ac operator manual

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1/79

OPERATOR'S MANUAL

MT SERIES TRUCKS EQUIPPED

WITH AC DRIVE SYSTEMS

AND HIGH PRODUCTIVITY CAB

MARCH 2006


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OPERATORS MANUAL

MT SERIES TRUCKS EQUIPPEDWITH AC DRIVE SYSTEMS

AND HIGH PRODUCTIVITY CAB

3501 S. FM Hwy 1417, Denison, TX 75020-8904PHONE: (903) 337-4100

TELEFAX: SALES/SERVICE (903) 337-4140http://www.terex.com


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INTRODUCTION

The purpose of this manual is to provide a safe, logical sequence ofevents for inspecting and operating a TEREX Unit Rig MT Series reardump truck equipped with an AC drive system and the TEREX Unit Rig

High Productivity Cab. For the convenience of the operators, informa-tion is provided for both standard and optionally equipped trucks. Thisinformation can be disregarded if not applicable.

Before attempting to operate the truck, personnel must become familiarwith systems and component operation. They must be trained in theproper operation of the truck and instructed on all guidelines and regula-tions in force in the area of the mine. Good safe practices should be

followed in a common sense way.

The drawings in this manual do not necessarily reflect all vehicle con-figurations.

The information in this manual does not attempt to cover all details orvariations in equipment nor to provide for every possible contingency tobe met in connection with the inspection and safe operation of a truck.

If there is any information in this manual that is not clear or that youbelieve needs to be addressed, please feel free to contact your localTEREX Unit Rig representative at any time or contact the company di-rectly at the address on the back cover.

Safety and informational highlights used in this manual include:

SAFETY ALERT SYMBOL

The safety alert symbol is used to alert you to potential personal injuryhazards. Obey all safety messages that follow this symbol to avoid pos-sible injury or death.

HAZARD CLASSSIFICATION

The multi-tier hazard classification system is used to communicate po-tential personal injury hazards. The following signal words used with thesafety alert symbol indicate a specific level of severity of the potentialhazard. Signal words used without the safety alert symbol relate to prop-erty damage and protection only. All are used as attention-getting de-


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vices throughout this manual as well as on decals and labels to assist inpotential hazard recognition and prevention.

DANGER indicates an imminently hazardous situation which, if notavoided, will result in death or serious injury.

WARNING indicates a potentially hazardous situation which, if notavoided, could result in death or serious injury.

CAUTION indicates a potentially hazardous situation which, if not avoided,may result in minor or moderate injury.

CAUTION used without the safety alert symbols indicates a potential

hazardous situation which, if not avoided, may result in property dam-age.

IMPORTANT andNOTE indicate operations, conditions, or specific

information of sufficient importance to call for additional specific instruc-tions or information.

SAFE POSITION DEFINITION

A SAFE POSITION is defined as:

1. The truck front or rear wheels must be driven into a ditch, or strad-dling a berm.Or2. The truck must be driven against a berm or a bank.Or

3. Chocks must be placed in both front and behind the wheels, and mustbe sufficient to hold the truck on the grade it is parked.

The truck will be in a SAFE POSITION if these practices are followed,and the truck will not move if the brakes are released.


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TABLE OF CONTENTS

SECTION PAGE

1. DESCRIPTION 1

2. SAFETY 33. INDICATORS, GAUGES & CONTROLS 194. PRE-OPERATIONAL INSPECTION 435. ENGINE STARTING CHECKS 516. OPERATION 54


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SECTION 1

DESCRIPTION

The TEREX Unit Rig MT Series is a heavy-duty, large-capacity haulage

truck specifically designed for the open pit mining industry. The largepayloads that can be carried make this an efficient means of transportingmaterial from one point to another in a mine or similar off-highway haulageoperation.

Propulsion for the truck is supplied by a diesel-electric power train. Theoperating principal is to supply a regulated source of voltage and currentto the wheelmotors, which convert this energy into a mechanical formthrough a self contained traction motor and planetary gear drive system

which is directly mounted to the rear dual tire assemblies.

In the diesel-electric mode, an alternator, directly coupled to a turbo-charged diesel engine, supplies the basic electrical energy. A primarilysolid state control system regulates the power output based on a numberof operating factors (including such items as vehicle and engine speed,demand requirements, and engine power available).

In normal operation, the trucks speed on downgrades and slowing fornormal stopping is controlled by an electrical dynamic retarding system.When this system is activated, the wheelmotors function as generatorsand convert trucks kinetic energy (force keeping the truck moving) intoelectrical energy. This electrical energy is dissipated as heat through aseries of air-cooled resistors. For further explanation of the dynamicretarding system, refer to Section 6 - Operationof this manual.

NOTE:The amount of retarding effort available is directly related to thespeed of the truck. This amount remains at a maximum or constant level

from speeds of 1 to 15 mph (2 to 24 km/hr). Above this speed the amount

of retarding effort available reduces as the speed continues to increase.

However, the amount of dynamic retarding required to control the truck

will continue to increase throughout the entire operating range. This creates

a range or limits within which the truck should be operated that will vary

with truck load, speed, electrical propulsion system, and the grade involved.

Operation at speeds in excess of these limits will mean that sufficientretarding effort may not be available to control the truck without the

assistance of the friction brakes. Information on how to determine this

safe operating range is contained in Section 6 - Operation of this manual,

but always check with the appropriate mine personnel for these speeds in

particular areas of your mine.


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When needed in emergencies (at any speed) and short term parking(operator remains in cab with engine running), the friction brake system isused. This system functions in a manner similar to automotive brakesand allows the vehicle to be brought to a controlled, complete stop. Thesebrakes are not intended for use in normal operation at high speeds - except

in emergencies. Use at high speeds may result in the generation of excessheat which will reduce the effectiveness of the brakes (should they berequired in an emergency) and increased wear on the systemscomponents.

A separate mechanical parking brake system is provided for long termparking (operator leaves cab or the engine is not running). This systemmechanically locks the rear brakes and must be applied only when the

truck is completely stopped. It is strongly recommended and essential tothe safety of the operator and the equipment that the truck is parked in aSAFE POSITION and the Park Brake is applied prior to the operator leavingthe cab.

The truck is suspended at all tire locations by struts that use a combinationof light weight oil and nitrogen gas. Each of the suspension assembliescontains integral rebound provisions to dampen movement resulting from

the suspensions absorbing a shock.

Many of the controls on the truck are electrically, hydraulically or in somecases pneumatically operated or assisted. Electrical energy is providedby a 24 volt battery system, with the charge maintained by a separateengine mounted battery charging alternator. Pressurized fluid for thehydraulic system is obtained from triple-mounted pumps driven directlyfrom the main traction alternator/generator. Detailed descriptions andexplanations of the operation are available in the Mechanical Maintenancemanuals for the specific trucks.

The operators control cab is equipped with the controls and indicatorsnecessary to provide efficient, reliable operation of the vehicle. Thesimplicity of the diesel-electric system operation reduced the main controlsto a steering wheel, throttle or accelerator pedal, dynamic retarding pedal,brake pedal, shifter, (forward, neutral, and reverse), and dump control lever.The function of each indicator, gauge, and control in the cab is discussed

in detail in Section 3 - Indicators, Gauges and Controls of this manual.


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FIGURE 1 - HAZARD DECALS (A83678, SHEET 1 OF 5)

SECTION 2

SAFETY

GENERAL

Safety should be the primary concern of the operator. The operator shouldalways exercise caution and good judgment to avoid injury and damageto equipment. The operator should become familiar with all safety informa-tion.

There are a number of hazard decals on each truck identifying areas ofpotential hazards. If any of these decals are missing, they should bereplaced immediately. Keep personnel safety in mind at all time. Use amild soap and water to clean the signs. Do not power wash directly oruse solvent based cleaners as this may damage the signs or adhesive.Refer to Figure 1 for typical location and identification.

NOTE:Exact wording and location may vary between models and equip-ment supplied. If there is any doubt as to its meaning, contact the appro-

priate mine personnel or your local TEREX Unit Rig representative.


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It is important that all operators have read and understand the contents ofthis operators manual before they begin operation of the truck. If ques-tions remain, they should be discussed with the appropriate mine person-nel and/or TEREX Unit Rig representative.

Item 1

Handrails are provided to assist in improving the ascending and descend-ing of the access ladders. Always use the rails for support wheneverusing the ladder to reduce the potential of falling.

Item 2 not used.

Item 3

The electrical propulsion system utilizes high voltage and current levels toefficiently transmit power to the electric wheelmotors. Extreme care shouldbe exercised when working in the designated areas, particularly if theengine is operating.


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Item 4

The cooling system is of automotive type design and operates under pres-sure when hot. The radiator cap and related controlling assemblies aredesigned to regulate and maintain this pressure. Extra care must betaken when loosening or removing the cap to prevent the sudden releaseof pressure and escape of fluid. This release could injure personnel throughcontact with the cap or heated fluids. Proper procedures for removal are

included in this manual.

Item 5

The engine radiator fan assembly is operating much of the time the en-gine is operating. On most trucks (equipped with a clutching type fanassembly), the fan many rotate at various speeds depending upon ambi-ent and engine temperature, load, etc. Extra care must be taken whenworking in this area to prevent the engine from being started and to avoid

contact with the moving fan parts when the engine is operating.

Item 6

As the trucks steering wheel is turned, the front tire assemblies are causedto move. The movement causes the clearance between the frame and thetire to increase or decrease. Anyone in this area during this steeringmovement (such as in a shop environment) may be caught and injured. Itis imperative that all personnel and equipment be kept from this areawhen the truck is being steered.


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Item 7

The dump body must be secured by safety cable(s) or block wheneverraised to access components. Never work on or near a truck when thedump body is raised if not so secured.

Item 8

The pressurized air in the tire could be released with explosive force if therim or tire is improperly secured. Always completely deflate all tires priorto loosening any lug nuts. Also, always install and secure all tire and rimassemblies before re-installing.

Item 9

The accumulators are precharged with dry nitrogen, an inert, non-explo-sive gas. This precharge pressure may be released with explosive force ifnot totally exhausted from the accumulator prior to beginning componentdisassembly. It must be released prior to beginning any such servicing.For detailed information refer to the information in the appropriate TEREXUnit Rig Mechanical Maintenance Manual.

Also, the use of other gases (such as oxygen) may create an explosivecondition. Use dry nitrogen only.


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Item 10

The nitrogen/oil suspension components are precharged with dry nitro-gen, an inert, non-explosive gas. This precharge pressure may be re-leased with explosive force if not totally exhausted from the suspensionprior to beginning component disassembly. It must be released prior tobeginning any such servicing. For detailed information refer to the infor-mation in the appropriate TEREX Unit Rig Mechanical Maintenance Manual.


Item 11

The accumulators are precharged with dry nitrogen, an inert, non-explo-sive gas. This precharge pressure may be released with explosive force ifnot totally exhausted from the accumulator prior to beginning componentdisassembly. It must be released prior to beginning any such servicing.For detailed information refer to the information in the appropriate TEREXUnit Rig Mechanical Maintenance Manual.


Item 12

The accumulators are charged to a high pressure during operation andmay maintain this pressure even after the truck is parked and the enginestopped. Malfunction of the system could release this pressurized oil,injuring personnel and contaminating equipment. Refer to the informationin the appropriate TEREX Unit Rig Mechanical Maintenance Manual forcorrect procedures.


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Item 13

The accumulators are charged to a high pressure during operation andmay maintain this pressure even after the truck is parked and the enginestopped. Malfunction of the system could release this pressurized oil,injuring personnel and contaminating equipment. Refer to the informationin the appropriate TEREX Unit Rig Mechanical Maintenance Manual forcorrect procedures.

Item 14

The accumulators are precharged with dry nitrogen, an inert, non-explo-

sive gas. This precharge pressure may be released with explosive force ifnot totally exhausted from the accumulator prior to beginning componentdisassembly. It must be released prior to beginning any such servicing.For detailed information refer to the appropriate information in the appro-priate TEREX Unit Rig Mechanical Maintenance Manual.


Item 15

The driveshaft shield serves several functions:

1. To prevent individuals working near the shaft (as during maintenance ortesting) from coming into contact with the rotating shaft.2. Protect the driveshaft from contact with foreign objects.3. Protect surrounding equipment from damage if the driveshaft malfunc-tions.

Never start or operate the truck without this important shield in place.


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Item 16

The accumulators are precharged with dry nitrogen, an inert, non-explo-sive gas. This precharge pressure may be released with explosive force ifnot totally exhausted from the accumulator prior to beginning componentdisassembly. It must be released prior to beginning any such servicing.For detailed information refer to the appropriate information in the appro-priated TEREX Unit Rig Mechanical Maintenance Manual.


Item 17

The shunts are electrical devices used in the high voltage and currentelectrical system to assist in the measuring and proper monitoring of theoperation of the trucks propulsion and retarding systems. During sometesting, a shunt is moved between insulators to assist in this testing. Toproperly allow the wires and the shunt to conduct the high currents andvoltages, good tight connections are essential.

Item 18

On trucks equipped with the dual solenoid latching park brake valve, power

is required to shift the valve to and from the detented Apply and Releasepositions. Moving the battery isolation switch to the Off position beforeapplying the park brakes (releasing the pressure holding the calipers re-leased) removes this power and prevents the application of the park brakesystem. Without this mechanically applied hydraulically released sys-tem, loss of pressure in the other friction brake systems on the truck(through manual release or internal bypassing, particularly when the en-


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gine is off) removes or releases any brake securing the truck. It is thenfree to roll.

This re-emphasizes the importance of placing the truck in a SAFE POSI-TION so that it cannot move, even if all brake systems are released, prior

to performing any work on the truck, even as elementary as switching offthe electrical power with the Battery Isolation Switch. The additional se-curing of the truck with the park brake system applied prior to switchingthe Battery Isolation Switch Off, serves to increase the safety of the situ-ation.

Items 19 through 25 not used.

Item 26

Item 27

Item 28

A battery disconnect or isolation system has been incorporated that iso-

lates the trucks 24 and 72 Volt electrical systems by interrupting thebattery ground circuits. The TX terminals are common junction points ofbattery grounds. Connection of other circuits (especially if they aregrounds) may adversely affect the operation of the isolation system andleave circuits closed or potentially energized. The different decals reflectthe different wiring configurations in use.


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ENSURE HOIST

LEVER IS ALWAYS

IN "FLOAT " WHEN

NOT IN USE.

"FLOAT"

FRONT

OF CAB

68231GItem 29

The dump system is designed so that the dump control valve should be inthe Float position at all times the dump body is not raised. In thisconfiguration, the flow from the dump pump(s) and the dump cylinders is

routed directly back to the hydraulic reservoir. This reduces system cir-culating pressures and also prevents the cylinders and mounts from car-rying any of the load, except when actually dumping. On trucks equippedwith hydraulic oil cooler assemblies, the oil is directed through the cooleronly when the dump control pilot valve is in the Float position.

Item 30

The large red Capacitor Charged (Indicator) Lights (CCL) in and on theelectrical system control cabinet on trucks equipped with GE AC drive

systems, is lighted whenever there is high voltage in the truck propulsionor dynamic retarding system. The indicator lights when there is 50 Vdc ormore in the DC Link portion of the system.

DO NOT open the doors or touch any terminals or components wheneither of the indicators is lighted. Wait until the indicators turn off and thencheck with a meter to ensure that no voltage remains in the circuit.


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WEARING APPAREL

It is recommended that all operators wear appropriate safety hard hat,safety glasses, and approved safety shoes when operating or servicingthe truck. Always follow the specific requirements of the mine.

SEAT BELT

Fasten seat belts before putting the truck in motion. This is true for boththe operator and anyone riding in the observers seat.

OPERATING AREA FAMILIARIZATION

Be familiar with the area in which the truck is to be operated. Be aware ofany road construction or hazards that may be present.

Be observant of the entire situation. Note the location of power cablesand bridges over or under them, the position of the shovel or other load-ing equipment, and other details of importance.

Never drive over unprotected electrical power cables or raise the

body in the vicinity of overhead power cables.

Be familiar with and understand the signalmans hand signals and instruc-tions when operating the truck.

Be familiar with and understand the precautions and regulations at alllocations. Always follow all safety guidelines and operating rules of themine.

VISIBILITY

Good visibility is important to safe truck operation. Before the truck isplaced into service, clean the windshield, mirrors and headlights, and checkthe windshield wipers for proper operation.


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TRUCK SPEED

The safe speed at which the truck should be driven is determined by theroad and weather conditions, in addition to the truck load. Under adverseweather conditions, exercise extreme care and drive at reduced speeds.

Observe speed limits posted or listed by the mine for particular areas.

A general rule is to never approach a downgrade at a speed in excess of15 mph (24 km/hr). Always apply the Dynamic Retarding pedal prior toreaching the crest of the hill and use it to control the trucks speed whiledescending. Maintain a safe speed that does not require the use of allavailable dynamic retarding capabilities. This will provide a margin ofsafety for emergencies.

PARKING

There are two basic modes of parking the truck; short-term (operator re-mains in the truck cab) and long-term (operator leaves the truck unat-tended).

Short-term parking involves using the trucks friction brake system to pre-

vent the truck from moving. In the event of an equipment malfunction, theoperator can still control the truck, since he remains in the cab with theengine running.

Long-term parking, however, involves much more than this. Since thetruck will be left unattended, it should be parked in a SAFE POSITION -one in which it cannot be moved, even if the trucks brakes are released.This involves using chocks, ditches, or berms - anything that will preventthe accidental movement of the truck, and applying the Park Brakes.

Refer to Section 6 - Operation for detailed instructions for both types ofparking.

LOCKOUT AND TAGOUT PROCEDURES

Lockout and tagout procedures are intended to positively isolate compo-nents and systems from their sources of energy to prevent unwanted start-

ing, movement, or operation. Operating procedure and regulation varydue to government or local regulations, mine practices and standards,etc.

It is important always be on the alert for these provisions before attempt-ing to start, move, or work on any truck to prevent accident or damage.They must never be ignored.


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More detailed information is provided in the appropriate service and main-tenance publications.

There is danger of tire explosion due to fire/excessive heat in the

wheel/tire area.

Whenever smell of burning rubber or excessively hot brakes is

detected on the truck, there could be a distinct possibil ity of the

danger of a tire explos ion. It could also occur when fire on the

truck reaches the tire and wheel area. Under such conditions DO

NOT APPROACH THE TRUCK OR ENTER THE DANGER AREA (See

Figure 2). Move the truck to a remote area only if it can be done

without endangering the operator or other personnel in the area.

Stay at least 500 feet (150 meters) away from the tread area and

1500 feet (460 meters) from the tire sidewall. If it is absolutely nec-

essary to reach the suspect tire, approach from the front or the

back of the truck and use a large bulldozer blade as shield in front.

If there is evidence of brake fire or smell of burning rubber, do not

go near the truck. Fight these fires from a distant remote location.Do not rush to the truck with hand-held fire extinguisher in an effort

to control the blaze. Allow at least eight hours for the tire to cool

before approaching the truck.

FIGURE 2 - TYPICAL DANGER AREA FOR TIRE EXPLOSION


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Slower

Faster

On

Off

SECTION 3

INDICATORS, GAUGES AND CONTROLS

TEREX Unit Rig trucks are equipped with indicators, gauges, and controls

to permit safe operation and enable the driver to monitor the condition ofthe truck systems.

NOTE:Both standard and optional equipment is shown. Disregard thoseitems not applicable.

Before operating the truck, operators should be able to identify each indi-cator, gauge, and control, and understand its function.

NOTE: Items are listed in the most common location, typical on currentproducts. Some items may vary in location, depending on the vehicle and

its particular configuration.

The warning indicators light when a condition exists that may result in aserious problem affecting truck operation. If any of the indicator lightscome on which are listed as critical enough to warrant doing so, stop thetruck immediately and park in a SAFE POSITION. Get help. Before

attempting to move the truck, investigate the cause of the warning indica-tion and correct. The engine should be shut-down (or operated as in-structed by the engine manufacturer).

NOTE: In these trucks, the following symbols are used to indicate basicoperating conditions:


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FIGURE 1 - TYPICAL CAB LAY-OUT


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INDICATORS

The AIR CLEANER SERVICE indicator indicates the service requirementsof the air cleaner element. Under normal operating conditions, the greenband is exposed in the indicator. Should the filter element become suffi-ciently restricted to adversely affect performance, a red band will appearand remain in place until the element is serviced and the indicator reset.

The AUTO LUBE indicator lights when the pump system on the trucksautomatic lubrication system is operating.

The (LOW) BATTERY VOLTAGE indicator lights to indicate a low level ofcharge in the trucks 24 volt batteries.

Should this indicator light, bring the truck to a stop, and park in a SAFEPOSITION immediately. Get help. Do not move the truck until theproblem has been identified and corrected.

Low battery voltage may result in improper operation of the trucks

traction drive system, in the form of lost propulsion and/or dynamic

retarding.

The (LOW) BLOWER PRESSURE or the BLOWER OFF indicator lightswhen the electrical system cooling blower does not supply a sufficientamount of air flow to maintain proper system component cooling.



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The BRAKE DRAG indicator lights when residual pressure exists in the

brake system that will not allow the front and/or rear brakes to completelyrelease. Operation with the brakes partially applied will generate exces-sive heat. This will result in reduced braking effectiveness during normalservice, and will also reduce brake component life.


The BRAKE ON indicator lights whenever the trucks friction brake sys-tem has been actuated.

The (LOW) BRAKE PRESSURE indicator lights when the accumulatorsfor the hydraulic brake system pressure drop below a preset level. Ifequipped with the added feature, automatic application of the brakes be-gins if the pressure continues to decrease.


The CHECK ENGINE indicator lights when a condition is monitored withinthe engine which warrant checking by trained technicians at the earliestpossible time to minimize the possibility of the problem worsening andcausing damage. If the indicator lights, follow standard mine procedurefor these indications.


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The COOLANT FLOW indicator lights when circulation in the coolant sys-

tem has been interrupted.


The (LOW) COOLANT LEVEL indicator lights when the coolant level inthe engine radiator is below the normal operating level.

The COOLANT (WATER) TEMPERATURE indicator lights to indicate an

abnormally high engine coolant temperature.

The DIAGNOSTIC INFORMATION DISPLAY (D.I.D.) panel (if so equipped)displays information about the operation and troubleshooting of problemswithin the electrical propulsion and retarding systems.

Detailed information on the materials displayed is contained in the drivesystem vendors electrical maintenance manuals.

The DUMP BODY UP indicator lights whenever the dump body is raisedfrom its resting position on the frame. The truck should only be movedwith the dump body fully down, and the Dump Controller lever in the Floatposition.


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NOTE: On some trucks this indicator is interconnected to an interlockwhich prevents propulsion with the dump body raised. An override provi-

sion may be included to allow small amounts of movement.

The DYNAMIC RETARDING APPLIED indicator lights when the dynamicretarding system has been activated.

The ELECTRICAL SYSTEM FAULT indicator lights when a fault occurs inthe electrical power/control system.

On trucks equipped with General Electric (GE) produced AC drive sys-tems, there are two indicator lights that operate in a total of three func-tions:

1. If the red indicator lights, it indicates a problem in the propulsion or

dynamic retarding system that will prevent the proper operation of thesystems. Should this indicator light, bring the truck to a safe, controlledstop, and park in a SAFE POSITION immediately. Get help. Do notmove the truck until the problem has been identified and corrected.

NOTES:1. Manual resetting, by depressing the cab mounted SYSTEM RESET

switch or using the electrical control box Reset Button, is required to

restore operating function.

2. The indicator flashes if the truck is moving and remains on steadily if

the truck is at rest.

2. If the amber indicator light flashes, it indicates a significant problem inthe propulsion or dynamic retarding system that may prevent proper op-eration of the system. Normal propulsion will probably be discontinuedby the control system. Should this indicator light and flash, bring thetruck to a safe, controlled stop, and park in a SAFE POSITION immedi-

ately. Get help. Do not move the truck until the problem has been iden-tified and corrected.

NOTE: Manual resetting, by depressing the cab mounted SYSTEMRESET switch or using the electrical control box Reset Button, is re-

quired to restore operating function. Typically this should be done by

experienced, trained personnel.


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3. If the amber indicator light remains steadily lit, it indicates a problem inthe propulsion or dynamic retarding system that may if left uncorrectedprevent proper operation of the system. The truck must be in the restmode including being at a full stop and with the Park Brake system ap-plied.

On trucks equipped with the General Atomics/ Power Inverters (GA/PI)produced AC drive systems, it indicates a problem in the propulsion orretarding control systems that may prevent their proper operation. Shouldthis occur, the truck will lose propulsion power and/or dynamic retarding.Manual resetting, by depressing the cab mounted SYSTEM RESET switchor using the electrical control box Reset Button, is required to restoreoperating function.

NOTE: Manual resetting, by depressing the cab mounted SYSTEMRESET switch or using the electrical control box Reset Button, is re-

quired to restore operating function. Typically this should be done by

experienced, trained personnel.

The (LOW ENGINE) OIL LEVEL indicator lights to indicate that the levelof oil in the engine crankcase is below the level recommended for opera-tion.

The (LOW) ENGINE OIL PRESSURE indicator lights when the engine oilpressure is below safe operating limits.

The ENGINE OIL TEMPERATURE indicator lights when the temperatureof the oil in the crankcase exceeds preset safe operating limits.

The (LOW) FUEL LEVEL indicator lights to indicate a low fuel level in thefuel tank(s).


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The FUEL PREFILTER (WATER LEVEL) indicator lights when the amount

of water and other contaminants collected in the fuel prefilter assemblyreaches a preset level. If the indicator lights, follow standard mine proce-dure for these indications.

The HIGH BEAM indicator lights whenever the high beam headlights areon.

The HYDRAULIC FILTER BYPASSING indicator lights when the pressuredifferential in one or more of the individual hydraulic filters is sufficient tocause the internal bypass valve to open. This allows the oil to bypass thefilter element and receive no filtration. Continued operation of the truck in

this condition could result in component contamination and eventually incomponent malfunction.

NOTE: In some operating conditions (e.g. cold weather start up andoperation) this indicator light may remain on for a short period of time

after starting (until the oil warm up to near normal operating temperature).

Check with mine or TEREX Unit Rig personnel for additional information.

The (LOW) HYDRAULIC OIL LEVEL indicator lights to indicate when theoil level in the trucks hydraulic oil reservoir or tank is below the desiredlow level limit.

Should this indicator light with the dump body rising, stop the dumpingcycle, lower the body to the frame and determine the cause before con-tinuing.

Should this indicator light with the dump body down, bring the truck to astop, and park in a SAFE POSITION immediately. Get help. Do notmove the truck until the problem has been identified and corrected.


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The HYDRAULIC OIL TEMPERATURE indicator lights when hydraulic oil

temperature exceeds recommended operating levels.

Continued operation with hot hydraulic oil may result in compo-

nent damage and corresponding system malfunctions .

The LOW PRESSURE FIRE DETECTION indicator lights when the auto-matic fire suppression system has been actuated.

NOTE:In case of fire, trucks equipped with automatic fire suppressionsystems will automatically actuate. Follow the approved mine procedure.

If the indication is a result of an equipment malfunction, have the systemdeactivated as soon as possible to prevent accidental system discharge,

the problem corrected, then the system reactivated.

The LOW STEERING PRESSURE indicator lights to indicate an unusu-ally low pressure condition in the steering system.


Accumulators normally supply the auxiliary steering system if the normal

supply system is disrupted.

NOTE: On trucks equipped with the electrically powered manual supplysystem, pull up the Manual Supply System switch to ensure operation if

needed to maintain steering control while stopping the truck. Depress

switch button to deactivate the system as soon as the truck is safely

parked. This will prevent unnecessary drain on the trucks batteries.


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The (ENGINE) OIL FILTER DIFFERENTIAL indicator lights when the pres-

sure differential in one or more of the individual engine lubricating oil filtersis sufficient to cause the internal bypass valve to open. This allows the oilto bypass the filter element and receive no filtration. Continued operationof the truck in this condition could result in component contamination andeventually in component malfunction.

The OVERSPEED indicator lights whenever the truck is in automaticoverspeed retarding. The speed that this retarding begins is preset intothe electrical controls for the propulsion/retarding system, and can be setto any specified speed.

Depressing the PRESS TO TEST or LAMP CHECK button with the Mas-

ter Switch On will cause the indicator lights, excluding certain specificallydesignated functions such as AID, to light. If any bulb fails to light, cor-rect the problem prior to placing the truck into operation.

The RETARD (HOT LIMITED TO CONTINUOUS OPERATION) indicator

lights when operating conditions and parameters are in an operating rangethat causes the dynamic retarding system components to operate at in-creased temperatures. This causes the control system to reduce thespeed limits on system operation to what is considered to be continuousoperation.

1. If the indicator is off, the system will automatically operate with thehigher speed limit (called 5-minute retard) values.

2. As the limit is approached, the indicator will begin to flash for approxi-mately 15 seconds with the system limits remaining at the increasedshort term level.

3. At the end of this interim flashing, the indicator will remain on steadilyand the system will operate at the reduced continuous operating param-eters.


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NOTE: If the indicator lights in either mode, it will be necessary to usethe trucks friction brake system as a supplement to the retarding system

to slow the truck to speeds within the reduced, continuous rated operat-

ing envelope.

The friction brake system is not to be used to slow or retard the

truck in normal operation. Instead, its use is intended only for slow

speed stopping, short term parking and in emergencies (at any

speed). Use of this system during normal operation will result in

excessive heat and subsequent reduction of brake effectiveness,

should the brakes be required in an emergency.

NOTE: This feature is only included on the 200 and 240 ton (181 and218 mt) systems provided by General Electric (GE).

The RETARD SPEED CONTROL indicator lights when this portion of thetrucks propulsion and retarding system is activated. For detailed infor-

mation on this system, refer to the instructions in Section 6 - Operation.

The RETARD SPEED LIMIT nameplate indicates the operating speed lim-its on various grades for the trucks dynamic retarding system. The limits(on the bottom of the nameplate) are established for the listed operatingparameters (on the top of the nameplate).

(0)(N)


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NOTE: On trucks equipped with the 200 and 240 ton (181 and 218 mt)systems provided by General Electric (GE) there are two speeds listed for

each grade, the higher speed, 5-minute retard and the reduced speed,

continuous retard speeds.

The STOP ENGINE or ENGINE PROTECTION PROPULSION CUTOUTOVERRIDE indicator lights when a condition within the engine is moni-tored which warrants stopping the engine immediately. Should the indi-cator light, the truck will lose propulsion power, but not dynamic retarding.If continued movement of the truck is desired (e.g. to find a safe a parking

location) depress and hold the Stop Engine or equivalent Override button.

NOTE:Continued operation of the engine may result in damage to it andits systems.

Should this indicator light, bring the truck to a stop, and park in a SAFEPOSITION immediately and stop the engine. Get help. Do not movethe truck until the problem has been identified and corrected.

The TURN SIGNAL indicator flash to indicate the trucks correspondingturn signal is flashing. The lights also flash to indicate operation of theemergency warning flasher system.

The WHEELMOTOR TEMPERATURE indicator lights when an exces-sively high temperature is measured in one or both of the truckswheelmotors.


NOTE: If the air flow to the wheelmotors is determined to be okay, it isrecommended that the engine continue to run to provide cooling air to the

motors to assist in the cooling to normal temperatures.


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GAUGES

The AIR CLEANER RESTRICTION gauge indicates the amount of restric-tion in the air cleaner and induction system, in inches of water. The aircleaner elements should be serviced if the restriction indicated is:

12 inches (3 kPa) - MTU (396)

20 inches (5 kPa) - Detroit Diesel25 inches (6 kPa) - Cummins

The AMMETER indicates the rate of charge in the 24 volt battery chargingalternator system in amperes. This gauge should always indicate a plusor positive reading when the trucks engine is at operating speeds.

The COOLANT (WATER) TEMPERATURE gauge indicates the tempera-ture of the engine coolant. Depending upon customer requirements thismay be in oF and/or oC, or a series of color coded bands.

If color-coded, the pointer should be in the green or operating range at alltimes the truck is in normal operation. If the gauge indicates true tem-perature, refer to the engine manufacturers information for the normaloperating temperatures.


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The ENGINE OIL TEMPERATURE gauge monitors the temperature of theoil in the engine crankcase.

The FUEL gauge indicates the approximate level of fuel in the fuel tank.

The HOURMETER indicates the total number of hours the truck is inoperation and operates whenever the Master Switch is On.

The OIL PRESSURE gauge indicates engine oil pressure. Dependingupon customer requirements, this may be in psi and/or kPa or a series ofcolor coded bands.

If color coded, the pointer should be in the green or operating range at alltimes the truck is in normal operation. If the gauge indicates true pres-sure, refer to the engine manufacturers information for the normal operat-ing pressures.

The SPEEDOMETER indicates the trucks speed in miles per hour and/orkilometers per hour.

NOTES:1. On some trucks, the distance traveled (in miles or kilometers) is


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also displayed.

2. Trucks equipped with digital gauges will appear differently.

The TACHOMETER indicates the engine speed in rpm. Refer to the ap-propriate engine manufacturers information for the proper operating range.

NOTES:1. On some trucks, the engine operating hours is also displayed.

2. Trucks equipped with digital gauges will appear differently.

The VOLTMETER indicates in volts the amount of charge in the 24 voltbattery charging alternator system. Normal system voltage is 24 to 27

volts when the engine is at normal operating speed.

Low battery voltage may result in improper operation of the trucks

traction drive system, in the form of lost propulsion and/or dynamic

retarding.

CONTROLS

The AUTO LUBE TEST switch allows for manual testing of the trucksautomatic lubrication system.

The BACK-UP LIGHT switch provides manual operation of the back-uplights. The lights come on automatically, whenever the Shifter is movedto the REVERSE position.


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The DATA STORE switch provides a means of storing desired operatinginformation from the trucks computerized electrical propulsion and retard-ing system during normal truck operation. Each time the switch is de-pressed, a preset number of data points are stored in the systems memory.Detailed information on the proper retrieval and use of the informationstored is contained in the vendors system maintenance publications.

The DUMP BODY UP OVERRIDE switch allows overriding of the optionalinterlocks. These interlocks prevent the truck from being driven with thedump body in the raised position.

The ELECTRICAL SYSTEM RESET switch provides the operator with ameans of manually resetting the trucks electrical propulsion and retard-ing systems from within the cab.

NOTE:There are some conditions that cannot be reset by means of thisswitch alone. Always follow standard mine instructions and practices

before depressing this switch and attempting to propel the truck again.

The EMERGENCY (ENGINE) STOP switch provides a positive method ofstopping the engine immediately if the normal engine shutdown controlmalfunctions, or if the engine must be stopped suddenly. To operate thesystem, depress the button or pull the knob (depending upon the type

installed).

NOTE:Some trucks have additional controls, typically located on thefront bumper assembly and/or the control box area, to allow the engine to

shut down from ground level, in case of an emergency. Do not use these

controls to stop the engine in normal operation. This control may need to

be manually reset after each use.


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The ENGINE SHUT DOWN DELAY TIMER provides an automatic means

of allowing the engine to cool for a preset amount of time (typically in therange of 5 minutes) at low idle speed before stopping the engine. Detailedinstructions are included inSection 6 - Operation.

The ENGINE STOP/START switch is used to start and stop the engine.Rotating the switch to the Start position engages the starter. When re-

leased, the switch rotates to the detented Run position. Rotating to theStop position stops the engine.

NOTE: On trucks equipped with a momentary stop switch, it must beheld in the Stop position until the engine completely stops operating to

actually stop the engine. It is then released and will return to the detented

center or Run position. If the switch is released before the engine stops

turning, it may begin to operate again. On other trucks the switch is

detented to the stop position.

The FOG LIGHT switch controls the operation of the trucks optional foglights.

The HAND BRAKE control provides an alternate method of controlling thetrucks friction brake system. It is designed to be used as an alternative tothe Brake (Foot) Pedal. It is spring loaded to the Release position and isnot intended for long term parking (operator leaves the truck).

NOTES:1. An indicator lights when the Hand Brake is applied. The propulsion

controlling circuitry is disabled when the indicator is lit.

2. The Hand Brake or Load Brake must be applied to allow the applica-

tion or release of the Park Brake.


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The HEAD/TAIL LIGHT switch controls the operation of the lights. In thedown position, all lights are off; in the center position, the optional marker

and tail lights are illuminated; in the up position, the head, tail, and markerlights are all on.

The LOAD BRAKE switch provides an electrically actuated method ofapplying the trucks rear axle or wheelmotor mounted brakes. It is de-signed for use in short term parking (such as while loading or dumping). Itis not intended for long term parking (operator leaves the truck).

The MANUAL POWER SUPPLY SYSTEM switch (on trucks so equipped)activates the manual power supply system pump (on trucks so equipped).This pump operates on 24 V dc, supplied directly from the trucks batter-ies. It supplies hydraulic pressure to the steering and braking systemswhen needed (such as when towing an inactive truck). An indicator light

in the button will be on whenever the pump is operating, even when auto-matically actuated.

NOTE:Push the Manual Power Supply System switch button in (deacti-vating the system) as soon as the truck is safely parked. This will pre-

vent unnecessary wear of the pump and drain on the trucks batteries.

The PANEL DIMMER switch controls the brightness of the backgroundlights on the upper and lower control panels.

The PARK BRAKE switch controls the operation of the park brake as-semblies on the rear wheels.

To apply, move the Hand or Load Brake to the On position, rotate the ParkBrake switch to Apply position and hold for a few seconds until brakesapply and the indicator lights. Release the Park Brake control and movethe Hand or Load Brake control to the Release position. Make sure the


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truck can not move.

NOTE: On newer and modified trucks, the switch may be detented toremain in this position.

To release, apply the Hand or Load Brake, then rotate the Park Brakeswitch to the Release position and hold for a few seconds (until the indica-tor goes out).

NOTES:1. The park brakes alone should not be used when leaving the vehicle

unattended. Always park in a SAFE POSITION when leaving the truck.

2. The Hand or Load Brake must be applied to allow the Park Brake to be

applied or released.3. An indicator lights when the park brakes are applied (including applica-

tion by system malfunction). Propulsion circuitry is disabled when the

indicator is lit.

The RETARD SPEED CONTROL switches regulate the operation of thisfunction in the electrical propulsion/dynamic retarding system. The switchcontrols the activation of the system. The rotating knob assembly con-trols the relative amount of dynamic retarding effort provided by the sys-tem when activated.

For detailed information on operation of this system, see the instructionsin Section 6 - Operation, in this manual.

The ROTARY FLASHER/BEACON/STROBE LIGHT switch controls theoperation of the rotary flasher, beacon, or strobe light typically mountedon top of the cab or hood.

The STAIRWAY LIGHT switches control the operation of the light on thesuperstructure access ladder.


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The WINDSHIELD WASHER switch provides a supply of cleaning solu-tion to the windshield.

The WINDSHIELD WIPER switch controls the operation of the cabs wind-shield wipers (Slow-Off-Fast).

MISCELLANEOUS CAB CONTROLS

The BRAKE pedal controls the application of the trucks friction brakesystem. The further the pedal is depressed, the more the brakes are ap-plied.

NOTE:These brakes are intended for stopping in emergencies at any

speed.

The CIRCUIT BREAKERS, located under the lower edge of the dash,provide overload protection for the 24 V dc electrical circuits. If a faultoccurs, the button will extend out.

Since the controls for the operation of the trucks propulsion and dynamicretarding controls are supplied through these circuits, if a circuit breaker

opens, bring the truck to a stop, and park in a SAFE POSITION immedi-ately. Get help. Do not move the truck until the problem has been iden-tified and corrected.

The DOME LIGHT, on the cab ceiling, provides extra illumination withinthe cab when such is desired. It is controlled by a separate on and offswitch.


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The DUMP CONTROLLER or CONTROL lever controls the operation ofthe dump control valve.

The ENGINE DIAGNOSTIC switch provides a means for a technician togain diagnostic information from the engines control system to assist introubleshooting and correcting problems. Refer to the enginemanufacturers technical publications or representatives for details on howto use this switch.

The FIRE EXTINGUISHER control operates the trucks fire control sys-tem. To activate, remove the pin and depress the control knob.

NOTE:On some truck there is an additional control knob located on thefront bumper near the superstructure access ladder and/or the control

box area on the superstructure.

The FRESH AIR control, located to the right of the lower control panel,allows outside air to enter the cab. The control regulates the amount.

The HAZARD WARNING switch, located on the steering column, controlsthe operation of the trucks emergency hazard warning lights. Pulling theswitch out causes the signal lights to flash.

The HEAD LIGHT DIMMER switch, located in the turn signal switch as-sembly on the left side of the steering column, controls the operation ofthe headlights high and low beam. Pulling slightly on the indicator lever

RAISE LOWER

HOLD FLOAT


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will alternately switch the headlights from the high to low beam (and back)configurations.

The HEATER/AIR CONDITIONING outlets and controls regulate the tem-perature of the heating and air conditioning, and provide a multiple speedcontrol for the fresh air blower. The outlets are individually adjustable.

The HORN button, located on steering wheel, operates the trucks mainor forward horn.

Blower Defroster Blower BlowerSlow Speed Fast Speed

Air Inside Air Outside Air Heater Heater

Cond. Circulation Circulation Floor Level Face Level


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The MASTER SWITCH, located on the outside of the cab near the wind-shield, controls the electrical power to all components of the 24 V dcsystem, except the manual power supply system, the horn, panel, head,brake, and tail lights, and a few other selected features.

NOTE:The stored hydraulic pressure in the steering accumulators isreleased each time the Master Switch is turned Off.

The (Dynamic) RETARDER pedal regulates the amount of dynamic re-tarding applied by the trucks electrical propulsion/retarding system. Whenthe pedal is depressed, the wheelmotors act as generators and the trucksrolling energy is dissipated as heat through a grid of air-cooled resistors.The further the pedal is depressed, the greater the retarding action ap-

plied, as long as the truck speed remains within the limits of the trucksretarding system.

NOTE:For vehicles equipped with the retarding speed control featuresee Section 6 - Operation.

The SHIFTER is a three-position control that operates a switch that con-trols the trucks electrical drive system. The Shifter selects Forward orReverse propulsion, and Neutral.


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The STEERING WHEEL TILT lever, located on the steering column, per-mits up and down adjustment of steering wheel position. To change thetilt of the wheel, move the lever on the steering column and adjust thewheel as desired. Release the lever to lock the assembly in the newposition.

The THROTTLE or ACCELERATOR pedal controls the operation of thetrucks propulsion system, regulating the truck speed.

The TRIP COUNTER provides a manual registered record of the total trips

or loads.

The TURN SIGNAL lever, located on the steering column, controls thesignal indicators. The lever self-centers when the steering wheel is re-turned to the straight-ahead position.


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SECTION 4

PRE-OPERATIONAL INSPECTION

Prior to placing a truck into operation (at each shift change or after repair

or service work has been performed), it is recommended that the vehiclebe inspected for evidence of damage or component wear. The followingprocedures are designed to allow the operator/inspector to make the in-spection in one continuous trip around the truck, beginning at the accessladder. Correct discrepancies before placing truck in service.

NOTES:1. The truck must be parked in a SAFE POSITION on level ground to

permit accurate checking of the various fluid levels.

2. While making the inspection note any indications or signs that lockout

or tagout provisions may be in place. If noted, determine their relevance

and proceed per mine or local provisions.

1. Inspect the access ladder to be certain it is free of debris, securelyfastened to the truck, and in general good condition. After confirming itscondition, climb the ladder to the superstructure level. Clean and adjustall mirrors.

Use the handrails whenever cl imbing or descending the ladder.

2. If so equipped, verify that all battery disconnect switches are in their onor operating positions.

3. Visually inspect the superstructure area to ensure that it is free ofdebris and in general good condition. After confirming its condition, enterthe cab.

NOTE:If the truck is not equipped with an extension on the left handside of the superstructure it is recommended that entry and exit of cab be

made through the right (passenger) side door.

4. Switch on all exterior lights including the emergency flashers (if soequipped). The lights should be checked during the inspection to verifythat they light and can be seen. Return to ground level and continue theinspection.

NOTE: During the remainder of the walk-around inspection, check theoverall condition of the vehicle for evidence of air, hydraulic oil, or fuel


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leaks, broken, cracked, or missing parts.

5. Verify that all headlights and other lights are clean and illuminated.

6. Visually inspect the air cleaner assembly and engine supply lines for

evidence of damage or leakage.

If the air cleaners are equipped with self-purging Vacuator assemblies onthe bottom cups, squeeze each assembly to ensure that they are func-tioning properly and exhausting the accumulated dust from the bottom ofthe air cleaner.

If not equipped with the assemblies, empty each air cleaner dust bowl by

unsnapping the latch and allowing the bowl to pivot down. After all of thedebris is dumped, close and latch in place.

NOTES:1. A ladder will be required to reach these assemblies.

2. Do not stand directly under the bowl when releasing the latch.

7. Verify that the left front marker light is clean and illuminated.

8. Check the engine oil level as follows:

a. Carefully climb up the tie rod step, using the frame mountedhand holds for support. If the truck is not so equipped, use a ladder toclimb to the required level.

b. Pull the engine dipstick from the engine, wipe clean with aclean rag, and reinsert.

NOTE: If the engine has a self-sealing style dipstick, it may be neces-sary to turn the handle counter-clockwise several turns to release the

seal. Remember to reseal the dipstick after completing the oil level check.

c. Pull the dipstick out again and read the level; it should be in thesafe, normal, or operating range. If not, bring the level up to proper rangeprior to operating the truck.

d. Reinstall the dipstick and carefully return to ground level.

NOTE:On trucks equipped with dipsticks on the right hand side of theengine, the oil should be checked when checking the other side of the

truck.


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9. Visually inspect the left front suspension assembly for evidence of wear,damage, or leakage and verify that it is at the proper ride height (exten-sion). Also, verify that the assembly is securely attached to the truck.

10. Visually inspect the left front brake and axle king pin assemblies for

evidence of wear, damage, leakage, or looseness. Also, inspect the areaaround the wheel bearing seal and brake calipers for indications of leak-age or damage.

11. Visually inspect the steering system components - clevis pins, tierods, bellcranks, and cylinders for the left side of the truck.

12. Visually inspect the left front tire and rim assembly for deep cuts,

missing chunks, adequate tread depth, proper mounting, missing lug nuts,and proper inflation.

NOTE:Check the condition of the automatic tire pressure maintenancesystem hoses if so equipped.

13. Visually inspect the left tank for evidence of damage or leaks. Checklevel with sight glass as applicable.

14. Visually inspect all hydraulic and other components mounted nearthe tank for evidence of damage or leakage.

15. Visually inspect the left dump cylinder for evidence of leakage, wear,or damage. Verify that the upper and lower mounting points are secureand properly lubricated. Verify that the hoses are properly routed and ingood condition.

16. Visually inspect the dump body pad assemblies for evidence of wear,damage, or improper shimming.

17. Inspect each of the left rear dual tire and rim assemblies for deepcuts, missing chunks, adequate tread depth, proper mounting, missinglug nuts, and proper inflation. Inspect the rock knocker assembly (if soequipped) for free movement and evidence of wear or damage.

NOTE:Check the condition of the automatic tire pressure maintenancesystem hoses if so equipped.

18. Visually inspect the left wheelmotor hubcap area for evidence of brakeoil leakage. Verify that the hubcap is securely fastened to the wheel andcover (if applicable) is closed.


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19. Verify that the left rear marker light is clean and illuminated.

20. Visually inspect the exterior of the left wheelmotor for evidence ofdamage or leakage.

21. Visually inspect the left dump body hinge pin for evidence of damageor wear, and proper installation and lubrication.

22. Visually inspect the left rear suspension for evidence of wear, dam-age, and leakage and verify that it is at the proper ride height (extension).Verify that the upper and lower mounting points are secure and properlylubricated.

23. Verify that all tail, stop, warning (turn signal), dynamic retarding, andback-up lights on the truck are clean and operational.

24. Open the axlebox access door. Verify that the components and mount-ing hardware are in general good repair. Close the door securely to forma good, airtight seal.

Failure to maintain a good seal around the access door may allow

air to escape from the axlebox. Operation of the truck in this con-

dition could result in damage to the electrical propulsion system

components.

25. Visually inspect the right rear suspension for evidence of damage,wear, and leakage and verify that it is at the proper ride height (extension).

Verify that the upper and lower mounting points are secure and properlylubricated.

26. Visually inspect the right dump body hinge pin for evidence of damageor wear, and proper installation and lubrication.

27. Visually inspect the exterior of the right wheelmotor for evidence ofdamage or leakage.

NOTE: Check the condition of the automatic tire pressure maintenancesystem hoses if so equipped.

28. Verify that the right rear marker light is clean and illuminated.

29. Visually inspect the right wheelmotor hubcap area for evidence of


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brake oil leakage. Verify that the hubcap is securely fastened to thewheel and cover (if applicable) is closed.

30. Visually inspect each of the right rear dual tire and rim assemblies fordeep cuts, missing chunks, adequate tread depth, proper mounting, missing

lug nuts, and proper inflation. Inspect the rock knockers (if so equipped)for free movement and evidence of wear or damage.

31. Visually inspect all hydraulic and other system components for evi-dence of damage or leakage.

32. Inspect the axlebox nosecone and attachment assemblies for evi-dence of damage or wear, proper installation and lubrication.

33. Inspect the underside of the truck for evidence of damage or leakage.Hoses should be free of kinks and cracks, and should be secured awayfrom moving parts. All components and mounting hardware should beproperly installed and in good operating condition.

34. Visually inspect the dump body pad assemblies for evidence of wear,damage, or improper shimming.

35. Visually inspect the right dump cylinder for leakage, wear, or damage.Verify that the upper and lower mounting points are secure and properlylubricated. Verify that the hoses are properly routed and in good condi-tion.

36. Visually inspect the hydraulic pumps, pump drives, and related hosesfor evidence of leakage, damage, or wear.

37. Visually inspect the right tank for evidence of damage or leakage.Check level with sight glass or petcocks as applicable.

38. Check the blower housing and related ducting for evidence of leakageor damage. If so equipped, inspect the cooling air blower or precleanersystems for evidence of leakage or damage.

39. Visually inspect all hydraulic and other components mounted near

the tank for evidence of damage or leakage.

40. Visually inspect the right front tire and rim assembly for deep cuts,missing chunks, adequate tread depth, proper mounting, missing lug nuts,and proper inflation.


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NOTE: Check the condition of the automatic tire pressure maintenancesystem hoses if so equipped.

41. Visually inspect the steering system components; clevis assemblies,tie rods, steering arms, and steering cylinder on the right side of the

truck. If any piece is damaged, bent, or leaking, do not drive the truck.Report the condition immediately.

42. Visually inspect the right front suspension assembly for evidence ofwear, damage, or leakage and verify that it is at the proper ride height(extension). Verify that the assembly is securely attached to the truck.

43. Visually inspect the right front brake and axle kingpin assemblies for

evidence of wear, damage, leakage or looseness. Inspect the area aroundthe wheel bearing seal and brake calipers for indications of leakage ordamage.

44. Visually inspect underside of the truck for indications of damage orleakage. Hoses should be free of kinks and cracks, and should be se-cured away from moving parts.

NOTE:On trucks with the engine oil dipstick located on the right-handside of the engine, check the engine oil level prior to continuing with the

remaining steps.

45. Inspect the engine drive belts overall condition. Check condition of fanand fan shroud and guard assemblies.

46. Visually inspect the air cleaner assembly and engine supply lines for

evidence of damage or leakage.

If the air cleaners are equipped with self-purging Vacuator assemblies onthe bottom cups, squeeze each assembly to ensure that they are func-tioning properly and exhausting the accumulated dust from the bottom ofthe air cleaner.

If not equipped with the assemblies, empty each air cleaner dust bowl byunsnapping the latch and allowing the bowl to pivot down. After all of thedebris is dumped, close and latch in place.

NOTES:1. A ladder will be required to reach these assemblies.

2. Do not stand directly under the bowl when releasing the latch.


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47. Verify that the right front marker light is clean and illuminated.

48. Visually inspect the radiator and grille area to be free of debris anddamage.

49. Climb the access ladder to the superstructure level. Visually inspectthe retarding grid and electrical drive system component box to ensurethat they are free of damage, that the doors are securely closed, and thatthe air intakes are free of debris.

NOTE:On trucks so equipped, verify the condition of fire suppressantremote actuation system.

50. Check the engine coolant level in the radiator using the radiator sightglass.

Use extreme care when removing the radiator cap; remove it slowly

after the engine has cooled. The sudden release of pressure from

a heated cooling system can result in the loss of coolant and pos-

sible injury from the hot liquid.

51. Visually inspect the brake system accumulator and components forevidence of leakage, damage, or any other abnormal condition.

52. On trucks equipped with the available automatic lubrication system,check the level of the lubricating grease in the main supply reservoir. Besure the supply is adequate to maintain the system during the entire

operating period.

53. On trucks equipped with the available fire suppressant system, checkthe pressure level of the actuation system. Also inspect the system forevidence of wear or damage. Report all problems before proceeding.

54. Return to the cab. Turn all light switches off.


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SECTION 5

ENGINE STARTING CHECKS

It is recommended that prior to starting the truck, a complete walk around

inspection be performed. The inspection procedure is outlined inSection4 - Pre-Operational Inspection. After completion of this procedure, theremainder of the checks are confined to the cab area.

1. Verify that the truck has no indications of lockout or tagout provisions inplace.

2. Turn the Master Switch (located near the windshield outside on thefront of the cab) On, and return to the drivers seat.

NOTE: If turned off it is recommended that the Battery Isolation switch

be moved to the ON position prior to turning the Master Switch On.

3. Verify that the:

a. Battery voltage is in the green area (24 to 28 Vdc).

b. Warning Alarm sounds.

c. Stop Engine indicator is ON.

NOTE: On some engine equipped trucks this indicator will go off after

operating for a short period of time.

d. Park Brake (and indicator) is On.

e. Shifter is in N (Neutral) position.

f. Appropriate indicators flash and alarms sound.

4. Push the Lamp Check or Press to Test buttons. All of the bulbs shouldlight.

5. Verify that all Circuit Breakers are in operating position (pushed in).

6. On trucks so equipped, verify the operation of the manual power supplysystem by switching the system on (pulling the button out) and turningthe steering wheel. If the pump sounds and the front wheels move, thesystem is operating. Remember to turn the system off (push in the but-ton) immediately after testing.


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NOTE:It may be necessary to release the Hand Brake or Brake Pedal(if applied) to allow the front wheels to move. If this is necessary, apply

the Load or Park Brakes, or use other appropriate means to prevent the

truck from moving.

7. Alert any personnel in the area that you are going to move. Make surethey are clear of the truck. Sound the horn, wait several seconds, thensound another blast.

8. Rotate the Engine Stop/Start switch to the Start position and hold - thestarter will engage and crank the engine until it starts. When the enginestarts, release the switch and it will return to the Run position. The alarmwill stop sounding when the engine oil pressure rises.

NOTES:

1. Typically when the engine is started cold, it may idle at an advanced

idle speed of 1000 to 1200 rpm. This improves its burning of fuel in the

cold combustion chambers. As the engine temperature increases, the

idle speed should steadily decrease to the normal low idle speed.

2. The engine should not be accelerated when cold. Let the engine idle

until the water temperature begins to warm (e.g., show movement on the

gauge), before accelerating the engine or moving the truck. If the enginedoes not start, or for cold weather starting information, refer to the appro-

priate engine manual for additional instructions.

3. On trucks equipped with an electric start system, it is recommended

that the engine not be cranked for more than 30 seconds at one time. A

5 minute interval to allow the system components to cool is recommended

before making another starting attempt.

4. If the battery charge is insufficient to start the engine, it must be

replenished from an external source by connecting the source to the trucksexternal supply system.

9. As soon as the engine is started and operating, check all gauges andindicators for proper operating condition and readings.

10. Visually inspect the windows and doors to be sure they are clean andfree of damage.

11. Adjust the operators seat to the best driving position for maximumcomfort and safety.

NOTE:Adjustment procedures for seats may be obtained from the seat

supplier or manufacturer. Check with the appropriate mine personnel for

the procedure.


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12. Adjust all mirrors as required to obtain the maximum possible field ofvision.

13. Verify that the windshield wipers are operational and that there is anadequate supply of fluid in the washer reservoir.

14. Securely fasten the seat belts. The operator and anyone riding in thecab should be seated and have seat belts securely fastened at all timesthe truck is in operation.

15. As soon as the engine coolant temperature, oil pressure, and systemair pressure and/or battery charge reach normal operating range, the truckmay be put into operation.


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SECTION 6

OPERATION

INTRODUCTION

The safe operation of a TEREX Unit Rig MT Series truck is the primaryresponsibility of the driver as it is with any piece of equipment. A safetyconscious driver operating a well maintained truck is less apt to be involvedin an accident. Remember, safe operation of any vehicle is no accident.

Prior to starting the truck, be certain to understand all of the basic safetyrules of the mine and those outlined in this manual.

ENGINE STARTING

The recommended procedure for starting the engine is outlined in detail inSection 5 - Engine Start. A walk around inspection (Section 4 - Pre-Operational Inspection) of the truck is recommended prior to starting theengine.

PROPULSION

FORWARD-NORMAL OPERATION

To drive the truck forward in normal operation:

1. Verify that the 24 Vdc system battery voltage is in the green band (24to 28 Vdc).

2. Fully depress the Brake pedal and hold.

3. Verify that the area around the vehicle is clear of personnel and obstruc-tions.

4. Move the Shifter to F (Forward).

5. Sound the trucks primary horn to warn personnel in the area of impend-

ing truck movement.

6. Release the:

a. Park Brake

b. Load Brake


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c. Hand Brake

d. Brake pedal

7. Depress the Throttle/Accelerator pedal. Use the pedal to assist in

regulating the trucks speed.

DO NOT allow the truck to roll backward prior to accelerating it

forward. If the truck is on a grade and moves backward, bring it to

a complete stop fi rst.

NOTE:Prior to placing the truck into normal operation, it is recommendedthat the steering, dynamic retarding, and brake systems be checked

through a series of maneuvers utilizing each system. If any system does

not function normally, stop the truck and notify the appropriate personnel.

NOTE: For slow speed maneuvering, especially in confined locations, itmay be desired to use the Brake pedal to assist in controlling the trucks

movement.

REVERSE

To back the truck up, proceed as follows:

1. Verify that the 24 Vdc system battery voltage is in the green band (24to 28 Vdc).

2. Fully depress the Brake pedal and hold.

3. Verify that the area behind the vehicle is clear of personnel and obstruc-tions. Remember that visibility to the rear of the truck is somewhat lim-ited, especially directly behind the dump body, so make an extra checkto see that the intended travel path is clear.

4. Move the Shifter to R (Reverse) position. The back-up lights and alarm

should come on automatically. The engine will remain at low idle speed.

5. Sound the trucks primary warning horn to clear any personnel in thearea.

6. Release the:


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a. Park Brake

b. Load Brake

c. Hand Brake

d. Brake pedal

7. Depress the Throttle/Accelerator pedal. Use the Throttle/Acceleratorand Brake pedals to control the trucks speed and maneuver the truck asrequired.

DO NOT allow the truck to roll forward pr ior to accelerating it rear-

ward. If the truck is on a grade and it starts to move, bring i t to a

complete stop fi rst.

DYNAMIC RETARDING

To slow and stop the truck, or control the speed on a downgrade, release

the Throttle/Accelerator pedal, and depress and hold the Dynamic Re-tarding pedal. The further the pedal is depressed, the greater the retardingaction.

NOTE: Dynamic retarding is designed to decelerate the truck and bringit to a stop.

The Dynamic Retarding pedal should be slightly depressed before going

over the crest of a hill, then depressed as required to maintain the desiredspeed on the downgrade. This procedure permits the retarding system tofunction at maximum efficiency and reduces the lag or delay normallynoted between pedal movement and the onset of retarding.

TEREX Unit Rig trucks employ a dynamic retarding system as the pri-mary means of decelerating the truck and maintaining speeds on down-grades. In dynamic retarding, the wheelmotors are caused to function as

generators, to transform the kinetic energy (the energy keeping it moving)of the truck into electrical energy. This energy is forced through an air-cooled resistor grid that releases the energy as heat to the surroundingair.

NOTE:It is important to remember that the dynamic retarding system isdesigned to operate most efficiently in a specific speed range. This range


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varies with truck size and load, electrical propulsion system, and grade

on which it is operated.

IMPORTANT: It should also be remembered that the dynamic retard-ing effort is generated only by the wheelmotors. The dynamic retarding

system should be used alone (without the friction or service brake sys-tem) whenever possible, to minimize unnecessary component wear.

Truck speed can be controlled efficiently by dynamic retarding, over aspecific speed range. The amount of dynamic retarding effort available ismaximum and constant in the speed range of 1 to 15 mph (2 to 24 km/hr).At speeds in excess of 15 mph (24 km/hr), the amount of dynamic retard-ing effort available decreases as the speed continues to increase.

NOTE: On trucks equipped with the 200 and 240 ton (181 and 218 mt)systems provided by General Electric (GE) there are two speeds listed for

each grade, the higher speed 5-minute retard and the reduced, continuous

rated retard speeds. An indicator light is on when the system is operating

or approaching operation in the reduced or continuous retarding mode.

Otherwise the system is automatically in the increased or nominal 5-minute

rating dynamic retarding mode.

The chart at the end of this manual represents the typical dynamic retard-ing curve for a specific model of truck, operating at specific weight restric-tions. The chart is keyed to reflect two distinct operating zones:

1. Normal Operating Area. This is the safe speed range in which the truckmay be operated for the variety of grades designed for.

2. Normal Operating Limits. This area designates the maximum limita-tions of the dynamic retarding system with respect to truck speed andamount of grade.

To determine the operational limit for a particular grade, proceed as fol-lows:

1. Determine that the following truck equipment is the same as that listedon the chart:

a. Truck model and size.

b. Tire size.

c. Wheelmotor and gear ratio used.


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d. Payload and gross vehicle weight.

NOTE:Performance characteristics depend greatly upon vehicle weight.Heavy bed liners, accumulations of mud or other materials, extra optional

equipment, etc., adds to the weight in the same way a payload or overload

does. If the trucks empty vehicle weight (EVW) or gross vehicle weight(GVW) exceed those listed on the curves, contact the appropriate mine

or TEREX Unit Rig personnel for revised operational information.

2. Determine the actual grade in question and whether it will be descendedloaded or empty. Also determine the rolling resistance of the grade, asthis will affect the effective grade that the truck is experiencing.

3. Locate the grade or slope involved on the vertical axis (column of num-bers) of the chart. Note that the left axis is used if the truck is loaded andthe right axis if the truck is empty during the descent.

4. Draw a horizontal line across the chart, starting at the selected gradein step 3. This will assist in identification of the speed limits.

NOTES:

1. If the trucks speed is in excess of the limits, it will be necessary touse the trucks friction brake system as a supplement to the retarding

system to slow the truck to speeds within the operating envelope.

2. On trucks equipped with the General Electric (GE) 200 and 240 ton

(181 and 218 mt) propulsion system, there are two curves or speeds. The

slower speed is the continuous rated speed that the truck will operate at

regardless of the operating environment or component temperatures. The

slightly increased speed curve represents the nominal 5-minute rating

that the truck will operate at if the component operating parameters aremaintained. The control system will automatically change from one

configuration to the other based on the temperatures monitored by the

system.

Consult the appropriate mine personnel for the recommended op-

erating speeds.

OVERSPEED RETARDING

Included in the trucks propulsion system is a feature called overspeedretarding. In this feature, a preset maximum speed is selected by anadjustment on the electronic control system. This speed is used as amaximum speed limiter for safety consideration and is not to be used as


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a speed governor. Normal dynamic retarding is still the desired method ofcontrolling truck speed when decelerating or maintaining speeds on down-grades.

As truck speed approaches this setting, propulsion output is automati-

cally reduced to minimize the ability to reach the overspeed setting. If thespeed is allowed to increase to this level, the control system discontin-ues propulsion and switches to full dynamic retarding mode. After thevehicle has slowed to a preset speed below the activation level, the sys-tem again switches and reverts to normal propulsion if it is still demandedby the operator. This fast, repetitive cycling from propulsion to retardingand back is an undesirable operating mode and is the reason that opera-tion in overspeed is not recommended.

A feature has been installed that allows two separate overspeed settingsto be made. Typically, a decreased speed setting is incorporated whenthe truck is loaded. This limits the truck to a speed consistent with theloads being carried and the terrain being followed. A second, increased,speed is allowed for an empty truck. This speed improves truck speedwhen speed control is not as critical. In a typical installation sensorsautomatically select the default or lower setting when the truck is indi-

cated as being even partially loaded. When the load is dumped, one ofseveral reset methods (such as the use of the Dump Control or LoadBrake controls) allows the system to switch to the higher empty settinguntil the truck is again loaded.

An operator should always be aware of the overspeed setting(s) and con-trol the trucks speed to remain below the preset levels at all times.

RETARDING SPEED CONTROL

The retarding speed control feature was developed to assist the operatorin maintaining a constant speed when retarding on downhill grades, aform of cruise control in dynamic retarding. When activated, the systemeliminates the normal requirement that the operator control the amount ofretarding effort provided (and the truck speed) by means of a foot pedal,replacing it with automatic controls electronically operated by the propul-sion system. The operator inputs are only to control activation and over-

ride (if needed) and to set or adjust the desired truck speed range.

To operate the system proceed as follows:

1. At the time the Dynamic Retarding pedal would normally be depressed,activate the system by pulling the mushroom shaped Retarding SpeedControl switch.


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NOTE:The system can be activated earlier as the control is overriddenwhenever the Throttle/Accelerator pedal is depressed.

2. Verify that the amber Retarding Speed Control On indicator on the dashlights.

3. Adjust the Retard Speed Control potentiometer to the approximate po-sition for the speed desired.

NOTE: Since the system actually controls the retarding effort and notthe speed, the control is marked simply Maximum and Minimum. The

speed settings are not defined.

4. When the Throttle/Accelerator pedal is released:

a. If the truck is operating at more than 2 mph (4 km/hr) below theoperator preset speed, the electrical propulsion system will cycle into thecoast mode.

b. If the truck is operating at a speed above 2 mph (4 km/hr) fasterthan the operator preset speed, the propulsion system will cycle into the

dynamic retarding mode.

c. The system will automatically increase or decrease the amount ofretarding effort developed to maintain the preset speed.

5. To increase the speed, turn the speed control potentiometer clockwise(CW); to lower the speed turn it counter-clockwise (CCW).

6. If additional retarding effort is needed (up to the normal operationallimits of the system), depress the Dynamic Retarding pedal. The retard-ing system is controlled by

ac operator manual

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