ELECTRICAL SYSTEM

ELECTRICAL SYSTEM OF BH50M

GENERAL

The electrical system of BH50M Dump truck can be sub-divided into different functional circuits.

POWER SUPPLY SYSTEM :

The main power source in the system is Battery (2 Nos., 12V, 200 AH rating) connected in series for
rated system voltage of +24V DC. The electrical system has common negative ground. The
schematic diagram of the system is as shown below :
The power is supplied through circuit breaker to vehicle electricals, thus protecting cables/system
fromshort circuit. When the vehicle is started, the Alternator supplies the power for electricals and for charging
the batteries.During engine off condition, battery will supply power for equipment electricals.

FIG. POWER SUPPLY SYSTEM

STARTING AND CHARGING SYSTEM

The vehicle is equipped with starter switch on L.H. side of dash-board. The starting circuit will be
completed only when the shift selector is placed in neutral ‘N’ position.

FIG. STARTING & CHARGING SYSTEM

D1
The operation of the starter switch energises the 4ST relay near the starting motor and thus supplies
power to the starting motor.

The Alternator charging current is indicated by the Ammeter and the output voltage of Alternator
by the Voltmeter. In addition a warning lamp is given in the warning cluster - 1. When the key
switch is ON and engine is not started, the Alternator warning lamp is ON. After starting the
engine, this lamp should turn OFF. The pilot lamp comes ON, in case of Alternator fault.

Starter safety relay : In order to avoid the cranking of motor during engine running condition, starter safety
relay is incorporated in the starting circuit. When engine is running, the alternator supply(24V from ' I ' point)
will enerzies the starter relay and opens the starting circuit.

Engine shut off switch : The engine shut off circuit is connected as shown in the circuit. The FPS system(if
fitted) will be connected in series with engine shut-off solenoid to shut of engine incase of fire.

ELECTRONIC DIAGNOSTIC SYSTEM (EDS)

The EDS monitors ten(10) vehicle parameters by an electronic controller unit.Audio/visual warning is given
when ever any parameter crosses its safe operating limits. The block diagram of the system is as given below:

WARNING SYSTEM : The warning system consists of the controller unit which gets input
signal through CN-I/P connector and the output pilot indications are given at warning cluster-I and II
mounted on the dashboard.
The central warning lamp & buzzer comes ON if any of the critical parameter crosses its safe operating point.

D2
The system has an built in power "ON" self check facility instead of system check. During power on, when
key switch is ON, all the pilot lamps will glow for 8 seconds and central buzzer will sound twice(1 Sec ON,06
Sec OFF) along with flasher. In addition a solid state flasher is inbuilt with the controller, for providing flashing
signal to Left/Right turn signal and reverse indication.
The system has a central warning lamp and a buzzer to draw the attention of the operator to any fault condition.
If any fault persists for more than 2.5 Secs central warning system will activate. The delay is given to avoid
intermittent or momentary signals giving a false warning.
INDICATORS :
The warning clusters are grouped together as lamp clusters with 8 Nos of pilot lamp each. There are
all together two lamp clusters and 16 warning lamps. The lamp cluster has SAE symbols. The warning
symbols are given below

LAMP CLUSTER - 1

LAMP CLUSTER - 2

NOTE: A separate pilot indicator is given for Battery charging.

OPERATING PROCEDURE :
1. Turn the key switch ‘ON’.
2. During initial power ‘ON’, all indicators will be ‘ON’ for 8 seconds & after this all indicators should
be ‘OFF’ & alarm sounds twice at the rate of one second ‘ON’ and six seconds ‘OFF’.
3. Operate turn signal switch to left and right and observe corresponding pilot indication on dashboard.
4. Put the shift tower lever in reverse and observe back up alarm and pilot indication on dashboard.
5.. Release the ‘Parking Brake’ , parking brake indication should goes off.
6.. Throttle till the low brake and low accumaltor pressuree warning turns off , then lift the body(with dump
brake ON). The body up indicator should light up. It turns off when the body is brought down.
7. Ground the warning temperature and pressure switches as per circuit diagram except Trans cooler
filter(24V line) and observe the corsponding symbols on the cluster.
8. With the above procedure, the functional performance of the system to be ensured.

D3
Circuit diagram for EDS inputs and outputs

D4
 PRECAUTIONS

Though the system is protected against the likely accidents, it is advisable to observe the following
precautions to prevent any damage/hazard occurring to the system :
1. Avoid reverse polarity connection to the EDS controller unit.
2. Use circuit breakers of correct ratings only.
3. Disconnect battery power whenever any WELDING operations are to be carried
out on the equipment to avoid the failure of the electronic system.
4. Direct splashing of water on the dashboard and EDS unit should be avoided especially during
cleaning of the vehicle.
5. Wires drawn to turn indicators, central warning lamp and buzzer and back-up alarm should not
touch vehicle chassis.
6. Connectors used on EDS unit are locking type. Press the release clamp and pull male and
female plastic connectors in opposite direction to disconnect. Avoid pulling of cables.

WARNING SYSTEM

TROUBLE SHOOTING GUIDELINES :

Probable failures and different steps are listed below for checking and identifying the cause of failure. If
these steps do not make the system function, controller should be replaced and further checks should be
carried out.

Problem 1.

When key switch is turned ‘ON’, no warning lamps are ON.

Check.

a) Battery relay condition.

b) 24V DC power supply to the system from circuit Breaker through CN-1 Connector.

c) Controller box body should be firmly chassis grounded: ie., mounting should be proper and check
PCB ground..

d) Proper mating of all connectors.

e) Wiring connection between connectors to lamp clusters 1 & 2.

f) LED warning cluster

D5
2. Problem :

If Central warning lamp and buzzer do not turn ON.

Check:
a. Connectors should be firmly mated.
b. Wiring for central warning lamp and buzzer from CN-I/P connector
c. Proper grounding of one terminal of central warning lamp and buzzer.
d. Intermittent 24 V DC supply should be present at termination point of wire on central warning
lamp and buzzer.
e. Central warning lamp and buzzer should be checked separately by feeding 24 V DC supply.

3. Problem :

Central warning lamp & Buzzer turn on without lamps 'ON' in lamp clusters 1&2 after initial power
'ON' period
Check:
a. All individual warning lamps should be checked during initial power "ON".

b. No warning lamp should be ON partially. Make sure vehicle body is properly resting on
chassis and proximity sensor is in its proper position i.e., within 3 - 5 mm.

4. Problem :
Flasher back-up alarm do not function.

Check:
a. Proper mating of connectors.
b. Make sure that load point for flasher and its subsequent wirings from turn signal switch to
left, right indicators are in order and these wires should not touch vehicle chassis.
c. All left, right and reverse pilot lamps on Lamp clusters as well as turn signal indicators
in the front and rear of vehicle.

5. Problem :
Left/Right turn indication functions but back-up alarm does not operate.

Check:
a. Wiring continuity of back-up alarm.
b. Separately check functioning of relay mounted below the dashboard.
c. Back-up horn and Lamp should also be checked separately.

D6
6. Problem :
Particular warning continuously remains ON even though same parameter as indicated on the
gauge shows it within operating limits.

Check:
a. Wiring connection of particular sensor.
b. Proper mating of connectors.
c. Switch should be checked separately as per its function in table. If switch is found bad,
replace and check.
d. Gauge along with its sensor should be checked separately for its proper functioning. If found
bad, replace and check.

7. Problem :
Particular warning does not turn ON even though same parameter is indicated on the gauge outside
operating limits.

Check:
Same as check 6.

8. Problem :
If any one of the following pressures i.e., Transmission oil pressure / Engine oil pressure / / Parking brake
signals does not turn 'ON' though they are outside the operating limits.

Check:
a. 24V signal at CN-O/P connector should be present.

b. Check the corrosponding Warning Cluster.

Problem :
How to check any guage failed or not.

a. Short the respective sensor with a wire.

b. Check whether the particular gauge is deflecting fully or not. If it deflects fully, then the gauge is perfect.

c. If the gauge is not deflecting check the continuity of the gauge circuit (except gauge) , if the circuit
is continuous except gauge then draw the conclusion that gauge has failed.

D7
EDS PARAMETERS DETAILS :

D8
GAUGES AND CIRCUIT COMPONENTS

The gauges receive 24 volts from the key switch through circuit breakers while the sending units provide a variable ground
to indicate individual readings. Sending units or sensors are used to send a signal to the gauges which are used for engine
oil temperature, transmission oil temperature etc.

Gauges and Sensors :

Transmission oil Temperature Gauge: is located on the left side of the instrument panel and indicates transmission oil
temperature

Transmission oil Temperature Sensor: is located in the converter out port on the left side of the transmission. It provides
a variable ground for transmission temperature gauge. The sensor is thermistor type.

Transmission oil Pressure Gauge: is located on the left side of the instrument panel. It indicates transmission oil pressure

Engine water Temperature Gauge: is located on the left side of the instrument panel. It indicates engine coolant temperature.

Engine water Temperature Sensor: is located in the engine thermostat housing and provide a variable ground for the engine
temperature gauge. The sensor is thermistor type.

Engine Oil Pressure Gauge: is located on the left side of the instrument panel. It indicates engine oil pressure

Engine Oil Pressure Switch : is located in the engine oil filter head. It provides ground signal for EDS. It is normally closed
(N/C) and opens above 0.8 bar.

Brake oil Temperature Gauge: is a 24volt gauge located on the left side of the instrument panel. The gauge indicates the
temperature of the hydraulic brake oil.

Hydraulic Brake Oil Temperature Sensor: is located on the back of the hydraulic tank in the lower front corner. It provides
a variable ground for the brake temperature gauge. The sensor is thermistor type.

Speedometer: is located in the instrument panel next to tachometer. The signal for Speedometer is taken from speedodrive
which is mounted near output shaft of the Transmission.

Tachometer: is located in the center of the instrument panel. It measures the engine’s R.P.M. The Tachometer will be driven
by tachometer cable through tacho drive mounted on the engine.

Hour meter: Hour meter will starts to count the engine hours when engine is started and receives 24V from altenator 'warning'
point.

Ammeter : is located on the left side of the instrument panel to indicate alternator charging and battery discharge current.

Voltmeter : is located on the left side of the instrument panel to indicate alternator /battery voltage.

Engine oil temperature gauge : is located on the right side of the instrument panel . It indiactes engine oil temperature.

Engine oil temperature sensor : is located on the Engine oil sump. Sensor will provide variable ground to engine oil temperature
gauge.

Fuel level gauge : is located on the left side of the instrument panel and it will indicate level of fuel in the fuel tank.

Fuel level sensor : is located on the fuel tank. Sensor will provide variable ground to Fuel level gauge. The sensor is float operated
potentiometer.

D9
Circuit Components

Indicator Light Clusters : are located in the instrument panel . these two LED warning clusters are driven through EDS system.

Warning Alarm : is located on the right side of the instrument panel . this alerts the operator in case of any crtical parameters
crosses its safe operating point.
Park Brake Indicator Pressure switch : The park brake indicator light will be illuminated when it is grounded through the
normally closed (N/C) park brake pressure switch. The switch closes at approximately 500 psi (3.5 Mpa) of decreasing pressure.
With the switch closed , it energies the park brake relay coil and opens the switch side of the CEC2 system wires prohibiting
any shifts of the transmission.

When park brake switch is released, hydraulic pressure rises approximately above 500 psi. The pressure switch will open, losing
its ground to the park brake indicator light de-energizing coil side of relay and closing the switch side of the CEC2 wires park
brake relay , allowing shift of the transmission to be made.

Low Steering Pressure Switch : is located on the auxiliary manifold valve assembly. A normally closed (N/C) switch, it is set
to close at approximately 1800 psi (12MPa) decreasing pressure. When closed it provides a ground for low steering pressure
indicator through EDS.

Transmission Filter Warning Switch : is located in the head of the transmission mail pressure filter assembly. Located on
the right front corner of the transmission, the switch closes at 16 psi. The switch provides ground for EDS to indicate filter
restriction through indicator lamp and also switch enerzies the filter clog relay and closes the switch side of the CEC2 system
wires prohibiting any shifts of the transmission behind Ist gear.
Accumulator Nitrogen Pre charge Pressure Switches: One switch is located in the top of each accumulator, mounted
behind right hand front deck support. A normally closed (N/C) switch, it has contacts set to close at 850 psi ( 6MPa)
decreasing pressure. When closed, it provides ground for precharge relay coil and warning light.

Cooler Filter Warning Switch (Transmission Convertor Oil) : is located in the head of the filter assembly on the left
front corner of the transmission. The 24V is available continiously to EDS under normal operation, when filter is clogged
,24V will be open and lamp indicating a restriction in the filter.

Accumulator Pre charge Relay : is located on the back side of the instrument panel. Coil and switch side relay are 24V. Coil
side may be grounded by any of the three accumulator nitrogen pre charge switches. If any of the accumulator pre charge is
below 850 psi (6 MPa) when key switch is turned “ON”, indicator will come ON, when coil is energized. Switch side provided
a ground signal to EDS to indicate low accumulator pressure warning. It will be necessary to determine which accumulator
switch is closed if indicator light remains on.

Parking brake interlock relay : is located on the back side of the instrument panel. The coil side of relay is grounded through
parking brake pressure switch. When parking brake is applied, the relay energized and opens switch side of the CEC2 wires
prohibiting any shifts of the Transmisssion.
Bed hoist interlock relay : is located on the back side of the instrument panel. The coil side of relay get 24V through body
up limit switch when raise switch is operated. When body is raising, the relay will get energized and opens the switch side of
CEC2 wires to inhibhit reverse gear. However, forward gear is allowed when body is in raising condition.

Filter clog interlock relay : is located on the back side of the instrument panel. the coil side of relay gets ground through
transmission filter clog switch. When filter is clogged, the relay will get energized and closes switch side of CEC2 wires to inhibit
shifting of gear behind 1st gear.

Dump brake /SBDR relay : is located on the back side of the instrument panel. The key switch and Engine oil pressure switch
each supply 24V to coil side of the relay. The relay will provide 24V to Dump brake , parking brake solenoid and SBDR circuit.
The parking brake and dump brake solenoids get 24V even key switch is turned off when equipment is moving. The power
will be cut-off to solenoid only when engine is 'OFF"

Horn Relay : is located on the back side of the instrument panel. The relay coil will get 24V when horn button is operated
and closes switch side of 24V to Horn circuit.

D10
Reverse relay(2 relays) : is located on the back side of the instrument panel. The relay coil will get 24Vfrom CEC2 controls
when reverse gear is engaged. One relay will provide flashing signal to EDS and another relay provides 24V to reverse lamp
and back up Horn.

Stop Light Relay : is located on the back side of the instrument panel. The coil side of relay will get 24V from stop light switch.
When service brake is operated/ brake pressure is low, the relay will get enerzied and closes switch side of 24V to operate stop/
brake lamp switches.

Head light relay: is located on the back side of the instrument panel. The coil side of relay will get 24V when Head light switch
is operated and closes switch side of wires to provide 24V to Head light circuits.

Check Transmission light relay : is located on the back side of the instrument panel. The coil will get ground through CEC2
ECM when key switch is 'ON' & engine is 'OFF' and also in case of any abnormalities occured in Transmission and its subsystems.
When relay is energized, it closes switch side of wires to switch 'ON' check transmission light.

Reverse blinking relay : is located on the back side of the instrument panel. The relay coil will get 24V when shift lever is operated
in 'Reverse' direction and it closes the switch side of flashing signal to rear tail/stop lamps. whenever equipment is travelling
in reverse direction, the two rear tail lamps will flash to indicate reverse operation.

ECM power isolation relay : is located on the back side of the instrument panel. The coil will get 24V when key switch is in'ON'
position. When key switch is in 'ON' position the relay will get energized and it closes switch side of power to CEC2 control
system. This relay will avoid the inteference of CEC2 control system with equipment electrical system.

Starter safety interlock relay : is located on the back side of the instrument panel. This relay will avoid the cranking of motor
when engine is operating. The coil side of relay will enerzied through alternator warning point(24V) and opens switch side of
starting circuit wires to avoid cranking when engine is operating.

Neutral start relay : is located on the back side of the instrument panel. The relay coil will get 24V from CEC2 controls when
shift lever is in 'N' position. The relay coil will get energized and closes switch side of 24V to strating circuit. The shift lever
is other than 'N' position, the starting circuit will not be completed.

Hoist control system :

D11
The hoist control box contains 3 switches for raise, lower and override operation.It is supplied 24 volts from the key
switch through circuit breaker. The operation of raise switch will supply 24 volts to the raise solenoid through normally
closed (N/C) body –up limit switch. The raise solenoid energizes and cause Hoist valve to shift and allow hydraulic oil to
flow to the hoist cylinders and raise the body. When the operator releases the control switch, or if the body-up limit
switch is de-energized , the hoist up solenoid will be de-energized. Hydraulic pressure is shut off and the hoist valve will
shift in to hold position. When lower switch is operated, this energizes the hoist down solenoid using Hydraulic oil to
drain valve the opposite way allowing hydraulic oil to drain back to tank and lowering the body. The hoist up & hoist
down solenoids are located in the auxiliary manifold mounted to the right hoist cylinder mount str. When not operating
hoist up or down, level must be in float. The override switch is used to raise the body behind the specified limit during
body removal/servicing of the equipment.

BODY-UP LIMIT SWITCH

The body-up limit switch is mounted to the inside frame rail near the upper rear suspension mount. It is a single pole.
Double throw, normally closed (N/C) magnetic actuated proximity switch. The switch is supplied 24 volts when the raise
button is operated.
When the body hoist cylinder near full extension, a plate (indicator arm) mounted to the body pivot ear will pass by the
sensing area of the body-up switch. The switch will open, losing the 24V to the hoist solenoid and allow the hoist shuttle
valve to shift, blocking off oil supply to the hoist cylinders. This will prevent the body from traveling “over-center” and
damaging the hoist cylinders. The switch and indicator arm must be properly adjusted for the switch to work.

BRAKE LOCK AND PARK CIRCUITS

Brake lock and park circuits have switches and Indicator lights located in instrument panel. These are illuminated when actuated
by “On-Off” Rocker switches.

Brake Lock Switch Circuit

The brake lock solenoid valve and coil are mounted on the brake manifold which is attached the service brake treadle valve.
When the brake lock switch is applied. A ground is provided for the brake lock indicator light and brake lock solenoid valve
and allowing brake accumulator Pressure to apply the rear brakes . The brake lock should be used at truck dump & loading
areas, not for extended parking.

Park Brake Switch and Circuit

When the park brake switch (normally closed, Brakes released) is operated, the ground will be open for parking brake
solenoid. The solenoid located in the frame Auxiliary manifold, mounted on the inside of the Frame near the hoist cylinder
will shift, blocking Off oil supply to the parking brake Actuator. The Actuator which is spring applied, hydraulic released
will overcome hydraulic pressure & apply Park break.

LOW BRAKE PRESSURE SWITCH AND CIRCUIT

If the brake accumulator supply decrease to approximately 2000 psi (14Mpa). The low brake pressure warning switch (located
in the Low-Pressure Brake Detection Module) closes. This supplies ground to the EDS system to provide low brake pressure
warning.

D12
GAUGES AND SENSORS :
The electrical gauges used on BH50M are connected to respective sensors through connector CN13.
The temperature sensors are thermistor type while level sensor for fuel gauge is float operated
potentiometer.
If gauges are not working, check for open circuit or short to ground in connections to individual sensors.

FIG. GAUGES & SENSORS

LIGHTING SYSTEM :

The lighting system consists of front lights through CN1 and rear lights through CN16. At the front,
the vehicle has 4 Head lights, 2 turn signal and width indicator lights. The high beam operation is done
through turn signal switch which makes all 4 head lights ON or only 2 (outside extreme) head lights
ON.
Rear of the equipment there are 2 turn signal lights, two tail/stop combination lamp, one retarder lamp,
overtaking lamp and two reverse light. The back-up horn also comes ON with the reverse light when
the equipment is working in the reverse gear. The lamps used for turn signal and tail lamps are LED type.

Inside the cabin each gauge is provided with gauge light. This can be operated by a separate switch
called gauge light switch. The gauge light switch also switches ON tail light and the front width indicator
lights

D13
 FIG . LIGHTING SYSTEM
CABIN ITEMS :
The following cabin items are connected through circuit breakers of cab wiring and Air conditioner is
connected through seperate 20A circuit breaker.
1. Wiper Motor 4. Fans
2. Wind screen washer motor 5. Air conditioner(Optional)
3. Roof lights
The limit switch connections inside the wiper motor enables the blade arm to return to parking position
(after the wiper motor switch is operated).

D14
 FIG. CABIN ITEMS

EMERGENCY
STEERING SYSTEM :

The emergency steering motor op-

erates a pump to meet the steering
requirement of hydraulic system for
short time duration.

The motor is energised by

operating a switch on the
panel board. This also turns
'ON' a indicator built in the switch.

The motor should not be operated

more than 30 seconds.
FIG. EMERGENCY STEERING CIRCUIT

D15
 STEERING BLEED DOWN SYSTEM

A reset type 5 amp circuit breake supplies 24 volts to the 24 volt positive terminal of steering bleeddown timer. Ground is
provided directly from the battery.

The keyswitch and an engine oil pressure switch each supply the steering bleeddown relay and control terminal of the
steering bleeddown timer 24 volts through two diodes. The load terminal is connected to steering bleeddown solenoid
valve coil. If the engine is not running and key switch is turned “On”, the timer is signaled and prepared for timing
function. Turning “Off” keyswitch begins timer operation. A L.E.D. light on timer indicates timer is operating the operat-
ing cycle is approximately 90seconds.

During timer operation the bleeddown valve coil located in the brake manifold is supplied 24 volts. The energized coil will
shift the steering bleeddown valve allowing hydraulic steering oil to be drained back to tank.

When engine is running, turning off keyswitch doesn’t turn on timer as control terminal of timer is supplied 24 volts form
oil pressure switch.

D16
 COMMERCIAL ELECTRONIC CONTROLS(CEC2 CONTROLS)
The Commercial Electronic Controls 2 (CEC 2) system features clutch control to provide superior shift quality
over a wide range of operating conditions.

- CEC 2 consists of the following elements:

- Remote 12/24V Max Feature Sealed Electronic Control Unit (ECU)
- Remote Pushbutton or Lever Shift Selector
- Optional Secondary Shift Selector
-Throttle Position Sensor (TPS) (or electronic engine throttle data)
- Input, Turbine, and Output Speed Sensors
- Electro-Hydraulic Valve Bodies
- Wiring Harnesses
- Vehicle Interface Module (VIM)

ELECTRONIC CONTROL UNIT (ECU)

The ECU (Figure 1–3) contains the microcomputer which is the brain of the control system. The ECU
receives and processes information defining: shift selector position, throttle position, sump temperature, input
speed, turbine speed, and transmission output speed. The ECU uses the information to control transmission
solenoids and valves, supply system status, and provide diagnostic information.
Each ECU has a date code stamped on the label which is attached to the outer case of the ECU. This is the
date when the ECU passed final test. This date is commonly used to denote the change configuration level of
the ECU. It is normal for the ECU date displayed electronically to be a few days prior to the date shown on
the label.

D17
SHIFT SELECTOR
Pushbutton and lever shift selectors for CEC 2 are remote mounted from the ECU and connected to the ECU
by a wiring harness. Both of these shift selectors have a single digit LED display and a mode indicator LED.
During normal transmission operation, illumination of the LED indicator shows that a secondary or special
operating condition has been selected by pressing the MODE button. During diagnostic display mode, illumi-
nation of the LED indicator shows that the displayed diagnostic code is active. Display brightness is regulated
by the same vehicle potentiometer that controls dash light display brightness. More information on both types
of shift selectors is continued below.
LEVER TYPE SHIFT SELECTOR
The lever shift selector can have as many as six forward range positions, as well as twoR(Reverse)positions
(R1andR2) andN(Neutral). There is a hold override button which must be pressed andheld in order to move
between certain selector positions. The hold override button must be pressedwhen shiftingbetweenR,N,andD.
The hold override button is released when the desired selectorposition is reached. The selector lever can be
moved freely betweenDand the numbered forwardranges without pressing the hold override button. The lever
selector can be chosen with the lever onthe left side or on the right side and with theR(Reverse) position
toward the front or toward the rearof the selector. Diagnostic information is obtained from the single digit
LED display by pressing the“display mode” button.

THROTTLE POSITION SENSOR

The Throttle Position Sensor (TPS) can be mounted to the engine, chassis, or transmission. The TPS contains
a pull actuation cable and a potentiometer. One end of the cable is attached to the engine fuel lever and the
other, inside a protective housing, to the TPS potentiometer. Output voltage from the TPS is directed to the
ECU through the external harness. The voltage signal indicates the throttle position and, in combination with
other input data, determines shift timing.

D18
SPEED SENSORS

Three speed sensors — input speed, turbine speed, and output speed — provide information to the ECU. The
inputspeed signal is generated by the gear teeth on the top PTO gear. The turbine speed signal is generated
by serrations on the pitot can attached to the splitter low drum. The output speed signal is generated by a
toothed member attached to the output shaft. The speed ratios between the various speed sensors allow the
ECU to determine if the transmission is in the selected range. Hydraulic problems are detected by comparing
the speed sensor information for the current range to that range’s speed sensor information stored in the ECU
memory.

ELECTRO-HYDRAULIC VALVE COMPONENTS

The CEC 2 electro-hydraulic valve bodies contain various solenoids to control the absence or presence of
solenoid pressure. Solenoid pressure, or lack of pressure, positions shift valves which apply or release trans-
mission clutches to produce the range commanded by the ECU inputs. The ECU is connected to the solenoids
by a wiring harness with sealed multi-pin twist-lock connectors at the control valve bodies.

D19
CEC2 COMPONENTS

D20
 CEC2 VEHICLE INTERFACE DIAGRAM

D21
VEHICLE INTERFACE MODULE

The vehicle interface module (VIM) provides relays, fuses, and connection points to interface with the vehicle
electrical system. VIMs are available for both 12V and 24V electrical systems. The VIM for 12V systems
uses all 12V relays. The VIM for 24V systems has all 24V relays. VIM with 24V relay system used on
BH50M.

DIAGNOSTIC TOOLS

CHECK TRANS LIGHT

When the ECU detects an abnormal condition, theCHECK TRANS light (usually located on the vehicle
instrument panel) illuminates and action is automatically taken to protect operator, vehicle, and the transmis-
sion. Adiagnostic code will nearly always be registered when the CHECK TRANS light is on; however, not
all diagnostic codes will turn on the CHECK TRANS light. Codes related to the CHECK TRANS light are
detailed in the code chart Illumination of the CHECK TRANS light indicates that a condition was detected
that requires service attention. Operation of the transmission may or may not be restricted. Depending upon
the cause for the CHECK TRANS light illumination, the ECU may or may not respond to shift selector
requests. The transmission may be locked in a range. The range selected will flash on the shift
selectordisplay. Both upshifts and downshifts may be restricted when the CHECK TRANS
light is illuminated. Seek service assistance as soon as possible. Each time the engine is started, the CHECK
TRANS light illuminates briefly and then goes off. This momentary lighting shows the light circuit is working
properly. If the light does not come on during engine start, request service immediately.

DIAGNOSTIC DATA READER

The current Diagnostic Data Reader (DDR) is the Pro-Link® 9000 diagnostic tool which is available through
Micro Processor Systems, Inc. (MPSI). A portable microcomputer-based receiver/transmitter/display unit,
thePro-Link ® transmits and receives data to and from the ECU, processes the data, and displays appropriate
information. Use the Pro-Link ® during installation checkout and troubleshooting. There is a new Pro-Link
® cartridge needed for use with CEC 2. The new Multi-Protocol Cartridge (MPC) contains a programmed
PCMCIAcard which allows for reprogramming of GPI/GPO packages. Reprogramming includes selection of
a GPI/GPOpackage, enabling/disabling of wires and modification of certain data parameters. Operating
instructions aresupplied with each Pro-Link®and further information is also included in Appendix J of this
manual. Connect thePro-Link® 9000 to the diagnostic connector provided in the selector wiring harness.

D22
DIAGNOSTIC CODE MEMORY

Diagnostic codes are logged in a list in memory (sometimes referred to as the queue), listing the most recently
occurring code first and logging up to five codes. Access to the code list position, main code, subcode and
activeindicator is through either the shift selector display or the Pro-Link®diagnostic tool. Access to ignition
cyclecounter and event counter information is through the diagnostic tool only. Further detail on the use of
Pro-Link® 9000 DDR is presented in Appendix J of this manual.
The following paragraphs define the different parts of the code list.
A. Code List Position.
The position which a code occupies in the code list. Positions are displayed as“d1” through “d5” (Code List
Position #1 through Code List Position #5).
B. Main Code.
The general condition or area of fault detected by the ECU.
C. Subcode.
The specific area or condition related to the main code in which a fault is detected.
D. Active Indicator.
Indicates when a diagnostic code is active. The MODE indicator LED on the shift selector is illuminated or
the diagnostic tool displays YES
E. Ignition Cycle Counter.
Determines when inactive diagnostic codes are automatically cleared from the code list. The counter is
increased by one each time a normal ECU power down occurs (ignition turned off). Inactive codes are
cleared from the code list after the counter exceeds 25.
F. Event Counter.
Counts the number of occurrences of a diagnostic code. If a code is already in the code list and the code is
again detected, that code is moved to position d1, the active indicator is turned on, the Ignition Cycle Counter
is cleared, and 1 is added to the Event Counter.

CODE READING AND CODE CLEARING

Diagnostic codes can be read and cleared by two methods: by using the Pro-Link®9000 diagnostic tool or by
entering the diagnostic display mode and using the shift selector display. The use of the Pro-Link
®9000 diagnostic tool is described in the instruction manual furnished with each tool and briefly in Appendix J
of this manual. The method of reading and clearing codes described in this section refers to entering the
diagnostic display mode by the proper button movements on the shift selector.

DIAGNOSTIC CODES

The diagnostic display mode may be entered for viewing of codes at any speed. Active codes can only be
cleared when the output speed = 0 and no output speed sensor failure is active.
A. Reading Codes. Enter the diagnostic display mode by pressing the. (Up) and. (Down)arrow buttons at
the same time on a pushbutton selector, or by momentarily pressing the “display mode” button on a lever shift
selector.
NOTE: If a DO NOT SHIFT condition is present (CHECK TRANS light illuminated) at this time, the
shift selector may or may not respond to requested range changes.
The code list or queue position is the first item displayed, followed by the main code and the subcode. Each
item is displayed for about one second. The display cycles continuously until the next code list position is
accessed by pressing the MODE button. The following list represents the display cycle using code 25 11 as
an example:

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1. Code list position —d,1
2. Main code —2,5
3. Subcode —1,1
4. Cycle repeats —d,1,2,5,1,1
To view the second, third, fourth, and fifth positions (d2, d3, d4, and d5), momentarily press the
MODE button as explained above.
Momentarily press theMODEbutton after the fifth position is displayed to restart the sequence of code list
positions.
An active code is indicated by the illumination of the LEDindicator when a code position is displayed while in
thediagnostic display mode.
Any code position which does not have a diagnostic code logged will display “–” for both the main and
subcodes.
No diagnostic codes are logged after an empty code position.

B. Clearing Active Indicators.

A diagnostic code’s active indicator can be cleared, which allows thecode inhibit to be cleared but remains in
the queue as inactive.
The active indicator clearing methods are:
1. Power down — All active indicators, except code 69 34 (refer to the code chart), are cleared atECU
power down.
2. Self-clearing — Some codes will clear their active indicator when the condition causing the code
is no longer detected by the ECU.
3. Manual — Some active indicators can be cleared manually, while in the diagnostic display mode,
after the condition causing the code is corrected.

DIAGNOSTIC CODES

C. Manually Clearing Codes and Active Indicators from the Code List.

To clear active indicators or all codes:

1. Enter the diagnostic display mode.
2. Press and hold the MODE
button for approximately three seconds until the LED indicator flashes.All active indicators are cleared. To
remove all inactive codes, press and hold the MODE button for about ten seconds until the LED indicator
flashes again. All active indicators will be cleared atECU power down.
3. Codes that cannot be manually cleared will remain.

D. Exiting the diagnostic display mode.

Exit the diagnostic display mode using one of the following

procedures:
1. On a pushbutton shift selector, press the. (Up)and. (Down)arrow buttons at the same time orpress any
range button,D,N, orR. The shift (D,N, orR) is commanded if not inhibited by anactive code.
2. On a lever shift selector, momentarily press the “display mode” button or move the shift lever to any shift
position other than the one it was in when the diagnostic display mode was activated. If the
shift is inhibited, the ECU will continue to command the current transmission range attained and the lever
should be returned to its original position.
3. Wait until timeout (approximately 10 minutes) and the system will automatically return to the
normal operating mode.
4. Turn off power to the ECU (turn off the vehicle engine at the ignition switch).

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 DIAGNOSTIC CODE RESPONSE

The following ECU responses to a fault provide for safe transmission operation:
•DoNotShift (DNS) Response
— Release lockup clutch and inhibit lockup operation.
— Inhibit all shifts.
— Turn on theCHECK TRANSlight.
— Shift selector display flashes the range selected.
— Ignore any range selection inputs from the pushbutton or lever shift selector.
•SOLenoidOFF(SOL OFF) Response
— All solenoids are commanded off

SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES

•“Cateye” — The forward slash segments and the middle horizontal segments (-\-) may be on under the
following conditions:
—RSI link fault is active (code 23 12 or 23 14)
—When two COP timeouts occur within two seconds of each other (reference code 69 33)
—Shift selector display line fault is active (23 16)

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D27
 BATTERIES AND CHARGING SYSTEM

Located on the battery box, this warning decal

(WA 3101) stresses the need to keep all spark
producing materials away from the battery.When
another battery or 24V DC power source is used
for a jump start, all switches must be off prior to
making any connections. When connecting jumper
cables, maintain correct polarity, connect positive
posts together and then connect the negative lead
of the jumper cable to a good frame ground.

Do not connect the negative posts of the vehicle batteries. This hook up completes the circuit
but minimizes the danger of sparks near the batteries.

Sulphuric acid is toxic and corrosive, use proper safety gear - goggles, rubber glove and rubber
gloves when handling and servicing batteries.

If sulphuric acid is spilled on the skin, immediately flush the area with large amount of running
water for at least 15 minutes, and get medical attention at once.

Counteract swallowing of acid by drinking large amount of water or milk, followed with mild of
magnesia, beaten eggs or vegetable oil. Get medical care promptly.

BATTERY

Proper servicing will increase the life of the batteries. Checking electrolyte level and cleaning are
the two most important items in servicing.

Service the electrolyte level with distilled water or water approved by the manufacturer. Hard water
will cause mineral deposits on the cell plates and decrease battery life. Add water until the top
of the plates are covered. Over filling will weaken the battery electrolyte and cause corrosion
of battery connections. Batteries can be cleaned by using soda solution or ammonia, and rinsing
with clear water.

NOTE : When washing batteries, make sure that cell caps are tight to prevent cleaning
solution from entering the cells.

When installing the batteries, check all the connections for corrosion. If corrosion is present, clean
the terminal or clamp and apply coating of petroleum jelly to prevent further corrosion.

D28
 RECHARGING BATTERIES

! Warning : DO NOT SMOKE or allow open flame around a battery or

during re-charging
Prior to operating battery charger, make sure that leads are
connected to the corresponding terminals, and remove cell
caps to dissipate any gas accumulation.

The battery charging system process can be monitored by

checking specific gravity. To check specific gravity level
of a cell, use Hydrometer.

Specific garvity reading of 1.270 to 1.215 @ 27 degree

centigarde indicates that battery is fully charged. A read-
ing below 1.215 @ 27 degree centigarde is considered as
uncharged and is unsatisfactory for use.

Note: The specific garvity reading will vary with ambient

temperature, and may need correction.

correction can be made by adding 4 gravity points for

every 3.4 degree centigrade or by subtracting 4 gravity for
every 3.4 degree centigrade below 27 degree centigarde.

A voltage reading may also be taken across each of the indiviual cells. The voltage reading across each
individual cell should be approximately 24 VDC.

SEALED MAINTENANCE FREE BATTERIES

If equipments are fitted with sealed maintenance free Batteries. Filling and maintenance of electrolyte is not
required. If the open circuit voltage is falls below 12.5V battery requires freshning charge at 14.4V for 12V
battery with acurrent limit of 0.2C20 for 14 hours.

During Installation.
- Ensure battery is properly secured in cradle.
- Tighten electrical connections properly to avoid loose contacts.
- Check fan belt and electrical wiring.
- Dynamo / alternator setting should be 27.6 to 28.4V.
During Use:
Check regularly to ensure:
- Battery is not loose in cradle.
- Condition of fan belt & wiring.
- Proper alternator setting.
- Have battery checked at least once in 6-months by authorized representative

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