730E A30181 & Up

Unsafe use of this machine may cause serious injury or death.
Operators and
maintenance personnel must read and understand this manual before operating
or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically
reviewed by all personnel who will come into contact with it.
This material is proprietary to Komatsu Mining Systems, Inc. and is not to be reproduced, used, or disclosed except
in accordance with written authorization from Komatsu Mining Systems, Inc.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company
reserves the right to make changes or add improvements at any time without incurring any obligation to install
such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication. Customers
should contact their local distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of
California to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and
lead compounds, chemicals known to the State of California to
cause cancer and birth defects or other reproductive harm.
Wash hands after handling.
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DUMP BODY
Removal
1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown in
Figure 3-1.
Before raising or lifting the body, be sure there is

adequate clearance between the body and over-
head structures or electric power lines.
Body weight can vary substantially depending on
liner plate installation, etc. Be certain the lifting
device is rated for at least a 45 ton capacity.
2. Remove mud flaps and rock ejectors from both FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER)
sides of the body. Remove electrical cables, lubri-
1. Dump Body 3. Hoist Cylinder
cation hoses etc. attached to the body.
2. Hoist Cylinder Pin 4. Pin Retainer
3. Attach chains around upper end of hoist cylinders
to support them after the mounting pins are re-
6. Remove body pivot pins (6). The spacer shims (3)
moved.
will drop out as the pin is removed.
4. Remove pin retainer capscrew (4, Figure 3-2) from
7. Lift dump body clear of the chassis and move to
each of the upper hoist cylinder mounting eyes.
storage or work area. Block the body to prevent
With adequate means of supporting the hoist cyl-
damage to the body guide, pads, etc.
inders in place, remove each of the mounting pins
(2). 8. Inspect bushings (2) and pivot pins; replace bush-
ings and/or body pivot pins if damaged or worn
5. Remove capscrews (4, Figure 3-3) from each pivot
excessively.
pin.
Installation
1. Attach lifting device to dump body and lower over
the truck frame. Align body pivot and frame pivot
holes.
2. Install shims (3, Figure 3-3) as required to center
the body on the frame pivot.
NOTE: A minimum of 1 shim is required at the outside
end of the frame pivot. Do not install shims at the
inside.
3. Align the pin retainer capscrew hole and push the
pivot pin through the spacers and into the pivot
bushings in each side of the frame.
4. Install capscrew through each pin and tighten the
nuts to standard torque.
FIGURE 3-1. DUMP BODY REMOVAL
1. Lifting Cables 2. Guide Rope
B03012 Dump Body B3-1

FIGURE 3-4. BODY PAD
FIGURE 3-3 DUMP BODY PIVOT PIN
1. Dump Body 4. Body Pad
(RH Side Shown)
2. Shim 4. Frame
1. Body 4. Pin Retainer Capscrew 2. Pad Mounting Hardware
2. Bushing 5. Frame
3. Shim 6. Body Pivot Pin
2. Remove hardware attaching pads to the dump
body. (Refer to Figure 3-4)
5. Align hoist cylinder upper mounting eye bushings
3. Remove body pad and shims. Note number of
with the hole through the body, align retaining
shims installed at each pad location. (The rear pad
capscrew hole (4, Figure 3-2)and install the pin.
on each side should have one less shim than the
6. Install the pin retaining capscrews and nuts and other pads)
tighten to standard torque.
4. Install new pads with the same number of shims
7. Install mud flaps, rock ejectors, electrical cables as removed in step 3.
and lubrication hoses if installed.
5. Install the mounting hardware and tighten to 25 ft.
lbs. (34 N.m) torque.
BODY PADS
6. Raise body, remove blocks supporting body and
It is not necessary to remove the dump body to replace
lower body onto the frame.
body pads. Pads should be inspected during sched-
uled maintenance inspections and replaced if worn
Adjustment
excessively.
1. All pads, except the rear pad on each side, should
1. Raise the body to a height sufficient to allow
contact the frame with approximately equal com-
access to all pads.
pression of the rubber. A gap of approximately
0.06 in. (1.5 mm) is required at each rear pad. This
can be accomplished by using one less shim at
each rear pad. If pad contact appears to be un-
equal, repeat the above procedure. (Vehicle must
be parked on a flat, level surface for inspection.)
Place blocks between the body and frame. Secure Proper body pad to frame contact is required to
blocks in place. assure maximum pad life.
B3-2 Dump Body B03012

BODY SLING
Any time personnel are required to perform main-

tenance on the vehicle with the dump body in the
raised position, the body MUST be supported in
the raised position with the body sling cable.
Always inspect cable and mounting brackets for
signs of fatigue or wear before use.
1. To lock the dump body in the up position, raise the

body to it’s maximum height.
2. Remove pins storing sling in the storage position
and place cable clevis over eye below rear sus-
pension mount and eye on body. Reinsert pins
and retainers.
3. Slowly lower the body until the cable is tight.
4. After work has been completed, raise body, un-
hook cable and reattach to its storage position.
FIGURE 3-5. BODY GUIDE

1. Dump Body 3. Frame
2. Body Guide 4. Body Guide Wear Plates
BODY POSITION INDICATOR
The Body Position Indicator is a device mounted on the
BODY GUIDE
canopy of the dump body. When the body is lowered,
The body guide is designed to ensure the body is the indicator is visible to the operator. This device
positioned properly on the frame to prevent excessive should be inspected daily and repairs made if required.
body pad and pivot pin bushing wear during truck
operation.
1. Body guide wear points should be inspected each

time a body pad inspection is performed. (Refer
to Figure 3-5) The body guide should be centered
between the wear plates (3), with a gap of 0.19 in.
(5.0 mm) at each side when new.
2. If gap becomes excessive, the wear plates (4)
should be replaced. (Refer to the Parts Catalog)
B03012 Dump Body B3-3

ROCK EJECTORS
Rock ejectors are placed between the rear dual wheels
to keep rocks or other material from lodging between
the tires.
The rock ejectors should be inspected during tire in-
spections. If the ejectors are bent or worn excessively,
they must be repaired or replaced to prevent possible
tire damage.
Inspection
1. The ejectors must be positioned on the vertical
center line between the rear tires within 0.19 in.
(5.0 mm).
2. With the truck parked on a level surface, the arm
structure (2, Figure 3-6) should be approximately
3.15 in. (80 mm) from the wheel spacer ring (3).
3. If the arm (1) becomes bent, it must be removed
and straightened.
4. The wear plates (2) must be replaced if severely
worn.
5. Inspect the mounting brackets, pins, and stops for
wear and/or damage and repair as necessary.
Hoist Limit Switches

FIGURE 3-6. ROCK EJECTOR INSTALLATION
Refer to Section ’D’, Electrical System (24VDC) for
1. Rock Ejector Arm 3. Rear Wheel Spacer Ring
adjustment procedure of the hoist limit switches.
2. Wear Plate
B3-4 Dump Body B03012

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SECTION C
ENGINE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-5
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1

RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-2
Radiator Fill Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Cooling System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1

ALTERNATOR REMOVAL AND INSTALLATION PROCEDURE . . . . . . . . . . . . . . . C4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Alternator Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Engine End Play Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-4
Determining Shim Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . C4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
C01013 Index C1-1

NOTES
C1-2 Index C01013

POWER MODULE
The radiator, engine and alternator/blower assemblies
are mounted on a roller equipped subframe which is
contained within the truck’s main frame and is referred
to as a “Power Module”. This arrangement permits
removal and installation of these components with a
minimum amount of disconnect and by utilizing the
unique “Roll In/Roll Out” feature.
Although the instructions in this section are primarily
based upon the “Rollout” method for major component
removal, the radiator and fan may be removed as
separate items. Instructions for radiator and fan re-
moval are contained later in this section.
General information
FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT
1. Pump Drive Shaft 2. Hydraulic Pump
The complete power module weighs approxi-

mately 22,000 lbs. (9 988 kg). Make sure lifting Removal
device to be used is of an adequate capacity.
1. Disconnect batteries using the following proce-
1. Position the truck in a work area with a flat, level dure in this order:
surface and adequate overhead clearance to per- a. Open battery disconnect switch located at bat-
mit raising the dump body. tery equalizer box at the bottom step of the left
2. Apply parking brake and block wheels to prevent ladder, above bumper of truck.
truck movement. Raise body and install safety b. Remove battery equalizer GND (-) terminal.
sling. c. Remove + 12V (output) terminal at equalizer.
d. Remove + 24V (input) terminal at equalizer.
e. Disconnect battery negative (-) terminal at bat-
tery box.
f. Disconnect battery positive (+ ) terminal.
Do not work under raised body without first making
2. Remove driveshaft guard and disconnect hydrau-
sure the safety sling is installed.
lic pump drive shaft (1, Figure 2-1) at the drive
3. Tag or mark all air lines, oil lines, fuel lines and shaft U-joint companion flange.
electrical connections to assure correct hookup
3. Remove main alternator blower duct (Refer to
at time of power module installation. Plug all ports
Figure 2-2):
and cover all hose fittings or connections when
disconnected to prevent dirt or foreign material a. Remove clamps and disconnect power cables
from entering. from the rectifier diode and resistor panels (3,
4) located on the rear of the blower intake duct.
4. It is not necessary to remove the radiator prior to Remove cover and disconnect cables (routed
the removal of the power module. If radiator re- to main alternator) from front side of transition
moval is desired or if only radiator repair is neces- structure (6).
sary, refer to “Cooling System” in this section.
b. Attach a lifting device to the rear center deck
structure (5), remove attaching hardware and
remove from truck.
C02012 Power Module C2-1

6. Disconnect all (already marked) electric, air, oil
and fuel lines that would interfere with power
module removal. Cover or plug all lines and their
connections to prevent entrance of dirt or foreign
material. To simplify this procedure, most connec-
tions utilize quick disconnects.
7. Disconnect the air cleaner restriction indicator
hoses (4, Figure 2-3). Disconnect electrical wiring
and hoses etc. that would interfere with front
center deck removal. If equipped with electric
start, disconnect starter motor cables.
8. Attach hoist to the front center deck (9, Figure 2-2).
Remove all capscrews, flat washers, lockwashers
and nuts securing the deck. Lift deck and remove
from truck.
9. Close cab heater shutoff water valves, disconnect
water lines and drain water from the heater core.
Secure water lines away from engine compart-
ment so as not to interfere with power module
removal.
10. If equipped with air conditioning, refer to Air Con-
ditioning System, Section M for procedures re-
quired to properly remove the refrigerant. After the
system has been discharged, disconnect refriger-
ant hoses routed to cab at the compressor and
receiver/dryer.
FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT

1. Electrical Cabinet 6. Transition Structure
2. Intake Duct 7. Main Alternator
3. Resistor Panel (2) 8. Air Hose
Federal regulations prohibit venting air condition-
4. Rectifier Diode Panel 9. Front, Center Deck
ing system refrigerants into the atmosphere. An
5. Rear, Center Deck
approved reovery/recycle station must be used to
remove the refrigerant from the air conditioning
c. Remove clamps and disconnect air hose (8) at system.
electrical cabinet and main alternator.
d. Attach hoist to lifting eyes on blower inlet duct
assembly. Remove hardware attaching duct 11. Remove clamps securing the air inlet ducts to the
transition structure (6) to main alternator inlet. plenum chambers (10, Figure 2-3), and engine
Remove hardware attaching upper duct turbochargers (5). Remove air ducts. Cover all
mounts to electrical cabinet. Remove hardware openings to prevent entrance of foreign material.
attaching duct to deck at right and left sides. 12. Disconnect exhaust ducts (9), on left and right side
e. Recheck for any other cables or hoses and lift of engine. Cover turbocharger exhaust openings
duct assembly from the truck. Cover all open- to prevent entrance of foreign material.
ings to prevent entrance of foreign material.
13. Remove right and left deck support brackets from
4. Remove clamp and remove the outlet hose to rear hood structure. (Refer to Section B, Structural
axle on the blower assembly. Components.)
5. Open drain valve located below main air tank and 14. Disconnect grounding straps from engine sub-
bleed off air pressure. frame.
C2-2 Power Module C02012

FIGURE 2-3. ENGINE AIR INLET & EXHAUST PIPING
1. Air Cleaner Assembly 5. Turbocharger 9. Exhaust Duct
2. Flexible Elbow 6. Clamp 10. Plenum
3. Support Clamp 7. Hump Hose 11. Hanger Clamp
4. Air Cleaner Restriction 8. Air Compressor Supply Port
Indicator Line Port
15. Remove capscrews and lockwashers (1, Figure
2-4) securing front subframe support to main
frame (2).
Only lift power module at the lifting points on
subframe and engine/alternator cradle structure.
(Refer to Figure 2-6.)
Install safety chain around the front engine sub-

frame cross member and main frame to prevent the
power module from rolling when the subframe
rollers are installed.
16. Remove capscrews (4, Figure 2-5) and caps (6)
securing subframe mounting bushings to the sub-
frame support bracket (3) at rear of subframe.
17. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
been disconnected.
FIGURE 2-4. FRONT SUBFRAME SUPPORT

1. Subframe Capscrews 3. Capscrews
2. Main Frame 4. Engine Subframe

FIGURE 2-6. POWER MODULE LIFT POINTS
1. Module Lifting Tool 4. Engine
2. Main Alternator 5. Power Module
3. Module Lift Points Subframe
FIGURE 2-5. REAR SUBFRAME MOUNTS
1. Subframe 4. Capscrews
21. Attach lifting device to hoist and attach to engine/al-
2. Main Frame 5. Bushing
ternator cradle structure and front subframe lifting
3. Mounting Bracket 6. Mounting Cap
points. Remove safety chain.
22. Raise the power module slightly to determine if
18. Attach hoist to lift points at engine/alternator cradle
module is on an even plane. Move the power
structure. Raise the rear portion of engine sub-
module straight out of truck to a clean work area
frame and install subframe rollers (Refer to Figure
for disassembly.
2-6). Lower the rear portion of the subframe care-
fully until the rollers rest on the main frame guide For further disassembly of the engine, alternator, and
rail. radiator, refer to the appropriate section of this manual.
NOTE: Subframe rollers are supplied in the truck tool
group and can be installed in the storage position after
use, as shown in Figure 2-7.
19. Reposition hoist to front subframe lifting points.
Raise the engine subframe until the engine is on a
level plane. Remove the safety chain.
The engine, alternator, radiator and subframe

weigh approximately 22,000 lbs. (9 988 kg). Make
sure the lifting device used is of an adequate
capacity.
20. Roll the power module forward sufficiently so that
adequate clearance is provided for the lifting de-
vice to be attached to the engine/alternator cradle
structure and front subframe lifting points. Place
stands or block under front of subframe and lower
hoist until front of subframe is supported. Install FIGURE 2-7. SUBFRAME ROLLERS
safety chain to prevent subframe from rolling. 1. Roller Assembly 3. Capscrews
2. Subframe

Installation
1. Inspect the main frame guide rails. Remove any
debris which would interfere with power module
installation.
2. Clean the main frame rear support brackets. Apply
a light film of soap solution to each rubber bushing
(5, Figure 2-5) located at the rear of the subframe.
3. Check the subframe rollers making sure they roll
freely and are in the “roll–out” position. ( Figure
2-7).
4. Attach a lifting device to engine/alternator cradle
structure and front subframe lifting points (Figure
2-6).
The complete power module weighs approxi- FIGURE 2-8. POWER MODULE INSTALLATION
mately 22,000 lbs. (9 988 kg). Make sure lifting
device to be used is of an adequate capacity.
14. Lower the rear portion of the subframe until the
5. Raise the power module and align the subframe
subframe rubber bushings (5, Figure 2-5) are
rollers within the main frame guide rails (Figure
seated in the mounting brackets (3) located on the
2-8).
main frame of the truck.
6. Lower the power module to the subframe guide
15. After subframe is seated in frame mounts, the
rails, relax the hoist slightly and roll the power
safety chain may be removed from the front sub-
module into truck frame until lifting chains contact
frame member.
cross frame.
16. Install capscrews and lockwashers in the front
7. Place stands or blocking under front of subframe
mount and tighten capscrews to 407 ft.lbs. (551
to support assembly while repositioning hoist.
N-m) torque. (Refer to Figure 2-4).
8. Install a safety chain around the truck frame and
17. Install the rear subframe mounting caps and secure
the front subframe cross member. The safety
caps in place with lubricated capscrews. Tighten
chain will prevent the power unit from rolling for-
capscrews to 407 ft.lbs. (551 N-m) torque. (Refer
ward.
to Figure 2-5).
9. Place a small block behind each rear subframe
18. Install all ground straps between frame and sub-
roller to prevent rolling.
frame.
10. Lower hoist to allow subframe to rest on stands and
19. Attach hoist to the front center deck and lift into
rollers. Remove lifting device.
position. Install rubber dampeners and attach in-
11. Attach hoist to front lifting eyes on subframe. ner, front deck supports to grille structure. Tighten
capscrews to standard torque.
12. Remove the small blocks behind the subframe
rollers, remove safety chain, and slowly roll the 20. Install air duct supports and connect exhausts at
power module into position over the main frame engine turbochargers. Connect all engine air in-
mounts. Lower hoist until front subframe mount is take ducts. Tighten clamps securely to insure a
aligned and seated on the front, main frame mount. positive seal is made. (Refer to Figures 2-3 & 2-9).
Reinstall safety chain.
21. Connect the cab heater inlet and outlet hoses and
13. Relocate hoist to the rear portion of the engine/al- open both valves.
ternator cradle structure and raise just enough to
permit removing the subframe rollers.

22. Connect wheel motor cooling blower air outlet 26. Connect all remaining electric, oil, and fuel lines.
hose. Tighten all clamps securely to insure a posi-
27. Connect the air filter restriction indicator hoses.
tive air seal.
28. Connect the batteries as follows:
23. Lift main alternator blower intake duct into position
and install hardware at mounts. (Refer to Figure a. Install battery positive (+ ) cable.
2-2) b. Install battery ground (-) cable.
a. Install hardware at transition structure to blower c. Install battery equalizer + 24V (input) terminal.
inlet joint, electrical cabinet, and deck mounts. d. Install equalizer + 12V (output) terminal.
b. Install control cabinet air hose, electrical cables e. Install equalizer GND (-) terminal.
and any other hoses and wiring removed dur-
f. Close battery disconnect switch.
ing power module removal.
c. Lift rear, center deck structure in place and 29. If truck is equipped with air conditioning, connect
install hardware. hoses routed from cab to receiver/drier and air-
conditioning compressor.
24. Connect the hydraulic pump drive shaft from the
alternator to the companion flange on the pump. 30. Service radiator and engine with appropriate fluids.
(Refer to Figure 2-1). Tighten capscrews to stand- Refer to Section “P” for capacity and fluid specifi-
ard torque. Install driveshaft guard. cations.
25. If equipped with an air system, connect hoses from 31. Recharge air conditioner system per instructions
air compressor to tubes routed to the main air tank. in Section M, Air Conditioning System.
Reconnect the air compressor air supply hose at
the engine air inlet duct.
FIGURE 2-9. AIR INLET PIPING CONNECTIONS

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POWER TRAIN
ALTERNATOR REMOVAL &
INSTALLATION PROCEDURE
General Information When lifting alternator, attach hoist to lift eyes only.
Use care to prevent damage to fiberglass blower
The following precautions must be observed when housing. (Weight: 7,400 lbs. (3357 kg))
removing, aligning, and reinstalling the alterna-
tor/blower assembly to the engine. Removal
• Never pry on engine vibration dampener. The following instructions cover the removal of the
• Loosen or remove fan belts prior to measuring main alternator with inline blower assembly from the
crankshaft end play to insure it moves easily and Cummins engine after the power module has been
freely. removed from the truck.
• When taking measurements, always take four 1. Attach hoist with three lifting chains to alternator
equally spaced readings and average them. lifting eyes (see Figure 4-1). Attach two of the
chains to the lift eyes located at 10 o’clock and 2
• Be certain mating surfaces are clean and free of o’clock. Using a come-along, attach the third
burrs, gouges etc. that will prevent proper contact. chain to the front, 12 o’clock lift eye.
• Always measure from mating surface to mating
surface.
FIGURE 4-1. POWER MODULE

1. Alternator/Cradle Mounting 3. Front Alternator Lift Point 5. Cradle Structure
Capscrews 4. Flywheel Housing To Alternator 6. Engine Mount Capscrews
2. Rear Alternator Lift Points (2) Housing Mounting Hardware
C04016 Power Train C4-1

2. Disconnect air and lubrication lines from air starter
and cap all lines to prevent entrance of foreign
material. Remove starter. If equipped with electric
starters, remove cables and remove starter mo-
tors.
3. Block under rear of engine
a. Loosen cradle adjustment setscrews (3, Figure
4-9).
b. Loosen engine/cradle capscrews (6, Figure
4-1).
4. The capscrews attaching the engine flywheel to
the alternator rotor can be accessed through a
hole near the starter mounting flange (2, Figure
4-2). Rotate the flywheel and remove all cap-
screws.
5. Remove capscrews, and nuts from the studs,
securing alternator housing to the engine flywheel
housing adapter. (4, Figure 4-1)
6. Take up hoist slack and remove capscrews and
lockwashers (1) securing the alternator to the
engine/alternator cradle structure. FIGURE 4-2. ALTERNATOR ROTOR DRIVE ACCESS
1. Flywheel Housing Adapter 3. Capscrew
7. Keep alternator as level as possible and move
2. Access Hole 4. Engine Flywheel
away from engine. Use care to prevent damage
to alternator mounting studs. Retain shims for
possible use during reinstallation. 9. If parts are not within specifications, replace as
necessary before attempting to install alternator.
8. Check engine drive ring and flywheel housing
adapter run out and eccentricity. Refer to Table I 10. For further disassembly instructions for the alter-
below for maximum limits. nator refer to the General Electric Service Manual.
ALTERNATOR MOUNTING SPECIFICATIONS

Cummins K2000E
Max. Flywheel Housing or Adaptor Eccentricity 0.020 in. (0.51mm) TIR
Max. Axial Runout of Flywheel Housing or Adaptor 0.010 in. (0.25 mm) TIR
Max. Eccentricity of Drive Ring (Flywheel) 0.007 in. (0.18 mm) TIR
Max. Axial Runout of Drive Ring (Flywheel) 0.010 in. (0.25 mm) TIR
Crankshaft End Clearance - New Engine 0.005–0.012 in. (0.12–0.30 mm)
Crankshaft End Clearance - Used Engine 0.005–0.018 in. (0.12–0.46 mm)
TABLE I. ALTERNATOR AND ENGINE SPECIFICATIONS
C4-2 Power Train C04016

ALTERNATOR INSTALLATION
The following instructions, Engine/Alternator Mating,
must be followed to ensure proper alignment and en-
gine crankshaft endplay.
Failure to follow these instructions can result in

serious damage to the engine and/or alternator.
ENGINE/ALTERNATOR MATING
Before attaching the alternator to the engine it is essen-
tial the axial end play and axial alignment of the crank-
shaft be maintained within limits. (Refer to Table I.) This
will prevent possible thrust washer failure due to insuf-
ficient crankshaft end play and assure alternator to
engine alignment to avoid placing an overstress con-
dition on the rear main bearings, flywheel housing
adapter and flex coupling.
This procedure is to assure that crankshaft and alter- FIGURE 4-4. DETERMINING MEASUREMENT "A"
nator end play will remain within specification and the
1. Alternator Housing 3. Parallel Bar
rotor and stator frame will be in alignment with the
2. Rotor Drive Adapter
crankshaft.
2. With the alternator in a horizontal position, place
Alternator Measurement a level on the alternator housing and block it so
housing is level.
1. Thoroughly clean the alternator housing frame
face and the rotor drive adapter face. 3. Install a piece of bar stock over rotor drive adapter
and attach each end to alternator housing using
two 5/8 - 11UNC Capscrews (Figure 4-3).
a. Alternately tighten the two capscrews, moving
the rotor to the rear of the housing. Do not
exceed 12 ft. lbs. (16 N.m) torque.
b. Relax pressure on rotor by carefully removing
the two capscrews in the bar. Remove the bar.
4. Mount a machinist’s parallel bar across the rotor
drive adapter (Figure 4-4) and measure the follow-
ing:
a. Using a depth micrometer, measure distance
between parallel bar and alternator housing
mounting face at each end of bar. Record the
readings.
b. Remove the parallell bar, rotate 90°and
re-attach bar to rotor.
c. Using the depth micrometer, measure distance
between parallel bar and alternator housing
mounting face at each end of bar. Record the
FIGURE 4-3. ARMATURE CENTERING SHIMS readings.
1. Alternator Housing 4. 5/8 - 11 Capscrew 5. Average the four readings obtained in step 4; this
2. Drive Adapter 5. Bar Stock will be measurement “A”.
3. Rotor

Engine Endplay Measurement 5. With engine crankshaft in center of its end play,
measure from the flywheel housing face (1, Figure
NOTE: Loosen or remove engine fan belt prior to
4-6) to the rotor drive adapter mating face on
measuring crankshaft endplay.
flywheel (2). Take four readings 90° apart and
1. Place dial indicator on flywheel housing adapter record the average of the readings; this will be
with dial pointer on flywheel face. (Refer to Figure measurement “B”.
4-5.)
a. If available, remove front crankshaft pulley and Determining Shim Requirements
vibration dampener and install tool for prying 1. Subtract engine dimension “B” from alternator
crankshaft forward and backward. dimension “A” determined in previous steps.
b. If above tool is not available, an engine side
2. Add 0.010 in. (0.25 mm) to result in step 1. The
plate cover can be removed and a bar used to
result is the shim pack thickness required (Refer
pry the crankshaft forward and backward. This
to Table II).
method does not require removal of the pulley
or vibration dampener. Use caution to prevent 3. If the alternator reading “Measurement A” is
internal engine damage or entrance of dirt. GREATER than the engine reading “Measure-
Do not pry on vibration dampener! ment B”:
2. Pull crankshaft toward front of engine as far as Install shim pack between the alternator housing
crankshaft bearings will allow it to move. Hold face and flywheel housing face (5, Figure 4-7).
crankshaft in this position and set dial indicator at 4. If the alternator reading “Measurement A” is LESS
“0" reading. than the engine reading “Measurement B”:
3. Push crankshaft toward rear of engine, read total Install shim pack between armature rotor cou-
bearing movement, taking two or three readings pling adapter and engine coupling (6, Figure
for verification. 4-8).
4. Move crankshaft to half the distance of the total
end play reading; this should place the crankshaft
in the center of its end play.
End play measurement should be 0.005–0.018 in.
(0.12–0.46 mm) for a Cummins engine. If end play
is not within these specifications consult the En-
gine Service Manual for service procedures.
FIGURE 4-6. DETERMINING MEASUREMENT "B"

FIGURE 4-5. MEASURING CRANKSHAFT ENDPLAY 1. Alternator Mounting Face 3. Engine Flywheel
1. Flywheel Housing or 2. Engine Flywheel 2. Rotor Drive Adapter
Adapter 3. Dial Indicator Mounting Face

Installing Alternator on Engine
1. Use the three brackets provided on the alternator
for lifting. The top front lifting bracket should be
equipped with some method of adjusting the al-
ternator to keep it horizontal. The remaining two
chains should be of equal length.
2. Install shim pack determined in previous steps.
Carefully move alternator into place and engage
flywheel coupling dowel pins into alternator rotor
drive adapter.
3. Install four flywheel housing adapter-to-alternator
housing capscrews and flat washers at 90°inter-
vals, but do not tighten fully.
4. With feeler gauge, measure gap between flywheel
housing adapter ring and alternator housing and
adjust housing to get equal gap 360°around the
adapter ring within 0.002 in (0.051 mm).
5. Install remaining capscrews, washers, and nuts.
Torque flywheel housing adapter-to-alternator
housing hardware (4, Figure 4-1) alternately in a
crisscross pattern to 175 ft.lbs. (235 N.m) torque.
6. Install the engine flywheel-to-rotor drive ring bolts
(3, Figure 4-2) and torque to 175 ft.lbs. (235
FIGURE 4-7. SHIM PLACEMENT LOCATION N.m).
1. Alternator Housing 4. Flywheel Housing or 7. If previously removed, install right and left alterna-
2. Rotor Drive Adapter Adapter tor-to-cradle structure. Insert pins (5, Figure 4-8)
3. Flywheel 5. Housing Shim Location in front hole if equipped with GTA22 or rear hole
6. Flywheel Shim Location if equipped with GTA26 alternator. Install keeper
plates and adjusting screws and nuts. Do not
tighten at this time.
8. Install alternator-to-cradle structure mounting
bolts (1, Figure 4-1) and torque to 750 ft. lbs.
(1017 N.m) for a Cummins engine.
ENGINE/ALTERNATOR SHIMS 9. Tighten engine-to-cradle structure mounting bolts
(6, Figure 4-1) to 310 ft. lbs. (420 N.m) for a
PART THICKNESS Cummins engine.
LOCATION
No. inches millimeters 10. Equalize gap at right and left side of Engine/Alter-
TM3466 Housing 0.004 0.102 nator cradle structure at mounting pin (Refer to
Figure 4-8):
TM3467 Flywheel 0.004 0.102 a. Loosen jam nuts (2) and adjust set screws (3)
TM3468 Housing 0.007 0.179 to equalize gap within 0.06 in. (1.5 mm).
b. Lock setscrews by tightening jam nuts.
TM3469 Flywheel 0.007 0.179
TABLE II. SHIM PART NUMBERS

11. Check crankshaft end play with a magnetic base
dial indicator at the front of the crankshaft. Refer
to the “Alternator Mounting Specifications” chart
for the engine installed.
Do not pry against the crankshaft damper.
12. If end play cannot be obtained, repeat engine/al-

ternator mating procedure.
13. Rotate the crankshaft one full revolution and listen
for any unusual noise caused by moving compo-
nents contacting stationary parts. Install engine
sidecover if removed.
14. Install lockwire on all alternator mounting cap-
screws.
FIGURE 4-8. CRADLE GAP EQUALIZTION

1. Cradle Structure 3. Adjustment Setscrew
2. Jam Nut 4. Subframe
5. Pin

ENGINE Service
Complete instructions covering the disassembly, as-
Removal
sembly and maintenance of the engine and its compo-
Refer to instructions in the previous sections of this nents can be found in the engine manufacturer’s
manual for removal instructions for the Power Module, service manual.
alternator, and radiator assembly.
Installation
1. Align engine to subframe and install front mount-
The engine weighs approximately 12,000 lbs. ing capscrews and lockwashers (Figure 4-10).
(5450 kg). Be sure lifting device is capable of lifting Align and install rear engine mounting capscrews
the load. and lockwashers through cradle structure.
Tighten front mounting capscrews to 310 ft. lbs.
1. Remove capscrews and lockwashers securing (420 N.m). Install rear capscrews (4) but do not
front engine mounts to subframe. (Refer to Figure tighten to final torque.
4-9).
2. Install alternator on engine following instructions
2. Attach lifting device to front and rear lift eyes on for “Engine/Alternator Mating”.
engine. Remove capscrews and lockwashers se-
curing engine to cradle structure (4) mounted on 3. Tighten rear engine mounting capscrews to 310
the subframe. ft. lbs. (420 N.m) after alternator is installed.
3. Lift engine from subframe and move to clean work

area for further disassembly.
FIGURE 4-9. ENGINE MOUNTING

(Cummins Engine)
1. Engine 4. Rear Engine Mount Capscrews
2. Cradle Structure 5. Engine sub-frame
3. Pin 6. Front Mount Capscrews

NOTES

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SECTION D
ELECTRICAL SYSTEM
(24 VDC NON-PROPULSION)
INDEX
24 VDC ELECTRIC SUPPLY SYSTEM (D02021.1) . . . . . . . . . . . . . . . . . . . . . . . . D2-1

Electrical System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Battery – Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Battery Charging Alternator (Refer to Section "M")
ELECTRIC START SYSTEM (D02021.2) . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Cranking Motor Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Solenoid Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
ENGINE PRELUB STARTER SYSTEM (D02021.3) . . . . . . . . . . . . . . . . . . . . . D2-13

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
24VDC ELECTRICAL SYSTEM COMPONENTS (D03015) . . . . . . . . . . . . . . . . . . . . D3-1

Passenger Seat Base Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Tail Light Resistor Diode Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
5 Minute Idle Timer Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Alarm Indicating Device (A.I.D. System) . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Body Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Ground Level Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
24VDC Relay And Diode Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Relay Board 1 (Turn Signal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board 2 (Payload Meter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board 3 (Stop Lights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board 4 (Parking Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board 5 (Headlights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Relay Board 6 (Auxiliary Panel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Diode Board 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
NOTE: Electrical system wiring hookup and electrical schematics are located in Section "R" at the
rear of this service manual.
D01028 Index D1-1

1. Electric shock can cause serious or fatal injury. Only qualified electrical maintenance personnel
should perform electrical testing.
2. This system is capable of causing physical harm. Use caution during test procedures to
protect personnel from injury.
3. All potential testing should be considered hazardous. Proper precautions are necessary.
4. Any time one of the plug-in circuit cards must be removed or reinstalled, be certain that
the control power switch is "OFF".
5. Extreme care should be exercised to prevent damage to the various semi-conductor
devices and low impedance circuits under test. When using an ohmmeter to check
diodes, transistors and low power conductors, care must be used when using the ohms
x1 scale. Excessive current can damage the meter. When using the Hi-pot tester, megger,
or when welding is to be performed on the truck, remove the printed circuit cards.
6. Check wiring and cables for proper routing and termination.
D1-2 Index D01028

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24 VDC ELECTRIC START SYSTEM
CRANKING MOTOR
OPERATION
Heavy duty batteries supply 24VDC to each of the two
cranking motors through magnetic switches activated
by the key switch on the instrument panel.
When the keyswitch is placed in the “Start” position,
the magnetic switches close, connecting the motor
solenoid “S” terminals to the batteries. When the so-
lenoid windings are energized, the plunger (56, Figure
2-3) is pulled in, moving the starter drive (71) assembly
forward in the nose housing to engage the engine
flywheel ring gear. Also, when the solenoid plunger is
pulled in, the main solenoid contacts close to provide
current to the motor armature and cranking takes
place. When the engine starts, an overrunning clutch
in the drive assembly protects the armature from ex-
cessive speed until the keyswitch is released. When
the keyswitch is released, a return spring causes the
drive pinion to disengage.
After the engine is running, a normally closed pressure FIGURE 2-1. TYPICAL STARTER INSTALLATION
switch senses engine oil pressure and opens the
1. Cranking Motor 3. Solenoid
electrical circuit to prevent actuation of the motor(s)
2. Capscrews & Washers
after the engine has started.
Removal Installation
1. Disconnect battery power: 1. Align motor (1, Figure 2-1) housing with the fly-
a. If truck is equipped with a battery equalizer, wheel housing adaptor mounting holes and slide
open the battery disconnect switch to remove into position.
power from the system. 2. Insert motor mounting capscrews and lock wash-
b. Remove the battery cables using the following ers (2).
sequence:
3. Connect marked wires and cables to motor and
1.) Remove the battery positive (+) cables first. solenoid terminals.
2.) Remove the negative (-) cables last.
4. If the truck is equipped with a battery equalizer,in-
2. Mark wires and cables and remove from motor (1, stall in the following sequence:
Figure 2-1) and solenoid (3) terminals.
a. Install the battery negative (-) cables first.
3. Remove motor mounting capscrews and lock b. Install the battery positive (+) cables.
washers (2).
c. Close the battery disconnect switch.
4. Remove motor assembly from flywheel housing.
D02021.2 24 VDC Electric Start System D2-3

No-Load Test
Refer to Figure 2-2 for the following test setup.
Be certain switch is open before connections or

disconnections are made during the following pro-
cedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal to
the motor frame.
b. Use an RPM indicator to measure armature
speed.
c. Connect a carbon pile across one battery to
FIGURE 2-2. NO-LOAD TEST CIRCUIT limit battery voltage to 20 VDC.
CRANKING MOTOR
TROUBLESHOOTING
If the cranking system is not functioning properly, Do not apply voltages in excess of 20 volts. Exces-
check the following to determine which part of the sive voltage may cause the armature to throw
system is at fault: windings.
Batteries– Verify the condition of the batteries, cables, d. Connect the motor and an ammeter in series
connections and charging circuit. with two fully charged 12 volt batteries.
Wiring– Inspect all wiring for damage or loose connec- e. Connect a switch in the open position from the
tions at the keyswitch, magnetic switches, solenoids solenoid battery terminal to the solenoid switch
and cranking motor(s). Clean, repair or tighten as terminal.
required.
2. Close the switch and compare the RPM, current,
If the above inspection indicates the starter motor to and voltage reading to the following specifica-
be the cause of the problem, remove the motor and tions:
perform the following tests prior to disassembly to • RPM: 5500 Minimum to 7500 Maximum
determine the condition of the motor and solenoid and
• AMPS: 95 Minimum to 120 Maximum
repairs required.
• VOLTS: 20 VDC
Interpreting Results of Tests

Preliminary Inspection
1. Rated current draw and no-load speed indicates
1. Check the starter to be certain the armature turns normal condition of the cranking motor.
freely.
2. Low free speed and high current draw indicates:
a. Insert a flat blade screwdriver through the
opening in the nose housing. a. Too much friction; tight, dirty, or worn bearings,
bent armature shaft or loose pole shoes allow-
b. Pry the pinion gear to be certain the armature
ing armature to drag.
can be rotated.
b. Shorted armature. This can be further checked
2. If the armature does not turn freely, the starter on a growler after disassembly.
should be disassembled immediately.
c. Grounded armature or fields. Check Further
3. If the armature can be rotated, perform the No- after disassembly.
Load Test before disassembly.
D2-4 24 VDC Electric Start System D02021.2

3. Failure to operate with high current draw indi- 7. Separate solenoid (53) from lever housing by
cates: pulling apart.
a. A direct ground in the terminal or fields.
Cleaning and Inspection
b. “Frozen” bearings (this should have been de-
termined by turning the armature by hand). 1. The drive (71), armature (45) and fields (46)
should not be cleaned in any degreasing tank, or
4. Failure to operate with no current draw indicates:
with grease dissolving solvents, since these
a. Open field circuit. This can be checked after would dissolve the lubricant in the drive and dam-
disassembly by inspecting internal connec- age the insulation in the armature and field coils.
tions and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commutator
2. All parts except the drive should be cleaned with
for badly burned bars after disassembly.
mineral spirits and a clean cloth.
c. Broken brush springs, worn brushes, high in-
sulation between the commutator bars or other 3. If the commutator is dirty, it may be cleaned with
causes which would prevent good contact be- No. 00 sandpaper.
tween the brushes and commutator. NOTE: Never use emery cloth to clean commutator.
5. Low no-load speed and low current draw indi- 4. Inspect the brushes (13, Figure 2-3) for wear.
cates:
a. If worn excessively when compared with a new
a. High internal resistance due to poor connec- brush, they should be replaced.
tions, defective leads, dirty commutator and
b. Make sure the brush holders (10) are clean and
causes listed under Number 4.
the brushes are not binding in the holders.
6. High free speed and high current draw indicates c. The full brush surface should ride on the com-
shorted fields. If shorted fields are suspected, mutator to give proper performance. Check by
replace the field coil assembly and check for hand to insure that the brush springs (16) are
improved performance. giving firm contact between the brushes (13)
and commutator.
Disassembly
d. If the springs (16) are distorted or discolored,
Normally the cranking motor should be disassembled they should be replaced.
only as far as necessary to repair or replace defective
parts. Armature Servicing
1. Note the relative position of the solenoid (53, If the armature commutator is worn, dirty, out of round,
Figure 2-3), lever housing (78), nose housing or has high insulation, the armature (45) should be put
(69), and C.E. frame (1) so the motor can be on a lathe and the commutator turned down. The
reassembled in the same manner. insulation should then be undercut 0.031 in. (.79 mm)
wide and 0.031 in. (.79 mm) deep, and the slots
2. Disconnect field coil connector (42) from solenoid
cleaned out to remove any trace of dirt or copper dust.
motor terminal, and lead from solenoid ground
As a final step in this procedure, the commutator
terminal.
should be sanded lightly with No. 00 sandpaper to
3. Remove the brush inspection plates (52), and remove any burrs left as a result of the undercutting
brush lead screws(15). procedure.
4. Remove the attaching bolts (34) and separate the The armature should be checked for opens, short
commutator end frame (1) from the field frame circuits and grounds as follows:
(35).
5. Separate the nose housing (69) and field frame
(35) from lever housing (78) by removing attach-
ing bolts (70).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).

1. Opens are usually caused by excessively long FIGURE 2-3 CRANKING MOTOR ASSEMBLY
cranking periods. The most likely place for an
open to occur is at the commutator riser bars.
Inspect the points where the conductors are 1. C.E. Frame 41. Nut
joined to the commutator bars for loose connec- 2. Washers 42. Connector
tions. Poor connections cause arcing and burning 3. O-Ring 43. Lock Washer
of the commutator as the cranking motor is used. 4. Insulator 44. Nut
If the bars are not too badly burned, repair can 5. Support Plate 45. Armature
often be effected by resoldering or welding the 6. Brush Plate 46. Field Coil (6 Coils)
leads in the riser bars (using rosin flux), and Insulator 47. Shoe
turning down the commutator in a lathe to remove 7. Washers 48. Insulator
the burned material. The insulation should then 8. Plate & Stud 49. Screw
be undercut. 9. Plate 50. Washer
10. Brush Holder 51. O-Ring
2. Short circuits in the armature are located by use
11. Lock Washer 52. Inspection Plug
of a growler. When the armature is revolved in the
12. Screw 53. Solenoid Housing
growler with a steel strip such as a hacksaw blade
13. Brush (12 req’d) 54. Lock Washer
held above it, the blade will vibrate above the area
14. Lock Washer 55. Screw
of the armature core in which the short circuit is
15. Screw 56. Plunger
located. Shorts between bars are sometimes pro-
16. Brush Spring 57. Washer
duced by brush dust or copper between the bars.
17. Screw 58. Boot
These shorts can be eliminated by cleaning out
18. Screw 59. Washer
the slots.
19. Screw 60. Spring
3. Grounds in the armature can be detected by the 20. Lock Washers 61. Retainer
use of a 110-volt test lamp and test points. If the 21. Plate 62. Snap Ring
lamp lights when one test point is placed on the 22. Brush Holder 63. Shift Lever
commutator with the other point on the core or Insulator 64. Nut
shaft, the armature is grounded. Grounds occur 23. Screw 65. O-Ring
as a result of insulation failure which is often 24. Lock Washer 66. O-Ring
brought about by overheating of the cranking 25. Washer 67. Snap Ring
motor produced by excessively long cranking pe- 26. O-Ring 68. Lever Shaft
riods or by accumulation of brush dust between 27. Bushing 69. Drive Housing
the commutator bars and the steel commutator 28. Insulator 70. Screw
ring. 29. Washer 71. Drive Assembly
30. Lock Washer 72. Gasket
31. Nut 73. Plug
32. Nut 74. Gasket
Field Coil Checks
33. Lock Washer 75. Brake Washer
The field coils (46, Figure 2-3) can be checked for 34. Screw 76. Screw
grounds and opens by using a test lamp. 35. Field Frame 77. Lock Washer
36. Stud Terminal 78. Lever Housing
1. Grounds— The ground connections must be
37. Bushing 79. Washer
disconnected during this check. Connect one
38. Gasket 80. O-Ring
lead of the 110 volt test lamp to the field frame
39. Washers
(35) and the other lead to the field connector (42).
40. Washer
If the lamp lights, at least one field coil is grounded
and must be repaired or replaced.
2. Opens— Connect test lamp leads to ends of field
coils (46). If lamp does not light, the field coils are
open.

FIGURE 2-3. CRANKING MOTOR ASSEMBLY

Field Coil Removal
Field coils can be removed from the field frame assem-
bly by using a pole shoe screwdriver. A pole shoe
spreader should also be used to prevent distortion of
the field frame. Careful installation of the field coils is
necessary to prevent shorting or grounding of the field
coils as the pole shoes are tightened into place. Where
the pole shoe has a long lip on one side and a short lip
on the other, the long lip should be assembled in the
direction of armature rotation so it becomes the trailing
(not leading) edge of the pole shoe.
Solenoid Checks
A basic solenoid circuit is shown in Figure 2-4. Sole-
noids can be checked electrically using the following
procedure.
Test
FIGURE 2-5. SOLENOID HOLD-IN WINDING TEST
1. With all leads disconnected from the solenoid,
make test connections as shown to the solenoid,
switch terminal and to the second switch terminal
“G”, to check the hold-in winding (Figure 2-5).
2. Use the carbon pile to decrease the battery volt-
age to 20 volts. Close the switch and read current.
a. The ammeter should read 6.8 amps maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal “S” to the solenoid motor
“M” or “MTR” terminal (Figure 2-6).
FIGURE 2-4. SIMPLIFIED SOLENOID CIRCUIT FIGURE 2-6. SOLENOID PULL-IN WINDING TEST

To prevent overheating, do not leave the pull-in
winding energized more than 15 seconds. The
current draw will decrease as the winding tempera-
ture increases.
4. Use the carbon pile to decrease the battery volt-
age to 5 volts. Close the switch and read current.
a. The ammeter should read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding. Low
readings indicate excessive resistance.
6. To check for grounds, move battery lead from “G”
(Figure 2-5) and from “MTR” (Figure 2-6) to the
solenoid case. Ammeter should read zero. If not,
the winding is grounded.
Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before press-
ing into place.
FIGURE 2-7. PINION CLEARANCE CHECK
2. Install wick, soaked in oil, prior to installing bear- CIRCUIT
ings.
3. Do not attempt to drill or ream sintered bearings. c. Insert screws (34) and washers (33) and tighten
These bearings are supplied to size. If drilled or securely.
reamed, the I.D. will be too large and the bearing 2. Assemble lever (63) into lever housing (78) If
pores will seal over. removed.
4. Do not cross-drill bearings. Because the bearing 3. Place washer (79) on armature shaft and install
is so highly porous, oil from the wick touching the new O-ring (80). Position drive assembly (71) in
outside bearing surface will bleed through and lever (63) in lever housing. Apply a light coat of
provide adequate lubrication. lubricant (Delco Remy Part No. 1960954) on
5. The middle bearing is a support bearing used to washer(75) and install over armature shaft. Align
prevent armature deflection during cranking. The lever housing with field frame and slide assembly
clearance between this bearing and the armature over armature shaft. Secure with screws (76) and
shaft is large compared to the end frame bear- washers (77).
ings. 4. Assemble and install solenoid assembly through
Motor Assembly: lever housing and attach to field frame. Install nut
(64) but do not tighten at this time. Install brush
1. Install the end frame (with brushes) onto the field inspection plugs (52).
frame as follows:
5. Using a new gasket (72), install drive housing (69)
a. Insert the armature (45, Figure 2-3) into the
and secure with screws (70).
field frame (35). Pull the armature out of the
field frame just far enough to permit the 6. Assemble field coil connector (42) to solenoid.
brushes to be placed over the commutator.
7. Adjust pinion clearance per instructions on the
b. Place the end frame (1) on the armature shaft. following page.
Slide end frame and armature into place
against the field frame. 8. After pinion clearance has been adjusted, install
gasket (74) and plug(73).

3. Remove mounting capscrews and washers. Re-
move switch from mounting bracket.
4. The switch coil circuit can be tested as described
below.
Installation
1. Attach magnetic switch to the mounting bracket
using the capscrews and lockwashers removed
previously.
2. Inspect cables and switch terminals. Clean as
required and install cables.
3. Install the diode across the coil terminals if re-
quired. Be certain diode polarity is correct. (Refer
to the wiring diagrams on the following pages.)
Attach wires from the truck harness to the coil
FIGURE 2-8. CHECKING PINION CLEARANCE terminals (See Figure 2-9).
4. Connect battery power as described in Canking
Motor “Installation”.
Pinion Clearance
To adjust pinion clearance, follow the steps listed Coil Test
below.
1. Using an ohmmeter, measure the coil resistance
1. Make connections as shown in Figure 2-7. across the coil terminals.
2. Momentarily flash a jumper lead from terminal a. The coil should read approximately 28 Ω at
“G” to terminal “MTR”. The drive will now shift into 72°F (22.2° C).
cranking position and remain so until the batteries b. If the ohmeter reads ∞, the coil is open and the
are disconnected. switch must be replaced.
3. Push the pinion or drive back towards the com- c. If the ohmmeter reads 0 Ω, the coil is shorted
mutator end to eliminate slack movement. and the switch must be replaced.
4. The distance between the drive pinion and hous-
ing should be between .330 in. to .390 in. (8.3 mm
to 9.9 mm) as shown in Figure 2-8.
5. Adjust clearance by turning shaft nut (64, Figure
2-3).
Magnetic Switch
The magnetic switch is a sealed unit and not repair-
able.
Removal
1. Remove battery power as described in Cranking
Motor “Removal”.
2. Disconnect cables from the switch terminals and
wires from coil terminals (Figure 2-9).
NOTE: If the magnetic switch has a diode across the
coil terminals, mark the leads prior to removal to
ensure correct polarity during installation.
FIGURE 2-9. MAGNETIC SWITCH ASSEMBLY

2. Place one of the ohmmeter probes on a coil Electric Start System Wiring Diagrams
terminal and another on the switch mounting
Refer to the schematics in Section “R” for the starter
bracket. If the meter displays any resistance read-
system hookup and wiring diagrams.
ing, the coil is grounded and the switch must be
replaced.
3. The ohmmeter should display ∞ when the probes

are placed across the switch terminals.
NOTE: The switch terminals should show continuity
when 24 VDC is applied to the coil terminals, however
high resistance across the internal switch contacts due
to arcing etc. could prevent the switch from delivering
adequate current to the cranking motor. If the coil tests
are satisfactory but the switch is still suspect, it should
be replaced with a new part.

NOTES:

CUMMINS ENGINE PRELUB SYSTEM
NOTE: The following information has been taken, in part, from Cummins Engine Service Bulletin No. 3666091.
DESIGN Pressure Switch -
When remote lube oil filters are installed, CUMMINS The Pressure Switch is a 2.5 psi (17 kPa), normally
Engine Co. requires a positive engine oil pressure closed (N/C), switch that must be located so that it can
before starting the engine. This is provided by the sense oil pressure after the engine oil has passed
PRELUB System. through the filters. Normally, this location is the cam
cover at the rear of the engine block.
The use of the prelubrication system will:

Reduce the risk of a dry start; Suction Line -
Pre-fill new oil filters at time of oil change; and The large suction hose (– 20), connects the oil pan
sump to the Prelub pump. This hose should not exceed
Reduce wear of pressurized friction surfaces due 56 inches (1422 mm) in length, and it requires brackets
to pressure delays after start-up. to avoid excessive vibration or rubbing. Reduced hose
diameter smaller than a – 20, can result in reduced
pump output.
The remote mounted Prelub System includes:
• a motor and pump;
• a timer solenoid; Outlet Line -
• an oil pressure switch; The length of the outlet line is not critical, but must be
a – 10 size hose.
• an oil suction line;
• an oil outlet line;
• a check valve; and Check Valve -
• an electrical harness. The oil pressure supply hose will have a check valve
installed between the Prelub unit and the engine. The
oil flow through the valve (arrow on valve) must be
toward the engine.
OPERATION The check valve prevents the passage of oil from the
engine back through the Prelub pump to the pan after
The Prelub system is activated when the operator turns
the engine is started.
the key switch and holds it in the "start" position. This
allows the current to flow to the Prelub Starter Solenoid
Timer. When this Solenoid Timer is activated, current
flows to the remote Prelub motor, but does not allow Solenoid Timer -
the starter motors to engage the starter pinion gears.
The solenoid timer controls the prelubrication cycle.
The Prelub motor drives the Prelub pump assembly
Current is supplied to the timer through the key switch.
which delivers approximately 15 gallons of oil per min-
The ground path is completed by the normally closed
ute to the engine.
pressure switch which is preset to open at 2.5 psi (17
When the pressure in the engine cam oil rifle reaches kPa). When the switch opens, current is redirected to
2.5 psi (17 kPa), the circuit to the timer solenoid is the standard engine starter solenoids for engine crank-
opened. After a 3 second delay, the current is directed ing, following a 3 second delay.
to the standard starter solenoids; the starter motors will
Mounting of the timer solenoid is off the engine to limit
then be activated and the pinion gears will be engaged
vibration and heat exposure. The solenoid timer should
into the flywheel ring gear. Normal cranking will now
not be mounted in an area where a temperature greater
occur with sufficient lubrication to protect the engine
than 185°F (85°C) will be experienced.
bearings and other components.
D02021.3 24 VDC Electric Supply System D2-13

with Prelub Starter
FIGURE 2-10. REMOTE PRELUB SCHEMATIC DIAGRAM
1. Key Switch 3. Prelub Oil Pressure 4. Remote Prelub Motor & Pump Assembly
2. Timer Solenoid Switch - Opens 2.5 psi (17 kPa) 5. Conventional Starter Relay
LEGEND FOR WIRE COLORS

W = WHITE BLK = BLACK
OR = ORANGE RED = RED
PNK = PINK
D2-14 24 VDC Electric Supply System D02021.3

with Prelub Starter
Troubleshooting Prelub Starter Circuit
Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication Phase- Begins when the key switch is held in the start position. A circuit is provided to ground
through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure switch when
the Prelub pressure reaches 2.5 psi (17 kPa).
2. Delay and Crank Phase- Begins when the pressure switch opens. A 3 second delay precedes the crank mode.
Problem Probable Cause
1. Starter prelubricates only. Does not delay or crank. 1. Indicates oil pressure is not sufficient to open the
pressure switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Gear pump failure.
c. Pressure switch has failed close and is holding
ground.
d. Oil pressure switch wire chafed and shorting to
block.
2. Starter prelubricates continuously regardless of 2. Indicates Prelub Timer Solenoid contacts have
key switch position. welded.
a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system, can
cause solenoid contacts to weld.
3. Starter delays and cranks. No prelubrication mode. 3. If an operator indicates the ignition is totally dead,
make certain the key is being held in the crank
position for 3 to 4 seconds. If the engine cranks
after a short delay, this indicates that a ground
connection to the pressure switch has been bro-
ken. Without a ground path, the prelubrication unit
will proceed to delay and crank.
a. Check the wire to the pressure switch. If the wire
is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open circuit
between the switch terminal and the switch
base. If open, replace the pressure switch.
4. Starting circuit is irregular when in crank mode. 4. a. Check for low or dead batteries.
b. Check alternator output.
c. Check for bad ground strap or NO GROUND
wire from the starter battery ground post to "G"
terminal of starter bendix solenoid.
d. Check for bad starter safety relays.
e. If everything checks OK, replace batteries.
NOTE: Maximum allowable voltage drop is -
2 volts for starter control circuit.
D02021.3 24 VDC Electric Supply System D2-15

with Prelub Starter
Problem Probable Cause
5. Starter has very long prelubrication cycle. 5. Except for severe cold weather starts, the Prelub
cycle should not exceed 45 seconds.
a. Low oil pressure.
b. Make sure oil of the proper viscosity is being
used in respect to outside temperature. (Refer
to engine manufacturer’s specifications).
c. Check for suction side air leaks, loose connec-
tions, cracked fittings, pump casting, or hose
kinks and blockage.
d. Make sure the suction hose is a – 20. Reducing
hose diameter will reduce pump output dra-
matically.
e. Check the oil pressure switch for the correct
location. Be certain that it has not been moved
into a metered oil flow, as in a bypass filter or
governor assembly.
6. Starter has no prelubrication, no delay and no 6. If the starter is totally inoperative and no prelubri-
crank. cation, no delay and crank, this indicates a possi-
ble failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch (ground
wire) and activate machine starter switch for sev-
eral seconds.
a. If the starter delays- then cranks, the Prelub
Timer Solenoid is bad. Replace the timer sole-
noid assembly.
b. If the starter is still inoperative, check the vehicle
starter switch. Make sure proper voltage is
available to the Prelub Timer Solenoid when the
key is activated.
7. Starter prelubricates, delays, then does not crank. 7. Indication is either a timer failure, or a starter
problem.
a. Pace a jumper wire to the starter solenoid "S"
post. If the engine starts to crank, replace the
Prelub Timer Solenoid.
b. If the engine fails to crank when the "S" post is
energized with voltage, check out starter bendix
solenoid and starter pinion drive.
8. Second starter tries to engage flywheel while pri- 8. Make sure the starter safety relays (4 & 5, Figure
mary starter is prelubricating. 2-10) are wired according to the wiring schematic.
Attempting to activate both starters from the same
starter relay will cause the conventional starter to
crank while the Prelub Starter is pumping.
D2-16 24 VDC Electric Supply System D02021.3

with Prelub Starter
24VDC ELECTRICAL SYSTEM COMPONENTS
PASSENGER SEAT BASE 5 Minute Idle Relay
COMPARTMENT The relay (12) contacts close when the idle delay timer
The 24VDC electrical system components shown in is energized. When the contacts are closed, the AID
Figure 3-1 are accessed by unlatching the passenger system indicator light circuit (12M) is grounded
seat base lid and tilting the passenger seat forward. through the “5 minute idle timer” indicator lamp on the
instrument panel, turning the lamp on.
The electrical schematics in Section R should be used
when troubleshooting problems with the following
components.
5 Minute Idle Contactor
TAIL LIGHT RESISTOR DIODE ASSEMBLIES The contactor (7) energizes the idle timer and main-
The tail light resistor diode assembly RD1, RD2 (2, tains current flow to the engine “run” circuit if the
Figure 3-1) is a circuit designed to vary the intensity of operator turns the key switch off.
each of the stop/tail lamp bulbs.
With the tail lights on, a resistor in series with the lamp
reduces voltage supplied to the lamp, thereby reducing INCLINOMETER (Optional)
the lamp intensity. When the service brakes are applied The inclinometer is used by the optional, on board load
and the stop lights are activated, current flows from the weighing system to determine whether the truck is on
stop light relay, bypassing the resistor and applies a level surface or tilted fore or aft. The information
24VDC to the lamp filament. The diodes direct current provided by the inclinometer is sent to the weighing
flow through the circuit. system for use in calculating the payload. Refer to
RD1 controls the left lamp and RD2 controls the right Section M for detailed information on the inclinomter
lamp. No adjustments are available or necessary. and on board load weighing system.
5 MINUTE IDLE TIMER COMPONENTS (Optional) BRAKE WARNING BUZZER
The optional 5 minute idle timer circuit automatically The brake warning buzzer (11) provides an audible
provides approximately 5 minutes engine idle time alarm for the operator if a malfunction occurs in the
before actual engine shutdown occurs. This system hydraulic service brake system. Refer to Section J for
allows the engine cooling system to circulate coolant additional operational details.
to reduce and stabilize engine component tempera-
tures, when engine power requirements are minimal,
resulting in extended engine life. Circuit operation is LUBRICATION SYSTEM TIMER (Optional)
described below.
The lubrication system timer is installed if the optional
NOTE: The engine may also be shut down immediately automatic lubrication system is installed on the truck.
by turning the key switch off without actuating the idle Lubrication frequency can be adjusted by removing the
timer or by using the ground level shutdown. timer cover and selecting one of five different timing
intervals available. System “on” time is automatically
determined by the timer and is not adjustable.
5 Minute Idle Timer Refer to Section M for additional automatic lubrication
The 5 minute idle timer (6) circuit is activated when the system details.
operator presses the 5 minute idle timer engine shut-
down switch mounted on the instrument panel. (This is
a momentary switch that also latches the 5 minute idle
timer contactor (7) in the energized position.) When the
timer is energized, internal contacts close and energize
the relay described below.
D03015 24VDC System Components D3-1

FIGURE 3-1. PASSENGER SEAT BASE COMPARTMENT
1. Seat Base 7. 5 Minute Idle Contactor 12. 5 Minute Idle Relay
2. Tail Light Resistor/Diodes (RD1/RD2) 8. Inclinometer 13. Auto-Lube Timer (Optional)
3. Terminal Board (TB13) 9. Hoist Control 14. Connector (RP226)
4. Terminal Board (TB12) 10. Compartment Service Light 15. Connector (RP231)
5. Terminal Board (TB11) 11. Brake Warning Buzzer (BWB) 16. Connector (RP230)
6. 5 Minute Idle Timer 17. AID Module
D3-2 24VDC System Components D03015

ALARM INDICATING DEVICE (AID) SYSTEM by R20, will turn on and off to give the intermittent 24
volt output.
The Alarm Indicating Device (17, Figure 3-1) used on
HAULPAK® trucks is a device which is connected in The other half of the circuitry on the Coolant Level and
the electrical accessories circuits to provide the opera- Flasher Card operates the Coolant Level Light. The
tor with a warning indication of a malfunction. This Water Level Probe connected to terminal B11 grounds
system consists of up to eight printed circuit cards, the 31L circuit when the coolant in the radiator is above
located under the passenger seat in the operators cab. the probe position. The coolant saturates the probe
The actual quantity of cards will depend on options and electrically grounds the circuit. When the circuit is
installed on the truck. grounded, Q6 transistor is off, resulting in no indication.
When the coolant level drops below the probe, 31L is
The AID system enables the indicating lights to be
no longer grounded and Q6 turns on to ground the
flashing or constant. The AID also has the capability of
flasher through D5, ground the Coolant Level Light
operating an audible alarm along with the light. The
through terminal D11, and ground the alarm horn
eight printed circuit cards are:
through D6. The light and alarm horn will operate
• Diode Matrix (With Sound) Card (Slot 1) intermittently as their 24 volt supply is from circuit 12F,
• Diode Matrix (Without Sound) Card (Slot 2) the flasher output.
• Hot Switch Inverter Card (Slot 3) NOTE: Some electronic engine controls monitor cool-
• Hot Switch Inverter Card (Slot 4) (Not Used) ant level. If the engine controls monitor the circuit, a
2KΩ resistor is installed to replace the probe and
• Temperature Card (Slot 5) (Optional) disable the AID system circuit.
• Oil Level Card (Slot 6) (Optional)
• Temperature and Latch Card (Slot 7)
• Coolant Level and Flasher Card (Slot 8)
NOTE: Each card is identified with a number which
corresponds with a mating number on the housing. If
cards are removed, make sure card numbers corre-
spond with housing numbers during installation (See
Figure 3-2).
The following briefly describes each card and its func-

tion. Refer to Section R for circuit components de-
scribed below.
Prior to any welding on the truck, disconnect all

AID system plug-in-cards.
Coolant Level/Flasher
The Coolant Level and Flasher Card contains two sepa-
rate circuits. The flasher circuit at the top of the card
has Q12 transistor biased to be saturated when no FIGURE 3-2. AID SYSTEM
malfunction is present, resulting in there being 24 volt
1. Diode Matrix With Sound
positive output on pin “H” of the card and on wire 12F.
2. Diode Matrix Without Sound
When a indicating circuit is activated, the ground side
3. Hot Switch Inverter
of the circuit connected to card pin “K” is grounded.
4. Hot Switch Inverter (Not Used)
Q12 will turn off initially and then after a delay, adjusted
5. Temperature & Latch
6. Coolant Level & Flasher

Temperature and Latch Oil Level
The Temperature and Latch Card has two circuits to The Oil Level Card (Optional) is used to turn on the
operate two different indicating lights. The temperature Low Oil Level Indicator Light to warn the operator
circuit is controlled by a coolant temperature sensor engine oil/hydraulic tank oil level is below acceptable
which decreases electrical resistance as its tempera- levels. The oil float is connected to a variable resistor.
ture increases. It will have a resistance of approxi- As the oil level decreases, the resistance goes down
mately 1000 ohms at 185oF (85oC) and 500 ohms at causing Q3 to turn on, grounding the indicator light and
250oF (122oC). Normal setting is 204oF (96oC). alarm horn.
When the temperature is low and the resistance is high,
Temperature
Q1 is off no high temperature indication occurs. When
the coolant temperature is excessive, resistance de- The Temperature Card (Optional) is used to turn on
creases to a point where Q1 will turn on and ground the High Oil Temperature Indicator Light. The indicator
the flasher through D8, the alarm horn through D12, light tells the operator hydraulic tank oil temperature
and the High Temperature Light through terminal D8. has exceeded acceptable levels. Normal temperature
R14 can adjust the temperature (resistance) at which setting is 250oF (121oC). As the temperature goes up
the circuit is activated. the resistance in the probe decreases providing a
ground path for the indicator light and alarm horn.
NOTE: Some electronic engine controls monitor cool-
ant temperature. If the engine controls monitor the
Diode Matrix (Without Sound)
circuit, a 2KΩ resistor is installed to replace the tem-
perature sensor and disable the AID system circuit. The Diode Matrix Without Sound Card consists of a
series of diodes capable of working with eight different
The Latch Circuit monitors the accumulator precharge
indicator circuits. The indicator light can be a flashing
pressure switches. When one of the pressure switches
light by connecting it to the 12F circuit or a steady light
closes, Q5 will be turned off which supplies power to
by connecting it to the 12M circuit. When an indicator
the gate of SCR Q7. With Q7 turned on, Q9 will supply
circuit is not activated, there is no ground circuit for the
the ground path to turn on the Low Accumulator Pre-
bulb. When the Indicator detecting switch activates the
charge Indicator Light and sound the alarm horn. The
circuit, it grounds the lamp and grounds the flasher
Indicator Light is connected to 12F and will flash off and
circuit through the diodes. Any circuits connected to
on. The SCR will remain on until power is removed from
terminals C1 through C8 will operate in the same man-
the card by turning the key switch “Off”.
ner. The alarm horn is not activated by this card.
Hot Switch Inverter
Diode Matrix (With Sound)
The Hot Switch Inverter Card (Slot 3) is used to operate
The Diode Matrix With Sound Card works very much
and test the service brake indicator light. In normal
like the other Diode Matrix Card, except that it contains
conditions Q4 transistor is off and the Indicator Light
extra diodes to activate the alarm horn in addition to
is off. When the stoplight switch is activated, 24 volts is
the flasher. The circuits connected to terminals A1
sent to pin “E” of the Hot Switch Inverter Card. Tran-
through A8 operate in the same manner.
sistor Q4 is turned on by this voltage and, in turn,
grounds the service brake Indicator Light. There is no
Lamp Test
alarm horn operation with this card.
All of the card circuits are connected to the Lamp Test
A second circuit on this card is used to operate and
Switch on the overhead display area. In normal opera-
test the Retard Speed Control indicator light. When
tion, these circuits are open and not functional. When
RSC is turned Off, transistor Q7 is off and the indicator
the operator pushes the Lamp Test Switch, it activates
light is off. When RSC is turned on, 24 volts is sent to
all the indicator circuits by grounding them. This is used
pin “J” of the card. This voltage turns on Q7, grounding
to verify that all lamps are functional.
the indicator light circuit.
Hot Switch Inverter Card (Slot 4)

This card is not used on trucks equipped with the
Statex III control system.

BODY-UP SWITCH
The body-up switch (1, Figure 3-2) is located inside the
right frame rail near the front of the body and must be
adjusted to specifications to ensure the proper electri-
cal signal is obtained when the body is raised or
lowered. The body-up switch is designed to prevent
propulsion in “Reverse” when the dump body is not
resting on frame rails. The switch also prevents forward
propulsion with the body up unless the override button
is depressed and held.
Operation
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised, the
arm moves away from the switch, opening the con-
tacts. The electrical signal is sent to the FL275 panel
and the body-up relay.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assembly.
Adjustment FIGURE 3-3. BODY-UP SWITCH ADJUSTMENT

Prior to adjusting the body-up switch, inspect body 1. Body-Up Switch 4. Actuator Arm
pads for wear or damage and replace pads if required. 2. Switch Adjustment 5. Actuator Adjustment
The body must be resting on the frame in the normal Capscrews Capscrews
body down position when adjustments are made. 3. Switch Bracket
1. Loosen capscrews (2, Figure 3-3) and adjust prox-
imity switch bracket (3) to achieve an air gap
(dimension “A”) between sensing area (cross-
hatched area as marked on switch) and actuator
arm (4), of between 0.50 in. (12.7 mm) minimum
and 0.62 in. (15.7 mm) maximum. Tighten cap-
screws after adjustment.
2. If necessary, loosen actuator arm mounting cap-
screws (5), and position arm (in or out) until cen-
tered over sensing area of switch. Vertical set up
dimension (“B”) should be 2.09 in. (53 mm).
Tighten capscrews after adjustment.
Service
Keep sensing area clean, free of metallic dust and other
debris that may damage or inhibit operation of the
proximity switch. If the switch is not functioning or
damaged, the unit must be replaced.

HOIST LIMIT SWITCH
The hoist limit switch is located inside the right frame
rail above the rear suspension (near the body pivot
pin). The hoist limit switch (5, Figure 3-4) is designed
to stop the hoist cylinders before reaching full exten-
sion, preventing possible damage to the dump body or
hoist cylinders.
Operation
When the hoist cylinders approach maximum stroke,
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically operated
switch to open the electrical contacts. When the con-
tacts open, an electrical signal is sent to the hoist-up
limit solenoid valve (located in the hydraulic cabinet)
to prevent further oil flow to the hoist cylinders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assembly.
Adjustment
With body raised and hoist cylinders within 6 in. (152
mm) of maximum travel, make the following adjust-
ments.
1. Loosen limit switch bracket adjustment capscrews
(6) to achieve an air gap (dimension “A”) of 0.50
to 0.62 in. (13.0 to 16.0 mm) between sensing
area and actuator arm (3). Retighten capscrews
(6).
2. Lossen actuator arm capscrews (4) and adjust
(dimension “B”) to obtain 0.78 in. (20 mm) gap.
Tighten capscrews (4) after adjustment is com-
plete.
Service
Keep sensing area clean, free of metallic dust and other
debris that may damage or inhibit operation of the limit
switch. If the switch is not functioning or damaged the
unit must be replaced.
FIGURE 3-4. BODY LIMIT SWITCH ADJUSTMENT

1. Frame 4. Actuator Arm Adjustment
2. Body Capscrews
3. Actuator Arm 5. Hoist Limit Switch
6. Switch Adjustment
Capscrews

GROUND LEVEL SHUTDOWN
For Detroit Diesel (With DDEC III). For Cummins Engines (With Centry throttle
control).
The ground level shutdown switch is located on the left
side of the truck on the up-right near the ladder. The The ground level shutdown switch is located on the left
switch is a two position rotary switch. side of the truck on the up-right near the ladder. The
switch is a two position rotary switch.
The ground level shutdown switch is connected in
series between the battery supply and the ignition The ground level shutdown switch is connected in
switch. Turning the switch to the “OFF” position will series between the battery supply and the ignition
open the circuit to the key switch. switch. Turning the switch to the “OFF” position will
open the circuit to the key switch.
To shut down the engine, turn ground level shutdown
switch to the “OFF” position. Turn the switch to the With the shutdown switch and the key switch in the run
“ON” position before starting engine. position, the key switch sends 24 volts to the fuel
solenoid. The fuel solenoid must be energized to allow
To shut down the engine when inside the cab, turn the the engine to start and run. When there is no voltage
key switch to the “OFF” position. at the fuel solenoid, the fuel solenoid shuts off the fuel
supply to the engine.
To shut down the engine (at the ground level), turn the
ground level shutdown switch to the “OFF” position.
Turn the switch to the “ON” position before starting
engine.
To shut down the engine when inside the cab, turn the
key switch to the “OFF” position.
NOTE: Refer to “5 Minute Idle Timer” description, this
Section, if truck is equipped with this option.

24 VOLT RELAY AND DIODE BOARDS
The truck is equipped with 5 relay boards and a diode
board to provide control in many of the 24 volt electrical
system circuits. If a truck is equipped with the optional
Payload Meter System, there will be a sixth relay board.
Each relay board contains 4 relays, all of which are
interchangeable.
Each relay board also contains circuit breakers, which
are also interchangeable between the relay boards. DO
NOT interchange or replace any circuit breaker with
one of a different capacity than specified for that circuit.
Serious damage or fire may result if the wrong capacity
circuit breaker is used.
The six relay boards, located in the electrical control
cabinet, are identified as follows:
• Relay Board 1 Turn Signal (1, Figure 3-5)
• Relay Board 2 Payload Meter (Optional) (2, Fig-
ure 3-6)
• Relay Board 3 Stop Lights (2, Figure 3-5)
• Relay Board 4 Parking Brake (1, Figure 3-7)
• Relay Board 5 Head Lights (3, Figure 3-5) FIGURE 3-6. RELAY & DIODE BOARD LOCATION
• Relay Board 6 Auxiliary Panel (6, Figure 3-6) 1. Relay Board 6 (Aux.) 3. Diode Board 1
2. Relay Board 2 (Optional
Payload Meter)
The truck is also equipped with a diode board:
• Diode Board 1 (3, Figure 3-6)
Refer to Circuit Breaker chart for the circuits each
circuit breaker protects.
NOTE: All references to item location (Right or Left
side) in the control cabinet will be as a person is facing
towards the front of the control cabinet.
FIGURE 3-5. RELAY BOARD LOCATION

(Junction Box, Rear Side of Control Cabinet) FIGURE 3-7. RELAY BOARD LOCATION
1. Relay Board 1 3. Relay Board 5 (LH Wall, RH Compartment)
2. Relay Board 3 4. Junction Box 1. Relay Board 4

RELAY BOARDS Service
Description To replace a relay:
Each relay board is equipped with four green lights (9, 1. Remove one screw (10, Figure 3-8) holding the
Figure 3-8) and one red light (7). The four green lights crossbar in place and loosen the other screw.
are labeled K1, K2, K3, or K4. These lights will be “ON”
2. Swing crossbar away.
only when that particular control circuit has been
switched “ON” and the relay coil is being energized. 3. Gently wiggle and pull upward to remove relay
The light will not turn on if the relay board does not (11).
receive the 24 volt signal to turn “ON” a component, or
4. Line up tabs and install new relay.
if the relay coil has an “open” circuit.
5. Place crossbar in original position and install
The red “Breaker Open” light (if “ON”) indicates that a
screw (10) that was removed and tighten both
circuit breaker (on that relay board) is in the “OFF”
screws.
position. A light on the overhead display panel will also
illuminate, informing the operator that a circuit breaker
is in the “OFF” position. The red breaker open light will
turn “ON” whenever there is a voltage difference To replace a circuit breaker:
across the two terminals of a circuit breaker.
NOTE: Always replace a circuit breaker with one of the
If a control switch has been turned “ON” and a green same amperage capacity as the one being removed.
(K) light is “ON”, but that component is not operating,
check the following on the relay board for that circuit:
1. Place battery disconnect switch(s) in the “OFF”
Check for a circuit breaker that is in the “OFF”
position.
position or a red (breaker open) light is “ON”. If
a circuit breaker is “OFF”, turn it “ON”. Check 2. Unplug all wiring harness(s) from relay board.
operation of component. If it trips again, check Remove four relay mounting screws and remove
the wiring or component for defects that could relay board from truck.
be causing the circuit to be overloaded.
3. Remove four hold down screws (3) (one in each
The contacts inside the relay may not be closing, corner) in circuit breaker cover plate and all circuit
preventing an electrical connection. Swap relays breaker screws. Remove cover plate from circuit
and check again. Replace defective relays. breakers.
Check the wiring and all of the connections be- 4. Remove nuts and star washer from back side of
tween the relay board and the component for an circuit board that holds the breaker in place.
“open” circuit. 5. Lift out circuit breaker. Retain flat washers that
Defective component. Replace component. were between inner circuit breaker nut and relay
board.
Poor ground at the component. Repair the
ground connection. 6. Install one nut and two flat washers to each pole
on the circuit breaker. Nuts must be adjusted to
the same height as on the other circuit breakers.
This is necessary so when cover plate is installed,
it will not press circuit breaker into, or pull up on,
the circuit board. Install new circuit breaker of the
same capacity rating as the one removed.
7. Install star washer and nut to circuit breaker poles
(on the back side) and tighten nuts.
8. Install cover plate and all screws removed during
disassembly.

To replace a circuit panel card
DO NOT remove the small screws that hold the cover
plate to the circuit panel. Replace circuit panel as a 3. Line up the new circuit panel in slots and with the
complete assembly. socket on the relay board and install carefully.
1. Place battery disconnect switch(s) in the “OFF” 4. Install two mounting screws (6).
position.
2. Remove the two mounting screws (6, Figure 3-8)
and carefully remove the circuit panel card from
the relay board.
FIGURE 3-8. TYPICAL RELAY BOARD

1. Relay Board
2. Main Harness Connector
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
9. K1, K2, K3, K4 Lights (GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
13. Circuit Harness Connector

Relay Board 1 Turn Signal Relay Board 3 Stop Lights
The top relay board located in the junction box on the Located in the center of the three relay boards in the
rear of the control cabinet (1, Figure 3-5). junction box on the rear of the control cabinet (2, Figure
3-5).
1 - Flasher Power Light (Green): This light will be
“ON” when the turn signals or hazard lights are 1 - Light Module Display card
activated.
1 - Rev Light (Green): This light is “ON” whenever the
> K1 light will be “ON” during right turn signal op- selector switch is in the “reverse” position, and the
eration key switch is in the “ON” position.
> K2 light will be “ON” during left turn signal opera-
4 - 15 amp circuit breakers
tion
(CB16, CB17, CB18, CB19)
> K4 light will be flashing when the turn signals or
hazard lights are in operation. 4 - Relays
NOTE: If circuit breakers (CB13 & CB15) are in the off • Manual Back-up Lights Relay (K1)
position, no warning will be noticed until the clearance • Stop Light Relay (K2)
light switch is turned “ON”.
• Retard Light Relay (K3)
1 - Flasher Module card. • Slippery Road Relay (K4) (Not installed on all
3 - 15 amp circuit breakers (CB13, CB14, CB15) trucks)
4 - Relays
• Right Turn/Clear Light Relay (K1)
• Left Turn/Clear Light Relay (K2)
Relay Board 4 Parking Brake
• Clearance Lights Relay (K3) Located on the left wall of the right compartment of
control cabinet (1, Figure 3-7) .
• Flasher Relay (K4)
1- Steering Pressure Bleed Down Timer Module
card.
1 - Bleed Down Light (Green): This light is “ON” when
Relay Board 2 Payload Meter (Optional) the bleeddown solenoid is being energized. The
Located on right wall of control cabinet (2, Figure 3-6). bleeddown timer will energize the solenoid for two
Only installed if truck is equipped with Payload Meter to three minutes after key switch is turned “OFF”.
System.
2 - 5 amp circuit breakers (CB20, CB22)
1 - 15 amp circuit breaker (CB21)
1 - Data Storage Module card.
4 - Relays
1 - Payload Stored Light (Green): This light is “ON” • Park Brake Failure (K1)
for one second when the payload meter actually
stores the load data into memory. • Cranking Oil Pressure Interlock Relay (K2)
• Horn Relay (K3)
1 - 5 amp circuit breaker (CB29) (To payload meter)
• Body Up Relay (K4)
1 - 15 amp circuit breaker (CB28) (To all light relays)
4 - Relays
• Light Relay 1 (Green) (K1)
• Light Relay 2 (Amber) (K2)
• Light Relay 3 (Red) (K3)
• Light Control Relay (K4)

Relay Board 5 Head Lights Relay Board 6 Auxiliary Panel
The bottom relay board of the three located in the The auxiliary panel. Relay Board 6, is located on the left
junction box on the rear of the control cabinet (3, Figure wall of the right compartment of control cabinet. Addi-
3-5) . tional circuits may be added by utilizing the empty relay
terminals provided. (Refer to Figure 3-9.)
1 - Light Display Module card
To add an additional circuit with a relay, connect the
1 - Lights Control Light (Green): This light is “ON”
wires as described below:
when there is 24 volts being supplied to the battery
terminal of the light switch.
5 - 15 amp circuit breakers Control circuit for the relay are the “+ ” and “-” termi-
nals:
(CB23, CB24, CB25, CB26, CB27)
> “+ ” terminal is for positive voltage.
4 - Relays
> “-” terminal is for grounding of the control circuit.
• Left Low Beam Relay (K1)
Either circuit can be switched “open” or “closed”
• Right Low Beam Relay (K2) to control the position of the relay.
• Left High Beam Relay (K3) The terminals of the switched circuit from the relay
• Right High Beam Relay (K4) contacts are labeled as follows:
NC - Normally Closed
COM - Common
NO - Normally Open
> “COM” terminal is for the voltage source (pro-
tected by a circuit breaker) coming into the relay
which will supply the electrical power for the com-
ponent being controlled.
> “NC” terminal is connected (through the relay) to
the “COM” terminal when the relay is not ener-
gized (when the control circuit terminals “+ ” & “-”)
are not activated).
> “NO” terminal is connected (through the relay) to
the “COM” terminal when the relay is energized
(by the control circuits “+ ” & “-”) being ener-
gized).
FIGURE 3-9. RELAY BOARD 6

1. Relay Board (RB6) 3. Relays (K1 - K8)
2. Terminal Strips (TS1 - TS8)

DIODE BOARD
The truck is equipped with a diode board (1, Figure
3-10) containing replaceable diodes (4). Some of the
diodes are used in the coil circuit of various relays to
suppress the resultant coil voltage spike when power
is removed from the circuit, preventing damage to
other circuit components (lamp filaments etc.). Other
diodes are used to control the flow of current in a circuit
as required. Resistors may also be installed in sockets
P7 through P12 (3).
Diode Board 1
Diode board 1 (3, Figure 3-6) is located on the right wall
of the control cabinet and contains 23 replaceable
diodes. The diodes are mounted on a plug-in connec-
tor for easy replacement.
Diode Testing
Refer to the electrical schematic in Section R of this
manual for the specific circuit and diode to be tested.
If a diode failure is suspected, remove and check the
diode as follows:
1. Grasp the diode connector, compressing the
locking “ears” while pulling the connector off the
board. Note the connector “key” used to ensure
correct polarity.
NOTE: Some digital multimeters are designed to test
FIGURE 3-10. DIODE BOARD 1
diodes. If this type is used, follow the manufacturer’s
instructions for proper test. 1. Diode Board 1 (DB1) 3. Sockets (P7 - P12)
2. Connectors (P1 - P6) 4. Diodes (D1 - D23)
2. An analog ohmeter can be used to test the diode

as follows:
a. Place the meter on the “X100” scale.
b. With the red meter lead (+ ) on the banded end
of the diode and the black lead (-) on the other
diode lead, the meter should read between
1000 and 2000 ohms.
c. Reverse the meter leads and read infinite resis-
tance.
3. If no resistance is read on the meter, the diode is
open and must be replaced.
4. If the meter reads zero ohms, the diode is shorted
and must be replaced.
5. Orient the the diode assembly for proper polarity
(“key” noted in step 1.) and insert connector until
locked in position on mating receptacle.

CIRCUIT BREAKERS
AMPS DEVICE(S) PROTECTED LOCATION
CB13 15 Turn Signal & Clearance Lights RB1, Control Cabinet
CB14 15 Flashing Lights RB1, Control Cabinet
CB15 15 RD1, RD2, & Tail Lights RB1, Control Cabinet
CB16 15 Dynamic Retard Lights RB3, Control Cabinet
CB17 15 Manual Back-up Lights RB3, Control Cabinet
CB18 15 Stop Lights RB3, Control Cabinet
CB19 15 Back-up Horn RB3, Control Cabinet
CB20 5 Parking Brake Failure Relay RB4, Control Cabinet
Fluid Components Cabinet Service Lights, Rear Axle Service Light,
CB21 15 RB4, Control Cabinet
Horn Solenoid, Steering Accumulator Bleed Down Solenoid, Hourmeter
CB22 5 DDEC Master ECM Control Power (DDEC Engine Only) RB4, Control Cabinet
CB23 15 Low Beam Headlight, L.H. RB5, Control Cabinet
CB24 15 Low Beam Headlight, R.H. RB5, Control Cabinet
CB25 15 High Beam Headlight, L.H. RB5, Control Cabinet
CB26 15 High Beam Headlight, R.H. RB5, Control Cabinet
CB27 15 Clearance Light Relay, Panel Lights, High Beam Indicator RB5, Control Cabinet
CB28 15 Payload Meter (Optional) RB2, Control Cabinet
CB29 15 Payload Meter (Optional) RB2, Control Cabinet
CB30 15 Ladder, Engine Service & (Optional) Fog Lights Operator Cab, Power Distribution Module
CB31 15 Heater/AC Blower Motor Operator Cab, Power Distribution Module
Warning Lights, A.I.D. Module, Voltmeter, Turn Signal Relays &
CB32 15 Operator Cab, Power Distribution Module
Indicator Lights
CB33 15 Hoist Solenoid Operator Cab, Power Distribution Module
CB34 10 Air Dryer Heater Operator Cab, Power Distribution Module
CB35 10 Lincoln Lube Solenoid (Optional) Operator Cab, Power Distribution Module
CB37 10 Windshield Washer & Wiper Operator Cab, Power Distribution Module
CB38 5 Fuel gauge, Engine Temperature Gauge Operator Cab, Power Distribution Module
CB39 5 Radiator Pressure Solenoid Operator Cab, Power Distribution Module
CB40 5 12VDC Accessory Receptacle (DDEC Engine Only) Operator Cab, Power Distribution Module
CB40A 5 12VDC Accessory Receptacle Operator Cab, Power Distribution Module
CB40B 10 Radio/Cassette Player Operator Cab, Power Distribution Module
CB41A 15 Cab Door Window, L.H. Operator Cab, Power Distribution Module
CB41B 15 Cab Door Window, R.H. Operator Cab, Power Distribution Module
CB42 15 Air Seat Operator Cab, Power Distribution Module
CB43 10 Starter Solenoid, Oil Pressure Latch Relay Operator Cab, Power Distribution Module
CB44 20 DDR Connections, Coolant Level Module (DDEC Engine Only) Vanner Box
CB45 20 DDEC Main ECM 12VDC Power (DDEC Engine Only) Vanner Box
CB46 20 DDEC Main ECM 12VDC Power (DDEC Engine Only) Vanner Box
CB47 20 DDEC Receiver ECM 12VDC Power (DDEC Engine Only) Vanner Box
CB48 20 DDEC Receiver ECM 12VDC Power (DDEC Engine Only) Vanner Box
CB50 20 Communications Radio Operator Cab, Power Distribution Module
CB51 20 Dispatch Radio Operator Cab, Power Distribution Module
CB52 10 Spare Operator Cab, Power Distribution Module
CB53 10 Spare Operator Cab, Power Distribution Module

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ELECTRICAL PROPULSION COMPONENTS
GENERAL SYSTEM DESCRIPTION CONTROL SYSTEM
The electric propulsion and control system of the Haul- The Statex III control system electronics provide all of
pak truck consists of an engine driven alternator and the functions necessary to initiate and regulate opera-
cooling air blower, control system, wheel motors, re- tion of the truck. It monitors operator input and system
tarding grids and blower motor. The alternator pro- feedback signals, calculates a response, and initiates
duces A.C. current which is rectified to D.C. current. the appropriate control action.
The wheel motors use D.C. current to operate as
The system . . . .
motors in propulsion and generators in retarding.
• Establishes the propulsion circuit by energiz-
When the operator selects FORWARD or REVERSE ing contactors P1, P2 (if installed), MF, GF,
propulsion, the armatures of the motors drive planetary and GFR to power the wheelmotors.
gear sets connected to the rear wheels to propel the • Establishes the retarding circuit by energizing
truck in FORWARD or REVERSE. contactors MF, GF, GFR, RP1, RP2, RP3,
RP4, RP5, (and optionally RP6, RP7, RP8
During truck operation, the operator initiates command and RP9) for extended range retarding to con-
signals to the engine and control system. The signals nect grid resistors RG1 and RG2 in the motor
are received at the FL275 electronic card panel initiat- circuits. Extended range retarding is regu-
ing a series of checks to determine the status of system lated automatically by sequentially energizing
components. After checking the control system, the the RP3-RP9 contactors.
FL275 panel energizes the necessary contactors to set • Provides current limit control so that specific
up the control system for propulsion or retarding and rates may be maintained in both motoring and
retarding.
send a control signal to the static exciters.
• Provides Retard Speed Control for automatic
During it’s operation, the FL275 panel maintains the speed regulation on long down-hill runs.
propulsion system within the design limits of the alter- • Provides two-speed overspeed control which
nator, engine, and wheel motors. Regulation of alter- allows a higher overspeed restriction when
nator field current and engine speed determine traction traveling empty.
motor armature current. Regulation of motor field cur- • Provides Alternator Tertiary Winding protec-
rent determines traction motor horsepower. tion and Wheelmotor overcurrent protection.
The control system responds to electrical signals gen- • Initiates the necessary operating restrictions,
erated by the operator and by “feedback” signals including the shut down of the truck if a sys-
tem fault is detected. Lesser faults or events
generated by various devices within the system. These cause respective indicating lights to light. All
feedback signals monitor voltage, current, speed, etc. events are recorded for future review by tech-
of the various control and propulsion equipment. nicians.
When the operator depresses the retard pedal or the • Provides fault/event information to the opera-
truck exceeds the automatic overspeed setting, the tor/technician as to the status of the system
via the 2-digit display panel, located in the
dynamic retarding circuit is activated causing the control cabinet. This panel, showing a two
wheel motors to become generators. The truck mo- digit display of 00 to 99, indicates to the tech-
mentum causes the armatures of the wheel motors to nician the existence of possible faults or other
rotate, generating a D.C. output that is applied across events which have occurred within the control
the retarding grids. This load opposes armature rota- and/or propulsion system.
tion to slow the truck. The energy from the wheel motor • Provides automatic and manual diagnostic
is dissipated in the retarding grids in the form of heat. self-test routines to detect faults and to assist
maintenance personnel in locating a poorly
operating system/subsystem.
Retarding grid cooling is provided by a motor-driven • Provides a statistical data history log which in-
fan, blowing air across the grids. The cooling air blower dicates lifetime, quarterly, monthly and daily
connected in-line to the rear of the alternator provides performance data. This history log can be ac-
cooling air for the static exciters, alternator and wheel cessed using a “laptop” computer, and can
be a valuable aid in determining equipment
motors during truck operation. use and maintenance schedules.
Refer to the following information for detailed descrip-
tions of component functions.
E02016 Electrical Propulsion Components E2-1

System Operation
When the operator depresses the accelerator foot The output current from the FM467 MFSE (Motor Field
pedal to propel the truck, two signals are generated. Static Exciter) panel energizes the field coils of the
One signal is generated by a potentiometer on the foot Motorized Wheels. The level of current in these field
pedal and is sent to the engine control system to coils determine motor horsepower output.
regulate engine speed. The other signal is generated
The main output voltage from the Alternator, gener-
by closing a switch* and is sent to the digital input/out-
ated by the rotation of the Alternator rotor and regu-
put card to set up propulsion circuits for power.
lated by its exciter field coil, is 3-phase high voltage
*Note: AC. This AC power is fed to a rectifier panel to convert
On trucks equipped with the “Fuel Saver” system, the AC to DC for use in the Motorized Wheel armatures.
foot pedal potentiometer signal is sent directly to the
The output of the FM528 rectifier panel is variable high
FL275 panel and the switch signal is not required.
voltage DC current, used to power the Motorized
Wheels. A full wave bridge in the panel rectifies the
A speed sensor signal from the engine is sent to the 3-phase input voltage from the Alternator to DC.
analog input and output card to establish the accelera-
In parallel with the Motorized Wheels, high voltage DC
tion (power) reference signal used by the propulsion
is also fed to the VMM1 panel, to be used for feedback
control system to establish horsepower demand.
to the control system.
NOTE: The analog input and output card in the FL275
High voltage from the power circuit is attenuated by
panel responds to both accelerator and retard foot
the VMM1 panel to a level acceptable to the electronics
pedal signals. Both signals are processed through the
on the analog input/output card. From there it is proc-
central processing unit CPU, returned to the analog
essed through the CPU card to bias power and retard
card where another signal is generated and fed to the
demand signals in the analog card.
FM466 and FM467 Static Exciter panels.
Speed Sensor signals from both Motorized Wheels are
sent to the control system analog input and output card
The output signal from the analog card is a burst of
to operate various speed event functions.
firing pulses. This AC signal is constant in frequency
and amplitude, and is of both negative and positive The CPU card uses speed sensor signals to develop
polarities. Synchronizing AC signals from the tertiary various levels of output voltages for use in generating
windings of the Alternator provide timing to synchro- the speed taper function in retarding and for (option-
nize the firing pulses to the AC power frequency from ally) driving the speedometer and tachometer.
the Alternator.
NOTE: Speed taper is used to reduce maximum dy-
NOTE: Firing pulses are generated according to the namic retarding effort at high truck speeds. This is to
demand from the operator (accelerate or retard) and protect the Motorized Wheel motors from excessive
biased by feedback signals from the power circuit. current and possible damage.
They are used to fire Silicon Control Rectifiers (SCRs)
in two, single-phase, full-wave rectifier bridges, one
When the operator depresses the retard foot pedal to
each in FM466 and FM467 rectifier panels, and
slow the truck, a signal is generated by a potentiometer
thereby regulate output current from these panels.
on the foot pedal and sent to the control system to
establish the retarding circuits and the desired retard-
The output current from the FM466 AFSE (Alternator ing effort.
Field Static Exciter) panel energizes the field coils of
the Alternator. The level of current in this field coil
determines Alternator output.
E2-2 Electrical Propulsion Components E02016

FL275 PANEL The cards in this panel are protected by a cover which
is hinged at the bottom, swings up, and latches at the
The FL275 electronic card panel contains a microproc- top.
essor (CPU), a small computer which monitors a vari-
ety of input signals and establishes certain controlling The card complement of the FL275 panel consists of
output signals which result in the regulation of the the following five cards:
propulsion system. If a “laptop” computer, referred to 17FB100 - Power Supply (P1)
as a Portable Test Unit (PTU) is connected, it can also
provide a readout of the “memory” of the operating 17FB101 - Central Processing Unit (CPU)
history of many of the sub-systems which make up the *17FB102/140 - Analog Input/Output (A1)
control system. This is useful to technicians looking for
17FB103 - Digital Input/Output (D1)
problem areas during troubleshooting.
17FB104 - Digital Input/Output (D2)
Setting up new trucks or making changes to truck
control system parameters requires a PTU and an
authorized technician to operate it. The microproces-
*Note: Trucks equipped with “Fuel Saver” circuitry
sor in the electronic card panel can only be changed
require 17FB140 card to replace 17FB102 card.
electronically with appropriate commands and pro-
grams using the PTU.
Previous control systems provided on Haulpak trucks The FL275 panel receives input signals from speed
required system adjustments to be made by removing sensors on the alternator and wheelmotors, voltage
the plug-in control cards and adjusting potentiometers and current feedback signals from various control de-
mounted on the cards. With the FL275 panel, no vices, and command inputs from the operator. Using
control card removal is required. The majority of ad- these inputs, it provides the following:
justments are made electronically using a menu driven • Propulsion and dynamic retarding control of
software program installed on the hard disk drive of the the truck.
“laptop” computer (PTU). The PTU is then connected
• Speed restrictions during overspeed and
to a 9 pin connector mounted in the control cabinet or other operating restrictions if faults occur.
cab of the truck enabling communication with the
• Event data for technicians through the 2-Digit
microprocessor (CPU). Diagnostic Display panel.
The FL275 panel has five 104-pin connectors mounted • Statistical data of the history of various com-
above the cards for connecting input and output cir- ponent and system function operations, ac-
cuits. They are identified as CNA, CNB, CNC, CND cessible only with a PTU.
and CNE. Only four connectors are used; connector • It is also capable of receiving inputs from the
CNC is not used. engine (oil pressure, crankcase pressure, en-
gine coolant pressure, and engine coolant
temperature), wheelmotor temperature, and
alternator blower pressure to provide warning
signals to the driver if malfunctions in these ar-
eas occur.
Additionally, on current production trucks (equipped
with “Fuel Saver”), the FL275 panel monitors alterna-
tor intake temperature and static exciter temperatures
to provide:
• Engine low idle speed reduced to 650 RPM.
• Control of engine RPM during propel to obtain
the most efficient engine speed for the
amount of power requested by the operator.
• Control of engine RPM during retarding rang-
ing from a low of 1250 RPM to a high of 1650
RPM.

CARD REPLACEMENT CARD REPAIR
FB cards in the FL275 panel are not field repairable.
Should one of the cards become inoperable, it should
be returned to the KMS Distributor under the GE Unit
Exchange Program.
Some of the components on the cards are sensi-
tive to static electricity. To prevent damage, it is Cards should be packed in a special shipping con-
recommended that a properly connected ground tainer, designed specifically for shipping these cards.
strap be worn whenever removing, handling or Contact your KMS Distributor for instructions on how
installing a card. After a card has been removed, it to obtain these containers.
must be carried and stored in a static proof bag or
container. Be certain control power is OFF before PANEL WIRING
removing a card.
The connectors for the FB cards, located on the end
NOTE: There are no adjustment potentiometers on the of the card that plugs into the panel, each contain 210
control cards. Cards should not be removed during pins.
troubleshooting unless it has been determined that a
card is at fault. The panel back, or backplane, has receptacles for the
card connectors, each having 210 pins to which wires
Removal are wrapped, not soldered. The wrapping is done with
a special tool which wraps the wire tightly around the
1. The FB cards are removed by first loosening the pin. The pins are long enough to enable connecting
two spring clips on the top of the hinged cover. multiple wires. The panel backplane also has printed
Swing the cover down to gain access to the cards. circuits on it to facilitate inter-card circuit connections.
2. Each card is locked in place with a locking quick-
release lever at the top and bottom. Lift both
levers at the same time to release the locking
arrangement and move the card out of the socket
in the backplane.
3. Using both hands, grasp the card at the top and
bottom and pull gently. It will slide easily in its
guide strips to complete the removal.
4. Place the card in a static proof bag or container.
Installation
The cards are keyed to prevent them from inadver-
tently being inserted into the wrong card slot.
1. To install a card, carefully insert it into its top and
bottom card slots. Slide the card into the panel
until the locking quick-release levers are close to
the panel edges.
2. Hold the levers and gently press the card further
into the panel, feeling the card and backplane
connectors start to engage. When the card is
inserted far enough for the locking levers to catch
on the panel edge, move both locking levers to
the locking position at the same time.
3. Swing the cover up and over the cards, latching
the two spring clips at the top.

COMPUTER DESCRIPTION
A total understanding of the following concepts is not The final result is to provide instructions to external
essential to properly maintaining and troubleshooting devices that tell them when and/or how to operate.
the Haulpak truck control system. This information is Throughout the execution of the program, the micro-
presented as additional background information con- processor acts like a traffic officer; taking in instruc-
cerning operation of the FL275 panel computer and tions, interpreting them, and acting accordingly in
software programs required for operation. The techni- order to process instructions to the output.
cian should however, become familiar with basic op-
eration of portable, IBM operating system compatible Download Capability
(DOS) computers (PTU) and must have the ability to The computer can be reprogrammed by “download-
use the menu operated software described later in this ing” new software into its memory. Downloading refers
publication. These skills are necessary for program- to transferring software program instructions from the
ming the FL275 panel computer, troubleshooting, and PTU to the FL275 panel FB101 card through the serial
obtaining statistical data. port connector cable. This capability allows the system
software to be changed if any new hardware or soft-
Microprocessor ware option is to be installed or if an updated version
The microprocessor, located on the FB101 card, con- of the existing software is to be implemented.
tains the logical elements necessary to perform calcu-
lations and to carry out stored instructions. It is used SOFTWARE
as the central processing unit (CPU) of a computer.
Computer operation is managed by a software pro- “Software” refers to computer programs written using
gram, which resides in the computer’s memory. The coded instructions that can be understood by the CPU.
software program also contains instructions to test and The following is a brief description of how the software
fault isolate the system. establishes and regulates propulsion and retarding.
A program is a sequence of specific instructions in an
order that, when the microprocessor executes them, Base Monitor Program
proper results occur. A program is generally stored in The Base Monitor Program performs functions for the
a read-only-memory (ROM). To execute the program, system, including power-up tests on the CPU card.
the microprocessor reads an instruction from ROM, This software is programmed on four Eprom chips at
interprets the instruction, performs whatever task that the factory and installed on the FB101 card.
is dictated by the instruction, and then starts the proc-
ess over again by reading a new instruction from ROM. Runtime Monitor Program - OBJ
The microprocessor utilizes address, control, and data Running Code
buses to accomplish the above process. A bus is a The Runtime Monitor Program is used to control com-
group of wires or circuits that collectively serve a mon truck functions. It is downloaded to Flash (Elec-
similar function. For example, the address bus identi- trically Erasable Read Only Memory) chips on the CPU
fies the location that the microprocessor is reading card from OBJ files stored on the PTU hard drive. This
from or writing to. The data bus provides a path for the is done initially during factory check-out and can be
flow of data from one point to another. The control bus redone in the field using the PTU.
is somewhat different from the other two buses in that
each wire normally serves a separate and generally After being downloaded to Flash, it is then copied to
unrelated function used to control the actions of the RAM (Random Access Memory) chips on the CPU
system. card at system power-up.
While executing the program, reading and writing of This software:

data is often necessary. This data is stored in a ran- • Controls contactors, relays, lights, solenoid,
dom-access-memory (RAM). A RAM is a temporary firing pulses, etc.
storage device, that is, if power to the RAM is lost, the • Monitors truck running parameters and stores
data is cleared. The RAM stores all types of data, such event/fault data for later examination.
as, input/status from external devices, fault informa- • Communicates with the PTU to display operat-
tion, specific program addresses, etc. ing parameters and event/fault data.

Configuration Software - CFG The PTU program is loaded onto the PTU hard drive
using GE/KMS supplied floppy disks. Instructions for
The CFG program is used to set values which are
loading this software onto the PTU and downloading
specific to a particular Haulpak truck model, such as
to the CPU are discussed later in this section.
engine, alternator and wheelmotor configuration, re-
tard current limit, speed taper, power reference and
System Regulation
control stability constants.
The micro-processor, located on the CPU card,
The operating software that controls current, voltage
17FB101, in the FL275 panel is set up electronically
and horsepower limit in propulsion and current, speed
with the use of a Portable Test Unit (PTU) when the
taper and field amps in retarding uses a set of con-
software described previously is downloaded. After
stants and look-up functions unique to and consistent
being set up, certain operating parameters can be
with the configuration on each Haulpak truck model.
changed to “fine tune” the system to a particular road
The CFG program is also used to set values which are profile.
specific to a particular mine, such as overspeed set-
In addition to establishing propulsion and retarding
tings.
circuits and regulating truck speed and retarding, the
“Configuration software”, also sometimes referred to software restricts the control system from certain tran-
as “configuration download software”, allows the end sitions under certain conditions. For example, the sys-
user (mine) or KMS Distributor to select, via an easy tem will not allow a direction change while in the retard
to use, menu driven program screen, any one of a or propulsion without passing through the “nomo”, or
number of pre-recorded configurations stored in the “no motion” state. The software does, however, allow
PTU software. All the user has to do is select the transition among the three retard states when in retard,
configuration file that matches the truck being serv- these states being retarding, retard speed control
iced. and overspeed. These transitions are allowed be-
cause, once the contactors are in the retard position,
The available combinations have been pre-recorded
no other contactor changes are necessary.
to be consistent with and ensure proper limits on the
components used in that system. Thus, the Mine per- NOTE: The term “nomo” is a state which is entered at
sonnel do not have to be concerned with questions a truck speed of 0.30 mph or less.
such as: “Is this the correct current limit for a GE776
or GE772 wheel?” or “Will speed taper in retarding Propulsion
work properly if I use a wheel with 23:1 gear ratio?”
As part of the total software package, a particular
The configuration software will ensure compatible
group of regulatory software commands is included
combinations of parameters.
called a “state machine”. The state machine controls
The Mine technician must select or create the correct the various operating functions of truck operation.
CFG file to match the truck.
The software implements the state machine by keep-
The CFG program is downloaded to Flash chips on the ing track of which state the truck is in, and which state
CPU card from CFG files on the PTU hard drive. This the truck is allowed to move into if the operator re-
is done initially during factory checkout, and can be quests a different mode of operation.
redone in the field using the PTU.
For example, assume the operator has turned the key
NOTE: This MUST be done if the FB101 card is switch On to start the control system software, and
changed then starts the engine. When the accelerator pedal is
pressed to request contactor sequence and excitation,
PTU - Portable Test Unit Code the state machine enforces a sequence of actions.
The PTU program is used to enable menu driven First, the software initializes the system. This includes
viewing of truck data in the CPU while the truck is ensuring that the contactors are all positioned cor-
moving or stationary. Using the PTU, it can also be rectly. (Initialization takes about 8 seconds after con-
used to view and change contactor positions. trol power has been applied to the FL275 panel.)
It is also used to establish a communication link be- Then, when the initialization is completed, the state
tween the PTU and the CPU to download OBJ and becomes the “nomo”, or no motion, state. No propul-
CFG software files. sion or braking contactors are picked up.

Next, the state machine enters the “into accelerate” the wheelmotors which will drive the truck forward or
state. This state can only be entered if there are no backward, depending on the position of the selector
restriction flags set in the software such as brake switch.
(service or park), ACCINH, DUMPBS, NAFLT, or
GNDFLT. In this state, contactor sequence is initiated. Retarding
If all contactors necessary for acceleration are in their
When the operator presses the retard pedal, accelera-
correct positions, then the state machine enters the
tion is canceled and the propulsion contactors are
“accelerate” state. If the contactor sequence does not
dropped out. The state machine enters the “coast”
complete successfully, then a fault, NAFLT, prohibit-
state and then the “into retarding” state. It remains in
ing acceleration is tripped.
this state until all of the contactors necessary for
When the state machine enters the “accelerate” retarding are in the correct position.
state, firing commands can be issued. Firing com-
The state machine then enters the “retard” state.
mands are based on operator request and truck volt
Firing pulses are issued to the static exciters based on
and amp feedbacks. They are used to generate a pulse
operator request and on various system feedbacks.
burst firing signal from the CPU. The Alternator is thus
excited, generating electrical power (horsepower) to

2-DIGIT DISPLAY PANEL
The 2-Digit Display panel (Figure 2-1.), located in the
control cabinet, consists of the following:
• Two digit “event” number display,
• “First” LED
• “Last” LED
• “Previous” (up arrow) search key
• “Next” (down arrow) search key
• “Reset” key
Under normal operation, with no events having been
recorded, the 2-Digit Display Panel will display only
FIGURE 2-1. 2-DIGIT DISPLAY PANEL
two zeros (00). The “first” LED and the “last” LED will
be dark (not illuminated). The “previous” and “next”
search keys will be illuminated (green). The “reset” key If the first event were being displayed, the “first” LED
will also be illuminated (red). would be illuminated and the “last” LED would be off.
NOTE: The terms “event” and “fault” are used inter- This indicated that the event being displayed is the first
changeably to indicate a system occurrence which has one in the CPU memory and that there are additional
been recorded into memory. The system recognizes events to be displayed. To view the last event, press
each as an event, that is, a fault is nothing more to the the “next” search key (down arrow).
system than an event. Some events (or faults) result Once a fault has been serviced, press the “reset” key
in restrictions being placed on truck operation. There- and the event will be reset. If the problem has not been
fore, when discussing a fault situation, the term “fault” corrected, the fault will be relogged the next time it
seems more appropriate and less confusing. occurs.
THE CODED NUMBER NOTE: Resetting the fault from the 2-Digit Display
does not remove the event from the CPU memory on
The 2-Digit Display panel displays a coded two digit the FB101 card in the FL275 panel. This can only be
number. This number indicates certain data stored in done using the Portable Test Unit (PTU).
the memory of the CPU card regarding the recent
operating history of the truck’s propulsion and control EVENTS
systems. Refer to Table I for a description of the two
digit code numbers ranging from 00 to 99. This panel provides a variety of operational and fault
codes which electronically document certain system
If an active fault condition exists, in which a fault has events. For this reason, these codes are referred to as
not been locked out or reset, the corresponding fault “event” codes.
number will appear on the display. For example, if the
P1 contactor is out of position, a number thirteen (13) The diagnostic system on the CPU card stores up to
will be displayed. By referring to Table I, you can 500 events. If more are encountered after the storage
quickly determine that a 13 refers to P1 contactor. is full, the system will purge the oldest event to make
Troubleshooting tips are provided for isolating the room for the newest event. It will then record the fact
cause of the fault. that this purge has occurred.
If another fault were to occur, such as the RP1 feed- Stored events can only be removed from the system
back indicating that RP1 contactor is in the wrong using the PTU, or by being purged by the system when
position, a number seventeen (17) would be displayed. new events occur after the storage is full.
Referring to Table I, you could see that a problem When an event is reported, the system records the
exists with the RP1 contactor. You can also see that time and date, as well as the event’s code, subcode,
the “last” LED is illuminated and the “first” LED is and 2 floating point values. This data, besides the time
extinguished. This means that event 17 is the last one and date, are determined by the section of software
stored in the 2-Digit Display. To view the first event, reporting the event. This data is stored in the com-
simply press the “previous” search key (up arrow). puter’s memory and the “event” code is displayed on
the 2-Digit Display panel.

FRAMES
Every few seconds the system also collects “frames” Running Count
which are bits of time. The time duration of each frame This is the total count of all events of this type
is set using the PTU, in increments of 0.01 seconds. seen since Running Count was last cleared by
Frames are collected right after all of the systems’ the PTU.
input/output functions (events) are complete, as a
record of system function at the time of the event. Life Count
This is the total count of all events of this type
Each frame contains 40 floating point values, all digital
ever recorded. The maximum number which
input and output values, the state machine’s current
can be recorded is 4,294,967,295. When this
state at the time of the event.
number is reached, the count will roll over.
Each time an event is reported, a frame (known as the
Accept Limit
trigger frame) is kept for that event until the event is
erased. This is the number of events of this type that
will be recorded by the system. See the discus-
WINDOWS sion under Limits On Resetting Faults.
Some events may also have frame “windows” - a Window Captures Allowed Limit
collection of 51 frames, that is, all the frames that occur This tells how many windows will be captured
for 40 frames before the event, a frame at the event, for events of this type, subject to space restric-
and 10 frames after the event. tions. When the window capture limit is ex-
ceeded, only a single frame of data is saved.
The system will save each event window for the first
16 events that are qualified to have windows. They will Window Captures Count
be saved until the event is erased. After 16 windows This is the count of windows saved for this
are stored, no additional windows can be stored. event type. This value is incremented by 1 each
time a window is saved for this event type. It is
SYSTEM CATEGORIES decremented or cleared when events are
All of the possible events which can occur have been cleared by the PTU.
programmed to fall into eight different categories, to
enable the system to respond correctly. They are:
LIMITS ON RESETTING FAULTS
Active Events Count
This is the current number of events of this type In the fault system, there are three limits associated
which are “active”, i.e., which may affect truck with resetting faults:
operation. Accept limit (accept_limit)
Decay Active Events Count Time This is the limit on the number of faults which
This is the time in seconds which specified the may be stored. When the limit of a given fault
rate at which the Active Events Count “de- is exceeded, the oldest event of this type re-
cays”, allowing a certain number of events to corded without a window will be replaced with
occur “normally” over a given time frame with- the new event, it will not be overwritten. The
out affecting truck operation. system does not allow events with windows to
be overwritten. If the oldest event has a win-
Lockout DOS Limit dow, the oldest non-window event will be over-
This controls how often a truck operator may written.
reset the operating restrictions caused by an
event type, using the Dump Override Switch
(DOS) switch in the cab.
If the Active Events Count is equal to the Lock-
out DOS Limit for a given type, the Override
switch (DOS) will have no effect on operating
restrictions caused by that event. The Active
Events Count (for that type) will not be decayed
by the Decay Active Events Count.

Lockout limit (lockout_limit) EVENT SEQUENCE
This is the limit on the number of faults which The 2-Digit Display shows the event code numbers for
may occur until the Dump Override Switch all event types which have Active Event Counts greater
(DOS) will no longer clear the restriction. For than 0. The event types for which this is true are
example, a GF contactor fault, (code 10) has a presented in the order in which the events have been
lockout limit of three. Every time this fault oc- reported. An event appears in the list once for each
curs, a no acceleration restriction is placed on count in Active Event Counts, again in the order in
the propulsion system. which the events were reported.
When the first and second GF contactor faults
A technician may use the “up” and “down” arrow keys
occur, the driver may bring the truck to a stop
on the 2-Digit Display to scroll through the list. The
and depress the Override switch. This will clear
“first” and “last” lights will indicate the beginning and
the restriction and allow acceleration. On the
end of the list.
third occurrence of the GF contactor fault within
the decay time however, the Override switch
RESETTING EVENTS
will not remove the no-acceleration. Rather,
the RESET button on the 2-Digit Display must When the RESET button on the 2-Digit Display is
be pressed, then the driver can clear the pressed while displaying an event code, that one
no_accel restriction with the Override switch. specific event code is reset, and the active event count
is reduced by one. If the event occurred several times,
Decay time (decay_time)
each one must be displayed and reset to get the active
Decay time is associated with lockout-limit. event count to zero for that event type.
The “active lockout count” is decayed by one
If event types have Active Event Counts equal to
count every decay-time period. If the driver
Lockout Override switch (DOS) limit values, any accel-
gets two GF contactor faults in an hour, then
eration inhibit restriction is removed when the event is
the third (at least one hour after the first GF
reset and then the Override switch (DOS) is de-
contactor fault), he will be able to clear the third
pressed.
fault with the Override switch because the old-
est of the two has “decayed” the lockout count
EVENT DESCRIPTIONS
to one.
There are still three data packs of GF contactor Refer to Table I for a listing of all of the possible events,
fault information in the CPU, however. If the what restrictions (if any) would apply, and the definition
driver gets three GF contactor faults in one of each type. Troubleshooting tips are also provided.
hour, the 2-Digit Display reset is required to
“decay” the “active lockout count”. SUBCODE DESCRIPTIONS
Subcodes can only be viewed using the PTU to read
NA FAULTS stored events. Subcodes provide additional informa-
Some events, called Acceleration Inhibit faults, pro- tion for the following event code numbers: 30, 32, 33
hibit the truck from accelerating. When an “acc-inh” and 37. Refer to Table II for a listing of subcodes.
fault is reported, a SYSFLT lamp will illuminate in the
cab and acceleration will be prohibited.
The truck operator may clear an acceleration inhibit
fault restriction by depressing the Override switch
(DOS). When the Override switch is depressed, the
restriction is removed, unless the Active Events Count
for 1 or more event types is equal to the Lockout Limit.
If such is the case, acceleration inhibit restriction will
remain in effect until it is reset with the 2-Digit Display
or the PTU.
When reset via the 2-Digit Display RESET button, the
Override switch must be depressed next in order to
remove the fault restriction.

NOTE: The information listed under “Event Values” provides additional detail for each event and
is described as follows:
Decay Time . . . How long events are held in “active count” memory (in seconds).
Lock Limit . . . Operator cab reset is disabled when lock limit is reached within decay time.
Acceptable Limit: . Maximum number of occurrances of an event code which can be recorded in
. . . . . . . FL275.
Window Limit: . . Maximum number of an event with 51 frame windows.
TABLE I: TWO-DIGIT DISPLAY PANEL CODES

EVENT VALUES
EVENT EVENT EVENT DETECTION
CODE DESCRIPTION RESTRICTION INFORMATION Decay Lock Accept Window
Time Limit Limit Limit
00 Reset All None Used to reset all events

(no events displayed)
A ground fault is detected if
leakage current to ground
(truck chassis) exceeds
System Event 114 ma.There is a 0.2
second delay on shutdown.
01 Low level ground fault In ACCEL: No propel and In the following order, 1800 5 20 5
turn on SYSFLT light. check for:
In RETARD: Turn on Moisture in motors, grids,
SYSFLT light only. power cables, motor flash,
insulation failure in power
circuit, defective FB102/140
card.
System Event A ground fault is detected if
leakage current to ground
02 High Level Ground Fault In ACCEL: No propel and (truck chassis) exceeds N/A 1 1 1
turn on SYSFLT light. 400 ma.There is a 0.05
In RETARD: Turn on second delay on shutdown.
SYSFLT light only. Same checks as No. 01.
System Event
08 Pedal Accel Incorrect accelerator output. 3600 3 10 2
Turn on SYSFLT light only.
System Event Incorrect retard pedal
09 Pedal Retard output. 3600 3 10 2
Turn on SYSFLT light only.
GF Contactor command
and feedback do not agree.
System Event In the following order,
Check for:
10 GF Contactor In ACCEL: No propel and welded tips, blocked 3600 3 10 2
turn on SYSFLT light. armature, defective coil or
In RETARD: Turn on position sensor, loose
SYSFLT light only. wiring connections,
mechanical obstruction,
defective FB104 card.
System Event
GFR Relay command and
11 GFR Relay In ACCEL: No propel and feedback do not agree. N/A 1 20 5
turn on SYSFLT light.
In RETARD: Turn on Check for: Same as No. 10.
SYSFLT light only.

TABLE I: TWO-DIGIT DISPLAY PANEL CODES (Cont.)
EVENT VALUES
System Event
MF Contactor command
12 MF Contactor In ACCEL: No propel and and feedback do not agree. 3600 3 10 2
SYSFLT light only.
System Event
P1 Contactor command
13 P1 Contactor In ACCEL: No propel and and feedback do not agree. 3600 3 10 2
SYSFLT light only.
System Event
P2 Contactor command
14 P2 Contactor In ACCEL: No propel and and feedback do not agree. 3600 3 10 2
SYSFLT light only.
System Event
RP1 Contactor command
17 RP1 Contactor In ACCEL: No propel and and feedbak do not agree. 3600 3 10 2
SYSFLT light only.
System Event
SYSFLT light only.
System Event
SYSFLT light only.
System Event
SYSFLT light only.
System Event
SYSFLT light only.
System Event
SYSFLT light only.
System Event
SYSFLT light only.

EVENT VALUES
System Event
SYSFLT light only.
System Event
SYSFLT light only.
System Event Forward position of
In ACCEL: No propel and reverser command and
26 Forward Coil feedback do not agree. 3600 3 10 4
In RETARD: Turn on Check For: Same as No.10.
SYSFLT light only.
System Event Reverse position of
In ACCEL: No propel and reverser command and
27 Reverse Coil feedback do not agree. 3600 3 10 4
In RETARD: Turn on Check For: Same as No.10.
SYSFLT light only.
Analog input exceeds 10V
for .05 seconds. Software
30 Analog Output Recorded in memory only error, bad FB101 or N/A N/A 5 0
(See Subcodes) No truck shutdown FB102/140 card.
Check subcodes (Table II)
with PTU for more detail.
31 Frequency Output Recorded in memory only Engine RPM signal <500 or N/A N/A 5 0
No truck shutdown >2300.
Software error.
32 Analog Input Recorded in memory only Bad 101 or 102/140 card. N/A N/A 5 1
(See Subcodes) No truck shutdown Check subcodes (Table II)
Incorrect M1, M2 or engine
Frequency Input Recorded in memory only speed input. Same checks
33 (See Subcodes) No truck shutdown as No. 30. N/A N/A 5 0
Check subcodes (Table II)
Check for defective FB101
37 Hardware Startup Recorded in memory only card. 1800 3 5 1
(See Subcodes) No truck shutdown Check subcodes (Table II)
Ripple current in alternator
Sytem Event field circuit exceeds a
preset value. Indicates
45 Diode Fault In ACCEL: No propel and shorted diodes in main N/A 1 4 2
turn on SYSFLT light. rectifier. Check diodes,
In RETARD: Turn on wiring between FDP and
SYSFLT light only. FL275 panel. Defective
FDP or FB103 card.

EVENT VALUES
System Event Current in Motor 1

armature exceeds limits for
46 Motor 1 Overcurrent In ACCEL: No propel and a preset time. Limit is a 3600 3 10 2
turn on SYSFLT light. function of being in retard
In RETARD: Turn on or acceleration.
SYSFLT light only.
System Event Current in Motor 2
armature exceeds limits for
47 Motor 2 Overcurrent In ACCEL: No propel and a preset time. Limit is a 3600 3 10 2
SYSFLT light only.
System Event Motor field current not in
correct proportion with
48 Motor Field Fault In ACCEL: No propel and motor armature current. 3600 3 10 4
turn on SYSFLT light. Check for defective shunt,
In RETARD: Turn on iso-amp, wiring, FB102/140
SYSFLT light only. card.
System Event
Current in motor fields
49 Motor Field Overcurrent In ACCEL: No propel and exceeds limits. Limit is a 3600 3 10 4
SYSFLT light only.
Motors stalled with motor
System Event current above 1000 amps,
inverse time function.
In ACCEL: No propel and Could be caused by
50 Motor Stall turn on SYSFLT light. overloaded truck, grade or 3600 3 10 2
In RETARD: Turn on rolling resistance too high.
SYSFLT light only. Check for defective speed
sensors, shunts, iso-amps,
wiring, FB102/140 card.
System Event One motor stuck, the other
In ACCEL: No propel and spinning for longer than 10
51 Motor Spin seconds with motor current 3600 3 10 4
turn on SYSFLT light. >100A.
SYSFLT light only.
System Event Current in alternator field
tertiary windings exceeds
52 Alternator Tertiary In ACCEL: No propel and limits for a preset time. N/A 1 4 2
Overcurrent turn on SYSFLT light. Check for shorted diodes or
In RETARD: Turn on SCRs in AFSE.
SYSFLT light only.
System Event Current in motor field
tertiary windings exceeds
53 Motor Tertiary Overcurrent In ACCEL: No propel and limits for a preset time. N/A 1 4 2
turn on SYSFLT light. Check for shorted diodes or
In RETARD: Turn on SCRs in MFSE. Check for
SYSFLT light only. low engine rpm in retarding.

EVENT VALUES
System Event Out of limit (±1V) for 4

seconds.
In ACCEL: No propel and Check for battery volts
54 +15 Power turn on SYSFLT light. below 20V, excessive load 3600 3 10 2
In RETARD: Turn on on supply (iso-amps or
SYSFLT light only. VMM), defective FB100
card.
System Event
In ACCEL: No propel and Out of limit (±1V) for 4
55 -15 Power turn on SYSFLT light. seconds. 3600 3 10 2
SYSFLT light only.
System Event
In ACCEL: No propel and Out of limit (±3V) for 4
56 +19 Power seconds. 3600 3 10 2
SYSFLT light only.
System Event Motor 1 and motor 2
opposite polarity.
57 Motor Polarity In ACCEL: No propel and Check for: Loose shunt 3600 3 10 2
turn on SYSFLT light. wiring, cabling to motors or
In RETARD: Turn on shunts, defective
SYSFLT light only. FB102/140 card.
System Event
59 PTU Configuration In ACCEL: No propel and PTU configuration inputs N/A 1 4 2

turn on SYSFLT light. are inconsistent.
In RETARD: Turn on
SYSFLT light only.
M1 amps less than 20 and
System Event M2 amps greater than 500
Retard Grid for 5 seconds.
61 Motor 1 Failure In RETARD: Turn on Check for loose cabling to 3600 2 10 2
SYSFLT light only. grtids, RP contactors.
Inspect grids for damage,
foreign objects.
M1 amps greater than 500
System Event and M2 amps less than 20
Retard Grid for 5 seconds.
62 Motor 2 Failure In RETARD: Turn on Check for loose cabling to 3600 2 10 2
SYSFLT light only. grtids, RP contactors.
Inspect grids for damage,
or foreign objects.
Axle box air pressure not
If BPS does not pick up in sensed with engine above
101 seconds (or time set 1550 rpm.
63 Low Axle Box Pressure on Truck Specifics Screen). Check for: Leaking air N/A N/A 10 0
ducts, open axle box door,
Turn on light and buzzer. leaking door gasket,
defective BPS switch or
FB103 card.
Motor 1 is over a specific
temperature limit.
64 Motor 1 Over Temperature Turn On Motor Light Check for: Excessive load N/A N/A 10 0
or duty cycle, lack of
cooling air.

EVENT VALUES
Motor 2 is over a specific

65 Motor 2 Over Temperature Turn On Motor Light temperature limit. N/A N/A 10 0
Check for: Same as No. 64.
Apply maximum retard Vehicle speed exceeds
66 Overspeed Retarding level to reduce speed preset limit. N/A N/A 50 0
below overspeed point.
67 Overspeed Overshoot Recorded in memory only Vehicle speed exceeds N/A N/A 10 3
preset limit.
Retard current level
68 Retard Over Current Recorded in memory only exceeded. N/A N/A 25 1
Check for: Defective shunt,
iso-amp or FB102/140 card.
69 Horsepower Low Recorded in memory only Engine low on horsepower. N/A N/A 25 1
70 Horsepower Limit Exceeded Recorded in memory only Engine horsepower limit N/A N/A 10 1
exceeded.
71 Engine Overspeed Recorded in memory only Engine speed exceeded. N/A N/A 10 1
Exceeded
NOTE: * The following event codes (72 & 73) applicable only to Cummins engines with special sensors installed and options activated.
An engine sensor is in the
72 *Engine Sensor Recorded in memory warning zone. N/A N/A 10 1
Warning Turn On ENGSERV Light. Check engine, sensor or
FB102/140 card.
In ACCEL: No propel and
turn on SYSFLT lightand Engine sensor in shutdown
73 *Engine Sensor ENGSDWN Light. zone. 3600 2 10 4
Shutdown In RETARD: Turn on Check for: Same as No. 72.
SYSFLT and ENGSDWN
light.
78 Engine Service Recorded in memory Engine Warning. Service N/A N/A 10 1

Turn On ENGSERV Light. as soon as possible.
Recorded in memory. Turn
On ENGSDWN Light. Will
inhibit propulsion after a 0.5 Shutdown the engine as
79 Engine Shutdown second delay and will soon as possible. N/A N/A 10 1
continue to inhibit as long
as Engine Shutdown Light
is lit.
Engine speed less than
1500 rpm measured 4
80 Engine Speed Retard Recorded in memory. seconds after high idle N/A N/A 10 1
command when going into
retard.
Check engine control
Motor 1 Voltage Limit Reduce alternator Motor 1 over voltage limit.

81 Exceeded excitation to below voltage Check for defective VMM1, N/A N/A 10 1
limit. VMM2, or FB101 card.
Motor 2 Voltage Limit Reduce alternator Motor 2 over voltage limit.

82 Exceeded excitation to below voltage Check for defective VMM1, N/A N/A 10 1
limit. VMM2, or FB101 card.

EVENT VALUES
Alternator field current slow

Alternator Field Current to decay.
83 Level Recorded in memory only. Check for: Defective shunt, N/A N/A 10 1
iso-amp, or FB102/140
card.
88 Lamp Test None Lamp test in progress. Not

a true event. Not logged.
System Event Battery volts low. Less than

In ACCEL: No propel and 21 volts for 4 seconds and
90 Battery Volts Low turn on SYSFLT light. engine speed greater than 3600 3 10 2
In RETARD: Turn on 600 rpm.
SYSFLT light only. Check for: Check 24V
alternator or batteries.
Battery volts high. Greater
91 Battery Volts High Recorded in memory only. than 32 volts for 4 seconds. N/A N/A 10 1
Check 24V alternator
regulator.
Engine sensor output
92 Bad Engine Sensor Recorded in memory only. outside normal range. N/A N/A 10 3
Check sensor and wiring.
Indicates a data snapshot
98 Data Store Recorded in memory. has been initiated by N/A N/A 11 10
manual means.
Software problem. The
allocated fault registers in
99 Software Recorded in memory memory are full, insufficient 1800 3 5 1
space exists. Reset event
list, erase events.

TABLE II: TWO-DIGIT DISPLAY PANEL SUBCODES
PRIMARY SUB-
CODE CODE TERM DESCRIPTION
NO. NO.
ANALOG OUTPUT
54 AF_CURR_REF D/A Commanded to output >10 volts for over 0.05 seconds
55 MF_CURR_REF D/A Commanded to output >10 volts for over 0.05 seconds
56 BRKBLV D/A Commanded to output >10 volts for over 0.05 seconds
57 ENGRPMCMD D/A Commanded to output >10 volts for over 0.05 seconds
30:
61 SIG1 D/A Commanded to output >10 volts for over 0.05 seconds
ANALOG INPUT
18 GND A/D Scaled output > 16 or <-16 for 0.02 seconds

19 GAINCHK A/D Scaled output > 1675 or <-1600 for 0.02 seconds
20 GROUND_FAULT A/D Scaled output > 523 or <-523 for 0.3 seconds
21 M1_AMPS A/D Scaled output > 3500 or <-3500 for 1.0 second
22 M2_AMPS A/D Scaled output > 3500 or <-3500 for 1.0 second
23 MF_AMPS A/D Scaled output > 1500 or <-1500 for 1.0 second
24 ALT_F_AMPS A/D Scaled output > 800 or <-30 for 0.5 seconds
25 ENGHPCUT A/D Scaled output > 4.95 or <-4.95 for 1.0 second
26 SRS A/D Scaled output > 23 or <-1 for 1.0 second
27 RPINHI A/D Scaled output > 23 or <-1 for 1.0 second
28 ALTFVOLT A/D Scaled output > 1000 or <-25 for 1.0 second
32: 29 ALT_OUT_VOLT A/D Scaled output > 2250 or <-50 for 1.0 second
30 M2_VOLTS A/D Scaled output > 1200 or <-1200 for 1.0 second
31 APINHI A/D Scaled output > 25 or <-1.0 for 1.0 second
32 SVBE A/D Scaled output > 5.2 or <-5.2 for 1.0 second
33 TMFSE A/D Scaled output > 5.2 or <-5.2 for 1.0 second
34 ATOC A/D Scaled output > 2400 or <-50 for 1.0 second
35 MTOC A/D Scaled output > 2400 or <-50 for 1.0 second
36 M1TS A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
37 M2TS A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
38 TAFSE A/D Scaled output > 5.0 or < 0 for 1.0 second
39 PAYLOAD A/D Scaled output > 10.0 or < 0 for 1.0 second
40 COOLT A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
41 COOLP A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
42 CRANKP A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds
43 OILP A/D Scaled output > 5.2 or <-5.2 for 10.0 seconds

TABLE II: TWO-DIGIT DISPLAY PANEL SUBCODES (Cont.)
PRIMARY SUB-
NO. NO.
ANALOG INPUT
44 VOLTS_15P A/D Scaled output > 16.5 or <13.5 for 0.1 seconds
45 VOLTS_15N A/D Scaled output > -13.5 or <-16.5 for 0.1 seconds
46 LO_BATT_VOLT A/D Scaled output < 15.0 for 4.0 seconds
47 HI_BATT_VOLT A/D Scaled output > 33.0 for 4.0 seconds
32: 48 VOLTS_19P A/D Scaled output > 20.9 OR <17.1 for 1.0 second
49 TAMB A/D Scaled output > 5.2 or <-5.2 for 1.0 second
50 Undefined3 A/D Scaled output > 5.2 or <-5.2 for 1.0 second
FREQUENCY INPUT
51 ENG_SPD ENGSPD exceeds ENG_MAX_RPM = 2400 RPM

33: 52 M1_SPD MOTOR1SPD exceeds MTR_RPM_MAX = 3000 RPM
53 M2_SPD MOTOR2SPD exceeds MTR_RPM_MAX = 3000 RPM
HARDWARE STARTUP
1 EPROM CRC Checksum failed for base monitor buck EPROMS

2 WATCHDOG TEST Test for infinite loop failed
3 READY TIMEOUT Test for bad address failed
4 CLOCK INTERRUPT Test of interrupt circuitry failed
5 FLASH CRC Checksum failed for OBJ application code
6 SRAM TEST Static RAM read/write test failed
7 BRAM CRC Battery backed RAM checksum failed
8 BRAM BATTERY CHK Battery voltage low for BRAM
9 DATE/TIME CHECK Hour <24, day<32, Check for realistic date and time
10 BUCK RAM STACK Check of static RAM used by buck
37: 11 INTERRUPT OVERFLOW Not enough real-time for master loop
12 WATCHDOG Application tripped an infinite loop
13 BAD MEMORY Application bad memory address
14 MANUAL Command to manually test 37 was issued
15 ANALOG READBACK Output signal feedbacks indicate error
16 ANALOG A TO D Analog to digital conversion too long
17 ANALOG GNDCHK Analog input conversion lost power
18 FCLOCK STATUS Frequency input conversion error
19 FCLOCK STOPPED Frequency input conversion error
20 FCLOCK SEQUENCE Frequency input conversion error
21 FPULSE STATUS Frequency input conversion error
22 FPULSE SEQUENCE Frequency input conversion error
23 FPULSE COUNT Frequency input conversion error

TABLE II: TWO-DIGIT DISPLAY PANEL SUBCODES (Cont.)
PRIMARY SUB-
NO. NO.
ENGINE SENSOR WARNING
1 COOLANT PRESSURE Coolant pressure in warning zone for 10 sec.

2 OIL PRESSURE Oil pressure in warning zone for 10 sec.
72: 3 CRANKCASE PRESSURE Crankcase pressure >16 in. H2O for 5 sec.
4 COOLANT TEMP Coolant temperature >205°F for 10 sec.
5 ENGINE OVERSPEED RPM >2375 rpm for 2 sec.
ENGINE SENSOR
1 COOLANT PRESSURE Sensor output <0.2 VDC or >4.8 VDC for 4 sec.
2 OIL PRESSURE Sensor output <0.2 VDC or >4.8 VDC for 4 sec.
92:
3 CRANKCASE PRESSURE Sensor output <0.2 VDC or >4.8 VDC for 4 sec.
4 COOLANT TEMP Sensor output <0.2 VDC or >4.8 VDC for 4 sec.

PORTABLE TEST UNIT (PTU)
DESCRIPTION OPERATIONAL HINTS
The minimum requirements for the laptop computer to Here are a few things to remember about the use of
be used for the PTU are as follows: the PTU and software:
• IBM compatible, portable PC Some instructions in this manual call for the user
to type certain operating commands. These
• 20 megabyte hard disk drive
commands are shown in a typewriter style type
• 3.5" floppy diskette drive font within quotation marks to indicate the char-
• 2 megabytes RAM acters to be typed from the keyboard. The oper-
• Serial Port & cable ating commands should be typed in lower case
letters. Do not type the quotation marks when
• Battery charger
entering commands on the PTU.
A larger capacity hard disk, additional RAM, and a (Refer to the chart below.)
spare battery pack are desirable. Other operations require pressing an individual
Control software provided by GE or KMS on 3.5" floppy key on the keyboard; these keys are shown in
disks must be transferred to the PTU hard disk drive square brackets. For example, if an operation
prior to transferring the Control Program to the truck. requires pressing the key labelled “Enter”, it will
be shown as [ENTER]. Keys shown as [F1]
All adjustments, setup procedures and diagnostic trou- through [F10] refer to the Function keys across
bleshooting of the truck’s control system can be made the top of the keyboard. Note that many portable
via this PTU. Most of the procedures are menu driven, computers require pressing another key (usu-
with function screens provided as part of the operating ally labelled “Fn”) in conjunction with each Func-
software. Figure 2-2. illustrates the “Main Menu” which tion key.
appears when the software program opens. Figure 2-3
illustrates the “menu tree” showing the various screen Keep the PTU plugged into its charger when
menus available from the main menu and the path possible to maintain a full charge on the battery.
required to reach the next level sub-menu. There is an indicator light on the PTU which,
Sample PTU screens illustrated on the following pages when lit, indicates low battery power. If this light
show menus and data screens as they appear in the should come on while using the PTU, continue
version 12.10, March 1996 STATEX III software re- until you reach a convenient break point. Return
lease. Earlier and later versions of the software may to the main menu and turn off the PTU. Then,
differ. replace the battery with a spare and continue.
If a spare battery pack is available, switch the
The information that follows is presented in the se-
PTU battery occasionally to ensure that both
quence that would most likely be used at a mine site
batteries are kept fully charged. Battery life can
that was receiving new Statex III trucks or a mine that
be extended by fully discharging and recharging
was updating software from previous release versions.
every 3 months.
It is assumed the technician is familiar with the basic
operation of a laptop computer.
CONVENTION APPLIES TO: SAMPLE
Bold Type Menu & Screen Titles GE OHV STATEX III MENU
Quotation Marks Menu Selection Choice “PTU TALK TO TRUCK”
Typewriter Font in Quotes Command to be typed from keyboard “ gemenu”
[Brackets] Keyboard Key To Press [ENTER], [CTRL], [ALT], [F1] etc.
NOTE: When sample file names are listed as “this_release” or “prior_release”, make the following substitutions:
“this_release” STXMAR96
“prior_release” STXOCT95
“ver” 2.10
“oldver” 1.25

SOFTWARE INSTALLATION The installation program will sequentially display all
PREPARATION older versions of GE software code that may be de-
leted, pausing to allow time to decide which (if any)
There are four diskettes in a software code release. versions to delete. It is not necessary to delete older
The diskettes are labelled as follows: versions of software, however if it will no longer be
• 1. Statex Utilities used, the files should be deleted to recover disk space.
• 2. Statex PTU Screens WARNING! If older software versions are to be
• 3. Statex Object Code deleted, statistical data, files, directories and sub-
directories used with the older version will be
• 4. Statex Configuration Code
deleted automatically!
Statex Object Code is code that is common to all
trucks.
Statex Configuration Code is code that is unique to COMPUTER BOOT FILE EDITING
each truck.
In some cases it may be necessary to modify the DOS
When first received, they should all be installed in files AUTOEXEC.BAT and CONFIG.SYS to allow the
numerical sequence. Once all diskettes of a release GE software to operate properly. These files are nor-
have been installed, any single diskette may be in- mally located in the root directory of the hard drive and
stalled at any time. are used by the PTU when it is initially turned on.
The following instructions describe the procedures for At the end of diskette #1, the installation program will
initial installation of the GE software on the PTU or pause to ask whether you will permit automatic editing
procedures to update the PTU with the latest version of the AUTOEXEC.BAT and CONFIG.SYS files. If
software code. It is not necessary to connect the PTU automatic editing of these files is not permitted, the
to the truck during software installation. installation program will display changes (if any) which
should be made but will not make the changes for you.
If changes are not allowed, the recommended
NOTE: To determine the latest version of software changes should be made by manually editing the
code, contact your KMS Distributor. If new code is AUTOEXEC.BAT and CONFIG.SYS after completion
required, the current diskettes can be obtained. of the GE software installation.
If permission was given to automatically edit the
AUTOEXEC.BAT and CONFIG.SYS files, the
changes will be made and displayed for viewing. The
DELETING PRIOR SOFTWARE VERSIONS original files will then be saved under the names
AUTOEXEC.BAK and CONFIG.BAK respectively.
Software installation will require approximately 4 The “.BAK” files are saved to the hard disk as backup
megabytes of disk space on the PTU hard disk. Prior copies of the files prior to any changes being made. If
to performing the installation procedure (when disk #1 a problem should arise with the newly modified files,
is installed), a message will be displayed listing the the original AUTOEXEC.BAT and CONFIG.SYS files
space required for software installation and the actual can be restored by using DOS to delete the modified
space available on the hard disk. If insufficient space files and then renaming the backup files from
is available, the installation procedure should be A U TO E X E C . B A K t o A U T O E X E C .B A T a nd
aborted and unnecessary files should be deleted until CONFIG.BAK to CONFIG.SYS.
the required amount of space is available or the instal-
lation procedure can be continued and an automated NOTE: Whenever changes are made to the
provision is available to delete older versions of soft- AUTOEXEC.BAT and CONFIG.SYS files, the PTU
ware code. The June 1992 and later software releases must be “re-booted” for any changes to take effect.
allow deletion of older versions of the software pre- The computer can be re-booted by simultaneously
viously installed on the PTU hard disk. pressing the [CTRL], [ALT] and [DEL] keys or by
turning the power switch Off and then On again.

SOFTWARE INSTALLATION ON PTU PTU/Truck Communication Problems
Use the following procedure when initially installing the Communication problems will occur if the amount of
GE software on the PTU hard drive or if updating the DOS free memory available on the PTU is less than
current software to a new release version. 460K bytes after the software has loaded. If signifi-
cantly less than 460K is available, it will not be possi-
1. The computer must be at any DOS prompt prior ble to communicate with the truck at all.
to installing the software.
In some instances, if the PTU has less than (but very
2. Insert the #1 diskette into the computer diskette close to) 460K available, the software may appear to
drive. function properly until features such as retreiving and
3. If the floppy disk drive containing diskette #1 is saving an event to a file are attempted at which point
designated drive “A”, type “a:installa” and the program will terminate.
press [ENTER] key. To determine the amount of free memory available,
If the floppy disk drive containing diskette #1 is start the software program and on the Main Menu,
designated drive “B”, type “b:installb” and observe the amount of “free memory:” displayed in the
press [ENTER] key. upper right corner of the screen (see Figure 2-2). If the
4. When all diskette #1 files have been copied to the amount shown is less than 460K, it will be necessary
hard drive, a message to insert the next diskette to free up memory before using the PTU.
will appear on the screen. Suggestions for obtaining more free memory:
5. Remove diskette #1, insert diskette #2 and repeat The following suggestions provide a starting point to
step 3. provide additional free memory. If necessary, edit the
Before diskette #2 files are copied to the hard laptop’s CONFIG.SYS as follows:
disk, an option is presented to indicate which
serial port is to be used for communication with Load DOS and device drivers into high memory.
the truck. If the PTU uses serial port #1, enter the Eliminate any TSR (terminate-stay-ready) pro-
number “1” at the prompt. If the PTU uses serial grams such as shells or antivirus programs. Do
port number 2, enter the number “2” at the not allow Microsoft Windows to load.
prompt.
Disable PCMCIA card drivers if the laptop is
NOTE: Serial port #1 is normally used for communica- equipped with PCMCIA slots.
tion and should be chosen if uncertain. If after software
is installed and problems are encountered in commu- If DOS version 6.2 or higher is used, it is advisable to
nicating with the truck, repeat step 5 and select number create multiple start-up configurations. This will allow
“2” instead of “1”. the user to choose the appropriate configuration from
a menu list for the desired use of the laptop computer.
6. Install the remaining software files on diskettes #3 A CONFIG.SYS file can be created for specific use
& #4 using the above procedures. with the GE software, preventing unwanted drivers
7. Reboot the PTU before opening the main menu. from loading and using the required free memory.
Alternate menu choices will allow the computer to boot
8. If a new version of software has just been installed and load the necessary drivers for other functions such
and truck configuration files have been created as Microsoft Windows.
using earlier software versions, refer to “Configu-
ration (CFG) File Conversion” which follows to Note: Consult the laptop computer manufacturer’s in-
update the files for use with the new software structions and the DOS operating system technical
release. manuals for editing the CONFIG.SYS file, creating
multiple configuration files, and additional suggestions
to obtain maximum free memory.
If Windows 95 is installed on the computer, be certain

to operate in MS-DOS mode, NOT Windows.

THE MAIN MENU » “VIEW PTU SAVED FILES”
The main menu, titled GE OHV STATEX III MENU as Used to examine the contents of saved event
shown in Figure 2-2, illustrates the major selections files in the PTU. No password is required. Can
available. Note the software release date also appears only be used to playback events already stored
in the title. This menu is used to access all other in a filename.
operating menus. Options on this menu are selected » “LIST STAT DATA FILES”
by using the arrow keys or typing the first letter of the Used to examine the statistical data from a
name of the selection. truck’s CPU which has been stored on the
To view the main menu, turn the PTU power switch on. PTU.
After the PTU performs a self-test startup procedure, » “TRUCK SETUP (CFG)”
the DOS “C:>” prompt will appear.
Used to edit or create CFG files. Refer to
Type “gemenu” and press the [ENTER] key. The main PROGRAM TRUCK, for a procedure for down-
menu will appear on the PTU screen. loading configuration files to the CPU in the
The following identifies each of the options listed on FL275 panel.
the main menu: » “SELECT TRUCK SETUP”
» “QUIT MENU” Used to view the current list of configuration
When selected, the PTU exits the GE software files and to select a configuration file for down-
and returns to the DOS “C:>” prompt. When loading to the CPU. Refer to PROGRAMMING
the “C:>” prompt appears, the PTU is function- TRUCK for additional information.
ing as a standard laptop computer. » “UPDATE CFG VERSION”
» “PTU TALK TO TRUCK” Permits conversion of truck configurations
Used to “talk” to the CPU (Central Processing from older versions of software to be compat-
Unit) in the FL275 panel. All PTU/CPU commu- ible with newer versions without requiring re-
nication is done through this selection. To enter typing values for overspeed, serial numbers
this selection, a log-on with an appropriate etc.
password is required and the serial communi- NOTE: configuration files from versions prior to
cation cable should be attached. March 1992 can not be converted. Older ver-
sions must be retyped.
» “CHANGE PTU PASSWORD”
Used to set passwords which permit different
levels of access to the operating screens in the
software.
Software Release Date
FIGURE 2-2. MAIN MENU

FIGURE 2-3. PTU SOFTWARE MENU TREE

CONFIGURATION (CFG)
FILE CONVERSION
When new GE software code is installed on the PTU
to replace older versions of software, it will not contain
the existing truck configuration data (overspeeds, se-
rial numbers, option choices etc.) already in current
truck files.
The Configuration Conversion Tool (“UPDATE CFG
VERSION” option on the main menu) eliminates the
need for any truck configuration data retyping. It will
convert this truck data from the existing October 1995
or July 1994 release configuration files. If July 1994
release CFG files are to be used with the March
1996 release, it is necessary to first convert the
CFG files to the October 1995 release. The October
1995 version CFG files can then be converted for use
with the March 1996 release.
FIGURE 2-5. ELEMENTS OF A GE FILE NAME
NOTE: For the configuration conversion tool to work
properly, the OEM must have saved their OEM file in
both the \GEOHV\CFG\STXMAR96 directory and the 2. Select “TRUCK SETUP (CFG)” from the GE OHV
\GEOHV\CFG\MAR96\TRUCK directory on diskette STATEX III MENU and press [ENTER].
#4.
3. The cursor should be at number 1. Press [EN-
CONVERSION PROCEDURE TER]. The screen shown in Figure 2-4 is a typical
example. Make a list of the files listed on your
Use the following procedure to convert configuration screen.
files used with previous versions of software for use in
the current version: NOTE: Refer to Figure 2-5 for an explanation of the
elements of a GE file name. This information can be
Search for old CFG filenames: used to determine the release version of files stored
1. Select the previous software version by typing on the PTU.
“oldge” at the DOS “C:>” prompt.
FIGURE 2-4. CFG FILES CREATED IN EARLIER SOFTWARE RELEASE

4. Exit back to the GEOHV STATEX III Menu, use » [F4] creates a new configuration file with a new
the arrow keys to highlight “QUIT MENU” and configuration file name (only at the line where
press [ENTER] to return to DOS. the cursor is).
5. Open the main menu for the current software » [F5] creates multiple configuration files with
release by typing “gemenu” and press [ENTER]. new configuration file names for all files in the
The main menu (Figure 2-3) should appear. (Note NEWCFG column.
the software release date in the menu title.)
» [F6] resets all new file names to their original
OLDCFG names.
Convert old CFG files for new software: » [F7] sorts the old configuration files in the
NEWCFG column by file names.
6. Select “UPDATE CFG VERSION” by typing [u] or
move the cursor with the arrow keys and press » [F8] sorts the old configuration files by their ex-
[ENTER]. The screen shown in Figure 2-6 will tensions.
appear.
Note: The description of [F7] or [F8] will be capitalized,
7. Note the screen shows a series of options labelled depending on which sort has been used.
“F1” through “F9”, referring to the Function Keys
» [F9] exits the Configuration Converter Tool and
[F1] through [F9] and provides a description of
returns to the GEOHV Main Menu.
each.
8. Note in Figure 2-6 the four columns headed by
» [F1] provides a Help Screen to assist you di-
“OLDCFG”, “OLDOEMCFG”, “NEWOEMCFG”
rectly on the screen.
and “NEWCFG.” These are described as follows:
» [F2] names the new configuration file in column
» Files listed under “OLDCFG” are the old truck
NEWCFG with the old configuration file name
configuration files created by the mine using
in column OLDCFG (only at the line where the
the previous software release which is dis-
cursor is).
played for possible conversion.
» [F3] names the new configuration file with no
» Files listed under “OLDOEMCFG” are the old
configuration file name.
OEM files created by KMS and given to the
mine to create the previous release configura-
tion files.
FIGURE 2-6. CONFIGURATION CONVERSION INITIAL SCREEN

FIGURE 2-7. TYPING IN NEW FILE NAME IN COLUMN FOUR
If an error is made in naming this file, the operation can

be cancelled any time before [ENTER] is pressed by
» Files listed under “NEWOEMCFG” are the new
first pressing [ESC]. This returns the cursor to its
OEM files created by KMS and given to the
original starting position where it can once again be
mine for the current software release version to
moved with the arrow keys. A note to this effect is
create the new configuration files.
displayed at the bottom of the screen.
» Files listed under “NEWCFG” are the names of
The example shows the new file name to be “TEST1.”
the new configuration files to be created by the
There is room for eight characters. If there are more
Configuration Conversion Tool. The cursor is
letters in the old name than in the new, simply erase
there, blinking in front of the first file name in
them using the space bar.
the last column to indicate that the computer is
ready to edit these file names. The numbers Note the asterisk (*) which appears in front of the new
which precede each column heading indicate name, and another asterisk appears in front of the
the number of different files listed. column heading when you begin typing. This means
the file name is being changed, but the file has not yet
9. Note equal (=) signs appear at the beginning and
been created. The asterisks disappear if [ESC] is
the end of the first file name line, and follows the
pressed to cancel the renaming operation.
cursor up and down the list of files.
12. After the new name has been typed in, press
10. Using the RIGHT arrow key, move the cursor to
[ENTER]. This records the new file name. Note the
the right. The cursor will fall under the first letter of
cursor moves back to its starting position at the left
the first file name in the last column. The UP,
of the file name asterisk.
DOWN and LEFT arrow keys are now ineffective.
See Figure 2-7. This operation can be cancelled, even after [ENTER]
has been pressed by pressing [F6]. This resets the file
11. Type in the name for the new file over the old
back to its original name.
name.

FIGURE 2-8. NEW FILE NAME CREATED AFTER "F4" IS PRESSED
13. Press [F4] to create the new file. The mine data 15. Use the RIGHT arrow key and move the cursor to
from the file in the first column is copied and put the right.
into the OEM file in the third column to create the
16. Type in the new file name.
name you entered in the fourth column. See Fig-
ure 2-8. Note that both asterisks (*) have changed 17. Press [ENTER]. The example in Figure 2-9 shows
to plus signs (+), indicating the file has been the new file name to be “TEST2.”
created and copied to the hard disk.
18. Use the DOWN arrow key and move the cursor to
14. Use the DOWN arrow to move the cursor to the the next file name.
next file name. Note the equal (=) signs move with
19. Move the cursor to the right to position the cursor
the cursor.
on the name.
FIGURE 2-9. "TEST2" FILE NAME TYPED IN

FIGURE 2-10. CONVERTING REMAINING FILES
20. Type in the new file name (TEST3) and press 22. Press [S]. Note the computer went directly to the
[ENTER]. second file and created it, and went on to the third
Note an asterisk appears in front of both “TEST2” file and created it. Note also that all asterisks (*)
and “TEST3”, indicating the names have been are now changed to plus signs (+).
changed but the files have not yet been created.
23. Press [F9] or [ESC] to exit this screen and return
21. You can now press [F5] to create all new files at to the GE OHV STATEX III MENU.
once. See Figure 2-10.
24. Select “TRUCK SETUP (CFG)” and press [EN-
a. Note the screen prompts you to make a deci- TER].
sion; “(O)” for Overwrite the file name, “(S)” for
Skip creation of the noted file & continue with 25. Select No. [1] to view the current truck configura-
the remaining files, “(A)” for Abort creation of tions on file. The sample screen shown in Figure
any new files. This is because the [F5] key tries 2-11 will appear. Note that the three new configu-
to create all of the new files, and the first file ration files are listed and are available for use.
has already been created. These new files contain the latest release of GE
The computer is looking at the first file and is software and all of the truck configuration data
asking which of these three options to apply. from the previous files.
Since the first file has already been created, the
correct option is “(S)” for Skip & continue.
NOTE: This feature can be used to change a file name
which was already created by selecting “(O)”, or abort
the last changes made by selecting “(A)”.

FIGURE 2-11. CONVERTED TRUCK CONFIGURATION FILE LIST

STATEX CONFIGURATION FILES “0) Source Directory: . . .”
Truck Configuration files must be properly setup and When the TRUCK SETUP CONFIGURATION MINE
the correct file selected prior to programming the MENU first appears, a default source directory used to
FB101 card in the FL275 Panel. store truck configuration files will appear in line 0).
The following examples illustrate the various selec- In some cases it may be beneficial to create other
tions available from the TRUCK SETUP CONFIGU- directories for storing truck configuration files. For
RATION MINE MENU and the procedure required to example, a mine operating several models of trucks
create and save a configuration file for a specific truck. may prefer to create directories named “510E”, “685E”
and “830E” to separate configuration files.
NOTE: If additional directories as described above are
1. Turn on the PTU. When the DOS “C:>” prompt desired, the new directories MUST be created using
appears, type “gemenu” and press [ENTER]. DOS, prior to using the GE software.
2. With the GE OHV STATEX III MENU displayed, If configuration files are to be retrieved from a different
use the arrow keys to move the cursor to “TRUCK directory, use the following procedure:
SETUP (CFG)” and press [ENTER]. The TRUCK
SETUP CONFIGURATION MINE MENU shown 1. Move the cursor to line 0) and press [ENTER].
in Figure 2-12 will appear. 2. With the cursor on “0”, type in the full DOS path
3. The first line under the heading indicates the name of the alternate directory used to store
number of configuration files stored on the PTU configuration files. Press [ENTER].
(hard drive) source directory shown in the second 3. The alternate directory name will appear and the
line. The example in Figure 2-12 lists ten configu- number of configuration files stored in the alter-
ration file stored in the directory named nate directory will be displayed above line 0).
C:\GEOHV\CFG\(this_release)\TRUCK.
If all configuration files are stored in the default direc-
tory that appears when the TRUCK SETUP CON-
Each time a new configuration file is created and saved FIGURATION MINE MENU appears, no change to line
it will be added to the list of files available and the A) is necessary.
number of “STATEX truck configurations” will in-
crease.
FIGURE 2-12. TRUCK CONFIGURATION FILE MAIN MENU

“1) Select A Truck Configuration . . .” » DEL = Choosing delete will prompt for a Y/N in-
put to delete the selected file or not.
Note: A truck configuration must be selected before
menu choices 1 through 8 can be used. When many files are listed, it is helpful to sort the file
names in a different order from what they appear. For
1. With the TRUCK SETUP CONFIGURATION
example, to sort the files by truck ID, press the [3] key.
MINE MENU displayed, press [1] or move the
If the Delete key [DEL] is chosen, the file next to the
cursor to 1) and press [ENTER] to select “Select
cursor will be deleted after the prompt appears and [Y]
a truck configuration, . . . ”.
is chosen. If the file should not be deleted, press [N] to
2. A listing of the configuration files stored in the return the cursor to the file list.
source directory (line 0), will appear as shown in
When many files are listed, [Page Up] and [Page
Figure 2-13.
Down] keys help move the cursor around the screen
NOTE: Normally, the display would show the base faster. Otherwise use the UP arrow [↑]and DOWN
configuration that was provided by the OEM, to define arrow [↓] keys.
the specific truck model options plus a configuration
that was made by the mine specifically for each truck. 4. Move the cursor to the desired configuration and
press [ENTER] to select the filename and return
to the TRUCK CONFIGURATION MINE MENU.
3. Note that across the bottom of the screen, six The file selected will then appear in line “1)” of the
different file list sort options are available. TRUCK SETUP CONFIGURATION MINE
» 1 = DOS file name MENU.
» 2 = DOS filename.extension NOTE: Press [ESCAPE] if leaving the screen without

making a selection.
» 3 = Truck ID
» 4 = Date that the file was created
» 5 = GE file name
» 6 = GE filename.extension
FIGURE 2-13. TRUCK CONFIGURATION FILE SELECTION SCREEN

FIGURE 2-14. TRUCK CONFIGURATONS SCREEN
(Sample 830E Information)
“2) View Truck Configuration: Data Curves . . .” 2. Press any key to view the second screen: TRUCK
CONFIGURATION DATA CURVES SCREEN.
NOTE: The following screens are “view only”. No
An example of the data curves is provided in
changes can be made.
Figure 2-15.
1. With the sample configuration file selected and
3. Press any key to return to the TRUCK CONFIGU-
displayed at the end of line 1) of the TRUCK
RATION MINE MENU.
SETUP CONFIGURATION MINE MENU, use
the Down arrow to move the cursor to the menu
position “ VIEW TRUCK CONFIGURATION
SCREEN; DATA CURVES SCREEN” and press
[ENTER], or press [2]. An example of a model
830E truck configuration is shown in Figure 2-14.
FIGURE 2-15. DATA CURVES SCREEN

FIGURE 2-16. TRUCK COMPONENT SERIAL NUMBERS SCREEN
“3) Change/View Serial and Model Numbers . . .” “4) View Options . . .”

1. Use the down arrow key to move the cursor to the NOTE: The options on this screen can be changed
menu position “CHANGE/VIEW SERIAL AND only by the manufacturer.
MODEL NUMBERS SCREEN”, or press [3]. All
1. Use the Down arrow to move the cursor to the
of the major component serial numbers will be
menu position “VIEW OPTIONS” and press [EN-
displayed, or serial number information can be
TER], or press [4]. The screen shown in Figure
typed in. Refer to the screen shown in Figure
2-17 will appear.
2-16. If a serial number is changed, an asterisk
(*) will appear next to it. 2. Several codes are used to indicate the status of
various options and equipment.
2. To insert new serial numbers, move the cursor to
the desired location, type in the information, and The Y, N and X codes are described as follows:
press [ENTER]. When finished entering serial
» Y = OEM has selected YES
numbers, exit the screen by moving the cursor to
the “leave truck serial numbers screen” selection » N = OEM has selected NO
and press [ENTER].
» X = Not available to OEM
FIGURE 2-17. OPTIONS ENTRY SCREEN (VIEW ONLY)

The following list defines each option: i. Optional motor 1 temperature sensor installed
a. GE engine control Y: Motor 1 temperature sensor option is in-
Y: “Fuel Saver” circuitry is installed. The en- stalled.
gine, accelerator and retard pedals interface N: Ignore this input.
with the FL275 panel. j. Optional motor 2 temperature sensor installed
N: Accelerator and retard pedals interfaced with Y: Motor 2 temperature sensor option is in-
ACC/RET panel. stalled.
b. Engine Status (voltage signal from engine sys- N: Ignore this input.
tem fault which inhibits propel): k. AS switch overrides retard speed control
Y: 0 v trip Y: Pressing the accelerator pedal will override
N: 28 v trip the retard speed control system and allow
NOTE: Y is used for DDEC and MTU engine system acceleration with the retard speed control
interface for Engine Service and Engine Shutdown system turned on.
digital inputs. N: Pressing the accelerator pedal does not
override the retard speed control system.
l. Retard speed control system installed
c. Engine crankcase pressure sensor installed
Y: FL275 panel accepts the retard speed control
Y: Analog engine crankcase pressure sensor system input.
has been installed on the engine.
N: Control computer ignores this input.
N: Ignore this input.
m. Spin/stall option
d. Engine coolant temperature sensor installed
Y: Spin stall system is active.
Y: Engine coolant temperature sensor has been
N: Function is turned off.
installed on the engine.
n. Electric contactor/reverser option
Y: Electric propulsion contactor an reverser are
e. Engine coolant pressure sensor installed
active.
Y: Analog engine coolant pressure sensor has
N: Function is not computed. (Air operated com-
been installed on the engine.
ponents are installed.)
o. mph OEM option
f. Engine oil pressure sensor installed
The number entered is the value in miles per
Y: Analog engine oil pressure sensor has been
hour at which the digital output OEM SPEED
installed on the engine.
EVENT is turned On. When the truck slows to
N: Ignore this input. a speed below this setting, the OEM SPEED
g. APS (Accelerator Pedal Switch) accel inhibit: EVENT is turned Off.
Y: 28 v at the “accinh” digital input will inhibit
acceleration.
N: 0 v at the “accinh” digital input will inhibit
acceleration.
h. Two speed overspeed system installed
Y: Loaded/empty load weighing system is oper-
ating on the truck.
N: System not installed on the truck.

“5) Change/View Truck Specifics . . .” b. Ignore high idle switch when empty
NOTE: If values are changed on the TRUCK SPE- Y: Operator request for high idle is ignored if
CIFICS SCREEN, the truck MUST be re-pro- sensors indicate truck is empty.
grammed before the changes will be in effect. N: Load weighing sensors do not affect idle
selection.
The TRUCK SPECIFICS SCREEN is used to enter the
desired values of engine horsepower, engine load Note: This option is only applicable when OEM-options
rpm, accelerator and retard pedal calibration, the “GE engine control is set to “N” and “two speed
blower pressure fault time delay, the fault data collec- overpseed system installed” is set to “Y”.
tion interval, statistical data quarter start month, and
the mine truck identification.
c. Engine horsepower output adjust
1. Use the Down arrow to move the cursor to the
This line allows entering the reducer or adder
menu position “CHANGE\VIEW TRUCK SPE-
to the nominal horsepower that was deter-
CIFICS” and press [ENTER], or press [5].
mined in the manual load box screen. For
2. The TRUCK SPECIFICS SCREEN, Figure 2-18, example, if in the manual mode load box
will be displayed. Move the cursor to the line screen the nominal HP is set at 2350 NHP, use
where a change is desired. Enter the values the increment/decrement keys to load the en-
desired as a permanent value in the truck code. gine to the point where it starts to bog the
(Type the value and press [ENTER].) A note at engine. The horsepower output adjust value
the bottom of the screen shows the range of shown at the bottom of the screen is entered
values that may be entered. here. The available range is displayed at the
a. Manual horsepower limit set bottom of the screen when this line is selected
with the cursor. This allows modification of the
Used to select manual or automatic horse-
value of the horsepower pre-programmed in
power limit.
the configuration data tables.
Y: Manual
d. Engine full load rpm value
N: Automatic
Used when the manual horsepower limit set is
NOTE: It is recommended that this value is always set “N”. Sets the engine rpm value that the control
to “N” to select automatic. In this condition the system system will maintain by automatically adjusting
will automatically adjust the electrical system load to the load. The available range is displayed at
maintain the ENGINE FULL LOAD RPM value speci- the bottom of the screen when this line is
fied in step d. selected with the cursor. This generally is set
to the rated RPM of the engine.
FIGURE 2-18. TRUCK SPECIFICS SCREEN

e. Retard current demand adjust Used to enter the percent of pot reference volts
This line allows entering the adder or reducer at which the retard pedal is calibrated to have
to make the system regulate at the proper zero retard request.
retard current limit by compensating for the i. Percent retard pedal travel full request
offset error in the isolation amplifiers. Used to enter the percent of pot reference volts
Use the TEMPORARY RETARD CURRENT at which the retard pedal is calibrated to have
ADJUST SCREEN to determine what this full retard request.
value should be. The number entered (units
are amps) can be + or -, and it will cause the Note: Refer to “Statex III Electrical System Checkout
control to change the retard current limit by that Procedure, Retard System Check and Adjustment” for
amount. retard pedal calibration.
1. With the truck shut down and control power ON, j. Blower pressure fault time
measure the output of Iso-amps IA3 and IA4 at Use to set the blower fault time delay in sec-
terminal “D” and record the values. onds. A value between 30 seconds and 101
2. Use the higher of the two readings. (1 amp seconds may be entered if a delay other than
=0.001 volts). (For example, if the higher read- the default setting of 101 seconds is desired.
ing was +0.01 volts, the offset is +10 amps.) k. Event data collection interval (sec)
3. Using the above example, enter -10 amps in Used to set the time interval in seconds that the
the temporary screen. CPU collects fault data.
4. Operate the truck and verify the correct retard l. Stopped advance engine idle
limit was obtained.
For future use.
5. If the correct retard limit was observed in step
m. Statistical quarter start month (0=jan, 1=feb,
4, enter that number (-10 in this example) on
2=mar)
this screen to make it permanent.
Used to set the starting month for the active
calendar quarters on the CPU clock.
Note: Items f. through j. are applicable only if truck is Example:
equipped with “Fuel Saver” system and “GE engine 0=Jan, Apr, Jul, Oct
control” on the OEM-ONLY SETTABLE OPTIONS
1=Feb, May, Aug, Nov
ENTRY SCREEN is set to “Y”.
2=Mar, Jun, Sept, Dec
f. Percent accel pedal travel off request
n. Truck identification number
Used to enter the percent of pot reference volts
For use by the mine to enter the truck identifi-
at which the accelerator pedal is calibrated to
cation number. Truck ID shows up with the
have zero accel request.
event data and must be unique for each truck.
g. Percent accel pedal travel full request.
Used to enter the percent of pot reference volts
at which the accelerator pedal is calibrated to 3. When changes are completed, move the cursor
have full accel request. to “LEAVE TRUCK SPECIFICS SCREEN” and
press [ENTER]. This automatically returns the
Note: Refer to “Statex III Electrical System Checkout program to the TRUCK SETUP CONFIGURA-
Procedure, Throttle System Check and Adjustment” TION MINE MENU.
for accelerator pedal calibration.
h. Percent retard pedal travel Off request

FIGURE 2-19. OVERSPEEDS ENTRY SCREEN
“6) Change/View Overspeeds . . .” c. Empty overspeed dropout . . . mph

The OVERSPEEDS ENTRY SCREEN is used to enter Speed at which overspeed retarding is re-
the desired speed settings for overspeed pickup, over- leased in miles per hour for an empty truck.
speed dropout, speed override, and the maximum d. Empty speed override . . . mph
retard speed control speed. Speed override value in miles per hour for an
1. Use the down arrow key to move the cursor to the empty truck. It must be at least 1 mph lower
menu position “CHANGE/VIEW OVERSPEEDS” than the empty overspeed detect value.
and press [ENTER], or press [6]. e. Empty maximum retard pot . . . mph
2. The OVERSPEEDS ENTRY SCREEN, Figure Maximum retarding speed for the retard speed
2-19, will be displayed. Using the UP and DOWN control system when the pot is set at maximum
arrows, move the cursor to the line where a on an empty truck.
change is desired. Note that the empty or loaded f. Loaded overspeed overshoot . . . mph
values are selected in the control system only Overspeed overshoot speed setting (to be set
based on the input from the 2 speed overspeed above the loaded overpseed retarding mph) in
switch where 0 volts selects loaded value and +28 miles per hour for a loaded truck.
volts selects empty values. Move the cursor to the
g. Loaded overspeed detect . . . mph
proper line and enter the desired value as a
permanent value in the truck code. (Type the Overspeed retarding pickup setting in miles per
number and press [ENTER].) hour for a loaded truck.
h. Loaded overspeed dropout . . . mph
General guidelines for picking entry speeds:
Speed at which overspeed retarding is re-
» Loaded values must be less than or equal to leased in miles per hour for a loaded truck.
empty values.
i. Loaded speed override . . . mph
» Overspeed dropout must be less than or equal Speed override value in miles per hour for a
to 0.95 of detect speed. loaded truck. It must be at least 1 mph lower
» Speed override must be set at 1.0 mph (or than the loaded overspeed detect value.
more) below the overspeed detect point. j. Loaded maximum retard pot . . . mph
Note: As the cursor is moved from one selection to Maximum retarding speed for the retard speed
another, a variety of instructions appears at the bottom control system when the pot is set at maximum
of the screen, one for each selection. on a loaded truck.
a. Empty overspeed overshoot . . .mph 3. Move the cursor to the “leave overspeeds entry
screen” when finished entering values and press
Overspeed overshoot speed setting (to be set
[ENTER]. This automatically returns the program
above the empty overpseed retarding mph) in
to the TRUCK SETUP CONFIGURATION MINE
miles per hour for an empty truck.
MENU. If you have made an inconsistent entry for
b. Empty overspeed detect . . . mph the speeds, you will not be able to exit the screen.
Overspeed retarding pickup setting in miles per A note will appear at the bottom to guide you in
hour for an empty truck. correcting the error.

“7) Save a Truck Configuration, filename: . . .” The Mine may choose to set up its own system for
naming and recording the Truck configuration files
NOTE: If the configuration file is to be saved into a
currently installed on its trucks, but it is strongly rec-
directory other than the directory shown at the end of
ommended that a file naming system be established.
line 8), the new directory must be specified before
“Save a truck configuration, . . .” in line 7) is selected.
Refer to “Save Directory: . . . ” on the following page. NOTE: The file name length is limited to 8 characters
maximum, followed by a period, then followed by a
Changes to the Configuration File represent changes maximum 3 characters.
made by the mine specific to their equipment and
operating conditions. When the Truck Configuration
file is modified, it should be saved under a new file 1. From the TRUCK SETUP CONFIGURATION
name rather than being resaved under the originally MINE MENU screen, move the cursor to line 7)
selected file name. and press [ENTER] or press [7] key to select
“Save a truck configuration, filename:”
Example:
a. After “filename:. . . ” the original selected truck
The Mine configuration file name may be defined as configuration file name will appear as a prompt.
M123006A.398 where: b. Type the desired Mine truck configuration file
M = Mine designation letter name defined above to replace the original file
123 = Mine truck identification number (last name as shown by the arrow in Figure 2-20.
three digits) Press [ENTER] key.
006 = Hardware Configuration (GE defined c. The saved Mine configuration file name should
truck config. screen) now appear in the source directory. Press the
A = Revision Letter (A =1st release of this [0] key to verify the file has been added to the
config. file) list of configuration files as shown by the arrow
. = Period (Used to separate first 8 characters in Figure 2-21. The Mine configuration file is
from last 3) now accessible in the subdirectory for installa-
tion into the CPU.
3 = Current Month (Jan =1, ... Sep =9,
Oct = A, Nov = B, Dec = C) d. Press [ESC] key to return to the previous menu
98 = Current Year (’98) screen.
FIGURE 2-20. ENTERING NEW CONFIGURATION FILE NAME

FIGURE 2-21. TRUCK CONFIGURATIONS FILE LIST
(Sample file name shown added to list)
“8) Save Directory: . . .” 5. Type in the new file name (M123006A.398 in the
example shown). The original filename will disap-
At the end of line 8) a directory is displayed for storing
pear as the new name is typed.
the new truck configuration file. The sample in Figure
2-20 shows: 6. Press [ENTER] to save the new file name into the
“C:\GEOHV\CFG\(this_release)\TRUCK”. directory shown on line 8).
This directory will be the same as the directory shown
7. Move the cursor to line 1) and press [ENTER] or
in line A).
press [1]. This will display the list of configuration
If the newly created configuration file is to be stored in files as shown in Figure 2-21. Verify the new file
this directory, it is not necessary to change line 8). name has been added to the list.
When line 7) is selected and the file saved, it will
8. When finished with the TRUCK SETUP CON-
automatically be saved to the directory shown in line
FIGURATION MINE MENU, move the cursor to
8).
line 9) and press [ENTER] or press the [9] key to
If the configuration file is to be saved in a different Quit.
directory, use the following procedure BEFORE a. The prompt, “Quitting, Are you sure (Y/N):”
selecting line 7) to save the file: appears as a warning against quitting without
1. Move the cursor to line 8) and press [ENTER] or saving the modified configuration file. Press [Y]
press [8]. key if you are sure that the Mine renamed
configuration file has been properly saved.
2. Type in the full DOS path name of the directory in
which to store the new configuration file. Press 9. The GE OHV STATEX III MENU will appear on
[ENTER]. the PTU screen.
NOTE: If a new directory is specified, the directory

name MUST exist on the PTU hard drive. The software NOTE: It is advisable to make a backup copy (to
is not capable of creating a new directory. New direc- a floppy disk) of the current Truck Configuration
tories must be created using DOS. File whenever changes are made to the file. This
will provide a backup copy of configuration infor-
3. Move the cursor to line 7) and press [ENTER] or mation which will not have to be manually re-en-
press [7]. tered in the event data on the PTU hard disk drive
4. The current file name will appear at the end of line is lost. Refer to the DOS operating system manu-
7). als supplied with the PTU for specific procedures
for copying files from the PTU to a floppy disk.

“CHANGE PTU PASSWORD” » Level 3 has several privilege levels to allow or
prevent access to the screens listed. The pass-
The ability to set passwords for access privilege levels
word privilege must be equal to or greater than
is provided using the “CHANGE PTU PASSWORD”
the value indicated. The upper limit for level 3
selection from the GE OHV STATEX III MENU. A
is 14899.
password is required to enter the screen. The system
is designed to show the privilege level of the password Selections listed at the bottom of the screen allow
used to enter this screen and all those of lesser privi- passwords to be added, changed and deleted. Addi-
lege. The chart below lists the levels and the PTU tional help is available by pressing [F1].
screens that can be accessed at the various privilege
It is recommended that supervisors assign passwords
levels.
and privilege levels below their own.
» Level 1 has a privilege level of 200 and is the
NOTE: On some PTUs, some difficulty has been ex-
base level for mechanics. It requires a privilege
perienced if passwords were entered which have ze-
of 190 or greater. A level 1 password, “TEST”
ros. The problem was found to be caused by the PTU
is available to anyone and is set by GE as part
being in the “Numlock” mode (or “Keypad” mode on
of the software code.
some PCs). This interprets a section of the normal
» Level 2 has a privilege level of 1000. It must keypad as a numeric keypad and hence produces the
not be less than 300 or greater than 1099. This wrong characters.
password can be set by KMS or the mine.
PTU USER PRIVILEGE LEVELS

LEVEL PRIVILEGE SCREEN TITLE LEVEL PRIVILEGE SCREEN TITLE
GE OHV Statex III Menu Upload Statistical Data Menu

Normal Operation Menu Temporary Truck Settings Menu
1 200 Monitor Real Time Data Screen Temporary Speed Set Screen
Automatic Load Box Test Screen Temporary Retard Current Adjust Screen
Manual Load Test Box Screen Temp. Event Data Collection Interval Screen
Accelerate State Logic Screen Truck Specific Information menu
2 1000
Monitor Analog Input Channels Screen OEM Option Screen
Retard State Logic Screen Mine Option Screen
Special Operation Menu View Speed Settings Screen
Event Data Menu Serial Numbers Screen
Event Summary Screen GE Version Information Screen
2 1000
Event Data Display Screen Special Control Engine Stopped Test Menu
Special F1 Help Screen Manual Digital Output Test Screen
Upload GE Event Data Yes/No Screen View Program Truck File
Statistical Data Menu 1100 Reset “All” Yes/No Menu (Erase Event Data)
Stat Parameter Counters Screen 3 2990 Date and Time Set Screen
Profiles Screen 4990 Program Truck Yes/No Menu

PROGRAMMING THE TRUCK Activate The PTU Mode
The following procedures should be followed to pro- 1. Use the arrow keys to move the cursor to the “PTU
gram a new truck or reprogram an operational truck TALK TO TRUCK” selection on the main menu
when necessary. Reprogramming is required if the and press [ENTER].
FB101 card is replaced, equipment is added or re- 2. Logon by responding to the prompts shown in
moved, or if changes are made to the Truck Configu- Figure 2-22, typing in your name (initials will
ration File. suffice) and password.
It is assumed the correct Truck Configuration File is 3. A menu titled GE STATEX III PTU MAIN MENU
available for programming the truck. If not available, or (Figure 2-23) will appear after the PTU goes
if changes are required, refer to previous information through necessary loading (about 10 seconds).
in “STATEX CONFIGURATION FILES” and make the
required changes before proceeding. NOTE: Various screens may display caution state-
ments about contactors moving. This is to protect
Perform the following steps to program the truck: maintenance personnel who may be working in the
control cabinet while the PTU is being used to perform
Connect PTU to the Truck test and set-up functions.
1. Connect the PTU to the control system on the
truck:
a. Connect the PTU cable male plug to the “A” NOTE: If a PTU lock-up occurs at any time during
receptacle located at the Two-Digit Display communications with the truck, it may necessary to
panel in the control cabinet or in the cab. Plug start over. Perform the following:
the female connector end of the cable into the 1. If the PTU screen has a message at the bottom
serial port receptacle at the back of the PTU. of the screen, press the [SPACE] bar and wait for
NOTE: Connector A is used for communication with the message to clear.
the truck CPU. Connector B uses a cable with a female 2. If the PTU still does not communicate, turn the
connector on both ends and is used for communicating Control Power switch Off. (Sometimes it may be
with a mine dispatch computer. necessary to turn the battery disconnect switch
b. Provide 110 vac to the work area on the truck. off to insure a complete cycle of power.)
Connect the portable battery charger for the 3. If this doesn’t work, press the [CTRL], [ALT] and
PTU to 110 vac and the PTU. This will maintain [DEL] keys simultaneously. This reboots the PTU
the charge on the PTU battery. and takes the PTU to the DOS “C:>” prompt.
2. Turn on the PTU. After warm-up and self-test, the Then, type “gemenu” to reopen the main menu.
DOS “C:>” prompt will appear.
3. Type “gemenu” and press [ENTER]. The main
menu titled GE OHV STATEX III MENU will ap-
pear.
NOTE: There may be two available GE OHV menus
on the portable computer. If installed, a previous soft-
PTU Logon
ware version can be accessed by typing “oldge” at
the DOS prompt.
1. Enter your name:
2. Enter your password:
Select Configuration File
Your Privilege level is: 10000
1. Use the arrow keys to move the cursor to select
“SELECT TRUCK SETUP”.
2. Select the proper Truck Configuration file by mov-
ing the cursor to the correct file and pressing
[ENTER].
3. The GE OHV STATEX III MENU will reappear. FIGURE 2-22. PTU LOGON INFORMATION ENTRY

FIGURE 2-23. PTU MAIN MENU
Check Object Code Version 2. If code has not been installed, the truck CPU is
not programmed, and an error message will ap-
Before downloading configuration files to the truck
pear as shown in Figure 2-24. If this happens, the
CPU, use the cursor to select “OBJ CODE V0.00” (or
downloading selection will be “YES, INSTALL
whatever number is displayed on the screen) as shown
PROGRAM INTO TRUCK”.
in Fig. 2-23. When selected, one of two events will take
place:
1. If a number appears on the screen, code has been
installed into the truck CPU, and the downloading
selection on the PROGRAM TRUCK YES/NO
MENU will be “YES, RELOAD PROGRAM INTO
TRUCK”.
PROBLEMS COMMUNICATING W/TARGET
Unable to successfully communicate

with target after 1 attempt
Press “ C” to continue attempts,

“ R” to re-initialize Serial Port,
Anything else to abort this packet
Overrun error: 0
Parity error: 0
Framing error: 0
TOTAL ERRORS: 1
FIGURE 2-24. PTU/CPU COMMUNICATION ERROR MESSAGE

Download Configuration Files 5. Use the arrow keys to move the cursor to desired
program truck selection.
Download configuration files into the CPU on the truck
as follows: a. “NO, Return to Engine Stopped Test Menu”
This selection will take the computer back to
1. From the GE STATEX III PTU MAIN MENU the SPECIAL CONTROL ENGINE STOPPED
(Figure 2-23) use the arrow keys to move the TEST MENU.
cursor to the “SPECIAL OPERATION WITH EN- If, for some reason programming is not desired,
GINE STOPPED” selection and press [ENTER]. select this choice.
An intermediate screen will appear asking yes or
b. “YES, RELOAD PROGRAM INTO TRUCK”
no. With the cursor on “yes” press [ENTER]. The
Use whenever the truck CPU has already been
SPECIAL CONTROL ENGINE STOPPED TEST
programmed and re-programming is desired.
MENU screen appears.
This selection is appropriate if, for example, the
2. Use the arrow keys to move the cursor to the truck configuration file has been modified. The
VIEW PROGRAM TRUCK FILE selection and configuration file must be reloaded for the
press [ENTER]. The screen will show the CFG changes to become effective.
and OBJ file to be downloaded. c. YES, INSTALL PROGRAM INTO TRUCK
3. Press [ESC] to return to the previous menu. Use to install a program into the truck CPU for
the first time or into a new or modified FB101
4. Use the arrow keys to move the cursor to the card. For example, if the FB101 card EPROM’s
“program truck yes/no menu” selection and press are updated.
[ENTER]. The PROGRAM TRUCK YES/NO
MENU screen appears. 6. Press [ENTER] to begin programming the truck.
The programming will take approximately 15 min-
utes to complete.
7. During the downloading operation, various mes-
sages are displayed on the PTU screen as the
procedure progresses. At completion, press
[SPACE] per instruction on the screen.

DATE AND TIME
When the initial programming of a truck is completed, 4. If the date and time displayed is correct, press
the date and time should be set. [ENTER] at the “No, Do not reset date and time”
selection.
5. Use the arrow keys to move the cursor to the
various other selections.
6. Type the day of the month, 1 thru 31, and press
Selecting “SPECIAL OPERATION” in the following
[ENTER].
procedure may present a safety hazard if the en-
gine is running. Control of the propulsion system 7. Press the Down arrow key. Type the month as a
may transfer from the truck driver to the PTU two-digit number, 01 thru 12, and press [ENTER].
operator with this software operation. See step 1.
8. Press the Down arrow key. Type the year as a
below for details.
two-digit number, 00 thru 99, and press [ENTER].
9. Press the Down arrow key. Type the hour based
“SPECIAL OPERATION” selection on the GE
on a 24 hour clock, 00 to 23, and press [ENTER].
STATEX III PTU MAIN MENU and press [EN-
TER]. The message shown in the lower half of 10. Press the Down arrow key. Type minute, 00 thru
screen shown in Figure 2-25. will be displayed. 59, and press [ENTER].
This warning notifies the operator when control of
11. Press the Down arrow key to the “RESET CLOCK”
the truck is being transferred from the truck driver
selection and press [ENTER] at the moment you
to the PTU, based on the PTU selection of “SPE-
want the clock to be set to the time setting you
CIAL OPERATION”.
have entered. The DATE & TIME SET SCREEN
When finished and the PTU is returned to the PTU
is automatically displayed. Verify that the time
MAIN MENU, control of the propulsion system is
displayed is correct. If not, repeat Steps 5 thru 11.
returned to the truck driver. Before activating this
command, the screen shown in Figure 2-26 will 12. Use the Up arrow to move the cursor to the “No,
be displayed. Do not reset date and time” selection and press
The PTU user should always keep the truck driver [ENTER]. The SPECIAL OPERATION MENU is
appraised of this control. displayed.
2. Select “Yes” on the caution screen and press 13. Use the Page Down key to move the cursor directly
[ENTER]. to the “EXIT” selection and press [ENTER] to
return to the PTU MAIN MENU.
3. Use the arrow keys to move the cursor to the “SET
DATE & TIME” selection and press [ENTER]. The
DATE & TIME SET SCREEN screen will be
displayed.
Selection of NORMAL OPERATION gives truck control to the

driver.
Continue? ( )Yes
( ) No Return to PTU Main Menu gives truck control to the
driver. CAUTION: Contactors may move!
OR Continue? ( )Yes
( ) No
Selection of SPECIAL OPERATION will override truck driver
controls until you exit to the PTU main menu.
Continue? ( ) Yes
( ) No
FIGURE 2-25. CAUTION SCREEN FOR PTU FIGURE 2-26. CAUTION SCREEN FOR PTU
OPERATOR OPERATOR
(Entering NORMAL or SPECIAL OPERATION menu) (Leaving SPECIAL OPERATION menu)

EVENT DATA PTUSTX: 1.2.1 EVENT DATA MENU
The “EVENT DATA MENU” selection from the SPE- Special Operation
CIAL OPERATION MENU allows the technician to 5 Events stored
view event data stored in the CPU, save the event data
to a file and to erase event data when storage of the ( ) VIEW EVENT DATA
information is no longer necessary. Event data is used Event Summary and Details
to troubleshoot system problems and is normally
erased after the problem has been corrected and the ( ) reset hardware startup event
information is no longer needed.
( ) GE engineering format event data
The event data is accessed by initially selecting “PTU
TALK TO TRUCK” from the GE OHV STATEX III ( ) EXIT
MENU and following the procedure below:
FIGURE 2-27. EVENT DATA MENU

(Event Lock Limit Reached)
4. If one or more events have been stored, a screen

Selecting “SPECIAL OPERATION” in the following as shown in either Figure 2-27 or 2-28 will be
procedure may present a safety hazard if the en- displayed.
gine is running. Control of the propulsion system
5. If Figure 2-27 is displayed, select “reset hardware
may transfer to the PTU operator from the truck
startup event” with the cursor and press [ENTER].
driver with this software operation. Refer to Step
1. below: a. The screen shown in Figure 2-29 will appear.
Follow the on-screen instructions to cycle
1. When the GE STATEX III PTU MAIN MENU power to the control system.
appears, select “EVENT DATA MENU” and press
b. After the system is powered up, repeat steps 1
[ENTER].
through 3 to view the event data.
The screen shown in Figure 2-25 will be displayed
to alert the operator about the state of the truck 6. If Figure 2-28 is displayed, select “VIEW EVENT
software. DATA” and press [ENTER]. A screen displaying
This warning notifies the operator when control of a list of stored events appears.
the truck is being transferred from the truck driver a. To view a particular event, type in the number
to the PTU, based on the PTU selection of “SPE- of the event desired and press [ENTER]. The
CIAL OPERATION”. EVENT DATA DISPLAY SCREEN will appear
When finished and the PTU is returned to the GE showing the status of system components at
STATEX III PTU MAIN MENU, control of the the time the event occurred.
propulsion system is returned to the truck driver.
Before activating this command, the screen
PTUSTX: 1.2.1 EVENT DATA MENU
shown in Figure 2-26 will be displayed.
The PTU user should always keep the truck driver Special Operation
appraised of this control. 5 Events stored
2. Select “YES” on the caution screen (Figure 2-25) ( ) VIEW EVENT DATA
and press [ENTER]. The SPECIAL OPERATION Event Summary and Details
MENU will be displayed.
3. Use the arrow keys to move the cursor to the ( ) erase event data yes/no menu
“EVENT DATA MENU” selection and press [EN-
TER]. The Event Data Menu screens will be ( ) GE engineering format event data
displayed.
( ) EXIT
a. If no event data has been stored, the screen
will indicate 0 (zero) events stored. If no events
have been stored, the cursor will be positioned FIGURE 2-28. EVENT DATA MENU
on “EXIT”. Press the [ENTER] key to return to (All Menu Choices Available)
the previous menu.

PTUSTX: 1.2.H RESET HARDWARE STARTUP EVENT
To reset the harware startup event,
control power must first be cycled.
Please exit this screen,

and then turn off the control power
while the PTU is at the PTU MAIN MENU screen.
Observe the normal 2 second shutdown sequence.
Remember to wait about 20 seconds after the panel

powers up before attempting to use the PTU to
communicate with the GE control system.
Once PTU communication is established,

you may reset and erase all events including the
HARDWARE STARTUP event.
FIGURE 2-29. RESET HARDWARE STARTUP EVENT INSTRUCTIONS
b. When the EVENT DATA DISPLAY SCREEN “A”. If the file name used above is chosen,
is displayed, press the help key [F1] for addi- the entry would be typed as:
tional information regarding the event descrip- A:ev001
tion and troubleshooting tips. b. After entering the appropriate name, press
Note: Moving too quickly between Event Menu, Event [ENTER]. The information will then be trans-
Summary, and Event Details screens may cause the ferred from the CPU to the PTU and stored
PTU to issue an error message at the bottom of the under the file name assigned. The transfer may
screen. If this occurs, press the [SPACE] bar to con- take several minutes to complete depending
tinue. on the number of events being saved to the file.
After the file transfer is complete, a message
7. To upload event data for future review, return to will appear stating “Received xxxxxx bytes. . .
the EVENT DATA MENU and move the cursor to Returning to PTU. Press Space”. Press
select “GE engineering format event data” and [SPACE] bar to return to the UPLOAD GE
press [ENTER]. A screen titled UPLOAD GE EVENT DATA YES/NO MENU.
EVENT DATA YES/NO MENU will appear.
8. When the recorded events are no longer needed,
a. Select “YES, UPLOAD GE FORMAT EVENT
they may be erased by selecting “erase event
DATA to a File”. Press [ENTER]. A screen
data yes/no menu” from the EVENT DATA
asking for a path name will appear.
MENU.
1.) If only the file name is entered, the data will
be saved, under the file name typed, to the NOTE: ALL EVENTS WILL BE ERASED! Only cer-
GE default directory. tain privilege levels are authorized to erase event data.
2.) If a specific directory has been setup on the a. With the cursor on “erase event data yes/no
PTU hard drive for storing event data files, menu”, press [ENTER]. A screen titled RESET
type in the full path name followed by the file “ALL” YES/NO MENU appears.
name chosen. For example, if a directory
b. To erase the event data, move the cursor to
named EVENTDAT has been setup on drive
“YES, Erase Truck Events” and press [EN-
“C” for storing event data files, and the name
TER].
of the file is to be EV001, this entry would be
typed as: c. Exit back to the desired menu following screen
C:\eventdat\ev001 instructions as they appear.
3.) If the event data is to be stored on a floppy
disk, insert a formatted floppy disk in drive

STATISTICAL DATA “VIEW COUNTERS”
The Statistical Data Collector uses the memory capa- The STATISTICAL COUNTERS SCREEN displays
bility of the computer to record and store hundreds of the number of times various operations have occurred
system parameters unique to each individual truck. in the history of the truck operation or in how many
These parameters are divided into two types; Counters seconds or miles the event has lasted. Refer to Table
and Profiles. III, for a listing of all active counters.
Detailed information concerning the Statistical Data 1. While the STATISTICAL DATA MENU is dis-
Collector is discussed on the following pages. Tables played, use the arrow keys to move the cursor to
III and IV list parameter code numbers, descriptions, the “VIEW COUNTERS” selection and press
units of measure, count conditions, etc. The informa- [ E N TE R ] . Th e STATISTICAL COUNTERS
tion below outlines the procedures required to view SCREEN will be displayed.
Statistical Data on the PTU and save the information 2. Use the up and down arrow keys to scroll through
to a file. the counters. Press [ESC] to return to the exit
choice.
3. When finished viewing the information, press
[ENTER] again to exit this screen.
Selecting “SPECIAL OPERATION” in the following

procedure may present a safety hazard if the en-
“VIEW PROFILES”
may transfer to the PTU operator from the truck This screen displays currents, voltages and speeds as
driver with this software operation. Refer to Step a history of truck operation. Each profile is broken into
1. below: a number of “Bins” and each Bin has a range of values.
In this manner, the entire range of the parameter from
minimum to maximum is covered. The result is a
“SPECIAL OPERATION” selection on the GE
histogram for each parameter covered by a profile.
STATEX III PTU MAIN MENU and press [EN-
Refer to Table IV for a listing of all active profiles.
TER]. The screen shown in Figure 2-25 will be
displayed to alert the operator about the state of 1. Use the arrow keys to move the cursor to the
the truck software. “VIEW PARAMETER PROFILES” selection and
This warning notifies the operator when control of press [ENTER]. The PROFILE screen will be
the truck is being transferred from the truck driver displayed. Use [F3] and [F4] to move through all
to the PTU, based on the PTU selection of “SPE- profiles.
CIAL OPERATION”.
2. When finished viewing this screen, press [EN-
When finished and the PTU is returned to the GE
TER] again to exit this screen.
STATEX III PTU MAIN MENU, control of the
propulsion system is returned to the truck driver.
shown in Figure 2-26 will be displayed. “UPLOAD STATISTICAL DATA TO A FILE”
The PTU user should always keep the truck driver
Use the arrow keys to move the cursor to the
appraised of this control.
“UPLOAD STATISTICAL DATA TO A FILE” selection
2. Select “YES” on the caution screen (Figure 2-25) and press [ENTER]. The UPLOAD STATISTICAL
and press [ENTER]. The SPECIAL OPERATION DATA MENU screen will be displayed. Use the direc-
MENU will be displayed. tions on this screen to upload data from the truck CPU
to your PTU.
“STATISTICAL DATA MENU” selection and
press [ENTER]. The STATISTICAL DATA
MENU screen will be displayed. Selections avail-
able on this menu are as follows:

STATISTICAL DATA CODES - COUNTERS
The Statistical Data Collector uses Parameter Count- The fourth counter, “This Day”, keeps a moment by
ers and Parameter Profiles to record operating condi- moment count of occurrences of the parameter just as
tions for various occurrences on the truck. “This Qtr”, except the “This Day ” count is reset to zero
every midnight whether it is a quarter change or not.
To make data most useful, there are four counters for
every statistical counter and five for every statistical If the GE control panel is shut off before midnight, any
profile. These counts are named by the method used necessary resetting of counters is done when the
to reset the count to zero. For the counter, there is a panel next powers up after midnight.
lifetime count, “LCount”, which is associated with its
Whenever the truck is programmed, that is, the CPU
date, “LCount Start”. Then there are three other count-
Card has the contents of the flash proms changed, the
ers, “Last Qtr”, “This Qtr”, and “This Day”.
“LCount”, “Last Qtr”, and “This Qtr” counts are not
A “parameter” is a defined occurrence. Each parame- changed. However, the “This Day” count will be reset
ter has an identification number called “Par #”, and a to zero.
short name called “Description”. Each parameter is an
In order to use the Statistical Data Collector to monitor
occurrence that is counted in some unit such as hours
maintenance of the vehicle, it is recommended that an
or the number of times the conditions have been
office spread sheet or data base computer program be
correct to declare that the occurrence happened.
used to keep quarterly records of the statistical data.
The units for which the counters count is listed under To aid in getting the data off the CPU card and into the
“Units” in Table III. The tables contain additional ex- office computer, a feature called UPLOAD STATISTI-
planation of the conditions which define a statistical CAL DATA TO A FILE has been provided in the PTU.
parameter as having occurred. This column is entitled This feature puts all the collected statistical data in an
“Count Conditions”. ASCII file which can then be processed in the office to
keep records on truck use. The [F2] feature of the PTU
There are two types of parameters; Counter (Table III,
can be used to capture statistical data playback on the
and Profile (Table IV). The profile parameters have
PTU in the office.
one more characteristic, “Range Counted”, which
sorts the actual value of the parameter and then counts NOTE:The Statistical Data Collector is a part of the
time of the parameter-at-the-value. program run by the CPU board. If the CPU board does
not have power, or if the code is stopped (as when
When examining the number of counts for a parame-
looking at event and statistical data via the (PTU), then
ter, it is often useful to know over what period of time
the Statistical Data Collector is also stopped. Hence,
the counts occurred. To aid in determining how long it
the Statistical Data Collector cannot count occur-
took to get a certain number of counts for a Statistical
rences of, for example, toggling the AS pedal, while
Data Counter parameter, the Statistical Data is pre-
the code is stopped.
sented in the form of four counters. The first counter,
“LCount, indicates how many counts have occurred Also note that the Statistical Data Collector is initialized
since the “LCount Start” date. This is intended to be at power-up. The counter conditions are initialized to
lifetime counter. It can be reset to zero by a privileged their respective inactive states, usually false. If, again
user, and the “LCount Start” will automatically be set for example, the AS pedal is depressed while power is
to the date on the CPU board when the user performed cycled, then the Statistical Data Collector will be initial-
the reset. ized to AS not depressed at power-up. Momentarily
after power-up however, the Statistical Data Collector
The second counter, “Last Qtr” is just the total number
will detect that AS is depressed and increment the
of counts for the parameter over the last-fiscal-quarter,
count. Thus, cycling power has resulted in the Statis-
also known as the last-three-months. This counter has
tical Data Collector counting an occurrence of AS
the same value in it all quarter long. At midnight on a
depressed even though AS has been depressed for
quarter change, this counter is overwritten by the “This
some time and has not really been released and
Qtr” value as this-quarter becomes last-quarter.
depressed again.
The third counter, “This Qtr”, keeps a moment by
moment count of occurrences of the parameter. The
counts are not reset to zero until midnight of the next
quarter.

PAR DESCRIPTION UNITS COUNT CONDITIONS
NO.
1 Engine Operating Hours Hours Number of hours engine has operated above 450 RPM
Number of hours wheel was powered in either propulsion or retard mode and:
2 Wheel #1 Operating Hours Hours . . . Speed is above 50 RPM
. . . Current is above 50 amps (absolute value)
Number of hours wheel was powered in either propulsion or retard mode and:
3 Wheel #2 Operating Hours Hours . . . Speed is above 50 RPM
. . . Current is above 50 amps (absolute value)
4 Alternator Operating Hours Hours Number of hours alternator has been rotating at or above 450 RPM
Number of hours in propulsion mode when propulsion mode is active and:
5 Propulsion Mode Hours Hours . . . Wheel #1 or wheel #2 speed is above 50 RPM and
. . . Motor #1 or motor #2 current is above 50 amps (absolute value)
Number of hours in retarding mode when retard mode is active and:
6 Retard Mode Hours Hours . . . Wheel #1 or wheel #2 speed is above 50 RPM and
. . . Motor #1 or motor #2 current is above 50 amps (absolute value)
Number of hours in coast mode when coast mode is active and:
7 Coast Mode Hours Hours . . . Wheel #1 or wheel #2 speed is above 50 RPM and
. . . Motor #1 or motor #2 current is below 50 amps (absolute value)
Number of hours engine is idling, truck is stationary and:
8 Idle Hours Hours . . . Engine speed is above 450 RPM
. . . Wheel #1 and wheel #2 speeds are both less than 50 RPM
Number of hours truck has propulsion system faults and the accelerator pedal is
depressed.
9 Fault Down Time Hours Hours . . . Clock will start anytime a fault is recorded that restricts propulsion and
. . . the propulsion mode is requested.
. . . Clock will stop when propulsion mode is no longer requested or
. . . when all restrictive faults are reset
10 Truck Operating Hours Hours Sum of propulsion mode, retard mode, coast mode and idle hours
11 Propulsion Mode Net KW Hours Net KW hours generated by the alternator in propulsion mode
Hours
12 Retard Mode KW Hours Hours KW hours generated by the alternator in retard mode
Value is calculated by integrating the higher of the two wheel speed signals and
13 Truck Distance Travelled Miles displaying the cumulative value in miles
. . . Active when control power (CPR) is on
. . . Not sensitive to vehicle direction
Value is calculated by integrating the higher of the two wheel speed signals and
14 Truck Distance Travelled Kilometers displaying the cumulative value in kilometers.
. . . Active when control power (CPR) is on
. . . Not sensitive to vehicle direction
19 Spin Mode Occurrences Number of times the spin/stall mode has been entered
20 Speed Override Occurrences Number of times Speed Override mode condition has changed from false to true
21 Body Up Switch Occurrences Number of times Dump Body Switch input has changed from false to true
22 RS Switch Occurrences Number of times Retard Switch input has changed from false to true
23 AS Switch Occurrences Number of times Accel Switch input has changed from false to true
24 Override Switch Occurrences Number of times Override Switch input has changed from false to true
25 Forward Switch Occurrences Number of times Selector Switch was moved to FORWARD position
26 Reverse Switch Occurrences Number of times Selector Switch was moved to REVERSE position
27 Neutral Switch Occurrences Number of times Selector Switch was moved to NEUTRAL position
28 Retard Mode Occurrences Number of times Retard Contactor sequence has been completed or Retard mode
entered
TABLE III. STATISTICAL DATA CODES - COUNTERS

NO.
29 Propel Mode Occurrences Number

entered
of times Propel Contactor sequence has been completed or Propel mode
30 Coast Mode Occurrences Number of times Coast mode entered

31 P1 Pickup Occurrences Number of times P1 feedback has changed from false to true
32 P2 Pickup Occurrences Number of times P2 feedback has changed from false to true
33 RP1 Pickup Occurrences Number of times RP1 feedback has changed from false to true
42 GF Pickup Occurrences Number of times GF feedback has changed from false to true
43 GFR Pickup Occurrences Number of times GFR feedback has changed from false to true
44 MF Pickup Occurrences Number of times MF feedback has changed from false to true
48 DBUP & >8 MPH Occurrences Number of times dump body is raised with truck speed above 8 MPH
49 Srv Brk >8 MPH Occurrences Number of times service brake has been applied with truck speed above 8 MPH
50 Park Brake Occurrences Number of times Park Brake Off has changed from false to true
51 Service Brake Occurrences Number of times Service Brake Pressure Switch has changed from false to true
52 Loaded Switch Occurrences Number of times Two-Speed Overspeed has changed from false to true
. . . . (empty to loaded)
53 Reverser Moves Number of times Reverser feedback has changed from FORWARD to REVERSE
Occurrences or REVERSE to FORWARD
54 SS Move > 2 MPH Occurrences Number of times Selector Switch was moved with truck speed greater than “no
motion” (2 MPH)
55 CPR Pickup Occurrences Number of times CPR feedback has changed from false to true
56 Engine Starts Occurrences Number of times engine speed goes from <450 RPM to >450 RPM
57 2dd Reset Switch Occurrences Number of times reset button on 2 Digit Display has been pushed
58 Both AS & RS Occurrences Number of times AS & RS activated at same time
59 AS & Service Brake Occurrences Number of times AS and service brake activated at same time
60 RS & Service Brake Occurrences Number of times RS and service brake activated at same time
61 AS & Temp >220°C Occurrences Number of times AS is activated with either motor temperature greater than 220°C
62 RS & nomotion Occurrences Number of times RS is activated at truck speeds below “no motion” (2 MPH)
63 RSC Switch On Occurrences Number of times Retard Speed Control switch is turned On
64 RSC Pot Moved Occurrences Number

is On.
of times Retard Speed Control pot is moved more than 1 MPH while RSC
65 Test Digital Output Occurrences Number of times “MANUAL DIGITAL OUTPUT TEST” screen has been selected at
the “SPECIAL OPERATION WITH ENGINE STOPPED TEST” menu
66 Program Truck Occurrences Number of times PTU has been used to program the truck
TABLE III. STATISTICAL DATA CODES - COUNTERS (Cont.)

NO.
67 Special Operation Occurrences Number

MENU”
of times “SPECIAL OPERATION” menu has been selected at “PTU MAIN
68 Events Erased Occurrences Number of times PTU has been used to erase event data
69 Normal Operation Occurrences Number

MENU”
of times “NORMAL OPERATION” menu has been selected at “PTU MAIN
Number of times AS and Park Brake have been activated at the same time. New
70 AS & Park Brake Applied Occurrences counts will be recorded when a state change occurs. If both signals are present for
2 hours, only one count is recorded.
71 Park Brake Switch >0.3 Number of times Park Brake switch has been turned On when truck speed is
Occurrences above
MPH 0.3 MPH.
72 Alternator Field Too Hot Occurrences Number of times (estimated) alternator field temperature has exceeded 220°C
80 M1 Amps Propel Seconds
81 M2 Amps Propel Seconds
82 M1 Amps Retard Seconds
83 M2 Amps Retard Seconds
84 MF Amps Propel Seconds
85 MF Amps Retard Seconds
Refer to Table IV, PROFILES
86 Net Input Engine HP Hours
87 Net Input Engine KW Hours
88 M1 Temp Degrees C Seconds
89 M2 Temp Degrees C Seconds
90 Truck Speed MPH Seconds
91 Engine Speed RPM Seconds
98 AFSE Temp Degrees C Seconds
99 MFSE Temp Degrees C Seconds
101 Low Level Ground Fault Occurrences
102 High Level Ground Fault Occurrences
108 Accelerator Pedal Occurrences
109 Retard Pedal Occurrences
110 GF Occurrences
111 GFR Occurrences
Refer to Table I, TWO DIGIT DISPLAY CODES
112 MF Occurrences
113 P1 Occurrences
114 P2 Occurrences
115 RF1 Occurrences
116 RF2 Occurrences
117 RP1 Occurrences
118 RP2 Occurrences
119 RP3 Occurrences

NO.
120 RP4 Occurrences

121 RP5 Occurrences
122 RP6 Occurrences
123 RP7 Occurrences
124 RP8 Occurrences
125 RP9 Occurrences
126 FORWARD Occurrences
127 REVERSE Occurrences
130 Analog Output Occurrences
131 Analog Read Back Occurrences
132 Analog Input Occurrences
133 Frequency Input Occurrences
137 Startup Fault Occurrences
145 Diode Fault Occurrences
Refer to Table I, TWO DIGIT DISPLAY CODES
146 Motor 1 Overcurrent Occurrences
147 Motor 2 Overcurrent Occurrences
148 MFld Marm Occurrences
149 MF Overcurrent Occurrences
150 Motor Stall Occurrences
151 Motor Spin Occurrences
152 Alternator Tertiary Occurrences

Overcurrent
153 Motor Tertiary Overcurrent Occurrences
154 +15V Power Occurrences
155 -15V Power Occurrences
156 +19V Power Occurrences
157 Motor Polarity Occurrences
161 Retard Grid 1 Occurrences
162 Retard Grid 2 Occurrences
163 Blower Fault Occurrences
164 M1 Overtemp Occurrences
165 M2 Overtemp Occurrences

NO.
166 Overspeed Occurrences

167 Speed Retard Exceeded Occurrences
168 Retard Overcurrent Occurrences
169 Horsepower Low Occurrences
170 HP Limit Exceeded Occurrences
171 Engine Overspeed Occurrences

Exceeded
172 Engine Oil Pressure Occurrences

Warning
173 Engine Oil Pressure Occurrences

Shutdown
174 Engine Coolant Pressure Occurrences

Warning
175 Engine Coolant Press Occurrences

Shutdown Refer to Table I, TWO DIGIT DISPLAY CODES
176 Engine Crankcase Pressure Occurrences
177 Engine Coolant Occurrences

Temperature
178 Engine Service Occurrences
179 Engine Shutdown Occurrences
180 Engine Speed Retard Occurrences
181 Motor 1 Voltage Limit Occurrences
182 Motor 2 Voltage Limit Occurrences
183 Alternator Field Amps Occurrences
190 Battery Voltage Low Occurrences
191 Battery Voltage High Occurrences
192 Engine Speed Sensor Occurrences
193 Motor Speed Sensor Occurrences
198 Datastore Occurrences
199 Software Occurrences

PAR BUCKET CURRENT
NO. DESCRIPTION COUNT CONDITIONS NO. VALUE
(AMPS)
1 500 & below

2 501 to 750
This is a histogram of Motor #1 armature current in propulsion mode.
. . . Sample time is 1.0 second 3 751 to 850
M1 Amps Propel . . . The clock will start whenever propulsion mode is selected.
80 4 851 to 950
(in seconds)
The histogram breaks the current spectrum into 17 buckets defined 5 951 to 1050
at right, and displays the time spent in each bucket.
6 1051 to 1150
7 1151 to 1250
8 1251 to 1350
9 1351 to 1450
10 1451 to 1550
This is a histogram of Motor #2 armature current in propulsion mode. 11 1551 to 1800

. . . Sample time is 1.0 second
M2 Amps Propel . . . The clock will start whenever propulsion mode is selected. 12 1801 to 2150
81
(in seconds) 13 2151 to 2300
The histogram breaks the current spectrum into 17 buckets defined
at right, and displays the time spent in each bucket. 14 2301 to 2600
15 2601 to 2900
16 2901 to 3200
17 3201 & above
PAR BUCKET CURRENT

(AMPS)
1 200 & below

2 201 to 300
This is a histogram of Motor #1 armature current in retard mode.
M1 Amps Retard . . . The clock will start whenever retard mode is selected.
82 4 401 to 500
(in seconds)
6 601 to 700
7 701 to 800
8 801 to 900
9 901 to 1000
10 1001 to 1100
This is a histogram of Motor #2 armature current in retard mode. 11 1101 to 1200

M2 Amps Retard . . . The clock will start whenever retard mode is selected. 12 1201 to 1350
83
(in seconds) 13 1351 to 1450
15 1551 to 1650
16 1651 to 1750
17 1751 & above
TABLE IV. STATISTICAL DATA CODES - PROFILES

PAR BUCKET CURRENT
(AMPS)
1 0 to 100
2 101 to 125
This is a histogram of Motor Field current in propulsion mode.
MF Amps Propel . . . The clock will start whenever propulsion mode is selected.
84 4 151 to 175
(in seconds)
6 201 to 225
7 226 to 250
8 251 to 275
9 276 to 300
10 301 to 325
This is a histogram of Motor Field current in retard mode. 11 326 to 375

MF Amps Retard . . . The clock will start whenever retard mode is selected. 12 376 to 450
85
(in seconds) 13 451 to 550
15 651 to 800
16 801 to 950
17 951 to 9999
PAR DESCRIPTION COUNT CONDITIONS BUCKET NET INPUT

NO. NO. HP RANGE
1 200 & below

2 201 to 400
3 401 to 600
Net Input Engine This is a histogram of net input horsepower.
86 Horsepower 4 601 to 800
(in minutes) It is a calculated value, calculated as follows:
5 801 to 1000
6 1001 to 1200
Ia x Va
HP =
746 x Load Box Efficiency (%) 7 1201 to 1400
8 1401 to 1600
9 1601 to 1800
10 1801 to 2000
11 2001 to 2200
Net Input Engine This is a histogram of net input horsepower. 12 2201 to 2400
87 Kilowatts
(in minutes) It is a calculated value, calculated as follows: 13 2401 to 2600
14 2601 to 2800
Ia x Va 15 2801 to 3000
HP =
1000 x Load Box Efficiency (%) 16 3001 to 3200
17 3201 & above
TABLE IV. STATISTICAL DATA CODES - PROFILES (Cont.)

PAR DESCRIPTION COUNT CONDITIONS BUCKET TEMP RANGE
NO. NO. (°C)
1 -40 to 100
2 101 to 110
This is a histogram of Motor #1 temperature.
. . . Sample time is 60.0 seconds 3 111 to 120
M1 Temp °C . . . The clock will start whenever control power (CPR) is on.
88 4 121 to 130
(in seconds)
The histogram breaks the temperature spectrum into 17 buckets 5 131 to 140
defined at right, and displays the time spent in each bucket.
6 141 to 150
7 151 to 160
8 161 to 170
9 171 to 180
10 181 to 190
This is a histogram of Motor #2 temperature. 11 191 to 200

. . . Sample time is 60.0 seconds
M2 Temp °C . . . The clock will start whenever control power (CPR) is on. 12 201 to 210
89
The histogram breaks the temperature spectrum into 17 buckets
defined at right, and displays the time spent in each bucket. 14 221 to 230
15 231 to 240
16 241 to 250
17 251 to 9999
PAR BUCKET TRUCK SPD ENGINE SPD

NO. DESCRIPTION COUNT CONDITIONS MPH RPM
NO.
1 0 to 1 600 & below

2 2 to 3 601 to 800
This is a histogram of truck speed for all modes of operation. 3 4 to 6 801 to 900
Truck Speed MPH . . . Sample time is 1.0 second
90 . . . The clock will start whenever control power (CPR) is on. 4 7 to 9 901 to 1000
(in seconds)
The buckets are defined in the Truck Speed column at right: 5 10 to 12 1001 to 1100
6 13 to 15 1101 to 1200
7 16 to 18 1201 to 1300
8 19 to 21 1301 to 1400
9 22 to 24 1401 to 1500
10 25 to 27 1501 to 1600
This is a histogram of engine speed in RPM for all modes of 11 28 to 30 1601 to 1700
operation.
Engine Speed RPM . . . Sample time is 1.0 second 12 31 to 33 1701 to 1800
91 . . . The clock will start whenever control power (CPR) is on.
(in seconds) 13 34 to 36 1801 to 1900
The buckets are defined in the Engine Speed column at right: 14 37 to 39 1901 to 2000
15 40 to 42 2001 to 2100
16 43 to 45 2101 to 2200
17 46 & above 2201 & above

PAR DESCRIPTION COUNT CONDITIONS BUCKET TEMP RANGE
NO. NO. (°C)
1 20 & below
2 21 to 40
This is a histogram of Alternator Field Static Exciter temperature.
. . . Sample time is 60.0 seconds 3 41 to 50
AFSE Temp °C . . . The clock will start whenever control power (CPR) is on.
98 4 51 to 60
(in seconds)
The histogram breaks the temperature spectrum into 17 buckets 5 61 to 70
defined at right, and displays the time spent in each bucket.
6 71 to 80
7 81 to 90
8 91 to 100
9 101 to 105
10 106 to 110
This is a histogram of Motor Field Static Exciter temperature. 11 111 to 120

. . . Sample time is 60.0 seconds
MFSE Temp °C . . . The clock will start whenever control power (CPR) is on. 12 121 to 125
99
The histogram breaks the temperature spectrum into 17 buckets
defined at right, and displays the time spent in each bucket. 14 131 to 135
15 136 to 140
16 141 to 145
17 146 & above

TRUCK SPECIFIC INFORMATION 3. Use the arrow keys to move the cursor to the
“TRUCK SPECIFIC INFORMATION MENU” se-
To quickly review the various options on the current
lection and press [ENTER].
truck, the TRUCK SPECIFIC INFORMATION MENU
can be used to view configuration options, speed Selections available on this menu are:
settings, serial numbers, etc. Information accessed
» “VIEW OEM CONFIGURATION OPTIONS”
through this menu is for viewing only and cannot be
changed. If changes are required, use the “TRUCK This selection permits reviewing the setup in-
SETUP (CFG)” selection from the GE OHV STATEX formation programmed into the truck configu-
III MENU. ration file by KMS. (These options cannot be
changed by mine personnel.)
» “VIEW MINE CONFIGURATION OPTIONS”
This selection displays options set by mine
Selecting “SPECIAL OPERATION” in the following personnel when the truck configuration file was
procedure may present a safety hazard if the en- setup for a specific truck.
» “VIEW SPEED SETTINGS”
may transfer to the PTU operator from the truck
driver with this software operation. Refer to Step This selection allows viewing the current speed
1. below: settings contained in the configuration file.
1. With the GE STATEX III PTU MAIN MENU dis- » “VIEW SERIAL AND MODEL NUMBERS”
played, select “SPECIAL OPERATION” and This selection permits verification of compo-
press [ENTER]. nent serial and model numbers.
» “VIEW GE VERSION INFORMATION”
to alert the operator about the state of the truck
software. This selection lists the truck ID number, model
This warning notifies the operator when control of number, and applicable filenames. This screen
the truck is being transferred from the truck driver also lists the GE code version number and
to the PTU, based on the PTU selection of “SPE- CFG version number. This information can be
CIAL OPERATION”. useful in determining whether or not the soft-
When finished and the PTU is returned to the GE ware has been updated to the latest release
STATEX III PTU MAIN MENU, control of the version.
propulsion system is returned to the truck driver. » “VIEW GE PRODUCT SERVICE DATA”
This selection lists information pertinent to the
specific truck.
appraised of this control. » “EXIT”
2. Select “YES” on the caution screen (Figure 2-30) Select “EXIT” to leave the TRUCK SPECIFIC
and press [ENTER]. The SPECIAL OPERATION INFORMATION MENU and return to the GE
MENU will be displayed. STATEX III PTU MAIN MENU.
Selection of NORMAL OPERATION gives truck control to the

driver.
Continue? ( )Yes
( ) No
Return to PTU Main Menu gives truck control to the
OR driver. CAUTION: Contactors may move!
Continue? ( )Yes
Selection of SPECIAL OPERATION will override truck driver ( ) No
controls until you exit to the PTU main menu.
Continue? ( ) Yes
( ) No
FIGURE 2-30. CAUTION SCREEN FOR PTU FIGURE 2-31. CAUTION SCREEN FOR PTU
OPERATOR OPERATOR

TEMPORARY TRUCK SETTINGS Selections available on this menu are:
When troubleshooting a truck, it is sometimes neces- » “SPEED SETTINGS”
sary to make temporary changes to the system. The
New speed setting values may be typed over the
TEMPORARY TRUCK SETTINGS MENU allows
existing values to override the current configuration file
changes to be made to speed settings, retard current
settings.
or event data collection intervals. Since any changes
made on these screens are temporary, changes made 1. Move the cursor to the speed to be changed and
using the options on this menu will be lost when control type the first digit of the speed desired.
power is turned off. If the changes made using this
2. A screen will appear with the instruction “ENTER
menu should be made permanent, the truck configu-
FLOATING POINT NUMBER”. Type the remain-
ration file must be changed accordingly and the CPU
ing digits and press [ENTER].
reprogrammed.
NOTE: It is not necessary to enter values for every line.
For example, if only Loaded Speed Limit is to be
changed, select that line with the cursor, and type in
the desired value. The remaining speeds will be deter-
mined by the values in the truck configuration file.
Selecting “SPECIAL OPERATION” in the following 3. When the new values have been entered, move
procedures may present a safety hazard if the the cursor to “ACTIVATE TEMPORARY SPEED
engine is running. Control of the propulsion sys- SETTINGS and TRKSPD SCALE” and press
tem may transfer to the PTU operator from the [ENTER].
truck driver with this software operation. Refer to
4. The TEMPORARY SPEED SET SCREEN will
Step 1. below:
change to reflect the new values entered.
1. With the GE STATEX III PTU MAIN MENU dis-
5. Select “EXIT” to return to the previous menu.
played, select “SPECIAL OPERATION” and
press [ENTER]. » “RETARD CURRENT ADJUST”
This screen allows entering a value to adjust retard
to alert the operator about the state of the truck
current. Enter the amount to be added or subtracted
software.
from the nominal retard current limit value to make the
This warning notifies the operator when control of
computer control the proper current limit as measured
the truck is being transferred from the truck driver
at the shunt.
to the PTU, based on the PTU selection of “SPE-
CIAL OPERATION”. 1. For example, if the shunt reads 1300 amps, and
When finished and the PTU is returned to the GE the retard current limit is 1320 amps, enter “20”
STATEX III PTU MAIN MENU, control of the to add 20 amps to what the computer receives as
propulsion system is returned to the truck driver. feedback. This will cause the control to current
Before activating this command, the screen limit at 1300 + 20 amps instead of the 1300 amps.
2. In another example, if the shunt reads 1340 amps,
enter “-20” to subtract 20 amps from what the
appraised of this control.
computer receives as feedback. This will cause
2. Select “YES” on the caution screen (Figure 2-30) the control to current lmit at 1340 - 20 amps
and press [ENTER]. The SPECIAL OPERATION instead of 1340 amps.
MENU will be displayed.
3. Select “ACTIVATE TEMPORARY RETARD
3. Use the arrow keys to move the cursor to the CURRENT ADJUST” and press [ENTER]. Exit to
“TEMPORARY TRUCK SETTINGS MENU” se- the PTU MAIN MENU.
lection and press [ENTER].

Note: The changes made above are only temporary. MISCELLANEOUS FEATURES
When the proper adjustment value has been deter-
mined, the truck configuration file should be perma- SAVING DATA
nently changed by entering this value on the TRUCK
SPECIFICS SCREEN. This screen is accessed by Various screens showing event data, digital input and
returning to the GE OHV STATEX III MENU, selecting output test data, real time data, etc. can be saved to
“ TR U C K S E TU P ( C F G ) ” , a nd th en l i ne 5) ; the PTU.
“Change/view Truck Specifics”. Many screens will have a selection labelled “GET1”.
When selected, the data gathered and displayed on
the screen will be suspended and can then be saved
» “TEMPORARY EVENT DATA COLLECTION permanently to a file. If this selection is available, it
INTERVAL” should be chosen before pressing [F2] to save to a file.
This feature will allow changing the event data collec- To use this feature:
tion interval to a more frequent or less frequent period.
This feature may be necessary during troubleshooting 1. When it is desired to save the screen display,
procedures to capture system operation over a differ- select “GET1” using the arrow keys and press
ent time period other than normally used. [ENTER].
1. Select “EVENT DATA COLLECTION INTERVAL” 2. Press [F2] to save the screen to a file.
from the TEMPORARY TRUCK SETTINGS a. Follow the screen instructions for assigning a
MENU and press [ENTER]. file name and location for storing the file.
2. Type the desired interval on the TEMPORARY b. After the file has been saved, the PTU screen
EVENT DATA COLLECTION INTERVAL data will remain suspended until the next step
SCREEN. is completed.
Note: This new setting will remain in effect until it is 3. Selecting “GET1” again will update the screen
changed again on this screen or when power is cycled with new data and hold it there. Step 2. may be
on and off. repeated to save the updated data if desired.
3. Move the cursor to select ACTIVATE TEMPO- 4. To resume and allow the data to be continuously
RARY EVENT DATA COLLECTION INTERVAL updated, move the cursor to “REPEAT” and
and press [ENTER]. press [ENTER].
If the “GET1” selection is not available, the [F2] key is
used to save the screen display when applicable. The
availability of the [F2] key for saving the data will be
shown at the bottom of the screen.

PTU ABBREVIATIONS Refer to Section E3 for information regarding use of
the following selections from the GE STATEX III PTU
Due to limited screen space, many abbreviations are
MAIN MENU selections:
necessary for displaying information on the various
screens. A definition of each abbreviation and special » “NORMAL OPERATION”
term can be accessed as follows: • View Real Time Data
1. From the GE OHV STATEX III MENU, select • View Analog Inputs
“PTU TALK TO TRUCK” to access the STATEX • Load Box Test
III PTU MAIN MENU.
• Accelerate Logic Help
2. Move the cursor to select “PTU ABBREVIA- • Retard Logic Help
TIONS” and press [ENTER].
3. The GE STATEX III PTU ABBREVIATIONS
screen will appear with instructions for viewing » “SPECIAL OPERATION WITH ENGINE
the information. STOPPED”
4. When finished viewing, press the [SPACE] bar to • Test - Digital Outputs
leave the screen.
OTHER MENU SELECTIONS

Software menu items not covered in this section of the
manual are normally used for truck checkout and
troubleshooting only.

NOTES:

MISCELLANEOUS ELECTRICAL PROPULSION COMPONENTS
ALTERNATOR
Refer to applicable GE publication for service and
maintenance procedures.
ELECTRIC WHEEL MOTORS

maintenance procedures.
RETARDING GRIDS
maintenance procedures. (Cooling Blower Only).
FIGURE 2-32. ELECTRONIC ACCELERATOR

PEDAL
1. Clamp and Screws 4. Potentiometer

ELECTRONIC ACCELERATOR AND
2. Harness 5. Mounting Screws
RETARD PEDALS
The accelerator and retard pedals provide a variable
voltage signal directly to the FB140 card in the FL275
panel. During some phases of truck operation, the Removal
FL275 panel assumes control of engine RPM to re- 1. Disconnect pedal wire harness from truck harness
duce engine RPM, maintaining a power level that at the connector.
satisfies the operator and system requirements. The
reduction in engine RPM results in less fuel usage and 2. Remove mounting capscrews, lockwashers and
longer component life. nuts and remove pedal assembly.
As the operator depresses the pedal, the internal NOTE: Note proper routing and clamp location of wire
potentiometer’s wiper is rotated by a lever. The output harness. Proper wire routing is critical to prevent dam-
voltage signal varies in proportion to the angle of age during operation after reinstallation.
depression of the pedal. Refer to “Electrical Checkout
Procedure” for recalibration of the applicable pedal Installation
potentiometer. 1. Install pedal assembly using hardware removed
NOTE: Some trucks are equipped with individual ped- in step 2, “Removal”. Connect potentiometer har-
als for service brake and retarder application (Figure ness to truck wiring harness.
2-33). Others utilize a single pedal combining service 2. Calibrate throttle potentiometer per instructions in
brake/retarder application as shown in Figure 2-34. “Throttle System Check and Adjustment”, Sec-
Refer to Section J, “Brake Circuit Component Service” tion E3.
for retarder pedal removal and installation procedure
for a single pedal system. Pedal potentiometer re- 3. Calibrate retard pedal potentiometer per instruc-
placement instructions on the following page are ap- tions in “Retard System Check and Adjustment -
plicable to either type. Electronic Pedal System”, Section E3.
The retard pedal is suspended from the front wall of

the cab and the accelerator is floor mounted. Potenti-
ometer replacement procedures are the same for both
pedals. (Refer to Figures 2-32 and 2-33 .)

Disassembly 3. Rotate potentiometer counterclockwise until
mounting slots contact the mounting screws and
1. Remove screws on cable clamps (1, Figure 2-32
tighten screws (5) to 10-20 in lbs. (1.13-2.26
or 2-33) and potentiometer cover (6).
N-m) torque.
2. Remove potentiometer mounting screws (5) and
4. Install grommet (3) and potentiometer cover.
grommet (3). Remove potentiometer (4).
Tighten screws to 10-20 in lbs. (1.13-2.26 N-m)
torque.
5. Install cable clamps and tighten screws to 35-45
Reassembly
in. lbs. (3.4-5.1 N-m) torque.
1. Position new potentiometer with the flat side to-
6. Inspect assembly and verify proper wiring clear-
ward the potentiometer cover and install on shaft
ance during operation of pedal throughout the
as follows:
range of travel.
a. Align cutouts in shaft with the potentiometer
drive tangs.
b. Press potentiometer onto shaft until it bottoms
against the housing.
2. Install screws (5, Figure 2-32 or 2-33) and lock-
washers but do not tighten.
FIGURE 2-33. ELECTRONIC RETARD PEDAL

(Two Pedal System) FIGURE 2-34. BRAKE/RETARDER PEDAL
(Single Pedal System)
1. Clamp and Screws 4. Potentiometer
2. Harness 5. Mounting Screws 1. Service Brake Valve 2. Electronic Retard
Pedal

COOLING BLOWER WARNING SYSTEM
The Haulpak truck is equipped with a cooling blower
to supply cooling air to the alternator, exciters and
wheel motors.
The cooling blower warning system which consists of
a pressure switch, warning light, buzzer, and an ad-
justable time delay controlled by the CPU in the FL275
panel. The time delay can be adjusted by entering the
desired value using the software used to program the
CPU. The default delay time is 101 seconds.
The purpose of the warning system is to alert the
operator in case of blower loss or low blower output.
Blower loss or low blower output could result in com-
ponent malfunction due to the lack of cooling air.
Operation FIGURE 2-35. COOLING BLOWER PRESSURE

SWITCH (Rear Axle)
The warning light and buzzer will only come on if the
throttle is depressed while selector is in FORWARD or
1. Blower Pressure Switch 3. Maintenance Light
REVERSE for a period exceeding 101 seconds and
blower output is less than normal. The 101 second time 2. Adjustment Access Cover
cycle is controlled by the FL275 panel CPU.
Removal
NOTE: If the blower pressure switch cannot be ad-
Test justed to specifications and no air leaks are found, a
Check the operation of the blower loss warning system new switch assembly must be installed.
as follows: 1. Inspect rear axle access door cover gasket,
1. With the engine not running, turn the key switch blower duct hose and wheel covers for damage
and control power On and place the selector or possible leaks.
switch in FORWARD. 2. Open rear axle access door and locate switch (1,
2. Depress the throttle pedal until the propulsion Figure 2-35).
contactors pull in. 3. Remove nylon tubing attached to switch.
3. After 101 seconds, (or the value entered on the 4. Remove the four capscrews, lockwashers, and
TRUCK SPECIFICS SCREEN) the Motor Blower nuts attaching switch assembly to mounting
warning light on the instrument panel should turn bracket and remove.
on.
If the switch requires adjustment, refer to instructions Installation
in “Miscellaneous Component Test and Adjustment” 1. Attach switch assembly (1, Figure 2-35) to mount-
in the STATEX III ELECTRICAL SYSTEM CHECK- ing bracket using hardware removed in above
OUT PROCEDURE in Section E3. procedure.
2. Install nylon tube
3. Close rear axle access door and calibrate switch
per instructions in “Miscellaneous Component
Test and Adjustment”.

ELECTRICAL CONTROL CABINET
The following pages illustrate the electrical control
cabinet and components located inside the cabinet
(Figure 2-36), the control cabinet junction box located
on the rear of the cabinet (Figure 2-41). All contactors
and the reverser in this control cabinet are electrically This system is capable of developing high voltage.
operated - no air supply is required. Use caution when working with the system.
The retarding grid package (retarding grids and
blower) and the retarding grid contactor box are shown
in Figure 2-40.
This information should be used in conjunction with
applicable electrical schematics and checkout proce-
dures when troubleshooting the electrical system.
Some of the components on the cards are sensi-
NOTE: The illustrations shown are typical of various
tive to static electricity. To prevent damage, it is
truck models. Actual components installed on the truck
recommended that a properly connected ground
will vary depending on the truck model and optional
strap be worn whenever removing, handling or
equipment installed.
installing a card. It is also recommended that after
Components in the electrical control cabinet and other a card has been removed, it is carried and stored
areas of the truck are identified with abbreviated name in a static proof bag or container.
labels. These abbreviations also appear on schemat-
NOTE: There are no adjustment potentiometers on the
ics and may be referenced in checkout procedures.
control cards. Cards should not be removed during
Refer to the list of abbreviations at the end of this
troubleshooting unless it has been determined that a
section for a full name description.
card is at fault.

FIGURE 2-36. ELECTRICAL CONTROL CABINET
(Component Location, Front View. See Figure 2-41 for Relay Board Panel Inside R.H. Door)
1. Alternator Field Contactor 10. Diagnostic Data Reader Connector

2. Motor Field Contactor 11. Statex Channel A (PTU) Connector
3. Retard Power Contactor No. 2 12. Statex Channel B Connector
4. Retard Power Contactor No. 1 13. Ground Bus No. 3
5. Cabinet Service Light Switch 14. Synchronizing Transformer No. 2
6. Control Power Switch 15. Synchronizing Transformer No. 1
7. Control Power Light 16. Motor Field Static Exciter
8. Two Digit Display Panel 17. Alternator Field Static Exciter
9. Propulsion Load Control Panel (FL275) 18. Reverser
19. Propulsion Contactor No. 1

FIGURE 2-37. CONTROL CABINET, VIEW A FIGURE 2-39. CONTROL CABINET, VIEW B
1. Diode Board DB1 1. Propulsion Load Control 2. Relay Board RB6

Panel PLCP
FIGURE 2-38. CONTROL CABINET, VIEW C FIGURE 2-40. CONTROL CABINET, VIEW D
1. Isolation Amplifier #3 7. Isolation Amplifier #6 1. Alt. Field Current Limit 6. Diode Fault Detection
2. Capacitor #1 8. Isolation Amplifier #7 Resistor Panel Transformer
3. Isolation Amplifier #5 9. Ground Bus #1 2. Load Test Links 7. Current Transformer
4. Capacitor #2 10. Isolation Amplifier #8 3. Voltage Measuring 8. Ground Fault Interrupt
5. Motor Field Current Shunt 11. Isolation Amplifier #4 Module #1 Panel
6. Alt. Field Current Shunt 4. Voltage Divider Resistor 9. Voltage Measuring
Panel #3 Module #2
5. Fault Detection Panel

1. Fault Detection Panel
2. Alternator Field Discharge Resistor
3. Motor Field Discharge Resistor
4. Control Power Diode 1
5. Control Power Diode 2
6. Control Power Relay
7. Alternator Field Relay
8. Shunt 7
9. Shunt 6
10. Shunt 2
11. Shunt 1
12. +12VDC Stand-off
13. +24VDC Stand-off
14. Relay Board 1
15. Relay Board 2
16. Relay Board 3
17. Relay Board 4
18. Relay Board 5
FIGURE 2-41. CONTROL CABINET, VIEW E

FIGURE 2-42. RETARDING GRIDS AND CONTACTORS (R.H. DECK)
1. Retarding Grids and Blower(s) 2. Retarding Contactor Box

ABBREVIATIONS FOR STATEX III ELECTRIC DRIVE COMPONENTS
NOTE: Some components listed may be optional equipment.
ACC Accelerator Pedal Position Detector Card GRR Ground Relay Resistor
AFCT Alternator Field Current Transformer ISOA3-8 Isolation Amplifiers No. 3 through 8
AFSE Alternator Field Static Exciter KS Key Switch
AID Alarm Indicating Device M1 Wheel Motor No. 1, Left Hand
ALT Alternator (Traction) M2 Wheel Motor No. 2, Right Hand
ALT(24V) Alternator (Battery Charging) MF1, 2 Wheel Motor Field No. 1, 2
BATT Battery MFC Motor Field Contactor
BD Body Down Proximity Switch MFDR Motor Field Discharge Resistor
BIR Brake Interrupt Relay MFSE Motor Field Static Exciter
BM Blower Motor OR Override Pushbutton
BUR Body Up Relay P1, 2 Propulsion Contactor No. 1, 2
CPC Control Power Contactor PBR Parking Brake Relay
CPD Control Power Diode PBS Parking Brake Switch
CPR Control Power Relay PTU Portable Test Unit
CPRL Control Power Relay Light RD Rectifier Diode Panel
CPS Control Power Switch REV Reverser
CSL Cabinet Service Lights R1 Alternator Field Current Limit Resistor
CSLS Cabinet Service Light Switch RG1, 2 Retarding Grid No. 1, 2
CT Current Transformer RLCB Retard Light Circuit Breaker
CTR Current Transformer Resistor RLR Retard Light Relay
DIAG Diagnostic Connector RP1, 2, Retard Power Contactor No. 1, 2
DL Dome Light RP3, 4, 5 Extended Range Retard Contactors
DFR Diode Fault Relay 6, 7, 8, 9 No. 3, 4, 5, 6, 7, 8, 9
EIS Engine Idle Switch RSC Retard Speed Control
ESSU Engine Speed Sensing Unit S1, 2 Motor Armature Circuit Shunt No. 1, 2
FBS Feedback Switch S3 Power Circuit Shunt
FDP Fault Detection Panel S4 Alternator Field Current Shunt
FDT Fault Detection Transformer S6, 7 Alternator Tertiary Shunts
FL275 System Control Panel SBDT Steering Bleeddown Timer
FP Filter Panel SLR Stop Light Relay
GB 1-4 Ground Bus No. 1,2, 3, & 4 SRR Slippery Road Relay
GF Alternator Field Contactor SS Selector Switch (Direction Control)
GFDR Alternator Field Discharge Resistor SSU1, 2 Speed Sensing Unit No. 1, 2
GFIP Ground Fault Interrupt Panel ST1, 2 Synchronizing Transformer 1, 2
GFR Alternator Field Relay VDR3 Voltage Divider Resistor
VMM 1, 2 Voltage Measuring Module No. 1, 2

CARD IDENTIFICATION LIST
17FL275 PANEL, STATEX III
17FB100 Power Supply 17FB103 Digital Input/Output

17FB101 Central Processing Unit (CPU) 17FB104 Digital Input/Output
17FB140 Analog Input/Output

STATEX III ELECTRICAL SYSTEM
CHECKOUT PROCEDURE
TABLE OF CONTENTS
SECTION PAGE
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
COMMUNICATIONS PORT CHECK . . . . . . . . . . . . . . . . . . . . . . E3-4
PTU Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
1. SEQUENCE TESTS - (Engine not running) E3-6

1.1 Throttle System Check and Adjustment . . . . . . . . . . . . . . . . . . . E3-6
1.1.1 Electronic throttle system . . . . . . . . . . . . . . . . . . . . . . E3-7
1.1.2 Electronic throttle system Fuel Enhancement (“Fuel Saver”) . . . . . . . . E3-8
1.2 Retard System Check and Adjustment - Electronic Pedal System . . . . . . . E3-11
1.3 Reverser and Propulsion Contactors Check . . . . . . . . . . . . . . . . E3-13
1.4 Propulsion Lockout Test (DDEC, MTU Engines) . . . . . . . . . . . . . . . E3-14
1.5 Retard Contactors Operation Check . . . . . . . . . . . . . . . . . . . E3-15
1.6 Ground Fault Sensing Check . . . . . . . . . . . . . . . . . . . . . . E3-15
1.7 Ground Fault in Retard Operation Check . . . . . . . . . . . . . . . . . E3-15
1.8 Override Operation Check . . . . . . . . . . . . . . . . . . . . . . . E3-16
1.9 Anti-Reversal Function (AR) Check . . . . . . . . . . . . . . . . . . . . E3-17
1.10 Overspeed Retard Operation Check . . . . . . . . . . . . . . . . . . . E3-17
1.11 Hoist Interlock Operation Check . . . . . . . . . . . . . . . . . . . . E3-18
1.12 Motor Blower Fault Light Operation Check . . . . . . . . . . . . . . . . E3-19
2. DIGITAL INPUT/OUTPUT SIGNALS TESTS - FL275 CARD PANEL E3-21

2.1 Setup Manual Digital Input/Output Test on PTU . . . . . . . . . . . . . . . E3-21
2.2 Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . E3-22
2.3 Digital Output Checks . . . . . . . . . . . . . . . . . . . . . . . . . E3-24
3. ANALOG INPUT SIGNALS TESTS - FL275 CARD PANEL E3-27

3.1 Setup Analog Input Monitor Screen on PTU . . . . . . . . . . . . . . . . E3-27
3.2 Analog Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
3.3 Frequency Input Checks . . . . . . . . . . . . . . . . . . . . . . . . E3-34
4. SPEED EVENT CHECKS E3-36

4.1 Single Speed Overspeed - Overspeed Settings Check . . . . . . . . . . . . E3-37
4.2 Empty Truck - 2 Speed Overspeed Settings Check . . . . . . . . . . . . . E3-37
4.2 Loaded Truck - 2 Speed Overspeed Settings Check . . . . . . . . . . . . . E3-37
4.4 Other Speed Events Checks . . . . . . . . . . . . . . . . . . . . . . E3-37
E03012 8/98 STATEX III System Electrical Checkout Procedure E3-1

5. RETARD SPEED CONTROL SYSTEM CHECK E3-39
5.1 Overspeed Pickup and Dropout Check . . . . . . . . . . . . . . . . . . E3-39
5.2 Retard Pot Maximum Setting Check . . . . . . . . . . . . . . . . . . . E3-40
5.3 Retard Pot Minimum Setting Check . . . . . . . . . . . . . . . . . . . . E3-40
5.4 Accelerator Pedal Override of Retard Speed Control . . . . . . . . . . . . . E3-40
6. LOAD TEST USING TRUCK RETARD GRIDS E3-41
7. MOTOR FIELD CURRENT CHECK IN RETARDING E3-43
8. MISCELLANEOUS COMPONENT TEST AND ADJUSTMENT E3-44

8.1 Brake System Interlocks Check . . . . . . . . . . . . . . . . . . . . . E3-44
8.2 Blower Loss Pressure Switch Adjustment . . . . . . . . . . . . . . . . . E3-45
8.3 SYNC Transformer Checkout . . . . . . . . . . . . . . . . . . . . . . E3-45
8.4 Power Contactor Position Sensor Adjustment . . . . . . . . . . . . . . . E3-45
8.5 Battery Boost Adjustment . . . . . . . . . . . . . . . . . . . . . . . E3-46
8.6 Isolation Amplifier & Voltage Module Test . . . . . . . . . . . . . . . . . E3-46
8.7 Motor Rotation Test . . . . . . . . . . . . . . . . . . . . . . . . . . E3-48
8.8 Ground Fault Checks . . . . . . . . . . . . . . . . . . . . . . . . . E3-48
9. OPTIONAL PAYLOAD METER CHECK-OUT PROCEDURE E3-49
10. MISCELLANEOUS CHARTS E3-50

10.1 Wheel Motor Gear Ratios . . . . . . . . . . . . . . . . . . . . . . . E3-50
10.2 Maximum Allowable Truck Speeds . . . . . . . . . . . . . . . . . . . E3-51
10.3 Engine Options . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-52
E3-2 STATEX III System Electrical Checkout Procedure E03012 8/98

STATEX III ELECTRICAL SYSTEM CHECKOUT PROCEDURE
GENERAL INFORMATION
This checkout procedure describes test and adjustment procedures for the G.E. STATEX
III Electric Wheel Drive Systems used on Model 445E, 510E, 630E, 685E, 730E, and 830E
electric drive trucks with the following alternator and wheelmotor combinations.
TRUCK MODEL ALTERNATOR WHEELMOTOR

445E, 510E GTA-25 GE772, GE776, GE791
630E, 685E, 730E GTA-22 GE776, GE788
630E, 685E, 830E GTA-26 GE788, GE787
!! IMPORTANT !!
The test and adjustment procedures list standard and optional
equipment which may be installed. It is the responsibility of the
personnel using this Electrical Checkout Procedure to determine
what equipment is installed on the truck being serviced and to
select the applicable test and adjustment procedure.
!! WARNING !!
This system is capable of developing high voltage. Use caution
when working with the system.
!! IMPORTANT !!
If any of the cards in the FL275 panel must be removed, a wrist
ground strap MUST be worn to ground personnel to the truck
chassis to prevent static discharge damage to the circuit boards.
After the board has been removed from the panel, it must
immediately be placed in a static-free protective bag.
Sample PTU screens illustrated in the following pages show menus and data screens as
they appear in the March, 1996 STATEX III software release, Version 12.10. Later versions
of the software may differ.
The following type fonts and styles are used to differentiate between menu titles, screen
titles, menu selections and keyboard keys to be pressed:
CONVENTION APPLIES TO SAMPLE

Bold Type Menu & Screen Titles GE OHV STATEX III MENU
“Quotation Marks” Menu Selection Choices “PTU TALK TO TRUCK”
[Brackets] Key to be pressed [ENTER], [CTRL], [ALT], [DEL] etc.
E03012 8/98 Statex III Electrical System Checkout Procedure E3-3

COMMUNICATIONS PORT CHECK
PTU Hookup
NOTE: The following procedure will verify correct PTU hookup and verify commu-
nication between the PTU and the CPU. Additionally, all previous event data can be
cleared prior to performing the checkout procedure. If the truck has not been
previously programmed, refer to “Electrical Propulsion Components”, Section E of
this manual for instructions.
1. Connect PTU communication cable male plug to connector “A” located in control cabi-
net near two digit display as shown in Figure 3-1 or to cab Communications Port lo-
cated near bottom right side of selector switch console. Turn Control Power On.
2. Connect female end of cable to serial port connector on rear of PTU.
3. Turn PTU power on. After warm-up and self-test, type “gemenu” at the C:> prompt
and press the [ENTER] key. (Do not type quotes.)
4. From the GEOHV STATEX III (Main) MENU, select “PTU TALK TO TRUCK” and
press [ENTER].
5. At PTU LOGON screen, enter your name and assigned password. Press [ENTER].
6. When the GE STATEX III PTU MAIN MENU appears, move the cursor to “SPECIAL
OPERATION” and press [ENTER].
a. A screen will appear that states: “Selection of SPECIAL OPERATION will override truck
driver controls until you exit to the PTU main menu. Continue?”
b. With the cursor next to “Yes”, press [ENTER].
7. The SPECIAL OPERATION MENU will appear.
8. Use the arrow keys to move the cursor to the “EVENT DATA MENU” selection and
press [ENTER]. The Event Data Menu screen will be displayed.
a. If no event data has been stored, the screen will indicate 0 (zero) events stored. If no
events have been stored, the cursor will be positioned on “EXIT”. Press the [ENTER]
key to return to the previous menu.
FIGURE 3-1. PTU HOOKUP
E3-4 Statex III Electrical System Checkout Procedure E03012 8/98

Special Operation
5 Events stored
( ) VIEW EVENT DATA

Event Summary and Details
( ) reset hardware startup event
( ) EXIT

(Requires Control System Reset)
9. If one or more events have been stored, a screen as shown in either Figure 3-2 or 3-3
will be displayed.
10. If Figure 3-2 is displayed, select “reset hardware startup event” with the cursor and
press [ENTER].
a. A screen will appear with instructions for cycling control power to reset the system.
Follow the on-screen instructions to cycle power to the control system.
b. After the system is powered up, repeat steps 4 through 8 to return to the event data.
11. If Figure 3-3 is displayed, you may select “VIEW EVENT DATA” and press [ENTER] to
view events currently stored. A screen displaying a list of stored events appears.
12. Any stored events may be uploaded to a file for storage by selecting “GE engineering
format event data” and following directions on the subsequent screens.
13. To erase the event data currently stored, select “erase event data yes/no menu” from
the EVENT DATA MENU screen.
a. On the screen titled RESET ALL YES/NO MENU, move the cursor to YES, Erase Truck
Events and press [ENTER].
b. Exit back to the GE STATEX III MENU following screen instructions as they appear.

Special Operation
5 Events stored
( ) VIEW EVENT DATA

Event Summary and Details
( ) erase event data yes/no menu
( ) EXIT

1. SEQUENCE TESTS - (Engine not running)
Preparation & Setup

It is assumed the truck has been programmed using the correct Truck Configuration File
and GE version 12.10 or later software prior to proceeding with the following tests. If not,
refer to “Electrical Propulsion Components” for instructions for preparing the Truck
Configuration File, programming the truck, and usage of the GE software menu system.
• Always disconnect 74C at GFR for static testings (engine not running). Failure to do so
may result in damage to battery boost SCR and/or dead batteries.
• If the truck body has not been installed or the body is raised, place a steel washer on
Body Up Switch or jumper circuit 71F to circuit 71, to simulate body down condition.
• If hydraulic pressure is low, connect a jumper wire between circuit 73S and 710. (This
step will be necessary if all hydraulic brakes are installed and engine is not running).
CONTROL SYSTEM SELF-TEST

1. Set up PTU as described previously using the communication port in the electrical
cabinet.
2. Turn control power switch On.
3. Verify the two digit display shows 00 after a 10 second delay. If only a single digit 8 is
displayed, check for a faulty CPU (FB101) card.
4. If the two digit display shows numbers other than 00, refer to “Electrical Propulsion
Components” for a listing of possible codes, code descriptions, event restrictions, de-
tection information and possible reasons for the problem. An attempt should be made
to correct any obvious problems before proceeding.
5. If the problem has not been resolved, select the proper section of this procedure (digi-
tal, analog etc.) and use the PTU to aid in troubleshooting the problem.
6. If the entire electrical system is to be checked, the checkout procedures should be
performed in the sequence listed if possible.
1.1. Throttle System Check and Adjustment
NOTE: If the truck is an early production unit, not equipped with the Fuel Enhance-
ment (“Fuel Saver”) system, refer to step 1.1.1. If the truck is a later or current
production unit, refer to step 1.1.2.

1.1.1 Electronic Throttle System. (Williams electronic foot pedal, Dresser ACC/RET Interface
Circuit and Pedal Detector Card).
NOTE: Foot pedal with adjustable pedal potentiometer is used with a TZ6661 or
EB2635 (non- adjustable) ACC card.
Non-adjustable foot pedal requires use of EC1806 (adjustable) ACC card.
1. Turn key switch On.
2. Turn control power switch in control cabinet to the Off position.
3. Normal/Advance Idle switch should be in the Off (“Normal”) position.
Measure 4.80 ± 0.10 vdc between circuits 916 and 952 in Control Cabinet.
4. If not correct, check 916 circuit to engine.
5. If available, use the DDR (DDEC engine trucks) to read the PTO counts or use a volt-
meter to measure voltages shown below. (The Control Power switch and Normal/Ad-
vance Idle switch should be in the Off (“Normal”) position and the accelerator pedal
released.) If unable to adjust properly, replace ACC card.
STEP CIRCUIT ACC CARD VDC PTO COUNTS ADJUSTMENT

TZ6661 .75 (approx.) 18 ± 1 Position of pedal potentiometer. If
525(+ )
1 to EB2635 .78 (approx.) 17 ± 1 unable to adjust, replace potentiometer.
952(-) Adjust P1 on ACC card. If unable to
EC1806 .53 (approx.) 21 ± 3
adjust, replace pedal assembly.
TZ6661 .34 (approx.) 18 ± 1
510(+ ) If out of tolerance, replace ACC card.
2 to EB2635 .37 (approx.) 17 ± 1
952(-) Adjust P1 on ACC card (Seal pot). If
EC1806 .40 (approx.) 21 ± 3
unable to adjust, replace pedal assembly.
6. Measure the voltage between circuits 76L and 710.

Read 25.25 to 28 vdc. If voltage is low, recharge batteries.
7. With the Normal/Advance Idle switch in Off (“Normal”) position, turn key switch Off,
then On.
Measure voltage between circuits 510 to 952. Repeat 3 times. If voltage ever
reaches or exceeds 2.0 vdc, replace ACC card. Verify the Normal/Advance Idle
switch is in Off position.
8. Turn control power switch On, place selector switch in FORWARD. With throttle pedal
depressed just until propulsion contactors pick up, measure the following:
CIRCUIT ACC CARD VDC PTO COUNTS
510(+ ) TZ6661 .107 (approx.) 33 ± 2
to EB2635 .68 (approx.) 32 ± 2
952(-) EC1806 .64 (approx.) 34 ± 2
9. With throttle pedal fully depressed, measure the following:
ACTION IF OUT OF
CIRCUIT ACC CARD VDC PTO COUNTS
TOLERANCE
510(+ ) TZ6661 3.80 (approx.) 203 -4/+ 10
Replace ACC card or
to EB2635 4.35 (approx.) 215 -4/+ 10 pedal
952(-) EC1806 4.05 (approx.) 215 -4/+ 10
10. Release throttle pedal.

11. Measure voltage at circuit 525 and 952 while slowly pressing throttle pedal from mini-
mum to full throttle.
For adjustable pedal with TZ6661/EB2635 card, meter reading should start
from approximately 0.70 vdc and increase to approx. 4.35 vdc in a smooth and
linear fashion.
For non-adjustable pedal with EC1806 card, meter reading should start from
approximately 0.54 vdc and increase to approximately 4.30 vdc in a smooth
and linear fashion.
If there are positions of voltage drop off, replace pedal potentiometer.
12. Release throttle pedal. Measure circuits 73R to 710 with pedal released.
Measure 0.0 vdc.
13. Depress throttle pedal fully. Measure circuits 73R to 710 with pedal pressed fully.
Measure approximately 26.0 vdc.
14. Release pedal. If step 12 or 13 readings are incorrect, replace accelerator card.
1.1.2 Electronic Throttle System (Fuel Saver System).

NOTE: Instructions are also included in the following procedure for retard pedal
setup which can be performed in conjunction with accelerator pedal setup on trucks
equipped with the “Fuel Saver” circuitry.
• Turn Key Switch and Control Power On.
• Set up PTU as described previously using the communication port in the electrical
cabinet. Start the GE software program be typing “gemenu” from the DOS C:>
prompt.
a. From the GEOHV STATEX III MENU, select “PTU TALK TO TRUCK” and press
[ENTER].
b. At PTU LOGON screen, enter your name and assigned password. Press [ENTER].
c. When the GE STATEX III PTU MAIN MENU appears (Figure 3-4), move the cursor
to “NORMAL OPERATION” and press [ENTER].
d. A screen appears with the message: “Selection of NORMAL OPERATION gives truck
control to the driver - Continue?”. With the cursor at the “Yes” option, press [ENTER].
e. The NORMAL OPERATION MENU will appear. Select “MONITOR ANALOG INPUT
CHANNELS” and press [ENTER]; the screen shown in Figure 3-5. will appear.

FIGURE 3-5. MONITOR ANALOG INPUT CHANNELS SCREEN
1. Record the accelerator pedal % (percent) values shown on the MONITOR ANALOG IN-
PUT CHANNELS screen:
a. Pedal OFF - note on paper the % value shown on the PTU screen for “acc pedal”.
(For example, 11.3)
b. Depress the accelerator pedal and observe the % value increases - note on paper the
% value shown on the PTU screen when the pedal is fully depressed. (For example,
87.2)
Note: It is also necessary to perform the above procedure for the retard pedal as
described in the following step. Retard pedal % values should be recorded at this
time as follows:
2. Record the retard pedal % (percent) values shown on the MONITOR ANALOG INPUT
CHANNELS screen:
a. Pedal OFF - note on paper the % value shown on the PTU screen for “ret pedal”. (For
example, 9.7)
b. Depress the retard pedal and observe the % value increases - note on paper the %
value shown on the PTU screen when the pedal is fully depressed. (For example,
89.5)
NOTE: If either pedals’ “off %” is greater than 15% before making the pedal setting
changes to the configuration file, the system will interpret the pedal as being
pressed and may cause the contactors to energize.
3. Exit to the NORMAL OPERATION MENU, GE STATEX III PTU MAIN MENU and exit to
the GE OHV MENU.
4. Move the cursor to TRUCK SETUP (CFG) and press [ENTER].
5. Choose “1) Select a truck configuration, currently using file: ”.
6. Move the cursor to the configuration file for the truck and press [ENTER].
7. Select “5) Change/view Truck Specifics”.

8. Compare the values recorded in steps 1 and 2 with values shown on the TRUCK SPE-
CIFICS screen. If the values differ by more than ± 3%, the configuration file must be
changed to the values recorded above:
a. Move the cursor to “ :percent accel pedal travel off request”. Type the value recorded
in step 1.a above and press [ENTER].
b. Move the cursor to “ :percent accel pedal travel full request”. Type the value recorded
in step 1.b above and press [ENTER].
c. Move the cursor to “ :percent retard pedal travel off request”. Type the value recorded
in step 2.a above and press [ENTER].
d. Move the cursor to “ :percent retard pedal travel full request”. Type the value recorded
in step 2.b above and press [ENTER]
9. Move the cursor to LEAVE TRUCK SPECIFICS SCREEN and press [ENTER].
10. At the TRUCK SETUP CONFIGURATION MINE MENU, select “7) Save a truck configu-
ration, filename: ” and press [ENTER].
11. The current filename will be displayed. Press [ENTER] to accept this name. Type “y” to
overwrite the old file with the new file containing the correct pedal values.
12. Choose “9) Quit.” Type “y” to exit and return to the GE OHV STATEX III MENU.
13. Move the cursor to SELECT TRUCK SETUP and press [ENTER].
14. Move the cursor to the configuration file saved in step 11. and press [ENTER].
15. For the foot pedal changes to become effective, it is now necessary to reload the pro-
gram into the truck. Refer to “PROGRAMMING THE TRUCK” and follow the instruc-
tions for “Download Configuration Files” in section E2.

1.2. Retard System Check and Adjustment
1.2.1 Williams Electronic Retard Pedal and Dresser ACC/RET or RET Interface Box.
1. With key switch and control power switch On, move selector switch to FORWARD.
2. With retard pedal released, measure the following circuits in the control cabinet using
a digital voltmeter:
a. From 76B to 710:
Read 20.0 ± 2.0 vdc.
b. From 15V to 710:
Read 15.00 ± .10 vdc.
Adjust P1 on RET Card if necessary. Seal P1 pot after adjustment.
c. From 54N to 710:
Read 1.50 ± .50 vdc.
d. From 74N to 710:
Read .09 ± .10 vdc.
3. With retard pedal depressed just until retard contactors pick up, measure the voltage
between the following circuits:
a. From 74N to 710:
Read 0.20 ± .20 vdc. If out of tolerance replace RET card.
b. From 54N to 710:
Read 2.60 ± .50 vdc. If out of tolerance, replace retard pedal potentiometer.
c. DDEC equipped trucks only:
Use the DDR to read PTO counts or measure voltages at circuits 510(+ ) to
952(-) shown in the following table:
ACC CARD VDC PTO COUNTS ACTION IF OUT OF TOLERANCE

TZ6661 2.77 (approx.) 150 ± 2 Replace ACC card
EB2635 3.63 (approx.) 162 ± 2 Replace ACC card
EC1806 3.04 (approx.) 162 ± 2 Adjust P2 on ACC card
4. With retard pedal fully depressed, measure the voltage between the following circuits:
a. From 74N to 710:
Read 15.50 ± .25 vdc. If out of tolerance replace RET card.
b. From 54N to 710:
Read 12.50 vdc minimum. If out of tolerance replace retard pedal resistor.
c. DDEC equipped trucks only:
Use the DDR to read PTO counts or measure voltages at circuits 510(+ ) to
952(-) shown in the following table:
ACC CARD VDC PTO COUNTS ACTION IF OUT OF TOLERANCE

TZ6661 2.77 (approx.) 150 ± 2 Replace ACC card
EB2635 3.63 (approx.) 162 ± 2 Replace ACC card
EC1806 3.04 (approx.) 162 ± 2 Adjust Pot P2 on ACC card
5. Depress the throttle pedal fully, and again read the PTO Counts. If values change re-
place ACC Card. Release throttle and retard pedals.
1.2.2 Electronic Retard Pedal, Fuel Saver Equipped Trucks.
• Refer to Section 1.1.3 for both, accelerator and retard pedal setup instructions.

PTU SETUP
• If not done previously, Set up PTU using the communication port in the electrical
cabinet.
• Select the MONITOR REAL TIME DATA screen as follows:
[ENTER].
c. When the GE STATEX III PTU MAIN MENU (Figure 3-6.) appears, move the cursor
to “NORMAL OPERATION” and press [ENTER].
e. The NORMAL OPERATION MENU (Figure 3-7.) will appear. Select “MONITOR REAL
TIME DATA” and press [ENTER]; the screen shown in Figure 3-8. will appear.
FIGURE 3-7. NORMAL OPERATION MENU

FIGURE 3-8. MONITOR REAL TIME DATA SCREEN
NOTE: PTU abbreviations shown in boxes to the left after the following steps indicate
highlighted items to be observed on PTU display screen. Highlighted items will be
preceded by an “equals” sign to indicate a digital input is “true” and a digital output
is “ON”.
Steps 1.3, and 1.4 may also be checked using the ACCELERATE STATE LOGIC
SCREEN and step 1.5 may be checked using the RETARD STATE LOGIC SCREEN
if desired. If used, exit back to the Normal Operation Menu and select MONITOR
REAL TIME DATA SCREEN when performing step 1.6 and the remaining sequence
checks.
1.3. Reverser and Propulsion Contactors Check

NOTE: When the Selector Switch is moved to change the Reverser from REVERSE
to FORWARD or NEUTRAL, FOR on the PTU display will be highlighted for a brief
moment. If the Selector Switch is moved to change the Reverser from FORWARD or
NEUTRAL to REVERSE, REV on the PTU display will be highlighted for a brief
moment. This occurs very quickly and may not be visible on some PTU’s. (The FOR
and REV signals are used to momentarily energize the Reverser solenoids when a
directional change is requested.)
1. Move Selector Switch to NEUTRAL. Turn key switch and control power switch to On
position.
2. Verify that Reverser either remains in or shifts to forward position (to the right).
a. Verify the feedback signal:
FORFB
3. Depress throttle. No contactors should pick up. Release throttle.
4. Move Selector Switch to FORWARD.
FORIN
5. Verify that Reverser remains in forward position (to the right).
FORFB

6. Depress throttle until AS contact is closed, and propulsion contactors MF, P1/(P2),
GF, and GFR are picked up in this sequence.
AS MF P1 (P2) GF GFR
7. Verify feedback signals are present:
MFFB P1FB (P2FB) GFFB GFRFB
8. Release throttle. Propulsion contactors should drop out.
9. Move Selector Switch to REVERSE.
10. Verify that Reverser shifts to reverse position (to the left).
REVIN
REVFB
11. Verify rear back-up lights and back-up horn are energized.
12. Depress throttle until AS contact is closed, and propulsion contactors MF, P1/(P2), GF,
and GFR are picked up.
13. Verify feedback signals are present:
14. Release throttle. All contactors should drop out and will no longer be highlighted on
the PTU screen.
15. Move Selector Switch to NEUTRAL.
16. Verify that Reverser shifts to forward position (to the right) and back-up lights and horn
are de-energized.
1.4. Propulsion Lockout Test (DDEC & MTU Engine Trucks Only)
1. Move Selector Switch to FORWARD, turn Control Power Switch to On, and depress
throttle pedal until propulsion contactors MF, P1/(P2), GF, and GFR pick up.
a. Verify feedback signals are present:
Detroit Diesel DDEC engine trucks:

2A. For 16 cylinder engines, jumper circuits 509M & 509S to ground, one at a time. For 20
cylinder engines (3 ECM’s) jumper circuits 509M, 509R1 & 509R2 to ground. On
DDEC III engines, jumper circuit 509 to ground. The propulsion contactors should
drop out after approximately a 7 second time delay.
MTU engine trucks:

2B. Jumper circuit 31MS to ground. The propulsion contactors should drop out after ap-
proximately a 7 second time delay.
3. Turn control power Off. Remove jumpers to restore wiring to its original condition.

1.5. Retard Contactors Operation Check
1. Put Selector Switch in FORWARD and depress retard pedal.
FORIN RS
2. Verify that the contactors pick up in the following sequence; RP1, RP2, MF, GF, and
GFR then RP3, RP4, RP5 (and RP6, RP7, RP8, and RP9 if used).
RP1 RP2 MF GF GFR RP3 RP4 RP5 RP6 RP7 RP8 RP9
a. Verify the feedback signals:
RP1FB RP2FB MFFB GFFB GFRFB RP3FB RP4FB RP5FB
RP6FB RP7FB RP8FB RP9FB
3. MF, GF, and GFR must pick up after RP1 and RP2 but timing is very close. If installed,
the Dynamic Retard Light in the cab should illuminate.
4. Release retard pedal. Verify GF, GFR, and MF, RP3, RP4, RP5, (and RP6, RP7, RP8,
and RP9 if used) drop out first, then after a one second delay RP1 and RP2 also drop
out, and Dynamic Retard Light (if installed) turns Off.
1.6. Ground Fault Sensing Check

1. Place Selector Switch in FORWARD and depress throttle.
2. Propulsion contactors MF, P1/(P2), GF, and GFR should pick up.
3. Momentarily jumper from circuit 71 to terminal “A” on GFIP.
GFAULT
4. All contactors should drop out immediately and remain open, and Electric System
Fault light (in cab) should illuminate and remain On, even after circuit 71 to terminal
“A” jumper is removed. Event code 01 should appear on two digit display.
5. An analog value indicating current flow to ground should appear on PTU screen under
GFAULT.
6. Release throttle. Operate Override pushbutton on console to reset ground fault (Elec-
tric System Fault) light. Press reset button on two digit display to clear event code.
1.7. Ground Fault in Retard Operation Check

1. Put Selector Switch in FORWARD and depress retard pedal.
FORIN RS
a. Verify feedback signal is present:
FORFB
2. Retard contactors RP1, RP2, MF, GF, and GFR, RP3-RP5, (and RP6-RP9 if used)
should energize.
a. “RETARD” should be highlighted:
RETARD

3. Momentarily jumper from circuit 71 to terminal “A” on GFIP.
GFAULT
4. All contactors should remain energized. Event code 01 should appear on two digit dis-
play. Electric system fault light should come on.
5. Release retard pedal.
6. With jumper removed from circuit 71 to terminal “A”, operate Override pushbutton on
console to reset electric system fault light. Press reset button on two digit display
panel to clear event code.
1.8. Override Operation Check

1. Move selector switch to FORWARD, and depress throttle fully.
FORIN AS
FORFB
2. Propulsion contactors MF, P1/(P2), GF and GFR should pick up.
MF P1 (P2) GF GFR
3. Depress retard pedal.
RS
4. Verify that propulsion contactors MF, P1/(P2), GF and GFR drop out and then retard
contactors RP1, RP2, MF, GF, GFR, RP3, RP4, RP5, (and RP6-RP9 if used) pick up.
MF, GF and GFR must pick up after RP1 and RP2 but timing is very close.
5. Operate Override Switch.
DOS
6. Verify that retard contactors RP1, RP2, MF, GF, GFR, RP3, RP4, RP5, (and RP6-RP9 if
used) drop out. Propulsion contactors P1/(P2) should pick back up when RP1 and
RP2 drop out. MF, GF and GFR should then pick up.
P1 (P2) MF GF GFR
7. Release Override Switch. The propulsion contactors drop out and retard contactors
pick back up (as in step 4).
8. Release retard pedal and throttle pedal.

1.9. Anti-Reversal Function (AR) Check
• Disconnect wheel motor speed sensor wires 77, 77A, 714 & 714A in control cabinet.
Jumper circuit 77 to 714. Jumper circuit 77A to 714A.
• Connect an oscillator to circuit 77 and 77A at control cabinet terminal board. Do not
turn oscillator on.
1. Move Selector Switch to FORWARD. Depress throttle.
FORIN AS
FORFB
2. Propulsion contactors MF, P1/(P2), GF, and GFR should energize.
MF P1 (P2) GF GFR
3. Turn oscillator On and increase frequency until M1-SPD & M2-SPD reads 3 mph.
4. Move Selector Switch to REVERSE.
5. All contactors should drop out, Reverser should stay in forward position (to the right).
6. Release throttle and remove oscillator. Remove jumpers and reconnect speed sensor
wires at terminal board.
7. Reverser should shift to REVERSE position (to the left).
REVFB
8. Move selector switch to NEUTRAL.
1.10. Overspeed Retard Operation Check

• Disconnect wheel motor speed sensor wires 77, 77A, 714 & 714A at control cabinet
terminal board.
• Jumper circuit 77 to 714, jumper circuit 77A to 714A on terminal board.
• Connect an oscillator to circuit 77 and 77A at terminal board.
1. Move Selector Switch to FORWARD, and depress throttle.
FORIN AS
FORFB
2. Propulsion contactors MF, P1/(P2), GF, and GFR should energize.
MF P1 (P2) GF GFR
3. Increase the oscillator frequency until OVRSPD DIGITAL OUTPUT changes from off to
= on, which will indicate that overspeed condition has been obtained.
OVRSPD

4. Verify that propulsion contactors MF, P1/(P2), GF and GFR drop out and then retard
contactors RP1, RP2, MF, GF, GFR, RP3, RP4, RP5, (and RP6-RP9 if used) pick up
and the Dynamic Retard Light in the cab comes on.
5. Release throttle and reduce oscillator frequency to 0. Place selector switch in NEU-
TRAL.
6. Depress override pushbutton in console, and press reset button on display to clear
overspeed event code.
7. Disconnect oscillator from circuits 77 and 77A and remove. Remove jumpers and re-
connect speed sensor wires.
1.11. Hoist Interlock Operation Check

1. Put Selector Switch in FORWARD, and depress throttle. Propulsion contactors MF,
P1/(P2), GF, and GFR should energize.
FORIN AS
MF P1 (P2) GF GFR
FORFB MFFB P1FB (P2FB) GFFB GFRFB
2. If truck body is raised or not installed, momentarily remove metal washer from Body
Up Switch. If body is installed and in down position, momentarily open circuit 71F.
DBUP
3. Propulsion contactors should drop out.
4. Operate Override Switch.
DOS
5. Contactors should respond to throttle only when Override Switch is held.
6. Put Selector Switch in NEUTRAL and release throttle. Reconnect 71F or replace metal
washer.
7. Put Selector Switch in REVERSE, and depress throttle.
REVIN AS
REVFB
8. Propulsion contactors should energize.
MF P1 (P2) GF GFR
9. If truck body is raised or not installed, momentarily remove metal washer from Body
Up Switch. If body is installed and in down position, momentarily open circuit 71F.
DBUP

10. Propulsion contactors should drop out. Operate override switch.
DOS
12. Contactors should not pick back up. Release override switch.
13. Replace metal washer or reconnect 71F. The contactors should not energize.
14. Release throttle. Put Selector Switch in NEUTRAL, then to REVERSE.
15. Depress throttle pedal. The propulsion contactors should energize.
16. Move selector to NEUTRAL and release throttle.
1.12. Motor Blower Fault Light Operation Check

1. Place Selector Switch in FORWARD, and depress throttle.
FORIN AS
2. Propulsion contactors should energize.
MF P1 (P2) GF GFR
3. After 101 seconds (default time delay value), the Motor Blower Off Light should turn
On, and event code 63 should appear on the two digit display.
BLOWP BLOWFAULT
4. Put selector switch in NEUTRAL, depress override pushbutton and press reset button
on two digit display to clear event code.
NOTE: If Motor Blower Fault Light is not operational, refer to “Miscellaneous

Component Test and Adjustment”, for switch adjustment procedure.

Return to Main Menu
1. This completes the sequence tests.
2. Move cursor to select “EXIT” on the menu and press [ENTER] key.
3. Select “EXIT” as necessary until returned to GE STATEX III PTU MAIN MENU.
4. Move cursor to select “EXIT” on this menu and press [ENTER] key.
5. At “QUIT PTU?” menu screen prompt , press [Y] key (or any key except [N]) to exit
back to the GE OHV STATEX III MENU.
NOTE: it is always necessary to exit back to this menu before turning off control power
to avoid lock up of PTU computer screen.
6. Turn control power switch Off.
7. Turn key switch Off.

2. DIGITAL INPUT/OUTPUT SIGNALS TEST - FL275 CARD PANEL
• Connect PTU at control cabinet as described previously.

• Turn PTU On and type “gemenu” at the C:> prompt. Press [ENTER].
2.1. Setup Manual Digital Input/Output Test on PTU

1. With control power On, select “PTU TALK TO TRUCK” on GE OHV STATEX III
MENU. Press [ENTER] key.
2. At “Enter your name:” type your name. Press [ENTER] key.
3. At “Enter your password:” type your password. Press [ENTER] key.
4. The GE STATEX III PTU MAIN MENU should appear on the screen.
5. Select “SPECIAL OPERATION WITH ENGINE STOPPED”. Press [ENTER] key.
a. A screen will appear that states: “Selection of SPECIAL OPERATION will override truck
driver controls until you exit to the PTU main menu. Continue?”
6. The SPECIAL CONTROL ENGINE STOPPED TEST MENU should appear on the
screen.
7. Select “MANUAL DIGITAL OUTPUT TEST”. Press [ENTER] key.
8. The MANUAL DIGITAL OUTPUT TEST SCREEN (Figure 3-9.) should appear on the
PTU screen. This screen is divided into four sections:
a. ENGINE PARA - the functions displayed are not active.
b. ANALOG - the functions displayed are not active.
c. DIGITAL INPUT - this section monitors 38 digital inputs. The status of the input
functions will be shown by displaying the Name of the input as follows (unless
otherwise noted):
= true inverse display = input energized (28 volts)
false regular display = input not energized (0 volts)
d. DIGITAL OUTPUT - this section monitors 35 digital outputs.
= on inverse display = output energized
FIGURE 3-9. MANUAL DIGITAL OUTPUT TEST SCREEN

2.2. Digital Input Checks
1. The two digit diagnostic display panel should have a 00 event code to indicate that all
previous event codes have been cleared. If not, press reset switch to clear codes.
2. For the digital inputs listed below, do the PROCEDURE TO ACTIVATE as specified,
and verify that the display status of the digital input name on the MANUAL DIGITAL
OUTPUT TEST SCREEN changes from false (regular display) to = true (inverse dis-
play), unless otherwise noted. Restore any switch settings and wiring changes to their
original condition before moving on to check the next digital input.
3. All digital inputs have now been checked, except contactor feedback inputs, which will
be checked with digital outputs in next section.
DI NAME DESCRIPTION PROCEDURE TO ACTIVATE FUNCTION

Press Up Arrow Switch on Two
FIRSTSRCH FIRST SEARCH SW = true (inverse display) = switch depressed
Digit Display.
Press Down Arrow Switch on
LASTSRCH LAST SEARCH SW = true (inverse display) = switch depressed
Two Digit Display.
Press Reset Switch on Two
2DDRESET LOCAL RESET SW = true (inverse display) = switch depressed
Digit Display.
= true (inverse display) = ACCEL request = 28v
ACCEL SWITCH Press accelerator pedal.
input
AS (Non-Fuel Saver
Only) false (regular display) = no ACCEL request = 0v
Pedal released:
input
RETARD SWITCH Press retard pedal. = true (inverse display) = retard request = 0v input
RS (Non-Fuel Saver
Only) Pedal released: false (regular display) = no request = 28v input
DUMP OVERRIDE
DOS Press override switch. = true (inverse display) = switch depressed
SWITCH
RETARD SPEED Pull retard speed control switch
RSC = true (inverse display) = switch depressed
CONTROL SWITCH to On position.
= true (inverse display) = body up = 0v input
DUMP BODY UP Remove wire 71F.
DBUP Verify Body-Up light in cab illuminates.
SWITCH
Restore circuit 71F. false (regular display) = body down = 28v input
Disconnect wire 73LS routed to
2 SPEED
the rear suspension pressure
OVERSPEED = true (inverse display) = loaded truck = 0v input
switches and insulate.
2SOS SYSTEM
Jumper from 71 to 73LS.
(LOAD WEIGHT
SWITCH) Remove 71 to 73LS jumper
false (regular display) = empty truck = 28v input
(Reconnect 73LS.)
Move idle switch from low
IDLE SWITCH
(turtle) position to high idle = true (inverse display) = high idle = 0v input
IDLESW (Non-Fuel Saver
position.
only)
Place switch in low position. false (regular display) = low idle = 28v input
No signal (0v input) = true (inverse display) = inhibit = 0v input
Jumper 73S to 710 to energize
ACCEL INHIBIT park brake failure relay coil.
ACCINH
SIGNAL (Leave jumper connected to false (regular display) = not inhibit = 28v input
simulate Park Brake Not
Applied)
= true (inverse display) = failed diode = 0v input
Remove wire 73A from FDP
FAILED DIODE Verify that electrical system fault light on instrument
FAILDIODE term D.
PANEL SIGNAL panel comes On with wire 73A removed.
Replace wire 73A. false (regular display) = ok diode = 28v input

DI NAME DESCRIPTION PROCEDURE TO ACTIVATE FUNCTION
In control cabinet, jumper 28
SERVICE BRAKE = true (inverrse display) = brake applied = 28v
volts from 712 to 44R to
SRVBRKPSW PRESSURE input
simulate service brake applied.
SWITCH
Remove jumper. false (regular display) = brake released = 0v input
SELECTOR
Move selector switch to
FORIN SWITCH = true (inverse display) = FORWARD selected
FORWARD position.
FORWARD SIGNAL
SELECTOR
Move selector switch to
REVIN SWITCH REVERSE = true (inverse display) = REVERSE selected
REVERSE position.
SIGNAL
DATA STORE Press data store switch. = true (inverse display) = switch closed = 28v input
DSTORE
SWITCH Release switch. false (regular display) = switch open = 0v input
BLOWER Remove 75A1 wire. = true (inverse display) = ok pressure = 0v input
BLOWP PRESSURE
SWITCH Re-attach wire 75A1. false (regular display) = no pressure = 28v input
= true (inverse display) = apply brake request = 0v

Turn park brake switch to ON.
input
PARKBRKSW PARK BRAKE
false (regular display) = release brake request =
Turn park brake switch to OFF.
28v input
Key switch On. = true (inverse display)
KEYSW KEY SWITCH
Key switch Off. false (regular display)
CONTROL POWER Control power switch On. = true (inverse display)
CPSFB
SWITCH Control power switch Off. false (regular display)
Jumper 419 to GND at the = true (inverse display) = with jumper = 0v input
ENGINE SERVICE
junction box. Verify engine check light in cab Turns On.
SIGNAL
ENGSERV Remove jumper. false (regular display) = w/o jumper = 28v input
ENGINE SERVICE Jumper wire 419 to GND = true (inverse display) = with jumper = 0v input
SIGNAL at junction box. Verify engine check light in cab Turns On.
(MTU engine) Remove jumper. false (regular display) = w/o jumper = 28v input
ENGINE SHUT Jumper 509 to GND at junction = true (inverse display) = with jumper = 0v input
DOWN SIGNAL box. Verify engine shut down light in cab turns On.
(DDEC engine) Remove jumper. false (regular display) = w/o jumper = 28v input
ENGSDWN
ENGINE SHUT Jumper wire 31MS to GND = true (inverse display) = with jumper = 0v input
DOWN SIGNAL at junction box. Verify that engine shut down light n cab turns On.
(MTU engine) Remove jumper. false (regular display) = w/o jumper = 28v input

2.3. Digital Output Checks
• For each of the digital outputs listed in the following tables, perform the procedure as
specified in steps 1 and 2, and verify the results on the MANUAL DIGITAL OUTPUT
TEST SCREEN as noted in the following table. Be sure to restore any switch settings
and wiring changes to their original condition before moving on to check the next
digital output.
1. Set digital output driver On.

a. Move cursor with the arrow keys to the output name (DO NAME) of the desired output.
b. Press [ENTER] key to change status of selected output from off to on.
c. The display status of the output name DO NAME on the MANUAL DIGITAL OUTPUT
TEST SCREEN changes from off (regular display) to = on (inverse display) in a
flashing mode.
d. Output device will be energized, or take voltage reading to verify that output driver is
turned on, as noted in the OUTPUT DEVICE CHECKOUT column.
e. Status of related feedback input name DI NAME (if used) on the MANUAL DIGITAL
OUTPUT TEST SCREEN changes from false (regular display) to = true (inverse
display).
2. Set digital output driver Off.
a. With cursor still on the same output name DO NAME press [ENTER] key again to
change status of selected output from on to off.
b. The display status of the output name DO NAME on the MANUAL DIGITAL OUTPUT
TEST SCREEN changes from = on (inverse display) to off (regular display).
c. Output device will be de-energized, or take voltage reading to verify that output driver
is turned off as noted in the OUTPUT DEVICE CHECKOUT column.
d. Status of related feedback input name DI NAME (if used) on the MANUAL DIGITAL
OUTPUT TEST SCREEN changes from = true (inverse display) to false (regular
display).
e. Be sure to restore any metering or wiring changes to their original condition before
moving on to check the next output.
3. After all digital outputs have been checked, move cursor to (select) “EXIT” on the
menu and press [ENTER] key.
4. Repeat step 3. as required until returned to GE STATEX III PTU MENU.

OUTPUT DEVICE CHECKOUT
DO NAME DESCRIPTION PTU DISPLAY-
DEVICE STATE PTU DISPLAY-DEVICE
FEEDBACK
* NOTE: P11, RP11, & RP22 are digital outputs (not physical devices) wired in parallel with outputs P1, RP1, & RP2
respectively. These outputs are only used if airless contactors are installed. If installed, test by activating both outputs
(P1 and P11), (RP1 & RP11), (RP2 & RP22) at the same time and verifying the corresponding feedback signal.
P1 energized P1 = on P1FB = true
P1 P1 CONTACTOR
P1 de-energized P1 off P1FB false
P11 CONTACTOR P11 energized P11 = on P1FB = true
* P11
OUTPUT P11 de-energized P11 off P1FB false
P2 energized P2 = on P2FB = true
P2 (GTA26 only) P2 CONTACTOR
P2 de-energized P2 = off P2FB false
GF energized GF = on GFFB = true
GF GF CONTACTOR
GF de-energized GF off GFFB false
GFR energized GFR = on GFRFB = true
GFR GFR CONTACTOR
GFR de-energized GFR off GFRFB false
MF energized MF = on MFFB = true
MF MF CONTACTOR
MF de-energized MF off MFFB false
RP1 energized RP1 = on RP1FB = true
RP1 RP1 CONTACTOR
RP1 de-energized RP1 off RP1FB false
RP11 CONTACTOR RP11 energized RP11 = on RP1FB = true
* RP11
OUTPUT RP11 de-energized RP11 = on RP1FB false
RP2 RP2 CONTACTOR
RP22 CONTACTOR RP22 energized RP22 = on RP2FB = true
* RP22
OUTPUT RP22 de-energized RP22 off RP2FB false
RP3 RP3 CONTACTOR
RP4 RP4 CONTACTOR
RP5 RP5 CONTACTOR
RP6 (optional) RP6 CONTACTOR
RP9 energized RP9 = on RP9B = true
FORWARD coil
FOR = on FORFB = true
FORWARD COIL energized
FOR
ON REVERSER FORWARD coil de-
FOR off FORFB false
energized
REVERSE coil energized REV = on REVFB = true
REVERSE COIL
REV REVERSE coil de-
ON REVERSER REV off REVFB false
energized
NOTE: After checking REV operation, silence backup horn by turning on Output FOR momentarily to move reverser back to
forward position.

OUTPUT DEVICE CHECKOUT
DO NAME DESCRIPTION
DEVICE STATE VERIFICATION
Measure 28v from AFSE terminal + 25v (wire
Output AFSE = on
ALTERNATOR FIELD 711A) to GND.
AFSE
STATIC EXCITER Measure 0v from AFSE terminal + 25v (wire 711A)
Output AFSE off
to GND.
Measure 28v from MFSE terminal + 25v (wire
Output MFSE = on
MOTOR FIELD STATIC 711B) to GND.
MFSE
EXCITER Measure 0v from MFSE terminal + 25v (wire 711B)
Output MFSE off
to GND.
ENGINE SERVICE
ENGSRV_LT Do not check, output driver not used.
LIGHT IN CAB
ENGINE SHUTDOWN
ENGSDN_LT Do not check, output driver not used.
LIGHT IN CAB
Output TS = on
Measure 0v from 76MM to 710.
THROTTLE SOLENOID (Relay energized)
TS
(Non-Fuel Saver only) Output TS off
Measure 28v from 76MM to 710.
(Relay de-energized)
Output LIS = on
Measure 0v from 76L to 710.
LOW IDLE SOLENOID (Relay energized)
LIS
(Non-Fuel Saver only) Output LIS off
Measure 28v from 76L to 710.
(Relay de-energized)
Output RETARD = on
Retard dash light on.
(RLR Relay energized)
RETARD RETARD DASH LIGHT
Output RETARD off
Retard dash light off.
(RLR Relay de-energized)
Output OVRSPD = on Measure approx. 3 Ohms at 73V to 710.
OVRSPD OVERSPEED LIGHT
Output OVRSPD off Measure infinite Ohms at 73V to 710.
CONTROL POWER Output CPRL = on
CPRL CPRL light is on.
RELAY LATCH (Relay energized)
NOTE: Verify System Fault Light is not On, prior to checking next output.
Output FAILDIODE = on Elect. System Fault Light on.
FDIODE_LT FAILED DIODE LIGHT
Output FAILDIODE off Elect. System Fault Light off.
Output SYSFAULT = on Elect. System Fault Light on.
SYSFAULT SYSTEM FAULT LIGHT
Output SYSFAULT off Elect. System Fault Light off.
Output GNDFAULT = on Elect. System Fault Light on.
GNDFAULT GROUND FAULT LIGHT
Output GNDFAULT off Elect. System Fault Light off.
Output
Motor Blower Fault Light on.
BLOWFAULT BLOWER FAULT LIGHT BLOWFAULT = on
Output BLOWFAULT off Motor Blower Fault Light off.
Output
PRKBRKOFF = on
Measure 28v from 71 to 52CS. Park Brake is off.
(Park Brake Solenoid
PRKBRKOFF PARK BRAKE SOLENOID energized)
Output PRKBRKOFF off
(Park Brake Solenoid de- Measure 0v from 71 to 52CS. Park Brake is on.
energized)
SPEEDEVNT SPEED EVENT Do not check, output driver not used.
Output
Motor Overtemp Light on.
MOTOR OVERTEMP MOTOR_TEMP = on
MOTOR_TEMP
LIGHT (Optional) Output
Motor Overtemp Light off.
MOTOR_TEMP off

3. ANALOG INPUT SIGNALS TEST - FL275 CARD PANEL
The PTU will be used to test analog inputs to the FL275 panel analog I/O Card, to verify
proper truck wiring, control panel wiring and component operation.
• Connect PTU at control cabinet as described previously.

• Turn PTU On and type “gemenu” at the DOS “C:> ” prompt. Press [ENTER].
3.1. Setup Analog Input Monitor Screen on PTU

1. With control power On, select “PTU TALK TO TRUCK” on GE OHV STATEX III
MENU. Press [ENTER] key.
5. Move cursor to select “NORMAL OPERATION”. Press [ENTER] key.
a. A screen will appear that states: “Selection of NORMAL OPERATION gives truck
control to the driver. Continue?”
6. The NORMAL OPERATION MENU should appear on the screen.
7. Move cursor to select “MONITOR ANALOG INPUT CHANNELS”. Press [ENTER] key.
8. The MONITOR ANALOG INPUT CHANNELS screen, Figure 3-10. should appear.
FIGURE 3-10. MONITOR ANALOG INPUT CHANNELS SCREEN

3.2. Analog Input Checks
• The two digit diagnostic display panel should have a 00 event code to indicate that all
previous event codes have been cleared. If not, press reset button to clear codes.
• For each of the analog inputs listed, perform the test procedure specified, and verify
the results on the MONITOR ANALOG INPUT CHANNELS screen. Be sure to restore
any switch settings and wiring changes to their original condition before moving on to
check the next analog input. Reset as required to clear event data after each test.
1. GROUND FAULT CHECK: . . . . . . . ground fault = 0.0 ma

(Screen value ma = 48.1 x analog card input volts).
a. Jumper 24 vdc, circuit 71 to GFIP terminal “A” to simulate a “Low Ground” fault.
Read approximately 135 ma on PTU screen.
Event code 01 should appear on the 2 digit display.
The Electrical System Fault light should turn on.
b. Remove jumper attached to GFIP terminal “A”.
PTU screen should read approximately 0 ma.
c. Press Override switch and reset button on 2 digit display to clear event code to 00.
d. Jumper 24 vdc, circuit 71 to GFIP terminal “D” to simulate a “High Ground” fault.
Read approximately 535 ma on PTU screen.
Event code 02 should appear on the 2 digit display.
The Electrical System Fault light should turn on.
e. Remove jumper attached to GFIP terminal “D”.
PTU screen should read approximately 0 ma.
f. Press Override switch and reset button on 2 digit display to clear event code to 00.
g. To check GFIP, disconnect circuit 79H at terminal “A”. Attach an ohmmeter to
terminals “A” and “E”.
Read 100K ± 1K ohms.
h. Reinstall wire 79H at terminal “A”.
i. To check GRR panel, remove protective grille and disconnect the following wires
routed to the control cabinet: 7J1 from terminal “C” and wire 79H from terminal “B”.
j. Use an ohmmeter to measure the following values.
Terminal “A” to “B”: 200 ± 20 ohms.
Terminal “B” to “C”: 800 ± 80 ohms.
Terminal “A” to “C”: 1000 ± 100 ohms.
k. Reinstall 7J1 and 79H wires removed in step i. Install GRR protective grill.
2. MOTOR 1 ARMATURE CURRENT - ISOA3 : . motor 1 amps = 0.0

(Screen value amps = 1000 x input voltage).
a. Test zero offset on isolation amplifier. Place a digital voltmeter between terminals “D”
(+ ) and “F” (-) on ISOA3. With control power On and no other signal applied, meter
should read:
Less than 30 millivolts.

b. Remove wire from input terminal “B” on ISOA3. Connect test jumpers from “G” (+ 15
volt) to “A”, and from “C” to “F” on ISOA3 and measure the following:
Read + 1.00 ± .05 volts from “D” to “F”.
PTU should read + 1000 ± 50 amps.
c. Remove jumper from terminal “G”.
d. Connect test jumper from “E” (-15 volt) to “A”.
Read -1.00 ± .05 volts from “D” to “F”.
PTU should read -1000 ± 50 amps.
e. Remove jumpers and voltmeter. Reconnect wire to terminal “B”.
3. MOTOR 2 ARMATURE CURRENT - ISOA4 : . motor 2 amps = 0.0

a. Repeat same test procedure used on motor 1 amps, except substitute ISOA4 instead
of ISOA3.
4. MOTOR FIELD CURRENT - ISOA5: . . motor field amps = 0.0

(Screen value amps = 400 x input voltage).
a. Test zero offset on isolation amplifier ISOA5, using same procedure as on motor 1
amps.
Read + 1.00 ± .05 volts from D to F.
c. Remove jumper from terminal “G”.
d. Connect test jumpers from “E” (-15 volt) to “A”.
Read -1.00 ± .05 volts from “D” to “F”.
PTU should read -400 ± 20 amps.
e. Remove jumpers and voltmeter. Reconnect wire to terminal “B”.
5. ALTERNATOR FIELD CURRENT - ISOA8 : . . alt field amps = 0.0

a. Repeat same test procedure used on motor field amps, except substitute ISOA8
instead of ISOA5.
6. RETARD SPEED POT SETTING: . . . . . ret spd pot set = 0.0v

a. Close Retard Speed Control Switch in cab.
b. Vary Retard Speed Control adjustment from minimum to maximum.
Read 0.0 volts at minimum to + 19 ± 0.50 volts at maximum on PTU screen for
non-Fuel Saver truck.
Read 0.0 volts at minimum to + 10 ± 0.50 volts at maximum on PTU screen for
Fuel Saver truck.

7. RETARD PEDAL : . . . . . . . . . ret pedal = 0.0% = 0.0v
Note: Retard pedal , “%” value may vary with each truck. This value is entered into
the truck configuration file when the “Fuel Saver ” system is installed and is used
to scale the pedal OFF signal when the pedal is released and maximum retard
request when fully depressed.
Fuel Saver equipped trucks:

a. With retard pedal released:
Read approximately 0.0 volts on PTU screen.
b. Depress retard pedal fully.
Non-Fuel Saver trucks:

a. With retard pedal released:
b. Depress retard pedal fully.
8. ACCELERATOR PEDAL: . . . . . . acc pedal = 0.0% = 0.0v

Note: Accelerator pedal , “%” value may vary with each truck. This value is entered
into the truck configuration file when the “Fuel Saver ” system is installed and is
used to scale the pedal OFF signal when the pedal is released and maximum power
request when fully depressed.
Fuel Saver equipped trucks:

a. With accelerator pedal released:
b. Depress accelerator pedal fully.
Non-Fuel Saver trucks:

Refer to “Throttle System Check and Adjustment”.
9. ALT. TERTIARY OVERCURRENT - ISOA6 : alt tert current = 0.0 ac amps

(Screen value AC amps = 275 x DC input voltage).
NOTE: Prior to testing, the PTU screen will display erroneous data.
a. Test zero offset on isolation amplifier. Place a digital voltmeter between terminals “D”
(+ ) and “F” (-) on ISOA6. With control power On and no other signal applied, meter
should read:
Less than 30 millivolts.
Read + 1.00 ± .05 volts from “D” to “F”.
c. Remove jumpers and voltmeter. Reconnect wire to terminal “B”.

10. MOTOR TERTIARY OVERCURRENT - ISOA7: mf tert current = 0.0 ac
amps
a. Repeat same test procedure used on alternator tertiary current, except substitute
ISOA7 instead of ISOA6.
11. ALTERNATOR OUTPUT VOLTS - VMM1: . . . . . alt output volts = 0.0

(Screen value volts = 200 x analog input volts).
a. Verify that circuit 74C is disconnected at GFR.

b. Disconnect the wires from terminals “A” and “C” on VMM1.
c. Connect digital voltmeter between VMM1 output terminals “D” (+ ) and “F” (-). With
no other signal applied:
Meter should read less than ± .010 volts.
d. Jumper circuit 71 (battery + ) to VMM1 input terminal “A”. Jumper circuit 710 (ground)
to terminal “C”. Attach second digital voltmeter to VMM1 terminal “A” (+ ) and “C” (-)
to measure actual voltage applied.
e. With control power On and battery voltage applied at terminals “A” and “C”, read the
following at the output voltmeter attached to terminals “D” (+ ) and “F”(-):
Output voltage = Input voltage ÷ 200 (± .025)
PTU screen should read approximate input voltage.
Example:
If input voltage is 25.25 vdc, output should read .126 ± .025 vdc.
PTU display should read approximately 25 vdc.
f. Reverse polarity of input. Jumper circuit 71 to terminal “C” and jumper circuit 710 to
terminal “A” at VMM1.
Verify negative value of output voltage measured in step e. and negative value
on PTU screen.
g. Remove jumpers and voltmeters. Restore all disconnected wiring.
12. MOTOR M2 ARMATURE VOLTS - VMM2: . . . . . motor 2 volts = 0.0

a. Repeat same test procedure used on alt output volts, except substitute VMM2 instead
of VMM1.
13. ALTERNATOR FIELD VOLTAGE - VDR3: . . . . . . alt field volts = 0.0

(Screen value volts = 10.6 x input volts).
a. Disconnect wires from VDR3 terminal “E” and “D”.

b. Connect a 1.5 volt battery (i.e. flashlight battery) to wire removed from “E” (-) and to
VDR3 terminal “D” (+ ).
c. Measure actual voltage of battery used in above step.
PTU screen should read actual test battery voltage x 10.6
Example:
If test battery voltage measures 1.550 volts, PTU screen should read 16.43
volts.
d. Remove test battery. Screen should read 0 volts.
e. Reconnect wires removed in step a.

14. MOTOR 1 TEMPERATURE . . . . . . motor 1 temp = 0.000 V; 0.0°C
NOTE: Motor Temperature monitoring system is optional.
a. Disconnect motor 1 temperature sensor wires 722C and 722A routed to wheel motor
from terminal board in control cabinet.
b. Connect a 100 ohm resistor to terminal board in place of wires removed in previous
step to simulate 0°C temperature signal into analog input card.
Screen value on PTU should read 1.96 ± .04 volts and 0.0°C.
c. Replace 100 ohm resistor with a 181 ohm resistor. (210°C)
Screen value on PTU should read 3.55 ± .07 volts and 210°C.
d. Remove resistor and replace sensor wires at terminal board.
15. MOTOR 2 TEMPERATURE . . . . . . motor 2 temp = 0.000 V; 0.0°C

a. Disconnect motor 2 temperature sensor wires 722F and 722H routed to wheel motor
from terminal board in control cabinet.
b. Connect a 100 ohm resistor to terminal board in place of wires removed in previous
step to simulate 0°C temperature signal into analog input card.
Screen value on PTU should read 1.96 ± .04 volts and 0.0°C.
c. Replace 100 ohm resistor with a 181 ohm resistor. (210°C)
Screen value on PTU should read 3.55 ± .07 volts and 210°C..
d. Remove resistor and replace sensor wires at terminal board.
NOTE: Sensors for functions 16 through 19 are not installed on all trucks. To verify installation, select the
proper truck configuration file, then select “View OEM Options” from the TRUCK SETUP CONFIGURA-
TION MINE MENU screen.
16. COOLANT TEMPERATURE . . . . . eng coolant temp = 0.00 V; 0.0C

a. Connect a 1.5 volt battery to circuit 31CT (+ ) and circuit 0CT (-) at control cabinet
terminal board.
Screen value on PTU should read + 1.5 volts; 0°C.
b. Remove battery from terminal board.
17. COOLANT PRESSURE . . . . . . . eng coolant pres = 0.00 V; 0.0 PSI
a. Connect a 1.5 volt battery to circuit 31ECP (+ ) and circuit 0ECP (-) at control cabinet
terminal board.
Screen value on PTU should read + 1.5 volts; 25 psi.
18. CRANKCASE PRESSURE . . . . . eng crankc pres = 0.00 V; 0.0 PSI
a. Connect a 1.5 volt battery to circuit 31CKP (+ ) and circuit 0CKP (-) at control cabinet
terminal board.
19. OIL PRESSURE . . . . . . . . . eng oil pressure = 0.00 V; 0.0 PSI
a. Connect a 1.5 volt battery to circuit 310P (+ ) and circuit 0OP (-) at control cabinet
terminal board.

20. + 15 VOLT SUPPLY . . . . . . . . . . . . . . 15 v positive = 0.0
Screen should read + 15.0 ± 0.3 volts.
21. -15 VOLT SUPPLY . . . . . . . . . . . . . . 15 v negative = 0.0
Screen should read -15.0 ± 0.3 volts.
22. BATTERY VOLTAGE . . . . . . . . . . . . . battery voltage = 0.0
Screen should be approximately + 28.0 volts, dependent on battery condition.
23. POT REFERENCE . . . . . . . . . . . . . pot reference = 0.0
Screen should be + 19.0 ± 0.5 volts for non-Fuel Saver truck.
Screen should be + 10 ± 0.5 volts for Fuel Saver truck.
24. AFSE TEMPERATURE . . . . . . . . . . afse temp = 0.000 v; 0.0 C
a. Disconnect AFSE temperature sensor wires at terminal board TB-1 located on the
face of the AFSE; 72TA at terminal “D” and 0TA at “B”.
b. Connect a 100K ohm resistor accross wires removed in step a.
Screen value on PTU should read approximately 9.0 volts and 25°C.
c. Remove resistor installed above and reconnect sensor wires at TB-1.
25. MFSE TEMPERATURE . . . . . . . . . mfse temp = 0.000 v; 0.0 C

a. Disconnect MFSE temperature sensor wires at terminal board TB-1 located on the
face of the MFSE; 72TM at terminal “F” and 0TM at “E”.
b. Connect a 100K ohm resistor across wires removed in step a.
c. Remove resistor installed above and reconnect sensor wires at TB-1.
26. ALTERNATOR INTAKE TEMPERATURE . alt intake temp = 0.000 v; 0.0 C

a. Disconnect ambient air temperature sensor wires 72AM and 0AMB at terminal board
located in electrical cabinet.
b. Connect a 100K ohm resistor across terminals where wires were removed in step a.
c. Remove resistor installed above and reconnect sensor wires.

3.3. Frequency Input Checks
• For each of the frequency inputs listed below, perform the test procedure specified,
and verify the results on the MONITOR ANALOG INPUT CHANNELS screen as noted.
Be sure to restore any switch settings and wiring changes to their original condition
before moving on to check the next frequency input.
1. ENGINE SPEED . . . . . . . . . engine speed = 0.0 rpm

(Screen value rpm = 1.2 x input frequency)
a. Connect an oscillator to circuits 74X and 74Z at control cabinet terminal board.
Increase oscillator frequency until PTU reads 1900 ± 10 rpm.
Verify tachometer in the cab reads 1900 ± 10 rpm.
b. If necessary, adjust tachometer calibration pot (located under plug on rear of tach).
c. Remove oscillator.
2. ENGINE COMMAND . . . . . . engine command = 0.0 rpm

Applicable to “Fuel Saver” equipped trucks only. The value displayed is the engine RPM
command controlled by the FL275 panel based on various truck operating condition
inputs. (Input cannot be tested.)
3. MOTOR 1 SPEED . . . . . . . Motor 1: 0.0 rpm; 0.0 mph

(Screen value rpm = 1.0 x input frequency; 787, or 788 motors)
(Screen value rpm = 2.0 x input frequency; 772, 776 or 791 motors)
(Screen value mph = screen value rpm x conversion factor mph/rpm)
a. Connect an oscillator to circuits 77 and 77A at control cabinet terminal board.

b. Increase the oscillator frequency to obtain 3 MPH (5 KPH) value on the PTU screen.
Verify the cab speedometer reads 3 MPH (5 KPH)
c. Increase oscillator to obtain 25 MPH (40 KPH) value on the PTU screen.
Verify cab speedometer reads 25 ± 2 MPH (40 ± 3 KPH)
d. If necessary, adjust speedometer calibration pot (located under plug at rear of
speedometer).
e. Remove oscillator.
4. MOTOR 2 SPEED . . . . . . . Motor 2: 0.0 rpm; 0.0 mph

a. Connect oscillator to circuits 714 and 714A at control cabinet terminal board. Repeat
same test procedure for Motor 2 as used for Motor 1.
5. CONVERSION FACTOR - RPM TO MPH . . rpm x 0.00000 = mph

Value displayed 0.00000 is conversion factor to convert from wheelmotor rpm to mph.
Compare value displayed with value given in MAXIMUM TRUCK SPEED CHART. (Refer
to “Miscellaneous Charts; Maximum Allowable Truck Speeds.”)

Return to Main Menu
1. This completes Analog and Frequency Input Checks.
2. Move cursor to select “EXIT” on the menu and press [ENTER] key.
4. Move cursor to select “EXIT” on this menu and press [ENTER] key.
6. Turn control power switch Off.
7. Turn key switch Off.

4. SPEED EVENT CHECKS
Preparation & Setup

• Always disconnect 74C at GFR for static testings. Failure to do so may result in
damage to battery boost SCR and/or dead batteries.
• If the truck is equipped with the Two Speed Overspeed, remove and insulate circuit
wire 73LS going to the control cabinet junction box. There should be one circuit wire
73LS from the terminal block to the FL275 card panel.
!! WARNING !!
If the 73LS circuit wire going to the control cabinet junction box
hasn’t been removed and insulated, damage may result to the
Rear Suspension Pressure Switches.
• Wheelmotor Speed Sensors:

a. Disconnect external 714 wire and external 77 wire at control cabinet terminal board.
b. Jumper from 77 to 714 and jumper from 77A to 714A.
c. Connect an oscillator to 714 and 714A.
• All checks are to be made with control power On and the selector switch in FORWARD.
• Obtain speed event setting information and extended range retarding pickup speeds
from the truck configuration file and use the Retard State Logic screen as instructed
below:
Setup PTU
1. With the GE OHV STATEX III MENU on the screen, select TRUCK SETUP (CFG).
2. At the TRUCK SETUP CONFIGURATION MINE MENU screen, select the proper
truck configuration file.
3. From the TRUCK SETUP CONFIGURATION MINE MENU screen, select “6)
Change/view Overpeeds.”
4. Record the values shown on the OVERPEEDS ENTRY SCREEN.
5. Exit back to the TRUCK SETUP CONFIGURATION MINE MENU and select “1) View
truck configuration screen; data curves screen”.
6. Record the values for “EXT RANGE PICK_UPS” listed on the second screen that ap-
pears.
7. Exit back to the GE OHV STATEX III MENU and select “PTU TALK TO TRUCK”.
8. After logging on, select “NORMAL OPERATION” from the GE STATEX III PTU MAIN
MENU.
9. From the NORMAL OPERATION menu, select “RETARD STATE LOGIC”. Information
will be read from this screen for the following procedures.

4.1. Single Speed Overspeed Truck - Overspeed Settings Check
1. While observing the RETARD STATE LOGIC SCREEN, increase the oscillator fre-
quency from minimum until the retard contactors RP1 and RP2 pick up in overspeed.
2. Verify the M1- SPD and M2 - SPD mph readings agree with values recorded from the
truck configuration file OVERSPEEDS ENTRY SCREEN.
3. Lower the oscillator frequency and verify that retard contactors RP1 and RP2 drop out
at the specified dropout frequency as recorded from the OVERSPEEDS ENTRY
SCREEN.
4.2. Two Speed Overspeed Truck (Empty Truck) - Overspeed Settings Check
1. Jumper 71 to 73LS in control cabinet to simulate an empty truck.
SCREEN.
4.3. Two Speed Overspeed Truck (Loaded Truck) - Overspeed Settings Check
1. Remove jumper 71 to 73LS to simulate a Loaded Truck.
SCREEN.
4.4. Other Speed Events Checks

NOTE: 3 Step or 7 Step Extended Range Retarding Contactors (RP3-RP5, and
RP6-RP9 if used) should all be picked up at low frequencies, then drop out one by
one when frequency is increased to their specified DROPOUT point. They should
then pick up one by one as frequency is decreased to their specified PICKUP point.
1. With the selector switch in FORWARD position, depress retard pedal.

2. While observing the RETARD STATE LOGIC SCREEN, verify the M1- SPD and M2 -
SPD mph readings agree with values recorded from the TRUCK CONFIGURATIONS
DATA CURVES SCREEN.
3. Turn the oscillator frequency to minimum. Verify that the RP contactors drop out in the
sequence listed, as the oscillator frequency is slowly increased.
a. 3 Step Extended Range Retarding - RP5, RP4, and RP3 contactors.
b. 7 Step Extended Range Retarding - RP9, RP8, RP7, RP6, RP5, RP4, and RP3
contactors.

4. Turn the oscillator frequency to maximum. Verify that the RP contactors pick up in the
sequence listed, as the oscillator frequency is slowly decreased.
a. 3 Step Extended Range Retarding - RP3, RP4, and RP5 contactors.
b. 7 Step Extended Range Retarding - RP3, RP4, RP5, RP6, RP7, RP8, and RP9
contactors.
5. Release retard pedal and place selector switch in NEUTRAL position.
6. Disconnect oscillator from 714, 714A wires.
7. Remove jumpers from 77, 77A, 714, and 714A.
8. Reconnect external 77 and 714 wires.
9. Reconnect circuit 73LS if truck has two speed overpseed.
Return to Main Menu

1. This completes the speed event checks. Be certain all wiring has been restored to
original condition.
2. Leave the PTU RETARD STATE LOGIC SCREEN screen by moving cursor to select
“Exit” on the menu and press [ENTER] key.
4. Move cursor to select “Exit” on the menu and press [ENTER] key.
6. Turn control power Off.

5. RETARD SPEED CONTROL SYSTEM CHECK
Preparation and Setup

• Disconnect external 77 and 714 wires (routed to the wheel motors) from control cabinet
terminal board.
• Jumper 77 to 714, and jumper 77A to 714A.
• Connect an oscillator to circuits 77 and 77A.
• If truck is equipped with Two Speed Overspeed, remove and insulate wire 73LS routed
to the rear suspension pressure switches. Install a jumper between circuit 71 and 73LS
on the control cabinet terminal block to simulate an Empty Truck.
Setup PTU
1. With control power On, select “PTU TALK TO TRUCK” on GE OHV STATEX III PTU
MAIN MENU. Press [ENTER] key.
5. Move cursor to select “NORMAL OPERATION”. Press [ENTER] key.
a. A screen will appear that states: “Selection of NORMAL OPERATION gives truck
control to the driver. Continue?”
6. The NORMAL OPERATION MENU should appear on the screen.
7. Move cursor to select “RETARD STATE LOGIC”. Press [ENTER] key.
8. The RETARD STATE LOGIC SCREEN screen should appear. Information on this
screen will be observed for the following tests.
5.1. Overspeed Pickup and Dropout Check

1. With control power On, place selector switch to FORWARD position, and place retard
speed control switch to Off position.
2. Increase oscillator frequency until Overspeed Pickup point is reached (RP1 and RP2
retard contactors pick up and PTU SYSTEM STATE = changes to RETARD ). Re-
cord MPH observed on digital speedometer or PTU screen. Verify that this reading
agrees with empty overspeed detect mph setting recorded during Speed Event
Checks from the OVERPSPEEDS ENTRY SCREEN.
3. Lower the frequency until the retard contactors drop out. Verify this point is approxi-
mately 3 MPH below the Overspeed Pickup point and agrees with empty overspeed
dropout mph setting. Turn off oscillator, without disturbing frequency setting.

5.2. Retard Pot Maximum Setting Check
1. Set the retard speed control potentiometer (in cab) to maximum and turn the retard
speed control switch to the On position. Note the retard speed control light turns On.
2. Turn on oscillator, and the retard contactors should pick up. If not, increase frequency
slightly until the contactors pick up. Verify that the frequency and MPH observed
agree with the empty maximum retard pot mph speed setting. Turn off oscillator
without disturbing frequency setting and the retard contactors should drop out.
5.3. Retard Pot Minimum Setting Check

1. Set the retard speed control potentiometer to minimum and turn on oscillator. Retard
contactors should pick up.
2. Decrease oscillator frequency slowly until the retard contactors drop out. Verify this oc-
curs at approximately 3 MPH. Turn off oscillator.
3. Turn on oscillator and increase frequency until retard contactors pick up. This should
occur at a speed just slightly above the drop out frequency noted in step 2. Turn off
oscillator. Contactors should drop out.
5.4. Accelerator Pedal Override of Retard Speed Control

1. Set the retard speed control switch to Off position and the retard speed control poten-
tiometer to mid range.
2. Place selector switch in FORWARD and depress throttle pedal. The propulsion contac-
tors should engage. Release throttle pedal.
3. Turn the retard speed control switch to On position. Turn oscillator On and increase
frequency until retard contactors pick up.
4. Depress throttle pedal. The throttle pedal should override; the retard contactors
should drop out and the propulsion contactors should energize.
5. Release throttle pedal, place selector switch in NEUTRAL and turn retard speed con-
trol off.
6. Turn off and disconnect oscillator.
Return to Main Menu

1. This completes the checkout of the retard speed control system.
2. Leave the PTU RETARD STATE LOGIC SCREEN screen by moving cursor to select
“EXIT” on the menu and press [ENTER] key.
4. Move cursor to select “Exit” on the menu and press [ENTER] key.
NOTE: it is always necessary to exit back to this menu before turning off control
power to avoid lock up of PTU computer screen.
6. Turn control power Off, remove jumpers and restore all wiring back to the original con-
dition.

6. LOAD TEST USING TRUCK RETARD GRIDS
NOTE: DO NOT RUN OPEN CIRCUIT TEST.
NOTE: The single ended grid used on the 772 wheel drive system will be operating
at 100% capacity when loaded with a 1200 HP engine. The grid should be
monitored closely on extended horsepower tests to avoid overheating.
Setup and Preparation
Engines equipped with Rockford Clutch only:

• Disconnect the fan clutch solenoid to fully engage fan.
All trucks:
• Connect swing shunts to load test position:
a. Top shunt swings to upper position, bottom shunt swings to bottom position.
b. For 830E or 685E trucks, left shunt swings to left position, right shunt swings to right
position.
!! CAUTION !!
If load test must be run any longer than to just read horsepower,
the motor field leads must be disconnected to prevent
overheating of the motor fields. Follow disable procedure below:
To disable the motor field:

• Disconnect circuit 716E at “-1” terminal on the GFM on the MFSE.
• Disconnect circuit 716F at “+ 2” terminal on the GFM on the MFSE.
PTU Setup
• Select the AUTOMATIC LOAD BOX TEST screen as follows:
a. From the GEOHV STATEX III MENU, select “PTU TALK TO TRUCK”, press [ENTER].
c. When the GE STATEX III PTU MAIN MENU appears, move the cursor to “NORMAL
e. The NORMAL OPERATION MENU will appear. Select “AUTOMATIC LOAD BOX
TEST” and press [ENTER].

6.1. Load Test
1. Monitor horsepower output using PTU AUTOMATIC LOAD BOX TEST SCREEN.
2. Put selector switch in FORWARD and depress throttle to load engine.
3. With the engine at full RPM, record the following from the PTU screen:
NOTE: All information on the screen can be conveniently recorded by selecting
“GET1” with the cursor, pressing [ENTER], and then pressing [F2] to save the
information to a file.
Engine RPM
Alternator volts
Motor 1 amps
Load box efficiency (“LB EFFICIENCY”)
Net HP to alternator
4. After recording the above information, release the throttle pedal.
5. Compare the “NET HP TO ALTERNATOR” value recorded from the PTU screen to the
calculated Net HP to the alternator using the formula below:
VOLTS x AMPS
NET HP TO ALT =
746 x LB Efficiency
6. Verify the ENGINE RPM is approximately equal to the ENGINE LOAD RPM shown at
the bottom of the screen.
7. Verify the calculated NET HP TO ALT value is approximately equal to the measured
NET HP TO ALTERNATOR value read from the PTU screen within ± 5%.
8. After completing test, restore all circuits to normal and reconnect fan clutch where ap-
plicable.
NOTE: Net horsepower may be affected by many variables such as ambient

temperature, altitude, fuel temperature, parasitic losses, tertiary losses, engine
condition etc. Parasitic horsepower loss values that have been corrected for
temperature and altitude may be obtained from the Haulpak Distributor.

7. MOTOR FIELD CURRENT CHECK IN RETARDING
NOTE: If wheelmotors were not installed on truck during factory check-out, this test
must be performed during truck check-out at mine site.
Setup PTU
• Select the AUTOMATIC LOAD BOX TEST screen as follows:
[ENTER].
c. When the GE STATEX III PTU MAIN MENU appears, move the cursor to “NORMAL
e. The NORMAL OPERATION MENU will appear. Select “AUTOMATIC LOAD BOX
TEST” and press [ENTER].
7.1. Retard Check

1. Start engine, put selector switch in FORWARD and depress retard pedal for full retard-
ing.
2. The following approximate values should be read from the AUTOMATIC LOAD BOX
TEST SCREEN:
WHEELMOTOR
AUTOMATIC LOAD BOX TEST SCREEN
(PTU Screen Display) 776, 791 788
772
788, 787 (20 elem grid)
ENGINE RPM (non-Fuel Saver) = 1675 1675 1675
ENGINE RPM (Fuel Saver) = 1250 1250 1250
ALTERNATOR VOLTS = 1320 1320 1320
MOTOR FIELD AMPS = 275 375 450
3. Release retard pedal. Put selector switch in NEUTRAL.

4. Exit from AUTOMATIC LOAD BOX TEST SCREEN back to the NORMAL OPERA-
TION MENU. Select “MONITOR ANALOG INPUT CHANNELS”.
5. Put selector switch in FORWARD and depress retard pedal for full retarding.
6. The following values should be read from the MONITOR ANALOG INPUT CHAN-
NELS screen:
WHEELMOTOR
MONITOR ANALOG INPUT CHANNELS
(PTU Screen Display) 776, 791 788
772
788, 787 (20 elem grid)
ALTERNATOR TERTIARY CURRENT = 140 140 140
MF TERTIARY CURRENT = 333 333 333
7. Release the retard pedal and place the selector switch in NEUTRAL.
8. Exit back to the GEOHV STATEX III MENU screen.
9. The engine may now be shutdown.

8. MISCELLANEOUS COMPONENT TEST AND ADJUSTMENT
8.1. Brake System Interlocks Check
!! WARNING !!
Block truck wheels securely to prevent rolling when the brakes
are released.
NOTE: On brake and steering checks, the engine is to be started and run until proper
hydraulic and air pressures are achieved and all instrument panel warning lights
are turned Off.
Preparation
• After normal pressures are reached, the engine is then shut down and the key switch is
left in the RUN (On) position.
• On 830E trucks the key switch must first be turned Off to shut down the engine, and
then returned to the RUN (On) position to maintain hydraulic pressures.
!! WARNING !!:
The hydraulic pressures will bleed off if the key switch is not left
in the RUN (On) position.
1. With air tanks fully charged to 120 PSI or more for trucks with air brakes, or hydraulic
pressure at normal operating pressure or more for trucks with hydraulic brakes, and
all brakes released, place selector switch in FORWARD and depress the throttle
pedal.
The propulsion contactors should energize.
It should be possible to remove jumper between 73R and 73P (if installed) and
still get the propulsion contactors to energize.
2. With brake lock switch On, depress the throttle pedal.
Propulsion contactors should not energize.
3. Turn brake lock switch Off, turn emergency brake switch On and depress the throttle
pedal.
Propulsion contactors should not energize. (Some trucks do not have
emergency brake switch.)
4. Turn emergency brake switch Off, turn operational parking brake switch On and de-
press the throttle pedal.
Propulsion contactors should not energize. Park brake light on instrument
panel should come On.
5. Turn park brake switch Off.
6. With selector switch in REVERSE, depress the throttle pedal.
Propulsion contactors should energize.
7. Depress the service brake pedal.
Propulsion contactors should drop out.
Service brake light on instrument panel should come On.

8. Operate override switch on instrument panel or on selector switch console.
Propulsion contactors should pull in and stay pulled in as long as override
switch is held manually.
8.2. Blower Loss Pressure Switch Adjustment

must be performed during truck check-out at mine site. Be certain the rear axle box
door is closed and the rear wheel covers are installed.
1. Setup PTU to read the MONITOR REAL TIME DATA SCREEN to monitor the BLOWP
digital input signal. This signal will be displayed in regular display (false) when the en-
gine is off.
2. Start engine with selector switch in NEUTRAL. The BLOWP signal should be Off
(false). Slowly increase engine speed to 800 to 1000 rpm.
Verify the BLOWP signal changes from false to = true (inverse display) as
engine speed reaches 800 to 1000 rpm and remains = true at higher rpm.
3. If the switch does not operate in the above rpm range, shut down engine and readjust
the blower pressure switch.
4. After adjustment, repeat the above steps until switching occurs at the proper rpm.
8.3. SYNC Transformer Checkout

NOTE: If sync transformer output voltage feeding motor or alternator sync inputs at
FB102/140 analog I/O card is suspect, perform the following check:
1. Remove power and check that sync transformers ST1 and ST2 are properly con-
nected.
2. Disconnect leads 716C, 716D, 716H, and 716J at sync transformers and read approxi-
mately 11 ohms across each transformer secondary windings.
3. Disconnect leads 74E, 71J, 75X, and 71K at transformers and read approximately 560
ohms across each transformer primary.
4. Reconnect all leads that were disconnected.
8.4. Power Contactor Position Sensor Adjustment

1. P1 and P2 Contactors:
a. With coil de-energized, adjust screw on position sensor to just close N.O. circuit, then
turn screw an additional 2 1/4 turns CW.
2. All other Power Contactors:
a. With coil de-energized, place a 0.081 (# 46 drill bit) shim between main tips and then
close tips manually. (DO NOT ENERGIZE COIL). The normally open position sensor
contacts should read open with an ohmmeter.
b. Place a 0.041 (# 59 drill bit) shim between the main tips and then close tips manually.
The position sensor contacts should now read closed.

8.5. Battery Boost Adjustment
1. Turn On key switch and control power. Start engine and place selector switch in NEU-
TRAL.
2. Setup the PTU to read values on the AUTOMATIC LOAD BOX TEST SCREEN.
3. Connect voltmeter to R1 battery boost resistor, 74C (+ ) and 74AA (-).
4. Depress the override switch to clear any faults. If necessary, clear event codes on 2
digit display.
5. Place the selector switch in FORWARD. Slowly depress accelerator.
Observe + 15 to + 20 volts at R1 as engine rpm increases from low idle speed.
Verify R1 voltage drops to 0.0 volts as the engine begins to load
(approximately 800 to 1000 rpm). Adjust Pot P1 on AFSE panel if necessary
Verify positive (+ ) values for MOTOR 1 & 2 AMPS, MOTOR FIELD AMPS, and
ALTERNATOR VOLTS on PTU screen.
6. Seal pot adjustment screw when completed.
7. Place selector in NEUTRAL and shut down engine. Remove voltmeter.
8. Exit back to the GEOHV STATEX III MENU screen.
8.6. Isolation amplifier & voltage module test.
NOTE: If there is a discrepancy with the card test procedure results, consult the
appropriate GE Publication.
The system utilizes two types of Isolation Amplifiers (Iso-Amps). Two are used for voltage
measurement (VMM1 and VMM2). The other six are used for current measurement
(ISOA-3, ISOA-4, ISOA-5, ISOA-6, ISOA-7, and ISOA-8).
(CONTINUED NEXT PAGE)

8.6.1 Voltage Measuring Module Test (VMM1 and VMM2)
• NOTE: There are two recommended test procedures for testing the 17FM458 Voltage
Measuring Module. One test requires the use of a high voltage power supply and can
be found in the 17FM458 Instruction Book and all appropriate vehicle test books. The
alternate test method is detailed below.
1. Disconnect 74C at GFR relay.
2. Disconnect the wires from terminals “A” and “C”.
3. Turn On control voltage (B+ ).
Verify + 15V on terminal “G” and -15V on terminal “E.”
Measure and record B+ voltage on wire 71.
4. Connect a voltmeter from terminals “D” (+ ) to “F” (-).
5. Jumper terminals “C” to “F” and terminals “A” to “F”.
Verify 0.00 ± 0.02V on the voltmeter.
6. Remove jumper from terminals “A” to “F”.
7. Jumper terminal “A” to B+ .
Verify voltmeter reads (B+ )÷ 200, ± 2%.
Example: If B+ = 25v, the voltmeter should read:

25÷ 200 = 0.125 ± 0.0025 volts.
8. Turn off control power, disconnect voltmeter and jumpers and reconnect all wiring to
the panel.
8.6.2 ISOA3, ISOA4, ISOA5, ISOA6, ISOA-7, and ISOA-8 Test.

1. Connect a voltmeter between terminal “D” (+ ) and terminal “F” (-) of the Iso-Amp to
be tested.
2. Turn the control power On.
Verify the voltage at “D” is less than 0.030 volts.
3. Turn the control power switch “Off”. Disconnect the terminal “B” input for each Iso-
Amp:
a. 75A for ISOA3
b. 75C for ISOA4
c. 717S for ISOA5
d. 72T for ISOA6
e. 72W for ISOA7
f. 73Y for ISOA8
4. Connect a jumper wire from terminal “C” to terminal “F” and another from terminal “A”
to terminal “G”.
5. Turn the control power switch On.
Verify the voltage at terminal “D” is 1.00 ± 0.05 volt.
6. Turn the control power switch Off. Remove the jumper wires and meter.
7. Reconnect 75A, 75C, 717S , 72T, 72W, and 73Y wires disconnected at ISOA3, ISOA4,
ISOA5, ISOA6, ISOA7, and ISOA8.
8. Reconnect 74C at GFR.

8.7. Motor Rotation Test
must be performed during truck check-out at mine site.
If rear wheels are raised off ground:

1. Start the engine and place the selector switch in FORWARD.
2. Depress the accelerator pedal just far enough to enter propel state and the wheelmo-
tors begin to rotate.
Verify both wheelmotors turn forward.
If rear wheels and tires are installed and resting on the ground:
Check each wheel motor individually with the following cable hookup:
1. Place a jumper across the left wheelmotor armature (from cable 7GA1 (7G10 on the
830E) to 7J1) to check the right wheelmotor rotation.
2. Depress the accelerator pedal just far enough to enter propel state and the wheels be-
gin to rotate.
Verify the right wheelmotor is turning forward.
3. Place a jumper across the right wheelmotor armature (from cable 7J1 to 7J2) to
check the left wheelmotor rotation.
4. Depress the accelerator pedal just far enough to enter propel state and the wheels be-
gin to rotate.
Verify the left wheelmotor is turning forward.
5. Shut down the truck and remove the jumper cables.
8.8. Ground Fault Checks

If a ground fault occurs during operation, the Electrical System Fault light will turn On
and the amount of leakage to ground will be displayed on the MONITOR ANALOG
INPUT CHANNELS screen of the PTU. To isolate a ground fault problem, the following
procedures should be followed:
1. Visually inspect the truck for obvious causes of the fault:
a. Remove the rear wheel covers and inspect wheel motor armature commutators for
evidence of flashover. Inspect brushes for length and damage. Inspect field coils for
evidence of moisture, oil or other contaminants which may accumulate in the
armature cavity. If flashover is severe or field coils are damaged by contaminants, the
wheel motor should be removed for repair. If moisture is present, it may be possible
to dry the wheel motor without removal.
b. Remove inspection covers on main alternator to inspect slip rings, brushes and check
for moisture or other contamination.
c. Inspect cables for damaged insulation.
d. Inspect exposed connections for possible short circuit to nearby metallic objects.
e. Inspect retarding grids for damage and dirt accumulation.
2. If no physical evidence of the ground fault can be found during the above inspection,
refer to the appropriate GE “Vehicle Test Instructions for OHV Statex III Systems” pub-
lication for procedures required to perform a megger test on the power circuit, alterna-
tor field and control. This publication provides specific procedures to be followed to
prevent damage to system components and additional information to help isolate the
ground fault.

9. OPTIONAL PAYLOAD METER CHECK-OUT PROCEDURE
9.1. Check The Deck Mounted Lights

Turn the payload meter system on by switching the truck key switch to the On position.
The payload meter automatically runs a 10 second self test. During the self test the deck
mounted lights are On. If they are not all lit, check connections, wiring and bulbs. After
successful completion of the self test, the time of day or “O” will be displayed depending
on whether the brake lock switch is Off or On respectively.
9.2. Check Pressure Sensors

Turn the payload meter On. Allow the payload meter to run through its self test.
Disconnect one pressure sensor at the suspension cylinder. An error code ( refer to table)
will be displayed on the payload meter after five seconds. Check the error code and
re-connect the pressure sensor. Clear the error by pushing the “Cal” button on the
payload meter. Complete checking all four pressure sensors with the same procedure.
Pressure Sensor Location Error Code

Right Rear E-01
Left Rear E-02
Right Front E-03
Left Front E-04
NOTE:
In some earlier units on 685E, 630E, 510E, 445E model trucks the rear component harness has
39FA & 39FD reversed. To correct this reverse the circuits of the rear component harness at
terminal board TB5C in the 24 volt junction box. Be sure to relabel circuits.
Reference the payload meter kit installation drawing of the particular model truck.
9.3. Check Operation of Data Storage Trigger Module

Drive to a loading area, stop the truck, switch the brake lock On and put a load in the
body of the truck. Do not exceed the load limit. When finished loading, the payload meter
display should indicate the tons of material loaded into the truck. Switch the brake lock
Off. The display should change to O for one second then change to the time of day.
Switch the brake lock On. The display should change back to the tons loaded without
indicating O for one second.
9.4. Zero The Angle Sensor

Park the loaded truck on a 0% grade. Refer to the Options section of this service manual
for operation of the payload meter system diagnostics. Put the payload meter into the
check mode and call up the slope on the display. Loosen the three angle sensor mounting
nuts and rotate the angle sensor until 0.0 is indicated on the display. Then re-tighten the
mounting nuts.
9.5. Check Body Up Switch Function

Drive the loaded truck to the unloading area. Dump the load. The payload meter display
should indicate 0 when the body is off the pads.

10. MISCELLANEOUS CHARTS
10.1. Wheel Motor Gear Ratios
WHEEL GEAR RATIO CHART

GE WHEELMOTOR MODEL NO. GEAR RATIO (xx.xxx : 1) TIRE SIZE
5GE772YS3, YS4 28.8 30 X 51
5GE776HS8B 28.8 30 X 51
5GE776KS5B, KS7B 23.0 36 X 51
5GE776KS6B, KS8B, KS10B 28.8 36 X 51
5GE776HS2C 23.0 30 X 51
5GE776HS9B, HS10 28.8 30 X 51
5GE791AS3B, AS5B 23.0 33 X 51
5GE791AS4B, AS6B 28.8 33 X 51
5GE788DS2 26.075 37 X 57
5GE788ES1,HS2,HS4 26.1 36 X 51
5GE788ES2,FS2,FS4 26.1 37 X 57
5GE788FS1,FS3 21.7 37 X 57
5GE788HS1,HS3 21.7 36 X 51
5GE788HS8 26.825 36 X 51
5GE788HS5 22.354 36 X 51
5GE788HS6 26.825 36 X 51
5GE788FS5, FS7 26.825 37 X 57
5GE788FS6 22.354 37 X 57
5GE787FS5, FS10 36.4 40 X 57
5GE787ES1,2,3 32.4 40 X 57
5GE787FS1,FS3 31.875 40 X 57
5GE787FS2,FS4, FS8 26.625 40 X 57
5GE787FS7 31.875 40 X 57
5GE787FS6, FS9 28.125 40 X 57

10.2. Maximum Allowable Truck Speeds
MAX. WHEEL RPM x ROLLING RADIUS
MAX TRUCK MPH =
GEAR RATIO x 168
MAX. WHEEL RPM

RPM/MPH CONVERSION FACTOR =
MAX. TRUCK SPEED
MAX. TRUCK SPEED

MPH/RPM CONVERSION FACTOR =
MAX. WHEEL RPM
MAXIMUM TRUCK SPEED CHART FOR GIVEN WHEELMOTOR

GEAR MAX. MAX. CONV. CONV.
WHEEL TIRE ROLLING
RATIO WHEEL TRUCK FACTOR FACTOR
MOTOR SIZE RADIUS
XX.X:1 RPM MPH RPM/MPH MPH/RPM
772 28.8 30 X 51 55.1 2750 31.32 87.81 0.01139
776 28.8 30 X 51 55.1 2750 31.32 87.81 0.01139
776 23.0 36 X 51 61.1 2750 43.48 63.24 0.01581
776 28.8 36 X 51 61.1 2750 34.73 79.19 0.01263
791 23.0 33 X 51 57.0 2750 40.57 67.79 0.01475
791 28.8 33 X 51 57.0 2750 32.40 84.88 0.01178
788 26.1 36 X 51 61.1 2320 32.33 71.76 0.01394
788 26.1 37 X 57 65.4 2320 34.60 67.05 0.01491
788 21.7 37 X 57 65.4 2320 41.62 55.74 0.01794
788 21.7 36 X 51 61.1 2320 38.88 59.67 0.01676
788 26.825 36 X 51 61.1 2320 31.48 73.69 0.01357
788 26.825 37 X 57 65.4 2320 33.67 68.92 0.01451
788 22.354 36 X 51 61.1 2320 37.75 61.45 0.01627
788 22.354 37 X 57 65.4 2320 40.40 57.42 0.01741
787 28.125 40 X 57 68.4 2320 33.58 69.06 0.01448
787 36.4 40 X 57 68.4 2320 25.95 89.40 0.01119
787 32.4 40 X 57 68.4 2320 29.15 79.58 0.01256
787 31.9 40 X 57 68.4 2320 29.61 78.35 0.01276
787 26.6 40 X 57 68.4 2320 35.51 65.33 0.01531

10.3. Engine Options
CUMMINS ENGINE OPTION CHART

RATED TOP * RETARDING * LOW
ENGINE MODEL ENGINE NO LOAD RPM IDLE
RPM RPM (NO LOAD) RPM
KTA-38 1900 2100 ± 75 1675 ± 10 750 ± 25
KTTA-50-C 1900 2100 ± 75 1675 ± 10 750 ± 25
KTTA-50-C 2000 2200 ± 75 1675 ± 10 750 ± 25
KTTS-50-C 2100 2300 ± 75 1675 ± 10 750 ± 25
K2000E# 1900 2100 ± 75 1675 ± 10 750 ± 25
# Includes Cummins Cense Engine Monitor System
DETROIT DIESEL ENGINE OPTION CHART

12V149TI (Mech Gov) 1900 2040 ± 10 1675 ± 10 750 ± 25
12V149TI (Hyd Gov) 1900 2040 ± 20 1675 ± 10 750 ± 25
12V149TI (DDEC II) 1900 1910 ± 5 1675 ± 25 750 ± 25
16V149TI (Mech Gov) 1900 2040 ± 10 1675 ± 10 750 ± 25
16V149TI (Hyd Gov) 1900 2040 ± 20 1675 ± 10 750 ± 25
16V149TI (DDEC III) 1900 1910 ± 5 1675 ± 25 750 ± 25
12V4000 (DDEC IV) 1900 1920 ± 5 Refer below to: 600 ± 25
16V4000 (DDEC IV) 1900 1920 ± 5 * NOTE 600 ± 25
MTU ENGINE OPTION CHART

MTU 16V 396TE44 1900 1675 ± 10 750 ± 25
* NOTE: Trucks equipped with “Fuel Saver ” system:

Low idle RPM = 650 RPM
Retarding RPM: will vary from 1250 to 1650 RPM, dependent on operating
conditions. (Controlled by FL 275 panel)

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ROCKWELL WHEEL SPEED FRONT DISC BRAKES
BRAKE CALIPER
Each front wheel speed brake assembly has three* 2. If necessary, remove disc from front wheel hub.
calipers on one disc. Each caliper has six pistons and Refer to Section "G", "Front Wheel Hub and Spin-
two linings, three apply pistons and one lining for each dle Removal".
side of disc. Lining should be changed when friction NOTE: Mark or tag each brake caliper assembly for
material is worn to 0.125 in. (3.22 mm) thickness. reassembly at its correct location. Do not interchange
* NOTE: Some trucks may be equipped with with FOUR parts.
(4) Brake Calipers per wheel. Service and adjustment 3. Open the brake bleed valves (2, Figure 5-2) at each
for these calipers are the same as presented here. caliper and bleed down the caliper by disconnect-
If inspection of front brake calipers and disc assembly ing the two lower hoses at "T" connection (5 & 6,
indicate repair beyond lining replacement, it is neces- Figure 5-1). Drain the fluid into a container. Do not
sary to remove calipers and disc from front wheel hub reuse fluid.
and spindle. Refer to Figure 5-4 for maximum wear 4. Disconnect the top brake hose at "T" connection
limits of front disc. Clean brake assemblies before (3, Figure 5-1).
performing any service. Cleaning may be done by
brush or spray, using a petroleum base cleaning sol- 5. Disconnect and remove crossover tubes (2, 4, 7).
vent. Clean diesel fuel is acceptable for this operation. 6. Remove nuts and flatwashers (5, Figure 5-3) and
Cleaning should be thorough enough for preliminary remove outboard half of brake caliper. Remove
inspection and disassembly. Subassemblies should be capscrews and flatwashers (6) securing inboard
blown dry with compressed air after cleaning. Dust half of caliper to the brake adapter (4). Remove
shields should be wiped dry with a clean cloth. Inboard caliper.
NOTE: If brake has not accumulated excessive surface NOTE: It may be necessary to pry between the
dirt, preliminary cleaning can be done in the overhaul brake lining and disc in order to force the piston
area. However, preliminary cleaning should be done inward to permit inboard caliper removal.
before removal of pistons from housing.
The use of vapor degreasing or steam cleaning is

not recommended for the brake assemblies or the
component parts. Moisture will cause parts to rust.
Be certain that all wheels are securely blocked to

prevent truck from moving.
Do not loosen or disconnect any hydraulic brake
line or component until engine is stopped, key
switch is "Off" and drain valves on brake accumu-
lators are opened and steering accumulators are
bled down. Turn steering wheel to be sure steering
accumulators are completely bled down.
FIGURE 5-1. BRAKE LINES

Removal 1. Adapter 5. "T" Connection
2. Crossover Tube 6. "T" Connection
1. Remove front tires and rims according to proce- 3. "T" Connection 7. Crossover Tube
dure in Section "G". 4. Crossover Tube 8. Junction Block
J05007 11/01 Rockwell Wheel Speed Front Disc Brakes J5-1

FIGURE 5-2. BRAKE CALIPER (HALF)
1. Housing 5. Elbow Fitting 9. Brake Lining 13. Backup Ring
2. Bleeder 6. Retainer Bolt 10. Piston Dust Shield 14. Brake Mounting Bolt
3. Crossover Tubing 7. End Cap 11. Piston 15. Washer
4. T-Fitting 8. End Cap 12. Piston O-ring Seal
7. Move the brake caliper assemblies to a clean work

area for disassembly, cleaning, inspection, and
assembly as described in this section.
Installation
Prior to brake caliper installation, refer to "Brake Caliper 4. Install the upper outboard half of brake caliper
Repair, Disc Wear and Replacement and Brake Lining assembly (2) to the top leg of the brake caliper
Replacement". adapter (4) and secure with six capscrews, wash-
ers and nuts (1 & 5). The pistons in both caliper
1. After repair, cleaning and inspection of the brake
assemblies will collapse against the brake disc.
caliper, install each brake component to its origi-
Tighten capscrews to standard torque.
nal location.
5. Install crossover tubes (3). Tighten crossover tube
2. Install the inboard half of caliper assembly (2,
connections securely.
Figure 5-3) to the top leg of the brake caliper
support and secure caliper assembly with four 6. Install the three brake line hoses at each "T"
capscrews (6). Tighten capscrews to standard connection.
torque.
7. Refer to "Brake Bleeding Procedures" in this sec-
3. Repeat Step 2. at the other two brake caliper tion.
support legs.
J5-2 Rockwell Wheel Speed Front Disc Brakes J05007 11/01

4. Mark each piston and corresponding brake caliper
housing position and pull piston out of the hous-
ing. Do not interchange parts.
5. Remove O-ring seals (12) and backup ring (13)
from the piston cavity using small flat non-metallic
tool having smooth round edges.
NOTE: Prior to assembly, refer to "Cleaning and In-
spection" procedure.
Installation
At assembly of the piston (11, Figure 5-2) into the
housings (1), lubricate all cylinder walls, threads, seals,
piston seal surfaces, etc., with clean C-4 hydraulic oil.
1. Install new piston seals (12) and backup rings (13)
in housings.
2. With housing lying on mounting face, gently push
each piston past piston seal until seated in bottom
of cavities.
3. Install new or reusable dust shields (10).
NOTE: Keep these parts as free of lubricant as possi-
ble.
4. Install all fittings (4 & 5) and bleeder (2) in correct

position in housings.
FIGURE 5-3. SPINDLE AND HUB ASSEMBLY
5. Apply Loctite 271 to threads of capscrew (6). Install
1. Capscrew/Flatwasher 7. Spindle linings (9) and end caps (7 & 8) with bolts (6) and
2. Brake Caliper 8. Oil Drain tighten to 403 ft. lbs. (546 N.m) torque.
3. Lining 9. Capscrew/Flatwasher
6. Refer to this section for "Caliper Installation" onto
4. Adapter 10. Brake Disc
brake adapter.
5. Nut & Flatwasher 11. Capscrew/Flatwasher
6. Capscrew/Flatwasher 12. Wheel Hub NOTE: "Bench Test" should be performed before in-
stalling calipers. Use same "Bench Test" procedure as
used in "Rear Disc Brake" section.
Piston Removal
1. Remove bleeders (2 , Figure 5-2) and end caps 7. Make sure all brake lines are securely connected.
(7 and 8) from each end of each brake caliper 8. Bleed brakes as described in "Bleeding Proce-
housing (1). dure", this section.
2. Remove linings from the caliper assembly. 9. Install front tires. Refer to Section "G".
NOTE: A shallow container may be necessary to re-
ceive any remaining fluid that will drain from cavities.
Do not reuse fluid. Caliper Cleaning and Inspection
1. Preliminary cleaning can be more effective if lin-
ings are first removed. However, retaining plates
3. Carefully remove the piston dust shields (10) from should be temporarily reinstalled in order to stay
behind the groove lip in the housing and from the with brake assembly through overhaul cycle.
grooved lips on the piston.

NOTE: All seals (12, Figure 5-2) should be replaced at
assembly.
6. Inspect piston (11) surfaces for scratches, exces-

Use care when wiping dust shields. Too much
sive wear, nicks, and general surface finish dete-
pressure on shield over sharp tip of housing cavity
rioration that can contribute to seal damage and
may cause dust shield to be cut.
fluid leakage.
NOTE: In normal operation, a very slow rate of wear
2. Cleaning may be done by brush or spray, using a should be experienced, and will be noticeable by the
petroleum base cleaning solvent. Clean diesel fuel slow disappearance of the hard chrome finish. Minor
is acceptable for this operation. Cleaning should nicks and scratches may be blended out by hand with
be thorough enough for preliminary inspection 180 grit aluminum oxide or carborundum cloth, then
and disassembly. Subassemblies should be successively finer grades used until a surface compa-
blown dry with compressed air after cleaning. rable to the original surface is obtained. Extensive
Dust shields should be wiped dry with a clean local polishing should be avoided, since the minimum
cloth. piston diameter is 3.621 in. (91.973 mm). The piston
finish is important in providing a proper seal surface
NOTE: If brake has not accumulated excessive surface
and seal wear life. Where surface finish has deterio-
dirt, preliminary cleaning can be done in the overhaul
rated beyond restoration by moderate power buffing
area. However, it is recommended that preliminary
with a fine wire brush, piston should be replaced.
cleaning be done before removal of pistons from hous-
Determination of ideal surface finish quality can be
ings.
made by comparison with a new piston. Surface
roughness of piston face through contact with lining
back plate is not detrimental to its operation, and is a
3. Inspect dust shields (10, Figure 5-2) for any physi-
normal condition.
cal damage or rupture, and any hardening, crack-
ing, or deterioration of material from excessive
heat. Failure of dust shield can admit dirt to the 7. Inspect piston cavities for damage similar to Step
piston cavity, causing damage to surface finish of 6 above, with particular attention to the edge of
piston and cylinder wall, and damage to seal. If the seal grooves. These must feel smooth and
dust shields are found to be soft and pliable, with sharp with no nicks or sharp projection that can
no sign of hardening or cracking, they should be damage seals or scratch pistons. Seal groove
wiped clean and laid aside for reuse. surfaces must be smooth and free of pits or
scratches. Finish of cylinder wall is not as critical
4. Inspect piston cavities and surfaces of piston for
as surface finish of piston. Surface deterioration
evidence of dirty fluid, particularly if dust shields
near entrance of cavity should be hand polished
were ruptured.
very carefully to avoid enlarging cavity beyond a
5. Inspect piston cavities for evidence of varnish maximum of 3.629 in. (92.176 mm) inside diame-
formation, caused by excessive and prolonged ter at the outer edge of the seal groove. Power
heating of brake oil. polishing or honing may be used in cases of
extreme surface finish deterioration of cavity
walls.
NOTE: Care must be taken that a minimum amount of
material is removed, within the previous maximum
diameter limitation of 3.629 in. (92.176 mm). Power
Piston should be handled with care. The usual
polishing will not normally be required, and should not
cause of nicked piston surfaces is mishandling
be used as a standard overhaul procedure.
during the cleaning procedure.
8. Inspect inlet and bleeder ports in housings for

Steel tools should never be used in piston cavities damage to threads or seal counterbores. Thread
and seal grooves. Copper, brass, aluminum, wood, damage that cannot be repaired by use of a
etc. are acceptable materials for such purposes. 0.475-20UNF-2B tap will require housing to be
replaced.

9. Inspect retainer plates (7 & 8) for bent or cracked 5. Inspect dust seals. Seals should be soft, pliable,
condition, replace if such damage is found. In- and show no evidence of hardening or rupture. If
spect retainer plate bolts (6), and tapped holes in damage is observed, the dust covers must be
housing. replaced. This will require disassembly of the cali-
per.
NOTE: These bolts are highly stressed and should be
replaced whenever their condition appears question- 6. Inspect end plates for wear. Replace if grooves will
able. A 3/4-16UNF-28 tap lubricated with a light oil may not allow lining back plate to slide freely.
be used to inspect tapped holes in housings for thread
7. Inspect disc for wear limits, Figure 5-4. If disc is
damage and to clean up any minor thread roughness.
worn below the limits shown, the disc must be
replaced. Refer to "Wheel and Tire Installation",
10. Brake housings and pistons should be thoroughly Section "G".
cleaned. After cleaning, passages, cavities, and
8. If original linings have sufficient lining material for
external surfaces should be blown dry with clean,
reuse, inspect lining back plate for cracks or ex-
dry, compressed air. Piston should also be
cessive yielding where plate fits into end plates 7
cleaned and blown dry.
or 8 (Figure 5-2).
NOTE: Cleaned and dried parts should not be left
exposed for any appreciable time without a protective
coating of lubricant; for short term storage, coating all
internal cavities, passages, and bosses with hydraulic When replacing linings, never mix new and used
fluid will be adequate protection; for longer term stor- linings in a brake assembly.
age wipe cavities, connector bosses, and threads with
a protective grease, such as petroleum jelly.
9. Slide linings (9) into caliper. It may be necessary
to again pry pistons into housing (1).
BRAKE LINING 10. Install end plates (7 & 8), apply loctite 271 to
threads of end plate capscrews (6). Install cap-
Replacement screws and tighten to 403 ft.lbs. (54.6 N.m)
torque. Check that linings (9) slide freely between
Each front wheel speed disc assembly has three (some
end plates.
830E’s may have four) calipers on one disc. Each
caliper has six pistons and two linings, three apply 11. After completing lining replacement, reinstall front
pistons and one lining for each side of disc. Lining wheels. Refer to "Wheel and Tire Installation",
should be changed when friction material is worn to Section "G".
0.125 in. (3.22 mm) thickness.
Failure to replace lining when worn to limits will

result in loss of braking and possible catastrophic
failure.
1. To replace front linings, remove front tire and rims,

refer to "Wheel and Tire Installation", Section "G".
2. Remove end plates (7 or 8) Figure 5-2 from either
end of caliper.
3. Pry between lining and disc to force pistons to
bottom in caliper housing.
4. Remove lining from inboard and outboard sides of
disc. FIGURE 5-4. DISC WEAR LIMITS

SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE
After any brake lining replacement, or at new truck start 2. Drive trucks at speeds of 5 to 10 MPH with brake
up, the brake linings and discs must be burnished. A alternately applied and released using sufficient
surface pyrometer will be necessary to accurately re- pressure to make engine "work" to a noticeable
cord disc temperature during brake burnishing proce- extent during apply.
dure.
NOTE: The Override Switch on the instrument panel
must be depressed and held by the operator in order
to propel with the brakes applied.
Rear brakes must be disconnected when burnish- 3. Apply front brakes at full pressure until discs reach
ing the front brakes. 900o- 1000oF (482o-538oC). Hold in override
Refer to "Temporary Disconnect Procedures" . switch to maintain propulsion to obtain disc tem-
perature. Check temperature after 200 yards (182
meters).
Front Brake Conditioning
4. Let discs cool to 400oF (204oC) and repeat proce-
1. To prevent overheating and possible destruction dure two more cycles.
of rear brakes, refer to "Temporary Disconnect
Procedures" to temporarily disconnect the REAR 5. Allow front disc to cool to 300oF (149oC).
brakes while burnishing front wheel speed brakes. 6. RECONNECT rear brakes (refer to "Temporary
Front brakes will require burnishing inde- Disconnect Procedures"). Insure all brakes are
pendently from rear brakes in order to control functioning properly.
disc temperatures.
Temporary Disconnect Procedures

Extreme safety precautions should be used when For Rear Brakes
making high-energy/high-speed brake stops on
any downgrade. Safety berms or adequate run off
ramps are necessary for any stopping performance Before disabling any brake circuit, insure truck wheels
tests. Rear brakes must be disconnected when are blocked to prevent possible rollaway.
burnishing the front brakes.
NOTE: Heavy smoke and foul odor from brake linings

Before disconnecting pressure lines, replacing
is normal during burnishing procedures.
components in the hydraulic circuits, or installing
test gauges, ALWAYS bleed down hydraulic steer-
ing and brake accumulators. The steering accumu-
lators can be bled down with engine shut down,
turning the keyswitch "Off" and waiting 90 seconds.
Confirm the steering pressure is released by turn-
ing the steering wheel - No front wheel movement
should occur. Open the two valves at the bottom
of the brake accumulators (inside brake cabinet)
to bleed down the two brake accumulators.
The location for disconnecting the rear brakes is differ-

ent for the model 830E than for the 630E and 685E
Komatsu Truck Models.
Refer to next page for these locations.

TEMPORARY DISCONNECT PROCEDURES TEMPORARY DISCONNECT PROCEDURES
for Disabling Rear Brakes For Models for Disabling Rear Brakes For Model
630E and 685E Komatsu Trucks 730E and 830E Komatsu Trucks
1. Relieve pressure in hydraulic system according to 1. Relieve stored pressure in hydraulic system ac-
the previous "WARNING" instructions. cording to the previous "WARNING" instructions.
2. Disconnect lines (2, Figure 5-5) and (3) from "B1" 2. Disconnect "BR" hydraulic tube (1, Figure 5-6) at
and "B2" tee fittings on differential pressure mani- both ends inside brake control cabinet. Install a
fold inside brake control cabinet. # 8, 0.75 x 16UNF-2B, 37°flare Cap Nut (WA2567,
or equivalent) on each fitting where tube was
3. Install a # 8, 0.75 X 16, 37° Cap Nut (WA2567 or
removed. Tighten caps to standard torque to pre-
equivalent) on each tee fitting. Tighten to standard
vent leakage. Cap or plug tube to prevent con-
torque. Cap or plug lines to prevent contamination
tamination.
of system.
NOTE: This will disconnect the hydraulic supply
4. Close accumulator "T" handles.
from the operator’s brake pedal to the rear
5. Condition (burnish) front brakes according to pro- brakes. There will be a noticeable loss of "braking
cedures described on previous pages. action" at the pedal. However, this method of
temporarily disabling the brakes will still permit
6. Relieve pressure in hydraulic system according to
the application of Brake Lock, in the event of an
the previous "WARNING" instructions.
emergency.
7. Remove Cap Nuts and reconnect lines (2) and (3).
3. Close accumulator bleed valves handles.
Tighten to standard torque.
4. Condition (burnish) front brakes according to pro-
8. Close accumulator valves.
cedures described on previous pages.
9. Start engine and check for leaks. Bleed brakes
5. Relieve pressure in hydraulic system according to
according to bleeding procedures.
the previous "WARNING" instructions.
6. Remove Cap Nuts and reinstall tube (1). Tighten
tube nuts to standard torque.
7. Close accumulator bleed valves handles.
8. Start engine and check for leaks. Bleed brakes
according to bleeding procedures.
FIGURE 5-6. 730E/830E BRAKE CABINET
1. "BR" Hydraulic Tube 4. Front Brake Accumulator

2. Rear Brake Accumultr. 5. "BF" Hydraulic Tube
FIGURE 5-5. 630E/685E BRAKE CONTROL CABINET 3. Brake Manifold 6. Brake Lock Shuttle Valve
1. "BF" Brake Line 3. "B1" Brake Line
2. "B2" Brake Line 4. Bleed Valve Handles

BRAKE BLEEDING PROCEDURES
Attach brake lines and bleed brake calipers according

to the following instructions.
1. Fill hydraulic tank per procedure and close brake Before returning truck to production, all new brake
accumulator drain valves, if open. linings must be burnished. Refer to "Service Brake
Conditioning".
2. Securely attach bleeder hose to highest bleeder
valve of each caliper, direct hose away from brake
assembly and into a container to catch excess oil.
3. With engine at idle make partial brake application
of dual brake controller, maintain partial applica-
tion, open bleeder valve until a clean stream of oil
is discharged from caliper. Close bleeder valve.
4. Repeat above steps until all air is bled from all
calipers.
5. Check hydraulic reservoir level as bleeding takes
place, maintain correct level.

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PAYLOAD METER 2
ON BOARD WEIGHING SYSTEM (OBWS)
INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Haul Cycles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
LIGHTS, SWITCHES, and COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Gain Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Viewing Payload Calculation Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Checking the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Adjusting the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Cycle data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Using the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Viewing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Checking the Service Check Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Setting "UP:XX" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Setting "PL:00" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Checking the Gt Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
M20007 12/01 Payload Meter 2 M20-1

SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Setting the Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Setting the Option Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Setting The Machine I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Setting The Operator I.D.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
DOWNLOAD OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
CHARTS OF FAULT CODES AND OTHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
MONITORING INPUT SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
SERVICE CHECK MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
UP FACTOR - Payload Calculation Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
PL MODE - Load Calculation Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
FINAL GEAR RATIO SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Replacing the Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
SUSPENSION PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
CONNECTIONS (AMP Pin Identification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33
PAYLOAD METER 2 RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-34
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35

COMMON PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
Suspension Charging. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
Symptom Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36
Missing Body-Up Signal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36
Missing Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
M20-2 Payload Meter 2 M20007 12/01

F-18: R-Terminal, Oil Pressure Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
Shorted 18v Sensor Power Supply (930E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
FAULT TREE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Payload Lights Won’t Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Red, Amber, Or Green Payload Lights Don’t Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-39
Cannot Download - PC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40
PC Communications Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-41
F.CAL: Payload Meter Won’t Calibrate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-42
F-20: Sensor Power Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-43
F-21 thru F-28 Pressure Sensor Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-45
F-31, F-32: Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-47
Body Up Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-49
Brake Lock Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-50
Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-51
CONNECTORS AND PRESSURE SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-53
REAL-TIME PAYLOAD METER 2 MONITOR PROGRAM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-56
Data Definitions and Comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-57
Truck Status and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-58
Menu Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-59
Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-59
Log File Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-59
Connections to Payload Meter 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-60
USING SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-61
Monitoring Inputs Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-61
Monitoring Suspension Charging Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-61
Pressure Sensor Dummy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-64
GAIN ADJUSTMENT WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-65

PAYLOAD METER 2
ON BOARD WEIGHING SYSTEM (OBWS)
GENERAL INFORMATION suspension and inclinometer data. After traveling 160
m (0.10 mi.) from the loading site, the PLM2 uses the
The Payload Meter 2 (PLM2) On Board Weighing data sampled under the shovel to calculate final pay-
System displays and records the payload weight along load.
with other operating information. The system consists
of a payload meter, pressure sensors, deck mounted The PLM2 displays payload on its display when the
lights and an inclinometer. truck is stopped. For the first 160 m (0.10 mi.) after
loading, the payload meter displays distance from the
The payload meter (Figure 6-1) uses the four suspen- loading site. At all other times when the truck is moving,
sion pressures and an inclinometer to determine the the display shows the time of day.
load in the truck. The payload weight can be displayed
in short tons or metric tons. The payload meter stores in memory various operating
data. This data includes:
Haul Cycles • payload, time, distance, and travel speed for
The beginning of a new haul cycle starts at the dump, each cycle
when the body comes down from dumping the last • date and time that the engine was started and
load. stopped
At the loading site, the PLM2 begins to calculate the • date and time of each fault that occurred or was
size of each shovel pass (swingload) once the payload canceled
is greater than 10% of rated load for the truck. There
are three external deck-mounted lights on each side • total payload and the overall number of cycles
of the truck. The lights indicate payload weight divided for a specific time period
into three separate stages. A forecast feature will flash This data is retained even when the power is switched
a deck mounted light predicting the payload weight if off. The stored data is backed up by an internal battery.
the next bucket of material is dropped into the body.
The data can be down loaded from the payload meter
At the moment the wheels begin to turn after loading to a personal computer when a communication cable
under the shovel, the PLM2 takes one sample of is connected to the port inside the cab.
FIGURE 6-1. PAYLOAD METER 2

1. Display panel 7. Total/shift switch [TOTAL] [SFT]
2. Reception pilot lamp (Rx busy) 8. Light/increment switch [LIGHT] [INC]
3. Transmission pilot lamp (Tx busy) 9. Memory card
4. Memory card access lamp (CARD busy) 10. Cover
5. Mode switch [MODE] 11. Diagnostic/Download Port
6. Calibration/clear switch [CAL] [CLR]

LIGHTS, SWITCHES, and COMPONENTS
On The Face Of The Payload Meter
(Refer to Figure 6-1)
1. Display Panel
6. Calibration/Clear Switch
Digital display area for the data being recorded in
Used to calibrate the machine when the condi-
memory. This will include items such as:
tions regulate this action.
Payload Also used with the TOTAL/SFT switch to clear
Date & Time total payload and overall number of cycles.
Cycles 7. Total/Shift Switch
Travel Distance Used to display payload and overall number of
Fault Codes and Warnings cycles each time the load is dumped. Will display
the error codes. This switch is also used with the
2. Reception Pilot Lamp (Rx Busy) CALIBRATION/CLEAR switch to clear total pay-
This light will illuminate for 3 seconds when the load and overall number of cycles.
system is powered up. It will then be lit whenever 8. Light/Increment Switch
the computer is communicating.
Used to change the digital increments or units for
3. Transmission Pilot Lamp (Tx Busy) the various displays. Also used to adjust the
This light will illuminate for 3 seconds when the brightness of the lights on the monitor display.
system is powered up. It will then be lit whenever 9. Memory Card
the memory is being downloaded to a personal
computer. Used to receive data from the payload meter
memory to this card which can then be used to
4. Memory Card Access Lamp (CARD Busy) transfer the data into a personal computer. This
This light will illuminate for 3 seconds when the enables the memory to be downloaded and saved
system is powered up. It will also be lit whenever when a personal computer is not available.
the memory data is being downloaded to the 10. Cover
memory card.
Protective cover for the Memory Card. Do not
5. Mode Switch open or place foreign objects in slot.
This switch is used to select the mode or system 11. Diagnostic/Download Port
that will allow a function to be performed.
This may include: Connector port that is used for downloading the
memory data to a personal computer.
Various settings or corrections to the display
Memory card downloading
Clearing data
Display of Abnormalities or Warnings
Setting the speed limit
Setting the date and time

TIPS FOR OPERATION EXTERNAL DISPLAY LIGHTS
To assure the On Board Weighing System records the The Payload Meter 2 controls three light relays. The
most accurate and consistent data, these important relays operate three deck mounted lights on each side
steps should be followed: of the truck. There is one green light, one amber light,
and one red light. (Figure 6-2)
* Always keep suspension oil and nitrogen properly
charged. The most common failure for causing While the truck is stopped being loaded and the hoist
inaccurate payload data is due to improperly lever is in the float position, the appropriate lights will
charged suspensions. Always follow shop man- remain on according to the following schedule:
ual procedures when charging a suspension. Re-
fer to Section "H". It is crucial to maintain the
proper oil and nitrogen levels at all times.
* For most Komatsu Trucks:
Use only the brake lock switch to hold the truck
stationary at the loading and dumping area.
For Komatsu 330M/HD785 Trucks ONLY:
Use the park brake switch to hold the truck
stationary at the loading and dumping area.
Any other method will not allow the payload sys-
tem to register properly.
* Do not activate the “Lamp Test” switch during
loading. Inaccurate and inconsistent data may be
FIGURE 6-2. LOAD INDICATOR LIGHTS
stored.
* At the loading area do not release the Brake Lock INDICATOR LIGHTS PAYLOAD WEIGHT
(or Park Brake switch) until the loading is com- Off Off Green 50% and Greater
plete and the load shock from the last load
Off Amber Green 90% and Greater
dumped has settled.
RED Amber Green 105% and Greater
* The loading area surface must be maintained as
flat and level as possible. The On Board Weighing
The shovel or loader operator can predict the payload
System can compensate for slight variations in
weight by observing these lights. During the loading
grade and unevenness, but ruts, berms, rocks,
operation, a forecast feature flashes a deck mounted
etc. will cause the system to record inaccurate
light predicting the payload weight after the next bucket
and inconsistent data.
of material is loaded into the body.
* Regularly remove “carryback” from the dump body. The logic is as follows:
* Calibrate regularly. Refer to "Calibrating a Truck". 1. If the measured payload is varying 3% or less of
the rated load for more than 3 seconds, the
* Do not focus on single payloads when viewing data
current load is deemed a steady value.
from the payload meter. Use the average of sev-
eral payloads to get a more accurate calculation 2. If the difference between the previous steady
of payload productivity. value and the current steady value is greater than
15% of the rated load, the difference is taken to
be the size of the current bucket.
3. The average size of previous buckets is added to
the current load. One of the deck mounted lights
will turn on, if another “average” size load is put
in the body, and will blink at one second intervals.

THEORY OF OPERATION
Basic Description
The payload meter uses the four suspension pres-
sures and the inclinometer to determine the load in the
truck. These inputs are critical to the calculation of the
load. The other inputs to the payload meter (Body Up,
Speed, Brake Lock, Alternator R Terminal, and Engine
Oil Pressure) are used to indicate where the truck is in
the haul cycle. These inputs enable the payload meter
to make time and distance measurements for the haul
cycle.
The suspension pressures are the key ingredients in FIGURE 6-3
determining the sprung weight of the truck. These Linkage Factor
pressures are converted into forces using the formulas
shown below. The linkage factor is part of the complex calculations
performed by the payload meter to determine the load
π 2
Sprung Weight = Suspension Diameter (Psi Left + Psi Right) in the truck. The linkage factor is dependent on the load
4
on the rear suspensions.
Sprung Weight = Axle Weight(lbs)/2000
Figure 6-3 shows the side view of a truck. The nose
pin is marked with a star and there are three arrows
pointing to different spots of the rear tire. This figure
These forces are combined with the geometry of the
shows how the support under the rear tire can affect
truck to produce the load calculation. It is critical that
the calculation of the load. The payload meter does not
the suspensions are charged according to shop
directly measure the load transferred to the frame
manaul specifications and the pressure sensors are
through the nose pin. To account for portion of the load
functioning properly.
carried by the nose pin, the linkage factor is multiplied
by the rear suspension force. It is assumed that the
Inclinometer
truck is supported under the center of the tire. In this
The inclinometer gives the payload meter information case the payload meter uses L2 to help compute the
regarding the pitch angle of the truck. The front and linkage factor. If, however, the truck is backed into a
rear incline factors are determined by the pitch angle. berm and the rear tire is supported towards the back
These two factors account for the load transfer that of the tire, the actual linkage factor calculation should
occurs when the truck is inclined nose up or nose use L3. Since the payload meter assumes L2 it will
down. overestimate the load in the truck. The opposite is true
in the case where the rear tires are supported toward
the front of the tire. The linkage factor should use L1
but the payload meter assumes L2. This change in
leverage will cause the payload meter to underesti-
mate the load.

Gain Factor Sources of Error
Gain factor is part of the formula the payload meter Poorly charged suspensions can lead to systematic
uses to calculate the payload. The gain factor is a tool error in the calculation of payload. The error is most
that compensates for variations between actual weight obvious when the oil level is low. When there is too
of the payload and the calculated weight from the little oil in the suspensions, the cylinder may compress
payload meter. The gain factor should only be adjusted completely under a load. The weight of the truck will
after several payloads have been weighed on a scale. be carried by the metal to metal contact within the
The gain should never be adjusted based only on one suspension. Not only will the ride of the truck and the
payload. It takes at least 10 scale weigh-ins to deter- life of the tires, and other components be affected, but
mine an average variation. A worksheet is located at the pressure in the cylinder will not truly represent the
the end of this chapter to assist in calculating the load on the truck. Under-charged suspensions typi-
necessary gain adjustment. cally cause the payload calculations from the payload
meter to be lower than the actual payload.
There are two types of gain adjustments, Gt gain and
UP factor. It is recommended that only the Gt gain be
Typical Data From Service Check Mode
adjusted. This adjustment is made using the potenti-
ometer on the side of the payload meter. Refer to A sample data set is shown in Figure 6-4. This data
"Adjusting the Gain". was taken in the laboratory and is used in Figure 6-5
to calculate the final load. Note that the front suspen-
Brake Lock sion pressures were converted into the front sprung
weight using the formulas above Figure 6-5. The front
The Brake Lock only applies the rear brakes. This
sprung weight is then multiplied by the front incline
allows the front wheels to rotate slightly as the truck is
factor and the front linkage factor. The same is done
being loaded. This is important because the payload
with the rear sprung weight. The front and rear sprung
meter assumes that the front wheels can rotate freely.
weights are then summed. This number is multiplied
As the truck is being loaded, it will begin to squat down
by the Gt gain potentiometer value. The calibration
on the suspensions. This will change the wheel base
load is subtracted from the total to produce the final
dimension of the truck. This freedom of movement
load. The load displayed on the meter is this final load
prevents additional binding and friction in the front
(item #15) multiplied by the UP gain factor.
suspensions.
The incline of the grade on which the truck is loading Number Data Description
is measured by the inclinometer. This helps determine 1 13:09 Current Time
the incline factors that are applied to the front and rear 2 749.4 Front Left Pressure (Psi)
sprung weights. The tire forces on the road surface that
3 848.9 Front Right Pressure (Psi)
hold the truck on grade affect the suspension pres-
sures. If the front and rear brakes are locked, the effect 4 863.2 Rear Left Pressure (Psi)
on the suspension pressures cannot be determined. 5 1049.0 Rear Right Pressure (Psi)
If only the rear brakes are applied the effect is predict- 6 106.0 Front Weight (Tons)
able and the incline factors accurately account for the
forces on the tires. 7 75.1 Rear Weight (Tons)
8 -1.85 Inclinometer (Degrees)
If the service brake or park brake is used and depend-
ing on the incline and other factors, the payload meter 9 0.95 Incline Factor - Front Wheels
can overestimate or underestimate the load. It is im- 10 0.984 Incline Factor - Rear Wheels
portant that only the brake lock be used while 11 1 Link Factor - Front Wheels
loading the truck. (Parking brake on 330M/HD785). 12 1.539 Link Factor - Rear Wheels
13 70.6 Calibration Sprung Weight (Tons)
14 1.000 Gain Adjustment
15 143.8 Current Load (Tons)
16 3.9 Battery Backup Voltage (Volts)
Figure 6-4.

NOTE: This screen is the only place that the value Viewing Payload Calculation Inputs
of the Gt gain potentiometer can be checked.
The PLM2 estimates payload by monitoring suspen-
There are two gain factors that can be applied to the sion pressures when the truck is loaded and compares
payload measurement. The first is the Gt gain factor them to truck empty pressure values. The PLM2 uses
and the other is the UP gain factor. They are not one empty truck weight for all payload calculations.
applied uniformly to all payload calculations. This empty truck weight is called the ’tare weight’. It is
not the empty vehicle weight (EVW). It is an estimate
of the empty weight of all the truck components sus-
pended above the suspensions. The process of mak-
ing the PLM2 calculate the tare weight is called the
Example Calculation of Payload
calibration procedure.
These calculations used a 13" front suspension diame-
This calibration weight is used as item #13 from the
ter and 10" rear suspension diameter.
manual calculation procedure in Figure 6-4.
π 2
Sprung Weight = Suspension Diameter (Psi Left + Psi Right) 1. Press and hold the LIGHT/INC and
4
MODE switches until "CHEC" is
Sprung Weight = Axle Weight(lbs)/2000 flashing on the display.
Front Weight (6) 106.00 Rear Weight (7) 75.10 2. Press and hold the CAL/CLR
switch until "CALL0" is flashing on
x Incline Factor x Incline Factor
0.95 0.98 the display.
(9) (10)
100.70 73.90 3. Press the CAL/CLR switch to cycle through the
x Link Factor (11) 1.00 x Link Factor (12) 1.53 following data. The sequence repeats.
Front Weight 100.70 Rear Weight 113.70
Item and Description Units
1. Year of Calibration Last 2 digits of year
Front Weight 100.70
2. Month:Day of Calibration XX:XX
Rear Weight 113.70
3. Hour:Minute of Calibration XX:XX
Total Weight 214.40
4. Truck Model Setting
XGain Factor (14) 1.00 5. Pressure Front Left Psi
214.40 6. Pressure Front Right Psi
- Calibration (13) -70.60 7. Pressure Rear Left Psi
8. Pressure Rear Right Psi
Figure 6-5. 9. Front Sprung Weight Tons
10. Rear Sprung Weight Tons
11. Degree of Incline ±° Nose Up Positive
12. Incline Factor - Front Axle
13. Incline Factor - Rear Axle
14. Link Factor Front Axle
15.Link Factor Rear Axle
16. Calibration Weight Tons
4. Press MODE once and "CHEC" will

flash on the display.
5. Press MODE once and the meter will return to

normal operation.

Checking the Gain Adjusting the Gain
1. Press and hold the LIGHT/INC and Before adjusting the gain perform the following steps:
1. Confirm the suspension oil and nitrogen charges
flashing on the meter.
are at the levels specified in the shop manual.
2. Press and hold the LIGHT/INC 2. Weigh the empty truck and then calibrate the
switch until "ALL0" is flashing on payload meter. Do both in succesion to ensure
the display. "A.FUL" may also be the weights are nearly identical.
displayed.
3. Weigh at least 10 different loads to get an accurate
3. Press the LIGHT/INC switch14 times. The number deviation from actual scale weight and the pay-
displayed will be the current Gt gain. Press MODE load calculation from the payload meter. Com-
twice to return to normal operation. plete the gain adjustment worksheet at the end of
this module. The worksheet is an accurate way to
calculate the necessary gain adjustment.
Adjustment Procedure:
1. Ensure the PLM2 is in normal operating mode.
2. Adjust the gain potentiometer on the side of the
meter. Right to decrease, left to increase.
3. Press and hold the LIGHT/INC and
flashing on the meter.
4. Press and hold the LIGHT/INC

switch until "ALL0" is flashing on
the display. "A.FUL" may also be
displayed.
5. Press the LIGHT/INC switch14 times. The number
displayed will be the current Gt gain. This is not a
"live" reading. Any time the gain is changed, this
cycle must be repeated to view the new change.
6. Press MODE once and "CHEC" will
flash on the display.

normal operation.

TYPES OF DATA STORED
Cycle Data
One cycle is considered to be from the point where a load is dumped to the point where the next load is dumped.
Data between these two points is recorded in memory. Examples of the data are shown below. The maximum
number of cycles that can be stored in memory is 2900 cycles.
ITEM UNIT RANGE REMARKS

Advances by one each time the
Engine Operation Number Number 1 - 65535
engine is started.
Month Month 1 - 12
Day Day 1 - 31
These values are stored when
Time Hour Hour 24 Hour Clock
the load is dumped.
Time Minute Minute 1 - 59
Metric tons
Payload 0 - 6553.5
Short tons
Travel Time When Empty Minute 0 - 6553.5
Travel Distance When Empty Miles/Km 0 - 25.5
Maximum Travel Speed When Empty Mph/Kmh 0 - 99
Average Travel Speed When Empty Mph/Kmh 0 - 99
Time Stopped When Empty Minute 0 - 6553.5
Time Stopped During Loading Minute 0 - 6553.5
Travel Time When Loaded Minute 0 - 6553.5
Travel Distance When Loaded Miles/Km 0 - 25.5
Maximum Travel Speed When Loaded Mph/Kmh 0 - 99
Average Travel Speed When Loaded Mph/Kmh 0 - 99
Time Stopped When Loaded Minute 0 - 6553.5
Dumping Time Minute 0 - 6553.5
Speed Limit Mph/Kmh 0 - 99
Warnings For Each Cycle The fault codes that occur during each cycle

Engine ON/OFF Data
When the engine is started or stopped, the following data is recorded.

Advances by one each time the
Engine Operation Number Number 1 - 65535
engine is started.
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12
Indicates when the engine was
Day Day 1 - 31 started.
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12
Indicates when the engine was
Day Day 1 - 31 shut off.
Total payload from the time
Metric tons when the engine was started
Total Payload 0 - 999900.0
Short tons until the time the engine was
shut off.
Totals for the time that the
Total Number Of Cycles Number 0 - 9999
engine was running.
Fault Codes and Warning Data

Displayed by a combination of letters and numbers representing a
Error Code
specific error code.
Engine Operation Number Every time the engine is started
Number 1 - 65535
At Time Of Occurrence the number advances by one.
Number Of Times Of Occurrence Since
Number 1 - 255
The Engine Was Switched ON
Last Two Digits Of Year Year 0 - 99
Month Month 1 - 12
Day Day 1 - 31

Engine Operation

Every time the engine is started
Number when Canceled Number 1 - 65535
the number advances by one.
Month Month 1 - 12
Day Day 1 - 31
NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends
on the operation that was performed) when the key switch was in the ON position and the engine was not
running.
Total Payload and Total Number of Cycles

The total payload and overall number of cycles can be displayed using the forced display operation. Both values
start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when
the load is dumped.

Metric Tons The total payload since the unit
Total Payload 0 - 999900.0
Short Tons was cleared.
The number of cycles since the
Total Number Of Cycles Digital Number 0 - 9999
unit was cleared.
Month Month 1 - 12
Date and time the unit was
Day Day 1 - 31 cleared.
Other Data
CONTENT ITEM UNIT RANGE REMARKS

Set Up Data That The Speed Limit Km/MPH 0 - 99
Operator Can Check Option Code Digital Number 0 - 13 Communication Mode
Year Year 0 - 99
Month Month 1 - 12
Calibration Data Day Day 1 - 31 Date and time when calibrated.
Hour Hour 24 Hour Clock
Minute Minute 0 - 59

OPERATOR FUNCTIONS Clearing the Operator Load Counter
1. Press the TOTAL/SFT switch once. The number
Using the Operator Load Counter
displayed is the total tons hauled since the last
time the counter was cleared. The total is dis-
Description
played in hundreds of tons.
The payload meter makes available to the operator a
2. Press and hold the CAL/CLR switch until the
total load counter and haul cycle counter. This allows
display flashes.
each operator to track the tons hauled during their shift.
The total is displayed in hundreds of tons. For exam-
ple, if 223 is displayed, this means that 22,300 tons
3. Press the CAL/CLR switch until "0000" is dis-
have been hauled since the last time the cycle counter
played. After 2 seconds the meter will return to
was cleared.
normal operation.
This memory location is separate from the main pay-
Clearing this memory does not affect the main pay-
load data storage. This memory is not cleared when
load data storage.
the Data All Clear Operation is performed. Clearing
this memory does not affect the main payload data
storage.
Dimming the Lights on the Display
Viewing the Operator Load Counter
There are a total of 10 brightness levels on the PLM
1. Press the TOTAL/SFT switch once. display.
If there is a fault code present at this time:
2. The error code for that problem will be displayed. From the normal operation display:
This will be a flashing display.
1. Press the LIGHT/INC switch. The lighting will
3. Press the TOTAL/SFT switch again. If additional become one level dimmer. This will continue until
faults or warnings exist, that fault code will be the lighting has reached its lowest level.
displayed as a flashing code.
2. After reaching the lowest level, the display will
4. Repeat step #3 until no fault codes are displayed. return to the brightest setting.
":" will show when no additional faults exist. The
If the switch is held in the depressed position, the
display will then show total tons hauled since the
brightness will change continuously.
last time the counter was cleared. The total is
displayed in hundreds of tons.
5. Press the TOTAL/SFT switch again. The number
displayed is the number of haul cycles since the
last time the cycle counter was cleared.
6. Press the TOTAL/SFT switch again. ":" is dis-
played for 2 seconds before the display returns to
normal operations.

INITIAL SETUP OF PAYLOAD METER Switch Position
There are several things that must be checked and Initial Setup should be set to 1.00 - Gain
programmed when a payload meter is first installed. 1 Clockwise(-20%) CCW (+20%)
Refer to "Gain Factor" for adjust guidelines
1. Check the switch settings on the side of the meter.
B Do not Adjust - Buzzer Volume
2. Check the Operator Check Mode settings
7 - Speed Regulation
3. Check the Service Check Mode settings 2 0=107%, 7=100%, F=92%
The 930-2 should be set to ’6’.
4. Calibrate the clean truck.
7 - Distance Regulation
The next few pages show the steps required to perform 3 0=107%, 7=100%, F=92%
these checks. Only after all of these steps have been The 930-2 should be set to ’6’.
performed can the payload meter be released for
4* 4 - 685E
service.
5 - 630E
B - 730E
Switch Settings C - 930E
D - 530M
E - 330M
F - 830E
DOWN - Memory function
5
(DOWN = Enable UP=Disable)
DOWN - Inclinometer Use
6
(DOWN = Enable UP=Disable)
7 DOWN = Short Tons, UP = Metric Tons
8 UP
930E-2 trucks are equipped with 53/80R63 series

tires and require small changes to the switch set-
tings of the PLM2. The tires have a larger rolling
radius than the PLM2 assumes. This causes the
PLM2 to underestimate distances by 1%. The
Speed Regulation and Distance Regulation
switches should be switched to position 6. This is
contrary to what the label may say.
Additionally, the payload gain on 930E-2 trucks
also needs to be adjusted. The front suspensions
are larger than the original 930E suspension, and
therefore, data programmed into the payload me-
Figure 6-6.
ter is not completely accurate. The gain must be
increased by 1%. There are two methods for
There are nine switches located behind the panel on changing this gain; changing the UP factor using
the left side of the payload meter. Figure 6-6 shows the buttons on the front panel, or using the gain
the switch numbers. The following switch positions adjustment potentiometer on the side of the meter.
should be confirmed before the meter is installed. The preferred method is using the potentiometer.
Refer to "Adjusting the Gain".
* Set switch 4 for the appropriate model.

Checking the Operator Check Mode Checking the Service Check Mode
The Operator Check Mode is used to check and
change several settings. These should be checked
before the payload meter is put into service.
1. Press and hold the MODE
Refer to page 24 for additional information on UP
switch. The display will show:
Factor and PL Mode prior to setting these values.
2. Press the MODE switch once.
Setting "UP:XX"
The display will show:
Refer to "Data All Clear" to 1. Press and hold the LIGHT/INC and
clear the haul cycle data. MODE switches. The display will
show:
The display will show: 2. Press and hold the LIGHT/INC and
Refer to "Display of Fault TOTAL/SFT switches. The display
Codes" for viewing fault codes. will show:
3. Press the CAL/CLR switch once.
This is the truck ID number.
Refer to "Setting The Machine ID" to change
4. Press the LIGHT/INC switch until "XX" is set to
Machine ID.
the desired gain (±9%).
5. Press the MODE switch once.The
display will show. 5. Press MODE. The display will
show:
Refer to "Setting The Operator ID"
to change operator. 6. Press MODE and the meter will return to normal
6. Press the MODE switch once. The operation.
display will show."SP:62" should
be displayed. The speed limit Setting "PL:00"
should be set to 62 to avoid unnecessary faults 1. Press and hold the LIGHT/INC and
and warnings. Refer to "Setting The Speed Limit" MODE switches. The display will
to make adjustments. show:
The display will show: 2. Press and hold the LIGHT/INC and
TOTAL/SFT switches.
Refer to "Setting The Option Code" to change the The display will show:
option.
8. Press the MODE switch once. The display will show:
The current time should be dis-
played with the minutes flashing. 4. Press the CAL/CLR switch once.
Refer to "Setting The Time And The display will show:
Date" to change the time and date.
9. Push the MODE switch to return to normal opera- 5. Press the LIGHT/INC switch until
tion. " P L : 0 0 " i s d i s pl a y ed . ONLY
"PL:00" IS RECOMMENDED.
6. Press the MODE switch.

The display will show.
7. Press MODE and the meter will return to normal

operation.

Checking the Gt setting: Calibrating a Truck
Refer to "Checking the Gain" and "Adjusting the Gain" This procedure causes the PLM2 to calculate a new
for display and adjustment information. empty ’tare’(calibration) weight (refer to "Viewing Pay-
load Calculation Inputs) for use with all subsequent
Checking the Inclinometer Settings payload estimates. Before calibrating, confirm the
truck nose up produces a positive incline.
Refer to "Viewing Payload Calculation Inputs" for in-
structions on displaying truck pitch angle. With an The payload meter should be calibrated whenever one
empty truck on level ground and suspensions properly of the following occurs:
charged, the display should indicate 0.0± 1.0. Re-
1. When a new payload meter is installed.
member, this is not a live display. After adjustment,
Service Check Mode must be entered again to obtain 2. When a suspension sensor has been changed.
a new reading.
3. Whenever the suspensions have been serviced
An alternative method is to use a personal computer or the Nitrogen levels have changed.
running the Komatsu Payload Download Program for
4. Whenever any major change to the truck has been
Microsoft Windows. The "Monitor Pressures" section
performed that would change the empty vehicle
of the program displays live inclinometer data. The
weight.
inclinometer can be loosened and adjusted until the
live display shows 0.0± 1.0 degrees with an empty 5. Once a month thereafter.
truck on level ground, and the suspensions properly
charged.
To calibrate the payload meter:
Another method is to use a voltmeter to read the
voltage output of the inclinometer. With an empty truck 1. With the engine running and the truck stopped,
on level ground, and the suspensions properly press and hold the CAL/CLR switch until "CAL" is
charged, the output voltage should be 2.6± .1 volts. flashing on the display.
2. Drive the truck until the speed is approximately
6-10 MPH (10-15 Km/H)
4. Drive until the display switches back to the time
of day. This will take up to 30 seconds.
Carry out this operation on flat level ground.

Travel in a straight line.
Maintain a steady speed, 6-10 MPH (10-15 Km/H)
5. The payload meter is now calibrated and ready

for normal operation.

DISPLAYS AT START-UP 7. The display will show:
POWER ON: This display indicates the Machine

ID code where “xxx” indicates a value between 0
All external display lamps (Figure 6-2) will come on and and 200.
stay on for approximately 27 seconds during the
“Power-up Process”. 8. The display will show:
The “Power-up Process” will display the PLM settings.
Each display will occur for approximately 3 seconds: This display indicates the Operator ID code where
“xxx” indicates a value between 0 and 200.
9. The display will show:
This display indicates the Speed
In addition, a buzzer will sound and Limit setting where “xx” indicates a value be-
the following lamps will light for 3 seconds: tween 0 and 99 km/h.
•Reception Pilot Lamp (2, Figure 6-1)
•Transmission Pilot Lamp (3, Figure 6-1)
This display indicates the Option
•Memory Card Pilot Lamp (4, Figure 6-1)
code setting.
2. The display will show: Refer to “Operator Check Mode, Setting the Op-
tion Code” and to “Method of Operation” for more
The “ xx” indicates the Truck
information on this function.
Model. Refer to "Initial Setup of Payload Meter"
for code definitions.
This display indicates the status of
the Memory Card where:
“Cd : - -” indicates Card Not Used, and

“Cd : oo” indicates Card Is Used. NORMAL OPERATION
4. The display will show: If the truck engine is started before the preceding
This display indicates the status of “Power-up Process” is completed, the display will shift
the Inclinometer for the PLM, to normal operation.
where
“CL : - -” indicates Inclinometer Not Used, and If the engine is running when the payload meter starts
“CL : oo” indicates Inclinometer Is Used. up, only "o:XXX" and "d:XXX" will display before
switching to normal operations.
This display indicates method of
measurement where:
"US : - -" indicates METRIC Tons.
"US : oo" indicates U.S. Tons.
This function is not used.
"SU : - -" indicates Switch 8 is up.

"SU : oo" indicates Switch 8 is
down.

SETUP AND MAINTENANCE Setting the Option Code
1. Press and hold the MODE switch
Speed Limit until "Cd:dP" is displayed.
A warning can be displayed if the machine exceeds a
preset speed. 2. Press the MODE switch once.
The available range is: 10 - 99 km/h (6 - 62 mph). It is
recommended to set the speed limit to 99 km/h (62 3. Press the MODE switch once.
mph). The display will show:
Setting The Speed Limit

4. Press the MODE switch repeatedly
1. Press and hold the MODE switch until "OP.XX" is displayed.
until "Cd:dP" is flashing.
5. Press the LIGHT/INC switch to change the “unit
2. Press the MODE switch once. digit” to the desired number.
6. Press the TOTAL/SFT switch
3. Press the MODE switch once. and the display will then indicate:
7. Press the LIGHT/INC switch to change the “tens
4. Press the MODE switch repeatedly digit” to the desired number.
until "SP.XX" is displayed. 8.Press the MODE switch to return to normal opera-
tion.
5. Press the LIGHT/INC switch to change the “unit
digit” to the desired number. 9. The Option Code selects the PLM communication
mode as follows:
6. Press the TOTAL/SFT switch
and the display will then indicate:
7. Press the LIGHT/INC switch to Option
COMMUNICATION MODE
change the “tens digit” to the desired number. Code
8.Press MODE switch to return to normal operation. 0 Stand Alone

10 PMC Mode (530M/HD1500 only)
Modular Mining Mode, Scoreboard
12 and User Data Commmunication
Mode
NOTES:
1. The Option Code is set to “0" for trucks not
equipped with Modular Mining System (MMS)
(Except 530M/HD1500).
2. The 530M/HD1500 with Powertrain Management
Control (PMC) system uses “10" as the setting for
the Option Code.
3. For trucks with Modular Mining System (MMS) or
Scoreboard, the Option Code is “12".

Setting The Machine I.D. Code 9. Press the LIGHT/INC switch to change the first
digit to the desired number.
10. Press the MODE switch to return to normal op-
until "Cd:dP" is displayed.
eration.
Setting The Time and Date
2. Press the MODE switch once. The
display will show:
"d.XXX" is displayed.
5. Press the LIGHT/INC switch to change the last
display will show:
6. Press the TOTAL/SFT switch 4. Press the MODE switch repeatedly
and the display will show: until "XX:XX" is displayed.
7. Press the LIGHT/INC switch to change the middle 5. Press the LIGHT/INC switch to change the min-
digit to the desired number. utes.
8. Press the TOTAL/SFT switch 6. Press the TOTAL/SFT switch and
and the display will show: the display will then indicate:
9. Press the LIGHT/INC switch to change the first 7. Press the LIGHT/INC switch to change the hours.
digit to the desired number. The clock is a 24 hour clock.
10. Press the MODE switch to return to normal op- 8. Press the TOTAL/SFT switch and
eration. the display will then indicate:
Setting The Operator I.D. Code 9. Press the LIGHT/INC switch to change the day.
1. Press and hold the MODE switch 10. Press the TOTAL/SFT switch and
until "Cd:dP" is displayed. the display will then indicate:
2. Press the MODE switch once. The 11. Press the LIGHT/INC switch to change the month.
display will show:
12. Press the TOTAL/SFT switch and
the display will then indicate:
display will show:
13. Press the LIGHT/INC switch to change the year.
4. Press the MODE switch repeatedly 14. Press MODE switch to return to normal opera-
until "o.XXX" is displayed. tion.
5. Press the LIGHT/INC switch to change the last

the display will then indicate:
7. Press the LIGHT/INC switch to change the middle

the display will show:

DOWNLOAD OF INFORMATION DISPLAY OF FAULT CODES
Payload information and fault codes recorded should 1. Press and hold the MODE switch
be downloaded to a personal computer on a regular until "Cd:dP" is displayed.
basis. The software required is available under part
number AK4635. Detailed instructions for installing the 2. Press the MODE switch once. The
software and downloading the data is provided with display will show:
AK4635 PLM 2 download software.
Data All Clear display will show:
This function will erase all of the cycle data, engine
4. Press the TOTAL/SFT switch.
ON/OFF data, and fault/warning data. Total payload
and the overall number of cycles will not be cleared. If there are no faults or warnings, the
display will show for 6 seconds.
IMPORTANT - Before clearing the data, download
the data to a personal computer. If there are current faults or warn-
ings, the codes will be displayed in order of their
To begin, the shift lever should be in the “N” position, priority, the highest priority first. Each code will
the brake lock set, the hoist control lever should be in flash for 6 seconds.
the “FLOAT” position and the body in the down posi-
tion. 5. After the current codes have been displayed, past
history codes that have been reset will be dis-
1. Press and hold the MODE switch played. Each code will flash for 3 seconds.
If there are no history codes or after
all history codes have been shown ,
the display will show for 3 seconds:
display will show:
The system will then proceed to the following
3. Press and hold the CAL/CLR displays: Refer to Page 22 for details.
switch until "A.CLE" is flashing.
• Condition of the shift selector on mechanical trucks
4. Press the CAL/CLR switch again and the memory or brake lock on electric trucks.
will be cleared. The meter will then return to The panel will display: “ C1:XX” for 3 seconds,
normal operation. then indicate:
This does not clear the Operator Load Counter. Mechanical trucks
“ C1:oo” Shift selector is in "N".
“ C1:– –” Shift selector is not in "N’.
Electric trucks
“ C1:oo” Brake lock is on.
“ C1:– –” Brake lock is off.
• Condition of the Body Up Switch signal.
The panel will display: “ C2:XX” for 3 seconds,
then indicate:
“ C2:oo” Body up switch is in up position.
“ C2:– –” Body up switch is in down position.

•Condition of the Engine Oil Pressure signal.
The panel will display “ :C3:XX” for 3 seconds,
then indicate:
“ C3:oo” Engine is running.
“ C3:– –” Engine is not running.
• Condition of Alternator ’R’ terminal signal.
The panel will display “ C4:XX” for 3 seconds,
then indicate:
“ C4:oo” Engine is running.
“ C4:– –” Engine is not running.
• Condition of the Spare Analog Input 1 signal.
The panel will display “ C5:XX” for 3 seconds
with XX: as an input signal (V).
• Condition of the Spare Analog Input 2 signal.
The panel will display “ C6:XX” for 3 seconds
with XX: as an input signal (V).
• Condition of the Spare Digital Input 1 signal.
then:
“ C7:oo” High.
“ C7:– –” Low.
• Condition of the Spare Digital Input 2 signal.
then:
“ C8:oo” High.
“ C8:– –” Low.
4. Press the TOTAL/SFT switch to view faults again
or press the MODE switch to return to normal
operation.

Monitoring Input Signals Service Check Mode
This procedure can be used to monitor the current 1. Press and hold the LIGHT/INC and MODE
input signals to the payload meter. switches until "CHEC" is flashing.
1. Press and hold the LIGHT/INC and MODE 2. Press and hold the LIGHT/INC switch until "ALL0"
switches until "CHEC" is flashing. is flashing. "A.FUL" may also be displayed.
2. Press and hold the CAL/CLR and TOTAL/SFT 3. Press the LIGHT/INC switch to cycle through the
switches until "S.CHE" is flashing. following data. The sequence repeats.
3. Press the CAL/CLR switch to cycle through the
following information : Item and Description Units
1. Current Time Hours:Minutes
C1:oo - Shift Selector in 2. Pressure Front Left Psi
"N"
C1 Mechanical Trucks 3. Pressure Front Right Psi
C1:-- - Shift Selector
not in "N" 4. Pressure Rear Left Psi
C1:oo - Brake Lock On 5. Pressure Rear Right Psi
C1 Electric Trucks
C1:-- - Brake Lock Off 6. Front Weight Tons
C2:oo - Body Down 7. Rear Weight Tons
C2 Body Up
C2:-- - Body Up ±° Nose Up
8. Degree of Incline
C3:oo - Engine Run Positive
C3 Engine Oil Pressure
C3:-- - Engine Stopped 9. Incline Factor - Front Axle
C4:oo -Alternator 10. Incline Factor - Rear Axle
Alternator R
C4 Charging
Terminal 11. Link Factor - Front Axle
C4:-- - Alternator Stopped
C5 Analog 1 - Not Used 12. Link Factor - Rear Axle
C6 Analog 2 - Not Used 13. Calibration Weight Tons
C7 Digital 1 - Not Used 14. Gt Gain
C8 Digital 2 - Not Used 15. Current Load Tons
C9 Speed Vehicle Speed 16. Backup Battery Voltage Volts
Travel Distance -
under the current 4. Press MODE once and "CHEC" will flash on the
C10 xx.xx Miles
loaded or empty display.
state
03:01 - Empty Stopped
normal operation.
Current Status 01:02 - Empty Traveling
Note: 06:03 - Loading
C11
Sample values are 02:04 - Loaded Traveling
shown. 04:05 - Loaded Stopped
05:06 - Dumping
C12(a)* Time Empty Travel S1:xx - Minutes*10
Time Empty
C12(b) S2:xx - Minutes*10
Stopped
C12(c) Time Loaded Travel S3:xx - Minutes*10
C12(d) Time Loaded Stop S4:xx - Minutes*10
4. Press the MODE switch once and "CHEC" will

flash.
5. Press the MODE switch once and the meter will
return to normal operation.

UP Factor - Payload Calculation Gain Careful consideration must be given to the use of
PL:01 and PL:10. These modes divide the data trans-
Description of UP Factor mitted by Modular Mining and the data stored in the
payload meter’s memory. Additionally, each mode
The payload calculation gain, or UP factor is multiplied handles the UP factor differently and can calculate
to the actual calculated load. From the example shown different loads for the same haul cycle. For these
in Figure 6-4, the calculated load is 143.8 tons. If the reasons it is recommended that the payload meter
UP factor is set to +5% the displayed load will be 143.8 be set to use PL:00 in all cases.
x 1.05 = 151 tons. This factor can be used to minimize
the effects of systematic error for a particular truck. The PL:00
UP factor is not applied uniformly to all load calcula-
tions. There are three operating modes for the payload Modular Mining Transmission - The data is captured
meter and the UP factor is applied differently to each at the last transition from 0 to 1 MPH prior to traveling
mode. Therefore, it is recommended that this percent- 160 meters from the shovel. The captured data is
age be set to 0. There are significant differences in final transmitted when the truck travels 160m from the
calculated load that can be introduced by adjusting this shovel. This load calculation will use the UP factor
gain. percentage.
Memory Storage - Same as above, the data is cap-
tured at the last transition from 0 to 1 MPH prior to
traveling 160 meters from the shovel. The captured
data is stored into memory when the body rises at the
Payload meters sent from the factory are typically dump. This load calculation will use the UP factor
set to "UP: 5" indicating a +5% gain in final load. percentage.
This should be checked on all new meters and
changed to "UP: 0". PL:01
Modular Mining Transmission - The data is captured
PL Mode - Load Calculation Timing
at the last transition from 0 to 1 MPH prior to traveling
160 meters from the shovel. The captured data is
Load Calculation Timing
transmitted when the truck travels 160m from the
The PL mode controls when the payload meter takes shovel. This load calculation will use the UP factor
a sample of the data and calculates the load. There percentage.
are three modes available. There are two sets of data
Memory Storage - The data is captured and stored
that are affected by the PL mode setting.
when the body rises from the frame. This calculation
• Modular Mining Transmission will not use the UP factor percentage.
• Memory Storage PL:10
The PL mode setting can have a significant impact on Modular Mining Transmission - The data is captured
the perceived accuracy of the payload meter. and transmitted when the truck travels 160 meters
PL:00 is the only recommended setting. from the shovel. This calculation will not use the UP
factor percentage.
Memory Storage - The data is captured and stored
when the body rises from the frame. This calculation
will not use the UP factor percentage.
Use of settings other than PL:00
is NOT recommended.

FINAL GEAR RATIO SELECTION
For an 830E truck, the proper gear ratio has to be
selected.
1. Press and hold the MODE and
LIGHT/INC switches until “CHEC”
is displayed.
2. Press and hold the TOTAL/SFT

and LIGHT/INC switches until
“S.SEL”
is displayed.
3. Press the CAL/CLR switch repeat-
edly
until “A.XX” is displayed, where
“XX” is one of the following:
“XX” Gear Ratio Remarks

00 31.875 Original
01 36.400 High Traction
02 28.125 Standard
03 26.625 High Speed
NOTE: The Payload Meter is originally set to “00".
4. Press the TOTAL/SFT switch and "XX" will flash.

5. Press the LIGHT/INC switch to select the desired
gear ratio.
6. Press the MODE switch
and "CHEC" will be displayed.
7. Press the MODE switch and the meter will return

to normal operation.

BATTERY REPLACEMENT PROCEDURE 4. Remove the electrical connector. Remove the
ERROR CODE, F-09, DISPLAYED screws on the top surface and the rear face.
Remove the cover (Figure 6-8). This will expose
Replacing the Battery the battery, its wires, and the connector.
The payload meter has an internal battery used to

protect the memory from being erased when the key
switch is turned to the OFF position. Battery life is
approximately 2 years. The capacity of the battery is
monitored by the payload meter. When the voltage of
the memory battery drops, error code, F-09, will be
displayed.
When the F-09 error code appears, download the data
within 48 hours; otherwise, the data may be lost. The
haul cycle data may not be recorded properly while
F-09 is displayed.
At this time it will be necessary to replace the battery.
This should be performed when the truck is in an
unloaded condition. The data stored in the payload FIGURE 6-8. ACCESS TO BATTERY
meter should be downloaded to a personal computer
or carry out the memory card dump operation. If this is 5. Grasp the wires coming from the battery and pull
not done, when the battery is disconnected all data will outward. By pulling perpendicular from the board,
be lost. it will disconnect the connector from the board
All that is required is a phillips-head screwdriver and a and pull the battery out of its holder simultane-
new battery (P/N 581-86-55710) ously (Figure 6-9).
1. With the keyswitch in the ON position, download

the data stored in the payload memory, or perform
the memory card dump operation.
2. Turn the keyswitch to the OFF position.
3. Remove the four mounting screws holding the
payload meter in position and then pull the pay-
load meter out, away from the instrument panel
(Figure 6-7).
NOTICE - Use care not to let dirt, metal or spare parts
to drop inside the controller at any time.
FIGURE 6-9. BATTERY INSTALLATION
6. Insert the connector of the new battery directly into

the connector on the board (Figure 6-10). Place
the battery in the battery holder, and pass the
wiring through the notch. When doing this, insert
the wiring into the bottom of the holder and pass
it through the notch.
7. Install the controller cover, replace the electrical
connector, and install the payload meter control-
ler back into the instrument panel.
FIGURE 6-7. REMOVING PAYLOAD METER

9. Forcibly clear the data for the total payload and
overall number of cycles.
With this operation performed, all the unwanted
data inside the payload meter is cleared. Except
for the calibration data, all the data recorded in
the previous steps is also erased.
10. After this procedure has been performed the
system is ready for normal function.
SUSPENSION PRESSURE SENSOR

The pressure sensors are mounted on top of each
suspension cylinder. The sensors produce a voltage
FIGURE 6-11. BATTERY CONNECTION signal from 1 – 5 volts output.
The pressure sensor is mounted to the suspension
After Replacing the Battery
cylinder using a Schrader Valve assembly, adapter
While replacing the battery, the backup power source and sensor. The sensor can be replaced without re-
for the memory inside the payload meter is momentar- leasing the pressure in the suspension by removing
ily disconnected. the sensor with the adapter.
This can allow unwanted data (garbage) to enter the
memory and affect the meter’s recognition proce- Removal
dures. The following will remove this unwanted data.
1. Turn the keyswitch to the ON position.
may flash. Ensure the adapter and sensor are removed to-
gether from the valve assembly. Removing the
complete valve assembly or just the sensor may
2. Using the Operator Check Mode, set the speed result in the component being forced out of the
limit option code, time and date. (These were suspension by the gas pressure inside.
erased from memory when the battery was dis-
connected). 1. Disconnect sensor from truck wiring harness.
Note: The Schrader valve in the valve assembly
3. Without turning the keyswitch to the OFF position
will prevent gas from escaping when adapter
advance to the start position. With the engine
and sensor are removed together. If entire
running, the display: may flash.
valve assembly is turned allowing nitrogen gas to
escape, recharging of the suspension will be
required.
4. Perform the calibration procedure.
Refer to "Calibrating a Truck". 2. Hold valve (2, Figure 6-11) with wrench while
removing the adapter/sensor assembly (3 & 4).
5. Load the truck to the rated payload, or close to it.
Dump the load. 3. Remove sensor (4) from adapter (3).
6. Move the truck to a safe area, wait at least 5
seconds after dumping the load, then shut the
truck down.
7. Turn the keyswitch back to the ON position but do
not start the engine.
8. Perform the Data All Clear in the Operator Check
mode.
FIGURE 6-10. PRESSURE SENSOR.

1. Schrader Valve 3. Adapter
2. Valve Assembly 4. Sensor

Installation Installation
1. Install a new O-ring onto sensor (4, Figure 6-11) 1. Install inclinometer (3, Figure 6-13) with cap-
and install sensor onto adapter (3). Tighten the screws, nuts and lockwashers (4).
sensor to 22–29 ft.lbs. (30–39 N.m) torque.
2. Install a new O-ring onto adapter (3) and install
complete adapter/sensor assembly onto valve
(2). Hold the valve body and tighten adapter/sen-
sor assembly to 103 ft.lbs. (176 N.m) torque.
3. Connect the sensor wiring to the truck wiring
harness. The sensors have three wires. Be sure
that wires are connected correctly. (Figure 6-12)
FIGURE 6-13. INCLINOMETER

FIGURE 6-12. SENSOR SIDE CONNECTOR VIEW 1. Operator’s Center 3. Inclinometer
Console Frame 4. Capscrew, Nut and
Pin Number Wire Color Wire Function 2. Bracket Lockwasher
1 Black Ground (GND)
2 Red + Power 2. Connect inclinometer wiring to the truck wiring
3 White Signal harness. (Figure 6-14)
Be sure that wires are connected correctly.
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution
between the front and rear axles changes. To compen-
sate for this, the inclinometer measures the ground FIGURE 6-14. INCLINOMETER SIDE
angle at which the truck rests. This data is then sent CONNECTOR VIEW
to the payload meter so it can calculate the correct
payload weight. The inclinometer is located below the Pin Number Wire Color Wire Function
operator’s center console (passenger seat structure).
1 Black Ground (GND)
Removal 2 White Signal
3 Red + Power
1. Disconnect inclinometer wire lead from harness.
2. Remove the three capscrews, nuts and lockwash- Adjustment
ers (4, Figure 6-13) and inclinometer (3).
1. Park the truck on a 0% grade.
2. Loosen the three inclinometer mounting cap-
screws (4, Figure 6-13) and rotate the inclinome-
ter until a voltage range of 2.6 ±0.1 volts can be
measured (using a volt-meter) at pins 1 and 2 of
the inclinometer electrical harness connector.
3. Tighten all capscrews (4, Figure 6-13) to standard
torque, after the adjustment.

PAYLOAD METER BACK PANEL

CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector CN3 - AMP MIC-MKII 9 Pins
White (RS-232C Port)
No. Description Comments
1 Power +24V (Battery) No. Description
2 Lamp Relay 1 1 RTS
3 Lamp Relay 2 2 SG
4 Lamp Relay 3 3 RD
5 Lamp Relay 4 4 TX
6 Lamp Relay 5 5 CTS
7 Speed Sensor (Signal) 6 DTR
8 Speed Sensor (GND) 7 DSR
Running - 28VDC 8
9 Alternator R Terminal (Charge Signal)
Off - 0VDC
10 Key Switch ACC Terminal (ACC Signal)
11
12
13 GND (Power GND)
CN2 - AMP 040 12 Pins Black Connector CN4 - AMP 040 8 Pins Black
(Optional Input, Reserved)
No. Description Comments
No. Description
Running Open
1 Engine Oil Pressure Switch
Off - Closed 1 Optional Input GND
2 Sensor Power Out +18V 2 Analog Input 1
3 Sensor GND 3 Analog Input 2
4 Left Front Suspension Pressure Sensor 1-5VDC Normal 4 Digital Input 1
Right Front Suspension 5 Digital Input 2
5 1-5VDC Normal
PressureSensor 6
6 Left Rear Suspension Pressure Sensor 1-5VDC Normal 7
Right Rear Suspension Pressure
7 1-5VDC Normal
Sensor
8 Inclinometer
Body Down - Open
9 Body Rise Signal
Body Up - Gnd
Lock Off - Open
10 Brake Lock Signal/Neutral Signal
Lock On - Gnd
11
12

PAYLOAD CIRCUIT NUMBERS
Circuit Designation Circuit Description

39F, 39F1...39F5 +18 volt sensor power supply
39FA Pressure signal Right Rear
39FB Pressure signal Left Rear
39FC Pressure signal Right Front
39FD Pressure signal Left Front
39FE Inclinometer signal
39FG Sensor ground
39A PLM lamp output - green
39B PLM lamp output - amber
39C PLM lamp output - red
39D PLM lamp output - unused
39E PLM lamp output - unused
39G +24 volt PLM power
39AA Load light - green
39BA Load light - amber
39CA Load light - red
73FSL TCI 100% load signal - 930E only
73MSL TCI 70% load signal - 930E only
714A Speed signal
714AT Speed signal
63L Body up (gnd = up, open = down)
39H Brake lock (gnd = release, open = lock)
35L1 PLM RS232 RTS (request to send)
35L2 PLM RS232 signal ground
35L3 PLM RS232 receive
35L4 PLM RS232 transmit
35L5 PLM RS232 CTS (clear to send)
35L6
35L7/35L4 Scoreboard 1 to scoreboard 2
35L8 PLM chan 2 TxD
35L9 PLM chan 2 RxD
21C Engine oil pressure (gnd = off, open = run)
21D Alternator R-Terminal (open = off,+24V = run)

PAYLOAD METER 2 RE-INITIALIZATION PROCEDURE
This procedure is designed to reset the Payload Meter 2 to clear repeated F.CAL errors.
This procedure is necessary to fix a rare condition in 7. Set the time, date, OP, PL, and UP settings. All
the operation of the meter. Indication for this procedure other user settings should updated at this time.
is a repeated display of F.CAL on the meter despite
8. Calibrate the payload meter by holding the CAL
repeated calibration. If possible, download the payload
button until CAL flashes.
meter before performing this procedure. This proce-
dure will erase all memory and user settings. 9. Release the brake lock (park brake for
330M/HD785), begin driving 5-8 MPH on level
NOTE:
ground, and press CAL.
This procedure should be performed before any
CAL should display until the meter finishes its
payload meter is returned for warranty or repair.
calibration.
10. Load the truck to rated load and drive through one
Before performing this procedure, be sure that the
haul cycle.
engine inputs into the payload meter can be manipu-
lated to indicate engine running and engine stopped. 11. After dumping the load, wait at least 15 seconds
Some payload meter installations have hard-wired and drive the truck to a safe location.
these inputs. These inputs must be accessible and
12. Stop the truck and shut down the engine.
able to produce the following input conditions:
13. Turn on the payload meter but leave the engine
off.
21C 21D
14. Hold MODE and LIGHT until "CHEC" flashes.
Condition Engine Oil Alternator "R"
Pressure Terminal 15. Hold LIGHT and CAL until "A:CLE" flashes.
Engine Running Open 24VDC 16. Press CAL to clear the service memory.
Engine Stopped Ground Open
17. When "CHEC" is displayed, press MODE to return
to normal operation.
1. Turn off all systems. 18. Clear the haul cycle memory by holding MODE
2. Turn on the Payload Meter but leave the engine
off. 19. Press MODE and "A.CLE" will be displayed.
3. Hold MODE and LIGHT until "CHEC" flashes. 20. Hold CAL until "A.CLE" flashed.
4. Hold the CAL, TOTAL and LIGHT buttons until 21. Press CAL once more to clear the haul cycle
"00:00" is displayed. memory.
5. Press CAL for 2 seconds." 00 00" will flash and 22. Clear the operator load counter by pressing the
the meter will erase its memory and reset to its TOTAL button until ":" is displayed.
factory settings. This includes OP, UP, PL,
23. Hold the CAL button until the display flashes.
P.SEL, and E.SEL settings.
The meter will restart and display "F.CAL". 24. Hold the CAL button until "0000" is displayed to
clear the memory.
6. Start the engine.
25. The payload meter should now function normally.

TROUBLESHOOTING
COMMON PROBLEMS
Suspension Charging
The Payload Meter 2 is a reliable controller and is rarely the source of failure in calculating payloads. The single
most common cause for an inaccurate payload estimate is improper suspension charging. Often maintenance per-
sonnel will not take the time to properly drain a suspension and carefully recharge it with oil and nitrogen. Most
often technicians will simply 'gas up' the suspensions with more nitrogen and send a truck back into service.
Komatsu engineers have conducted tests at customer sites to monitor suspension charging on trucks and found
many trucks to be improperly charged. Trucks with poorly charged suspensions were sent to service bays for
maintenance by mine personnel. In some cases these trucks were returned to operation in worse condition than
when they were first checked because service personnel did not take the time to carefully charge the suspensions.
The payload meter uses the pressures from the suspensions to calculate payload. As the truck is loaded, a flat
suspension will completely collapse. The top suspension cap will make metal-to-metal contact with the bottom.
This often occurs in the rear suspensions. The pressure in the suspension will not accurately reflect the force
applied to the suspension by the weight of the material in the body and inaccurate payload estimates will result.
In addition to inaccurate payload estimates, improperly charged suspensions increase wear-and-tear on truck
frames and tires, increasing maintenance costs over the life of the truck. Each over-loaded haul cycle with under-
charged suspensions leads to premature failure. Consistently low payload estimates are the first sign that the sus-
pensions are not being properly maintained and the truck is on a path toward increased operating costs and
system failures. Thankfully, the effects of improper suspension charging can be postponed with proper service and
care.
Specific suspension charging procedures for each truck model can be found in the shop manual. In general, the
following items are very important for proper charging:
•Completely discharge the suspension. This may take more than an hour for the nitrogen and oil to com-
pletely discharge. However, to ensure that the proper volume of fresh oil is added, it's necessary to remove
as much of the oil/nitrogen mixture as possible.
•Fill the suspension to the proper height with fresh oil, this is critical to keeping the suspensions from bottom-
ing out.
•Charge the suspension to the proper height with nitrogen.
This module contains an example of how to use the Scope program from Komatsu to monitor suspension pressure
data.
M20007.2 Payload Meter 2 Troubleshooting M20-35

Symptom Table
PROBLEM PROBABLE CAUSE

Payload meter is not recording haul cycles. Broken or missing body-up signal. The body up
Only one haul cycle in memory. signal triggers the PLM2 to start a new haul cycle.
Check using the "Monitoring Input Signals" proce-
dure.
Display shows payload all the time.
Display does not show time when the truck is trav-
eling. Broken or missing speed signal. Check using the
No distance or speed information is recorded in "Monitoring Input Signals" procedure.
the haul cycle data.
Payload meter does not 'count up' while driving
away from the shovel.
Payload meter will not calibrate.
F-18 fault Missing alternator R-terminal signal. Troubleshoot
signal or make modification to eliminate signal.
Refer to the “F-18: R-Terminal, Oil Pressure Sig-
nals” on the following page.
F20 - F28 faults flashing Shorted sensor power or ground. Troubleshoot
Pressure sensor value drifts up or down erratically. wiring. Refer to the "Shorted 18v Sensor Power
Supply" fault tree in this section.
Missing Body-Up Signal
The payload meter starts a new haul cycle after the body comes down from dumping the last haul cycle. Each new
haul cycle starts at the dump. Without a body-up signal, the payload meter does not know that a new haul cycle
has started. The payload meter will not record new haul cycles without the body-up signal. This is the most com-
mon sign that the signal is missing.
The body-up input signal is received from a magnetic switch located on the inside of the truck frame forward the
pivot pin of the truck body. This is the same switch typically used for input to the drive system. When the body is
down, the switch closes and completes the circuit to 71-Control Power. 24vdc indicates the body is down. Open
circuit indicates that the body is up. This input can be checked using the "Monitoring Input Signals" procedure.
M20-36 Payload Meter 2 Troubleshooting M20007.2

Missing Speed Signal
The payload meter uses the speed signal to measure distances and speeds. It is the speed signal that causes the
payload meter to sample pressure data to estimate payload just after loading. After the truck travels 160 m (0.10
mi.) the payload meter records the payload estimated using the data captured just after loading. During the 160 m,
the payload meter displays a count. When the payload meter is set to display metric units, it counts up to 160 m.
When English units is selected, it counts up to 0.10 mi. This 160 m (0.10 mi) is designed to allow the truck to repo-
sition around the shovel.
If the speed signal is missing, the payload meter captures suspension data when the body rises at the dump.
Without the speed signal, the payload meter cannot determine that the truck has begun moving after loading. In
addition, it cannot measure the 160 m from the loading site. While the truck is loaded, the payload meter will dis-
play live payload estimates. When the truck is empty, the payload meter will display 0. The haul cycle data stored
in memory will have 0 recorded to max speed and haul cycle distance.
F-18: Alternator R-Terminal, Oil Pressure Signals
The payload meter 2 monitors engine hours using the alternator R-terminal and oil pressure signals. The payload
meter will register a fault if both signals are not present.
For the R-terminal input to the payload meter, 24v=engine running and 0v=engine stopped.
For the oil pressure input to the payload meter, open=engine running and ground=engine stopped.
It is recommended that these inputs be modified to indicate that the engine is running at all times. Connect the R-
terminal input to payload meter to the keyswitch (712) signal. Disconnect and tape back the oil pressure signal to
the payload meter. These changes will cause the payload meter to always consider the engine to be ON.
There are 2 effects from this change.
·On power-up, the payload meter will not show the normal sequence of displays. This is not usually a problem.
·The payload meter cannot be re-initialized. This extremely rare procedure is used to reboot the payload meter.
Shorted 18v Sensor Power Supply (930E)
The 18v sensor power supply, circuit 39F, comes from the payload meter and branches out to the inclinometer and
pressure sensors. The connection for this is made approximately 30.5 cm (12 in.) from the connection at the back
of the cab, just above the wheel. This can be a common point of failure and should be the first place to check when
the pressure sensor values drift erratically while the truck is sitting still or the payload meter indicates shorts on all
the pressure sensors.
The harness may be repaired with a butt splice, or a new harness can be purchased.

FAULT TREE DIAGNOSIS
Payload Lights Won't Illuminate
The load lights are illuminated for 5 seconds after the keyswitch is turned ON. The load lights are powered through
a 15A breaker on relay board 2 (RB2). The Light Control Relay (LCR) is activated by a ground signal through the
brake lock switch. The brake lock switch must be closed to complete the circuit through the LCR relay and power
the load lights. Each light color is controlled by a relay on RB2. Each load light relay coil is grounded through the
payload meter to activate the light. There is one relay for each color light.
If the load lights are not coming on during loading, verify the brake lock is being used at the loading site. Verify that
the lights illuminate when the keyswitch is turned ON. If not, check the 15A circuit breaker and the LCR relay, first.
Then, check the brake lock signal to the relay board. Ensure that the connections to the relay board are solid.

Red, Amber or Green Payload Light Does Not Illuminate
The payload lights only illuminate when the brake lock is applied. If all the load lights are not working, be sure to
troubleshoot the light control relay, refer to “Payload Lights Won't Illuminate”.
The most common reason for a payload light not working is a burned-out bulb. Replace burned out bulbs with
Komatsu's high durability replacement lights. Komatsu is also currently working on Light Emitting Diode (LED)
replacement lights with significantly longer life. Check with your distributor for availability.

Cannot Download - PC Communications
The most common problem with PC communications to the payload meter is configuration of the PC. Be sure the
correct serial port is selected for your laptop. In addition, be sure you have the latest PC software by checking with
your distributor.
Verify the payload meter is using the proper OP setting. Refer to “Setting the Option Code” for information on OP
settings.
No body-up input signal can be perceived as a communication problem with the payload meter. Without the body-
up signal, the payload meter never starts a new haul cycle. When the payload meter is downloaded, and no haul
cycles have been stored in memory, a technician may assume that the laptop did not communicate with the pay-
load meter.

PC Communications Configuration
Laptop computers must be properly configured to communicate with the payload meter. Often times the wrong
serial port is set, or old software is being used that is not compatible with newer computers.
Verify the correct serial port is set for your laptop. The most common port available on a laptop is serial port 1. It is
sometimes labeled as COMM1.
Occasionally, installed software on the laptop will take command of the serial port and not let the download soft-
ware have access to the port. Software used by Palm Pilots, Handspring Visors, Pocket PCs, and other PDA
devices monitor the serial port for connections. When this software is active, the download software cannot use
the serial port and cannot download the payload meter. Ensure this software is not running when attempting to
download data from the payload meter.

F.CAL: Payload Meter Won't Calibrate
The most common cause for failure to calibrate is a missing speed signal to the payload meter. Check the inputs to
the payload meter to confirm that the speed signal is being received. Refer to “Monitoring Input Signals”.
The payload meter also uses the R-terminal and oil pressure signals for calibration. These signals indicate that the
engine is running. Verify these signals are being properly received.

F-20: Sensor Power Fault
A common failure point can be the connector on the suspension pressure sensors. These connectors take a lot of
abuse from pressure washing and occasionally short circuit or develop floating voltages from water and dirt intru-
sion. The quickest way to fix these problems is to disconnect the two halves and blow out any debris and clean the
contacts. The process of disconnecting and re-inserting a connector often clears up many problems. If a problem
persists, check the crimps on the terminals for intermittent connection due to vibration and wear.
On the 930E’s, the most common cause for sensor power faults is a short in the harness coming from the back of
the cab to the Aux/Junction box. This harness contains a splice for sensor power. This splice is approximately 305
mm (12 in.) from the connector and is exposed to vibration and dirt from the left tire. It may be possible to locate
this splice and repair it. A single wire for circuit 39F carries 18v from the payload meter to the splice, where it
branches out for each sensor.
The 39F circuit from PLM2 is over-current protected. If this circuit is shorted to ground, the payload meter will auto-
matically shut off the 18v supply. This will cause the payload meter to register faults for all the sensors.
In general, check the voltages at the sensors. It may be possible to disconnect each sensor in the junction box to
see where the short may be. If disconnecting all the sensors does not clear the fault, it is likely that the problem
lies within the harness from the back of the cab to the control cabinet.
Refer to the following page for the fault tree diagram.

Sensor Power Fault Fault Tree

F-21, F-25: Left Front Pressure Sensor
F-22, F-26: Right Front Pressure Sensor
F-23, F-27: Left Rear Pressure Sensor
F-24, F-28: Right Rear Pressure Sensor
A common problem with sensors is connector failure. Often the connectors to the suspension pressure sensor are
not secured to the truck and become caked with mud and debris. They become targets for the power washers
used to clean the trucks at maintenance. Many problems with the pressure sensors can be relieved by disconnect-
ing the connector, cleaning the terminals, reconnecting the connector halves, and securing the connector. Over
time, the terminal crimps may fail and need to be replaced.
Check power supply voltage to the sensor between circuits 39F (red, 18vdc) and circuit 39FG (black, ground).
Check the sensor output between circuits 39FA, 39FB, 39FC or 39FD (white, 1-5vdc) and circuit 39FG (black,
ground). It may be helpful to check these voltages on the sensor side of the connector and on the harness side of
the connector. Corrosion in the connector can affect voltages through the connection.
Compare output voltage from the pressure sensor to the pressure inside the suspension. Use a pressure gauge to
measure the pressure in the suspension. The output voltage from the pressure sensor is a 1-5vdc signal. This 4-
volt span linearly represents 0 to 2845 psi. For example, if the pressure in the suspension is 410 psi, the output
voltage should be:
 410 
Voutput = 1 + 4 ×   = 1.576vdc
 2845 
Don’t forget to add the 1v since the output of the pressure sensor at 0 psi is 1 volt
The generic version is:
 Suspension _ pressure 
Voutput = 1 + 4 ×  
 2845 

Pressure Sensor Fault Tree
NOTE: Confirm the sensor voltages using the Sensor Power Fault tree to confirm that the problem is not a failure in
the harnesses coming from the cab to the control cabinet. If all the pressure sensor faults are active, check the
power supply first.

F-31, F-32: Inclinometer
There aren’t many problems with the inclinometer in general. The inclinometer allows the payload meter to com-
pensate for front-to-rear weight transfer on a grade.
Verify that when the truck nose is pointed uphill, the inclinometer reads positive. It is possible that the inclinometer
is installed backwards. This could significantly reduce the accuracy of payload estimates.
The inclinometer output is voltage that linearly represents the angle of the truck with nose up producing a positive
incline. 0° = 2.6vdc and the voltage output decreases with positive incline. For example, with the truck parked 5°
nose up:
Using the formula:
Voutput = 2.6 volts - 0.103 volts x inclinedegrees

degree
The inclinometer output should be:
Voutput = 2.6 volts - 0.103 volts x 5° = 2.085volts

degree
Refer to the following page for the Inclinometer Fault Tree.

INCLINOMETER FAULT TREE

Body Up Input
The body up signal is critical to proper payload meter operation. The payload meter starts a new haul cycle when
the body comes down from dumping the last haul. If the payload meter cannot sense the body up and down, it will
not begin recording haul cycles.
Confirm that the dashboard indicator for body-up is working properly. If not, check the connections at the body up
switch. This switch is a magnetic reed switch. The switch may fail or the plate that triggers the switch may be mis-
aligned. Refer to the appropriate shop manual for the proper procedure for adjusting the switches.
NOTE: The input to the payload meter is ’live’ and can be checked by raising and lowering the body or using a
large washer to trigger the switch.

Brake Lock Input
The brake lock is used to lock only the rear wheels during loading. This allows the front wheels to rotate slightly
and allows the payload meter to more accurately estimate payload. It is very important that only the brake lock be
used during loading. Using the service brakes or the retarder will significantly decrease payload estimate accu-
racy.
The brake lock connects circuit 39H to ground. The circuit is wired through a small black connector behind the
dash panel.
Confirm that the warning light panel indicates that the brake lock is recognized by the other truck systems. If so,
follow the signal from the switch to the payload meter. It may also be that the connector on the back of the payload
meter needs to be disconnected and re-inserted to clean the contacts.

Speed Signal
The speed signal triggers the payload meter to display the time of day when the truck begins moving. If this does
not happen or the payload meter does not count up the distance from the shovel after loading, the speed signal
may be missing. This can be confirmed by checking the inputs to the payload meter. Refer to “Monitoring Input
Signals”. Verify the payload meter is not receiving a speed signal before following the troubleshooting fault tree.
NOTE: The payload meter will ignore speed signal input if the brake lock appears to be on. Confirm the
payload meter correctly reads the brake lock input.
930E Speed Signal
On the 930E, the speed signal comes from a speed sensor mounted on the left-front wheel. Occasionally, this sen-
sor is damaged by debris, impact during tire mounting, or misalignment during repair of the spindle. The wheel
must be removed to replace the sensor. Since the sensor is an active device, it requires an 18v power supply to
power the electronics that convert the electromagnetic pulses into signals for the payload meter. In addition,
because the sensor is active and not just a simple coil, it is not possible to measure the resistance across the con-
tacts of the harness to determine if the sensor has failed.
To troubleshoot, confirm that the 18v power supply is reaching the sensor. The speed signal can be monitored in
the control cabinet to confirm the wiring from the sensor to the cabinet. Checking the signal at the back of the pay-
load meter will confirm the wiring from the control cabinet. It is also possible to check the speed signal at the back
of the payload meter to confirm the entire wiring route. A signal generator may be used at the wheel to generate a
signal back to the payload meter. The speed signal input can be monitored from the payload meter using the pro-
cedure outlined in “Monitoring Input Signals”.
Adjusting the Speed Sensor:

1. Align a tooth on the speed sensor gear with the tip of the speed sensor.
2. Check the distance between the speed sensor and gear tooth with a feeler gauge.
3. Adjust the gap to 0.060 in. (1.5 mm) and lock the sensor in place.
4. Rotate the wheel hub 180° and verify that the gap has remained within specifications.
730E/830E Speed Signal
The speed signal for the 730E/830E model trucks comes from a passive speed sensor mounted on the left wheel
motor. This signal travels on the 714/714A circuits to an isolation transformer in the control cabinet. From the
transformer, the signal travels through the connector at the back of the cab up to the payload meter.
Confirm that the sensor at the wheel motor is working properly. This is a passive, coil-type speed sensor and its
electrical integrity can be checked using an ohmmeter. Confirm the speed signal in the control cabinet at the trans-
former. A signal generator may be used at the wheel motor to generate a signal back to the payload meter. The
speed signal input can be monitored from the payload meter using the procedure outlined in “Monitoring Input Sig-
nals”.
HD1500/530M Speed Signal
The speed signal runs from a speed sensor on the transmission output shaft to the PMC and to the payload meter.
You can confirm the speed sensor by checking the speed input to the PMC. Confirm the speed signal wiring from
the PMC to the payload meter. The speed signal input can be monitored from the payload meter using the proce-
dure outlined in “Monitoring Input Signals”.
Refer to the following page for the fault tree diagram.

SPEED SIGNAL FAULT TREE

CONNECTORS AND PRESSURE SENSORS
PAYLOAD METER BACK PANEL
Connector 7821915320
Terminal 7821915010
Connector 7830115260 Connector 7845253670
Terminal 7821912020 Terminal 7827101440
Plate 7821912510 Plate 7821912450
HARNESS CONNECTORS TO PAYLOAD METER
HARNESS SIDE SENSOR SIDE

Connector 0805500321 Connector 0805500311
Terminal 0805500050 Terminal 0805500040
Grommet 0805500060 Grommet 0805500060
Holder 0805500330 Holder 0805500330
PRESSURE SENSOR CONNECTIONS

HARNESS SIDE
A:A:
PLM RTS
PLM RTS
B:B:
PLM SGND
PLM SGND
C:C:
PLM Rxd
PLM Rxd
D:D:
PLM Txd
PLM Txd
E:E:
PLM CTS
PLM CTS
MATING FACE OF
BRAKE LOCK DOWNLOAD
CONNECTOR CONNECTOR
24 Pin Connector PB9818

Pin Contact PB8647
Plug PB8453
Connector Plug PB8643

Pin Contact PB8921
R/P239 PAYLOAD METER CAB CONNECTOR

Housing PB9756
Contact PB8602 Housing PB8599
Pin Contact PB8626 Contact PB8602
Strain Relief PB9814 (2) Pin PB8626
Screw VW7336 (2) Strain Relief PB8604 (2)
Cap PB9827 Screw VW7336 (2)
TYPICAL CONTROL CABINET CONNECTOR
PRESSURE SENSOR COMPONENTS

Real-Time Payload Meter 2 Monitor Program
Originally, this program was designed for engineering testing purposes only. It was not designed for general distri-
bution or use. This program sets the Komatsu Mining Systems Payload Meter 2 into real-time data transfer mode.
This allows the technician to monitor all inputs into the system. Scope also allows for the logging of this real-time
data. These files can be used to analyze the inputs over a period of time.
Scope is used to record suspension pressures during a haul cycle. These pressures can be imported into
Microsoft Excel or other spreadsheet programs to graph each suspension. Visually, a service technician can look
for flat or undercharged suspensions. In addition, all the input to the payload meter can be checked using the PC
instead of the switches on the front panel of the payload meter
System Requirements - Microsoft Windows 95, access to serial communications port 1, EF9159 & EF9160 har-
nesses to connect the Payload Meter 2 to the serial port of the PC. Payload Meter 2 must also be set up to use
MMS Communications Mode. This is indicated on power up of the Payload Meter by OP12. Changing this setting
is described in “Setting the Option Code”.
Downloading Scope – Scope is available on the internet. It can be found at the following address:
http://www.kms-peoria.com/payload
The program, Scopezipped.exe, is a self-extracting executable. Save it into its own directory on your hard drive
and run it. The program will unzip and be ready to run.
NOTE: This program has not been tested on all versions of Windows and may not work on all operating
systems.

Use the following two tables in conjunction with the screen shot on the following page for a description of typical
Scope information.
TABLE 1. DATA DEFINITIONS & COMMENTS
DISPLAY DEFINITION COMMENT

K K packet data sent
P P packet data sent Final payload data
M4 M4 packet data sent Swing load data
M2 M2 packet data sent Real time data
ACK Initialize real-time The PLM acknowledges the transmission of a
command from Scope
NAK Acknowledge data No acknowledgment of the transmission of a
command from Scope
Unknown Unassigned packet data
Unexpected Data Missed communication packet, Frame started
(error 1) with something other than STX.
Unexpected STX PLM2 transmitted a re-transmit request or re-ini-

(error 2) tialized communications unexpectedly in middle
of frame
BCC error (error 3) Block check sum error
Program error (error Scope cannot resolve communi-
4) cation error
Rep Code
Final Load The final load calculated by the PLM2.
Final Pressure The pressure used to calculate the final pay-
load.
Swing Load Data All data used to calculate and transmit the dis-
played swing load.
RTM Data Real-time data transmitted to Scope via the
RS232 connection. This data is transmitted by
the PLM2 every 200ms.

TABLE 2. TRUCK STATUS & INPUTS
DISPLAY DEFINITION EXAMPLES

RTM Status Truck State 1. Empty Stop
2. Empty Run
3. Loading
4. Loaded Run
5. Loaded Stop
6. Dumping
RTM D I/O Input States N Brake Lock ON
n Brake Lock OFF
B Body DOWN
b Body UP
E Engine RUN, Oil Pressure Up
e Engine OFF, Low Oil Pressure
R R Terminal - Alternator Charge
r R Terminal - Alternator OFF

Menu Functions
The typical Windows File and Edit functions apply to Scope. The file saved will be the log information file
described below. There is no online help available for Scope.
StartRTM - Initializes the real-time communications link to the PLM2.
StopRTM - Stops the real-time communications link to the PLM2.
StartLog - Begins sending real-time data to the data file started using the File Save As command.
StopLog - Stops sending real-time data to the data file started using the File Save As command.
Using Scope
1. Start Scope Payload Meter 2.
2. Power the Payload Meter 2 System.
3. StartRTM - Start real time communications soon after the Payload Meter finishes it’s initial display of internal
settings. This display cycle is described in “Displays at Start-Up”.
4. The Scope window should now indicate real-time conditions. The RTM D I/O conditions show the inputs into
the Payload Meter 2. The suspension pressures, inclinometer, speed, and truck status displayed are the cur-
rent readings from all sensors. This display will remain live as long as the communications connection is
maintained.
5. To create a record of the data being transmitted by the Payload Meter 2, press StartLog. The program will
prompt for a file name. Once entered, Scope will begin to save data to this file.
6. Use the StopLog command to stop logging data to the file.
7. Use the StopRTM command to stop real time communications. After a period of time, the payload meter
should indicate a communications error.
Log File Information
There are several considerations to make for log files of data from the Payload Meter.
One line is written every 200ms (5 times each second). The data file can quickly become very large. File sizes of
19MB are not uncommon for one haul cycle. Check to be sure that the drive where the file is being stored has
capacity for these large files.
The column headings for Real-Time data lines are not recorded in the data file, they are:

All data is comma separated and can be imported into most popular spreadsheets and data analysis programs. A
typical file looks like this:
In the sample data shown, the column marked "Type" refers to the type of data being transmitted; “R” is used for
Real-Time, “F” is used for Final Load and “S” is used for Swing Load.
For the swing load data line the format is Time, S, Swing Load, Predicted Load, FL, FR, RL, RR.
For a final load transmission the format is Time, F, Final Load, FL, FR, RL, RR.
Connections to Payload Meter 2
Two harnesses are required to connect a PC to the Payload Meter 2.

•EF9159 - Connects to the back of the Payload Meter 2 to a panel mount connector.
•EF9160 - Connects from the panel mount connector to the PC.
The connectors and pins typically used for the payload meter connection are :
Description Part Number

Terminal 7827101440
Connector 7845253670
The Payload Meter requires 5 wire RS232 communications. Payload Meter communications connections are :
1 - RTS 2 - Signal Ground 3 - RxD 4 - TxD 5 - CTS

Using Scope
Monitoring Inputs Using Scope
1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness.
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PC’s,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access the serial port. If there is no confirmation of
proper setup, verify that the applicable Scope program is being used. Scope.exe is for laptops using Comm1
for serial communications. Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In
almost all cases, Scope.exe is the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. At the bottom right of the screen line "RTM D I/O= n b e r" will appear. The four letters are the status of the
four digital inputs. N=brake lock, B=body up, E=engine run, R=R terminal. Refer to Table 1. These status
indicators are 'live'. Turning the brake lock ON or OFF should change the capitalization of the letter N;
"N"=brake lock ON, "n"=brake lock off.
6. Above the digital input status line is "RTM Status". This line is the payload or truck 'state'. If the truck is empty
and stopped, the status will be "01" (Empty Stop). Refer to Table 2.
7. All the "RTM" status lines indicate real-time status for that input. The pressures, incline, and speed are all
'live' and will change as the truck moves or changes condition.
8. Confirm that the payload meter properly receives all the inputs.
9. Select "StopRTM" from the menu bar to stop the data transmission from payload meter.
Monitoring Suspension Charging Using Scope

1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PC’s,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access to the serial port. If not, be sure you are
using the applicable scope program. Scope.exe is for laptops using Comm1 for serial communications.
Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In almost all cases, Scope.exe
is the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. Select "StartLog" from the menu bar. The program will prompt you for a file location and file name. Store the
file on your hard drive in a place where you will be able to find it later. It is best to create a new folder on the
Windows desktop to store log files from tests.
6. Enter a file name with a ".csv" extension. For example, on truck 214 one might enter "T214.CSV" as a file
name. The ".CSV" at the end will make it easier for Excel or Lotus 123 to recognize the file format, Comma
Separated Variable, and open it properly.
7. The Scope program will write each real-time data message from the payload meter into the log file. These
messages come 5 times each second.
8. Run the truck through an entire haul cycle.
9. Stop the log file as the truck begins to drive away from the dump by selecting "StopLog" from the menu at the
top of the screen.
10. Stop real-time communications by selecting "StopRTM" from the menu bar.

11. Close the Scope program
12. Start Excel or Lotus 123.
13. Graph the four suspension pressures for the haul cycle. If a long haul cycle has been recorded, there may be
more data points than your graphing program can use. The most important part of the haul cycle to analyze
is the loaded portion. It is possible to look at the truck ‘state’ in the data to determine when the truck was
loaded and graph only this portion.

14. Isolate suspensions that look flat. As the suspension compresses the gas, the pressures go up. If the sus-
pension collapses completely and bottoms out making metal to metal contact, the pressure will stop rising
even though more load is added. This can be seen in the graph below. There are some spikes in the graph,
but most of the loaded portion is very flat. There are occasional lines that look like icicles hanging from the
flat line. These indicate small movements in the suspension where the metal to metal contact may lapse.
This suspension is very flat. Charge and oil the suspension according to shop manual procedure.

15. A good suspension will show lots of motion as the truck drives around and the suspensions bounce around.
When the truck is loaded and running, the rear suspensions tend to move in opposite directions. When the
left pressure goes up, the right pressure will go down. This is due to the rocking motion of the rear axle as the
truck travels. Notice that there is plenty of 'noisy' motion shown in the loaded pressures. This suspension is
in good shape.
·As shown in the previous examples, Scope can be used to create log files of the suspension pressure data.
Graphs of this data can give be used to determine the relative health of the suspensions.
Pressure Sensor Dummy Loads
A series of dummy loads is now available that simulate a pressure sensor input to the payload meter 2. These can
be placed on the harness in place of a pressure sensor. This can be used to troubleshoot harness and connector
problems between the payload meter and suspension pressure sensors. The payload meter will read each load
within the pressure range indicated.
Part Number Description

EJ5366 970-1150 psi load
EJ5367 710-870 psi load
EJ5368 490-625 psi load
EJ5369 290-410 psi load

NOTES

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