Hitachi Construction Truck Manufacturing Ltd.

HYDRAULIC TRAINING
MANUAL

3/6/2007
 Table of Contents
System Description......................................................................................................................... 1
Hydraulic Tank................................................................................................................................................................1
Hoist and Brake Cooling Tandem Gear Pump...............................................................................................................2
Steer Piston Pump..........................................................................................................................................................4
Steer Pump Control and Unloading Valves....................................................................................................................7
High Pressure Hydraulic Filters....................................................................................................................................13
Relief-Check-Bleed (RCB) Valve .................................................................................................................................14
Steering Filter ...............................................................................................................................................................15
Hydraulic Steering System – Components................................................................................. 17
Description....................................................................................................................................................................17
Steering Column...........................................................................................................................................................17
Right Steer Cylinder— Left Steer Cylinder...................................................................................................................17
Steering Valve ..............................................................................................................................................................18
Steering Accumulator ...................................................................................................................................................18
Steering Pump..............................................................................................................................................................18
Bleed-Down Timer........................................................................................................................................................18
Relief-Check-Bleed Valve (RCB) .................................................................................................................................18
Hydraulic Steering System – Operation...................................................................................... 20
Operation (Normal).......................................................................................................................................................20
System Charging ..........................................................................................................................................................22
System Charging ..........................................................................................................................................................23
Right Turn.....................................................................................................................................................................24
Left Turn .......................................................................................................................................................................26
Wheel Shock ................................................................................................................................................................28
Bleed Down (Key Off)...................................................................................................................................................30
Hydraulic Brake System Components ........................................................................................ 32
Rear Wet Disc Brakes ..................................................................................................................................................32
Hydraulic Tank..............................................................................................................................................................32
Front Dry Disc Brakes ..................................................................................................................................................32
Retarder Control Valve .................................................................................................................................................33
Brake Control Valve......................................................................................................................................................33
Relief-Check-Bleed (RCB) Valve .................................................................................................................................34
Low Pressure Sensor (LPS).........................................................................................................................................34
Load Dump Solenoid Valve..........................................................................................................................................35
Front Brake Cut-off (Optional) ......................................................................................................................................35
ATC...............................................................................................................................................................................36
Hill Hold Brake (Optional) .............................................................................................................................................36
Park Brake Solenoid.....................................................................................................................................................37
Load/Dump Brake Solenoid .........................................................................................................................................38
Left/Right Brake Solenoid.............................................................................................................................................39
Brake Coolant Temperature Sensors...........................................................................................................................39
Hydraulic Brake System – Operation .......................................................................................... 42
System Charging ..........................................................................................................................................................42
System Charged...........................................................................................................................................................46
SERVICE BRAKE APPLY ............................................................................................................................................48
Front Brake Cut-off Dash Switch “ON” .........................................................................................................................58
IGNITION KEY “OFF”...................................................................................................................................................59
Hydraulic Hoist System ................................................................................................................ 60
Relief Valve Assembly..................................................................................................................................................60
Hydraulic Pump ............................................................................................................................................................60
Hydraulic Control Valve ................................................................................................................................................61
Manual Floatdown Valve ..............................................................................................................................................63
Motion Control Valve ....................................................................................................................................................63
Hoist Cylinders .............................................................................................................................................................64
Hoist/Brake Cooling Filter.............................................................................................................................................64
i
Hoist Raise/Lower Solenoids .......................................................................................................................................65

ii
THIS PAGE LEFT INTENTIONALLY BLANK

iii
 Table of Figures
Figure 1: Hydraulic Tank Figure 2: Hydraulic Pumps .................................................................1
Figure 3: Hydraulic Oil Levels ...........................................................................................................2
Figure 4: Hoist and Brake Cooling Tandem Gear Pump Cutaway ....................................................3
Figure 5: Typical Gear Pump Operation............................................................................................4
Figure 6: Steer Piston Pump Cutaway ..............................................................................................5
Figure 7: Typical Piston Pump Operation..........................................................................................6
Figure 8: Control and Unloading Valve Locations .............................................................................7
Figure 9: Control and Unloading Valve Operation.............................................................................8
Figure 10: Steering - System Standby........................................................................................ 11
Figure 11: Hydraulic Filter ............................................................................................................... 13
Figure 12: Cutaway of Steering Filter.............................................................................................. 15
Figure 13: Filter Indicator Light ...................................................................................................... 16
Figure 14: Relief-Check-Bleed (RCB) Valve ................................................................................... 16
Figure 15: Steering Components ................................................................................................... 17
Figure 16: Steering System: Standby ........................................................................................... 21
Figure 17: Steering System: Charging .......................................................................................... 23
Figure 18: Steering - Right Turn ................................................................................................. 25
Figure 19: Steering - Left Turn.................................................................................................... 27
Figure 20: Hydraulic Brake Components ....................................................................................... 32
Figure 21: Retarder Control Valve/Brake Valve .............................................................................. 33
Figure 22: Low Pressure Sensor Valve..........................................................................................34
Figure 23: Steer and Brake Pressure Central Warning Lights ........................................................ 34
Figure 24: Load/Dump Solenoid Valve .......................................................................................... 35
Figure 25: Front Brake Cutoff Switch .............................................................................................. 35
Figure 26: Hill Hold ........................................................................................................................ 36
Figure 27: Load/Dump Brake Switch .............................................................................................38
Figure 28: Left/Right Brake Solenoids – Locator............................................................................ 39
Figure 29: Brake Coolant Temp. Sensor........................................................................................ 39
Figure 30: RTD Temperature Resistance Table ............................................................................ 40
Figure 31: Brake System Charging - NO ATC ............................................................................... 43
Figure 32: Brake System Charging WITH ATC.............................................................................. 44
Figure 33: Brakes NO ATC – Charged........................................................................................ 47
Figure 34: Brake Apply NO ATC .................................................................................................... 49
Figure 35: Brake Apply with ATC ................................................................................................... 50
Figure 36: Retarder Apply Without ATC.........................................................................................53
Figure 37: Retarder Apply WITH ATC............................................................................................54
Figure 38: Load Dump Brake Apply ............................................................................................... 57
Figure 39: Front Brake Cut-off Installation ..................................................................................... 59
Figure 40: Hoist System................................................................................................................. 60
Figure 41: Control Lever / Body Positions...................................................................................... 61
Figure 42: Hydraulic Control Valves............................................................................................... 62
Figure 43: Manual Float Down Valve ............................................................................................. 63
Figure 44: Motion Control Valve..................................................................................................... 63
Figure 45: Cooling Filters ............................................................................................................... 64
Figure 46: Hoist Raise and Lower Solenoids ................................................................................. 65
Figure 47: Hoist Float..................................................................................................................... 67
iv
Figure 48: Hoist Hold ..................................................................................................................... 68
Figure 49: Hoist Manual Float ........................................................................................................ 69
Figure 50: Hoist - Power Down ...................................................................................................... 70
Figure 51: Hoist Raise.................................................................................................................... 71

v
THIS PAGE LEFT INTENTIONALLY BLANK

vi
 System Description
System Description
The EH1700 Hydraulic System can be divided into three systems:
1. Steering
2. Brakes
3. Hoist and Brake Cooling

The three systems share the same outboard mounted hydraulic oil tank. The hydraulic oil tank is
internally divided in two sections, the steering and brake section and hoist section. A piston type
pump with unloading feature supplies oil to the steering and brake systems, a tandem gear pump
provides oil to the hoist and brake cooling system. Both pumps are driven off the PTO Drive driven
off the rear of the main alternator. The PTO is coupled by a driveline to the rear of the alternator.
The hoist brake and cooling tandem pump and the steering pump are coupled to the rear of the
PTO Drive.

The hydraulic system has three separate hydraulic filters. One filter is for both the steering and
brake cooling circuit and the two remaining filters are for the hoist and brake cooling circuit.

The steering and brake systems share the same hydraulic tank, pump and filter. Both systems are
supplied hydraulic oil through the Relief Check Bleed (RCB) valve. The steering and brake
systems have their own separate accumulators which will provide hydraulic fluid in case of a pump
or system failure.

Hydraulic Tank

Figure 1: Hydraulic Tank Figure 2: Hydraulic Pumps

1
The hydraulic tank is divided into two separate reservoirs, each with its own oil level indicator sight
gauges, fill point, vent air filter, and drain plugs. One reservoir of the tank contains the combined
steering and brake apply oil with a capacity of 189 liters (50 gallons). The other section contains
the hoist system oil with a capacity of 586 liters (150 gallons). Oil in the steering reservoir is filtered
through a strainer as it flows out the supply port to the steering pump. Oil in the hoist reservoir is
also filtered through a 100 mesh strainer as it flows out the supply port.

The hydraulic oil tank levels should be within the required levels as indicated on each reservoir of
the hydraulic tank. The Hydraulic tank has three sight gauges, two for the steering reservoir and
one on the hoist reservoir. The best time to check the hydraulic tank levels is when the machine is
cold. When checking the hydraulic oil level in the steering reservoir with the engine running, oil
should be up to the fill indicator on the lower sight gauges. If the engine is not running, proper oil
level will be indicated by the upper sight gauge. When using the upper sight gauge the engine
should be shut down for at least 30 minutes. When checking the hydraulic oil level in the hoist
reservoir the body must be on the frame.

Engine
rpm = 0 Body on
frame

Engine
running

HOIST/BC TANK
STEER TANK With the body on
With the engine not the frame rails, the
running, the oil should oil should be at this
be at the top level level check mark.
check point.

Figure 3: Hydraulic Oil Levels

Hoist and Brake Cooling Tandem Gear Pump

Numbers in parenthesis refer to Figure 4.

The Hoist and Brake Cooling Pump is a high pressure, high volume, gear-type tandem pump. The
pump housing is an eight piece cast steel unit. The eight sections consist of, a flange (1), bearing
plate housings (2, 3, 4, and 5) transition plate (6), and plates (13). The sections are doweled
together to assure positive alignment.

2
The four rotary gears: the front gear (7); the rear gear (8); and the 2 idler gears (9), are supported
at each end by bushings (39). Oil is prevented from leaking between the flange and bearing plate
housing by a backup ring (11), O-ring (12) and pressure plate (10), located on either side of each
gear set.

Figure 4: Hoist and Brake Cooling Tandem Gear Pump Cutaway

As the front drive gear rotates, it meshes with and drives the front idler gear (9) at the same speed
but in opposite direction. The rear drive gear (8) is driven by the front drive gear (7) through
coupling (21). As the rear drive gear (8) rotates it meshes with and drives the rear idler gear (9).

As the gears rotate, oil is drawn in through the inlet port. The oil is trapped in the pockets formed
between the gear teeth and the pump housing and is carried to the outlet side of the pump. The
meshing of the gears on the outlet side of the pump forces the oil from between the gear teeth and
through the outlet ports. Refer to: Figure 5: Typical Gear Pump Operation

3
 Figure 5: Typical Gear Pump Operation

Although the majority of oil is forced directly through the outlet port, a small portion of oil is trapped
between the gear teeth and forced in the direction of the pressure plates (10) under very high
pressure. To dissipate this pressure, reliefs are counter-bored into the pressure plates (10) to
provide a passage for the pressurized oil to escape back to the inlet side of the pump.

Lubrication for the couplings (21 and 23) is provided by oil seepage from the high pressure (outlet)
side of the gear pump. This oil seeks its way through the bores to lubricate the gear shafts and
couplings.

Oil seepage from the plug (30), in the flange (1), is a good indication that the pump may require
repair or replacement.

Steer Piston Pump

The steer pump is a variable displacement, in-line axial piston pump with unloading controls and
right-hand rotation. The pump feeds oil through the RCB valve to charge the steer accumulators.

• Variable Displacement – The output flow can be raised or lowered as needed.

• In line Axial – Pump shaft and cylinder block are on the same centerline.

• Piston Pump – A group of pistons sliding in and out of a cylinder block pull in and push out fluid.

• Unloading Control – Pump only puts out enough flow to maintain the required system pressure.

• Right-hand Rotation – Pump shaft rotates clockwise when viewed from the shaft end.

4
 Figure 6: Steer Piston Pump Cutaway

(Numbers in parenthesis refer to Figure 6: Steer Piston Pump Cutaway.)

Rotation of the pump drive shaft causes the cylinder block, yoke plate (2), and pistons (6) to rotate.
The piston shoes are held against the yoke plate face (often called a swash plate) by the shoe
plate (Shown in figure 7).

The angle of the yoke face determines the length of cylinder stroke for each piston within the
cylinder block. Inlet and outlet ports connect to a kidney-slotted valve plate (7).

As the drive shaft (1) rotates, the pistons (6) move out of the cylinder as it passes over the intake
opening in the valve block. A vacuum is created at the inlet and fluid is pulled into the cylinder. As
the drive shaft continues to rotate, the piston is pushed back into the cylinder and the fluid is
pushed out as the piston passes over the outlet side of the valve plate. The angle of the yoke plate
(2) can change. The greater the angle of the yoke plate, the further the piston moves and the more
oil is pumped from each piston.

When the drive shaft starts rotating, a bias spring (7), pushing against a bias piston (5), holds the
yoke plate (2) at the maximum angle. This condition is referred to as “Q” maximum. When the
required amount of pressure has been developed, the yoke plate is pushed back by the control
piston (3) and the pump goes into “Q” minimum. Pressure can be applied to the bias piston as
required to overcome the control piston and place the pump back to “Q” Maximum. The control
piston (3) is larger than the bias piston (5) but does not have a spring to assist movement.
5
Figure 7: Typical Piston Pump Operation

6
Steer Pump Control and Unloading Valves

(Numbers in parenthesis refer to Figure 8: Control and Unloading Valve Locations)

Figure 8: Control and Unloading Valve Locations

The unloading valve (2) is located between the pressure limiter/load sensing control valve
assembly (3) and the steer pump (1). It is connected to the pump by internal passages and to the
steer system by an external tube assembly from the load sensing port. The pressure limiter valve
(5) has a maximum pressure setting of 24800 kPa (3600 psi). The Load Sensing Valve (4) has a
maximum pressure setting of 4150 kPa (600 psi) standby pressure and 2757 kPa (400 psi)
minimum. The system pressure setting is 20685 kPa (3000 psi).

7
 Figure 9: Control and Unloading Valve Operation

(Numbers in parenthesis refer to Figure 9: Control and Unloading Valve Operation)

Charging:

During charging operation, the steering pump directs oil flow internally to the bias piston (10)
creating the maximum yoke angle (8), resulting in the maximum pump output directed to three
places:

1. Oil is charging the system through the RCB valve (see the system schematic).

2. Oil is directed through the unloading valve (11) past the pressure limiting spool (12) and on
to the load sensing spool (3).

3. Oil is being directed through an internal orifice (13) past the poppet (14) in the unloading
valve (11) and on to the spring side of the load sensing spool (3).

8
With the pressure working equally on both sides of the load sensing spool (3) the spring does not
allow the spool to shift. Oil pressure from the RCB valve is directed through the velocity fuse to the
unloading valve (11). This pressure and pump outlet pressure in combination shifts the unloading
valve (11) and poppet (14) once the spring setting on the unloading valve (11) is exceeded. The
unloading valve (11) shifts because the system is fully charged at maximum operating pressure of
20685 kPa (3000 psi).

9
System Charged:
The unloading valve will have the pump at zero output, and will not cut the pump into the system
until the pressure drops to 15860 kPa (2300 psi). When system pressure is reached, 18960 ± 345
kPa (2750 ± 50 psi), it will be sensed at the unloading valve. The system pilot pressure from the
RCB valve will force the unloading valve off its seat, exhausting pump pressure back to tank and
placing the pump into “Q” minimum until the operator turns the steering wheel or the pressure
bleeds off through internal leakage. “Q” minimum is also called standby pressure which is set
between 1724-3447 kPa (250-500 psi). Supply oil is directed out the “PT” port to the brake/steer
pressure transducer. When the master key switch is in the “ON” position the steer pressure, brake
pressure and central warning lights will be illuminated. An audible alarm will sound if the engine is
started. The Contronics microprocessor will turn off the steer pressure warning light when 12410 ±
350 kPa (1800 ± 50 psi) is sensed at the brake/steer pressure transducer and turn off the brake
pressure warning light when 11375 ± 350 kPa (1650 ± 50 psi) is sensed at the brake/steer
pressure transducer. If the oil temperature reaches 93.3°C (200 °F) the increase in temperature
will be picked up by the Resistive Temperature Device (RTD) located on the backside of the
steering tank and the same alarms will come on.

10
Figure 10: Steering - System Standby

11
Standby Pressure:
When the loading sensing valve shifts, oil is no longer directed to the spring side of the load
sensing spool. Pressure is still available on the other side of the spool. This shifts the load
sensing spool to allow the oil to be directed to the control piston and case drain. The oil directed to
the control piston changes the yoke angle to almost minimum position, resulting in the pump outlet
pressure decreasing to standby pressure which is the setting of the load sensing adjustment screw
2758 - 3033 kPa (400 - 440 psi).

Reset Pressure:
After the steering system has obtained operating pressure and has allowed the pump output to
operate in the standby position, system pressure will start to decrease due to internal leakage
within the various components. Once this pressure decreases to 18616 kPa (2700 psi), (referred
to as reset pressure) the unloading valve (11) spring shifts the poppet (14), stopping the flow of oil
to the control piston (7), and exhausting the oil in the control piston (7) passageways to case drain.
Once pressure is not supplied to the control piston (7), the bias piston (10) spring returns the yoke
angle (8) to maximum position. During normal operation, the system will cycle between maximum
and reset pressure.

Pressure Limiting Valve:

During normal operation, the pressure limiting valve (2) should not operate since the system
pressure is controlled by the setting of the unloading control valve (11) 20685 kPa (3000 psi) and
the relief valve in the RCB valve which is set at 22070 ± 173 kPa (3200 ± 25 psi). However, if
pressure above 24821 kPa (3600 psi) is encountered, the pressure limiting spool (12) will shift.
Once the pressure limiting Spool (12) shifts, oil is directed to the control piston (7) decreasing the
yoke angle (8) and reducing the pump output. During this condition, the load sensing section of the
unloading valve (11) does not function.

12
High Pressure Hydraulic Filters

(Numbers in parentheses refer to Figure 11: Hydraulic Filter)

There are three high pressure hydraulic oil filters: two of the high pressure filters are for the hoist
system and one is for the steering/brake system. The high pressure hydraulic oil filters are located
on the right-hand side of the machine, behind the fuel tank.

The filter assembly contains a filter element (7), a bypass valve (12) and a pressure switch (3).
Hydraulic oil from the hydraulic pump is directed to the inlet port and into the filter element (7). Oil
then flows out of the filter element to the outlet port.

If the filter element (7) becomes clogged or the oil is extremely viscous, the bypass valve (12) will
open a passageway directly to the outlet port. This will allow unfiltered oil to flow out of the high
pressure filter.

Figure 11: Hydraulic Filter

13
Relief-Check-Bleed (RCB) Valve
(Numbers and Letters in parentheses refer to Figure 14: Relief-Check-Bleed (RCB) Valve)

The relief-check-bleed (RCB) valve contains several components which serve as controls in the
operation of the hydraulic steering and brake systems. It receives its oil from the steering pump
through the inlet port (IN). The RCB valve contains a relief cartridge (4) set to relieve steering
pressure at 23,444 kPa (3200 psi) at 189 L/min. (50 gpm).

The pressure transducer (15) provides a signal to the warning light and buzzer located in the
operator’s cab to warn the operator that steering pressure is low and the condition must be
corrected.

When the Park Brake Solenoid (1) is energized it directs pressurized fluid to the park brake circuit
to release the brakes. A normally closed Park Brake Switch (16) opens when steering pressure in
the park brake circuit increases to 13445 – 14479 kPa (1950 - 2100 PSI).

A pressure transducer (15) monitors system pressure and sends a signal to the Contronic
Electrical Control Unit (ECU). Should steering pressure fall below 13790 kPa (2000 PSI), it will
signal the Contronic ECU to activate the steer warning light and central warning buzzer on the
instrument panel to warn the operator. If system pressure continues to fall below 11375 kPa (1650
PSI) the Contronic ECU will also activate the brake system warning light.

An auxiliary (AUX) port is provided to supply oil to the hydraulic brake system. When the machine
is shut down, the Bleed Timer in the operator’s cab will close the circuit, energizing the Steer Bleed
Down Solenoid (2), allowing hydraulic oil in the steer accumulators to bleed back to tank.

14
Steering Filter
(Numbers in parentheses refer to Figure 12: Cutaway of Steering Filter)

The return line filter is an assembly installed in the steer tank. The filter assembly contains a 6
micron filter element (1), a by-pass valve (3) and an indicator switch (2).

By-pass Valve: The by-pass valve in the steering filter will not engage until the restriction
pressure reaches 345 kPa (50 psi). If the hydraulic oil is cold keep in mind that it will be thicker
and will move less easily. This may cause the filter clogged indicator to illuminate. Because of this,
it is best to allow the oil to warm up to system operating temperature and the engine is running at
1000RPM. The Contronic ECU will not indicate that the filter is clogged if the operating
temperature is less than 43 °C (110 °F).

Figure 12: Cutaway of Steering Filter

15
 Figure 13: Filter Indicator Light

Figure 14: Relief-Check-Bleed (RCB) Valve

16
 Hydraulic Steering System

Hydraulic Steering System – Components

Figure 15: Steering Components

Description
(Numbers in parenthesis refer to Figure 15: Steering Components)

The steering system illustrated in Figure 15, is a closed center, hydrostatic power steering system
using two double acting cylinders piston type hydraulic pump, and brake actuation/steering system
reservoir. The system contains the following:

Steering Column (1)

Located in the operator’s cab. A two cross drive line, splines into the steering column at its top and
the steering valve at its bottom.

Right Steer Cylinder— Left Steer Cylinder (2), (9)

The two hydraulic steering cylinders are mounted with the base ends attached to the trailing arms
and the rod ends attached to the spindles. The steering cylinders are single stage, double acting
units. Each cylinder has one stage of expansion and the ability to receive pressurized oil at either
17
side of the piston to extend or retract the piston rod and consequently move the spindle in a given
direction to perform a left or right turn.

Steering Valve (3)

Mounted below the cab floor plate, the main steer valve controls the flow of hydraulic fluid in the
steering system to the steering cylinders. It consists of two major sections: the control section and
the metering section. The control valve has two internal crossover relief valves in line with the
cylinder ports and are internally ported to the tank port. The crossover relief valve transfers
steering system fluid from one end of the steering cylinder to the opposite end in the event of
severe road shock, thereby preventing damage to steering components. The crossover relief valve
is set to relief at 21528 ± 483 kPa (3120 ± 70 psi). The function of the control section is to direct
the steer oil to and from the metering section, to and from the cylinders and to regulate the
differential pressure across the cylinders. The control section is of the closed center type, when the
main steer valve is centered in the neutral (no steer action) position, oil flow from the pump and to
and from the cylinders is blocked. It is for this reason that a variable displacement hydraulic pump
is utilized. The function of the metering section is to meter the oil to the cylinders, maintaining the
relationship between the steering wheel and the position of the truck’s front wheels.

Steering Accumulator (4)

Mounted on the Truck’s high arch cross member between the operator’s cab and air cleaners. The
accumulator stores oil in sufficient volume under pressure to provide supplementary steering in
case of loss of hydraulic supply pressure. The accumulator is of the free piston type and is under a
dry nitrogen pre-charge of 6,895 kPa (1,000 psi).

Steering Pump (5)

Mounted on the front of the power take-off (PTO). The steering pump is an in-line axial piston type;
that is, the shaft and cylinder block centerline. The displacement of the pump is positive and
variable. The pump utilizes a pressure compensator, with unloading feature, which controls the
swash plate that controls the stroke length of each piston; reducing or increasing delivery
depending on system requirements. Rotation is left hand, as viewed from the valve plate. The
steering pump control contains an unload feature which unloads its discharge pressure to 4150
kPa (600psi) when accumulator pressure is within 18960kPa ± 345kPa (2750psi ± 50psi).
Bleed-Down Timer (6)
The Bleed-Down Timer is a circuit that will remain active after the truck is turned off. It will time out
a specified amount of time to energize (open) the bleed-down solenoid located on the accumulator
base. When the bleed-down solenoid is opened, the pressure in the steering accumulator will
bleed back to tank.

Relief-Check-Bleed Valve (RCB) (8)

Located on the bottom of the steering accumulator. Incorporated into the relief-check-bleed valve:
A check valve which isolates the steering system from the pump. The relief cartridge is set at
22064 ±173 kPa (3200 ± 25 psi). Bleed-down solenoid which is activated by a timer when the
master key is in the off position, bleeding system pressure down for approximately 90 seconds.
Park brake solenoid which directs oil pressure to release the park brake or releases the pressure to
allow the springs to apply the parking brake. Park brake pressure switch which informs the
operator if the brake is applied. Pressure transducer which informs the operator of a loss of
steering or brake pressure through the Contronics microprocessor. Auxiliary port where brake
apply oil supply is picked up. Velocity fuse, used to protect the steer system should a failure occur
within the hydraulic line between the RCB valve and the unloading valve mounted on the steer
18
pump. This valve will close should oil flow increase over 19 ±1 LPM (5 ±.3 GPM) Accumulator
supply port Steer pressure test port

19
Hydraulic Steering System – Operation
Operation (Normal)
(Refer to Figure 16: Steering System: Standby)

Return oil from the steer valve is routed through the 6 micron filter before entering the steer tank.
The return oil enters the filter compartment area through Port A.

20
Figure 16: Steering System: Standby

21
System Charging
Oil is drawn through the strainer in the steer/brake section of the hydraulic tank then gravity fed to
the steer pump. From the steer pump, oil is sent to the RCB valve where it flows through a one-
way check valve. It is sensed at the relief cartridge, set to 22064 kPa (3200psi) and sent to the
park brake solenoid valve and the accumulator. The accumulator will begin charging to 18960 ±
350 kPa (2750 ± 50 psi). System apply oil is also directed through the velocity fuse out the “PC”
port to the unloading valve on the steer pump the unloading valve will keep the pump set to
maximum output until the accumulator pressure reaches 18960 kPa (2750 psi).

Oil flows to the brake apply circuit from the RCB valve at the “AUX” port. Oil also flows from the “V”
port to the steering control valve where it is blocked except for the amount of oil allowed to travel
through the reduced orifice and back to tank. This reduced orifice is called the thermal bleed as it
keeps both sides of the control valve warm during cold climate conditions. Any return oil through
the thermal bleed orifice is sent back to tank, passing first through the 6 micron absolute filter. In
the neutral position the control valve has both cylinder ports “L” and “R” blocked. Oil in the lines
between these ports and the steer cylinders is static.

22
System Charging
0 to 18960 kPa (0 to 2750 PSI)

Figure 17: Steering System: Charging

23
Right Turn
System supply oil is also directed through the velocity fuse, in the RCB valve, out the “PC” port to
the unloading valve on the steer pump. System supply oil is also directed to the brake apply circuit
and to the pressure transducers. The parking brake switch on the instrument panel is OFF. The
solenoid in the RCB valve allows system supply oil to flow out the “PBS” port to apply pressure to
the parking brake actuator on the rear of the transmission. The pressure to the actuator
counteracts internal spring force at the parking brake actuator, releasing the parking brake. System
supply oil is directed out the “V” port of the RCB valve to the steering control valve. The steering
wheel is turned clockwise, rotating a spool 10°, inside a sleeve. The rotation aligns ports in the
spool and sleeve, sending supply oil to the geroter metering device. The metered oil from the
geroter flows back into the control section of the steering control valve where it is then sent through
the right turn port “R”, directed to the base end of the left steer cylinder and the rod end of the right
steer cylinder. Oil at the opposite ends of the steer cylinders is forced to return to tank, first through
the control valve then through the 6 micron absolute filter and the diffuser used to disperse the hot
oil evenly throughout the steer/brake section of the hydraulic tank.

24
Figure 18: Steering - Right Turn

25
Left Turn
System supply oil is also directed through the velocity fuse, out the “PC” port to the unloading valve
on the steer pump. System supply oil is also directed to the brake apply circuit and to the pressure
transducers. The parking brake switch on the instrument panel is OFF. The solenoid in the RCB
valve allows system supply oil to flow out the “PBS” port to apply pressure to the parking brake
actuator on the rear of the transmission. The pressure to the actuator counteracts internal spring
force at the parking brake actuator, releasing the parking brake. System supply oil is directed out
the “V” port of the RCB valve to the steering control valve. The steering wheel is turned counter-
clockwise, rotating a spool inside a sleeve 10°, aligning ports in the spool and sleeve and sending
supply oil to the geroter metering device. The metered oil from the geroter flows back into the
control section of the steering control valve where it is then sent through the left turn port “L”,
directed to the rod end of the left steer cylinder and the base end of the right steer cylinder. Oil at
the opposite ends of the steer cylinders is forced to return to tank, first through the control valve
then through the 6 micron absolute filter and the diffuser used to disperse the hot oil evenly
throughout the steer/brake section of the hydraulic tank.

26
Figure 19: Steering - Left Turn

27
Wheel Shock

If the front tires hit an obstruction on the haul road, the system would react to relieve this shock
pressure to avoid damaging steering components. Shown in the schematic shock has occurred to
the rod end of the right steer cylinder and the base end of the left steer cylinder. The pressure in
the steer lines increase and is sensed at the cross over relief valve located in the steer valve. The
cross over relief valve is set to relieve pressure at 23460 ± 345 kPa (3400 ± 50 psi). The cross over
relief valve shifts, exhausting excess pressure through the one way check valve then to the
opposite steer lines filling the void at the opposite steer cylinders created by the shock. The
operator would not feel this shock at the steering wheel since the steering valve is a closed center
type.

28
THIS PAGE LEFT INTENTIONALLY BLANK

29
Bleed Down (Key Off)
When the engine is shutdown the bleed-down solenoid timer is activated which also activates the
bleed-down solenoid in the RCB valve. The bleed-down solenoid shifts and exhausts pressure
from the accumulator back to tank.

30
31
 Hydraulic Brake System
Hydraulic Brake System Components

Figure 20: Hydraulic Brake Components

(Numbers in parentheses refer to Figure 20)

The brake system is a full hydraulic dual circuit design. The stroke and the volume limitation of air-
over-oil systems as well as the associated application delay (full hydraulic has no compression
delay) have been eliminated.

Rear Wet Disc Brakes (1) The rear brakes are forced oil cooled multiple disc design.

Hydraulic Tank (2) The steer/brake apply section is separate from the hoist/brake cooling
section but share a common remote mounted breather.

Front Dry Disc Brakes (3) The front brakes are dual acting six piston dry disc type with two
heads per disc.

32
Retarder Control Valve (4) The retarder control valve is located at the floor plate on the left
hand side and is used for retardation or slippery road operation; pedal application will actuate the
rear wet disc brakes only. The double check valve in the retarder control valve isolates retarder
apply pressure from rear service brake apply pressure. A test port is provided to measure retarder
control valve output pressure.

Figure 21: Retarder Control Valve/Brake Valve

4. Retarder Control Valve 5. Brake Control Valve

A. To Front Brakes F. Return to Tank

B. To Accumulator G. Test Port, Retarder
C. To Accumulator H. Test Port, Front Brake
D. From RCB Valve I. Test Port, Supply
E. To Rear Brakes J. Test Port, Rear Brake

Brake Control Valve (5)

The brake control valve provides variable front and rear brake apply pressure that prevents brake
lock-up improving performance in slippery conditions. The two check valves in the brake control
valve isolate the accumulators from the steer system to ensure reserve pressure capacity is
independent of steer pressure. The brake control valve allows for normal foot pedal application of
the service brake as well as manual application of the load/dump brake via the shift tower mounted
electrical switch. The load/dump brake applies the rear brakes at full apply pressure. A low
pressure sensor within the brake control valve monitors both brake accumulator pressures. In the
event of a malfunction, the steer warning, then the brake warning will alarm; if no action is taken
the brakes will automatically apply. The low pressure sensor monitors the highest accumulator
pressure and will apply the brakes when this pressure drops to 9653 - 9997 kPa (1400 -1450 psi).

If the steering system pressure drops below 12755 kPa (1850 PSI) the steer warning light, central
warning light and alarm will activate.

Three test ports are provided in the brake control valve to measure supply pressure (I) to the valve;
and front (H) and rear (J) output pressures.

33
Relief-Check-Bleed (RCB) Valve (7) The relief-check-bleed valve is located on the bottom
of the steering accumulator. The brake system is supplied oil pressure from the steering system
through the RCB valve. (See: Hydraulic Steering System – Components for more information)

Low Pressure Sensor (LPS)

Figure 22: Low Pressure Sensor Valve

Figure 23: Steer and Brake Pressure Central Warning Lights

34
Load Dump Solenoid Valve

Figure 24: Load/Dump Solenoid Valve

Front Brake Cut-off (Optional)

The optional front brake cut-off valve (1, Figure 9) is mounted to the fire wall of the cab, next too
and plumed into the brake control valve (3) and retarder control valve (4). This option changes the
brake proportioning between the front and rear brakes. With the front brake cut-off switch (Figure
10) in the ON position the front and rear brakes apply simultaneously as the service brake pedal is
depressed. With the switch in the “Active” position and the service brake partially depressed, only
the rear brakes will be applied. When the service brake is fully depressed, causing front brake
pressure to increase above 1850psi - the front brakes will also apply.

Figure 25: Front Brake Cutoff Switch

35
ATC
The Active Traction Control (ATC) System is a control system that monitors the hauler’s rear wheel
speeds and applies the appropriate amount of retarding when necessary to automatically transfer
power to the rear wheel with the best traction. The system is enabled through the ATC System
switch located on the lower left side of the dash. The system continuously monitors the left and
right wheel speeds to provide optimum traction in slippery conditions. If the ATC feature is “ON”,
then when one of the rear wheels spins 50% faster than the other, the retarder will be applied to
decrease the speed of the faster wheel transferring torque to the slower wheel providing better
traction. The ATC light, located on the upper right-hand side of the dash, will illuminate indicating
when the system is actively applying the retarder. In cases of extremely slippery conditions, the
Traction boost mode may be utilized. this mode of ATC is enabled through a momentary switch
that when pressed, reduces the wheel speed differential from 45% to 10% for a period of
approximately 15 seconds. The Traction Boost Light will indicate when this mode is active. Note
that the ATC System and Traction Boost Switches are integral with the first position of the switch
being the ATC and the second momentary position being the Boost. The ATC System will be
disabled when:

1. The ATC System Switch is turned OFF

2. The hauler road speed is above 24.1 km/h (15 mph),
3. either the brake or retarder pedal is applied(throttle released)
4. there is a wheel speed sensor error.

If a wheel speed sensor error should occur while the ATC System is active, the ATC light will flash
indicating the error.

Hill Hold Brake (Optional)

Figure 26: Hill Hold

A level switch located in the dash behind the Contronic Display, and connected to the electrical
system, see the electrical schematic for “Hill Hold Option” in the ELECTRICAL SYSTEM adds this
option to the machine. The Contronic computer energizes the load/dump solenoid in response to
specific machine conditions to prevent roll back on steep grades. Roll back may occur when the
operator moves his foot from the brake pedal to the accelerator pedal on steep grades.

36
The system apply logic is:
• The machine must be climbing a grade steeper than 10%.
• The brake pedal or retarder pedal must be applied.
• The machine speed must be less than 2.25 km/h (1.4 mph).

The system release logic is:

• The transmission shift lever is placed in reverse or, the brake or the retarder pedal is
released and the engine speed is greater than 1200 RPM.

Park Brake Solenoid

The Park Brake Solenoid is mounted on the RCB valve. When the park brake switch is on it sends
a voltage signal to the Contronic ECU requesting use of the park brake. If the ECU reads that all
required conditions are met to allow the park brake to be applied it will de-energize the park brake
solenoid. When the park brake solenoid is de-energized it will bleed hydraulic pressure in the
brakes back to tank allowing the springs to apply the park brake.

37
Load/Dump Brake Solenoid

Figure 27: Load/Dump Brake Switch

To activate the Load/Dump Brake switch, the operator must bypass the locking mechanism and
press the switch located on the center console to the ON position. When the circuit is closed by
the Load/Dump Brake switch, it energizes the Load/Dump Brake Solenoid through diode D11.
When the Load/Dump Brake Solenoid is energized it shifts the solenoid valve , directing full brake
system pressure, as pilot pressure, to the brake cartridge. The brake plunger strokes and opens
up the apply valve, sending full brake apply pressure to the rear wet disc brakes, 13790 ± 173 kPa
(2000 ± 25 PSI).

38
Left/Right Brake Solenoid

Figure 28: Left/Right Brake Solenoids – Locator

The left and right brake solenoids are located at the outside front cab. The Active Traction Control
option controls the pulse width modulated signals (PWM) sent to these solenoids. When the duty
cycle of the PWM signal is increased the braking pressure is increased on the appropriate side.

Brake Coolant Temperature Sensors

Figure 29: Brake Coolant Temp. Sensor

39
The brake coolant temperature sensor is located on the hydraulic tank. It is a Resistive
Temperature Device (RTD) that will represent temperature by changing it’s resistance
proportionally. A voltage signal is applied to the RTD and a current is produced and sent back to
the ECU where that analog current signal is converted to a digital representation for processing.

Figure 30: RTD Temperature Resistance Table

40
THIS PAGE LEFT INTENTIONALLY BLANK

41
Hydraulic Brake System – Operation
System Charging
Supply Pressure 0 to 9653 kPa (0 to 1400 PSI)

At engine start up the steer accumulator begins to pressurize. This steer pressure is supplied to the
brake control valve via the Relief Check-Bleed (RCB) valve. The pressure unseats the check valve
and the brake accumulators begin to charge. The low pressure sensor valve, (Figure 22: Low
Pressure Sensor Valve), in the brake control valve, is in the applied position; this allows oil to pass
through the sensor and into the pilot plungers. The brake valve spools are held open which allows
accumulator pressure to apply the front brakes and rear brakes via the retarder valve’s double
check valve. The brakes are applied, although at less than full system pressure. The steer and
brake pressure warning lights, central warning light and alarm will be on, (Figure 22: Low Pressure
Sensor Valve).

Supply Pressure 9653 to 18960 kPa (1400 to 2750 PSI) At 9653 - 9997 kPa (1400 - 1450 PSI)
system pressure will move the low pressure sensor valve, Figure 6, blocking supply pressure and
exhausting pilot plunger pressure. The brake valve spools are released, blocking supply pressure
and exhausting brake applied pressure to tank.

The Contronics microprocessor will deactivate the brake pressure light and audible alarm when the
brake/steer pressure transducer senses 11376 kPa (1650 PSI). The Contronics microprocessor will
deactivate the steering pressure light and audible alarm when the brake/steer pressure transducer
in the RCB valve senses 12411 kPa (1800 PSI). At engine shut down, the steering accumulator
will bleed down. The service brake accumulators are isolated by the check valves and remain
pressurized. The front and rear brakes will apply when the accumulator pressure leaks down to
activate the low pressure sensor. The time span between steer system bleed down and automatic
brake application is dependent on internal leakage rates of the valve; this can vary appreciably.
Note: The delay between steer system bleed down and brake automatic apply must be at
least 3 minutes.

42
Figure 31: Brake System Charging - NO ATC

43
Figure 32: Brake System Charging WITH ATC

44
THIS PAGE LEFT INTENTIONALLY BLANK

45
System Charged
Supply Pressure 16547 to 18960 kPa (2400 to 2750 PSI)

46
Figure 33: Brakes NO ATC – Charged

47
SERVICE BRAKE APPLY
When the service brakes are applied with the foot pedal, both front and rear plungers stroke into
the brake valve. The plungers compress the springs which move the spools. The spools close the
tank port and open system pressure to the brakes. The rear brake pressure shuttles the double
check in the retarder valve and pressurizes the rear brakes. The pressure increases until it exactly
balances the spring compression for that particular plunger position. When the brake pedal is
released, the plunger moves back relaxing the spring compression; the spools open the tank port
and brake pressure is exhausted. The pressure applied to the brakes is directly proportional to the
brake control valve plunger position (pedal position). Front apply pressure is proportional to spring
compression up to a maximum of 18960 ± 173 kPa (2750 ± 25 PSI). The rear apply pressure,
maximum is 13790 ± 173 kPa (2000 ± 25 PSI). The brake accumulators are used to supplement
the steer system supply pressure; this insures fast application time.

48
Figure 34: Brake Apply NO ATC
49
Figure 35: Brake Apply with ATC
50
THIS PAGE LEFT INTENTIONALLY BLANK

51
RETARDER APPLY
The retarder control valve functions in the same manner as the brake control valve but it is a single
plunger valve which activates only the rear brakes. Steer system pressure is supplied directly to
the valve and does not utilize a secondary accumulator; the retarder valve is only active with the
steering system charged. Pedal application supplies regulated pressure which shuttles the double
check valve and applies the rear brakes. The maximum retard pressure is 13790 ± 173 kPa (2000
± 25 PSI). The retarder valve should be used to control the machine speed when coming down
grades. It may also be used for normal maneuvering to maximize front disc brake life.

52
Figure 36: Retarder Apply Without ATC

53
Figure 37: Retarder Apply WITH ATC

54
THIS PAGE LEFT INTENTIONALLY BLANK

55
LOAD / DUMP APPLY
To apply the electric load/dump brake on the center console the operator must overcome a locking
device, then move the switch to the apply position. When the switch is moved to the apply position,
the load/dump brake solenoid is energized and shifts the solenoid valve, Figure 13, allowing brake
system pilot pressure, to pilot the plunger in the rear brake cartridge. directing full rear brake apply
pressure to the rear wet disc brakes, 13790 ±173 kPa (2000 ± 25 PSI).

56
Figure 38: Load Dump Brake Apply

57
LPS APPLICATION
If the steering system pressure drops below 12755 kPa (1850 PSI) the steer warning light, central
warning light and alarm will activate. If the steering pressure drops below 11376 kPa (1650 PSI)
the brake warning light will activate also. Since the brake accumulators are isolated from the steer
system by the check valves in the brake control valve, full brake system pressure is still available to
stop the machine by using the brake pedal.

All of the following must occur before the low pressure sensor will automatically apply the front and
rear brakes.

a. Steering pressure must drop below 9653 – 9997 kPa (1400 - 1450 PSI).
b. The steer pressure warning light, central warning light and alarm are activated.
c. The brake pressure warning light is activated.
d. The machine operator must fail to react to the alarms.
e. Both brake accumulators must also drop below 9653 - 9997 kPa (1400 - 1450 PSI).

The pressure will now be too low to hold off the sensor spring; the sensor valve will shuttle,
opening accumulator pressure 9997 kPa (1450 PSI) or less to pilot the plungers. The plungers will
apply the brake in the same manner as a pedal application providing reduced pressure to the
brakes.

SERVICE BRAKE APPLY WITH REAR CIRCUIT BLOW-OUT

If the rear circuit has a failure that causes loss of accumulator pressure, the rear brake accumulator
will drain as the brakes are applied. The two-way check valve will shift, isolating the rear brake
circuit from the front brake circuit protecting the front brake accumulator pressure. The steering
accumulator will also begin to drain; but the valve and will maintain 18960 kPa (2750 PSI) . The
central warning, steer and brake warning lights and audible alarm will be on. The operator will have
full pressure to the front brakes when the pedal is depressed. The low pressure sensor will
automatically apply the brakes if the alarms are not reacted to by the operator. However, rear
pressure may be zero and front supply pressure will be less then 9997 kPa (1450 PSI). The
reverse sequence occurs with a front circuit failure. Automatic application will occur with the front
pressure at less than 9997 kPa (1450 PSI) and the rear pressure may be zero.

Front Brake Cut-off Dash Switch “ON”

Service Brake Apply Below 12755 kPa (1850 PSI) To Front Brakes
When the operator applies the front brake cut-off switch, which energizes the solenoid in the front
brake cut-off valve. The solenoid shifts directing front brake apply pressure to a pilot operated
sequence valve. This valve prevents front brake application until front brake pressure reaches
1850psi.

Service Brake Apply Above 12755 kPa (1850 PSI) To Front Brakes
When the operator applies an aggressive stop, the brake pedal is depressed enough to send a
front brake apply pressure above 12755 kPa (1850 PSI) to the sequence valve. This apply pilot
pressure will overcome spring tension in the valve allowing it to shift, directing the brake apply
pressure to the front brakes.

58
 Figure 39: Front Brake Cut-off Installation

1. Front Brake Cut-Off Valve 3. Brake Control Valve (Reference)

2. Wire Harness 4. Retarder Control Valve (Reference)

IGNITION KEY “OFF”

If the Ignition Key is turned to the OFF position, the engine has quit running, or the source of
hydraulic oil is lost for any reason, the brake accumulators will maintain a volume of oil under
pressure for some time. This volume of oil will diminish slowly through internal leakage in the
brake system and diminish quickly if the service brakes are used during this time. When the
accumulator supply oil pressure diminishes to 9653 to 0 kPa (1400 to 0 PSI), the circuit will be in
the same phase it would be in during SYSTEM CHARGING Supply Pressure 0 to 9653 kPa (0
to1400 PSI).

59
 Hydraulic Hoist System
Hydraulic Hoist System

Figure 40: Hoist System

(Numbers in parentheses refer to Figure 40: Hoist System)

Relief Valve Assembly (3)

Located in the bottom of the hoist/brake cooling section of the hydraulic tank (1). It is tee’d into the
supply line to the cooler, protecting it from excessive pressure at cold oil start up.

Hydraulic Pump (4)

From the hoist/brake cooling section of the hydraulic tank, supply oil is gravity fed to the hydraulic
pump. The tandem pump provides two separate pump sections. One section supplies oil to the
60
hydraulic system by directing oil to the hydraulic control valve. The other section supplies oil for
cooling the brakes via the hoist/brake cooling filter (10).

Sufficient oil is supplied to both systems at engine RPM by the hydraulic pump. Tandem pump
output:

a. Hoist Pump Section 468 L/MIN. (124 GPM) @ 2100 RPM

b. Brake Cooling Section 468 L/MIN. (124 GPM) @ 2100 RPM

Hydraulic Control Valve (5)

The hydraulic control valve is a spool type valve, shifted by a pilot pressure. When shifted, it
directs oil from the pump to raise or lower the body. The hydraulic control valve has four positions:
Raise, Hold, Float and Power Down.

Figure 41: Control Lever / Body Positions

61
 Figure 42: Hydraulic Control Valves

There are two pulse width modulated (PWM) valves mounted on either end of the hoist control
valve to control the pilot pressure being supplied from the pressure reducing valve. When the PWM
valve receives a pulsed voltage signal from the microprocessor, a modulated amount of pilot
pressure (dependent upon the lever position and the pulsed voltage signal) is directed against the
end of the valve spool to shift the spool into the position desired by the operator (raise, hold, float,
or power down). The hydraulic control valve (5) contains a relief cartridge adjusted to relieve
maximum system pressure at 20355 ± 346 kPa (2950 ± 50 psi) at wide open throttle to protect the
components in the system from excessive pressure. At the indicated pressure the relief cartridge
opens and dumps excess pump volume directly back to the hydraulic tank. When system pressure
drops below the indicated pressure, the relief cartridge closes and returns pump output back into
the hoist circuit. A load check valve is incorporated in the hoist control valve to prevent the body
from coming down should the pump output stop when the control lever is in the raised position.

62
Manual Floatdown Valve

Figure 43: Manual Float Down Valve

The manual float down valve allows the operator to safely lower the dump body when the dump
body is raised off the frame rails and the hoist control valve spool is stuck in the “HOLD” position.
The manual float down valve, is mounted on the side of the support plate for the air cleaners, brake
accumulators, and the windshield washer reservoir.

Motion Control Valve (7)

Figure 44: Motion Control Valve

(7A) Cartridge Counter Balance

DESCRIPTION
The Motion Control Valve is an over center control valve. It is used to control moving loads, and to
prevent the load from running ahead of the pump. The valve is located between the Hoist Control
Valve and the hoist cylinder rod-end ports.

63
OPERATION

1. In “POWER DOWN and FLOAT” conditions, oil entering the valve port will open the check
valve and go out the cylinder port. This allows the oil to travel in one direction only. The oil traveling
in this direction has no effect on the pilot operated control valve.

2. In a “RAISE” condition, oil exiting the cylinder ports is blocked from entering the Hoist Control
Valve by the one way check valve. The only passage from the cylinder rod-end ports to the Hoist
Control Valve ports is by the movement of the pilot operated control valve. Oil exiting the rod-end
cylinder ports can work effectively, to open the valve even if the pilot line is removed (this is how
the motion control pressure setting is adjusted). This pushes the stem of the pilot piston against the
spring and moves it off the valve seat opening the passage for oil to enter the Hoist control
Valve and return to tank.

LOAD SHIFT ACTION

If the load should shift, hoist base-end pressure is reduced and pilot pressure is reduced a similar
amount. This creates a high rod-end back pressure, which effectively throttles the return oil and the
hoist cylinders.

Note: Since the motion control valve continuously monitors return oil during the raise cycle, there is
no abrupt shift between normal “Raise Action” and “Load Shift Action”. The valve is designed to
help limit situations where abrupt shift might affect hydraulic system components.

Hoist Cylinders (8 & 9)

The two stage, double acting hoist cylinders are outboard mounted and inverted to help prevent dirt
from damaging the seals. Raise oil enters at the base end of both cylinders. Power down reduced
pressure oil enters at the rod end of both cylinders. Hoist cylinders have a capability of power
down in one stage if necessary at. The hoist cylinders have a feature which cushions them in
retraction.

Hoist/Brake Cooling Filter (10)

Figure 45: Cooling Filters

64
Pressurized supply oil from the brake cooling section of the hydraulic pump (1) combines with hoist
system return oil just before the filter. The oil is filtered through a filter rated at 6 micron absolute.
As the oil passes through the filter, any pressure differential between the inlet port and the outlet
port is sensed by a filter restriction switch. At a pressure differential of 242 ± 7 kPa (35 ± 1 psi) the
switch will go from a normally closed contact to an open contact. The Contronic ECU will detect this
open switch and if the temperature of the hoist/brake cooling oil is greater than 43° C (110° F),
sensed at the resistive temperature device, the Contronics will identify a filter restriction.

The operator will be informed of a restriction by the solid yellow “Filter Restriction” light coming
on in the warning light cluster on the Instrument panel. The Contronics will flash the filter restriction
across the top line of the display screen. If the operator ignores the warning and the restriction
continues to increase, at 345 ± 35 kPa (50 ± 5 psi) a one way by-pass valve will be forced open in
the filter, allowing unfiltered oil to pass into the system. It is important to change the element before
the bypass valve opens.

Hoist Raise/Lower Solenoids

Figure 46: Hoist Raise and Lower Solenoids

The hoist raise and hoist lower solenoids are controlled by the Hoist Controller. The hoist
controller receives a signal from the Hoist Lever and interprets it. If the hoist is required to raise
the hoist controller will energize the Raise solenoid with a pulse width modulated (PWM) signal, to
pilot the hoist control valve proportional to the duty cycle of the PWM signal, allowing hydraulic
pressure to be directed to the hoist rod ends and raise the body.

If the hoist is required to lower, the hoist controller will energize the Lower solenoid with a PWM
signal allowing hydraulic pressure to pilot the hoist control valve to direct pressure to the hoist rod
ends and lower the body.
65
Duty Cycle = Pulse Width / (Pulse Width + Pulse Space) = ON TIME / TOTAL TIME

The Hoist Raise and Lower solenoids should measure 30ohms. If not they are non-functional.

66
Figure 47: Hoist Float

67
Figure 48: Hoist Hold

68
Figure 49: Hoist Manual Float

69
Figure 50: Hoist - Power Down
70
Figure 51: Hoist Raise

71
THIS PAGE LEFT INTENTIONALLY BLANK

72
HTT1700-10-0107