1 (rpm)) 12 sec
Body Float Down Time 15 sec
Vehicle Speed @ Governed Engine Speed 38.2 mph (61.5kph)
Max. Grade (Stall Gradeability) 31%
A 8706 mm (28 ft 7 in)
B 4344 mm (14 ft 3 in)
C 4836 mm (15 ft 10 in)
D 8126 mm (26 ft 8 in)
E 3924 mm (12 ft 10 in)
F 60°
G 2274 mm (7 ft 6 in)
H 3778 mm (12 ft 5 in)
I 3478 mm (11 ft 5 in)
T1-1-1
PERFORMANCE DATA
EH750-3
T1-1-2
ENGINE
MAIN SPECIFICATIONS
Manufacturer .............................................. DETROIT DIESEL
Model ......................................................... SERIES 60
Type ........................................................... Diesel, 4 cycle, vertical, 6-cylinder inline,
water cooled, turbocharged, after cooled
direct injection type, Tier 3 Emission Certi-
fication.
Cyl. No.-bore x stroke ................................ 6-133 mm x 168 mm (5.24 in x 6.61 in)
Displacement ............................................. 14000cm3 (855 in3)
Rated output power.................................... 391 Kw / 2100 min-1(rpm) (525 hp / 2100 min-1(rpm)
Dry weight .................................................. 1216 kg (2681 lb)
Firing order................................................. 1, 5, 3, 6, 2, 4
Rotation direction ....................................... Clockwise (Viewed from the fan side)
COOLING SYSTEM
Cooling fan ................................................. Dia.1067.8 mm (42 in)
Fan pulley ratio ......................................... 0.70:1
Thermostat ................................................. Opening temperature 88 ºC (190 ºF)
Fully open temperature 99 ºC (210 ºF)
Water pump................................................ Centrifugal type
LUBRICATION SYSTEM
Lubrication pump type................................ Gear type.
Oil filter ....................................................... Full flow type, element type with bypass
Oil pan capacity.......................................... 30.3 L (8 US gal)
STARTING SYSTEM
Motor .......................................................... Delco-Remy 42MT
Voltage ....................................................... 24 V
ENGINE STOP SYSTEM

Stop method ............................................... Ignition signal cut-off
FUEL SYSTEM
Injection pump............................................ Gearcase drv. w/ cold plate
Speed control device.................................. Electronic governor – DDEC V
PERFORMANCE
3
Lubrication oil consumption ....................... 94.6 cm /h (0.10 qt/h) (New engine, at rated horsepower)
Fuel consumption @ rated output.............. 222 g/Kw-hr ( 0.366 lb/hp-hr)

Gross Maximum Torque............................. 2373 N٠m (1750 lbf٠ft) @ 1350 min-1(rpm)
Max. no load speed (GROSS) ................... 2250 min-1(rpm)
T1-1-3
Engine Speed, min-1(rpm)
T1-1-4
ENGINE ACCESSORIES
ALTERNATOR
Type…………………………………..Alternating current, diode rectification type, Delco-Remy 21 SI
Weight…………………………….….6.5 kg ( 14.2 lb)
Capacity……………………………...DC, 24 V, 70 A
AIR CONDITIONING COMPRESSOR

Type……………………………………Seltec, TM-16HD-Swash-plate type
Weight…………………………….……4.90 kg ( 10.9 lb)
Displacement………………………....163.3 cm3 (10.00 in3)/rev
RADIATOR ASSEMBLY
Type……………………………………Radiator/Oil cooler tandem type assembly
Dry Weight……………………….……635.0 kg (1400 lb)
RADIATOR
Type……………………………………Flat round, mechanical bond

Dry weight…………………………….317.5 kg ( 700 lb)
Capacity………………………………116.6 L (30.8 g)
Testing pressure……………………..206.8 kPa ( 30 psi)
Pressure cap…………………………N/A
OIL COOLER
Type…………………………………..Shell & tube

Dry Weight……………………………99.85 kg ( 220 lb)
Capacity
Shell side……………………………..20.8 L ( 5.5 g)
Tube side……………………………..11.4 L ( 3.0 g)
Testing Pressure…………………….2068.7 kPa ( 300 psi)
CHARGE AIR COOLER
Type………………………………….Bar & plate construction –Tbar (extruded tube & bar)

Dry Weight…………………………..113.9 kg ( 251 lb)
Testing Pressure……………………206.8 kPa ( 300 psi)
BATTERY
Capacity……………………………..430 min @ 25 Amps @ 27 ºC (80 ºF).
Voltage………………………………12 V
Weight(Wet)…………………………59.5 kg (131.21 lb) X 2
(Dry)……………… … ……..36.0 kg (79.5 lb) X 2
T1-1-5
HYDRAULIC DEVICES
HOIST AND BRAKE COOLING PUMP-TANDEM
Model ......................................................... Parker VTP20450-300C-DXS
Hoist section
Type............................................................ Gear
Displacement ............................................. 0.149 L/rev (9.10 in3/rev)
Rated flow .................................................. 317.1 L/min (83.8 gpm) @ 2100 min-1(rpm) x 1.013 (PTO Ratio)
Brake cooling
Rated flow .................................................. 210.9 L/min (55.7 gpm) @ 2100 min-1(rpm) x 1.013 (PTO Ratio)
STEERING PUMP
Model ......................................................... Vickers Inc. 02-341841-PEV21AL

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

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

3
Displacement…………………………………0.589 L/rev (35.9 in /rev)
Pressure Rating………………………………24.2 MPa (3500 psi)
RCB VALVE
Check Valve
Type……………………………………………Steel seat
Pressure Rating………………………………151.4 L/ m (40 gpm) with 172.5 kPa ( 25 psi) pressure drop
Cracking Pressure………………………….. .207 ± 21 kPa ( 25 ± 3 psi)
Velocity Fuse………………………………….Set at 19.0 ±1 L/min ( 5 ± 0.3 gpm)
Relief Valve…………………………………...Set at 22 070 ± 172.5 kPa (3200 ± 25 psi)

Rated Flow…………………………………….151.4 L/min ( 40 gpm)
T1-1-6
STEER ACCUMULATOR
Rated Operating Pressure………………………20 685 kPa (3000 psi)

Maximum Oil Discharge ………………………..12.75 L (778 in3)
Volume (Gross) ………………………………….28.38 L (1430 in3)
Precharge Pressure…………………………….. 6895 kPa (1000 psi)
HOIST CYLINDER
Quantity ........................................................... 2
Type ................................................................. Double Acting with Retract Cushioning
Stages.............................................................. 2
Stroke .............................................................. 769.87-779.53 mm(30.3-30.69 in)
Bore ................................................................. 177.8-127.0 mm(7.00-5.00 in)
Piston Rod Diameter ....................................... 152.4-101.6 mm(6.00-4.00 in)
Fully retracted length....................................... 1219.2 mm(48.0 in) (center-center)
STEERING CYLINDER
Quantity ........................................................... 2
Type ................................................................. Double Acting
Stages.............................................................. 1
Piston Rod Diameter ....................................... 44.5 mm (1.75 in)
Bore ................................................................. 82.6 mm (3.25 in)
Stroke .............................................................. 381.0 mm (15.0 in)
FRONT RIDE STRUT
Quantity ........................................................... 2
Effective stroke ................................................ 228.7 mm (9.00 in) (center-center)
Fully retracted.................................................. 899.2 mm (35.40 in) (center-center)
TM
Capacity(both) Neocon-E Fluid .................... 14.4 L (3.8 g)
REAR RIDE STRUT
Quantity ........................................................... 2
Effective stroke ................................................ 95.2 mm (3.75 in) (center-center)
Fully retracted.................................................. 781.0 mm (30.74 in) (center-center)
TM
Capacity(both) Neocon-E Fluid .................... 6.4 L (1.7 g)
T1-1-7
ELECTRICAL EQUIPMENT
Battery relay
Voltage-Current ............................................... 24V /DC-10 A.
Starter relay
Voltage-Current ............................................... Intermittent duty, 24 V-100 A
All control relays in the cab

Voltage-Current ............................................... 24 V / NO-10 A, NC-10 A
Horn
Specifications................................................... 24 V-3.5 A, 310 ± 20 Hz(Low tone)
380 ± (Hi tone)
Lights
Headlights........................................................ 4 Halogen
Specifications................................................... 24 V-75 / 70 W
Clearance/Turn................................................ 2
Specifications................................................... 24 V-12 W / 25 W
Stop/Tail/Turn................................................... 2
Specifications................................................... 24 V-25 W / 10 W / 25 W
Backup............................................................. 1
Specification .................................................... 24 V-70 W
Air Conditioner
Refrigerant .................................................... 134 a
Evaporator Capacity ..................................... 32.2 MJ/h (7686 kcal/h) @ 35°C (95 °F)
3 3
Evaporator Air Flow....................................... 595 m /h (778 yd /h)
Heater Capacity ............................................ 42.2 MJ/h (10080 kcal/h)
Temperature Control ..................................... Electronic control
Refrigerant Capacity…………………………..1588 g ( 3.5 lb)
T1-1-8
BRAKES
Service brakes Front Rear (Retarder)

Make…………………………………………… Carlisle M6 Euclid
Type……………………………………………..Dry disc Wet disc
Location…………………………………………Wheels Wheels
No. of Discs per Axle…………………………..2 12
No. of Brake Heads per Axle……………..…..2 N/A
Control System…………………………………Hydraulic actuated Hydraulic actuated
Park brake
Make…………………………………………......Carlisle SA7000
Type………………………………………………Disk
Location………………………………………….Differential
No. of Discs per Axle………………………..…1
No. of Brake Heads per Axle..……………..….3
Secondary System……………………………..Dual circuit with automatic low pressure apply
FRONT BRAKE CUT-OFF VALVE
Type .................................................................. Pressure reducing valve

Front brake regulated pressure ........................ 15895 ±172 kPa (2300 ± 25 psi)
RETARDER CONTROL VALVE
Type…………………………………………………Pressure reducing valve

Rear brake regulated pressure…………………..8274 ± 172 kPa (1200 ± 25 psi)
BRAKE ACCUMULATOR
Rated Operating Pressure .……………………20 700 kPa (3000 psi)

3
Oil Volume……………………………………….1.36 L (83 in ) @ 20700 kPa ( 3000 psi) full charge
and 8280 kPa (1200 psi) pre charge under adiabatic condiditons
Gas Volume……………………………………..2.82 L (172 in3) at pre charge
T1-1-9
GENERAL / Component Layout
MAIN COMPONENTS
2
1
3
5
1. Battery 4. Rear Axle

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

7. Frame 15. Hydraulic Tank
8. Front Strut 16. Transmission
9. Tie Rod 17. Front Driveline
10. Fuel Tank 18. Steer Cylinder
11. Hoist Cylinder 19. Engine
12. Track Rod 20. Transmission Cooler
13. Rear Strut
T1-2-2
ELECTRICAL COMPONENTS
10
1
2
9
4 8 8
3 5
7
1. Battery Box 6. Windshield Washer Pump

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

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

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

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

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

2. RCB Valve 5. Steer Bleed Down Solenoid
3. Park Brake Pressure Switch 6. Steer/Brake Pressure Sensor
T1-2-8
Brake Valve/Retarder
1. Brake Valve 2. Retarder Valve 3. Front Cut-off Valve
T1-2-9
Brake Accumulators
1
2
1. Front Brake Accumulator 2. Rear Brake Accumulator
T1-2-10
Windshield Washer Pump
1 3
1. Windshield Reservoir
2. Cap
3. Windshield Washer Pump
T1-2-11
ENGINE
Exhaust Side
3 2 1
7 16
15
14
12 13
11
8 9
10
1. Engine Coolant Outlet 9. Engine Oil Filters

2. Thermostat Housing 10. Engine Oil Drain
3. Thermostat Housing Vent 11. Wastegate Actuator
4. Turbocharger 12. Coolant Filter
5. Coolant Temperature Sensor 13. Engine Coolant Inlet
6. Exhaust Manifold 14. Water Pump
7. Engine Oil Cooler 15. Alternator
8. Flywheel Housing 16. Alternator Drive Belt
T1-2-12
ENGINE
Intake Side
5
4
8
9 10
12
11
1. Engine Serial Number 7. Timing Reference Sensor

2. Oil Pressure Sensor 8. Fuel Inlet
3. Turbo boost Sensor 9. ECM Module
4. Fuel Temperature Sensor 10. Oil Dipstick
5. Air Temperature Sensor 11. Oil Fill
6. Fan Drive Belt 12. Fuel Pressure Sensor
T1-2-13
TRANSMISSION
1. Transmission Pressure Transducer

2. Input Speed Sensor
3. Transmission Temperature Sensor
T1-2-14
TRANSMISSION
10
7
6
4. Main Connector (Solenoids A-G) 8. Turbine Speed Sensor

5. Output Speed Sensor 9. Lock Up (Solenoid K and Sump Temperature Sensor
6. Main Valve Body 10. Lock Up Valve Body
7. Trim Boost Connector (Solenoid J)
T1-2-15
AIR CLEANER / SURGE TANK
Air Cleaner
1
1. Air Cleaner
2. Air Cleaner Switch
1
Surge Tank
2
3
4
1. Surge Tank 3. Radiator Vent Lines

2. Coolant Level Sensor 4. Coolant Make-up Hose
T1-2-16
CABIN-FRONT
1. Monitor Panel 8. Hoist Lever

2. Steering Wheel/Column 9. Shift Selector
3. Instrument Panel 10. Center Console Switches
4. Overhead Instrument Panel 11. Operator’s Seat
5. Retarder Pedal 12. Passenger’s Seat
6. Brake Pedal 13. 24 Volt Power Port
7. Accelerator Pedal 14. Ash Tray
T1-2-17
Monitor Panel
1. Brake/Steer Hydraulic Oil Pressure Gauge 7. Speedometer

2. Fuel Gauge 8. Odometer
3. Coolant Temperature Gauge 9. Tachometer
4. Converter Oil Temperature Gauge 10. Indicator, Engine Lights
5. Brake Cooling Oil Temperature Gauge 11. Indicator, Load Monitoring System (Option)
6. Hour Meter 12. Load Counter
T1-2-18
Monitoring Alarm System
13. Engine Stop Indicator (Warning) 23. Steering Oil Pressure Indicator
14. Central Warning Indicator 24. Brake Oil Pressure Indicator
15. Engine Oil Pressure Indicator 25. Parking Brake Indicator
16. Engine Coolant Level Indicator 26. Active Traction Control Indicator (Option)
17. Engine Shutdown Indicator 27. Electronic Downhill Speed Control Indicator (Option)
18. Alternator Indicator 28. ATC/EDSC Error Indicator (Option)
19. Transmission Malfunction Indicator 29. Turn/Hazard Indicator
20. Transmission Oil Pressure Indicator 30. High Beam Indicator
21. Engine Filter Indicator 31. Body Up Indicator
22. Steering Oil Temperature Indicator
T1-2-19
Instrument Panel
1. Windshield Wipers and Washer Switch 5. Parking Brake Switch

2. Headlight Switch 6. Front Brake Cut Off Switch
3. Rheostat 7. Heater/Air Conditioner Controls
4. Key Switch 8. Counter Reset Switch
T1-2-20
VEHICLE ELECTRICAL CENTERS 1 AND 2
1
2
3
8 6
7
5
1. Vehicle Center 1 5. Transmission Control Unit (TCU)

2. Vehicle Center 2 6. Wiper Relay
3. Diagnostic Center 7. Flasher
4. Central Control Unit (CCU) 8. Bleed Timer and Rheostat
T1-2-21
T1-2-22
T1-2-23
BATTERY BOX
2
4
1. Battery 3. Starter Solenoid

2. Battery Relay 4. Battery Disconnect Switch
T1-2-24
TAIL LAMP BRACKET
1 1
1. Turn/Stop Light
2. Back-Up Alarm
3. Reverse Light
T1-2-25
AIR CONDITIONING/HEATER AIR-DITRIBUTION BOX LOCATON
T1-2-26
AIR CONDITIONING SYSTEM COMPONENTS AND HOSES
7
4
3
9
8
5
1. Engine (ref.) 6. Refrigerant Lines

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

computer, Engine Control Unit (ECU) and Transmis-
sion Control Unit (TCU) are used for the truck control.
The Engine Control Unit includes the following fea-

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

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

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

torque proportional to the throttle input.
Engine speed is determined by the load
& is bounded by the low speed governor
and high speed governor.
Throttle Activated Diagnostic Switch
Purpose: To indicate active fault codes in a se-

quence of flashing lamps.
Operation: When key switch is in ON position and

engine is not running, a sequence of
throttle movements will activate the
diagnostic mode. The throttle must
quickly be cycled three times in order to
define the throttle as a diagnostic switch.
A successful throttle cycle is defined as
each time the throttle passes calibratible
upper and lower threshold. Each suc-
cessful throttle cycle will lead to the next
fault code.
Engine Protection
Purpose: To monitor the critical engine operating

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

conditions like coolant temperature,
coolant level, intake manifold tempera-
ture, oil pressure or oil temperature ex-
ceeds the engine protection limit as de-
fined in the calibration, a derate will occur.
The severity of the derate will vary in re-
lation to the severity of the event.
T2-1-2
Engine Protection – Overspeed
Purpose: To monitor the engine speed and shut off

fuel to the engine if an overspeed condi-
tion is detected.
Operation: If the engine speed exceeds 2650 rpm,

an overspeed condition is detected and
the fuel shut off valve closes, thereby
preventing fuel flow to the engine. A fault
is logged. The fuel shut off valve reopens
when the engine speed drops below
2550 rpm.
Engine Warm-up Protection
Purpose: To limit engine speed and torque after

start up until sufficient oil pressure is
available to the engine components.
Operation: In the absence of active oil pressure or if

oil pressure sensor fails, this feature
limit’s the torque and or speed until suffi-
cient oil pressure is observed.
Altitude Derate
Purpose: To prevent damage to the engine when

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

tudes, this feature derates the engine to
slow the turbocharger by effecting full
load fueling value based upon engine
speed and ambient air pressure.
T2-1-3
TRANSMISSION CONTROL
Hold In Range
Purpose: Used to signal the TCU to hold the trans-
mission in present range.
Operation: Whenever body angle is 10% and above

and transmission is in forward gear, CCU
sends a 24V signal to activate the body
up angle relay. This relay sends a signal
to TCU to hold the transmission in pre-
sent range. No upshifts of the transmis-
sion take place but normal downshifts
continue.
T2-1-4
Neutral Dump
Purpose: Shifts the transmission to neutral if the
body is raised when the transmission is
in reverse.
Operation: Whenever hoist lever is in up position or

body angle is 10% and above and trans-
mission is in reverse, CCU sends a 24V
signal to activate the neutral dump relay.
This relay interrupts a signal to TCU to
shift the transmission to neutral. In case
transmission is in forward gear, it will limit
the speed of forward motion.
HOIST LEVER POSITION
T2-1-5
Neutral to Range Inhibit
Purpose: Holds transmission in neutral regardless
of the range position of the shift selector. In this case the park brake control relay will
interrupt the signal from pin V31 to pin V29
Operation: For safety reasons in case of power loss causing the TCU to shift into Neutral gear
the park brake is not applied when the and hold regardless of the shift selector po-
solenoid and control relay are engaged sition.
and the park brake is applied when they The TCU will hold in neutral gear as long the
are disengaged. park brake is applied.
This backwards logic is build into the park
brake control button (i.e. when button ON
the build-in switch is OFF and when the
button is OFF the build-in switch is ON).
When park brake is requested (park
brake switch OFF) the 24V signal to the
CCU is interrupted and if conditions for
the park brake to apply are satisfied (see
park brake logic) the CCU will disengage
the park brake solenoid and control relay.
T2-1-6
Maximum Cooling-Brake
Purpose: Increases the engine speed to improve
the brake cooling.
Operation: Whenever brake oil temperature in-

creases above 93 degree C, CCU sends
a 24V signal to activate the max cool re-
lay. This relay sends switched 24V power
to TCU to activate the accelerated down-
shift function. This function causes TCU
to command downshifts to happen at
higher than normal speeds (pre-select
downshifts).This effectively increases the
effect of engine braking, keeping engine
speeds higher which maximizes brake
cooling.
T2-1-7
Delta-P Hold
Purpose: Prevents transmission upshifts when
transmission oil filter pressure switch is
closed.
Operation: Whenever transmission filter is clogged,

the filter switch opens and no signal is
sent to CCU. CCU will then send a signal
to activate T/M filter blocked relay. This
relay will send a signal to TCU to prevent
any transmission upshifts. Transmission
will continue to operate with normal
downshift schedules. In case T/M is in
neutral, the operation is limited to first,
neutral and reverse gear only.
T2-1-8
BODY/HOIST CONTROL
Purpose: To control the hoist cylinders/body move- FLOAT: With the hoist control lever in the
ment and position according to the hoist FLOAT position, the hoist lever rheostat
control lever position determined by sends a 2 volt signal to the main controller.
operator. The main controller interprets the voltage as
the FLOAT position then directs a pulsed
Operation: RAISE: With the hoist control lever in the voltage signal to LOWER PWM solenoid
RAISE position, the hoist lever rheostat valve of the hoist control valve. The LOWER
sends a 3-5 volt signal to the main con- PWM solenoid valve shuttles to allow the hy-
troller. The CCU interprets the voltage as draulic pilot pressure 1080-1430kPa
the RAISE position and will generate a (157-207psi) to the end of the hoist control
Pulse Width Modulated (PWM) signal spool. The valve spool shifts to allow the sys-
proportional with the rheostat voltage, in tem hydraulic fluid to flow through the hoist
order to activate the RAISE PWM sole- control valve. The hoist cylinder base end oil
noid valve. This valve shuttles to allow the is open to hydraulic tank.
hydraulic pilot pressure 1520-2070kPa
(220-300psi) to the end of the hoist con- POWER DOWN: With the hoist control lever in
trol spool. The valve spool shifts into the the POWRER DOWN position, the hoist lever
RAISE position allowing the hoist system rheostat sends a 0.8 volt signal to the main
hydraulic pressure to flow to the base end controller. The main controller interprets the
of hoist cylinders, extending them up- voltage as the POWER DOWN position then
wards to dump the load. directs a pulsed voltage signal to LOWER
Pulse Width Modulating (PWM) solenoid
HOLD: With the hoist control lever in the valve of the hoist control valve. The LOWER
HOLD position, the hoist lever rheostat Pulse Width Modulating solenoid valve shut-
sends a 2.5 volt signal to the main con- tles to allow the hydraulic pilot pressure
troller. The main controller interprets the 1270kPa (250psi) to the end of the hoist con-
voltage as the HOLD position, and will not trol spool. The valve spool shifts into the
generate any signal to either the LOWER POWER DOWN position allowing a reduced
or RAISE PWM solenoid valve. Therefore, amount of system hydraulic pressure ap-
there isn’t a supply of piloting pressure to proximately 10343kPa (1500psi) to flow to the
the hoist control spool. Springs at each rod end of hoist cylinders, collapsing the cyl-
end of the valve spool force the spool to inders and force the body down.
the center position; this blocks the flow of
hydraulic fluid to and from the base end of
the hoist cylinders and maintains the body
in the desired position.
T2-1-9
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system consists of hoist & brake cooling

circuit, steering circuit and brake circuit.
Hoist & Brake Cooling Circuit:

A hydraulic circuit that actuates hoist cylinders by
pressure oil delivered from the hoist pump through the
hoist control valve, and cools the rear wet disc brakes
by combining oil delivered from the cooling pump and
returned from the hoist cylinders.
Steering Circuit:
A hydraulic circuit that actuates steering cylinders by
pressure oil delivered from steering pump through the
RCB valve and steering valve, and that also releases
the parking brakes.
Brake Circuit:
A hydraulic circuit that applies the front dry brakes and
rear wet disc brakes by pressure oil delivered from the
steering pump through the RCB valve, brake control
valve and/or retarder control valve.
T2-2-1
EH750-3 HYDRAULIC SYSTEM CIRCIUT
T2-2-2
HOIST & BRAKE COOLING CIRCUIT
When the engine is running, the hoist pump picks up

hydraulic oil from the hoist & cooling oil tank and sup-
plies it to the hoist control valve. Pump discharged oil
is routed to the hoist cylinders via the hoist control
valve as the control valve spool is shifted.
Return oil from the hoist control valve joins into the oil
delivered from cooling pump that picks up hydraulic oil
from hoist & cooling oil tank as well. The combined oil
is routed to hoist & cooling oil tank via the heat ex-
changer to cool the hydraulic oil to the appropriate
temperature, and the rear wet disc brakes to remove
the heat from the brakes that is produced in normal
braking and retarding.
If oil resistance is high at the heat exchanger, i.e.,

when oil temperature is low (high viscosity), the by-
pass check valve opens to route hydraulic oil to the
hoist & cooling oil tank, bypassing the heat exchanger,
and rear brakes.
T2-2-3
EH750-3 HOIST & BRAKE COOLING SYSTEM
T2-2-4
Body Raise:
To raise the body the operator is required to lift the
electronic hoist control lever to the full raise position.
The four-position spool of hoist control valve shifts into
the RAISE position. (It is necessary to hold the lever
in this position as a centering spring will return the
lever to the hold position.) Oil from the hoist pump
enters the hoist control valve and is directed to the
base ends of the hoist cylinders.
Some of the oil is directed through a pilot line which

connects to the motion control valve pilot port. When
the body is rising, hoist base-end pressure is high.
Pilot pressure is also high. This pilot pressure shifts
the relief cartridge open enough to give low back
pressure on return oil passing through the motion
control valve. The hoist cylinders cannot extend until
base-end pressure is high enough in the pilot line to
open a valve in the motion control valve. This allows
oil trapped in the rod ends to return to tank. If the load
should shift, or if the body is empty, hoist base-end
pressure is reduced. Therefore, pilot pressure is re-
duced a like amount. This creates a high rod-end
back pressure, which effectively throttles the return oil
and consequently, the hoist cylinders. As the body
extends and the load starts to shift beyond the body
pivot point, the shifting load could try to accelerate the
body speed. The motion control valve would sense
this acceleration and react to throttle return oil. This
throttling of return oil would slow the body by causing
a back pressure in the rod ends of the hoist cylinders.
During the complete dumping cycle the motion control
valve can modulate between fully open to fully closed
for smooth and precise body speed.
T2-2-5
T2-2-6
Body Hold:
When the electronic hoist control lever is moved to the
hold position, the four-position spool of hoist control
valve is forced into the HOLD (neutral) position by
both end springs. The base end hoist cylinder oil is
blocked at the hoist control valve. Oil from the pump
enters the hoist control valve and is routed back to
tank. Oil on the rod end of hoist cylinder is open
through a metered port to tank. At this time the body
cannot move down.
T2-2-7
T2-2-8
Body Float:
To move the electronic hoist control lever from hold to
float it is necessary that the operator overcome a de-
tent mechanism inside the hand controller. Once
moved into the float position the control lever will stay
in this position. The four-position spool of the hoist
control valve shifts into the FLOAT position and allows
the oil from hoist pump to pass through the hoist con-
trol valve and back to return line. The hoist cylinder
base end oil is also open to hoist & cooling system oil
tank via return path.
If the body has been raised, the weight of the body

will tend to force oil out of the base ends of the cylin-
ders. This oil must travel through the hoist control
valve which restricts the flow of base-end return oil
and, consequently, eases the body back to the frame.
This FLOAT control position allows the body to “float"
along the haul road, thereby placing no undue strain
on the hydraulic components.
WARNING: Any time the machine is moving,

whether empty or loaded, the control lever
should be in the “Float” position.
T2-2-9
T2-2-10
Body Power Down:
When the control lever is moved to the power down
position, the four-position spool of the hoist control
valve will shift into the POWER DOWN position. (It is
necessary to hold the lever in this position as a cen-
tering spring tries to return the lever to float position.)
Oil from the hoist pump enters the hoist control valve
and is directed to the rod ends of the hoist cylinders.
An orifice in the control valve spool diverts partial flow
directly to hoist & cooling oil tank limiting flow to rod
ends of the hoist cylinders thus limiting maximum
power down pressure.
The body will start moving down pushing base-end oil

out into the hoist control valve, allowing the body to
return to the frame.
T2-2-11
T2-2-12
STEERING CIRCUIT
The steer pump draws hydraulic oil from the steer
oil tank, charges steering accumulator and supplies
it to steer control valve via RCB valve’s one way
check valve. Pump discharged oil is routed to the
steering cylinders through steer control valve as the
control spool is rotated by the steering wheel.
T2-2-13
EH750-3 STEERING SYSTEM
T2-2-14
Operation
Steer In Neutral Position:

Hydraulic oil is drawn through the 100 mesh strainer If the oil temperature reaches 93 °C (200 °F) the in-
in the steer oil tank, and then is gravity fed to the steer crease in temperature will be picked up by the Resis-
pump. From the steer pump the oil is sent through 6 tive Temperature Device (RTD), located on the back-
micron pressure filter, then to the RCB valve, where it side of the steering tank and the same alarms will
flows through a one way check valve. The oil pressure come on.
is sensed at the relief cartridge, set at 22064 kPa
(3200 psi), and the bleed down solenoid and sent to
the steering accumulator. The steering accumulator
will be charged to 18960 ± 345 kPa (2750 ± 50 psi).
System supply oil is also directed through the velocity

fuse, out the "PC" port to the unloading valve on the
steer pump. The unloading valve will have the pump
at zero output, and will not cut the pump into the sys-
tem until the pressure drops to 15860 kPa (2300 psi).
When system pressure reaches 18960 ± 345 kPa
(2750 ± 50 psi), it will be sensed at the unloading
valve. The system pilot pressure from the RCB valve
will force the unloading valve off its seat, exhausting
pump pressure back to tank and placing the pump
into "Q" minimum until the operator turns the steering
wheel or the pressure bleeds off through internal
leakage. "Q" minimum is also called standby pressure
which is set between 1724-3447 kPa (250-500 psi).
From the RCB valve, at the "AUX." port, oil flows to

the brake apply circuit. Oil also flows from the "V" port
to the steering control valve, where it is blocked, ex-
cept for the amount of oil allowed to travel through the
reduced orifice and back to tank. This reduced orifice
is called the thermal bleed; it keeps both sides of the
control valve warm during cold climate conditions. Any
return oil through the thermal bleed orifice is sent
back to tank.
In the neutral position the control valve has both cyl-

inder ports, "L" and "R", blocked. Oil in the lines be-
tween these ports and the steer cylinders is static.
The system supply oil is directed out the "PT" port to
the pressure senor. When the master key switch is in
the "ON" position the steer pressure, brake pressure
and central warning indicators will be illuminated. An
audible alarm will sound if the engine is started. The
Central Control Unit (CCU) will turn off the steer
pressure warning indicator when 12410 ± 350 kPa
(1800 ± 50 psi) is sensed at the pressure sensor. The
(CCU) will turn off the brake pressure warning indica-
tor when 11375 ± 350 kPa (1650 ± 50 psi) is sensed
at the pressure sensor.
T2-2-15
T2-2-16
Steer Right Turn:
Hydraulic oil is drawn through the 100 mesh strainer
in the steer oil tank, and then is gravity fed to the steer
pump. From the steer pump the oil is sent to the
pressure filter, then the RCB valve, where it flows
through a one way check valve. The oil pressure is
sensed at the relief cartridge, set at 22064 kpa (3200
psi) and the bleed down solenoid and sent to the
steering accumulator. The steering accumulator will
be charged to 18960 ± 345 kpa (2750 ± 50 psi).
System supply oil is also directed through the velocity

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

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

the right steer cylinder and the base end of the left
steer cylinder. The pressure in the steer lines increase
and is sensed at the cross over relief valve located in
the steer valve. The cross over relief valve is set to
relieve pressure at 23460 ± 345 kPa (3400 ± 50 psi).
The cross over relief valve shifts, exhausting excess
pressure through the one way check valve, then to the
opposite steer lines filling the void at the opposite
steer cylinders created by the shock.
The operator would not feel this shock at the steering

wheel since the steering valve is a closed center type.
T2-2-19
T2-2-20
Engine Shutdown/System Bleed Down:
When the engine is shutdown, the bleed-down sole-
noid timer is activated which also activates the
bleed-down solenoid in the RCB valve. The
bleed-down solenoid shifts and exhausts pressure
from the accumulator back to tank.
T2-2-21
T2-2-22
BRAKE CIRCUIT
The brake system gets applied oil from the RCB valve
in the steering system and charges the front and rear
brake accumulators. The pressure oil is routed to front
and/or rear brakes through the brake control valve or
retarder control valve as brake control valve spools
and/or retarder control valve spool is shifted.
T2-2-23
EH750-3 BRAKE SYSTEM
T2-2-24
Operation
Brake System Charging:

Supply Pressure to 9653 kPa (1400 psi)
At engine start up the steer accumulator begins to

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

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

steering pressure light and audible alarm when the
brake/steer pressure transducer in the RCB valve
senses 12411 kPa (1800 psi). The (CCU) will deacti-
vate the brake pressure light and audible alarm when
the brake/steer pressure transducer senses11376 kPa
(1650 psi).
At engine shut down, the steering accumulator will

bleed down. The service brake accumulators are iso-
lated by the check valves and remain pressurized.
The front and rear brakes will apply when the accu-
mulator pressure leaks down to activate the low
pressure sensor. The time span between steer system
bleed down and automatic brake application is de-
pendent on internal leakage rates of the valve; there-
fore, this can vary appreciably.
NOTE: The delay between steer system bleed

down and brake automatic apply must be
at least 3 minutes.
T2-2-27
T2-2-28
Service Brake:
When the service brakes are applied with the foot
pedal, both the FRONT, and the REAR plungers
stroke into the brake valve. The plungers compress
the springs which move the spools. The spools close
the tank port and open system pressure to the brakes.
The rear brake pressure shifts the shuttle valve in the
retarder valve and pressurizes the rear brakes. The
pressure increases until it exactly balances the spring
compression for that particular plunger position. When
the brake pedal is released, the plunger moves back
relaxing the spring compression; the spools open the
tank port and brake pressure is exhausted.
The pressure applied to the brakes is directly propor-

tional to the brake control valve plunger position
(pedal position). Front apply pressure is proportional
to spring compression up to a maximum of 15858 kPa
(2300 psi). The rear apply pressure is 8300 kPa (1200
psi). The brake accumulators are used to supplement
the steer system supply pressure; this insures quick
response time.
T2-2-29
T2-2-30
Retarder:
The retarder control valve functions in the same man-
ner as the brake control valve but it is a single plunger
valve which activates only the rear brakes. Steer sys-
tem pressure is supplied directly to the valve and
does not utilize a secondary accumulator; therefore
the retarder valve is only active with the steering
system charged pressure. Pedal application supplies
regulated pressure which shifts the shuttle valve and
applies the rear brakes. The maximum retard pres-
sure is 8300 kPa (1200 psi). The retarder valve should
be used to control the machine speed when coming
down grades. It may also be used for normal maneu-
vering to maximize front disc brake life.
WARNING: The service brake pedal must not

be used for retarding; the front brakes will be
severely damaged. Complete failure of the
front brakes could result
T2-2-31
T2-2-32
Load/Dump Brake:
To apply the electric load/dump brake on the center
console, the operator must depress the lower part of
the load/dump brake switch. With the switch in the
‘ON” position, the load/dump brake solenoid is ener-
gized and shifts the solenoid valve, directing full brake
system pressure as pilot pressure to the rear brake
plunger. The rear brake plunger strokes and opens up
the rear brake spool, sending brake apply pressure to
the rear wet disc brakes, 8300 kPa (1200 psi).
WARNING: The load/dump brake is not a

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

chine with the engine off.
T2-2-33
T2-2-34
Automatic Brake Apply at Low System Pressure:
If the steering system pressure drops below 12410
kPa (1800 psi) the steer warning light, central warning
light and alarm will activate. If the steering pressure
drops below 11376 kPa (1650 psi) the brake warning
light will activate also.
Since the brake accumulators are isolated from the

steer system by the check valves in the brake control
valve, full brake system pressure is still available to
stop the machine by using the brake pedal.
a- Steering pressure must drop below 9653 ± 345

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

light and alarm are activated.
c- The brake pressure warning light is activated.
d- The machine operator must fail to react to the

alarms.
e- Both brake accumulators must also drop below

9653 ± 345 kPa (1400 ± 50 psi).
The pressure will now be too low to hold off the sen-
sor spring of low pressure valve; the valve spool will
shuttle, directing brake accumulators oil pressure
9653 kPa (1400 psi) or less to pilot the brake control
valve plungers. The plungers will work in the same
manner as a pedal application and this reduced
pressure in brake accumulators will be supplied to the
front and rear brakes.
T2-2-35
T2-2-36
Service Brake Applied When Front or Rear Brake
Circuit Failure:
Should the front circuit lose pressure, the front brake
accumulator will drain as the brakes are applied. The
steering accumulator will also begin to drain; but the
rear brake accumulator is protected by the check
valve and will maintain 18960 kPa (2750 psi). The
central warning, steer and brake warning lights and
audible alarm will be on. The operator will have full
pressure to the rear brakes when the pedal is de-
pressed. The low pressure sensor will automatically
apply the brakes if the alarms are not reacted to by
the operator, however, front pressure may be zero
and rear supply pressure will be less then 9653 kPa
(1400 psi). The reverse sequence occurs with a rear
circuit failure. Automatic application will occur with the
front pressure at less than 9653 kPa (1400 psi) and
the rear pressure may be zero.
WARNING: Do not operate this machine with

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

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

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

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

Service Brake Apply Above 1850 psi
When the operator applies an aggressive stop, the

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

• Starting Circuit Activate the vehicle marker lamps.
Rotates the starter to start the engine
• Head Lamp Circuit – Halogen
• Engine Control - Vehicle Activate the vehicle headlamps (high and low
Describes the Engine Control Unit (ECU) intercon- beam).
nection with the rest of the vehicle.
• Turn Signal and Hazard Warning
• T/M Control Circuit - Cab Activate the vehicle hazard and turn signals lamps.
Describes the T/M Control Unit (TCU) electrical in-
terconnection with components found in the cab. • Brake Lamp Circuit
Activate the stop lamps when brake.
• T/M Control Circuit - Vehicle
Describes the T/M Control Unit (TCU) electrical in- • Reverse Lamp / Alarm Circuit
terconnection with components found outside of the Activates the reverse lamp and alarm whenever
cab. T/M is in reverse gear.
• Monitoring Circuit- Comb Meter • Dome Lamp Circuit

Display vehicle operating conditions and errors Activate the dome lamp in the cab.
through lights and activates a buzzer.
• Windshield Wiper & Washer Circuit
• Monitoring Circuit - Gauges When the key switch is in ON position, activates the
Displays the vehicle speed, steer / brake pressure windshield wiper or washer when requested.
and fuel level.
• Accessories/Customer Power Supply Circuit
• Horn Circuit Describe the optional connectors on the vehicle
Describe the horn electrical circuit and how oper- which can be used to power certain dealer/cus-
ates. tomer installed options.
• Diagnostic Circuit • Front Brake Disable Circuit

Identify the available electrical diagnostic options Cuts off the front brake under certain conditions.
and their connection to the vehicle.
• Haultronics Circuit (Optional)
• Load / Dump Brake Circuit Monitor the payload on the vehicle.
Describes the load dump brake electrical circuit and
how rear brakes are actuated. • Service Lamp (Optional)
Activate additional lamps on the vehicle for better
• Parking Brake Circuit visibility when service.
Describes the parking brake electrical circuit and
how is actuated. • ATC/EDSC Circuit (Optional)
Activate the traction control and electronic down-
• Hydraulic Tank Circuit hill speed control circuit.
Describe the functionality of the hydraulic tank elec-
trical circuit. • Heated Seat and Mirror, Air Seat Circuit (Optional)
Activates the heated seat, air seat and heated
• Hoist Circuit mirror circuit.
Describe the functionality of the hoist electrical cir-
cuit. • Air-Conditioner Circuit (Optional)
Activate the Air-conditioning circuit.
T2-3-1
STARTING CIRCUIT
The negative terminal of the battery is connected to When the key switch is released after the engine
the vehicle frame through the battery disconnect starts, the key switch returns to M position. RY2 re-
switch. The key switch is powered by 24V DC from mains activated till the engine dies down completely
the battery by a 15A fuse (F1) in the vehicle electric to prevent the surges in the circuit by supplying power
center. When the key switch is in ON position, 24V to activate the battery relays when the engine is shut-
DC goes through the M terminal of the key switch to ting down.
activate RY7 which sends 24V DC through F2 to ac-
tivate battery relay 1 and 2 and send an ignition signal An Auxiliary Start Receptacle is located near the en-
to the ECU. gine to jump start the engine. The output of the alter-
nator has a 100A fusible link located in the battery box
When the key switch is turned to START position, 24V to prevent any damage to the alternator. A charging
DC signal goes to CCU input. CCU sends an output to signal from the alternator is sent to the CCU for
activate engine start relay RY1 only if speed of engine evaluation and the alternator malfunction lamp is
is less than 600 min-1(rpm) and the transmission is in turned on if the charging voltage is either too low or
neutral position. Activation of RY1 causes the 24VDC too high.
from F1 to activate the starter motor relay (ESMR)
only if park brake switch is applied. The starter motor
relay sends a 24V DC signal from battery relay to en-
ergize the starter motor solenoid. At this time, the pin-
ion gear of the starter motor is extended to engage
with the engine ring gear to rotate the starter motor.
T2-3-2
ENGINE CONTROL-VEHICLE
When the key switch is OFF, 24V DC is supplied to The accelerator pedal provides a signal to the engine
fuse F14, F15, F16 and F18 to power the engine con- fuel control system in response to the driver’s request
trol unit (ECU). for engine power. A sensor which is powered by 5V
supply from the engine ECM provides a voltage pro-
The air filter switch is powered by 24V supply from the portional to the angular displacement of the pedal.
Central Control Unit. This switch is a normally open Idle validation switch on the accelerator pedal is re-
switch. This will close when the air filter becomes quired for DDEC-V engines.
clogged and a warning light will flash in the dash
panel.
The coolant level sensor is powered by the ECU.
When the coolant level is low a signal will go to ECU
which in turn will send signal to CCU through the
J1939 data-link and a warning light will come ON in
the dash panel.
T2-3-3
T/M CONTROL CIRCUIT-CAB
Fuse F19 (un-switched 24V DC) is supplying power to If the brake oil temperature exceeds 93 ºC (200 ºF)
the T/M control unit (TCU). the TCU is switching in the accelerated downshift
mode when it will shift gears at a higher engine speed
The shift lever is powered by 24V DC supply from the than in the normal operating mode. This will help to
TCU. Shift lever illumination is done through the rheo- cool down the brake system oil temperature and also
stat found on the dash panel. it will increase the effect of engine braking. If the TCU
is in the accelerated downshift mode and the brake oil
If the body is raised (body angle 10% or above), for- temperature drops to 88 degrees C or bellow the TCU
ward movement is restricted to gear 1 if start moving will shift back to normal operating mode if there is no
from a stop position, and no up-shifting but only other restriction. Switching to the accelerated down-
down-shifting is permitted if the truck is already in a shift mode is triggered by relay RY10 through a signal
higher gear. from them CCU.
The TCU applies these restrictions when relay RY9 is
turned ON by the CCU based on the described condi- If the transmission oil filter is clogged or the transmis-
tions. sion oil is exceptionally thick (i.e. due to cold weather),
the filter switch becomes normally open fact that will
If the hoist lever is in up position or the body is raised cause the CCU to activate RY15.This relay will send a
(body angle 10% or above) the vehicle will shift into signal to the TCU in order to prevent any up-shifting
neutral if found in reverse or if it is in forward gear the while the transmission will continue to operate with
forward motion speed is limited. normal downshifting schedules. If the transmission is
In the described conditions the CCU energizes relay in neutral, the operation is limited to first forward or
RY14 that will send an electrical signal to the TCU to reverse gear only.
perform the restrictions.
T2-3-4
T/M CONTROL CIRCUIT-VEHICLE
The engine speed, turbine speed and output speed The T/M filter sensor switch is powered by the 24V
sensors provide speed information to the T/M Control CCU Sensor supply. This switch is a normally closed
Unit (TCU). The engine speed signal is generated by switch. When the filter gets clogged, this will cause
the gear teeth on the top PTO gear. The turbine speed the switch to open and a warning light will flash in the
signal is generated by serrations on the tone wheel dash panel.
attached to the splitter low drum. The output speed
sensor is generated by a toothed member attached to The T/M oil temp sensor monitors the transmission oil
the output shaft. The speed ratios between various temperature. A warning light starts to flash in the dash
speed sensors allow the TCU to determine if the panel when this temperature exceeds the normal
transmission is in the selected range. (preset) value.
The sump temperature sensor in the lock up body The T/M oil pressure sensor monitors the transmis-
sends information to the TCU, prohibiting operation at sion oil pressure. . A dash panel warning light will turn
extreme hot or cold temperatures. ON when the pressure drops bellow the normal (pre-
set) value.
The transmission electro-hydraulic valve body con-
tains various solenoids in order to control pressure.
Various transmission ranges are achieved through the
combination of various states of these solenoids.
Solenoids A through G are connected to the TCU
through the main connector while solenoid J is con-
nected through the trim boost connector and solenoid
K is connected through the lock up connector.
T2-3-5
MONITORING CIRCUIT-COMB METER The described priority order will dictate which flashing
pattern will be first observed when more than one filter
Engine Oil Pressure Light (L1): The Engine Control is clogged.
Unit (ECU) sends the engine oil pressure information
to the CCU through a J1939 data-link. The CCU turns Steer System Temperature (L8): The CCU will turn
ON the warning light L1 when the engine oil pressure ON L8 when the steer oil temperature is greater than
is low. If the CCU can’t read the engine oil pressure 93 ºC (200 ºF).
lamp L1 will flash, indicating an error.
Steer System Pressure (L9): If the steer oil pressure
Engine Coolant Level (L2): The ECU sends the en- is 12.41 MPa (1800 psi) or less, the CCU turns warn-
gine coolant level information to the CCU through a ing light L9 ON, in which case after 2 sec if the engine
J1939 data-link. The CCU turns ON the warning light speed is less than 700 min-1(rpm) the stop light L20
L2 when the engine coolant level is low. If the CCU and the buzzer become active or after 5 sec if the en-
can’t read the engine coolant level lamp L2 will flash, gine speed is less than 1900 min-1(rpm). Otherwise if
indicating an error. L9 is ON, L20 and the buzzer become active immedi-
ately.
Engine Error (L3): When the ECU encounters any
error condition it will turn ON the warning light L3. Brake System Pressure (L10): If the brake oil pres-
sure is 11.376 MPa (1800 psi) or less the CCU turns
Battery Charging (L4): If the alternator voltage is ON the warning light L10 and if the engine is running
25.5V DC or less and when is 31V DC or greater, the it will also activate the Caution Lamp L15, the Stop
CCU turns ON warning light L4. Lamp L20 and the buzzer.
T/M Error (L5): If the T/M control unit (TCU) encoun- Park Brake (L11): This light turns ON when the park
ters any error condition will release the ground from brake is requested and applied. It will flash if the park
output pin #S31 (TCU), in which case RY9 relay will brake is requested but not applied and it will be OFF
deactivate, turning ON warning light L5,. otherwise.
The park brake will be applied when requested if the
T/M Oil Pressure (L6): If the engine speed is 1000 engine speed is 0 min-1(rpm) or the vehicle speed is
rpm or greater and the T/M oil temperature is 38 ºC less than 2km/h and T/M in Neutral.
(100 ºF) or greater and the T/M oil pressure is 965 If park brake is requested and not applied after 2 sec-
kPa (140 psi) or less for 5 seconds the CCU will turn onds the stop lamp L20, the caution lamp L15 and the
ON warning light L6. buzzer become active.
Check Filter (L7): Warning light L7 will be activated Lamps for Options: L12, L13 and L14 lights are ap-
by any of the following four filter switches: air filter, plicable if the truck has an ATC and EDSC options.
T/M oil filter, steer oil filter or hoist oil filter.
Lamp L7 can be either solid ON or flashing with a Speedometer: Indicates the vehicle speed based on
pattern, as described in the following table consider- the transmission output shaft speed.
ing all filters clogged to highlight the display priority:
Odometer: The CCU runs the odometer and it is
Engine running powered with 12V DC through RY11.
Filter SW Flash Priority
------ --- ----- ------ Service Meter: The service meter integrates the total
Air ON One 1 time when the engine is running.
T/M OFF Two 2
Steer OFF Three 3 Hi Beam & Turn Signals: L18 indicates when the
Hoist OFF Four 4 high beam is ON. L16 and L21 indicate the left and
right turn signals or the hazard signal.
Engine stopped
Filter SW Lamp Priority Body Up (L17): For body angles greater than 10%
------ --- ----- ------- the CCU activates RY6 which turns ON lamp L17.
Air ON ON -
T/M OFF ON - Transmission, coolant and brake temperature gauges
Steer OFF ON - are driven by CCU PWM signals.
Hoist OFF ON -
T2-3-6
T2-3-7
MONITORING CIRCUIT-GAUGES
The steer oil pressure sensor mounted on the steer The engine speed broadcasted by the ECU is read
accumulator is powered with 24V DC from the Central and converted by the CCU into a PWM signal which is
Control Unit (CCU) Analog Sensor Output supply. The driving the tachometer to indicate the current engine
pressure is converted into an analog signal which is speed.
read by the CCU and then converted into a PWM
signal to drive the steer pressure gauge. All the gauges are illuminated with lamps powered
with 24V DC through a rheostat for light intensity con-
The fuel level sensor sends to the CCU an electrical trol.
signal proportional with the fuel level, signal which is
further converted into a PWM signal in order to drive
the fuel level gauge.
T2-3-8
HORN CIRCUIT
The horns (Hi and Low pitch) are powered with

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

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

RY4 is deactivated, supplying power to the bleed
down solenoid and the timer.
T2-3-15
MARKER LAMP CIRCUIT
The marker lights are supplied with power from the The second circuit is without a rheostat and has all
switched battery 24V DC supply, through fuse F20 the outside marker lights including the “customer op-
and the head light switch. tions connector” located on the horse collar.
This connector can be used to power up any addi-
There are two distinct electric circuits. tional marker lamps installed by customer.
The first circuit has a rheostat in series with all the in-
terior marker lights, allowing the operator to vary the
light intensity using the rheostat.
T2-3-16
HEADLAMP CIRCUIT-HALOGEN
If the Hi beam switch is ON relay RY28 will be ON
There are two groups of head lights, upper and lower causing the Low beam circuit to deactivate and the Hi
headlights. Both groups have high and low beam beam circuit to activate.
lamps and they work together.
The Low beam lamps are controlled by RY21 and
The head lights are powered from the switched 24V RY22 and the Hi beam lamps are controlled by RY25
DC battery supply. and RY26.
The headlamp control relay R28 controls the Hi and Fuse 20 delivers power to the command circuits while
the Low the beam circuits. fuse 27 delivers power to the Low beam lamps and
fuse 26 deliver power to the Hi beam lamps.
When the head light switch is turned ON and if the Hi
beam switch is OFF, RY28 is disengaged causing the
Low beam circuit to be active.
T2-3-17
TURN SIGNAL & HAZARD WARNING
The Turn / Hazard lamps are powered by the 24V DC

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

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

from the switched 24V DC battery supply through fuse
F28 and relays RRY27 and RY23.
When the vehicle is in reverse gear (R1 or R2) the

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

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

light.
T2-3-21
WINDSHIELD WIPER & WASHER CIRCUIT
The windshield wiper and washer circuit is powered Activating the washer pump button on the wiper
from the switched 24V DC battery supply through fuse switch sends a 24V DC supply to activate the wind-
F13. shield wiper motor and pump which is mounted on the
windshield washer bottle.
The wiper switch has 4 positions: OFF, HI, LO & In-
termediate speed to alter the speed of the wiper motor.
Intermediate speed is attained by the use of wiper re-
lay.
T2-3-22
ACCESSORIES / CUSTOMER POWER
SUPPLY CIRCUIT
When the key switch is in ON position, 24V supply is Un-switched 24V DC ( key switch off) power is avail-
available through fuse F23 to power the cigar lighter. able on pin 2 of all the connectors.12VDC battery
This cigar lighter also has an auxiliary 24V power and power is available on Pin 4 of customer options con-
this can be used for customer switched 24V option. At nector in overhead dash and pin 3 of connector in
the same time this switched 24V is also available on cabin.
pin 1 of the customer options connectors.
There is a 12V power port in the console which is
There are 3 customer options connector located on powered by fuse F9 and it supplies 12V only if the key
the truck. The first one is located in the electrical switch is in on position or in accessory position.
compartment in the cab rear, 2nd one is located in the
overhead dash in the cab and the 3rd connector is lo-
cated on the horse collar. Any customer options
should be powered using these 3 connectors only.
T2-3-23
FRONT BRAKE DISABLE CIRCUIT
The front brake disable circuit is powered from the If the solenoid is engaged (cutting off the front brakes)
switched 24V DC battery supply through fuse F24 and but the brake pressure exceeds 1850 psi the front
the front brake disable switch. brakes will apply through a hydraulic bypass valve.
The front brake disable switch will turn ON or OFF the

front brake cutoff solenoid. This solenoid cuts-off the
front brakes only when the brake pressure is less than
or equal to 1850 psi.
T2-3-24
HAULTRONICS CIRCUIT (OPTIONAL)
The Haultronics circuit is divided in two sections. The yellow light can turn ON or OFF through RY19
based on the calculated payload, indicating if the pay-
The first section contains the sensors which are load is close or not to the nominal truck payload.
driven by the CCU in order to calculate the truck pay-
load. The sensors are the strut pressure sensors The red light can be ON or OFF through RY20 and
(four) and the inclinometer. can also flash through RY17 based on the calculated
payload, indicating if the payload has reached or ex-
The second section contains the load weight lights ceeded the nominal truck payload.
and the relays that control them.
There are two types of lights red and yellow. They are
found in the dash panel inside the cab and outside on
the left and right side of the deck.
T2-3-25
SERVICE LAMP CIRCUIT (OPTIONAL)
The service lamp circuit is powered from the 24V DC

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

EDSC – Electronic Downhill Speed Control If the ATC switch is further pressed into the third posi-
tion (then released) it will activate the ATC Boost fea-
The ATC/EDSC circuit is divided in two sections, the ture for a short period of time (i.e. 10 seconds). After
command section and the sensor section. ATC boost ends ATC remains active (if the ATC switch
is still ON).
Fuse F24 delivers power from the switched 24V DC
battery supply to both ATC and EDSC switch. The ATC feature will restrict the speed difference
between the left and right rear wheels to maximum
The ATC switch has three positions: OFF, continuous 50%, applying the brake (in a dinamic mode) on the
ON and “pressed ON”. The “pressed ON” position faster turning wheel.
remains engaged as long the switch is pressed. When The ATC Boost will restrict the difference between the
released the switch returns to the second position rear wheels to maximum 10% using the same
(continuous ON). method.
The sensor section contains two speed sensors The concept of the EDSC feature is to prevent the ve-
mounted on the rear axle on the left and right side to hicle to gain speed while going downhill. This effect is
monitor the speed of each rear wheel. achieved dynamically applying the rear brakes (to
slow the vehicle down) in order to prevent the trans-
The ATC switch activates the ATC feature while the mission to up-shift gears when the engine speed is at
EDSC switch activates the EDSC feature. its maximum limit (i.e. 2000 rpm).
T2-3-27
AIR SEAT / HEATED SEAT / HEATED
MIRROR CIRCUIT (OPTIONAL)
The air seat/heated seat and heated mirror circuit is The air seat switch powers the air compressor built in
powered from the switched 24V DC battery supply the seat in order to deliver the operator all features
through fuse F25. associated with air seat.
Each of these three electric circuits has its own The heated seat and mirror have built-in thermostats
ON/OFF switch which will activate each circuit indi- to control the amount of heat.
vidually.
T2-3-28
AIR-CONDITIONER CIRCUIT (OPTIONAL)
The Air Conditioner (A/C) system is powered from the

switched 24V DC battery supply through fuse F21. The compressor pressure switch will engage and
disengage the clutch while maintaining the A/C sys-
The A/C unit has its own electronic control unit that tem pressure in the established limits.
allows turning ON/OFF the unit, distributing the air,
etc. The following signals are sent to the CCU in order to
control other vehicle components that service the A/C
Relay RY8 controls the defrost section and relay system.
RY12 controls the fresh air and recirculation section.
1. Defrost ON – currently not used by the CCU.
All the actuators are powered with 12VDC obtained 2. Low Pressure – request for more vehicle en-
from 24V using 47 Ohms resistors in series with each gine rpm to increase the A/C system pres-
actuator circuit. sure.
As a response, when the vehicle is in neutral
There are 4 temperature sensors (inside, outside, de- gear, the CCU will request an alternate idle
icing and after-coil) used by the control unit in order to from the engine controller which will raise the
monitor and control the A/C system. idle speed to 1200 rpm.
3. Fan Clutch ON – request to engage the vehi-
The A/C compressor is driven by the vehicle engine cle cooling fan in order to speed up to cooling
through an electronic clutch actuated by the com- of the A/C system thermal exchange agent.
pressor pressure switch. As a response the CCU will send a request to
the engine controller to turn ON the engine
fan clutch.
F21
T2-3-29
SYSTEM/Air conditioning system
NOTE: All maintenance and service work to the air 2. Condenser

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

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

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

Vents (7C) are provided with louvers to
adjust the air flow direction.
T2-4-3
Electronic Climate Controls (ECC)
7E. Vent Mode Switch

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

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

must be ON
7G. Temperature Control Switch

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

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

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

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

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

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

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

These wires are connected to the De-icing Sen-
sor. The black and shield wires should be at
ground potential.
2z. Pin #24 – Empty
Electrical Specifications
Inputs
In-cab Sensor Thermistor 10 kΩ @25 °C
After-coil Sensor Thermistor 10 kΩ @25 °C
De-icing Sensor Thermistor 10 kΩ @25 °C
Outside Sensor Thermistor 10 kΩ @25 °C
Valve Feedback Potentiometer 10 kΩ
Controller + 12 VDC
Controller - Ground
Outputs
Blower Speed PWM signal
A/C Clutch 12 VDC/5 A
Inside Air Circulation 12 VDC/Ground sig-
nal to relay
Valve Motor + 12 VDC/Ground
Valve Motor - 12 VDC/Ground
T2-4-15
SYSTEM / Others
SOUND SUPPRESSION
EH700/750-3 can be equipped optional with a noise The sound suppression covers (4), (5) and (6) are
attenuation package in order to comply with reducing the transmission noise emission.
Directive 2000/14/EC related to the noise emission The fan clutch (8), being controlled by the engine
in the environment. Front grille (1), engine bottom controller, will activate the fan only when required,
panels (2), engine side panels (3), as well as the limiting the fan noise emission. All the panels are
insulated deck (7) are enclosing the engine, isolating bolt on type easy to be removed. The two side
the main noise source. service doors provide easy access to the engine
compartment.
7
4
1 6
2 5
3
1. Front Grill 5. Transmission Guard Sound Suppression

2. Engine Bottom 6. Flywheel-driveshaft Panel
3. Engine Side Panel 7. Deck insulated
4. Transmission Noise Attenuation Cover 8. Fan clutch
T2-5-1
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Transmission
Outline ...................................................... T3-1-1 Operation .................................................. T3-3-5
Operation ................................................. T3-1-4 Steering Cylinder ...................................... T3-3-6
Operational Principle ................................ T3-3-7
Group 2 Hoist and Brake Cooling Operation .................................................. T3-3-8
Hydraulic Pump ........................................ T3-2-1 Steering Accumulator ................................ T3-3-9
Outline ...................................................... T3-2-1 Operation ................................................ T3-3-10
Operation ................................................. T3-2-2 Relief-Check-Bleed Valve (RCB) ............ T3-3-11
Hoist Control Valve ................................... T3-2-3 Operational Principle .............................. T3-3-12
Operational Principle ................................ T3-2-4 Steering Pump ........................................ T3-3-13
Operation ................................................. T3-2-5 Operational Principle .............................. T3-3-14
Outlet Valve .............................................. T3-2-6 Operation ................................................ T3-3-15
Work Valve ............................................... T3-2-7 System Charging .................................... T3-3-16
Raise Position .......................................... T3-2-8 Steer Brake Strainer................................ T3-3-18
Hold Position ............................................ T3-2-9 Steer Brake Filter .................................... T3-3-19
Float Position.......................................... T3-2-10 Steer Brake Tank .................................... T3-3-20
Power Down Position ..............................T3-2-11
Manual Body Down Valve ....................... T3-2-12 Group 4 Brake
Pulse Width Modulating Valve ................ T3-2-13 Brake Control Valve .................................. T3-4-1
Motion Control Valve .............................. T3-2-14 Operation .................................................. T3-4-4
Hoist Cylinder ......................................... T3-2-16 Retarder Control Valve.............................. T3-4-6
Operation ............................................... T3-2-17 Front Brakes ............................................. T3-4-8
Hoist/Brake Cooling Tank ....................... T3-2-18 Operation .................................................. T3-4-9
Hoist/Brake Cooling Strainer .................. T3-2-19 Rear Brake-Wet Disc ........................... …T3-4-11
Hoist Brake Cooling Filter....................... T3-2-20 Brake Accumulator.................................. T3-4-14
Relief Valve/Diffuser ............................... T3-2-21 Dry Disc Parking Brake........................... T3-4-15
Temperature Sensor/Diffuser .................. T3-2-22
Group 3 Steer
Steering Wheel/Column ............................ T3-3-1
Steering DriveShaft ................................. T3-3-2
Steering Control Valve .............................. T3-3-3
Operational Principle ................................ T3-3-4
183T-3-1
(Blank)
183T-3-2
COMPONENT OPERATION / Transmission
TRANSMISSION
Outline
EH750-3 is equipped with an Allison transmission

model: M5610A, planetary type and full automatic
shift, remote mounted, 6 forward speeds and 2
reverse. The engine range of torque and speed
can be adapted to cover various requirements
because of different hauling applications. As well,
the power take off (PTO) is used to activate the
hoist pump and steering pump.
T3-1-1
T3-1-2
1. Input Flange 27. Reverse-Range Clutch

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

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

The hydraulic pump is a tandem gear pump. It pro-
vides two separate pump sections. One section sup- FRONT SECTION:
plies oil to the hoist system by directing oil to the hoist Hoist Pump Section @ 2100 min-1(rpm)
control valve. The other section supplies oil to the 317.1 L/min (83.8 gpm) or
brake cooling system by directing oil to an adapter in- 0.1492 L/Rev (9.1 CIR)
stalled on the hydraulic tank. Refer to Brake Cooling
System. REAR SECTION:
Brake Cooling Section @ 2100 min-1(rpm)
The hydraulic pump is uni-directional that is it oper- 210.9 L/min (55.7 gpm) or
ates in one direction only. The lightweight, aluminum 0.0991 L/Rev (6.05 CIR)
high pressure gear type pump was assembled for
clockwise rotation
1. O-Ring 8. Flange 15. Bearing Plate A. Cavity

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

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

valve to prevent the body from coming down should
the pump output stop when the control lever is in the
raised position.
T3-2-4
OPERATION:
Inlet Valve, Relief Valve:

The relief valve, incorporated in the inlet valve pre- 6. Raise the dump body until the hoist cylinders
vents excessive pressure in the hoist system. The are fully extended. With the hoist lever in the
hoist system pressure is set to 17250 ± 173 kPa RAISE position, slowly increase the engine
(2500 ± 50 psi). RPM to wide open throttle. The pressure gauge
should read 17250 ± 173 kPa (2500 ± 50 psi). If
Relief Valve Adjustment: not, an adjustment must be made.
If needed, the relief valve can be adjusted. The 7. To adjust the relief valve, remove the end cap
hoist/brake cooling oil must be brought up to an oper- from the relief valve. Loosen the jam nut and
ating temperature of approximately 49 °C (120 °F) turn the relief adjusting screw clockwise to in-
minimum. All air must be exhausted from the hoist crease pressure, counter-clockwise to decrease
system. pressure.
Bleeding the Hoist System
1. Place the electronic hoist control lever in the
FLOAT position to bleed off excess pressure. NOTE: The adjustments made to the relief adjust-
2. Place the hoist control lever in the HOLD posi- ing screw should be made in small incre-
tion. Slowly loosen bleed plugs at both hoist cyl- ments for a more precise and smooth ad-
inders. justment.
3. Move the electronic hoist control lever to the
RAISE position until the air is removed. Move 8. Once the desired system pressure is obtained,
the lever pack to the HOLD position. tighten the jam nut. Raise and lower the dump
4. Tighten the bleed plugs to 27 N٠m (20 lbf٠ft). body three times with the engine at wide open
Raise and lower the dump body four times to throttle, checking the pressure each time when
bleed air from the system. the hoist cylinders are fully extended.
Adjustment NOTE: It is recommended that the hoist lever not

5. With the dump body lowered to the frame rails be held in the RAISE position with the
and the hoist lever in the FLOAT position, install hoist cylinders fully extended for a period
a calibrated 20685 kPa (3000 psi) pressure longer than 10 seconds with out release.
gauge to the test port connection next to the re-
lief valve. 9. When the hoist system main relief pressure is
properly set to 17250 ± 173 kPa (2500 ± 50 psi)
1 tighten install the end cap on the relief valve, if
not repeat steps 6 – 8.
10. Remove the pressure gauge.
Bleed Plug
1. Outlet Valve 3. Test Port

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

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

When the electronic hoist control lever is shifted to the As soon as the body starts its movement towards the
furthest downward position (all the way down) over frame rails, the hoist lever must be moved to the
coming the spring pressure in the hoist lever assem- FLOAT position to bring the body completely down.
bly, this is the POWER DOWN position. In the When the dump body comes to rest on the frame rails,
POWER DOWN position a 0.8 volt signal is directed the hoist lever is to remain in the FLOAT position.
to the hoist controller. The hoist controller then inter-
prets this as the POWER DOWN position and will
send a pulsed voltage signal to the Lower PWM valve
of the hoist control valve. The Lower PWM valve shut-
tles to allow hydraulic piloting pressure of 1720 kPa
(250 psi) to the end of the hoist control valve spool.
The valve spool shifts to allow a reduced amount of
system hydraulic pressure approximately 10343 kPa
(1500 psi) to flow to the rod end of the hoist cylinders, to
hydraulically collapse the cylinders and force the body
down.
1720 kPa
(250 psi)
T3-2-11
Manual Body Down Valve: The hoist cylinder base end oil is open to the hydrau-
The manual body down valve allows the operator to lic tank. The hoist cylinder rod end port is also open to
safely lower the dump body when it is raised off the the hydraulic tank so as not to have any voids in the
frame rails and the control spool valve is stuck in the system.
HOLD position. The engine is turned off. Pull and hold
the body down valve out.
T3-2-12
Pulse Width Modulating Valve:

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

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

2. Tee Fitting
3. Pilot Line
T3-2-14
OPERATION-Cartridge Adjustment:
1. Disconnect the pilot line from the Tee fitting. Cap 5. Final adjustment should be made with the engine
or plug the Tee fitting. at wide open throttle.
6. When the adjustment is completed, tighten the

NOTE: Do not disconnect the pilot line from the locknut (3), remove the pressure gauge, and re-
PILOT port in the Motion Control Valve. The connect the pilot line. Remove the gauge in the
pilot port on the Motion Control Valve must
body hoist cylinder port and install the plug.
be open to atmosphere.
2. Remove the plug in the rod-end of the body cyl- NOTE: Above settings are to be made with 38°C
inder port and install a 0 - 34475 kPa (0-5000 psi) (100°F) minimum hydraulic oil temperature,
pressure gauge. main relief valve, and rod relief set to speci-
fications.
3. Raise the empty body, increasing the speed from
idle. Note the pressure as the Cylinders are ex-
tending. Note the pressure as the hoist cylinders NOTE: The pressure gauge will register only when
enter the last stage of extension. Pressure read- the hoists are moving and the body is ris-
ing should be at 20680 - 21370 kPa (3000 - 3100 ing. If readjustment is necessary, drop
psi) at Wide Open Throttle. If readjustment is body and repeat the following steps.
Pressure recorded and adjusted with cyl-
necessary, lower the body and complete the fol-
inders in 2nd stage only (small).
lowing steps.
7. If the above procedure fails to correct the adjust-
4. Loosen the locknut (3) and the adjusting screw (2)
ment problem, valve replacement is indicated.
to conform to the specifications given in step 3.
Turn adjusting screw (2) clockwise to decrease
the pressure and counterclockwise to increase
the pressure. Exercise caution by turning the ad-
justing screw (2) in small increments to avoid ex-
ceeding the desired pressure.
2
3
4
5
6
Pilot
7
9
8 Plug
V
Cyl.
10 1
1. Valve Manifold 8. Check Seat & Spool

2. Adjusting Screw 9. Piston Seat Area
3. Locknut 10. Check Popper
4. Return Spring Seat
5. Major Bias Spring Pilot – Pilot Port
6. Piston Stop V – Valve Port
7. Check Spring CYL – Cylinder Port
T3-2-15
HOIST CYLINDER
OUTLINE:
Two hydraulically operated cylinders raise the body The hoist cylinders are telescopic, extending in two
for dumping. Mounted outboard for easy access, the stages. The hoist cylinders are double acting in both
cylinders are inverted. That is, the base end is se- stages. This enables the body to be powered down-
cured to the body while the rod end pivots on the ward from a fully raised position. The power down
frame. In this way, there is less chance for dirt or dust feature is useful when the machine is parked on an
to collect on the stages, and there is less wear and incline which would tend to prevent the body from low-
tear on the body hydraulic lines and fittings. Each tube ering under the force of its own weight
assembly of the cylinders is equipped with wiper rings
and seals to prevent leakage.
T3-2-16
OPERATION:
When the machine operator places the hoist lever in When the hoist lever is placed in the FLOAT position,
the RAISE position, the hydraulic control valve directs both ports A and B are opened to the hydraulic tank
hydraulic oil to the base end port (A) of the rod as- through the hydraulic control valve. If the dump body’s
sembly (1) and through an internal tube in the assem- center of gravity is forward of the body pivot pin, the
bly it and tube assembly (2) away from tube assembly weight of the body will continue to carry it down and
(3), which is secured to the machine’s frame, extend- compress the cylinders.
ing the hoist cylinder.
The hoist cylinders have a built in cushion to restrict
Oil trapped between tube assembly (3) and tube as- the flow at ports A and B which in turn restricts the
sembly (2) is forced through cross drilled holes in the motion of the piston and adds in the floating process.
tube assembly (2). When the first stage of extension
is complete, the tube assembly (3) continues to travel
away from tube assembly (2), extending the second
stage. Oil trapped between tube assembly (2) and rod
assembly (1) escapes through an internal tube in rod
assembly (1) and out port (B).
When the hoist lever is placed in the POWER DOWN

position with the cylinder fully extended, base port oil
escapes through a transfer tube in the rod assembly
(1). This oil goes to and exits the hydraulic control
valve at the outlet housing. As the cylinder retracts the
last few inches the pin in the tube assembly enters the
transfer tube in the rod assembly (1) restricting the oil 1
flow and increasing the pressure. An orifice seats on
the end of the transfer tube restricting the oil flow be-
tween the area created by the pin and disc. POWER 2
DOWN is limited to approximately 10343 kPa (1500
psi) because of a bleed orifice in the spool.
3
A B A B
1. Rod Assembly 3. Tube Assembly

2. Tube Assembly
T3-2-17
HOIST/BRAKE COOLING TANK
OUTLINE:
The hydraulic tank is mounted to the left side of the The two tanks share a common, remote mounted
frame. It is divided into two separate tanks; the breather (1) which is located behind the cab. A hose
hoist/brake cooling tank and the steer/brake apply connects the breather to an adapter installed on a
tank. The hoist/brake cooling tank has a net capacity pipe welded to the side of the hydraulic tank.
of approximately 273 L (71.2 gal).
Filter Element Canister 1
1. Breather
Hoist/Brake Cooling
T3-2-18
HOIST/BRAKE COOLING STRAINER
OUTLINE:
A 100 mesh strainer is located at the bottom of the
hoist/brake cooling oil tank. Oil is drawn through the
strainer to supply the hoist/brake cooling system.
T3-2-19
HOIST/BRAKE COOLING FILTER
OUTLINE:
The return oil from hoist control valve is directed to As the oil passes through the filter, any pressure dif-
the filter that is an assembly installed outside of the ferential between the inlet port and the outlet port is
hoist/brake cooling tank. The oil flows through the fil- sensed by a filter restriction switch. At a pressure dif-
ter before combining with the oil from brake cooling ferential of 240 ± 35 kPa (35 ± 5 psi) the switch will go
pump, then to the heat exchanger. The filter assembly from a normally closed contact to an open contact.
contains a 6 micron filter element (1), a by-pass valve The Contronic CCU will detect this open switch and if
(2), an indicator switch (3) and housing (4). the temperature of the hoist/brake cooling oil is
greater than 43 ˚C (110 ˚F) sensed at the temperature
OPERATION: transducer the Contronics will identify a filter restric-
tion.
Normal:
The oil from the inlet port of the filter is routed through The operator will be informed of the restriction by the
the 6 micron filter element (1) and then passes solid yellow "Filter Restriction" indicator coming on in
through the filter outlet port. the warning light cluster. The Contronics will flash the
filter restriction across the top line of the display. If the
By-Pass: operator ignores the warning and the restriction con-
If the filter element becomes clogged or the fluid is tinues to increase, at 345 ± 35 kPa (50 ± 5 psi) a one
extremely viscous, the by-pass valve (2) will open and way by-pass valve will be forced open in the filter, al-
a passageway will allow the unfiltered oil to the outlet lowing unfiltered oil to pass into the system. It is
port. therefore important to change the element prior to the
by-pass valve opening.
3
Mounting
Surface
Outlet Inlet
2 1
1. Filter Element 3. Indicator Switch

2. By-pass Valve 4. Housing
T3-2-20
RELIEF VALVE/ DIFFUSER
OUTLINE:
Before the brake cooling oil gets to the radiator outlet This protects against excessive pressure caused by
core, where it is cooled, it passes by the relief valve cold temperatures or restrictions. The diffuser (2) dis-
(1) in the tank. If the relief valve senses a system perses the oil to prevent excessive aeration.
pressure of 552 kPa (80 psi), the valve will open, di-
recting partial oil to the hydraulic tank.
2
1
1. Relief Valve 2. Diffuser
T3-2-21
TEMPERATURE SENSOR/ DIFFUSER
OUTLINE:
A temperature sensor (1) located in the brake cooling A similar temperature sensor is installed in the Steer-
return port, senses high brake cooling oil temperature. ing/Brake Apply section of the hydraulic tank.
Should the temperature reach 135 °C (275 °F), the
sensor activates a flashing red stop indicator and au- As the brake cooling oil enters the hydraulic tank, it
dible alarm. passes through a diffuser (2) which disperses the hot
oil evenly throughout the tank and prevents excessive
oil aeration.
2
1
1. Temperature Sensor 2. Diffuser
T3-2-22
COMPONENT OPERATION / Steer
STEERING WHEEL/COLUMN
OUTLINE:
The steering wheel/column (1) is bolted to the opera-
tor's cab. A control lever incorporated into the steering
column allows the steering wheel to be adjusted for tilt
and telescope for operator comfort.
1. Steering Wheel/Column
T3-3-1
STEERING DRIVESHAFT
OUTLINE:
The steering driveshaft (2) is a two cross drive line.
The splines at the top of the driveshaft mate with the
steering column. The splines at the bottom mate with
the steering valve.
2. Steering Driveshaft
T3-3-2
STEERING CONTROL VALVE
OUTLINE:
The steering control valve controls the flow of the hy- The steering control valve consists of two major sec-
draulic fluid in the steering system to the steering cyl- tions: the control section (A) and the metering section
inder and reacts directly to the movement of the (B). The valve has also two internal crossover relief
steering wheel, thus maintaining the relationship be- valves and two make-up check valves in line with the
tween the position of the steering wheel and the posi- cylinder ports and is internally ported to the tank port.
tion of the machine's front wheels. The crossover relief valves and check valves transfer
steering system hydraulic fluid from one end of the
steer cylinder to the opposite in the event of severe
road shock, thereby preventing damage to steering
components. The crossover relief valve is set to relief
at 23460 ± 173 kPa (3400 ± 25 psi).
15
30
31
29
28
1. Seal Retainer 7. Bearing 13. Rotor A. Control Section

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

The function of the control section (A) is to direct the The function of the metering section (B) is to meter
hydraulic steer fluid to and from the metering section, the hydraulic fluid to the steering cylinders, maintain-
to and from the steering cylinders and to regulate the ing the relationship between the steering wheel and
differential pressure across the steering cylinders. The the position of the machine's front wheels. The me-
control section (A) contains a closed center valve tering section (B) contains a bi-direction gerotor ele-
spool (4) that directs the flow of fluid to and from the ment assembly. The gerotor element assembly con-
metering section (B) and the steering cylinders. The sists of a stator (metering ring) (14) and an orbiting
control section (A) isolates the metered oil, preventing rotor (star) (13). The stator (14) contains seven dis-
large pressure drops and the exchange of oil between placement chambers and the rotor (13) has six lobes,
the right and left steering ports. which are in contact with the stator (14).
13. Rotor 14. Stator
T3-3-4
OPERATION: Turning:
The steering column assembly is attached directly to When the operator rotates the steering wheel, the
the control valve spool (4). The control valve spool (4) control valve spool (4), the driveshaft (8) and the rotor
is attached directly to rotor (13) through the driveshaft (13) also rotates. As the rotor (13) turns, it meters the
(8). The movement of the rotor (13) is controlled di- supply oil and directs the oil into one of the steering
rectly by the movement of the steering wheel. As the cylinder ports: "L", left-hand turn; "R", right-hand turn.
steering wheel is rotated in one direction, the lobes of The direction in which the steering wheel is turned
the rotor (13) engages with the displacement cham- determines which fluid passageways in the control
bers of the stator (14) and causes the rotor (13) to or- valve spool (4) are opened and which steering cylin-
bit or "walk around" in the opposite direction. When der port receives the metered oil.
the rotor orbits, the supply oil is directed into and out
of the displacement chambers between the stator (14) After the machine's turn is completed, the operator
and the rotor (13). must turn the steering wheel in order to straighten the
front wheels. The steering valve is a non-load reacting
Neutral (No Steering Action): valve and will not return the steering wheel to the
When the steering system is inactive or in neutral, the original position.
steering control valve is closed to the system flow.
The hydraulic oil from the steering pump to and from
the steering cylinders is blocked. In the neutral posi-
tion, the Thermo Bleed feature allows approximately;
(1.64 L/min) to return to the reservoir.
T3-3-5
STEERING CYLINDER
OUTLINE:
The hydraulically operated steering cylinders are ac- The single stage indicates that each cylinder has one
tuated by the steering system to turn the front wheels. stage of extension. The double acting units refer to
The steering cylinders are single stage, double acting the ability of a cylinder to receive pressurized oil at
units. both sides of the piston (6) to extend or retract the
piston rod (7).
1. Cap Screw 7. Rod 13. Buffer Ring

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

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

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

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

Drain to Tank When Supply RCB to Steering
“Key Off” Control Valve
1. RCB Valve
2. Steering Accumulator
T3-3-10
RELIEF-CHECK-BLEED VALVE (RCB)
OUTLINE:
The relief check-bleed (RCB) valve contains several The accumulator bleed down solenoid (1) is activated
components which serve as controls in the operation through the ignition switch and serves to bleed down
of the steering and hydraulic brake systems. It re- the steering accumulator at machine shut down. The
ceives hydraulic fluid through Inlet Port (IN). The relief Park Brake Switch port (PBS) provides a signal to the
check-bleed valve contains a relief valve cartridge (4), warning light and alarm located in the cab to warn the
set to relieve steering pressure at 22063 ± 172 kPa operator that steering pressure is low and the problem
(3200 ± 25 psi). must be corrected.
IN. Inlet, Supply from Steer Pump PT. Outlet, to Retarder and Brake Valves
V. Outlet, to Steer Valve PC. Pump Control Port Outlet, to Unloading Valve on Steer Pump
PBS. Park Brake Pressure Switch
T. Outlet, Return to Tank 1. Accumulator Bleed Down Solenoid Valve
PB. Outlet to Park Brake 2. Park Brake Solenoid Valve
G1. Steer/Brake Pressure Switch 3. Velocity Fuse
AUX. Plug 4. Relief Valve Cartridge
G. Test Port 5. Check Valve Cartridge
T3-3-11
OPERATIONAL PRINCIPLE: OPERATION:
• A check valve which isolates the steering system The steering system oil enters the relief check-bleed
from the pump. The relief cartridge is set at 22064 ± valve through the inlet port (IN). The brake/steer
173 kPa (3200 ± 25 psi). pressure transducer at port (G1) converts oil pressure
in the steering system to a voltage signal. The voltage
• A bleed-down solenoid which is activated by a timer signal is directed as input to the Central Control Unit
when the master key is in the off position. It bleeds CCU which interprets it as pressure. Should the
system pressure down for approximately 90 sec- steering pressure fall below 12066 - 12755 kPa (1750
onds. - 1850 psi) the Central Control Unit (CCU) will identify
the low pressure by a low input voltage and send a
• Parking brake solenoid which directs oil pressure to signal to the light and alarm in the instrument panel to
release the park brake or releases the pressure to warn the operator.
allow the springs to apply the parking brake.
If the steering pressure should increase to 20700 kPa
• Parking brake pressure switch that Informs the op- (3000 psi), the Central Control Unit (CCU) will send a
erator if the brake is applied. signal to the light and alarm in the instrument panel to
warn the operator. The steering system oil present at
• Pressure transducer which informs the operator of a the relief valve cartridge (4) will work against the car-
loss of steering or brake pressure through the Cen- tridge and will not open the relief back to tank unless
tral Control Unit (CCU). the steering pressure exceeds 22063 ±172 kPa (3200
± 25 psi). At this time, the oil would react on the re-
• Auxiliary port where brake applies oil, supply is lief valve cartridge (4) and sent back to tank.
picked up.
The park brake pressure switch (PBS) is normally
• Velocity fuse, used to protect the steer system closed. With the engine started and the park brake
should a failure occur within the hydraulic line be- switch moved to the "OFF" position, the park brake
tween the RCB valve and the unloading valve pressure switch (PBS) will open at 13445 - 14479 kPa
mounted on the steer pump. This valve will close (1950 - 2100 psi), increasing the pressure. The park-
should oil flow increase over 19 ± 1 L/min (5 ± 3 ing brake will then be released.
gpm)
When the machine is shut down, and the master key
switch is turned to the "OFF" position, a circuit is com-
pleted to the accumulator bleed down solenoid (1)
and the steer accumulator will bleed down.
T3-3-12
STEERING PUMP
OUTLINE: The pump utilizes an internally ported unloading valve
The steering pump is a variable displacement, in line (13), which governs the stroke length of each piston
axial piston type pump. The shaft (1) and the cylinder (24), and consequently controls the pump volume.
block (5) are on the same centerline and all pistons This reduces or increases the delivery depending on
(24) stroke in the same direction as the cylinder block system requirements. The rotation is counterclockwise
centerline. as viewed from the end of the shaft.
1. Shaft 8. Gasket 15. Bearing Cup 22. Retainer Ring

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

and when a turn is made using oil in the steering ac-
cumulator, system pressure drops to approximately
15870 kPa (2300 psi) the pump will cut back into the
system.
3
Max. Displacement=0.045 L/rev (2.75 in /rev)
Max. Pressure=24 150 kPa (3500 psi)
-1
Max. Speed=2400 min rpm
Max. Case Pressure=103.5 kPa (15 psi)
Max. Case Drain Leakage=6.3 L/min (1.65 gpm)
Compensator Setting=18 975±345 kPa (2750±50 psi)
Standby Pressure=1 932±172.5 kPa (280±25 psi)
Unloading Pressure=18 975±345 kPa (2750±50 psi)
Reset Pressure Nominal=15 870 kPa (2300 psi)
T3-3-14
OPERATION:
The rotation of the shaft (1) causes the cylinder block The motion of the pistons (24) reverses and fluid is
(5), shoe plate (25) and the pistons (24) to rotate. The pushed out of the cylinder block (5) into the outlet port
piston's (24) shoes are held against the face of the “A” and is directed to the relief check bleed valve
yoke (26) by the shoe plate (25). The angle of the (RCB).
yoke (26) creates a reciprocating motion to each pis- The steering pump operates in a closed center steer-
ton (24) within the cylinder block (5). The inlet port “B”, ing system. As long as the front wheels are pointed
Figure 7, and the outlet port “A” are connected to a straight ahead and the steering wheel is centered, oil
slotted wafer plate (18). As the pistons (24) move out is blocked at the steering control valve. The steering
of the cylinder block (5), a vacuum is created and fluid pump is a variable capacity and charges the steering
is forced into the void by atmospheric pressure. The accumulator which supplies oil to the steering system.
fluid moves with the cylinder block (5) past the intake The pump controls the position of the swash plate to
slot to the outlet (pressure) slot. maintain a constant standby pressure until the accu-
mulator discharges to the designed reset level.
T3-3-15
SYSTEM CHARGING:
With the swash plate in the “Q Maximum Position" The hydraulic steering fluid is also being directed from
(maximum angle), the pump flow is directed under the the RCB valve through the velocity fuse, though a
standby spool, in the unloading valve (13), and load sensing line to the unloader valve spool in the
through an orifice in the spool to the area between the unloading valve (13). When the pressure in the load
un-loader valve spool and the piston un-loader. sensing line reaches the setting of the unloader pres-
sure adjustment spring, the spool and piston both
From the outlet port “A”, in the steer pump, the oil flow moves allowing the pressure at the pump outlet to
is directed to the relief check bleed valve (RCB), leak through the orifice in the standby spool, and re-
mounted below the accumulator. See also STEERING turn to tank via the case drain. The pressure in the
ACCUMULATOR. From there the hydraulic steer oil is line from the steer pump outlet port “A” to the check
distributed to the brake and steering components. valve in the RCB valve is controlled by the size of the
Refer to the Component Schematic of STEERING orifice and the standby pressure adjustment.
SYSTEM.
4
2 1
1. Inlet Port 3. Accumulator Pressure Load Sensing Line

2. Outlet Port 4. Test Port
T3-3-16
PRESSURE CHECKS AND ADJUSTMENTS: 3. Install a 34473 kPa (5000 psi) test gauge in the
Check the steering system fluid; it must be at the cor- test port in the RCB Valve.
rect fluid level. Check the steering accumulator; it
must be at the proper pre-charge pressure. Refer to 4. Place the accumulator pressure load sensing line
SPECIFICATIONS, for the accumulator pre-charge in a clean container, then start the engine. The
pressure. Start the engine and then turn the wheels oil will flow but will stop quickly. This indicates that
continuously in both directions, to heat oil to approxi- the velocity fuse in the RCB valve is operating
mately 43 °C (110 °F). Turn the ignition key to the correctly.
OFF position after completion.
5. Check the test gauge. The pressure should be at
A. Unloader Pressure Setting 22063 kPa (3200 psi). If the pressure reading is
(Maximum Working Pressure) incorrect, remove the protective cap from the end
of the relief valve cartridge in the RCB valve and
1. Install a 34473 kPa (5000 psi) test gauge in test turn the adjustment screw by 1/8 increments.
port “G” of the Relief Check Bleed Valve. See Clockwise to increase, counter-clockwise to de-
RELIEF CHECK BLEED VALVE. crease.
2. Start the engine and check the test gauge. The 6. Remove the plug from the unloading valve and
pressure will cycle (per design intent) between in- reconnect the load sensing line that was removed
creasing working pressure of 18615 - 19305 kPa in step 2. Remove the pressure gauge from the
(2700-2800 psi) and decreasing recycle pressure test port.
of 15168 kPa (2200 psi).
C. Standby Pressure Setting
3. Set the working pressure by loosening the locknut
for the unloader pressure at the unloader valve 1. After checking the pressures as outlined in this
(13) and turn the adjustment screw; clockwise to section and making the adjustments as required,
increase, counter-clockwise to decrease. After the standby pressure can be checked.
proper pressure is attained, secure the adjust-
ment screw by tightening the locknut. 2. Start the engine and turn the wheels continuously
in both directions to heat the oil to approximately
4. The recycle pressure of 15168 kPa (2200 psi) is 43 °C (110 °F). Turn the engine off after comple-
non adjustable, it is controlled by the unloader tion.
valve spring.
3. Install a 34474 kPa (5000 psi) test gauge in the
B. Relief Valve Setting on the RCB Valve test port on the steering pump.
1. Start the engine and turn the wheels continuously 4. Start engine and check the test gauge. The pres-
in both directions to heat the oil to approximately sure will cycle between; 18616-19306 kPa
43 °C (110 °F). Turn the ignition key to the OFF (2700-2800 psi) and 1758 - 2102 kPa (255-305
position after completion. psi). If adjustment is required, the engine must
first be shut down. Turn the standby pressure ad-
2. Remove the accumulator pressure load sensing justment by 1/8 increments, clockwise rotation for
line at the unloading valve and plug the port pressure increase, counter-clockwise for pressure
opening where the sensing line was removed. decrease.
Place the load sensing line in a clean container.
T3-3-17
STEER/BRAKE STRAINER
OUTLINE:
A 100 mesh strainer is located at the bottom of the
steer/brake oil tank. Oil is drawn through the strainer
to supply the steer/brake system.
T3-3-18
STEER/BRAKE FILTER
A filter indicator light, on the instrument panel permits
OUTLINE: the operator to check the condition of the filter ele-
The pressure filter is an assembly installed beside the ment from the cab. The indicator light is connected
transmission filter. The filter assembly contains a 6 electrically to the pressure sensitive indicator switch
micron filter element (1), a by-pass valve (3) and an (2) which monitors the restriction pressure within the
indicator switch (2). high pressure filter. The indicator switch (2) will acti-
vate when restriction pressure reaches 241 kPa (35
OPERATION: psi). Actual bypass will not occur until restriction
pressure reaches 345 kPa (50 psi). Cold oil (ex-
Normal: tremely thick) will be high in restriction pressure and
Return oil from the steering valve is routed through may cause the indicator light to signal that the ele-
the 6 micron filter before entering the steer tank. The ment is clogged. Therefore, make certain the oil is at
return oil enters the filter compartment area through operating temperature and the engine is running at
-1
Port A. 1000 min (rpm). The light won't indicate that the ele-
ment is clogged if the operating temperature is less
By-Pass: than 43 °C (110 °F). The indicator will flash, depend-
If the filter element becomes clogged or the fluid is ing on which filter is clogged. 1 flash is for the engine
extremely viscous, the by-pass valve (3) will open and air filter, 2 for the transmission oil filter, 3 for steer oil
a passageway will allow the unfiltered oil to enter the filter, and 4 flashes for the hoist/brake cooling filter. If
tank the indicator is flashing, it is recommended that the
element be replaced, and also at the interval recom-
mended in the operator’s manual.
Outlet Inlet
1. Filter Element 3. Indicator Switch

2. By-pass Valve 4. Housing
T3-3-19
STEER/BRAKE TANK
OUTLINE:
The hydraulic tank is mounted to the left side of the The two tanks share a common, remote mounted
frame. It is divided into two separate tanks; the breather (1) which is located behind the cab. A hose
hoist/brake cooling tank and the steer/brake apply connects the breather to an adapter installed on a
tank. The steer/brake apply tank has a net capacity of pipe welded to the side f the hydraulic tank.
approximately 273 L (71.2 gal).
Filter Element Canister 1
1. Breather
1
1. Steer/Brake Tank
T3-3-20
COMPONENT OPERATION / Brake
BRAKE CONTROL VALVE
OUTLINE:
The brake control valve assembly consists of two car- Hydraulic oil is supplied to the accumulators through
tridges, front brake cartridge (2), and rear brake car- ports “AF" located on the left side of the manifold (1)
tridge (3). Two check valves (10), a shuttle ball valve and “AR" located on the right side.
(4), a low pressure sensor valve (LPS) (12) and a
load/dump solenoid valve (13). On top of the brake control valve there are two are
test plugs. “SUPPLY” is for checking incoming supply
OPERATIONAL PRINCIPLE: pressure: “REAR" is for checking pressure to the rear,
The brake control valve is a dual circuit hydraulic con- wet disc brakes.
troller which provides precisely regulated hydraulic
pressure to the brakes. Fully modulated pressure is There are two test plugs (TP) at the back of the front
controlled by pedal position. Hydraulic oil from the brake cut-off valve. The bottom test plug checks
steering system is directed into the brake control pressure coming into the brake cut-off valve. The top
valve (1) through the port “P" located at the bottom of test plug is for checking front brake supply pressure
manifold (1). which is directed out at port “WBF”.
The oil from port “P" is directed internally to the check
valves (10), shuttle ball valve (4), low pressure sensor NOTE: Letter call outs in this section reference
valve assembly (12), front brake cartridge (2), rear corresponding letters etched at valve ports
brake cartridge (3) and a solenoid valve (13). on the brake control valve and front brake
cut-off valve.
When pedal assembly (6) is applied, plungers (48) in
the brake cartridges (2 & 3) are stroked into body (42).
As the plungers are stroked inward, regulated hydrau-
lic oil is directed out of manifold (1) at ports “BR" and
“BF" located at the bottom of manifold (1).
WBF
SUPPLY REAR
TP2
TP1
SUPPLY
AR
AF
REAR
AF
R
AR
BR
T3-4-1
1. Manifold 11. O-Ring 21. Jam Nut 31. Jam Nut

2. Front Brake Cartridge 12. Low Pressure Sensor Valve 22. Spring 32. Bolt
3. Rear Brake Cartridge 13. Load/Dump Solenoid 23. Shaft 33. Bolt
4. Ball 14. Plug 24. Nylon Washer 34. O-Ring
5. Brake Mounting Plate 15. Bracket 25. E-Ring 35. Back-Up Ring
6. Pedal Assembly 16. Bolt 26. Plug 36. O-Ring
7. Pedal Cover 17. Brake Switch 27. Shaft 37. Washer
8. Elbow 18. Set Screw 28. E-Ring
9. Spring 19. Jam Nut 29. O-Ring
10. Check Valve 20. Eye Screw 30. Set Screw
T3-4-2
38. Cap 47. Shaft Collar 56. Back-Up Ring 65. Back-Up Ring
39. Spool 48. Plunger 57. O-Ring 66. O-Ring
40. Ball Bearing 49. Plunger Guide 58. Back-Up Ring 67. O-Ring
41. Retainer 50. O-Ring 59. O-Ring 68. Back-Up Ring
42. Body 51. O-Ring 60. Spring 69. O-Ring
43. Spring Guide 52. Spacer 61. Spring 70. Back-Up Ring
44. Seal 53. Spring 62. O-Ring 71. O-Ring
45. T-Seal 54. Spring 63. Back-Up Ring 72. O-Ring
46. Rod Wiper 55. Spring 64. O-Ring 73. Back-Up Ring
T3-4-3
OPERATION: (B) Brake Apply
In order to explain the brake control valve, the follow- Application of pedal assembly (6) forces the front and
ing operations will be covered. rear brake cartridge plungers (48) into manifold (1).
The plungers force springs (54, & 55) to move car-
A. Charging tridge spools (39) thus opening the supply port and
B. Brake Apply delivery ports and closing the tank port. The supply
C. Low Pressure Sensor pressure of 18960 kPa (2750 psi) from the steering
D. Load/Dump Brake Switch system entering at “P" port is supplemented by the
brake accumulators through ports “AR" and “AF". Hy-
(A) Charging: draulic oil is directed from ports “WBF" and “BR" to
When the engine is started and the steering accumu- the brakes. Oil is also directed to the back side of the
lator is being charged hydraulic oil is directed at the cartridge spools; as the brake pressure increases, this
same time into manifold (1) through port "P". Since pilot pressure forces the cartridge spools to compress
the pressure is low, the spool in low pressure sensor the plunger springs. When the pressure equals the
(12) is held downward by spring tension. This allows spring force, the supply port closes off, thereby hold-
oil to enter the sensor and pass through to front brake ing the desired brake pressure. The spring force and
cartridge (2) and rear brake cartridge (3). The oil en- the brake pressure are determined by the amount of
ters the pilot section of the cartridges, at the top side plunger stroke (pedal position).
of plungers (48). This causes the plungers to stroke
into manifold (1) which compresses springs (53, 54, & As pedal assembly (6) is released, plungers (48)
55) inside each cartridge. The springs move spool move back releasing the spring compression. Hydrau-
(39) to close the tank port and open the supply pres- lic pressure under spool (39) overcomes the spring
sure to the delivery ports "BR" and "WBF". Hydraulic force and the spools move toward the plunger springs.
oil from port "WBF" flows to the front brake calipers. This opens the tank port and the brake pressure is
Hydraulic oil from port "BR" flows to the retarder con- exhausted through the valve back to tank.
trol valve. The oil shifts the shuttle valve (internal to
the retarder control valve) and is directed to the rear The brake apply pressure is proportional to pedal
brakes. The two brake accumulators are being stroke up to the maximum of 15860 ± 172 kPa (2300
charged as the steering system builds pressure. The ± 25 psi) front brake apply and 8300 ± 172 kPa
brakes are applied; however the front brake is not at (1200 ± 25 psi) for the rear brake apply. The brake
full delivery pressure. The steer and brake warning accumulators are the primary application pressure
indicators and alarm will be on. source; the brake accumulator check valves (10) in-
sures 18960 kPa (2750 psi) hydraulic supply pressure
When steer system pressure reaches 9660 kPa (1400 is available even during hard steering. Refer to
psi), low pressure sensor (12) is forced upward which Steering System.
blocks system pressure and opens the tank port. Hy-
draulic pressure on the pilot area of the plungers is
exhausted and this allows them to extend. The
springs in the front and rear brake cartridge (2 & 3)
relax, which allows the hydraulic pressure to force the
spools over to close off the supply port and open the
tank port. The brake pressure is exhausted thereby
releasing the brakes. Note that the pressure at the
brakes just prior to release was 9660 kPa (1400 psi).
The low brake pressure warning will deactivate at

11376 kPa (1650 psi) steer system pressure and the
low steer pressure warning alarm will deactivate at
12411 kPa (1800 psi).
T3-4-4
(C) Low Pressure Sensor (LPS):
Low Pressure Sensor (LPS) valve (12) provides a
means of automatically applying the service brakes in
the event of a catastrophic pressure loss that is not
reacted to by the operator. The LPS valve senses the
highest accumulator pressure through the action of
the double check valve (10). Refer to “CHARGING"
in this section for operation.
NOTE: The LPS valve, by design, will not supply

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

Application of the load/dump switch on the shift con-
sole energizes solenoid (13). The solenoid shuttles
and blocks pilot pressure to LPS valve (12). The LPS
valve reacts by opening supply pressure to the pilot
sections of brake cartridges (2 & 3). Brake plungers
(48) are forced into manifold (1) thus applying both
front and rear brakes at full pressure, as described
previously in this section.
WARNING: The load/dump brake is not for

parking! The load/dump brake must be used
with the engine running. The brakes will re-
lease if the engine is turned off.
T3-4-5
RETARDER CONTROL VALVE
OUTLINE:
The retarder control valve assembly consists of re- The shuttle valve unseats and regulated apply pres-
tarder cartridge (3) and a shuttle ball valve (8). sure is directed out port “RET" to the “S" port of the
rear wet disc brakes. Oil is also directed, through an
OPERATIONAL PRINCIPLE: orifice in the center of the spool, to the back side of
The retarder control valve is a single circuit hydraulic the cartridge spool (27); as the pressure increases
controller which provides regulated hydraulic pressure this pilot pressure forces the spool to compress
to the rear wet disc brakes. Full modulation is con- plunger spring (28). When the pressure equals the
trolled by pedal position. Hydraulic pressure from the spring force the supply port closes off, thereby holding
steering system enters the valve at port “P1". This the desired retarder applied pressure. The spring
supply pressure is only available with the engine run- force and the apply pressure, is determined by the
ning and with a charged steering accumulator. When amount of plunger stroke (pedal assembly (5) posi-
the retarder pedal (5) is applied the plunger (26) is tion)
stroked into the valve body. Regulated hydraulic
pressure, proportional to plunger stroke is directed As pedal assembly (5) is released the plunger moves
through the shuttle valve, out port “RET" and to the back and relaxes the compression on spring (28). Hy-
rear wet disc brakes. The retarder pressure regulates draulic pressure and the small springs behind spool
to maximum 8300 ± 172 kPa (1200 ± 25 psi). (27) assist in spool movement back towards plunger
(26) as pedal assembly (5) is released. This closes
OPERATION: the supply port and opens the regulated port to the
When pedal assembly (5) is applied, plunger (26) is tank port and the retarder pressure is exhausted
stroked into retarder cartridge (3). Plunger (26) forces through port “R" to tank.
spring (28) to move spool (27). This opens the supply
port and regulated port while closing the tank port,
VIEW A-A. Regulated hydraulic apply pressure is di-
rected to the shuttle valve internal to the retarder con-
trol valve.
RETARDER TP
P1
R
BR
RET
T3-4-6
1. Shaft Collar 10. Bolt 19. E-Ring 28. Spring

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

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

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

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

7. O-Ring 18. Back-up Ring 29. Bolt 39. Retainer Assembly
8. Back-up Ring 19. O-Ring 30. Washer 40. O-Ring
9. Piston 20. Back Plate 31. Spacer 41. Spindle
10. Pressure Plate 22. O-Ring 32. O-Ring 42. Axle Shaft
11. Reaction Plate 24. O-Ring 33. Bolt 43. Wheel
12. Friction Disc 25. Bolt 34. Washer
13. End Cover 26. Washer 35. Hub Adapter
14. O-Ring 27. Retaining Ring 36. O-Ring
15. O-Ring 28. Disc Carrier 37. Toric Face Seal
16. Housing CS. Cooling Slots 38. Toric Face Seal
T3-4-13
BRAKE ACCUMULATOR
OUTLINE:
The accumulators store hydraulic oil in sufficient vol- If at anytime, the pressure at the piston would drop
ume, under pressure, to provide emergency braking in due to severe leakage or pump failure, one way check
case of pump failure. The accumulators are of the free valves, in the brake valve, will close to prevent the
piston type and are under a dry nitrogen precharge of escape of oil in the accumulator. Refer to Brake Con-
8280 kPa (1200 psi). trol Valve.
OPERATION: This stored oil will then be directed under pressure to

When the brake system is operating properly, brake the rear brakes thus stopping the unit. Do not at-
oil pressure is present and enters the accumulator at tempt to move the unit until the brake pressure prob-
port “A" in housing (1). This pressure pushes piston lem is corrected.
(3) in the direction of charger valve (13), thus working
against the nitrogen pre-charge. The other port at the
NOTE: An inflation kit is available to check pres-
bottom of housing (1) is plugged.
sures and to charge the brake accumula-
tors. Refer to Special Tools.
1. Housing 6. AQ Seal 11. End Cap 16. Valve Cap

2. Wear Ring 7. Quad Ring 12. O-Ring
3. Piston 8. O-Ring 13. Charger Valve A. Oil Port
4. Seal Assembly 9. Back-up Ring 14. Plate B. Hydraulic Oil
5. Square Ring 10. Friction Ring 15. Bolt C. Dry Nitrogen
T3-4-14
DRY DISC PARKING BRAKE
OPERATION:
OUTLINE: Ten disc springs (8) are used to hold the park brake in
The brake is operated by an actuator that uses the the actuated position. The disc springs (8) push the
“spring applied and hydraulic released" principle. The pistons (9 & 12) into the lining & carrier assembly (19)
hydraulic fluid to the brake actuator is controlled by which squeezes a driveline mounted disc. The brake
the park brake switch on the right hand side of the is released by oil pressure. Hose assembly (A) is
instrument panel. connected to the “PB” port “Parking Brake”, in the Re-
lief Check Bleed Valve. The hose assembly connects
NOTE: The parking brake is for static holding to the four, union cross (B) at the back of the brake
only. It is not designed for dynamic brak- support plate. The three hose assemblies (C) directs
ing. The brake apply logic contains safety oil pressure to threaded inlets in the side of each
interlocks to prevent application while the brake head torque plate (1) which pushes the pistons
machine is in motion and to keep the (9 & 12) back and compresses the disc springs (8).
transmission in “Neutral" if the brake is
applied
A
NOTE: To release the brake on a machine that
cannot be started, use a remote pump or
C
Porta-Power to release the brake heads.
C
B
1. Torque Plate 10. O-Ring 19. Lining & Carrier Assembly (2)
2. Hex Bolt 11. Backup Ring 20. Bleeder
3. Jam Nut/Sleeve 12. Adjustment Piston 21. Urethane Spring
4. Spring Housing 13. O-Ring 22. Flat Washer
5. Plug 14. Backup Ring 23. O-Ring
6. Adjustment Bolt 15. O-Ring 24. Roll Pin
7. Shim 16. Wiper 25. Coupling Nut
8. Disc Spring 17. Carrier Bolt
9. Hydraulic Piston 18. Hex Nut
T3-4-15
MEMO
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Hitachi Construction Truck Manufacturing Ltd. Hitachi Ref. No.
Attn: Publications, Marketing & Product Support
Fax: 519-823-2000
SERVICE MANUAL REVISION REQUEST FORM
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FAX: sions are requested, use the comment column)
YOUR COMMENTS / SUGGESTIONS:

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Manual No.

• This manual consists of three Portions: the Techni-

• Information included in the Technical Manual

• Each page has a number, located on the center

Consecutive Page Number for Each Group

SAFETY ALERT SYMBOL AND HEADLINE

In this manual, the following safety alert symbol and • CAUTION:

Group 2 Component Layout

ENGINE STOP SYSTEM

Fuel consumption @ rated output.............. 222 g/Kw-hr ( 0.366 lb/hp-hr)

Engine Speed, min-1(rpm)

Engine Speed, min-1(rpm)

Engine Speed, min-1(rpm)

AIR CONDITIONING COMPRESSOR

Type……………………………………Flat round, mechanical bond

Type…………………………………..Shell & tube

CHARGE AIR COOLER

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

HOIST AND BRAKE COOLING PUMP-TANDEM

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

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

HOIST CONTROL VALVE

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

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

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

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

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

FRONT RIDE STRUT

REAR RIDE STRUT

All control relays in the cab

Service brakes Front Rear (Retarder)

FRONT BRAKE CUT-OFF VALVE

Type .................................................................. Pressure reducing valve

RETARDER CONTROL VALVE

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

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

1. Battery 4. Rear Axle

6. Radiator 14. Rear Driveline

1. Battery Box 6. Windshield Washer Pump

HYDRAULIC SYSTEM COMPONENTS

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

HYDRAULIC SYSTEM COMPONENTS (CON’T)

Hoist Control Valve/Oil Tank

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

HYDRAULIC SYSTEM COMPONENTS (CON’T)

1. Body Up Solenoid 3. Steer Oil Temperature Sensor

HYDRAULIC SYSTEM COMPONENTS (CON’T)

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

HYDRAULIC SYSTEM COMPONENTS (CON’T)

RCB Valve/Steering Accumulator

1. Steering Accumulator 4. Park Brake Solenoid

HYDRAULIC SYSTEM COMPONENTS (CON’T)

1. Brake Valve 2. Retarder Valve 3. Front Cut-off Valve

HYDRAULIC SYSTEM COMPONENTS (CON’T)

1. Front Brake Accumulator 2. Rear Brake Accumulator

HYDRAULIC SYSTEM COMPONENTS (CON’T)

Windshield Washer Pump

1. Engine Coolant Outlet 9. Engine Oil Filters

1. Engine Serial Number 7. Timing Reference Sensor