to 793 go on the caterpillar line of
construction trucks the maximum gross weight
of the machine is still 370 and 6,800
20 kilograms
same as 793 sees
for maximum hauling performance the
793 ce is equipped with the engine
caterpillar 35 16 with a classification
2300 horsepower gross
compared to the 2 thousand 160 horses of
35 16 in 793 sees the pressures of
fuel injection which are 22 per
one hundred higher than the generation
previous 3500 engines provide a
more complete fuel burn and
efficient reducing smoke levels
and of emissions
This presentation is divided into three
segments to facilitate the
display are as follows
the operator cabin that includes the
operator controls and system
vital information management be y
ms with production management
an important service tool
available for these trucks is the
electronic technician caterpillar or et
the east is a diagnostic system and
of computer-based information that
can help you speed up the process of
service
the power train that includes the engine
the torque converter the gears of
transfer transmission control
of programmable transmission
electronic differential and controls
finals
machine systems that include
the management system of
brake air lift
tow retarder control
automatic
rc and the control system of the
cts traction
let's start with the operator's cab
the operator's cab in the 793 ce is
designed to provide total control
of the machine in a comfortable environment and
productive all controls levers
and meters are designed and located
for maximum productivity
the dashboard includes the
information management system
vital that informs the state operator
of the machine directly behind the
steering wheel is the module
of four meters and the module
tachometer speedometer which are two
of the ve and ms output components
on top of the four modules
tachometer speedometer and meters there are
several indicators that illuminate these
indicators include turn signals
left and right
the high beam indicator light the
action light and brake light
connected
on the right is the ve and ms screen
and the keyboard
the brake retarder lever and the
of the secondary brake are directly
behind the steering wheel to
facilitate its operation just below the
tachometer speedometer module is the
on switch off
of automatic retarder control
This switch is used by the
operator to activate or deactivate the
rc system located to the right of the
operator seat is the console
central at the front of the
center console is the lever
transmission changes the switch
next to the gearshift of the
transmission is the light switch
back
in the middle of the center console there are two
switch banks in line
upper left switches
to the right are
the backup switch of the
accelerator that increases the speed of
engine at 1300 revolutions per minute yes
the electronic control module
gm detects that the sensor signal from the
throttle is invalid
the auxiliary manual switch of
starting with ether that allows the
operator inject ether manually
if the temperature of the oil and the
Engine coolant are less than
10 degrees Celsius or 50 degrees Fahrenheit
and if the engine speed is lower
at 1200 revolutions per minute
the ignition key switch
used to start the machine and the
switch control system
attraction used to test the
system
the bottom row of switches
includes brake switch
parking the clean switch
washer windshield lighter
cigarettes and switch
parking brake disconnection
which is used to disconnect the brake from
parking when towing to the
machine
the gold service meter is located
next to the switch board in the
center console
on the board above the head of the
operator
there are several light switches these
switches include lights
parking front and rear
the dashboard lights the interior light of
the cabin the light of the stairs
front and fog lights to the
left of the operator seat is
the lifting lever four
positions are lift fixed free and
go down
the 793 ce lifting system
It is different from other trucks
because it is electronically controlled it
will explain in more detail in the section
of the lifting system of this
presentation
the administration system of
vital information sees and receives signals
sensor input throughout the
machine and also communicates with others
control modules in the machine
the be and ms provides the operator and the
service technician an information
full of the current and previous status of
all machine systems
the four parameters controlled by the
module of the group of four meters are
engine coolant temperature
brake oil temperatures
system air pressure and level of
fuel in the speedometer module
tachometer travel speed
is shown on the screen of three
digits the actual speed display
consists of two digits that indicate the
actual gear transmission in those
moments the left digit indicates the
real speed while the digit
right indicates the direction of travel
selected the tachometer indicates the
engine revolutions per minute
the message center module
consists of an alert indicator a
universal meter and a window
message display
under the message center module
is the b & b s keyboard which is
used by the operator or by the technician
of service to access the
different information screens that
he sees and more can show
the bei and ms has three levels of
different warning that alert the
operator when there is an abnormal state
of the machine
the alert indicator flashes each time
that a level warning is presented
1 2 or 3 a level 1 warning will make
that the warning indicator of
this action is not necessary
immediate by the operator but it
you should check that condition at the end of
work shift
a level 2 warning will cause the
Estella action light along with the
alert indicator this level indicates
that the operation of the machine must
be changed or what should be done
maintenance
a level 3 warning adds a
action alarm to action light and the
alert indicator the operator must
immediately stop the machine in a
safe place the blue service light on
the front bumper of the machine
will be on constantly when
any one of the three is activated
warnings this light indicates to staff
of service that the machine needs
service the portion of the meter
universal center module
messages shows various parameters
controlled by him and more pressing
the meter key on the keyboard some
of the parameters that the meter
universal can show are the
engine revolutions per minute the
converter output temperature
for the system pressures of the
direction and oil temperatures
of the brakes
the message screen window
down in the center module of
messages shows various types of
text information for the operator or
the service technician
using the keyboard be and ms the operator or
the service technician can lead to
perform several functions be and ms these
functions include enable or disable
ims data logger
perform a load calibration
useful to activate or deactivate the system
manual lubrication recognize the iii or
machine events
view event statistics change
the language used in the text and change
the units to the metric system are
can carry out several operations
service using ve software
and more and a laptop some of
those operations are transfer of
data view of real-time data
transfer of a configuration from the
machine and serial number assignment
and team
the system sees ims in it 793 ce also
It is equipped with the system
production administration the
purpose of the administration system
of production is regret register and
show the weight of the material being
loading the machine the system maintains
also a record of each cycle that
can be transferred and analyzed by the
software should and ms
the administration system of
production is controlled by the module
main must and more several components
input supply information to
module that activates then the
output components
the keyboard should be more used to activate or
disable administration function
of production
the main input components
for the administration system of
production are the pressure sensors
of shock absorbers
there is a sensor in each of the four
suspension cylinders these
sensors provide input signals
to the control module indicated by
cylinder pressures
lifting lever sensor
is another entry to the system of
production management when moving
to a rising position the
lifting lever sensor
notify the administration system of
production that begins a new cycle
register
the output speed sensor of the
transmission is not a direct entry into
the administration system of
production the signal comes from the control and
ps2 through the cut data link
to inform the system of
production management that the
machine is in motion
the two output components of the
production management system
they are the message center screen
which shows the operator the weight in
tons of payload and lights
of external signals
the exterior signal lights are
mounted on both sides of the machine
and are used by the operator of the
loader to determine when it has
finished loading the machine
there are two exterior lights a red light and
another green the green light comes on
after the first load of
ladle has been emptied into the machine the
red light flashes when the next
bucket load will reach so
minus 95% of a full charge and it
continually turn on when the weight in
the machine is at 95 percent or more of
a full load
the cat pete is designed to work
on a personal computer using
Microsoft Windows or Windows 95 Cape
it can work for you like a program
windows alone cannot be done
operate from the system
service information using the
operating system or s2 of ibm el cap
pt has all the functions of
control analyzer programmer
electronic and more
to get a list of the team
necessary to connect a computer
portable to the machine see the
caterpillar electronic technical brochure
shape in hp 56 14
lt provides a number of functions
which include status screen
engine view of active diagnostics
view and delete diagnostics
recorded view of the events where
there were irregularities and that were
registered by the ecm vista and change of
parameters automatically obtain the
identification and identifiers
version of the psm realization of
diagnostic tests performing
calibrations obtaining totals
of the engine for the fuel using and
the use of ether
let's start with the status button this
button allows the operator to see a
variety of current parameters of
engine these parameters include the
revolutions per minute the readings of
turbo outlet pressure sensor
refrigerant temperature compressor
booster pressure and many others
parameters the parameters are seen in
groups by default or in groups
selected by the operator
the active diagnostic codes in
an electronic system are shown in the
active code list box
these codes indicate the faults that have
happened since it was energized by
last time the electronic system the
codes are shown with a number and with
a code name to see all
diagnostic codes since it
last deleted the registry of
system diagnostic codes
electronic press the code button
Registered the list shows the
following components of codes
diagnosis psm name hours of
diagnostic clock e pm number of
code code description number of
events
now sm of the first event now sm of the
last event
he can erase you the failures of
diagnostic code registration
when a sm is installed a new sensor
it is often necessary to calibrate the ecm to
new component
In the tools menu you will find the
lte calibration function will perform at
the functions necessary to complete
calibration when an sm is installed
a new sensor is often necessary
calibrate the sm to the new component in the
tools menu there is the function of
lte calibration will perform the functions
necessary to complete the calibration
the sm summary screen indicates the
record data such as
vehicle identification number of
motor series psm serial number
module part number
personality
module edit date
module level change personality
of personality identification number
of the controls number of
application identification
finally when selected
settings a screen appears that
show psm configuration with
client and system parameters that
can be changed
in this segment we will see the main
machine systems starting with the
engine and continuing with the flow of
power and going through all
main components the main
changes between engine 35 16 to 35 16b
include
the electronic control module of
engine management says the
advanced
of second generation m2 that control
can be recognized by two connectors
40 pins in front of a 70 connector
plugs of the previous model
the atmospheric pressure sensor is
now behind the control module
electronic
gm was before in the compartment of
behind the cabin
the engine oil pressure and the
oil filter restriction are
controlled by two pressure sensors
of oil in the base of the filter
oil
a coolant flow switch
controls the flow of refrigerant the pre
engine oil lubrication is
controlled by the ecm of the engine and the
transmission
ether injection is controlled by
engine psm
variable fan speed
it is also controlled by the psm of
engine
two sensors are used in the
turbocharger to measure the temperature
from the exhaust a pressure sensor is used
of the crankcase to measure the pressure of the
sump
a post temperature sensor
cooler controls the temperature of
has rear cooler
fuel filter restriction
It is controlled and this input signal is
sent to engine psm
the engine oil level is
controlled by a switch in the
oil pan
two cooling systems are used
of the engine separated in the 793 and one is
the cooling system of the
water shirts and the other is the system
cooling post cooler
these two systems are not connected
each system has its own indicator
of the coolant level and its cover
fill
located in the bypass tank
the bypass tank is in
the main platform outside the
cabin there is a level sensor
refrigerant on each side of the tank
bypass to control the level of
refrigerant of both systems
cooling level sensors
refrigerant
the water pump system
water cooling shirts are
found in the front corner
engine right
the refrigerant flows from the pump
water passes through the flow switch
of the refrigerant by the coolers of the
hydraulic oil motor oil and
of transmission oil up to
get to the engine block the
refrigerant flows through the block
of the engine at 2 cylinder heads and then it goes
to the thermostat housing the coolant
cold is sent back to the pump to
through the bypass pipe
as the refrigerant heats up
the thermostats open and the largest
part of the coolant flows to the radiator
a part of the refrigerant is sent to
turbo compressor bearing housing
and then back to the radiator from the
radiator the coolant goes back to
water pump admission pump
water cooler well system
is in the front corner
left engine
the refrigerant flows from the pump
water through the cooling well and the
hydraulic oil cooler and returns
to the radiator from the radiator the
refrigerant goes back to admission
of the water pump this system is not
equipped with thermostats
if the engine is equipped with a
variable speed fan ecm
of the engine regulates the speed of
fan fan speed
varies according to the temperature of the
sm engine sends a signal to the valve
of fan control solenoid
variable speed the pressure of
engine oil connects a clutch
as needed to change the
fan speed a sensor
speed located behind the pulley of the
fan informs sm of speed
real fan
this feature can be disabled
using the service tool
when the speed of the
fan is put on maximum
when the air compressor
conditioning is working the
air pressure switch
conditioning sends a signal to sm for
fan informs sm of speed
real fan
this feature can be disabled
using the service tool
when the speed of the
fan is put on maximum
when the air compressor
conditioning is working the
air pressure switch
conditioning sends a signal to sm for
adjust speed fan
variable to maximum
engine lubrication system
starts on the mounted oil pump
on the right side of the engine the pump
engine oil draws oil from
collector through a rack
engine oil flows from the pump to
through a bypass valve
engine oil cooler at
engine oil cooler
the engine oil cooler is
on the right side of the engine block
a bypass valve allows the
oil flow to the lubrication system
during cold starts when the
oil is thick or when the cooler
Engine oil is plugged
oil flows from the oil cooler
from the engine to the oil filters in the
left side of the engine
oil samples can be taken from
motor in the socket for analysis
programmed oil that is in the base
oil filter filters
oil the oil flows to the block of
engine and turbochargers
there is an oil pressure sensor
of the engine on each side of the base of the
oil filter together those two
sensors inform the operator of the
engine oil pressure or if the
engine oil filter is
blocked
the engine oil level is checked
on the dipstick and when it is
necessary engine oil is added in
this place
if the machine is equipped with a
engine pre lubrication system the
pump the motor and the relay are located
on the right side of the frame near
the motor
engine pre lubrication is
controlled by control modules
of engine and transmission
if equipped with the system
engine oil renewal
components are on the side
engine right the oil flows from
engine block through the filter
oil to a solenoid manifold
solenoid manifold oil flows
next to the regulator's return
fuel pressure and returns to
fuel tank with fuel
return the oil is mixed with the
fuel in the fuel tank
and it flows to the injectors and iu and so that
burn with fuel
you should be very careful with the level
of engine oil and with the requirements
of maintenance when using the
oil renewal system
outside air enters the engine for two
before filters that remove particles
larger dirt the air flows
then from the two filters before
primary and secondary air filters
to the turbochargers
the restriction indicators of
air filters are just below
air filter boxes
if the yellow piston is in the zone
red indicating that the air filters
are clogged should service
air filters
the 35 16 ve engine is equipped with a
series turbocharger system the
clean air from the filters enters the
low pressure turbochargers and more
large the compressed air of the
low pressure turbochargers enters
in high pressure turbochargers
smaller after compression
additional for two turbochargers compressors
high pressure the air flows to the well
cooler
after the air is cooled by
the cooling well the air flows to the
cylinders and mixes with the fuel
for combustion
an exhaust bypass valve or
exit gate prevents pressure from
excessive reinforcement diverting gases from
turbocharger exhaust the
bypass valve is controlled by
the engine psm through the valve
of the output gate solenoid
if the booster pressure exceeds a
default value sm of the motor
will open the solenoid of the gate
outlet and will send air pressure to
open the bypass valve
escape
when the bypass valve of
escape is open the exhaust on the side
of the turbocharger turbine it
deflects through the silencer
the deviation of the exhaust pressure of
the turbine makes the turbochargers
slow down and reduce
booster pressure to cylinders
the fuel pump is located at
the right of the engine and is mounted on
the rear of the oil pump
the fuel pump takes out fuel
of the fuel tank through the
primary fuel filter
the fuel flows from the pump
fuel to
engine gm to cool down and then to
secondary fuel filters
on the left side of the engine
from the base of the filters
secondary fuels the fuel
flows continuously around each
electronic unit injector or usa
the fuel priming pump is
found above the filters of
secondary fuel
the return fuel of the
injectors flows through the regulator
located fuel pressure
front and right of the engine before
of returning to the fuel tank the
fuel pressure regulator
maintains the fuel pressure in the
fuel system
the engine sends power to the train of
force through the torque converter
which is located at the back of the
motor the torque converter box is
the oil sump for the
torque converter and supply
transmission oil
the sight glasses on the side of the box
torque converter are used for
check the oil level for the
torque converter and transmission there are
a four section pump
torque converter and transmission
on the back of the converter
for the four sections from the front
backwards are recovering from the
torque converter load transmission
transmission load lubrication of
the broadcast
oil flows from the loading section
from pump torque converter to
torque converter load filter
located at the front of the tank
hydraulic
the oil flows from the charge filter of the
torque converter to the valve
intake relief mounted on the
torque converter relief valve
intake protects the converter from
torque limiting the oil pressure of
converter supply
the inlet pressure of the converter
of torque can be measured on this valve
removing a plug and installing a socket
pressure
after flowing through the valve
intake relief the oil enters the
torque converter to create the
fluid coupling
then the oil falls to the bottom of the box
or goes through the relief valve of
torque converter output on this
take the relief pressure can be measured
output
most of the oil flowing from
the outlet relief valve
torque converter flows through a
outlet grill to the cooler
torque converter oil and
transmission located on the right side
from the engine the oil flows back
from the oil cooler to the box
torque converter
the transmission load pump
supplies oil to the lock valve
of the peace converter
when the lock solenoid located in
the transmission case is energized
for transmission control the
valve supplies oil to connect
the clutch lock on the converter
of torque
the work clutch allows the
machine operate in direct command to
keep losses to a minimum
power in this socket you can measure the
working clutch pressure
torque converter
Power is sent from the converter
torque to transfer gears
which are mounted on the transmission the
transmission lubrication oil
flows through the gears of
transfer and transmission for
cool and lubricate the components
internal
the transmission in the 793 ce has six
forward speeds and a speed of
recoil let's see the oil flow by
transmission three of the four bombs
on the back of the converter
torque supply oil for the circuit
hydraulic transmission oil
flows from the loading section of the
pump to the load filter of the
transmission
from the filter the oil flows in two
directions to the clutch valve
torque converter lock located in
the top of the torque converter
and to the control valves of the
transmission located in the part
top transmission
converter oil samples
of torque and transmission can
be taken in the analysis
programmed oil in the filter
transmission oil
the recovery section of the
pump transmission gets oil
of the magnetic grilles located in
the bottom of the box of the
transmission the recovered oil that
then directed towards the box of
torque converter through the
oil return grid
transmission located behind a cover
in the torque converter box
the lubrication section of the
pump transmission supplies
gear lubrication oil
of transfer and the planetariums of
the transmission to cool and lubricate
internal components
the transmission load pump
supplies oil to the valve group
transmission control and at
shift solenoid valves
ascending of descending change and of
lock on transmission
excess load oil drops to
transmission case bottom for
be recovered or flows to the circuit of
torque converter
the clutch solenoid of the
torque converter is energized by the
transmission control when
need direct command
pump supply oil
transmission load flows to the
lock clutch control valve
to connect the lock clutch
the pressure relief valve
load is part of the valve group of
transmission control valve
relief limits the maximum pressure in the
transmission load circuit in
this outlet can measure the pressure of
transmission load
the control valve group of the
transmission is mounted on the part
top of the transmission there is a
modulation reduction valve
for each clutch in the transmission
this feature provides control
individual pressure and time
necessary to connect and disconnect
Each clutch this design is known as
individual clutch modulation
and be m
a reduction valve is used
additional modulation at the station
to control the relief setting of
two stages for supply pressure
Of the clutch
the clutch pressures of the
transmission are measured in the sockets of
pressure at the top of the
control valve
the purpose of controlling the
electronic programmable transmission and
second generation
etc 2
is to determine the desired speed of the
transmission and energize solenoids to
make ascending or descending changes
as necessary based on the
information from both the operator and
machine
etc 2 receives information from several
input components such as the
gear lever switch the
output speed sensor of the
Transmission or theo s switch
transmission speed and sensor
of the lifting lever
based on the input information the
ipc 2 determines if the transmission should
go up or down connect the
lock clutch or limit the range of
transmission speeds those
actions are carried out by sending
signals to various output components
numerous output components report
to the control module on the status of
machine input components
They are switch type and sensor type
let's see the input signals it receives
the control module
fcc 2
the input signals are supplied
by the toggle switch
changes the pressure switch of the
service brake or retarder the
brake pressure switch
parking or secondary sensor
of the lifting lever the
raised box switch the
start switch sensor
motor speed the sensor of the
converter output speed
service switches set and
clear the speed sensor from
transmission output switch
of transmission speed and the
machine identification code
gear shift switch
points to the control module the position
speed that has been selected
by the operator
gear shift switch
mechanically connects to the lever
the selector in the change console
the pressure switch of the
service and retarder brakes
points to the control module when
service brakes apply or when
the retarder is used the module
control then starts the function of
rapid downward shift and function
of descending change
the brake pressure switch
service and retarder connects
to the brake air lines in the
cabin rear compartment
the brake pressure switch
parking and secondary signals
to the control module when the
secondary or parking brake the
control module then starts the
fast downward shift function
brake pressure switch
secondary and parking is
connected to the air pipes of the
Parking break
lifting lever sensor
points to the control module when the
operator lifts the truck box
the module then starts the function of
recoil neutralizer
the lever sensor
survey also controls all
lifting system operations
through several input signals
of the duty cycle in fc2
the raised box switch that
It consists of two components a
rack mounted switch and a
magnet mounted on the switch box
points to the control module that the box
the module is lifted from the machine
control then starts the function of
gear limit with raised box
the ignition key switch
points to the control module when the
operator turns the switch to the
start position module
control then starts the functions of
neutral start and pre lubrication
motor speed sensor sends
a signal to the control module that
indicates the revolutions per minute of the
engine this signal along with the signal of the
output speed sensor
torque converter is a parameter that
the control module uses to calculate
lock clutch slip
torque converter
the output speed sensor of
torque converter sends a signal to
control module indicating the
torque converter speed is
signal along with the sensor signal
engine speed is a parameter that
the control module uses to calculate
lock clutch slip
torque converter
service switches are used
to access fcc 2 to get the
stored diagnostic information and
that of occurrences and to program the
speed limit functions
top of the transmission
switches are marked with an s
to adjust and with a c to erase
the output speed sensor of the
transmission transmits the revolutions
per minute of the output shaft of the
transmission to the control module is
signal is the main parameter that the
control module used to determine
when to change gears the sensor will
found in the gears of
input transfer the signal from the
output speed is also used by
the control module to prevent a
engine speeding state
the control module increases the gear of
transmission up to a speed
higher than the one selected by the
shifter if the speed of
output reaches a dangerous value
the gear switch of the
transmission indicates to the control module
the transmission gear that is
selected the gear switch
of the transmission is mechanically
connected to the rotary actuator
the control module receives the
identification information of the
machine from permanent connections
in the machine wiring harness the
control module operates in accordance with
the state either open or grounded
the entries in the deck code
cables
the outputs of the control module are
electrical signals that create an action
provide information to others
devices or supply power to
the sensors let's see the outputs of the
control module
the outputs are the signals to the
upshift solenoids or
descending to the solenoid locking
data link cut to solenoid
starter motor and to the relays of
lifting system
the control module sends a signal to the
upshift solenoid or
descending to make the change in the
transmission also sends a signal to
lock solenoid to control
electrically the command function
direct solenoids are located in
the hydraulic control group of the
transmission
The purpose of the cut data link is
communicate with other control modules
electronic in the machine the connector
of the cut data link for
service tools is located
behind the operator's seat
the control module tells imss to
through the catch data link the
transmission gear that is
currently in use the bm s shows the
operator information
when the key is in the position of
start and the machine is in neutral
with the parking brake
connected the control module energizes
the pneumatic start solenoid for
activate the engine start the
solenoid is mounted on the frame
machine left
if prepublication of the
engine oil controlling the
transmission not energize the solenoid of
pneumatic start until the cmd the
engine indicate that the pre lubrication is
He has completed
if you need to inject ether lcm from
motor energize the relays of the
ether injection
while the engine is spinning
when the lifting lever is
in the position raise lower or free the
transmission control energizes one or
two relays to control the functions
of the lift valve
although it is not really a way out of
pts 2 the diagnostic window located
on the front of the module
control provides several diagnoses
and programming capabilities shown
mode 0 indicating the codes of
diagnosis
from differential transmission
send power to the rear wheels
the differential distributes this power
at 90 degrees by two axes at the controls
rear axle ends are used
Peepholes to check the level of
oil inside the shaft a vent in
the rear axle prevents it from accumulating
shaft case pressure
rear axle cooling pump
oil out of the bottom of the shaft case
rear through a rack of
suction
a protective fiber cover
glass surrounding the lower portion of
the crown reduces the temperature of
rear axle oil on long trips
reducing the amount of oil that is
splattered by the crown the oil of
rear axle cooling flows from the
pump by the control valve of the
pressure and flow and by the filter of
rear axle mounted cooling
the oil then returns to the valve
of pressure and flow control in
the upper rear axle
the pressure control valve and
of the rear axle flow distributes the
oil flow to the bearings of the
rear wheel and to the bearings of
differential
from the differential the flow of
power is sent through riders of
differential
from the differential the flow of
power is sent through the axes
and of the planetary final commands of
double reduction to the wheels
Now let's look at the machine systems
which include the systems of the
rising and air direction the
brakes and machine trailer
the steering system at 793 ce
it is completely hydraulic there is no
mechanical connection between the steering wheel of
steering and cylinders of the
address
the address system is also
independent of all others
hydraulic systems in the machine
the steering tank is in the
right platform there are two meters of
peepholes on the side of the tank when
the engine is off and the oil is
cold oil should be between
full marks and add oil
upper meter when the engine is
running and the accumulators are
fully loaded oil level
should not go under the marks
engine running on the lower meter
a combination of valve is used
regulation and relief valve of the
pressure to relieve the pressure of
tank before opening the filling lid
the drain oil from the box of the
pump returns to the tank through the
filter on the side of the tank the
remaining oil from the system
direction returns to the tank through the
main address filter in the
tank top both
filters are equipped with valves
bypass to protect the system if
plug or during start-up with
cold oil
if the steering pump fails or if
the engine cannot start it se
provides a connector to connect
an apu auxiliary power unit
this unit supplies tank oil
of the address to load the
address accumulators the
steering system capacity
is then available to tow
machine
he 793 ce is equipped with a pump
pistons with pressure compensation and
with load sensor the pump
address is mounted on the command of the
pump and this one is inside
of the right frame rail near the
torque converter
the steering pump operates only
when the engine is running and
provides the necessary oil flow
to the accumulators for the operation of the
steering system the pump of the
address contains a controller of
load sensor that works with a
accumulator charge valve for
check the pump output of the
address
low direction switch
pressure is mounted on the manifold of the
pump pressure switch
located inside the right rail of the
frame near the pump control the
purpose of this switch is
check the supply pressure of the
pump during low pressure wait
when the address accumulators
they are fully charged the
shut-off pressure the valve
battery charge reduces the
load sensor pressure in the
charge sensor controller
pump the pump reduces the flow then
to the low pressure standby position
that pressure tap is used to measure the
steering pump pressure
during low pressure wait
pump supply oil
the direction flows through a
solenoid check valve and
multiple relief valve
solenoid and valve manifold
of relief connect the pumps of the
direction to the load valve of the
accumulators to the accumulators and to the
direction of travel valve
address the solenoid and the manifold of
relief valve too
they provide the drain pipe for
steering oil
the components located in the manifold
of the steering valves and of
relief are the pressure switch of
address accumulators too
called high pressure switch
the direction that controls the pressure of
address accumulator
the purge solenoid of
accumulators used to drain oil from
accumulator pressure when the
machine is not operating
used backup relief valve
to drain pressure oil if not
open the high disconnect valve
steering pump pressure
the take for scheduled analysis of
steering system oil and the
manifold to connect the side of
auxiliary power unit pressure
the charge valve of the accumulators
houses the connection valves and
steering system disconnection
system shutdown pressure
the address is adjusted with the valve
higher while the pressure of
address system connection is
adjust the two valves with the lower valve
address accumulators
provide the supply oil
during normal operation and the
temporary secondary address if it occurs
a loss of oil flow from the
pump to check the system of the
secondary direction the engine must
turn off with stop switch
manual while leaving the switch
of the ignition key in position
connected
when the stop switch is used
manual purge solenoid is not
energized and the accumulators don't
purge you can guide the machine with the
engine stopped
the direction of travel valve of the
address is operated by servo command
from the manual dosing unit
at the operator position
5 pilot pipes connect those two
components pilot pipes send
the pilot oil of the unit
manual dosing to change the
spools on the sense valve
steering gear reels
control the quantity and direction in
that the pressure oil is sent to the
steering cylinders
when checking the pressures of
system disconnection and connection
the address can connect a
pressure gauge located
here in the direction of travel valve
of the address
the manual dosing unit is
found under a lid on the base
from the steering column the unit
Manual dosing is connected to the
steering wheel and is controlled
by the operator
The manual dosing unit measures the
amount of oil sent to the valve
direction of direction
according to the speed at which the
steering wheel the more
Quick turn the dosing unit
greater manual will be the flow sent to the
steering cylinders and faster
the direction of change will change
wheels
the direction of travel valve of the
address sends pressure oil to
steering cylinders to rotate the
wheels
the lifting system at 793 ce
is electronically controlled by the
programmable transmission control
electronic and ps2 control system
lifting operates similarly
to the previous machines the four
operating positions are lift
set free and get off
the operator controls the lever of
uprising that is on the left
from the operator's seat four
operating positions are lift
set free and get off
the lifting lever controls a
position sensor that sends signals from
entrance to pts 2
pts 2 then energizes the solenoids
in the control valve of
lifting
the lever sensor
uprising also replaces the
box lift switch
which is behind the operator's seat
lifting lever sensor
performs three functions raise and lower the
box neutralizes the transmission in
recoil begins a cycle for the
production management system
hydraulic oil tank
lifting and braking and those
oil level sight gauge
they are on the right side of the machine
normally the oil level is
check with the peephole meter
upper the lower sight gauge
can be used to fill the tank
hydraulic when the cylinders of
rising are in position
raised
lifting system pumps
they take oil from the hydraulic tank by
the suction grilles located in the
rear of the machine
the pump of the lifting system is
a two section gear pump
which is in the upper back
of the pump control the pressure of the
lifting system can be measured
at the two pressure taps on the pump
the oil flows from the pump
lifting through the grilles
from lift to control valve
of the rising
lift control valve
use brake disconnection pressure
parking like pilot oil
to change the reel of direction of
gear inside the control valve
rising
three solenoid valves are used to
direct the pilot oil to the ends
of the direction of travel reel there is
solenoids energized when the sensor
of the lifting lever is in
fixed position
when the lift valve is
in the fixed or free position all the
lifting pump oil
flows through two cooler filters of
front brake oil located
out of the left frame the oil
in excess of the relief valve of the
parking brake also flows
through these filters the oil flows from
oil cooler filters
the front brakes to the cooler of
front brake oil located
above the torque converter
two hydraulic cylinders are used to
lift and lower the tilting box of the
truck when the control lever of
rising is in position
lift supply oil
extends the length of the cylinders of
two stages when lowering the box the oil
flows from the cylinders through the valve
control to the tank this diagram shows
an overview of the oil flow
of the pump lifting system
of the lifting system take out
hydraulic tank oil by
suction grilles and send the oil to
through the lifting racks
to the lift control valve
the lift valve uses the
brake disconnection pressure
parking as the oil
pilot changes the reel of direction of
gear inside the valve
lifting the three valves of
solenoid are used to guide the oil
pilot to the ends of the reel of
direction of travel
when the lift valve is
in the fixed or free position all the
lifting pump system
flows to the cooler filters of
front brake oil the
excess valve oil
parking brake disconnection
binds with pump oil
rising and also flows to
oil cooler filters
front brakes
of the filters the pump oil
parking brake disconnection
and from the lifting pump flows through
cooler bypass valve
of front brake oil to
brake oil cooler
forward
when the lifting lever is
move to oil lift position
supply fills the end of the
lifting cylinder head
and extend the length of the cylinders
two-stage oil end of
cylinder rod flows through the
lift valve to the circuit
brake oil cooling
forward
when the lifting lever is
move to the down or free position and
when the cylinders are extended the
supply oil enters the end
of the cylinder rod
lifting and lowering the second stage of
the cylinders the oil of the end of
the cylinder head flows through the
tank lift valves
hydraulic
he 793 ce is equipped with a system
air driven air compressor
by the engine filled the air tanks
of deposits makes several
engine start functions control
service brakes and retarder
secondary brake control and
windshield washer clean parking
automatic lubrication injection
exhaust bypass control horn
exit gate
the compressor is driven by the train
of synchronization gears in the
front of the engine the compressor
is lubricated by the system
engine lubrication and cooled by
Engine cooling system
the regulator controls the air pressure
in the system and is mounted on the
compressor
a supply connector of
remote air to connect a source of
outside air during service if the
machine air system is not
running from the compressor sent
to the air dryer that is in
the front of the tire
left front air dryer
removes moisture and contaminants from
air system relief valve
air system is in the
dryer
the service brake reservoir and
of the retarder is in the
right platform that deposit too
supplies air for the system
pneumatic start a second valve
of relief is installed in the tank
of service brakes and
retarder to back the valve
air dryer relief daily
the condensation of the
tank through the valves of
sewer system
the secondary air reservoir is
located in the back of the cabin
that tank has air under pressure
for use with the brakes of
parking and secondary drainage
for the secondary air tank is
on the outside of the right side of
the cabin
pressure protection valve
is in the compartment of
behind the cab this valve prevents
that a loss of air occurs
complete in the brake system of
service and retarder
also in the back compartment of
the cab is the sensor of the
air system pressure
the air system pressure sensor
provides an entry to ub and more than
inform the operator if the pressure of the
air system is low since the
air system works directly
with the brake system the following
what we will see will be the brake system
brake control valve
secondary is on the left side of
the address column
the valve is operated manually and
returns by spring when the
secondary brake lever valve
blocks the flow of air to the valve
parking brake disconnection
which then connects the brakes of
parking lot
the brake disconnection pump
parking is the first section of
the four section pump located
under the lift pump in
the pump control the pump sends
oil through the oil filter
parking brake disconnection
to the brake disconnect valve
parking the oil filter
parking brake disconnection
It is located at the front of the
Hydraulic tank
the brake disconnect valve
parking is in the
inner right frame in the center
of the machine using air from the
secondary brake valve or the
parking brake switch
the brake disconnect valve
parking controls the flow of
oil to parking brakes
rear
there is a brake piston of
parking in each set of
rear wheel brake the brake
parking is connected by spring and
the flow is hydraulically disconnected
of oil to the brake piston
parking is controlled by the
brake disconnect valve
parking lot
you can check the pressure of
brake disconnection
parking in the two sockets of
pressure that are in the shaft case
rear brake control valve
of service found below and
is controlled by the brake pedal in
the cabin modulates the air pressure that
goes from the service air tank to
service brake and valve
manual retarder relay
the control valve of the full
manual retarder is below the
board a shaft assembly connects the
valve to the lever on the right side
from the steering column the valve
retarder brake control
manual modulates the air signal that goes to
service brake and relay valve
manual retarder
a double check valve allows
that two separate circuits share
the same air pipes the air of the
circuit with the highest pressure flows to
through double check valve
on the 793 and check valves
doubles are in the
compartment in the front of
the cabin
several air pressure switches
they are behind the cabin these
switches are the light switch
stop the pressure switch
parking brakes and
secondary and the two switches for
the service brake signals and
from retarder to systems etc 2 and
cts the air pressure sensor of
the brakes is also visible
the brake relay valves are
found in the machine frame
between the master cylinders of the
brakes the relay valves modulate the
air pressure to the air chambers in
the master cylinders the valves of
brake relay reduce time
necessary to connect and disconnect
the breaks
a relay valve is used for
operation of the service brake and
manual retarder the other valve
relay is used only for the operation of the
automatic retarder
there are four master cylinders in the
left inner frame of the
machine two supply oil to
front brakes and two supply
oil to the rear brakes the
master cylinders use air pressure
of the relay valves to connect
the brakes there is an envelope switch
brake stroke in each cylinder
teacher
brake cooling oil
coming back from the brakes is sent to
compensating oil tank
offset oil tank
ensures that the master cylinders are
keep full of oil as
the brakes wear out and require more
oil for the displacement of
pistons there is a tension adjuster
between the master cylinders of the
brakes and wheel brakes
rear and front the purpose of
tension adjusters is to compensate
by the wear of the discs of the
brakes
you can check the oil pressure
of service brake or retarder
in the pressure taps in the
tension adjusters always follow the
procedures indicated in the manual
service and be sure to read the
warnings before servicing
braking system
you can remove the air from the system
brakes through the bleed valves
remote
in the front of the tank
fuel filters are found
brake oil cooler
front system oil is used
brake disconnection
parking and lifting for the
cooling the front brakes the
lifting valve oil
flows through the oil filters
from the front brakes to the cooler
front brake oil that is
above the torque converter
when service brakes or
retarder are connected the valve
bypass oil cooler
the brakes allows the oil to
brake cooling flow through the
brake oil cooler
forward
normally the cooling oil of
the front brakes is derived
around the cooler and it goes
directly to the front brakes
oil bypass around
cooler provides more temperatures
post cooler air losses
during high power demands what
what can happen for example when uploading
one slope with the brakes disconnected
the air flowing to the relay valves
It is also sent to the valve
shunt that controls the flow of
brake cooling oil a
through the oil cooler that is
above the torque converter
brake cooling pumps
butts take oil out of the tank
hydraulic through the grilles of
suction oil pressure of
rear brake cooling is
controlled by two relief valves
of the oil cooler that are inside
of the hydraulic tank
the oil flows from the pumps of
rear brake cooling by
2 brake oil coolers
rear located behind the tire
front right the oil of the
brake oil coolers
rear flows through the brakes
rear and return to the tank that diagram
shows the hydraulic circuit of
rising and circle
and you from the lifting system and from
parking brake disconnection
It is used for cooling the
front brakes when the valve
lifting is in a fixed position or
free all pump oil
rising and oil in excess of
the brake disconnect valve
parking flows from the valve
lifting through filters
front brake oil to cooler
of front brake oil that is
above the torque converter
there is a cooler relief valve
of oil in the lift valve
to limit the cooling pressure
of brake oil
this diagram shows the circuit of
cooling the rear brakes the
brake cooling pumps
Rear oil out of the tank
hydraulic through the grilles of
suction oil pressure
rear brake cooling is
controlled by two relief valves
of the oil cooler inside
from the hydraulic tank the oil flows from
brake cooling pumps
rear through the two cooler
It is rear brake oil
located behind the front tire
right from the oil coolers
of the rear brakes the oil flows
by the rear brakes and return to
tank
if you have to disconnect the brakes from
parking for work
service or towing can be
energize an electric motor through the
brake retraction switch
which is in the post of
operator
the engine drives a pump that sends
oil through relief valve
of the parking brake for
disconnect the brakes from
parking pump pressure
towing is limited by a
relief valve on the pump
trailer
air pressure is also necessary
to disconnect the brakes for the
trailer
the brake relief valve
parking must be pressurized
to move the spool on the valve
so that the pump oil
parking brake disconnection
electrically propelled can flow to
the breaks
retarder control system
automatic automatically modulates the
machine retardation when lowering a
costs automatic retardation allows
to the operator focus on the direction
and the change of gears the operator does not
you have to operate or adjust the lever
of the retarder at 793 and the system
rc uses a separate relay valve
located near the master cylinders
of the brakes
retarder control module
automatic is in the compartment of
behind the cabin using tickets
of several sensor switches and others
machine systems the module
control controls the conditions of
retardation related machines
service switches mounted
next to the control are used to access the
electronic control module for
get stored information from
diagnosis and occurrence and for
program the control speed of the
engine
those switches are marked with
an s to adjust and with a c to
delete
automatic retarder valve
is located on the left side of the
front valve compartment
houses the solenoid valve of
supply solenoid valve
control and pressure switch
automatic delay
the system works using several
inputs and outputs let's see first the
inputs to the control module
the inputs to the control module are
the switches on
brake pressure deactivated
connected retarder pressure
automatic speed sensor
motor the mallet code plug of
cables and cut data link
on switch off
is located on the board the
switch will indicate to the module
control when the operator wants the
system work
brake pressure switch
connected which is in the
front cabin compartment
indicates the control module when there is
air pressure in the brakes
the delay pressure switch
automatic dor is connected to
valve outlet port
automatic delay in the
front cabin compartment
that switch indicates to the module
control when the
automatic retarder valve
the engine speed sensor is
located in the flywheel housing the signal
of the engine speed sensor is the
main parameter used by the system
to control the delay the module
control changes the signal to the solenoid
control to maintain speed
of the engine between 1850 and 1950 revolutions
per minute the factory setting is
1900
the wiring harness code plug
connects to the code entries of the
wire harness code plug
of the wiring harness indicates to the module
control the machine model in which
it's installed
the cut data link consists of two
cables and is used to communicate with
other electronic control modules in
the machine the input signals to
through the cut data link to
automatic retarder control are
psm motor sensor
engine synchronization speed
oil pressure switch
motor and position sensor
throttle
additional entries are from the control
of programmable transmission
electronic switch
gear shift switch
real gear and brake switch
parking
service switches are used
to access the control module
electronic to get information
stored diagnostic and
occurrences and to schedule the
engine control speed
those switches are marked with
an s to adjust and with a c to
delete control module outputs
they are electrical signals that create a
action or provide information let's see
control module outputs
The output is the connected brake light
the supply solenoid signal the
signal to the control solenoid and the
diagnostic screen
the connected brake light is on the
board in the cabin the purpose of the
connected brake light is indicate to
operator the state of the brake when the
light is off no braking or
retardation
when the light is on
continuously in those moments is
happening manual retardation or
Automatic or service braking when
the light is flashing there is a fault
in the control module
supply solenoid valve
is located in the valve of the
automatic retarder the purpose of the
supply solenoid valve is
enable or disable air flow
used for automatic retardation
the control solenoid valve is
located on the retarder valve
automatic the purpose of the valve
control solenoid is modular the
air pressure to the brakes during
automatic delay although it is not
really a function the screen of
diagnosis in the control module
help with the diagnosis and with the
troubleshooting and troubleshooting
speeding protection of
engine is an additional function of
system when the excess function of
speed is active the valve
modulate control to maintain
revolutions per minute of the engine at
protection control speed
factory programmed
the attraction control system or
cts is used to improve traction in
the drive wheels if any of
the driving wheels start to skate
the cts can increase the power the
wheel that has better traction this
function is carried out by applying the
wheel parking brake with
less traction the cts is functional to
travel speeds of less
19 kilometers per hour
cts electronic control is
found in the back compartment
of the cabin
the control box processes signals from
speed sensors and sends
signals to hydraulic controls to
apply the parking brake to the
wheel that is skating
cts hydraulic control valve
It is located on the rail of
right frame near the part
Machine rear is supplied
oil to cts control valve
from the shut-off valve of
Parking break
the cts control valve drains the
parking brake oil
the wheel that skates to a regime
controlled to maintain speeds
wheel equals
the cts works using several inputs and
departures we will start seeing the tickets
in the cts control module
the inputs to the control module are the
air pressure switch
service brakes and retarder the
shaft speed sensors
drive and speed distributor
of the transmission
the air pressure switch of
service brakes and retarder
that switch is behind the cab
indicates to the control module when they are
connected the service brakes or the
retarder
shaft speed sensors
left and right drive are in
the rear wheels the sensors
control the rotation speed of
the axes and send signals to the module
control
the speed distributor of the
transmission is in the part
rear of the cabin the distributor of
transmission speed transmits the
signal from the speed sensor of the
transmission output shaft to the
control module
the outputs of the control module are the
selector solenoid valve and the
proportional solenoid valve
selector solenoid valve
receives a signal from the control module
to select the wheel that skates the
valve is located in the valve
cts hydraulic control
proportional solenoid valve
receives a signal from the control module
to regulate the amount of application
of the parking brake valve
It is in the control valve
cts hydraulic pressures of
right traction control e
left can be measured in both
valve sockets
This concludes the presentation on
the 793 c construction truck
having taken a look at the
different systems and components of the
machine we hope this video will
helps prepare to work u
operate this truck
if you want to get more information about
this machine refer to the manual of the
service truck 793 ce number
so s
nr 1440