labrie right-hand co-mingle troubleshooting 90252

TROUBLESHOOTING

AUTOMIZER CO-MINGLE RIGHT-HANDTM

Release date: December 2006 Part# 90252

AUTOMIZER RIGHT-HANDTM

3-2

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TROUBLESHOOTING

TROUBLESHOOTING


Table of Contents

3.0 TROUBLESHOOTING .................................................................................. 3 - 53.1 INTRODUCTION ............................................................................................ 3 - 53.2 HAND TOOLS REQUIREMENT .................................................................... 3 - 73.3 TROUBLESHOOTING GUIDE ...................................................................... 3 - 83.4 PUMP TROUBLESHOOTING ...................................................................... 3 - 153.5 PUMP CAVITATION ..................................................................................... 3 - 173.6 PACKER AIR SYSTEM TROUBLESHOOTING .......................................... 3 - 183.7 PACKER MODULE TROUBLESHOOTING ................................................ 3 - 223.8 PACKER MULTI-CYCLE MODULE PROGRAMMING ............................... 3 - 253.9 PACKER MULTI-CYCLE MODULE TROUBLESHOOTING ....................... 3 - 263.10 ELECTRIC SCHEMATICS SYMBOLS ........................................................ 3 - 303.11 ALLISON TRANSMISSION PROGRAMMING PARAMETERS ................. 3 - 313.12 ENGINE PROGRAMMING PARAMETERS ................................................ 3 - 323.13 CYLINDER INTERNAL LEAK DETECTION ............................................... 3 - 333.14 TAILGATE LOCKING MECHANISM TROUBLESHOOTING ..................... 3 - 343.15 MAIN HYDRAULIC SCHEMATIC ................................................................ 3 - 383.16 AUTOMATED ARM HYDRAULIC SCHEMATICS ....................................... 3 - 40


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TROUBLESHOOTING

3.0 TROUBLESHOOTING

3.1 INTRODUCTION

This section contains information that will help Labrie end users to narrow down andsolve problems that might occur on the AUTOMIZERTM unit. Procedures throughout thissection require from the people who will perform troubleshooting tasks, to have basicknowledge in electrical, hydraulic and pneumatic systems. The employer shall ensurethat the maintenance personnel are trained prior to beginning troubleshooting. Beforeproceeding to some maintenance on a vehicle, make sure that all safety procedures areapplied. The lockout/tagout procedure outlined in the Operator’s Manual is mandatoryto ensure the safety of those who work on and around the vehicle.

Refer to section 3.3 “Troubleshooting Guide” in order to resolve commonly seenproblems or contact LabriePlus to talk to one of our product specialists.

NOTE: The schematics provided in this manual are for reference only. Please refer tothe schematics provided with the truck (in the cab) to perform maintenance andtroubleshooting tasks, as they are specific to the truck.

LabriePlusParts, Service and Warranty

(during business hours)

Technical Support Service(24 hours)

1-800-231-27713630 Stearns DriveOshkosh, WI 54904


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TROUBLESHOOTING

Figure #3.3

Two oil gauges (0-4000psi)

Ball-end Hex Key (Metric & SAE)

Figure #3.4

Figure #3.1

3.2 HAND TOOLS REQUIREMENT

To pinpoint the cause of a problem on avehicle, some hand tools are necessary toperform tests on components (pneumatic,hydraulic or electrical). Here is a list andpictures of the minimum required tools toperform troubleshooting proceduresthroughout this manual. Theses are onlysuggestions; product brand names maydiffer.

Required hand tools

Digital Multimeter or VOM:(Volt-Ohm-Milliammeter)

Note:The ammeter must support at least 10amps

Figure #3.2

Jumper wire with alligator clips

0-4000PSI PRESSUREGAUGE

(Part# HYF00910)

FEMALE QUICKCOUPLER

(Part# HYF10195)


3-8

3.3 TROUBLESHOOTING GUIDE

This troubleshooting guide will help identify the most commonly seen problems on theLabrie AUTOMIZERTM. This table will also provide the possible cause of the problem andgive solutions to resolve the problem. For further information regarding customizedoptions that might not be found in this troubleshooting guide, contact the LabrieTechnical Support Service.

1. Add oil to the required level. Referto section 1.14.5 “Hydraulic tankinspection procedure”.

2. Perform the hydraulic pressureadjustment procedure.Refer to section 1.15 “HydraulicPressure adjustement” forprocedure.

3. See section 2.1 “RecommendedLubricants” for proper type oil touse. Refer also to section 1.14.6“Hydraul ic oi l replacementprocedure”.

4. Clean the strainer inside the tankand change the return filterelement. Fill with clean oil. Referto section 1.14.6, 1.14.7 & 1.14.8.

5. Check all hydraulic componentsthat may have debris, causingrestriction in the system. Havethe pump inspected by aspecialist.

SOLUTION(S)

• Insufficient packing ratio.

PROBLEM POSSIBLE CAUSE(S)

1. Low oil pressure;

2. The packer hydraulic cylindersare internally bypassing;

3. Defective pump.

1. Perform hydraulic pressureadjustment procedure. Referto section 1.15 “HydraulicPressure adjustement” forprocedure.

2. Refer to section 3.13 “Internalleak detection”.

3. Replace the pump.

• The hydraulic oil is over heating(Temperature higher than180°F (77°C).

1. Oil level in hydraulic tank is toolow;

2. Hydraulic pressure is too low ortoo high;

3. Not the proper grade of oil.(i.e.: too thin in hot temperaturesor too thick in cold temperatures);

4. Contaminated oil;

5. Restriction in the system;

SOLUTION(S)PROBLEM POSSIBLE CAUSE(S)

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TROUBLESHOOTING

• Oil is foaming 1. Low oil level;

2. Air getting into the system;

3. Not the proper grade of oil.

1. Add oil to the required level. Referto section 1.14.5 “Hydraulic tankinspection procedure”.

2. Tighten the connections of allhoses and pipes between thepump and the hydraulic tank.

3. Empty oi l and ref i l l withanti- foaming oi l . Refer tosection 2.1 “RecommendedLubricant” for the proper type ofoi l to use. Refer also tosection 1.14.6 “Hydraulic oilreplacement procedure”.


3.3 TROUBLESHOOTING GUIDE (Cont’d)

• Cavitation, excessive noise orvibration of the pump.

1. Fully open the ball valve on thehydraul ic tank. Refer tosection 1.9 “Prior to start up”.

2. Add oil to the required level. Referto section 1.14.5.

3. See section 2.1 “RecommendedLubricants” for proper type oil touse. Refer also to section 1.14.6“Hydraulic oil replacementprocedure”.

4. Refer to section 3.5 “PumpCavitation”.

5. Clean the strainer inside the tankand change the return filter. Fillwith clean oil. Refer to section1.14.6, 1.14.7 & 1.14.8. Take anoil sample for further analysis.Refer to section 2.1.5 “Hydraulicoil test”

6. Unblock or replace the hose.

1. Ball valve on the hydraulic tankis not fully open;

2. Low oil level;

3. Oil too thick;

4. Air in the system;

5. Particle contamination or dirtystrainer;

6. Suction hose blocked;



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• The pump (PTO) does notengage.

1. Air pressure;

2. Red emergency stop button(s);

3. Engine speed is higher than 900RPM;

4. Electrical;

5. Faulty electrical dump valve.

1. Make sure the air pressure isabove 70 PSI.

2. Ensure that the red button onpacker control station is pulledout.

3. Reduce engine speed below900 RPM. If the RPM cannot bereduced under 900RPM, contactyour local chassis dealer.

4. Check fuses inside the consoleand the main fuses located atthe battery. Refer to section 3.4“Pump troubleshooting”.

5. Replace the electrical dumpvalve




• No hydraulic pressure. 1. Pump is not engaged;

2. Pressure adjustment;

3. Hydraulic line;

4. Hydraulic spool inside the valve.

5. Faulty electrical dump valve.

1.Turn the PTO switch “ON”.

2.Check the pressure adjustment.Refer to section 1.15 “HydraulicPressure adjustement” forprocedure.

3.Perform a circuit analysis withthe main hydraulic schematicssection 3.15 or section 3.16.

4.Make sure that no spool insidethe directional valve is stuck in aposition that could send thehydraulic flow to the tank.

5.Replace the electrical dumpvalve.


• The pump is leaking oil. 1. Loose connections;

2. The pump shaft seal is damaged.

1. Tighten all connections at thepump.

2. Have the pump repaired by anauthorized service center.

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TROUBLESHOOTING



• The packer is moving verticalor sideways.

1. The packer wear pads have toomuch wear;

2. Sliding shoes have too muchwear.

1. Inspect or replace the wear padas indicated in section 1.12.5.

2. Inspect or replace the slidingshoes as indicated insection 1.12.3 1.12.4.

• The tailgate is unlocking orlowering by itself.

1. The velocity fuse is dirty ordefective;

2. Inverted hydraulic hoses on themain hydraulic valve.

1. Clean or replace the velocityfuse. Refer to section 3.14“Tailgate locking mechanismtroubleshooting”.

2. Test the “power bleed” on thetailgate section of the valve.Refer to section 3.14 “Tailgatelocking mechanismtroubleshooting”.


• The packer does not completea full cycle.

1. Empty the body. Refer to theOperator’s Manual section 3.4.9“Breaking the load”.

2. Clean behind the packer. Referto section 1.11 “Cleaning thehopper area”.

3. Clean the area around the limitswitches. Refer to section 1.12.2“Limit switch adjustment”.

4. Refer to section 3.6 “Packer airsystem troubleshooting”.


1. Body is full, preventing the packerfrom reaching the fully extendedposition;

2. An accumulation of garbagebehind the packer prevents thepacker from reaching the fullyretracted position;

3. Packer limit switch operationaffected by debris or out ofadjustment;

4. Air control systems might bedefective.


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• The packer is moving forwardwhen pressing the GREENbutton, but stops whenreleasing the button.

1. Faulty packer module;

2. Faulty harness between thepacker module and the console.

1. Refer to section 3.7 “Packermodule troubleshooting”.



• The packer is moving forward,but stops at the end of thestroke.

1. Air solenoid valve is faulty;


3. Dirty or defective air actuator onthe main hydraulic valve;

4. Leaking “o-ring” on the airactuator piston;

1. Manually override the air valvecoils to see if the problem is theelectr ical signal. Refer tosection 3.7 “Packer moduletroubleshooting”.


3. Clean or replace if necessary

4. Replace the o-ring and lubricate.



• The packer does not start at allwhen pressing “Start Cycle”(green) button.

1. PTO switch;

2. Emergency Stop buttons (red);

3. Packer control stat ion notselected;

4. Air system;

5. Hydraulic;

6. Faulty harness between thepacker module and the packercontrol station.

7. Defective packer module.

1. Make sure the PTO switch isturned “ON”.

2. Make sure all Emergency Stopbuttons (red) are pulled out.

3. See if the packer control stationselector switch is properly set tothe one you are using.

4. Make sure the air pressure is atleast 70 PSI.

5. Ensure that the hydraul icpressure is properly adjusted.




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TROUBLESHOOTING


• The packer is movingbackwards when pressing the“Retract” (yellow) button, butstops when releasing thebutton.


2. Faulty harness between thepacker module and the console.




• Packer does not performenough cycles

1. Multi-cycle module programming. 1. Reprogram the module for highernumber of cycles. Refer tosection 3.8 “Packer multi-cyclemodule programming”.


• The backup alarm and thewarning buzzer inside the cabwork all the time.

1. Tailgate limit switch out ofadjustment;

2. Body raised limit switch out ofadjustment;

3. Limit switch;

4. Faulty harness

1. Adjust the limit switch arm withthe tailgate cylinder. Refer tosection 1.13.5 “Tailgate limitswitch”.

2. Adjust the limit switch arm withthe body f loor. Refer tosection 1.13.4 “Body raised limitswitch adjustment”.

3. Check the limit switch with amultimeter or VOM for properoperation (ON/OFF or click).

4. Check for continuity on theelectr ical harness that isconnected to the limit switch.Change the electrical harness ifnecessary.



3-14

• The arm is too fast.

• The arm is too slow.

1. Flow limiter on the proportionalvalve not properly adjusted.

1. Flow limiter on the proportionalvalve not properly adjusted.

1. Re-calibrate cylinder’s speed(see section 1.15.5 “Arm speedadjustment”).

1. Re-calibrate cylinder speed (seesection 1.15.5 “Arm speedadjustment”).

SOLUTIONPROBLEM POSSIBLE CAUSES



• Flashing lights on dashboard arealways blinking.

• The arm does not respond tojoystick (Assuming that PTOswitch and light are On).

1. Limit switches not adjustedproperly.

2. Power cables are cut off ordefective.

3. One limit switch(or both) is faulty.

1. Arm control fuse(s) burned.

2. Power cables are cut off ordefective.

3. Faulty joystick.

1. Aligned the lever with the grabberf inger (see sect ion 1.17.3“Grabber Limit Switch”).

2. Perform a continuity test on thecable or change faulty cables.

3. Replace faulty limit switches.

1. Check fuses in the console.

2. Follow wires on the electricalschematic for 12 volts supply(Move joystick to get signals).

3. Contact LabriePlus.

SOLUTION(S)POSSIBLE CAUSE(S)PROBLEM

SOLUTION(S)POSSIBLE CAUSE(S)PROBLEM

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TROUBLESHOOTING

3.4 PUMP TROUBLESHOOTING

The pump is operated using a control switchlocated on the console. Also, a red warninglight indicates when the pump is engaged.Two conditions must be met for the pumpto engaged and the warning light to turnON:

1) Air pressure of 70 PSI2) Engine speed lower than 900RPM

The air pressure condition is verified by apressure switch while the engine speed(900RPM) is verified by the transmissionECU

If the pump does not engage when thepump (PTO) switch is turned “ON”, it maybe related to a voltage supply problem inthe pump circuitry.

The following test will help resolve pumprelated problems. Prior to begin testing,ensure that all these conditions are met:

1) Parking brake applied;2) Engine is running (idle speed);3) Transmission in “Neutral”;4) Emergency red button pulled out;5) Pump(PTO) switch “ON”;

Refer to the electrical schematic #Z79450(Figure #3.6) to follow the numbered testpoints. A test light or a multimeter (VOM)may be used by connecting the negativeprobe on the ground post (Single screw inthe console on which all the ground wire(#105) are connected to.), and by taking areading with the positive probe at eachtest point.

Note:It is not recommended to strip or to poke

FIGURE #3.5

through wires to perform tests as this couldcreate shorts and/or wire deterioration testdirectly in connector and switches

The transmission ECU is used as aninterlock or safety for the PTO signal (12Vinput on wire #104). If the engine RPM ishigher than 900RPM, the transmission ECUwill not allow the output signal (12V outputon wire #149) preventing the pump fromengaging at high RPM.

The transmission ECU will wait until thethrottle drops under 900RPM, allowing the12-volt output signal on wire #149 (testpoint 15).

Continue following the path until reachingthe last test point. If one of the test pointsfailed, try to pinpoint the source of theshortage between the previous test pointand the failing test point.

NOTE:Neither the engine throttle nor thetransmission not being in Neutral willaffect the pump operation once the pumpis engaged.


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21SOLENOID

PUMP AND JOYSTICK

5

6

1

3

4

2

NUMBERS

+

ALLISON WIRE

ECU ALLISON

549112

+ P.T.O ENABLE OUTPUT

504118P.T.O ENABLE INPUT

J1

PACKER

MODULE

CONTROL

123

123

123

104

117

105

CONSOLE

GROUND

POST

P.T.O RELAY

87

86

85

30

87A

149

104

147

13 2

117

104

1211

1098654321 771 2 3 4 5 6 8 9 10 11

12

30 A.

87

85 86

30

IGNITION

RELAY

147

141

147

147

30 A.

-

BATTERY

+

FUSEBLOCK

P.T.O SWITCH

21

65

43

21

21

147

117

125

125

141

117

104

1211

1098654321 7

1197531

12

108642

7.5A

20A

ELS00461

15A

73580 OR

73582 OR

73581 OR

5A

AIR SUPPLY

PRESSURE SWITCH INTO

CONSOLE (PNI00400)

114

149

RELAY

85

87

30

87A

86

SPEEDUP

RED PUSH BUTTON

45047 OR

74788

(NOT INSTALLED)

1

2

3

4

56

78

910

11

12

13

14

15

16

A

B

C

D

CAB PACKER

BLADE CONTROL

WHITE PLASTIC CONNECTOR(AMP)


WATER PROOF CONNECTOR (DEUSTCH)






FIGURE #3.6

# Z79450

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TROUBLESHOOTING

3.5 PUMP CAVITATION

Cavitation is defined as the formation ofair pockets in a moving fluid. The presenceof air in the hydraulic oil produces cavitationinside the pump, generating excessivewear and noise. Cavitation is forming mostof the time after replacing hydrauliccomponents or after flushing the hydraulicsystem. Make sure to prime the pumpproperly after its replacement. When thepump is properly primed, the cavitationwill disappear after a short time becauseair is returning to the hydraulic tank.

Though, if the pump is still generatingunusual noise after performing the primingprocedure, apply the following procedureto remove residual air pocket from thesystem.

HYDRAULIC SYSTEMBLEEDING PROCEDURE

1. Apply all safety measures toensure safety around the vehicleat all times.

2. Connect a 0-4000PSI gauge to themain valve to ensure that nopressure build-up is present inthe system.

3. Apply the parking brake.

4. Start the engine.

5. Engage the hydraulic pump (PTOswitch “ON”).

HYDRAULIC SYSTEMBLEEDING PROCEDURE

6. Slowly loosen either the boltlocated on the main control valve’soutput section or the nut locatedon the output hose of the valve(Figure #3.7). A mixture of oil andair will come out. Keep bleedingthe oil until the pump noise stops.DO NOT ACTIVATE ANYHYDRAULIC FUNCTION DURINGSYSTEM BLEEDING.

7. Use a pan or a bucket to recuperatethe oil.

8. Tighten the pipe/hose fitting whenthe noise has stopped.

9. Cycle the packer to ensure thatthere is no leaks and the pump isrunning smoothly.

10. Disconnect the gauge.

FIGURE #3.7

LOOSEN EITHER THISBOLT OR THIS NUT


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FIGURE #3.10

QUICK EXHAUSTVALVES

FIGURE #3.9

FIGURE #3.8

3.6 PACKER AIR SYSTEMTROUBLESHOOTING

How it works:

The hydraulic valve which controls someof the vehicle’s hydraulic functions isequipped with air actuators (Figure #3.8).The packer air actuator pushes back andforth on the hydraulic spool of the valve,resulting in a movement of the packer(extend or retract).

As the packer reaches the end of a stroke,the limit switches located behind the packerwill send the signal to the electronic moduletelling that the packer has reached the endof its stroke. The packer module will thenoperate the air solenoid valve inside theconsole (Figure #3.9) with a 12-volt signal(one signal for packer extend, one signalfor packer retract). See also section 3.7“Packer module troubleshooting”.

When receiving the 12-volt signal (extendor retract) from the module, the air solenoidvalve inside the console (Figure #3.9)

Four quick exhaust valves — two of whichare located close to the body main valve(Figure #3.8) and two under the hoistcylinder (Figure #3.10) — are designed torelease the air pressure from lines goingto the packer air actuator installed on themain control valve. They release air whenthe packer reaches the end of a strokeallowing the spool to move in the oppositedirection and to prevent working againstpressurized lines.

AIR SOLENOIDVALVE

PACKER AIRACTUATORS

AIRACTUATORS

QUICKEXHAUSTVALVES

enables the air pressure to reach theactuator on the main control valve. Whetherit is the retract or extend signal, the spoolwill move accordingly.

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TROUBLESHOOTING

PACKER AIR SYSTEMTROUBLESHOOTING


2. Remove the optional cover (ifapplicable) over the valve to getaccess to the air tubes.

3. Remove the air tube from theactuator, pushing on the greensleeve with a screwdriver (Figure#3.11). Pull the tube (Figure #3.12).

4. To ensure that the spool movesfreely inside the valve, injectpressurized air in one side of theactuator (the same process willhave to be done for the other sideof the actuator) (Figure #3.13). Ifthe spool is not moving freely,lubricate or replace the airactuator.

Note:If air is leaking by the oppositeport of the pressurized side of theactuator, when both hoses areremoved, this could indicate thatthe o-ring on the piston of the airactuator is leaking. If neededdisassemble clean and lubricatewith grease or replace the o-ring.

5. If the spool is moving freely, tryinjecting air in the tube and see ifair is exhausting from the quickexhausts valves underneath thebody cylinder and close to thepacker valve section actuator.

6. If not, see if air lines are notblocked or bent, then replace thequick exhaust valves if necessary.

FIGURE #3.11

PUSH ON THE GREENSLEEVE

3.6 PACKER AIR SYSTEMTROUBLESHOOTING (Cont’d)

Troubleshooting:

If the packer does not complete a fullcycle, it may be related to the air system.In order to resolve the problem, apply thefollowing procedure:

FIGURE #3.12

PULL THE TUBE


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FIGURE #3.13FIGURE #3.14

INJECTPRESSURIZED AIR

3.6 PACKER AIR SYSTEM TROUBLESHOOTING (Cont’d)

As the air enters in theactuator, the hydraulicspool moves back andforth.

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TROUBLESHOOTING

FIGURE #3.15

3.6 PACKER AIR SYSTEM TROUBLESHOOTING (Cont’d)


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FIGURE #3.17

3.7 PACKER MODULETROUBLESHOOTING

How it works:

Reference: Figure #3.27 or electricalschematic.

When pressing on “start cycle” button (green)on the packer control station, the packermodule will send a 12-volt signal (packerextend) to the air solenoid valve inside theconsole (Figure #3.18). That signal allowsthe solenoid valve to move the air actuator onthe hydraulic valve, causing the packer tomove forward until it reaches the end of thestroke.

At the end of the stroke, the limit switchlocated on the L-H side of the hopper(Figure #3.16) will signal the module to cutthe 12-volt signal on wire #107 and to switchthe signal (packer retract) on wire #106. Thepacker will stop and then retract to its initialposition, completing a full cycle.

When the packer is returning to its initialposition, the limit switch located on theright-hand side of he hopper will cut the12-volt signal on wire #106 stopping thepacker.

FIGURE #3.16

L-H SIDEACCESS PANEL

REMOVED

PACKERMODULE

FIGURE #3.18

AIR SOLENOIDVALVE

Continued on next page --->

MANUALOVERRIDE

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TROUBLESHOOTING

3.7 PACKER MODULETROUBLESHOOTING (Cont’d)

The packer module was designed with aset of LED’s to indicate the status of thepacker system. These LED’s are used tomonitor the activity of the packer moduleduring a normal cycle. At any given time,each LED refers to an input or an output.

For example, if the “start cycle” button(green) is pressed, the LED “OUT 3” shouldturn “ON” and stay “ON” until the packerreaches the end of the stroke(Figure #3.19).

PACKER MODULETROUBLESHOOTING


2. Ensure that the parking brake isapplied and start the engine.

3. Make sure all Emergency StopButtons (Red) are pulled out.

4. Remove the access panel on theR-H side of the hopper(Figure #3.17). This will giveaccess to the packer module.

5. Start the engine.

6. Select the proper control station(for multiple packer controlstations).

7. Press the “start cycle” button(green) or the “retract” button(yellow) on the packer controlstation (Left or right) and see if theLED “OUT 3” (“OUT 2” for “retract”button) on the module turns “ON”and stays “ON”. If the LED doesnot stay “ON”, REPLACE THEPACKER MODULE.

8. If the LED “OUT 3” (“OUT 2” for“retract” button) stays ON, andthe packer does not move, thesolenoid valve inside the consolemight be stuck or defective.

If the packer does not start at all or movesforward only when holding the “start cyclebutton (green), apply the followingprocedure to solve problem:

Note: This procedure also applies to the“retract” button (yellow).

IN 1 IN 2 IN 3 IN 4

IN 5 IN 6 IN 7 IN 8

OUT 1 OUT 2 OUT 3 OUT 4 OUT 5

INPUT

OUTPUT

PACKER MODULE LED’s LAYOUT

Refer to figure #3.22 for more information onLED’S layout of the packer module.

FIGURE #3.19

“OUT 3”Green button is pressed

FIGURE #3.20


3-24

IN 1 : Main power input (Cut by in cab Emergency Stop button)IN 2 : Main power input (Cut by L-H side Emergency Stop button)IN 3 : R-H side packer control station (“ON” when selected)IN 4 : L-H side packer control station (“ON” when selected)IN 5 : R-H side speed-up switch “ON” (“Bunny button”)IN 6 : L-H side speed-up switch “ON” (“Bunny button”)IN 7 : Packer fully retracted limit switch (“ON” when “clicked”)IN 8 : Packer not fully retracted limit switch (“ON” when not “clicked”)

OUT 1 :Acceleration signal “ON”OUT 2 :Packer is retracting or “retract” button (yellow) is “ON” or Packer fullyextendedOUT 3 :Packer is extending or “start cycle” (green) button is “ON”OUT 4 :Multi-cycle output and Crusher panel enabled (Packer fully retracted)OUT 5 :PTO power (Cut by right outside Emergency Stop button)

INPU

T LE

D’s

OU

TPU

T LE

D’s

PACKER MODULE LED LAYOUT

In order to check the continuity between thepacker module and the console, two harnesssections require to be tested. The first sectionof the harness goes from the packer module tothe body hinges, where a 12-pin connector canbe found (Figure #3.26). The other sectiongoes from the hinge at the rear of the vehicleand returns to the console in the cab.

Unplug the 12-pin connector, and test thecontinuity on wire #105, #106 and #107 usinga multimeter or VOM. Note that a probeextension of 30 feet is necessary and twoinsulated alligator clips are required to connectthe multimeter to both ends of the harness.

Packer module andconsole junction

(12-pin connector)

FIGURE #3.21

L-H side rearmud flap

FIGURE #3.22

9. Inside the console, press on theoverride button on the solenoidvalve (Figure #3.17). The packershould be moving when manuallyoverriding the valve. If not, makesure that the air lines are notblocked or bent (Also refer tosection 3.6 “Packer air systemtroubleshooting”;

10. When either LED “IN 7” or “IN 8” is“ON”, check for a 12-volt signal atthe valve, coming from the packermodule on wire #106 (packerextend) and wire #107 (packerretract). If the signal is presentinside the console, remove, cleanand inspect the valve, replace thesolenoid valve if necessary;

11. However, if the LED on the moduleis “ON” and no signal is presentinside the console, check thecontinuity of the electricalharnesses between the moduleand the console. Replace one orboth harnesses if necessary.

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TROUBLESHOOTING

3.8 PACKER MULTI-CYCLEMODULE PROGRAMMING

The multi-cycle module is used to controlthe number of cycle the packer will dowhen the “Start Cycle” button(green) is pressed.

The number of cycles needs to be adjusteddepending on the type of route the vehiclehas to collect. For example, in a residentialarea, if the houses are numerous andclose to one another, it may be required toincrease the number of cycle. This willallow the hopper to be clear for the nexthouse pickings.

Located inside the console, the multi-cyclemodule can be programmed to allow thepacker to perform from 2 to 8 cycles. Thefactory default is 3 cycles. Each time thepacker is completing a full cycle, a signalis sent to the packer module by the limitswitch located on the R-H side, behind thepacker. The module then counts theamount of cycles that the packer does.The module will stop the packer after thepreset amount of cycles has been reached.

NOTE:The multi-cycle feature is optional, andsome unit may have different factorysettings.

In order to increase or to reduce the numberof cycle, use the set of DIP switches on themodule (Figure #3.23). Refer to thefollowing table (Figure #3.22) to set themodule properly. The same table is foundon the module (Figure #3.23).

2

3

4

5

6

7

8

1 2 3 4 5 6 ONOFF

1 2 3 4 5 6# of cycle DIP SWITCH

FIGURE #3.23

FIGURE #3.22

DIP SWITCH ON TOPOF THE MODULE

MULTI-CYCLE MODULE

MULTI-CYCLEPROGRAMMING TABLE


3-26

3.9 PACKER MULTI-CYCLEMODULE TROUBLESHOOTING

If the packer no longer performs the multi-cycling (more than one cycle) when the“start cycle” button (green) is pressed,apply the following procedure to verify thesystem:

TROUBLESHOOTINGPROCEDURE

1. Make sure the DIP switch settingis within the rectangle settingfound on the multi-cycleprogramming table (Figure #3.22);improper DIP switch setting couldkeep the packer from cycling.

2. Ensure that the “automatic cycle”button on the console isset to “ON”.

3. Manually retract the packer usingthe “Retract”button(Yellow).

4. Lower the crusher panel;if the crusher panel can move, thisindicates that the limit switchbehind the packer is workingproperly.

5. Make sure the 3 A fuse at thebottom of the module is not blownor loose in the socket(Figure #3.24). If the fuse appearsto be loose in the socket, tightenthe connector using the propertool.

6. If the packer is still not functioningwith multiple cycles, disconnectthe module and using a voltmeter,check all the signals coming fromthe packer module on theconnector.

FIGURE #3.24

3 Amps fuse

NOTE:Always refer to the electrical schematicwhile troubleshooting.

Continued on next page --->

FIGURE #3.25

3-27

TROUBLESHOOTING

3.9 PACKER MULTI-CYCLEMODULE TROUBLESHOOTING(Cont’d)

The multi-cycle module counts the numberof time the packer reaches the fullyretracted position. The limit switch sendspulses on wire #106 (retract signal). Untilthe preset amount of pulses is reached,the multi-cycle module will give an outputsignal on wire #107 (forward signal) for thepacker to perform a complete cycle. Thissignal has the same effect as pressing onany “start cycle” button (green).

Before starting troubleshooting, make surethat all these conditions are met:

1) Parking brake is applied;2) Engine is running (at idle speed);3) Transmission in “Neutral”;4) All emergency stop buttons (red) are

pulled out;5) Pump switch (PTO) turned “ON”;6) There should be 12 volts on wire #147

at test point 1 (figure #3.33);7) Multi-cycle switch “ON” (Figure #3.31);8) Packer fully retracted;

When connecting a voltmeter on terminal2 (wire #127) of the multi-cycle harnessconnector, it should read 12 volts. If not,follow the test points 1 through 6 to verifythe path of multi-cycle module 12-voltsupply.

NOTE:Always refer to the main electricalschematic inside the console.

Test the continuity between terminal 1 ofmulti-cycle module harness connector andthe ground post inside the console; it musthave good continuity. If not, checkelectrical connections.

When connecting a voltmeter on terminal5 (wire #108) of the multi-cycle harnessconnector, it should read 12 volts. If not,follow the test points A through E to verifythe path of the retracted packer signal.


3-28

FIGURE #3.26

MODULE CONNECTOR LAYOUT

PIN #1: Wire #105 (Ground)

PIN #2: Wire #127 (12-volt signal from the Automatic cycle switch on the control station.)

PIN #3: Wire #107 (12-volt signal when the packer is moving forward.)

PIN #4: Wire #106 (12-volt signal when packer is moving backwards.)

PIN #5: Wire #108 (12-volt signal when the packer is fully retracted.)

PIN #6: Not Used.

HARNESSCONNECTOR

MULTI-CYCLEMODULE

3-29

TROUBLESHOOTING

FIGURE #3.27

INTO

CON

SOLE

ON B

ODY

# Z27669


3-30

3.10 ELECTRIC SCHEMATICS SYMBOLS

6 outlets AMP or DEUTCH connector.(Typical)

12-volt single pole N.O.-N.C. relay and base.(ELR00810) and base (ELR00860)

12-volt alternating flasher relay.(ELR 00700)

55 PSI pressure switch N.O. installed on pneu-matic line #1. (PNI00600)

0-60 PSI adjustable pressure switch N.O. in-stalled on pneumatic line # 1. (PNI00605)

12-volt solenoid valve (PNV01957).

12-volt dual solenoid valve for packer.(PNV01914)

Bipolar switch (ELB02505)

N.C. limit switch(ELI00550, ELC00200 & ELI00850)

Single pole switch.

12-volt buzzer on console (ELR01000)

12-volt red pilot light (PNI00500)

12-volt green pilot light.(PNI00500 & ELL00300)

To ground post into console.

12-volt solenoid.

12-volt speed-up air actuator.(PNC00250)

10 A fuse (Typical)

10 fuses ATO fuse block (ELR00460)

6” 12-volt strobe light (ELL02765)

12-volt amber flashing light (ELL02855)

12-volt work light (ELL01300)

12-volt backup alarm on chassis (ELA00700)

Packer module (CL- ELM01005, CF-ELM01025)*

Multi-cycle module (ELM01605)

2 N.O. , 2 N.C., 3 positions switch(ELB00260, 2 X ELB00270)

1A diode (ELD00100)

Emergency red button (ELB002200)

*SF = AUTOMIZER

CL = EXPERT 2000

CF = OPTIMIZER

N.O. = NORMALLY OPEN

N.C. = NORMALLY CLOSED

Note:Part numbers are indicated within brackets

3-31

TROUBLESHOOTING

3.11 ALLISON TRANSMISSIONPROGRAMMING PARAMETERS

The following section shows how theAllison electronic transmissions ECU areprogrammed for Labrie trucks.

If the ECU module of the All isontransmission is replaced, the ECU mustbe reprogrammed in order to set back theoperating parameters of the vehicle. Thetransmission ECU module programmingaffects the engine speed, PTOengagement and operation, as well as theAuto-neutral system.

Refer to the following table to reprogramthe transmission ECU:

NOTE:On chassis supplied by LabrieEnvironmental Group, the programmingpackage for Allison Transmissions is #142.

Some Customer’s chassis may havedifferent programming packages. Refer toyour local Allison dealer for originalprogramming packages. For furtherinformation regarding ECU programming,contact the Labrie Service Department.

Parameters shown in this table areapplicable on all AutomizerTM units, butalso on automated Expert 2000 unitsequipped with a Cool HandTM.

ALLISON TRANSMISSION PROGRAMMING PARAMETERS

Maximum engine speed for PTO Engagement:

AUTOMIZERTM andAUTOMATED EXPERT 2000TM

Maximum engine speed for PTO Operation:

Maximum output speed for PTO Engagement:

Maximum output speed for PTO operation:

Maximum output speed for Automatic Neutral:

900 RPM

2300 RPM

5000 RPM

930 RPM*

200 RPM*(3 MPH)

* The value is adjusted in order to correspond to the truck’s speed in Mph. It may varyaccording to the differential gear ratios and tire sizes.

The following wires must be activated:

#117: Pack enable#118: Input PTO enable#112: Output PTO enable#153: Auto-neutral pack enable#114: Output Neutral indicator - PTO

PARAMETERS


3-32

3.12 ENGINE PROGRAMMING PARAMETERS

As the engine programming parameters change according to the truck model, callLabrie to know which parameters apply to your truck.

The ideal idle speed is 825 RPM, but for certain engines, it is impossible to increasethe idle speed or even to reach an idle speed of 825 RPM.

3-33

TROUBLESHOOTING

1.

2.

3.

4.

5.

A

INTERNAL LEAK DETECTIONFOR PACKER CYLINDERS

FIGURE #3.28

3.13 CYLINDER INTERNAL LEAKDETECTION

An internal leak is caused by a damagedseal inside the hydraulic cylinder (1).Because the cylinder is leaking oil inside(bypassing), a certain amount of pressureis lost reducing the cylinder efficiency andits capacity to push or pull.

INTERNAL LEAK DETECTIONFOR PACKER CYLINDERS


2. Ensure that the parking brake isapplied.

3. Pull out the Emergency StopButton (red).

4. Start the engine and engage thehydraulic pump.

5. Fully extend the packer cylinders.6. Disengage the hydraulic pump.7. Disable the fully extend limit

switch located on the L-H side, byremoving the arm of the limitswitch. This will prevent the packerfrom returning to its initialposition.

8. Disconnect hose “A” and install aplug at the end of it.

9. Engage the hydraulic pump.10. Press the green button and see if

oil is leaking from port “A”, thenpress the Emergency Stop Button.

11. If oil leaks out from port “A” whenpressure is applied, this couldmean there is an internal leak.

12. Replace or repair the cylinder.

NOTE: It should be necessary to do the procedure in retract position.

If the packer cylinders are bypassing, theseal inside the cylinder may require to bereplaced. If an internal leak is suspected,apply the following procedure to verify it:

A

A


3-34

3.14 TAILGATE LOCKING MECHANISM TROUBLESHOOTING

The tailgate locking mechanism is equipped with hydraulic safety systems that preventaccidental unlocking of the tailgateduring operation. One of the systemsis the velocity fuse with the “powerbleed” and the other is the holdingvalve.

The spool inside the tailgate section ofthe valve is designed in such a waythat it will allow pressure to passthrough it each time the pressure isbuilding up in the hydraulic system(i.e.: when the packer is working). Thepressure “burst” goes to the holdingvalve into port “D1” and then out to thecylinder by port “U1”. This will keep thetailgate cylinders pressurized and thetailgate closed when packing material.

The velocity fuse, located on the left-hand side of the valve (Figure #3.29), will makesure to drain any slow moving oil coming from the piston side of the tailgate cylinders.Since the rod side is being pressurized with the “Power bleed” system, the other sidehas to drain to avoid any pressure build-up. The velocity fuse makes the piston side opento tank when the oil flow is very slow and will shut when a flow signal is sent.

NOTE:Refer to the main hydraulic schematic (Figure #3.33).

Tailgate

FIGURE #3.29

VELOCITYFUSE

Holding valve

FIGURE #3.30

PortU2

Port U1

Port D1

Port D2

3-35

TROUBLESHOOTING

TAILGATE HYDRAULICTROUBLESHOOTING


2. Ensure that the parking brake isapplied.

3. Pull out the Emergency StopButton.

4. Install a pressure gauge on eachport of the tailgate section on thevalve, as shown on figure #3.31.

5. Start the engine and engage thehydraulic pump.

6. Disable the fully extend limitswitch located on the L-H side, byremoving the arm of the limitswitch. This will prevent the packerfrom returning to its initialposition.

7. Press on the “Start cycle” button(green) to start the packer andpressurize the system.

FIGURE #3.31

Gauge 1

3.14 TAILGATE LOCKINGMECHANISM (cont’d)

Problem #1:Tailgate is UNLOCKING by itself

If the tailgate seems to unlock by itselfwhen using the packer, the “power bleed”inside the valve might not work on the rightside of the hydraulic cylinder. Apply thefollowing procedure:

FIGURE #3.32

8. Gauge #1 should always indicate0PSI and gauge #2 should indicatea sudden pressure burst between0 PSI to 3000 PSI each time thepacker reaches the end of a stroke.

9. If gauge #1 indicates pressure, thismay be caused by a faulty holdingvalve, faulty velocity fuse orhydraulic hoses not properlyconnected. Refer to the mainhydraulic schematic for properconnection.

NOTE: The figures above show only theplaces where to install the gages. Toinstall these gages, use appropriatefittings.

Gauge 2


3-36

TAILGATE HYDRAULICTROUBLESHOOTING

9. Apply all safety measures toensure safety around the vehicleat all times;

10. Ensure that the parking brake isapplied;

11. Remove the velocity fuse(Figure #3.29) and verify that it isclean and that the plunger ismoving freely. A new velocity fusemay be necessary.

Problem #2:Tailgate is LOWERING by itself

One other problem that may be found onthe tailgate hydraulic system is that itwould lower by itself. A faulty velocity fusemight be involved. Apply the procedurebelow in order to verify and /or replace thevelocity fuse.

3-37

TROUBLESHOOTING

Page intentionally left blank


3-38

FIGURE #3.33

3.15 MAIN HYDRAULIC SCHEMATIC

3-39

TROUBLESHOOTING


3-40

3.16 AUTOMATED ARM HYDRAULIC SCHEMATICS

FIGURE #3.34

NOTE: VALVE WITH CHUTE SECTION SHOWN (96-GALLON GRABBER)

3-41

TROUBLESHOOTING


3-42


FIGURE #3.35

NOTE: VALVE WITH CHUTE SECTION SHOWN (300-GALLON GRABBER)

3-43

TROUBLESHOOTING


3-44


NOTE: 5-SECTION VALVE SHOWN (96-GALLON GRABBER)

FIGURE #3.36

3-45

TROUBLESHOOTING


3-46


NOTE: 5-SECTION VALVE SHOWN (300-GALLON GRABBER)

FIGURE #3.37

3-47

TROUBLESHOOTING


3-48

NOTES

labrie right-hand co-mingle troubleshooting 90252

Documents

troubleshooting guide

pump troubleshooting

packer module troubleshooting

cycle module troubleshooting

automizer righthandtm3

cycle module programming

tothe schematics

righthandtmrelease date