02 d ele master

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ELECTRICAL

D Series

Wheel Loaders

Electrical

D Series Wheel Loaders1

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ELECTRICAL

CASE CORPORATION 1999 Case

Corporation

700 STATE STREET All Rights Reserved

RACINE, WI 53404 U.S.A.

CASE CANADA CORPORATION

450 SHERMAN AVENUE


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ELECTRICAL

HAMILTON, ON L8N 4C4 CANADA Printed in U.S.A.


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ELECTRICAL

Table of Contents

Test Equipment.....................................................................................................4

Test Procedures....................................................................................................7

Legends and Symbols........................................................................................13

Relay and Fuse Identification............................................................................15

Ignition Switch.....................................................................................................18

Ether Start Relay.................................................................................................19

Neutral Start Relay..............................................................................................20

Time Delay Relay................................................................................................20

Transmission Controls.......................................................................................21

Instrument Cluster..............................................................................................27

RTD, RTT and Height Control............................................................................30

Secondary Steering............................................................................................31

Ride Control/Pin Engage/Fan Reverser............................................................32

Front Washer and Wiper....................................................................................33

Rear Washer and Wiper......................................................................................34

Horn/Seat/Air-condition......................................................................................35

Cigar Lighter/Power Converter/Radio...............................................................37

Flashers/Left Turn/Right turn............................................................................38

Horn/Hazard/Brake..............................................................................................39

Light Switch.........................................................................................................40


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ELECTRICAL

Electrical Test EquipmentElectrical Testing

The most important aspect of troubleshooting todays sophisticated electricaland/or electronic systems is the test results. A service technician must haveconfidence in his testing equipment to get accurate readings.

The days of checking a system with a test light have past. Electronic equipmentruns on very low amperage, and a test light can draw enough amperage to burnout a circuit in a control box.

Todays electronics will run on variable voltages. Just because the machine has12-volt batteries does not mean the system is running on 12 volts. Most machineswill have 12-volt circuits, 8-volt circuits and 5-volt circuits. With different voltagesbeing used a test light will be useless, the only way to test a circuit will be with avoltmeter and ohmmeter.

VoltMetershould be used to do all electrical testing and trouble shooting.Remember the circuit must be fully connected and operated to get propertest results. You should be looking for voltage drops to determine wherethe problems are. You must also be aware of how the system functions. Ifthe system shuts down after automatically detecting a fault, you cannot testthe circuit for proper system voltage.

OhmMetershould not be used to check a circuit unless a voltmeter cannotbe used for some reason. The ohmmeter should only be used whenchecking components or circuits that have a specified resistance. Anexample would be a solenoid that may have a specified resistance of 7-9

ohms; an ohmmeter is the proper tool to be used.

Listed below is an abbreviated list of electrical tools that can be purchased locally

or through the OTC tool catalog.

Digital Volt/Ohm Meter; Fluke 23 CAS-1559

Piercing Clips Fluke 1TC26

Alligator Clips Fluke 1TC21

Leads 1TC08

Replacement Probes CAS-1559-2


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ELECTRICAL

Fundamentals of Testing an Electrical System

Before any testing is done to the electrical system in question, the servicetechnician must fully understand how the entire system (electrical andhydraulic) functions normally. In many instances, the operation of the systemmay only need to be explained to the operator, or a simple adjustment made

to the system for it to function properly. Referencing the appropriateoperators manual will generally resolve these types of problems.

When searching for the cause of an electrical problem, it is desirable to obtainall of the symptoms of the problem from the operator. A few pertinentquestions asked of the operator may give you valuable clues as to the causeof the problem. While questioning the operator, a chance remark may wellreveal the cause of the problem to an alert service technician. Operate theequipment to see if you can duplicate the problem.

Utilize the easiest and simplest tests first to try to identify the problem. When

it has been determined that a problem does exist with the electrical system,the service technician must understand the fundamentals of electricity.Understanding the properties of voltage, amperage and resistance is a must.The service technician has to be equipped with the proper testing equipmentto resolve the problem. Use of the CAS-1559 digital multimeter is stronglyrecommended. However, just having the equipment is not enough, theservice technician must understand and utilize the functions and features ofthe digital multimeter!

Once the problem has been identified, correct repair procedures must befollowed to insure that the problem does not reoccur. Use of the Electrical

Connector and Terminal Repair Kit part number ZJI1400004 is stronglyrecommended. The kit is equipped with the necessary tools and connectorsfor proper repairs as well as information on how to utilize the repair tools inthe kit.


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ELECTRICAL

Test ProceduresVisual Inspection

Carefully inspect the complete wiring harness for damage. Check for loose orbroken wires. Make sure the connector terminals are fully seated and lockedin the connector. Insure that the terminals are clean and not damaged. Useof Lectra Clean, part number B17400, is recommended, and SiliconeCompound Dielectric Grease, part number 345-92, can be used for lubricantand corrosion protection.

Testing For Open Circuits

An open circuit is defined as a place in a circuit that is separated and doesnot permit a path for electrical current to flow. This could be a disconnectedconnector or a broken wire. Because the circuit is open, the circuitresistance, when measured with a Digital Multimeter, will indicate infiniteresistance (OL or Open Lead).

Test for an OPEN circuit by folding the harness in half so that the twoconnectors are side by side. Test for continuity through each wire using a

digital multimeter. Use wire colors or connector pin identification numbers toidentify the wires at each end of the harness. If the harness is not easilyfolded in half because of being strapped down, connect two pins together atone connector with a jumper wire. Test for continuity through the wires at theother connector. Repeat this process by moving the jumper wire as neededuntil all wires are checked.

Finding An Open Circuit

Using a digital multimeter set to the ohms () scale, connect one probe to

each end of the broken wire. Move along the length of the harness, flexingthe harness by hand, while watching the Multimeter. Any change on theohmmeter indicates the damaged area has been located. If the damagecannot be located, find the approximate middle of the harness length.Carefully cut the outer jacket of the harness to reach the wire to be tested.


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ELECTRICAL

Insert a needle or pin through the wire insulation and connect the meter to theneedle or pin. Test for continuity between the middle and the end of the wire.

If the cable is strapped down, it will be necessary to add a length of wire to oneprobe of the ohmmeter to lengthen the meter leads. If there is continuity, move toanother test point farther down the wire and test again.

When no continuity is obtained, the break in the circuit will be between thelast points tested which will permit the exact location to be determined.

Opens


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A ________________ AB ________________ BC ________________ CD ________________ DE _______ ______ EF ________________ F

G _______ ______ GH ________________ H

I _________________ IJ ______ ______ JK _________________ KL _________________ L


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ELECTRICAL


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ELECTRICAL

Testing For Short Circuits

A short circuit is defined as an unintended, low resistance current path. Thismeans that the current is taking a shorter path than it was intended in the

original circuit. This could be a result of two or more wires rubbing together(copper to copper) or a wire rubbing the system ground (copper to iron). Thisresults in the shorted circuit having resistance much smaller thanspecifications as shown on the next page.

Disconnect the harness at both ends. Using a digital multimeter set to theohms scale, test for continuity between the wires. To accomplish this, at oneof the harness connectors, test for continuity between pins as follows:

1-grd 2-grd 3-grd 4-grd

1-2 2-3 3-4 4-51-3 2-4 3-5 4-61-4 2-5 3-6 4-71-5 2-6 3-7 4-8etc. etc. etc. etc.

By progressively moving through the pin count, no combination of twoconductors are missed. Continuity should not be found between any wires orground unless shown on the wiring schematic. If continuity ISfound, the wiresare shorted.

Finding A Short Circuit

Connect the Ohm meter probes to the wires in the harness that are shorted toeach other. Move along the harness flexing the harness by hand whilewatching the Digital Multimeter. Any changes in the meter indicates that thedamaged area has been located. Carefully cut the outer jacket of the harnessto repair the shorted wires.


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ELECTRICAL

Short


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1_________________________1

2_________________________2

3_________________________3

4_________________________4

5_________________________5

6_________________________6

7_________________________7

8_________________________8

9_________________________9

10_______________________10

11_______________________11

12_______________________12


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ELECTRICAL

Testing For High Resistance

A high resistance circuit is defined as an unintended resistance to currentflow. This means that the circuit must overcome more resistance than

normally found in the circuit. This could be caused by corroded connectors orwires, or a wire in the circuit that is nearly pinched in half. This may causethe circuit to work erratically or not at all. If the circuit is tested whiledisconnected from the load, the circuit may or may not indicate the properresistance and/or voltage level. A high resistance circuit can generally onlybe tested when the circuit is under a load (i.e. solenoid activated, controlmodule resetting, etc.). To properly test for a high resistance circuit, thedigital multimeter (set to the volt scale) has to be installed into the completedcircuit andoperated. If a high resistance circuit is present, the voltagerecorded when operating the circuit will be lower than specifications.

Finding A High Resistance Circuit

A digital multimeter is used (set to the volts scale) to test for a high resistancecircuit. The digital multimeter is placed in the circuit so that it becomes aparallel path for the circuit. The completed circuit voltage (as shown on themultimeter) is then checked between segments of the circuit. The problemarea has been located when the voltage changes noticeably on a segmentbeing checked. As an example, refer to the next page, the DVM indicatescircuit voltage for three of the segments of .01 volt indicating low resistance.The fourth segment of the circuit indicates .20 volts, indicating higherresistance. The original circuit is using the DVM to indicate the higher circuit

resistance in the fourth segment.


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ELECTRICAL


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ELECTRICAL

Legends and Symbols


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ELECTRICAL

Legends and Symbols

Abb. Color Abb. Color

BK Black P Violet (Purple)

DU Dark Blue S Grey

G Green R RedK Pink T Tan

LG Light Green W White

LU Light Blue Y Yellow

N Brown OR Orange


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ELECTRICAL

Relay and Fuse Identification and Location

The D series wheel loaders have one main electrical distribution centerwhich allows access to relays and fuses. Housed in the main electricaldistribution center, located in the right hand access door, are all of the fuses

and relays for the machine. The schematic and picture on the next page listthe name, location, and function of each relay and fuse. Note that some ofthe fuses and relays are optional and are not on all units.

When replacing relays in the machine it is important to use the same partnumber for the new relay as the old relay. Failure to do so may result in ashort in the circuit which could result in electrical damage to the unit.


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ELECTRICAL

Relay and Fuse Locations

AUXILLARY CONNECTORS BELOW FUSE PANEL24 VOLT(FUSE N)

OPEN OPEN OPEN 24-VOLT(FUSE L)

OPTION(12-VOLT

24-VOLT(FUSE N)

OPEN OPEN OPEN 24-VOLT(FUSE L)

OPEN

24-VOLT(FUSE N)

OPEN OPEN 24 VOLT(FUSE W)

24-VOLT(FUSE L)

OPEN


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ELECTRICAL

FUSE IDENTIFICATION TABLE

A Transmission Cont 7.5 L Radio 7.5 X Beacon 7.5

B Flasher Module 5 M Secondary Steering 7.5 Y openC Ride and Pilot 5 N Seat 10 Z Frnt Flood & Illum 10

D Park Brake 5 P Coupler 7.5 A1 Rear Flood 10

E Ether Start 10 R Secondary Steering 7.5 B1 High beam Left 5

F Engine Shutdown 5 S Instrument Cluster 5 C1 High Beam Right 5

G Blower switch 15 T Transmission Cont 7.5 D1 Low Beam Left 5

H Back Up Alarm 5 U Dome Light & horn 7.5 E1 Low beam Right 5

J Frnt Wiper & Wash 10 V Voltmeter 7.5 F1 Tail Light Left 5

K Rear Wiper & Wash 10 W Cigar Lighter 15 G1 Tail Light Right 5

RELAY IDENTIFICATION TABLE

High and low

beam

#

13

Ignition #

1

Fuse

Row

Fuse

Row

Fuse

Row

Back-up

Alarm

#

7

Ignition #

2

Neutral

Start

#

8

Access

ory

#

3

Parking

Brake

#

9

Air-

condition

#

14

Ride

Control

#

4

Pilot

Control

#

10

Brake

Light

#

15

Horn #

5

Engine

Shutdown

#

11

Ether

Start

#

6

Volt

Meter

#

12


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ELECTRICAL

POWER CONTROL AND DISTRIBUTION(Sheet ONE of the Large Schematic)

General

The starting circuit consist of two 12-volt batteries wired in series. Thenegative lead of the batteries is grounded to the engine block through themaster disconnect switch, located in the engine compartment. The masterdisconnect switch also cuts available power to the fuel shutoff solenoid on theengine.

Power flowing out of the positive leads of the batteries is routed to the starterand then on to the relay box junction block, located under the left handaccess door of the cab. Power is supplied from the relay box junction block tothe alternator, the two starter relays, the voltmeter relay, and the cab positivepower stud.

Alternator

The positive lead off the alternator is connected to the relay box junctionblock. The negative lead is connected to ground, and the excite wire is fedback through the cab switched power wire 19A through a 75 ohm resistor.

Ignition Switch (Off Position)

The ignition switch is a four position switch; off, run, start, and accessory.Power is supplied to the ignition switch from the cab positive stud through a10-amp circuit breaker (A). In the off position no power is supplied throughthe ignition switch.

Ignition Switch (Accessory Position)

In the accessory position power flows out of the ignition switch to theaccessory relay. And to fuse M. The accessory relay supplies power to thefuse block at fuses L and N. Power comes through the relay from the cab

positive stud. This occurs when the key switch is in the run and accessoryposition


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ELECTRICAL


.Ignition Switch (On Position)

When the key switch is turned to the on position power flows to the voltmeterrelay and to the time delay module. The voltmeter relay supplies power tofuse V coming from the cab positive stud. Power also flows to both ignitionrelay (#1) and ignition relay (#2), through the engine shutdown relay, which isnot used in these units. Because of this, the wires are spliced togetherbypassing the shutdown relay. Ignition relay (#2) supplies power to fuses F,G, H, J, and K, coming from the cab positive stud. Ignition Relay (#1)supplies power to fuses A, B, C, D, E, P, and R, coming from the cabpositive stud.

Ignition Switch (Start Position)

When the key switch is turned to the start position 24 volts is sent through thekey switch through the neutral start relay, if the shifter lever is in the neutralposition, and on to activate both starter relays, cranking the engine. At thesame time a signal is sent down to the pull in solenoid on the fuel shutoffsolenoid. The circuits previously discussed also remain active in the startposition.

NOTE:

In the run and start position power is also supplied to the hold solenoid. Thispower supply comes off of the splice where the engine shutdown relay isbypassed

Ether Start Relay

The ether start relay is supplied with power when the shifter lever is in theneutral position and when the ether button is pressed. The power goingthrough the relay supplies power to the ether solenoid coming from fuse E.The ether solenoid receives its ground through the ether start temp. Switch.

The neutral start relay gives the machine the ability to supply power to thestarting circuit, however does not do this when the ignition switch is in theaccessory or run position.


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ELECTRICAL


Neutral start relay

The neutral start relay is activated by a signal that is sent from thetransmission shifter lever. This relay is active only when the shifter lever is inthe neutral position.

Time Delay Module

The time delay module receives B+ power at terminal (2) from circuit breaker(A). terminal (5) receives switch power when the key is in the run or startposition. Terminal (3) is a path to ground. When power is received atterminals (2) and (5), the time delay module sends power out terminal (1) to

power fuse S and T. This power will be there 10 seconds after the key isturned off.

NOTE:

When the reset switch is held in the down position power is sent to terminal(4) of the time delay module, the module will power fuse S and T. At thistime the hour-meter can be read.

.


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ELECTRICAL

TRANSMISSION CONTROLS(Sheet TW O of the Large Schematic)

General

The transmission electronic control module (ECM) is supplied with 24 volts ofkey switch power from splice pack (D15) through terminal 45. The same spl-D15 supplies the output speed sensor, transmission auto shift switch,transmission enable switch, declutch pressure switch, kick down switch,declutch switch and the diagnostic connector (which is not used) with 24 voltsof key switch power. When the key is turned to the on position thetransmission ECM is powered up.

The transmission ECM is grounded to the cab negative stud through twowires coming out of terminals 1 and 2 of the ECM.

The transmission ECM communicates to the instrument cluster through aCAN Bus interface. The low signal information enters and exits thetransmission ECM through two terminals, 26 and 27. The high signalinformation enters and exits the transmission ECM through terminal 25.

Transmission Shifter

The transmission shifter is provided with 24 volts of power from the parkingbrake switch, into terminal (A) of the shifter lever. When the transmissionlever is in neutral a signal is sent in to the controller through the ether startswitch into terminal 67. When the transmission is shifted into forward a 24-volt signal is sent into terminal 43 of the controller and when the transmissionis shifted into reverse a 24-volt signal is sent into terminal 64 of the controller.

When the transmission shifter lever if placed in 1st gear a 24-volt signal is sentinto the controller terminal 63 to indicate 1st gear has been selected. In 2ndgear no signal is sent into the controller. In 3rd gear a signal is sent intoterminal 65 of the controller. In 4th gear a signal is sent into both terminals 63and 65 of the controller.

Terminal 10 on the shifter lever is not used; it is an option for a downshiftbutton that can be placed on the end of the shifter lever. At this time it is notavailable.


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ELECTRICAL

TRANSMISSION CONTROLS(Sheet TWO of the Large Schematic)

Transmission Kick Down Switch

When the operator request the down shift function by pushing the button onthe end of the control lever a 24 volt signal is sent into terminal 22 of thetransmission controller through the down shift button.

AutoShift Switch

When operating in the autol mode, switch on, a 24-volt signal is sent from the(SPL-D15) through the autoshift switch out terminal (3) and into terminal (29)of the transmission controller. When the autoshift is turned off the signal intothe switch is blocked, interrupting the signal from being sent to terminal 29 ofthe controller.

Declutch and Declutch Brake Switch

When the switch is in the off position, a 24 volt signal is sent form (SPL-15)through the declutch switch out terminal (2) and into terminal 66 of thetransmission controller. When the switch is selected to the on position nosignal is sent out of the switch., however, a signal is still supplied to thecontroller terminal 66 from (SPL-15) through the brake declutch pressureswitch. When the operator steps on the brake the signal is no longer suppliedto terminal 66 of the controller and the transmission goes into declutch mode.When the operator lets up on the brake pedal the signal is again supplied toterminal 66 and the transmission functions normally.


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ELECTRICAL


Temperature Sensor, Torque Converter Temperature Sensor, and FilterRestriction Switch

All three are sent a signal from the transmission controller. The temperaturesensor signal is sent out terminal 39 of the controller, the torque convertertemperature sensor signal is sent out terminal 49 of the controller, and thefilter restriction switch signal is sent out terminal 17 of the controller. All threeshare a common ground through terminal 46 of the controller. As thetemperature changes the signal coming back to the controller changesthrough a variable resistor in the sensor. If the temperature gets too high ortoo low the controller will sense the signal voltage change and the controllerwill send a signal to the instrument cluster to warn the operator.

If the filter restriction switch opens the signal is no longer sent back to thecontroller and it knows that it is time to change the filter, the appropriate lightis illuminated to warn the operator.

Output Speed Sensor

The output speed sensor is supplied with a 24-volt signal from the key switch.The returning signal changes from a high to a low signal. The high signalreturns to the controller through terminal 4, the low signal returns to thecontroller through terminal 62. When a tooth moves in front of the sensor thesignal returning changes from high to low. Based on how frequently thisoccurs this is how the controller knows how fast the output shaft is turning.

Engine Speed, Intermediate Speed, and Turbine Speed Sensors

These three sensors have a high and a low side signal. When a gear toothmoves in front of them a pulse is generated and flows back into thetransmission controller. All three sensors share a common low signal, whichis sent back to the controller through terminal 3. The high side for the enginespeed sensor is terminal 19. The high side for the intermediate speed sensor

is terminal 42. The high side signal for the turbine sensor is terminal 41.


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ELECTRICAL

TRANSMISSION CONTROLS(Sheet TWO of the Large Schematic )

Shift Solenoids

The (TECM) controller varies the current going to each solenoid to activatethe solenoids and redirect the flow of oil. They are sent a 24-volt powersupply through the following designated terminals coming out of thecontroller:

Terminal Solenoid Clutch Pack56 Y-1 K-410 Y-2 K-R32 Y-3 K-155 Y-4 K-3

9 Y-5 K-V51 Y-6 K-2

NOTE: On the 921 solenoids Y-1 & Y-2 are reversed.

They all share a common ground coming back into the controller throughterminals 12 and 13.

Delay Power In

Delayed power is sent into the transmission controller from the time delaymodule. This keeps power to the transmission ECM for 10 seconds after thekey switch is turned off. This power is supplied through terminals 23 and 68.

Park Brake Signal

When the park brake is turned off a signal is sent into the controller throughterminal 21 to tell the transmission controller that the park brake is off. Whenthe switch is turned on the signal is interrupted and the controller knows thepark brake is on.


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ELECTRICAL


Diagnostic ConnectorThere is a high and a low signal coming into the controller from the diagnostic

connector through terminals 15 and 18. There is not a diagnostic connectoron the 21 C series wheel loaders.

Backup Alarm

When the shifter lever is shifted into reverse the transmission controller sends asignal out terminal (7) to the backup alarm relay to turn on the backup alarm.


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ELECTRICAL


Transmission enable switch

The enable switch is powered at terminal (2) from fuse A when the switch ispressed power exits terminal (3) of the switch to terminal (31) of the TECM.

F-N-R SwitchNeutral position

Power enters the F-N-R switch at terminal (5) from fuse A. With the switch in theneutral position this power exits the switch at terminal (4) reenters the switch atterminal (2) and exits again at terminal (3) to terminal (44) of the TECM.

F-N-R SwitchForward position

Power enters the F-N-R switch at terminal (5) from fuse A. With the switch in theforward position this power exits the switch at terminal (6) to terminal (20) of theTECM.

F-N-R SwitchReverse position

Power enters the F-N-R switch at terminal (5) from fuse A. With the switch in thereverse position this power exits the switch at terminal (4) reenters the switch atterminal (2) and exits again at terminal (1) to terminal (30) of the TECM.

NOTE: To activate the F-N-R switch the transmission shifter and the F-N-R switchmust be in the neutral position and the transmission enable switch pressed to themomentary position. The transmission shifter must remain in the neutral positionwhile using the F-N-R switch.


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ELECTRICAL

INSTRUMENT CLUSTER(Sheet THREE of the Large Schematic)

The instrument cluster is supplied with battery power coming from the junction

stud, going through the voltmeter relay, when the key switch is turned to theon or start position. The instrument cluster is also supplied with power fromthe time delay module, if the program/reset switch is activated to the resetposition. Power flows from the time delay module, through fuse S, to theup/down switch, and into the instrument cluster terminal 2. The instrumentcluster has three grounds coming out of terminals 8, 38, and 39. The seatswitch wire coming out of terminal 37 is constantly grounded to complete thecircuit and signal the instrument cluster that the switch is always closed. Thisis done because we do not use the seat switch application on the D serieswheel loaders.

The following sensors and senders are wired into the following respectiveterminals on the instrument cluster:

3 Brake Pressure Switch4 Coolant Level19 Fuel Level Sender5 Steering Pressure Switch20 Hydraulic Oil Temperature Sender7 Hydraulic Filter Restriction Switch18 Engine Coolant Temperature Sender6 Air Filter Restriction Switch10 A/C High/Low Pressure Switch22 Engine Oil Pressure Sender28 Redundant Brake Switch

The instrument cluster constantly sends out a 5 volts signal to each of the senders.The sensors operate off of 24 volts of key switch power. If the sensor is activatedit either completes the signal to ground or breaks the signal to ground notifying theinstrument cluster of a possible system problem. Some of the senders depend ona variable resistor to send a variable voltage signal back to the instrument clusterto perform the measurements; one example of this is the hydraulic oil temperaturesender.


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ELECTRICAL


The following switches are wired into the following respective terminals.

12 Work Light Switch13 Beacon Light Switch14 N/A in North America15 High Beam Lights Switch

9 Park Brake Switch17 Right Turn Light18 Left Turn Light29 Pilot Lockout Switch35 Service Brake Foot Switch

When any of these switches are activated they send a 24-volt signal into the

instrument cluster telling it that the particular function has been activated. Theinstrument cluster then responds by lighting the appropriate indicator light.

Terminals 24 and 25 are reserved for the Program/Reset switch in signals. TheProgram/Reset switch is provided 24 volts of power from the ignition switch. Whenthe switch is activated in the program direction a 24-volt signal is sent into terminal24 of the instrument cluster calling for a programming request. When the switch isactivated in the reset direction a 24-volt signal is sent into terminal 24 of theinstrument cluster calling for a reset function.

Terminals 26 and 27 are reserved for the Up/Down Count switch in signals. The

Up/Down Count switch is provided 24 volts of power from the time delay module.When the switch is activated in the up direction a 24 volt signal is sent into terminal26 of the instrument cluster calling for an up count. When the switch is activated inthe down direction a 24 volt signal is sent into terminal 27 of the instrument clustercalling for a down count.

Terminals 31 and 32 are reserved for the transmission ECM. The transmissionECM communicates to the instrument cluster and visa versa through a can businterface system. The can bus interface system is located between the instrumentcluster and the transmission ECM.


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ELECTRICAL


Terminal 23 of the instrument cluster is reserved for the input signal from theengine automatic shutdown relay. With the key switch in the on or start position

the controller always provides the ground for this relay. We do not use theautomatic shutdown feature so the controller will always provide the ground.

Terminal 30 is reserved for the park brake solenoid. When the park brake switchis turned off a signal is sent out of the instrument cluster to the park brake relay.The park brake relay is energized and a signal is sent to the park brake solenoidreleasing the park brake.

Terminal 36 is reserved for the pilot pressure solenoid. When the pilot lockout is

actuated a signal is sent out of the instrument cluster to the pilot lockout relay. Thepilot lockout relay is energized and a signal is sent to the pilot lockout solenoidengaging the pilot lockout system. The hydraulic controls are now locked out andwill not function.

The following Terminals are not used: 11, 21, 33, 34, 40.


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ELECTRICAL


CONNECTOR (76)TERMINAL DESCRIPTION

1 24-volts enters from fuse V

2 24-volts enters from fuse S

3 Path to ground through the brake warning pressure switch, pressure below (1700 psi)4 Path to ground when coolant level sender is in water

5 Path to ground through the secondary steering pressure switch pressures below (35 psi)

6 Path to ground through the air filter restriction switch when switch closes (filter needs to becleaned)

7 Path to ground through the hydraulic filter restriction switch when switch closes (filterneeds to be changed)

8 Path to ground at rear engine block stud

9 24-volts enters here when park brake switch is in the on position

10 24-volts enters here when either air-condition pressure switch closes

11 Open

12 24-volts enters here when work lights are turned on

13 24-volts enters here when beacon light is turned on

14 Open

15 24-volts enters here when high beam lights are on

16 24-volts enters here when left turn signal is on

17 24-volts enters here when right turn signal is on

18 This will be a variable resistance to ground through the engine coolant Temp. Sensor.

19 This will be a variable resistance to ground through the fuel level sender

20 This will be a variable resistance to ground through the hydraulic oil temp. sender

21 CAN

22 This will be a variable resistance to ground through the engine oil pressure sender

23 Open

24 24-volts enter here when the program/reset switch is in the program position.

25 24-volts enter here when the program/reset switch is in the reset position

26 24-volts enter here when the up/down count switch is in the up count position27 24-volts enter here when the up/down count switch is in the down count position

28 This is a path to ground when either redundant brake pressure switch is closed (below 60psi)

29 24-volts enters here when the pilot control switch is in the on position

30 24-volts exit here to energize the parking brake relay

31-33 CAN signals

34 Open

35 24-volts enters here when brake pedal is pressed

36 24-volts exit here to energize the pilot control relay

37-39 Paths to ground

40 Open


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ELECTRICAL

LIGHTING(Sheet FOUR of the Large Schematic)

Flashers

The flasher circuit is composed of the flasher control module, the hazardswitch, and the turn signal switch. Power is supplied to the flasher controlmodule and the hazard switch through the 10- amp circuit breaker "B". Poweris fed into terminal (1) of the flasher control module and terminal (2) of thehazard switch. The flasher control module is grounded out terminals 3 and 4of the flasher control module.

Left Turn

When the operator requests a left turn, current flows from fuse B into terminal

(5) of the turn signal switch out terminal (1) and into terminal (10) of theflasher control module. The flasher control module send a 24 volt powersupply signal out terminal (8) to terminal (16) of the instrument cluster lightingup the left turn signal indicator, informing the operator that a left turn has beenselected. Current is also sent to the left-hand flasher lights on the cabterminal and frame terminal (C) of the unit indicating a left turn.

Right Turn

When the operator requests a right turn current flows from fuse B into

terminal (5) of the turn signal switch out terminal (2) and into terminal (9) ofthe flasher control module. The flasher control module send a 24 volt powersupply signal out terminal (7) to terminal (17) of the instrument cluster lightingup the right turn signal indicator informing the operator that a right turn hasbeen selected. Current is also sent to the right hand flasher lights on the cabterminal (B) and frame terminal (C) of the unit indicating a right turn.


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ELECTRICAL

LIGHTING(Sheet FOUR of the Large Schematic)

Horn

The turn signal switch also controls the horn circuit. When the operatorpushes in on the switch, it connects terminals (45) and (3) to ground. Nowcurrent is allowed to flow from fuse U through the horn relay solenoidterminals (86) and (85) allowing the horn relay to switch. Current from fuse Ucan flow into terminal (30) and out terminal (87) of the horn relay and activatethe horn.

Hazard

When the operator turns the hazard switch to the on position, current from the

10 amp circuit breaker B is sent to the hazard switch terminal 5. Current flowsfrom terminal 6 into the flasher module at terminal 11, telling the flashermodule that the hazard circuit should be activated. The flasher controlmodule in turn sends a 24 volt power supply signal out terminals 7 and 8 tothe instrument cluster lighting up both the right and left turn signal indicatorsinforming the operator that the hazards have been activated. Power is alsosent to the right hand and left hand flasher lights on the cab and frame of theunit.

Brake

When the brake pedal is pressed far enough to build 60 PSI of brakepressure. The brake light pressure switch will close letting power from circuitbreaker (B) flow to terminal (86) of the brake relay, terminal (85) is connectedto ground. This will energize the relay letting power from (SPL-D19) exit therelay to (SPL-D9), from this point the power flows to the left and right handstop lights and to terminal (35) of the instrument cluster.


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ELECTRICAL

Lighting(Sheet FOUR of the Large Schematic)

Beacon

Power is supplied to the beacon switch from fuse X. When the switch isturned to the on position power flows from terminal (5) out terminal (4) of theswitch to the beacon. Power flows out of the negative side of the beacon toground at the cab floor weld stud. Power also tees off at connector 23 and issent to the instrument cluster to light the indicator light on the instrumentcluster informing the operator that the beacon has been activated.

The lamp switch is a five position rotary switch. The five positions areillustrated by the following table.

SwitchPosition

Park Lights Drive Lights Work Lights Illumination

1 Off Off Off Off

2 On Off Off Off

3 On On Off On

4 On On On On

5 On Off On On

Off Position

Power is fed into the switch from three places. One power supply comesdirectly from the cab positive stud. The two other power supplies are fed infrom the cab positive stud through fuses A and Z down to the switch. Whenthe switch is in the off position power stops at all three points.

Second Position

When the switch is turned to the second position power is allowed to flow tothe park lights. Power flows out of the switch terminal TL up to fuses F andG, to the taillights on the rear and frame of the unit.


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ELECTRICAL

Lighting(Sheet FOUR of the Large Schematic)

Third Position

When the switch is turned to the third position power is allowed to flow to thepark lights, illumination, and drive lights. Power flows to the park lights likewas explained above. Power also flows out of terminal (HD) up to fuses Dand E, to the headlights mounted on the frame. Power is also allowed toflow out of terminal (IL) on the lamps switch, to light up the instrumentillumination.

Fourth Position

When the switch is turned to the fourth position power is allowed to flow to all

lights.Power flows out of terminal (F4) on the lamps switch to fuses D and E, tothe headlights mounted on the frame. Power flows from terminal (F1) on thelamps switch to the work lights mounted on the cab. Power flows fromterminal (F4) to the work lamps on the frame. Power flows from terminal (F3)to fuses F and G, to the park lights. Power flows from terminal (F2) to thework lamps on the rear of the cab. Power is also allowed to flow out ofterminal (IL) on the lamps switch, to light up the instrument illumination.

Fifth Position

When the switch is turned to the fifth position power is allowed to flow to the parklights, work lights, and illumination. Power flows from terminal (F1) on the lampsswitch to the work lights mounted on the cab. Power flows from terminal (F3) tofuses F and G, to the park lights. Power flows from terminal (F2) to the work

lamps on the rear of the cab. Power is also allowed to flow out of terminal (IL) onthe lamps switch to light up the instrument illumination.


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ELECTRICAL

MACHINE CONTROLS(Sheet FIVE of the Large Schematic)

RTD, RTT, and Height Control

Power is fed to the detent switch from the pilot control relay. When the switchis activated power flows through the switch out terminal (3) to the return todig, height control, and return to travel coils. Power is also spliced off andflows to the two proximity switches.

Height Control

Power flowing through the height control coil flows over to the return to traveland height control proximity switch at terminal (A). Pin (B) of the proximityswitch is connected to ground. The proximity switch will connect terminals (A)and (B) when it does not detect metal.

Return to Travel

Power flowing through the return to travel coil is sent up to terminal (2) of thereturn to travel switch. With the switch in the return to travel position Powerflows out of terminal (3) of the return to travel switch and then down to theheight control /return to travel proximity switch. The proximity switch willconnect terminals (A) and (B) when it does not detect metal.

FloatPower flowing through the return to travel coil is sent up to terminal (2) of thereturn to travel switch. With the switch in the float position Power flows out ofterminal (1) of the return to travel switch to ground.

NOTE:On the XT model both proximity switches are normally closed switches. Whenthe metal block moves in front of the switches the switch opens disconnectingthe ground for the coils, allowing the lever to spring back to the neutral

position.


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Secondary Steering

Power is provided to the secondary steering module from the accessory relayfuse (M),to terminal (7) of the module. From the ignition relay fuse (R), toterminal (1) of the module. When the operator starts the engine, hydraulicpressure builds up in the secondary steering switch above 35 PSI andsupplies a ground to terminal (9) of the module. Terminal (4) of the module isconnected to the rear chassis ground stud. Terminal (11) and (12) of themodule is connected to the rear engine block ground stud.

If the machine looses steering pressure below 35 psi the pressure switchmoves to the normally closed position and supplies terminal (8) of the

secondary steering module a ground. Also tees off (spl-C1) and supplies aground to the instrument cluster to light the indicator on the dash that tells theoperator that the secondary steering has been activated. At this time thesecondary steering module will send power out terminal (2), to energize thesecondary steering motor.

NOTE: The motor will run until the key is turned off.

Operation Test

While steering the machine at low idle, If the operator turns off the key switchand quickly turns it back to the on position. The secondary steering motor willturn on and the steering wheel can be turned back and forth to steer themachine. The key switch must be turned to the on position before thepressure switch activates.

NOTE: To exit the test mode turn the key switch to the off position.


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ELECTRICAL


Ride Control

Power is supplied to the circuit from fuse C to terminal (2) of the ride controlswitch. When the switch is activated power flows out of terminal (3) toterminal (30) of the ride control relay. The TECM supplies the power andground to terminal (86) and (85) of the relay, when the machine is movingover three miles an hour. Power coming in terminal (30) of the relay flows outterminal (87) to splice A7. On to terminal (A) of the ride control solenoid,through the diode module, to terminal (1) of the float solenoid. Terminal (2) ofthe float solenoid is grounded at all times.

Pin engage

When the pin engage switch is pressed to the on position a 24 volt signal issent from fuse P through the switch, out terminal (1) to terminal (A) of thepin engage solenoid, terminal (B) of the pin engage solenoid is connected toground.

Fan Reverser

When the fan reverser switch is pressed to the momentary on position a 24 voltsignal is sent from fuse P to terminal (2) of the fan reverser switch out terminal

(3) to terminal (A) of the fan reverser solenoid. Terminal (B) of the solenoid isconnected to ground.


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ELECTRICAL


Front Washer and Wiper

Power is supplied to both the front wiper switch and the motor through fuseJ. Both the switch and the motor are also supplied with a ground wire. Thewasher wiper switch is a five-position switch; park, intermittent, low, high andmomentary.

In the off position wires 63C and 63L are connected together in the wiperswitch. This allows the motor to keep running through a limit switch in themotor assembly. When the motor reaches the brake position the limit switchin the motor closes and is grounded stopping the motor. In the low positionpower is supplied through the wiper switch into terminal (B) of the wiper motorrequesting low speed. In the high position power is supplied through the

wiper switch into terminal (A) of the wiper motor requesting high speed. Inthe intermittent position the switch connects wires 63C and 63 L when thewipers are not operating. When it is time for the wipers to cycle the wiperswitch connects power to terminal (B) of the wiper motor requesting lowspeed. This is done through a timer in the wiper switch.

It should also be noted that when the motor is operating in either the high orlow speed that there is a wire teed off of connector 35f leading down to thediode module. This provides for some voltage reduction and enhances theelectromagnetic capability of the motor.

If the operator requests the window wash function they must push in on thewiper switch. This connects the power supply coming into the wiper switch toterminal (1) of the washer motor, out terminal (2) of the washer motor toground.


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ELECTRICAL


Rear Washer and Wiper

Power is supplied to the rear wiper from fuse K into the rear wiper switch.Power tees off of the switch and is also sent down to the rear wiper motorterminal C. The motor is grounded through the rotating beacon splice.

This motor operates exactly like the front wiper motor except that it does notuse the high-speed function. This switch is a three position switch; off, on,and wash.

In the off position wires 68C and 68L are connected together in the wiperswitch. This allows the motor to keep running through a limit switch in themotor assembly. When the motor reaches the brake position the limit switch

in the motor closes and is grounded stopping the motor. In the low positionpower is supplied through the wiper switch into terminal B of the wiper motorrequesting low speed.

It should also be noted that when the motor is operating in low speed thatthere is a wire teed off of the rear wiper switch terminal 5 leading down to thediode module. This provides for some voltage reduction and enhances theelectromagnetic capability of the motor.

If the operator requests the window wash function they must push the rearwiper switch to the momentary position. This connects the power supply

coming into the wiper switch to the A terminal of the washer motor, out the Bterminal of the washer motor to ground.


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Horn

Power for the circuit comes from fuse U and is connected to terminals (30)and (86) on the horn relay. When the operator pushes the horn button aground is supplied at terminal (85) of the horn relay. The relay is activatedand power is allowed to flow from pin (30), out pin (87), and to the horn. Thehorn in turn is connected to ground.

Air Seat

When the accessory relay is activated power flows from fuse N to the airseat switch. When the operator presses the air seat switch power flows

through the switch to the compressor and on to ground.

Air Conditioning

Power is supplied to the blower switch from fuse G. The blower switch is afour position switch; off, low, medium, and high. When the switch is moved tothe low position power flows through the switch up to the thermostat switchand into the resistor board. In the low position power flows through bothresistors in the resistor board, decreasing the amount of current available tothe blower fan. The result is that the fan spins at a decreased speed. In the

medium position power flows through one resistor in the resistor boardincreasing the amount of current available to the fan and it spins at a fasterrate. In the high position all available current flows to the fan, bypassing bothresistors and the fans spins at its maximum rate.


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ELECTRICAL


Air Conditioning

Whenever the blower switch is moved from the off position power is availableto the thermostat switch. When the operator turns the thermostat switch tothe on position, Power is available to the low pressure switch, high pressureswitch, and compressor lockout relay at terminal (30). Power is not allowedto flow through either the high or low-pressure switch as long as systempressure is within the specification range. Power is also allowed to flowthrough the compressor lockout relay out terminal (87a) to the compressorclutch and on to ground.

When the temperature reaches the setting selected by the operator thethermostat switch will open cutting off the available power supply to the

compressor clutch turning it off.

Air Conditioning High-Low Pressure Switches

If system pressure becomes too high or too low the designated switch willclose. Power is routed through the switch to the compressor lockout relayterminal (87), where it tees off and is routed to terminal (86) of the relay andout terminal (85) to ground. When the relay is activated power is cut off to thecompressor turning it off. Power is also fed to the instrument cluster to turnon the A/C high-low pressure switch informing the operator of a system

malfunction.


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ELECTRICAL

OPTIONS(Sheet SIX of the Large Schematic)

Cigar Lighter

The customer has the option of either a 24-volt cigarette lighter. With the 24-volt option power comes from fuse W, to the cigarette lighter to ground.

Power Converter

With the 12-volt option power comes into the power converter at two sources.One supply is from the cab positive stud and the other is from fuse L fromthe ignition switch. Power flows out the 12-volt supply terminal of theconverter to the cigarette lighter style plug to ground. Power is also suppliedout the converter to fuse block C6, C12, and C18.

Radio

The customer has three options for the radio; remote radio, 24-volt remoteradio, 24-volt radio ready, or 12-volt radio ready.

The remote radio that is factory installed is a 24-volt radio. With the remoteradio power is supplied to the radio from fuse L and grounded to ground atthe cab ground weld stud.With the 24-volt radio ready option power is supplied to connector 114F

terminal (6) from fuse L. Ground is supplied from connector 114F outterminal (3).

With the 12-volt radio ready option power is supplied from fuse L, to a powerconverter, which is grounded to the cab negative stud. 12 volts is supplied toconnector 114 terminal (6). Ground is supplied to the converter out terminal(3) of connector 114.


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ELECTRICAL

METRIC EQUIVALENT CHART

GAUGE METRIC

20 .5 mm

18 .8 mm2

16 1.0 mm2

14 2.0 mm2

12 3.0 mm2

10 5.0 mm2

8 8.0 mm2

6 13.0 mm2

4 19.0 mm2

2 32.0 mm2

1 40.0 mm2

1/0 50.0 mm2

2/0 62.0 mm2

3/0 81.0 mm2

4/0 103.0 mm2

Note: Metric wire size is the approximate nominal area of the stranded conductor.Metric dimensions are not direct conversions from circular mils. (per SAEhandbook)

02 d ele master

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