10450758-komatsu payload meter iii operation maintenance manual

CEAM006803

Operation & MaintenanceManual

PAYLOAD METER III

®

CALIFORNIAProposition 65 Warning

Diesel engine exhaust, some of its constituents, and certain vehiclecomponents contain or emit chemicals known to the State of Californiato cause cancer, birth defects or other reproductive harm.

CALIFORNIAProposition 65 Warning

Battery posts, terminals and related accessories contain lead and leadcompounds, chemicals known to the State of California to cause cancerand birth defects or other reproductive harm. Wash hands after handling.

Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-sonnel must read and understand this manual before operating or maintaining this machine.

This manual should be kept in or near the machine for reference, and periodically reviewed by allpersonnel who will come into contact with it.

This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or dis-closed except in accordance with written authorization from KAC.

It is the policy of the Company to improve products whenever it is possible and practical to do so. TheCompany reserves the right to make changes or add improvements at any time without incurring any obli-gation to install such changes on products sold previously.

Because of continuous research and development, periodic revisions may be made to this publication.Customers should contact their local Komatsu distributor for information on the latest revision.

NON-OEM PARTS IN CRITICAL SYSTEMS

For safety reasons, Komatsu America Corp. strongly recommends against the useof non-OEM replacement parts in critical systems of all Komatsu equipment. Criticalsystems include but are not limited to steering, braking and operator safety sys-tems.

Replacement parts manufactured and supplied by unauthorized sources may not bedesigned, manufactured or assembled to Komatsu's design specifications; accord-ingly, use of such parts may compromise the safe operation of Komatsu productsand place the operator and others in danger should the part fail.

Komatsu is also aware of repair companies that will rework or modify an OEM partfor reuse in critical systems. Komatsu does not generally authorize such repairs ormodifications for the same reasons as noted above.

Use of non-OEM parts places full responsibility for the safe performance of theKomatsu product on the supplier and user. Komatsu will not in any case acceptresponsibility for the failure or performance of non-OEM parts in its products,including any damages or personal injury resulting from such use.

CEHQ000700 - Komatsu America International Company 12/99

EMISSION CONTROL WARRANTY

EMISSION CONTROL WARRANTY STATEMENT (APPLIES TO CANADA ONLY)

1. Products Warranted

Komatsu America International Company, Komatsu Mining Systems Inc. and Komatsu Utility Corporation (collectively “Komatsu”) produce and/or market products under brand names of Komatsu, Dresser, Dressta, Haulpak and Galion. This emissions warranty applies to new engines bearing the Komatsu name installed in these products and used in Canada in machines designed for industrial off-highway use. This warranty applies only to these engines produced on or after January 1, 2000. This warranty will be administered by Komatsu distribution in Canada.

2. Coverage

Komatsu warrants to the ultimate purchaser and each subsequent purchaser that the engine is designed, built and equipped so as to conform, at the time of sale by Komatsu, with all U.S. Federal emission regulations applicable at the time of manufacture and that it is free from defects in workmanship or material which would cause it not to meet these regulations within five years or 3,000 hours of operation, whichever occurs first, as measured from the date of delivery of the engine to the ultimate purchaser.

3. Limitations

Failures, other than those resulting from defects in materials or workmanship, are not covered by this warranty. Komatsu is not responsible for failures or damage resulting from what Komatsu determines to be abuse or neglect, including, but not limited to: operation without adequate coolant or lubricants; over fueling; over speeding; lack of maintenance of lubricating, cooling or intake systems; improper storage, starting, warm-up, run-in or shutdown practices; unauthorized modifications of the engine. Komatsu is also not responsible for failures caused by incorrect fuel or by water, dirt or other contaminants in the fuel. Komatsu is not responsible for non-engine repairs, “downtime” expense, related damage, fines, all business costs or other losses resulting from a warrantable failure. KOMATSU IS NOT RESPONSIBLE FOR INCIDENTAL OR CONSEQUENTIAL DAMAGES.

This warranty, together with the express commercial warranties, are the sole warranties of Komatsu. THERE ARE NO OTHER WARRANTIES, EXPRESS OR IMPLIED, OR OF MERCHANTABILITY OR FITNESS FOR A PARTICUALR PURPOSE.

GARANTIE SUR LE CONTRÔLE DES ÉMISSIONS ÉNONCÉ DE GARANTIE SUR LE CONTRÔLE DES ÉMISSIONS (APPLICABLE AU CANADA SEULEMENT): 1. Produits garantis:

Komatsu America International Company, Komatsu Mining Systems Inc. et Komatsu Utility Corporation (collectivement Komatsu) produisent et/ou font la mise en marché de produits portant les noms de marque Komatsu, Dresser, Dressta, Haulpak et Galion. Cette garantie sur les émissions s’applique à tous les nouveaux moteurs portant le nom Komatsu, installés dans ces produits et utilisés au Canada dans des machines conçues pour utilisation industrielle non-routière. Cette garantie s’applique seulement sur les moteurs produits à partir du 1er Janvier 2000. Cette garantie sera administrée par la distribution de Komatsu au Canada.

2. Couverture:

Komatsu garantit à l’acheteur ultime et chaque acheteur subséquent que le moteur est conçu, construit et équipé en toute conformité, au moment de la vente par Komatsu, avec toutes les Réglementations fédérales américaines sur les émissions applicables au moment de la fabrication et qu’il est exempt de défauts de construction ou de matériaux qui auraient pour effet de contrevenir à ces réglementations en dedans de 5 ans ou 3000 heures d’opération, mesuré à partir de la date de livraison du moteur au client ultime.

3. Limitations:

Les bris, autres que ceux résultant de défauts de matériaux ou de construction, ne sont pas couverts par cette Garantie. Komatsu n’est pas responsable pour bris ou dommages résultant de ce que Komatsu détermine comme étant de l’abus ou négligence, incluant mais ne se limitant pas à: l’opération sans lubrifiants ou agent refroidissants adéquats; la suralimentation d’essence; la survitesse; le manque d’entretien des systèmes de lubrification, de refroidissement ou d’entrée; de pratiques non-propices d’entreposage, de mise en marche, de réchauffement, de conditionnement ou d’arrêt; les modifications non-autorisées du moteur. De plus, Komatsu n’est pas responsable de bris causés par de l’essence inadéquate ou de l’eau, des saletés ou autres contaminants dans l’essence. Komatsu n’est pas responsable des réparations non-reliées au moteur, des dépenses encourues suite aux temps d’arrêts, des dommages relatifs, amendes, et de tout autre coût d’affaires ou autres pertes résultant d’un bris couvert par la garantie.

KOMATSU N’EST PAS RESPONSABLE DES INCIDENTS OU DOMMAGES CONSÉQUENTS. Cette garantie, ainsi que les garanties expresses commerciales, sont les seules garanties de Komatsu. IL N’Y A AUCUNE AUTRE GARANTIE, EXPRESSE OU SOUS -ENTENDUE, MARCHANDABLE OU PROPICE A UNE UTILISATION PARTICULIÈRE.

AVERTISSEMENTS PEUVENT RÉSULTER ET LA GARANTIE RPM DU TAUX D’ESSENCE OU L’ALTITUDE ALEURS MAXIMALES PUBLIÉES POUR CE DÈLE ET SON APPLICATION.

NO. SÉRIE

DÉPLACEMENT

LITRES

SÉQUENCE DE MISE À FEU

mm3/BATTEMENT

TAUX D’ESSENCE À ADV.

LIMITE D’ÉMISSION DELA FAMILLE

DATEDE FABRICATION

INFORMATION IMPORTANTE SUR LE MOTEURCE MOTEUR EST CONFORME AUX NORMES AMÉRICAINES DE L’EPA (ANNÉE DU

MODÈLE) ET DE LA CALIFORNIE POUR LES MOTEURS LARGES NON-ROUTIERS A IGNI-TION PAR COMPRESSION. CE MOTEUR EST CERTIFIÉ POUR OPERATION À ESSENCE

DIÉSEL.

DES BLESSURES’ANNULER SI LESEXCÈDENT LES V

MO

IMPORTANT ENGINE INFORMATION THIS ENGINE CONFORMS TO YYYY MODEL YEAR U.S. EPA REGULATION AND THE CALIFORNIAREGULATIONS LARGE NON ROAD COMPRESSION IGNITION ENGINES. THIS ENGINE IS CERTI-

FIED TO OPERATE ON DIESEL FUEL.

MODÈLE DU MOTEUR WARNINGINJURY MAY RESULT AND WARRANTY IS VOIDED IF FUEL RATE RPM OR ALTITUDES EXCEED

PUBLISHED MAXIMUM VALUES FOR THIS MODEL AND APPLICATION.FAMILLE DU MOTEUR ENGINE MODEL SERIAL NO.

SYSTÈME DE CONTROLE DES ÉMISSIONS D’ÉCHAPPEMENT

ENGINE FAMILY DISPLACEMENT LITERS

EXHAUST EMISSIONCONTROL SYSTEM

FIRING ORDER 1 - 5 - 3 - 6 - 2 - 4

CHARGE DE SORTIE ADV.ADV. LOAD OUTPUT

Kw ( HP) RPM

PORTÉE DE VALVE À FROID (mm)

VALVE LASHCOLD (mm)

IN. EX. FUEL RATE AT ADV.

mm3/STROKE

VITESSE STATIQUE IDLE SPEED RPM FAMILY EMISSION LIMIT

INITIAL INJECTION TIMING

DEG. BTDC DATE OF MANUFACTURE

RÉGLAGE DE L’ALLUMAGE - INJECTION INITIALE

_____________________________________________ KOMATSU LTD.MADE IN JAPAN

DEG. BTDC

KOMATSU LTÉEFABRIQUÉ AU JAPON

ENGINE DATAPLATE - ENGLISH / FRENCH

M20008 02/05 Payload Meter III M20-1

SECTION M20PAYLOAD METER III ™

INDEX

OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5

Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5

Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5

COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6

System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6

Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6

Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6

Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6

Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7

Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7

Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7

Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7

Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7

Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7

Keyswitch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8

Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8

Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8

Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9

TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9

OPERATOR’S DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10

Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10

Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10

Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10

Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10

Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10

Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11

Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11

Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11

Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11

PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12

Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12

M20-2 Payload Meter III 02/05 M20008

Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12

Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13

Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13

Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13

SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13

Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13

Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14

Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14

Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14

Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14

HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14

Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-15

Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16

M: Haul Cycle Too Long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17

N: Sensor Input Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17

Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17

Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17

Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17

Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17

Fault Code Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18

PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19

PC Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19

System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19

Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19

DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20

PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21

Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21

Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21

Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21

Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21

Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22

Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22

Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22

Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23

Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23

Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23

Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23

Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23


Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23

Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24

Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24

DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25

Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25

Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25

Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25

Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26

Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26

Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27

Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27

Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28

Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28

Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29

Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29

CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29

Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30

Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31

Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31

Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32

Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32

TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33

Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33

Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33

Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33

Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34

Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34

Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34

Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35

No Payload Display When Keyswitch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36

No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37

No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37

No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38

Load Lights Don’t Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39

Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40

Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40

Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40


Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-41

Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42

Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42

Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42

Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43

Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43

Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43

Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44

Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44

Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44

Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45

Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45

Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45

Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46

Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46

Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46

Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47

Alarm 16 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48

Alarm 17 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48

Alarm 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49

Alarm 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49

Alarm 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49

Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-50

Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50

Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50

Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51

Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52

PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53

General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53

Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53

Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53

PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57

Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57

Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59


OPERATION SECTION

INTRODUCTIONPayload Meter III (PLMIII) measures, displays andrecords the weight of material being carried by an off-highway truck. The system generally consists of apayload meter, a gauge display, deck-mounted lights,and sensors. The primary sensors are four suspen-sion pressures and an inclinometer. Other inputsinclude a body up signal, brake lock signal, andspeed.

Data Summary

5208 haul cycles can be stored in memory. The fol-lowing information is recorded for each haul cycle:

• Payload

• Operator ID number (0000-9999)

• Distance traveled loaded and empty

• The amount of time spent empty run/stop,loading, loaded run/stop, and dumping

• Maximum speed loaded and empty with time ofday

• Average speed loaded and empty

• Empty carry-back load

• Haul-cycle, loading, dumping start time of day.

• Peak positive and peak negative frame torquewith time of day

• Peak sprung load with time of day

• Tire ton-mph for each front and average per reartires

The payload meter stores lifetime data that cannot beerased. This data includes:

• Top 5 maximum payloads and time stamps.

• Top 5 positive and negative frame torque andtime stamps

• Top 5 maximum speeds and time stamps

Data GatheringWindows 95/98/NT software is available to down-load, store and view payload and fault information.The PC software will download an entire truck fleetinto one Paradox database file. Users can query thedatabase by date, time, truck type and truck numberto produce reports, graphs and export the data. Thesoftware can export the data in '.CSV' format that canbe easily imported into most spreadsheet applica-tions. The Windows software is not compatible withthe Payload Meter II system.

It is important that each payload meter be configuredfor each truck using the PC software. The informationfor frame serial number and truck number is used bythe database program to organize the payload data.In addition, the payload meter must be configured tomake calculations for the proper truck model.Improper configuration can lead to data loss andinaccurate payload calculations.


COMPONENT DESCRIPTION

System Diagram

Suspension Pressure Sensors

PLMIII uses a two-wire pressure sensor. The rangefor the pressure sensor is 4000 psi (281 kg/cm2) andthe overload limit is 10,000 psi (700 kg/cm2). Onewire to the sensor is the supply voltage and the otheris the signal. The 0-4000 psi range is converted intoan electrical current between 4-20 ma. The supplyvoltage for the sensor is nominally +18vdc. Eachpressure sensor has an 118 in. (3000 mm) length ofcable. The cable is specially shielded and reinforcedto provide mechanical strength and electronic noiseimmunity.

Inclinometer

The inclinometer is used to increase the accuracy ofload calculations on an incline. The inclinometeruses three wires. For the sensor, red is the +18vdcsupply voltage, black is ground and the white is thesignal. The incline signal is a voltage between 1 and4 volts. Zero degrees of incline is represented by2.6vdc on the signal line. The voltage signal will bedecreased by 0.103vdc for every degree of nose upincline.

Operator Display

The speedometer/display gauge is used as a speed-ometer and payload display. The top display is usedfor speed and can display metric (km/h) or English(mph) units. Grounding terminal #4 on the back ofthe speedometer will switch the meter to display met-ric units. Leaving terminal #4 unconnected will causethe gauge to display English units. The speedometercan be adjusted using a calibration potentiometer inthe back just like existing speedometers.

The payload meter uses the lower display for pay-load information. The normal display mode showsthe current payload. The display can be changed toshow the load and total tons counter or the OperatorID. Using the operator switch on the dash panel, thecurrent suspension pressures and incline can be dis-played. The units for display are set using the PCsoftware. Payloads can be displayed in short tons,long tons or metric tons.


Operator Switch

The payload operator switch is used to set, view andclear the total load counter and total ton counter. It isalso used to enter the operator ID number (0-9999).This switch can also be used to view the suspensionpressures and inclinometer. The payload meter oper-ator switch is located on the dashboard. It is a two-way momentary switch. The top position is theSELECT position. The SELECT position is used stepthrough the different displays. The lower position isthe SET position. The SET position is used to set theoperator ID or clear the load and total ton counters.Normally the inputs from the switch to the payloadmeter are open circuit. The switch momentarily con-nects the circuit to ground.

Speed Input

PLMIII uses a speed signal to calculate speed, dis-tance, and other performance data. This input is criti-cal to the proper operation of the system. PLMIIIreceives this signal from the speedometer/operatordisplay on the dashboard. The same signal displayedto the operator is used by the system. Distance cal-culations are made based on the rolling radius of thetires for a particular truck.

Body-Up Switch

The body-up input signal is received from a magneticswitch located on the inside of the truck frame, for-ward the pivot pin of the truck body. This is the sameswitch typically used for input to the drive system.When the body is down, the switch closes and com-pletes the circuit to 71-control power. 24vdc indicatesthe body is down. Open circuit indicates that thebody is up.

Brake Lock Switch

The brake lock is used to lock the rear brakes on thetruck. It is necessary for the accurate calculation ofswingloads during the loading process. Without thebrake lock applied, the payload meter will not calcu-late swingloads during the loading process. Withoutthe brake lock, the payload meter will assume thatthe truck was loaded using a continuous loader andflag the haul cycle record. All other functions will benormal regardless of brake lock usage. The brakelock input comes from the switch located on the dashpanel. The brake lock switch connects the circuit toground. Open circuit indicates brake lock off. Groundindicates brake lock on.

Payload Meter

The payload meter is housed in a black aluminumhousing. There is a small window on the face of theunit. Status and active alarm codes can be viewedthrough the window. During normal operation, a two-digit display flashes 0 back and forth. Active faultcodes will be displayed for two seconds. Thesecodes are typically viewed using the laptop computerconnected to the serial communications port.

There is one 40-pin connector on the payload meter.A jack-screw is used to hold the payload meter andwire harness connector housings together. Thisscrew requires a 4mm or 5/32 hex wrench. The cor-rect tightening torque for this screw is 25 lb-in. Fourbolts hold the payload meter housing to its mountingbracket in the cab.

The circuit board inside the payload meter housing ismade from multi-layer, dual-sided surface-mountelectronics. There are no field serviceable compo-nents inside. The electronics are designed to with-stand the harsh operating environment of the miningindustry. Opening the payload meter housing willresult in voiding the warranty.

Communications Ports

The payload meter has two RS232 serial communi-cations ports and two CAN ports. Connections for thetwo serial ports are available inside the payloadmeter junction box. The two CAN ports are availablefor future electronics systems.

Serial port #1 is used to communicate with the dash-board display. It is also used to connect to the laptopcomputer. The display gauge will remain blank whenthe PC is using the serial port. This port initially oper-ates with serial settings at 9600,8,N,1. These set-tings change automatically to increase thecommunications rate when the PC is using the port.This serial port uses a 3-wire hardware connection.

Serial port #2 is used to communicate to other on-board electronics like Modular Mining's Dispatch®system or the scoreboard from Komatsu. This portuses a 3-wire hardware connection. Connections tothis serial port need to be approved by Komatsu.Several protocol options are available and detailedtechnical information is available depending onlicensing.


Keyswitch Input

PLMIII monitors the status of the keyswitch. 24vdcindicates that the keyswitch is on, open indicates thekeyswitch is off. The payload meter does not receiveits electrical power from the keyswitch circuit. Thepayload meter will remain on for several secondsafter keyswitch is removed. When the keyswitchpower is removed, payload meter performs a seriesof internal memory operations before turning itselfoff. To allow for these operations, the keyswitchshould be turned off for at least 15 seconds beforeturning the keyswitch back on. The payload meterwill automatically reset itself without error if notenough time is given for these operations. The dis-play may blink briefly.

Payload Meter Power

The payload meter receives its power from the bat-tery circuit on the truck. Removing battery powerfrom the payload meter before removing keyswitchand waiting 15 seconds may result in lost haul cycledata. The payload meter turns itself off approximately15 seconds after the keyswitch power is removed.Some haul cycle data will be lost if battery power isremoved before waiting 15 seconds. The payloadmeter system operates at a nominal voltage of 24vdcat 1 to 2 amps depending on options. The payloadmeter is designed to turn itself off if the supply volt-age rises above 36vdc. The payload meter is alsoprotected by a 5 amp circuit breaker located in thejunction box.

Power to the load lights comes from the same batterycircuit. The load lights are powered through a relay.The keyswitch circuit controls the relay. The loadlights are also protected by a 15 amp circuit breakerin the junction box.

Load Lights

PLMIII uses load lights to indicate to the shovel oper-ator the approximate weight of the material in thetruck. The load lights are illuminated only when thebrake lock is applied. The lights are controlled by thepayload meter through a series of relays in the junc-tion box. The payload meter controls the relays with24vdc outputs. A 24vdc signal from the payloadmeter powers the relay coil and connects batterypower to the load light. When the relay is not pow-ered by the payload meter, a pre-warm resistor con-nects the load light to a reduced voltage. This circuitpre-warms the load light filaments and reduces theinrush current when the light is fully illuminated. Thislengthens the operating life of the load lights.

The load lights progressively indicate to the shoveloperator the approximate weight of the material inthe truck.

A flashing green light indicates the next swingloadwill make the measured load greater than 50% ofrated load. A solid green light indicates that the cur-rent load is greater than 50% of rated capacity.

A flashing amber light indicates the next swingloadwill make the measured load greater than 90% ofrated load. A solid amber light indicates that the cur-rent load is greater than 90% of rated capacity.

A flashing red light indicates the next swingload willmake the measured load greater than 105% of ratedload. A solid red light indicates that the current load isgreater than 105% of rated capacity.

The optimal loading target is a solid green and amberlights with a flashing red light. This indicates that theload is between 90% and 105% of rated load for thetruck and the next swingload will load the truck over105%.


Wiring and Termination

Most of the PLMIII truck connections use a heavy-duty cable. This yellow multi-conductor cable uses a16awg, finely stranded wire designed for continuousmotion operations. The conductors are protected bya foil and braided shield for electronic noise immunityand physical strength. This wire is typically termi-nated with a #10 ring terminal. Most connections forthe PLMIII system are made in the payload meterjunction box.

TCI Outputs

The GE drive system on the 930E requires informa-tion from the payload meter regarding the loadedcondition of the truck. There are three outputs fromthe payload meter to GE to indicate the relative loadin the truck. 24 vdc on the 73MSL circuit indicatesthat the load is 70% of rated load. 24 vdc on the73FSL circuit indicates the truck is 100% loaded. The73OSL circuit is not currently used.


OPERATOR’S DISPLAY AND SWITCH

Reading the Speedometer

The top window of the speedometer/display gauge isthe speedometer section. The display shows thespeed indicated by the frequency being received bythe gauge. This can be adjusted using the potentiom-eter on the back of the gauge. In addition, the unitsfor the display can be changed. Terminal #4 controlsthe displayed units. If #4 is grounded, the display willbe metric. If terminal #4 is left open, the display willbe in English units.

Reading the Load Display

The lower display on the speedometer/display gaugeis used for payload information. The SELECT posi-tion on the operator switch allows the user to scrollthrough a number of useful displays. The order forthe displays is as follows:

• PL= Payload

• Id= Operator ID

• tL= Total Shift Tons

• LC= Shift Load Counter

• LF= Left Front Suspension Pressure

• rF= Right Front Suspension Pressure

• Lr= Left Rear Suspension Pressure

• rr= Right Rear Suspension Pressure

• In= Inclinometer

The display holds the displayed information until theSELECT switch is pressed again. The suspensionpressures, inclinometer, and payload displays arebased on current sensor inputs.

Communications to the display use the same seriallink as the download connection. Whenever anothercomputer is connected to serial port #1 to downloador configure the system, the lower display will blank.This is not the same connection used by mine dis-patch systems.

Using the Operator ID

The current operator ID number is recorded witheach haul cycle. The number can be between 0 and9999.

To set the Operator ID:

1. Press the “SELECT” switch until Id= is dis-played.

2. Hold the “SET” button until 0000 is displayed.The first digit should be flashing.

3. Press the “SET” button again to change thedigit.

4. Press the “SELECT” button once to adjust thesecond digit.

5. Use the “SET” button again to change the digit.6. Press the “SELECT” button once to adjust the

third digit. 7. Use the “SET” button again to change the digit.8. Press the “SELECT” button once to adjust the

fourth digit. 9. Use the “SET” button again to change the digit

10. Press the “SELECT” button one more time toenter the ID.

If no buttons are pressed for 30 seconds, the displaywill return to normal operation. The number beingentered will be lost and the ID number returns to theprevious ID number.

Using the Load and Ton Counter

PLMIII allows the truck operator to monitor and trackthe total tons hauled and the number of haul cyclesduring the shift. This display can be cleared at thebeginning of each shift to allow the operator to recordhow many loads and tons have been hauled duringthe shift.

Total Ton Counter

The total ton counter records the number of tonshauled since the last time it was cleared. This displayis in 100’s of tons. For example, if the display shows

432 the total tons is 43,200. This display can becleared at the beginning of each shift to allow theoperator to record how many tons have been hauledduring the shift. The units are selected using the PCsoftware.

• To view the total ton counter press and releasethe “SELECT” switch until tL= is displayed onthe gauge.


Total Load Counter

The total load counter records the number of loadshauled since the last time it was cleared. This displaycan be cleared at the beginning of each shift to allowthe operator to record how many loads have beenhauled during the shift.

• To view the total load counter press and releasethe “SELECT” switch until LC= is displayed onthe gauge.

Clearing the Counters

Clearing the total ton counter or total load counterclears both records.

To clear the total ton and total load counter:

1. Press the “SELECT” switch until tL= or

LC= is displayed.

2. Hold the “SET” button until the display clears.

Viewing Live Sensor Data

The display can also be used to quickly show the cur-rent readings from the four suspension pressure sen-sors and the inclinometer. This can be used duringregularly scheduled service periods to check thestate of the suspensions. These displays are live andwill update as the values change.

The live displays cannot be cleared and the SET but-ton will have no effect.

The units for the display are controlled by the config-uration of the payload meter. If the payload meter isset to display metric units, the pressures will be dis-played in tenths of kg/cm2. For example, if the dis-

play shows 202 the actual value is 20.2 kg/

cm2. If the payload meter is set to display short tons,the pressures will be displayed in psi (lbs/in2). Multi-ply by 14.2 to convert kg/cm2 to psi. (example -- 1kg/cm2 x 14.2 = 14.2 psi). There is no way to detect theunits setting for the gauge without the PC software.

The inclinometer displays whole degrees of incline.Positive incline is truck nose up. The gauge willquickly display the type of information shown every10 seconds. For example, if the left-front pressure is

being displayed, Lf= will flash on the display every

minute. Only the payload display, PL= does notdisplay this information.

• Left Front Pressure - To display the pressure inthe left-front suspension, press and release the“SELECT” switch until Lf= is displayed.

• Right Front Pressure - To display the pressure inthe right-front suspension, press and release the“SELECT” switch until rf= is displayed.

• Left Rear Pressure - To display the pressure inthe left-rear suspension, press and release the“SELECT” switch until Lr= is displayed.

• Right Rear Pressure - To display the pressure inthe right-rear suspension, press and release the“SELECT” switch until rr= is displayed.

• Inclinometer - To display the truck incline, pressand release the “SELECT” switch until In= isdisplayed.

Other Display Messages

On startup of the payload meter system, the gaugedisplay will scroll the truck type that the PLMIII is con-figured for. For example, on a 930E, the gauge will

scroll, ----930E---.

If the PLMIII encounters memory problems, it will dis-

play ER88 where 88 is the specific memoryerror. In this very rare circumstance, the systemshould be turned off for 30 seconds and restarted.


PAYLOAD OPERATION & CALCULATION

Description of Haul Cycle States

The typical haul cycle can be broken down into eightdistinct stages or states. Each state requires the pay-load meter to make different calculations and storedifferent data.

“States" or stages of a typical haul cycle

1. Tare Zone

2. Empty

3. Loading

4. Maneuvering

5. Final Zone

6. Hauling

7. Dumping

8. After Dump

Haul Cycle Description

A new haul cycle is started after the load has beendumped from the previous cycle. The payload meterwill stay in the after_dump state for 10 seconds toconfirm that the load has actually been dumped. Ifthe current payload is less than 20% of rated load,the payload meter will switch to the tare_zone andbegin calculating a new empty tare. If, after dumping,the payload has not dropped below 20% of ratedload the meter will return to the maneuvering or haul-ing states. In this case, the false_body_up flag will berecorded in the haul cycle record.

While in the tare_zone state, and moving faster than5 km/h (3 mph), the payload meter calculates theempty sprung weight of the truck. This tare value willbe subtracted from the loaded sprung weight to cal-culate the final payload. The payload meter willswitch from the tare_zone or empty to the loadingstate if swingloads are detected. By raising the dumpbody while in the empty state the payload meter canbe manually switched back to the tare_zone to calcu-late a new tare.

From the empty state, the payload meter will switchto the loading state through one of two means. If thebrake lock is applied, the payload meter will be ana-lyzing the suspension pressures to detect a swing-load. If a swingload is detected, the meter will switchto the loading state. The minimum size for swingloaddetection is 10% of rated load. Swingload detectionusually takes 4-6 seconds. The second method toswitch from empty to loading is through continuousloading. This can happen if the brake lock is not usedduring loading. If the load increases above 50% of

rated load for 10 seconds without the brake lockapplied, the meter will switch to loading and recordthe continuous_loading flag in the haul cycle.

The payload meter switches from loading to maneu-vering as soon as the truck begins moving. Themaneuvering zone is 160m and is designed to allowthe operator to reposition the truck under the shovel.More payload can be added anytime within themaneuvering zone. Once the truck travels 160m (0.1miles) the payload meter switches to the final_zoneand begins calculating payload. If the body is raisedwhile the payload meter is in the maneuvering state,the no_final_load flag will be recorded in the haulcycle record, no payload will be calculated, and themeter will switch to the dumping state.

While in the final_zone moving faster than 5 km/h (3mph), the payload meter calculates the loadedsprung weight of the truck. The same advanced algo-rithm is used to calculate the empty and loadedsprung weights. The payload meter will switch fromthe final_zone to the dumping state if the Body-Upsignal is received. If the truck has moved for lessthan 1 minute in the final_zone, the payload meterwill calculate the final payload using an averagingtechnique which may be less accurate. If this hap-pens, the average_load flag will be recorded in thehaul cycle.

The payload meter switches to the dumping statewhen the dump body rises. The payload meter willswitch from dumping to after_dump when the dumpbody comes back down.

From the after_dump, the payload meter will switchto one of three states:

1. If the average payload is greater than 20% ofrated load and no final payload has been calcu-lated, the payload meter will return to themaneuvering state. After the truck travels 160m(0.1 mile) the meter will switch to the final_zoneand attempt to calculate the payload again. Thefalse_body_up flag will be recorded in the haulcycle record.

2. If the average payload is greater than 20% ofrated load and the final payload has been calcu-lated, the payload meter will switch back to thehauling state. The false_body_up flag will berecorded in the haul cycle record.

3. If the average payload is less than 20% of ratedload, the payload meter will switch to thetare_zone and begin to calculate a new emptytare.


Load Calculation

The final load calculation is different from the lastswingload calculation. The accuracy of the swingload calculation depends on loading conditions andthe position of the truck during loading. The last swin-gload calculation is not the value recorded in memoryas the final load. The final load is determined by aseries of calculations made while the truck is travel-ing to the dump site.

Carry Back

Carry back is calculated as the difference betweenthe current truck tare and the clean truck tare. Theclean truck tare is calculated using the PC software.When the suspensions are serviced or changes aremade that may affect the sprung weight of the truck,a new clean truck tare should be calculated.

Measurement Accuracy

Payload measurements are typically repeatablewithin 1%. Accuracy for a particular scale testdepends on specific combinations of pressure sen-sors and payload meters as well as the specifics ofeach scale test. Comparisons from different scaletests are often made without considering the differ-ences introduced by the specific installation andoperation of the scales for each test. In addition,each pressure sensor and payload meter introducesit's own non-linearity. Each truck becomes an individ-ual combination of sensors and payload meter.Errors from these sources can introduce up to a ±7%bias in the payload meter calculations for a specificscale test, for an individual truck.

Because the PLMIII calculates a new empty tare foreach payload, a detailed scale test must weigh thetrucks empty and loaded for each haul cycle. Using asimple average of 2 or 3 empty truck weights as anempty tare for the entire scale test will introduce sig-nificant error when comparing scale weights toPLMIII weights.

SOURCES FOR PAYLOAD ERROR

Payload Error

The number one source of error in payload calcula-tion is improperly serviced suspensions. The payloadmeter calculates payload by measuring differences inthe sprung weight of the truck when it is empty andwhen it is loaded. The sprung weight is the weight ofthe truck supported by the suspensions. The onlymethod for determining sprung weight is by measur-ing the pressure of the nitrogen gas in the suspen-sions. If the suspensions are not properlymaintained, the payload meter cannot determine anaccurate value for payload. The two critical factorsare proper oil height and proper nitrogen charge.

If the suspensions are overcharged, the payloadmeter will not be able to determine the empty sprungweight of the truck. The suspension cylinder must beable to travel up and down as the truck drives empty.The pressure in an overcharged suspension canpush the suspension rod to full extension. In thiscase, the pressure inside the cylinder does not accu-rately represent the force necessary to support thatportion of the truck.

If the suspensions are undercharged, the payloadmeter will not be able to determine the loaded sprungweight of the truck. The suspension cylinder must beable to travel up and down as the truck drives loaded.If the pressure in an undercharged suspension can-not support the load, the suspension will collapseand make metal-to-metal contact. In this case, thepressure inside the cylinder does not accurately rep-resent the force necessary to support that portion ofthe truck.

Low oil height can also introduce errors by not cor-rectly supporting a loaded truck. This is why the cor-rect oil height and nitrogen charge are the mostcritical factors in the measurement of payload. If thesuspensions are not properly maintained, accuratepayload measurement is not possible. In addition,suspension maintenance is very important to the lifeof the truck.


Loading Conditions

The final load calculation of the PLMIII system is notsensitive to loading conditions. The final load is cal-culated as the truck travels away from the shovel.Variations in road conditions and slope are compen-sated for in the complex calculations performed bythe payload meter.

Pressure Sensors

Small variations in sensors can also contribute topayload calculation error. Every pressure sensor isslightly different. The accuracy differences of individ-ual sensors along the range from 0 to 4000 psi canadd or subtract from payload measurements. This isalso true of the sensor input circuitry within individualpayload meters. These differences can stack up 7%in extreme cases. These errors will be consistent andrepeatable for specific combinations of payloadmeters and sensors on a particular truck.

Swingloads

Swingload calculations can be affected by conditionsat the loading site. Parking the truck against the bermor large debris can cause the payload meter to inac-curately calculate individual swingloads. While thePLMIII system uses an advanced calculation algo-rithms to determine swingloads, loading site condi-tions can affect the accuracy.

Speed and Distance

The payload meter receives the same speed signalas the speedometer. This signal is a frequency thatrepresents the speed of the truck. The payload meteruses this frequency to calculate speeds and dis-tances. The meter assumes a single value for therolling radius of the tire. The rolling radius maychange at difference speeds by growing larger athigher speeds. The actual rolling radius of the tire willalso change between a loaded and empty truck. Thepayload meter does not compensate for thesechanges.

NOTE: Earlier 730E & 830E models are subject toincorrect speed data due to electrical interference.The incorrect speeds are generated while the truckis stopped. An attenuator was added to newerproduction models to prevent this error fromoccurring. A kit was released to update older PLMIIIsystems with the attenuator. Consult your areaservice representative for details.

HAUL CYCLE DATAPLMIII records and stores data in its on-board flashmemory. This memory does not require a separatebattery. The data is available through the downloadsoftware.

PLMIII can store 5208 payload records. When thememory is full, the payload meter will erase the old-est 745 payload records and continue recording.

PLMIII can store 512 alarm records in memory.When the memory is full, the payload meter willerase the oldest 312 alarm records and continuerecording.

All data is calculated and stored in metric units withinthe payload meter. The data is downloaded andstored in metric units within the Paradox database onthe PC. The analysis program converts units for dis-plays, graphs and reports.

The units noted in the Table 1 are the actual unitsstored in the data file. The value for the haul cyclestart time is the number of seconds since January 1,1970 to the start of the haul cycle. All other eventtimes are referenced in seconds since the haul cyclestart time. The PC download and analysis programconverts these numbers into dates and times forgraphs and reports.


Haul Cycle Data

The following information is recorded for each haul cycle:

Table 1: HAUL CYCLE DATAData Unit RemarkTruck # alpha-

numericUp to 22 characters can be stored in this field to identify the truck. Typically this field will be just thetruck number.

Haul Cycle Start Date/Time seconds Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transi-tions from dumping to empty state after the previous haul cycle, download program converts secondsinto date and time for display

Payload tons Stored as metric, download program allows for conversion to short or long tons.

Number of Swingloads number The number of swingloads detected by the payload meter

Operator ID number This is a 4 digit number that can be entered by the operator at the start of the shift.

Warning Flags alpha Each letter represents a particular warning message about the haul cycle, details are located on page19.

Carry-back load tons The difference between the latest empty tare and the clean truck tare

Empty haul time seconds Number of seconds in the tare_zone and empty states with the truck moving

Empty stop time seconds Number of seconds in the tare_zone and empty states with the truck stopped

Loading time seconds Number of seconds in the loading state

Loaded haul time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck moving

Loaded stop time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped

Dumping time seconds Number of seconds in the dumping state

Loading start time seconds Number of seconds from the start of the haul cycle to when the meter transitions from empty to loadingstate

Dump start time seconds Number of seconds from the start of the haul cycle to the time when the meter switches from loaded todumping state

Loaded haul distance m Distance traveled while loaded

Empty haul distance m Distance traveled while empty

Loaded max speed km/h Maximum speed recorded while the truck is loaded

Loaded max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred

Empty max speed km/h Maximum speed recorded while the truck is empty

Empty max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred

Peak positive frame torque ton-meter Positive frame torque is measured as the frame twists in the clockwise direction as viewed from theoperator’s seat.

Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts totime for display

Peak negative frame torque ton-meter Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewedfrom the operator's seat.

Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts totime for display

Peak sprung load tons Peak dynamic load calculation

Peak sprung load time seconds Number of seconds from the start of the haul cycle to the peak instantaneous load calculation

Front-left tire-ton-km/h t-km/h Tire ton-km/h for haul cycle

Front-right tire-ton-km/h t-km/h Tire ton-km/h for haul cycle

Average rear tire-ton-km/h t-km/h Tire ton-km/h for haul cycle

Truck Frame Serial Number alpha The truck serial number from the nameplate on the truck frame

Reserved 1-10 number These values are internal calculations used in the continued development of the PLMIII system andshould be ignored


Haul Cycle Warning Flags

The payload meter expects haul cycles to progress ina particular way. When something unexpected takesplace, the system records a warning flag. Severalevents within the haul cycle can cause a warning flagto be generated. Each one indicates an unusualoccurrence during the haul cycle. They do not neces-sarily indicate a problem with the payload meter orpayload calculation.

A: Continuous Loading

This message is generated when the truck is loadedover 50% full without the payload meter sensingswingloads. This indicates that a continuous loadingoperation was used to load the truck. It may also indi-cate that the payload meter did not receive the brakelock input while the truck was being loaded. Theremay be a problem with the wiring or the brake lockwas not used. The payload meter will not measureswingloads unless the brake lock is used during theloading process.

B: Loading to Dumping Transition

This message is generated when the payload metersenses a body up input during the loading process.This message is usually accompanied by ano_final_load flag.

C: No Final Load

This message is generated when the payload meteris unable to determine the final payload in the truck.Typically, this means that the payload meter switchedfrom a loaded state to the dumping state before theload could be accurately measured.

D: Maneuvering to Dumping Transition

This message is generated when the payload metersenses a body-up input during the maneuvering orrepositioning process indicating that the operator hasdumped the load. It may also be generated if thebody-up signal is not properly reaching the payloadmeter and the weight in the truck falls dramaticallywhile the truck is maneuvering or repositioning.

E: Average Load or Tare Used

This message indicates that the recorded payloadmay not be as accurate as a typical final load calcula-tion. Typically, this is recorded when loading beginsbefore an accurate tare is calculated or the load isdumped before the load can be accurately mea-sured.

F: Final Zone to Dumping Transition

This message is generated when the payload metersenses a body-up while it is calculating the final pay-load indicating that the operator has dumped theload. It may also be generated if the body-up signal isnot properly reaching the payload meter and theweight in the truck falls dramatically while the truck iscalculating the final payload.

H: False Body Up

This message indicates that the body was raised dur-ing the haul cycle without the load being dumped.The body-up signal indicated that the truck wasdumping, but the weight of the truck did not fall below20% of the rated load.

I: Body Up Signal Failed

This message indicates that the load was dumpedwithout a body-up signal being received by the pay-load meter. The weight of the truck fell below 20%,but the payload meter did not receive a body-up sig-nal from the sensor.

J: Speed Sensor Failed

This message indicates that the payload metersensed the truck loading and dumping withoutreceiving a speed signal.

K: New Tare Not Calculated

The payload meter was not able to accurately calcu-late a new empty sprung weight for the truck to useas the tare value for the haul cycle. The tare valuefrom the last haul cycle was used to calculate pay-load.

L: Incomplete Haul Cycle

The payload meter did not have proper data to startthe haul cycle with after powering up. When thePLMIII powers off, it records the data from the haulcycle in progress into memory. This flag indicatesthat this data was not recorded the last time the pay-load meter was shut down. This can happen whenthe main battery disconnect is used to shut the truckdown instead of the keyswitch. A haul cycle with thiswarning flag should not be considered accurate. Haulcycles with this warning are displayed in red on thePayload Summary window and are not included inthe summary statistics for reports or display.


M: Haul Cycle Too Long

The haul_cycle_too_long flag indicates that the haulcycle took longer than 18.2 hours to complete. Thetimes stored for particular events may not be accu-rate. This does not affect the payload calculation.

N: Sensor Input Error

An alarm was set for one of the 5 critical sensorinputs during the haul cycle. The five critical sensorsare the four pressure sensors and the inclinometer.Without these inputs, the payload meter cannot cal-culate payload. A haul cycle with this warning flagshould not be considered accurate. Haul cycles withthis warning are displayed in red on the PayloadSummary window and are not included in the sum-mary statistics for reports or display.

Frame Torque Data

Payload meter records the top 5 peak positive andnegative frame torque values and the time theyoccurred. The frame torque is a measure of the twist-ing action along the centerline of the truck. Positiveframe torque is measured when the suspensionforces on the front of the truck act to twist the framein the clockwise direction as viewed from the opera-tor's seat. Negative frame torque is measured whenthe forces from the suspensions act in the oppositedirection.

For example, if the left front and right rear pressurerises as the right front and left rear pressure drops,the truck frame experiences a twisting motion alongthe longitudinal centerline. In this case, the payloadmeter will record a positive frame torque.

The 5 highest values in the positive and negativedirection are stored in permanent memory within thepayload meter.

Sprung Weight Data

The payload meter is constantly monitoring the livepayload calculation. This value naturally rises andfalls for a loaded truck depending on road and drivingconditions. The payload meter records the top 5highest payload calculations and the time theyoccurred. This information is stored in permanentmemory inside the meter.

Maximum Speed Data

The payload meter records the top 5 highest speedsand the time they occurred. This information is storedin permanent memory inside the meter.

Alarm Records

The payload meter stores alarm records to give ser-vice personnel a working history of the system. Allcodes are viewed using the PC connected to thepayload meter. Active codes are also displayed onthe two-digit display on the meter itself. Each codehas a specific cause and should lead to an investiga-tion for correction. Some failures can be overcomeby the payload meter. Haul cycle data will indicate ifan alarm condition was present during the cycle. Fail-ures with the suspension or inclinometer sensorscannot be overcome.


Fault Code Data

Table 2: Fault Code Name Description

1 Left front pressure high Input current > 22 ma

2 Left front pressure low Input current < 2 ma

3 Right front pressure high Input current > 22 ma

4 Right front pressure low Input current < 2 ma

5 Left rear pressure high Input current > 22 ma

6 Left rear pressure low Input current < 2 ma

7 Right rear pressure high Input current > 22 ma

8 Right rear pressure low Input current < 2 ma

9 Inclinometer high Input voltage < 0.565 vdc

10 Inclinometer low Input voltage > 5.08 vdc

11 Speed input failure Not Used

12 Brake lock input failure Not Used

13 Body-up input failure Payload meter detected dumping activity without receiving a body up signal

16 Memory write failure Indicates possible memory problem at power start up. Cycle power and recheck.

17 Memory read failure Indicates possible memory problem at power start up. Cycle power and recheck.

18 Rear right suspension flat Payload meter detected an undercharged suspension condition on the rear right suspension.

19 Rear left suspension flat Payload meter detected an undercharged suspension condition on the rear left suspension.

20 Time change Payload meter time was changed by more than 10 minutes. The Alarm Set time indicatesoriginal time. The Alarm Clear time indicates the new time.

21 Tare value reset The user manually forced the payload meter to reset the haul cycle empty (tare) sprungweight. This forced the meter into the tare_zone state and lost all data for the previous haulcycle.

22 Excessive carryback The payload meter detected an empty carryback load in excess of the user-defined carrybackthreshold on two consecutive haul cycles.

26 User switch fault - SELECT Select switch on for more than 2 minutes, may indicate short to ground

27 User switch fault - SET Set switch on for more than 2 minutes, may indicate short to ground


PC SOFTWARE OVERVIEW

PC Overview

The PC software has several basic functions:

• Configure the PLMIII system on the truck.

• Troubleshoot and check the PLMIII system.

• Download data from the PLMIII system.

• Analyze data from the payload systems.

Configuration, troubleshooting and downloadingrequire a serial connection to the payload meter onthe truck. Analysis can be done at any time without aconnection to the payload meter.

Payload data is downloaded from several trucks intoone database on the PC. The database can be que-ried to look at the entire fleet, one truck or truckmodel. The data can be graphed, reported, importedor exported. The export feature can take payloaddata and save it in a format that spreadsheet pro-grams like Excel or word processing programs caneasily import.

System Configuration

PLMIII needs to be configured for operation when itis first installed on the truck. This process requiresseveral steps and uses the laptop computer to makethe necessary settings. The setup procedure can bebroken down into several steps:

• Connecting the laptop to the PLMIII system.

• Starting communications

• Setting the time & date

• Setting the truck type

• Setting the truck ID

• Setting the speedometer/display gauge units

Installing the PLMIII Software

The CD ROM containing the Payload Data Manage-ment (PDM) Software will automatically begin instal-lation when it is inserted into the drive on the PC. Ifthis does not happen, the software can be installedby running the Setup.exe program on the CD ROM.

The minimum PC requirements for running the soft-ware is a Pentium 133Mhz with 64 MB of ram and atleast 300 MB of free hard drive space available. Forimproved performance, the recommended PC wouldbe a Celeron, AMD K6-2 or better processor with 128MB of ram running at 400 Mhz. The PDM Softwareuses a powerful database to manipulate the largeamounts of data gathered from the PLMIII system.Using a more powerful computer and added memoryto run the software can result in a significant improve-ment in performance. The software is written to use aminimum 800x600 screen resolution.


DOWNLOADING DATAPLMIII records many types of data. The PLMIII PCsoftware is designed to download the data from awhole truck fleet. Instead of creating one data file foreach truck, the PC software combines all the datafrom many trucks into one database on the harddrive of the computer. The software then allowsusers to query the database to create custom reportsand graphs. Data for individual trucks or groups oftrucks can be easily analyzed. This same data canbe exported for use in other software applications likeword processors and spreadsheet applications.

As the database grows, performance of the PC soft-ware for analysis will slow down. It may be helpful toperiodically export data. For example, query thedatabase to show the oldest quarter, month, or halfyear and print out a summary report. Then export thedata to a compressed format and save the file in asecure location. Once the data is exported, deletethe entire query results from the database. If neces-sary, the data can easily be imported back into themain database for analysis at a future date. Remov-ing this older data will improve performance.

The PC software downloads the data from the pay-load meter into a single Paradox database. The datafrom all the trucks is added to the same database.Downloading the payload meter can take severalminutes. The data is added to the database on thelaptop used to download.

To move the data to another computer, a query mustbe run to isolate the particular data for export. Do notpress the operator switch on the dashboard whiledownloading

To download the payload meter:

1. Connect to the payload meter and start the PCsoftware.

2. From the main menu, select "Connect to Pay-load Meter". The PC will request the latest sta-tus information from the payload meter. Thenumber of haul cycles and alarms will be dis-played.

3. Select the " Begin Download" button. The PCwill request the payload and alarm data from thepayload meter and save it into the database.This may take several minutes. A progress barat the bottom will show the approximate timeleft.


PLM III SYSTEM CONFIGURATION

Starting Communications

The PDM software allows users to download andconfigure the system.

Before connecting to the payload meter, select"Change Program Options" and confirm that the pro-gram has selected the correct laptop serial port. Mostlaptops use Comm 1 for serial communications. Theunits displayed for reports and graphs by the PC soft-ware can be set on this form. Click “Done” to returnto the main menu.

From the main menu, click the "Connect to PayloadMeter" button. The PC will try to connect to the pay-load meter and request basic information from thesystem. In the event of communications trouble, thePC will try 3 times to connect before "timing-out".This may take several seconds.

Displayed Payload Units

Three options are available for the display of units inthe PC software, reports, and graphs:

Short Tons: Payload is displayed in short tons, dis-tances and speeds will be displayed in Miles

Metric Tons: Payload is displayed in metric tons, dis-tances and speeds are displayed in Kilometers

Long Tons: Payload is displayed in long tons, dis-tances and speeds are displayed in Miles

Time Units

Minutes and Seconds Example:Five minutes and thirty-two seconds = 5:32

Decimal Minutes Example:Five minutes and thirty-two seconds = 5.53

Connection Menu

The connection screen displays basic system infor-mation to the user.

• Frame S/N should agree with the truck serialnumber from the serial plate located on the truckframe.

• Truck Number is an ID number assigned to thetruck by the mine.

• The Payload Meter Date / Time values comefrom the payload meter at the moment ofconnection.

• Number of Haul Cycle Records is the number ofhaul cycles records stored in memory andavailable for download.

• Number of Active Alarms shows how manyalarms are currently active in the system at thetime of connection. If there are active alarms, the"Display Active Alarms" button is available.

• Number of Inactive Alarms shows how manyalarms have been recorded in memory and areavailable for download.

• PLM Software Version displays the currentversion of software in the payload meter.

The information on the connection menu comes fromthe configuration of the payload system on the truck.


There are also many configuration and downloadoptions available from this screen. The ConnectionMenu is updated only when the connection is firstmade. It does not update automatically. To viewchanges made while connected, the user must closethe window and reconnect to the payload meter.

The connection menu is displayed after a serial con-nection has been established and the PC softwarehas connected to the payload meter.

Connecting to the Payload Meter

Communications to the PLMIII requires a laptopcomputer running the PDM software. The softwareconnects to the payload meter through the meter'sserial port #1. This is the same port used by thespeedometer/display gauge. When the laptop isusing the serial port, the lower display on the opera-tor gauge on the dashboard will be blank. This doesnot affect the operation of the speedometer.

• Connect the laptop to the system using theEF9160 communications harness. The downloadconnector is typically located on the housingmounted in the cab to the back wall. The PLMIIIsystem uses the same connection as thePayload Meter II system.

Configure the Payload Meter

Configuration of the payload meter requires a serialconnection to the PLMIII system. Clicking the "Con-figure Payload Meter" button will bring up the TruckConfiguration screen and menu. This screen displaysthe latest configuration information stored on thepayload meter.

When changes are made to the configuration, the"Save Changes" button must be pressed to save thechanges into the payload meter. To confirm thechanges, exit to the main menu and re-connect to thepayload meter.

Setting the Date and Time

The time shown on the form is the time transmittedfrom the payload when the connection was firstestablished.

The date and time are maintained by a special chipon the PLMIII circuit board. The memory for this chipis maintained by a very large capacitor when thepower is removed from the payload meter. This willmaintain the date and time settings for approximately30 days. After this time, it is possible for the payloadmeter to lose the date and time setting. It is recom-mended that the system be powered every 20 daysto maintain the date and time. If the date and time islost, simply reset the information using this proce-dure. It takes approximately 90 minutes to rechargethe capacitor.

Changing the date and time will affect the haul cyclein progress and may produce unexpected results inthe statistical information for that one haul cycle.

To change the time:

1. Click on the digit that needs to be changed.2. Use the up/down arrows to change or type in

the correct value.3. Press the "Save Changes" button to save the

new time in the payload meter.

To change the date:

1. Click on the digit that needs to be changed.2. Type in the correct value or use the pull-down

calendar to select a date.3. Press the "Save Changes" button to save the

new time in the payload meter.


Setting the Truck Type

1. From the Truck Configuration screen, use thepull-down menu to select the truck type that thepayload meter is installed on.

2. Press the "Save Changes" button to programthe change into the meter.

Setting the Gauge Display Units

The payload meter speedometer / display gauge dis-plays the speed on the upper display. The units forthe speed display are selected using a jumper on therear of the case.

The payload units on the lower display can bechanged from metric to short tons or long tons usingthe Truck Configuration screen. This selection alsoswitches between metric (kg/cm2) and psi (lbs/in2) forthe live display of pressure on the gauge.

1. From the Truck Configuration screen, select thepayload units to be used on the lower display ofthe speedometer/display gauge.

2. Press the "Save Changes" button to programthe change into the payload meter.

Setting the Frame Serial Number

The frame serial number is located on the platemounted to the truck frame. The plate is outboard onthe lower right rail facing the right front tire. It is veryimportant to enter the correct frame serial number.This number is one of the key fields used within thehaul cycle database. The field will hold 20 alpha-numeric characters.

1. On the Truck Configuration screen, enter thetruck frame serial number in the appropriatefield.


Setting the Truck Number

Most mining operations assign a number to eachpiece of equipment for quick identification. This num-ber or name can be entered in the Truck Numberfield. It is very important to enter a unique truck num-ber for each truck using the PLMIII system. Thisnumber is one of the key fields used within the haulcycle database. The field will hold 20 alpha-numericcharacters.

1. On the Truck Configuration screen, enter thetruck number in the appropriate field.


Setting the Komatsu Distributor

This field in the haul cycle record can hold the nameof the Komatsu distributor that helped install the sys-tem. Komatsu also assigns a distributor number toeach distributor. This number is used on all warrantyclaims. This Komatsu distributor number can also beput into this field. The field will hold 20 alpha-numericcharacters.

1. On the Truck Configuration screen, enter thedistributor name or number in the appropriatefield.


Setting the Komatsu Customer

This field in the haul cycle record can hold the nameof the mine or operation where the truck is in service.Komatsu also assigns a customer number to eachcustomer. This number is used on all warrantyclaims. This Komatsu customer number can also beput into this field. The field will hold 20 alpha-numericcharacters.

1. On the Truck Configuration screen, enter thecustomer name or number in the appropriatefield.



Clean Truck Tare

The payload meter uses the clean truck tare value tocalculate carry-back load for each haul cycle. Thecarry-back stored in the haul cycle record is the newempty tare minus the clean truck tare.

This procedure should be performed after service tothe suspensions or when significant changes aremade to the sprung weight of the truck. Before per-forming this procedure, be sure the suspensions areproperly filled with oil and charged. It is critical to pay-load measurement that the proper oil height and gaspressure be used.

Once the clean tare process is started, the payloadmeter will begin to calculate the clean empty sprungweight of the truck. This calculation continues whilethe truck drives to the next loading site. Once theprocedure is started, there is no reason to continueto monitor the process with the PC. The truck doesnot need to be moving to start this procedure.

1. After cleaning debris from the truck and check-ing to see that the suspensions are properlyserviced, use the PLMIII software to connect tothe payload meter.

2. From the "Truck Configuration" screen, select"Clean Truck Tare".

3. Be sure to follow the screen instructions.

Inclinometer Calibration

The inclinometer calibration procedure is designed tocompensate for variations in the mounting attitude ofthe inclinometer. The inclinometer input is critical tothe payload calculation.

This procedure should be performed on relatively flatground. Often the maintenance area is an ideal loca-tion for this procedure.

1. After cleaning debris from the truck and check-ing to see that the suspensions are properlyserviced, use the PLMIII software to connect tothe payload meter.

2. From the "Truck Configuration" screen, select"Inclinometer".

3. With the truck stopped and the brake lock on,press the “Start” button. This instructs the pay-load meter to sample the inclinometer once.

4. Turn the truck around. Drive the truck aroundand park in the exact same spot as before, fac-ing the other direction.

5. With the truck stopped and the brake lock on,press the “Start” button. This instructs the pay-load meter to sample the inclinometer again.The payload meter will average the two sam-ples to determine the average offset.

6. Be sure to follow the screen instructions.


DATA ANALYSIS

The data analysis tools allow the user to monitor theperformance of the payload systems across the fleet.Analysis begins when the "View Payload Data" but-ton is pressed. This starts an "all trucks, all dates, alltimes" query of the database and displays the resultsin the Payload Summary Form.

The user can change the query by changing thedates, times, or trucks to include in the query for dis-play.

Haul cycles in the data grid box at the bottom can bedouble-clicked to display the detailed results of thathaul.

Creating a Query

The program defaults to show all trucks, all types, alldates and all times for the initial query. The displaycan be narrowed by selecting which trucks or typesto view and for what dates and times.

The query items are added in the "AND" condition. Ifthe user selects a truck # and date range, the querywill sort the data for that truck number AND the daterange.

Sorting on Truck Unit Number

The truck unit number is the truck unit numberentered into the payload meter when it was config-ured at installation. The query can be set to look forall trucks or one particular truck number. When theprogram begins, it searches through the database forall the unique truck numbers and creates a list toselect from.

Choosing one particular truck number will limit thedata in the displays, summaries and reports to theone selected truck. To create reports for truck num-ber 374, select 374 from the pull-down menu and hitthe "Query Database and Display" button.

Sorting on Truck Type

The truck type is the size of the truck from the familyof Komatsu trucks. This allows the user to quicklyview results from different types of trucks on theproperty. For example, a separate report can be gen-erated for 830E and 930E trucks.

PAYLOAD SUMMARY FORM


Sorting on Date Range

The default query starts in 1995 and runs through thecurrent date on the PC. To narrow the range to a spe-cific date, change the “From” and “To” dates.For example, to view the haul cycle reports fromtruck 374 for the month of July, 2000:

1. Select truck 374 from the Truck Unit pull-downmenu.

2. Change the “From” date to July 1, 2000.

3. Change the “To” date to July 31, 2000. 4. Press the "Query Database and Display" to

view the results.

Sorting on Time Range

The time range sorts the times of the day for validdates. Changing the time range to 6:00AM to 6:00PMwill limit the payloads displayed to the loads thatoccurred between those times for each day of thedate range. Times are entered in 24:00 format. Toview the haul cycle reports from the first shift for truck374 from January 5, 2000 to January 8, 2000:

1. Select truck 374 from the Truck Unit pull-downmenu.

2. Change the “From” date to July 1, 2000.

3. Change the “To” date to July 31, 2000.

4. Change the “From” time to 06:00.

5. Change the “To” time to 18:00.

6. Press the "Query Database and Display" toview the results.

This query will display haul cycles from January 5 toJanuary 8, from 6:00 AM to 6:00 PM.

The shift times selected can extend the query pastthe original date. If the dates set for the query areJanuary 5 to January 8 and the times were changedto query the 6:00 PM (18:00) to 6:00 AM (06:00) shift,the results would extend into the morning of the 9th.This can been seen in the following example:

Date: 1/5/00 to 1/8/00Daily Shift Time: 6:00 to 18:00

0:00

6:00

18:00

24:00

12:00

Jan 5, 2000 Jan 9, 2000Jan 8, 2000Jan 7, 2000Jan 6, 2000Time

Date

Query : Haul Cycles Included in the Query


Payload Detail Screen

The Payload Detail screen gives the details for anyindividual haul cycle. From the “Payload Summary”screen, double-click on any haul cycle to display thedetail.

Creating Reports

Reports can be generated and viewed on the screenor printed. These reports are generated from thequery displayed on the Payload Summary Screen.From the example in "Sorting on Time Range", thereport printed would only contain data from truck 374during the month of July 2000, from 8:00 AM to 5:00PM.

It is important to carefully select the query data andpress the "Query Database & Display" button beforeprinting a report.

0:00

6:00

18:00

24:00

12:00

Jan 5, 2000 Jan 9, 2000Jan 8, 2000Jan 7, 2000Jan 6, 2000Time

Date

Query : Date: 1/5/00 to 1/8/00Daily Shift Time: 18:00 to 6:00 Haul Cycles Included in the Query


NOTE: Some haul cycles may contain the SensorInput warning flag. This indicates that one of the fourpressure sensors or inclinometer was not functioningproperly during the haul cycle. Haul cycles with thiswarning are displayed in red on the PayloadSummary window and are not included in thesummary statistics for reports or display.

Summary - one page report

A summary of the queried data can be printed onto 1page. The cycle data is summarized onto one sheet.Displayed is the speeds, cycle times, load statistics,frame and tire data.

Detailed - multi-page report

The detail report starts with the summary report andfollows with pages of data for each haul cycle. Thedetailed report prints date, time, payload, cycle times,and cycle distances, speeds and the number ofswing loads.


Creating Graphs

The PLMIII software can generate graphs thatquickly summarize payload data. These graphs canbe customized for printing. Just like the reports, thegraphs are generated from the query displayed onthe “Payload Summary” screen. From the "Sorting onTime Range" example, the graph that is printedwould only contain data from truck 374 during themonth of July 2000, from 8:00 AM to 5:00 PM.

It is important to carefully select the query data andpress the "Query Database & Display" button beforecreating a graph.

1. From the Payload Summary Screen select the“Graph” button at the bottom. The HistogramSetup screen will display

2. Enter the "Lowest Value". This will be the lowestpayload on the graph. Any payloads less thanthis value will be summed in the first bar.

3. Enter the "Highest Value". This will be the high-est value on the graph. Payloads over this valuewill be summed in the last bar.

4. Enter the "Incremental Change". This will deter-mine the number of bars and the distancebetween them. The program limits the numberof bars to 20. This allows graphs to fit on thescreen and print onto 1 page.

5. Press the “Create Graph” button.

The graph will be displayed based on the query set-tings from the Payload Summary screen. The graphcan be customized and printed.

Exporting Data

The data from the database can be exported for usewith other software applications. The data is selectedfrom the currently displayed query. The exporteddata can be put into a ".CSV" file or a compressed".zip" file.

• The “.CSV” format allows data to be easilyimported into spreadsheet applications and wordprocessing applications.

• The “.Zip” format allows data to be transferredfrom one computer to the PDM Softwaredatabase on another computer. This offers acompact way to transfer data from one computerto another.

CSV Export

CSV stands for Comma Separated Value. This is anASCII text file format that allows spreadsheet appli-cations like Excel and Lotus 123 to import data eas-ily. To export the data into a ".csv" file, press the"Export" button at the bottom of the payload sum-mary screen and select "To CSV". The program willrequest a filename and location for the file.


.

Two sets of data are exported. At the top of the filewill be the haul cycle data. The columns, left to rightare:

• Truck number• Haul cycle start date• Haul cycle start time• Payload• Swingloads• Operator ID• Warning Flags• Carry Back• Total Haul Cycle time• Empty Running Time• Empty stop time• Loading time• Loaded running time• Loaded stopped time• Dumping time• Loading start time• Dumping start time• Loaded haul distance• Empty haul distance• Loaded maximum speed• Time when loaded maximum speed occurred• Empty maximum speed• Time when loaded maximum speed occurred• Maximum + frame torque• Time when the maximum + frame torque

occurred• Maximum - frame torque• Time when the maximum - frame torque

occurred• Maximum sprung weight calculation• Time when the maximum sprung weight

calculation occurred• Left Front Tire-kilometer-hour• Right Front Tire-kilometer-hour• Average Rear Tire-kilometer-hour• Frame serial number

• Reserved 1-5, 7-10: These values are internalcalculations used in the continued developmentof PLMIII and should be ignored.

• Reserved 6: This value is the payload estimate atthe shovel just before the truck begins to move.

The second series of data below the haul cycle datais the alarms. The alarm columns, left to right are:

• The alarm type• The date the alarm was set• The time the alarm was set• Alarm description• The date the alarm was cleared• The time the alarm was cleared

Compressed

This export function allows the data from one laptopto be transferred to another computer. This can beuseful when a service laptop is used to downloadmultiple machines and transfer the data to a centralcomputer for analysis. This can also be used to copyhaul data from a particular truck onto a diskette foranalysis.

The file format is a compressed binary form of thedisplayed query. The file can only be imported byanother computer running the PDM Software.


To export data in ZIP format:

1. Confirm that the data displayed is the querydata that needs to be exported.

2. From the payload summary screen, press the"EXPORT" button and select "To ZIP".

3. The program will ask for a filename and loca-tion.

Importing Data

This import function allows the data from one laptopto be transferred to another computer. This can beuseful when a service laptop is used to downloadmultiple machines and transfer the data to a centralcomputer for analysis. This can also be used to copyhaul data from a particular truck from a diskette into adatabase for analysis.

To import data, press the "IMPORT" button at thebottom of the “Payload Summary” screen. The pro-gram will ask for a ".zip" file to import, locate the fileand press "Open". The program will only import ".zip"files created by another computer running the PDMSoftware.

Deleting Haul Cycle Records

To delete haul cycle records from the main database,press the "Delete" button at the bottom of the “Pay-load Summary” screen. The program will display asummary of the records from the displayed query. Todelete a record, select one at a time and press the"Delete" button. It is recommended that records beexported to a zip file for archival purposes beforedeletion. Multiple records may be selected by holdingdown the Shift key. Pressing the "Delete All" buttonwill select all the records from the current query anddelete them.

NOTE: There is no recovery for records that havebeen deleted from the main database. It is highlyrecommended that all records be exported andarchived in a compressed file format for futurereference before being deleted.


Viewing AlarmsFrom the Payload Summary screen, click the“Alarms” button to display the alarm screen. Thealarms are sorted by the query settings from the Pay-load Summary screen. Alarms can be displayed asActive or Inactive.

Deleting Alarm Records

To delete alarm records from the main database,press the "Delete" button at the bottom of the “AlarmDisplay” screen. The program will display a summaryof the alarms from the query. To delete an alarm,select one at a time and press the "Delete" button. Itis recommended that the query data be exported to a“.zip” file for archival purposes before deletion. Multi-ple records may be selected by holding down theShift key. Pressing the "Delete All" button will selectall the alarms from the current query and deletethem.

NOTE: There is no recovery for alarms that havebeen deleted from the main database. It is highlyrecommended that all records be exported andarchived in a compressed file format for futurereference before being deleted.


TROUBLESHOOTING SECTION

TROUBLESHOOTING

Troubleshooting the PLMIII system is done throughthe PC software you can:

• View active alarms.• View the sensor inputs using the Real-Time Data

Display.• Test the payload lights.• Create log files of sensor inputs for further analy-

sis.• These activities require a connection to the

PLMIII system.

Viewing Active Alarms

Active alarms are alarms that have been set, but notyet cleared. Each alarm is set when the conditionsfor activation are held for 5 seconds. Each alarm iscleared when the condition has been returned to nor-mal range for 5 seconds. For example, 5 secondsafter the left-rear pressure sensor is disconnected,the LR-Pressure Lo alarm will be activated. This canbe viewed using to the "Connect to Payload Meter"screen. 5 seconds after the pressure sensor is re-connected, the alarm will clear and be recorded inmemory.

Active alarms are recorded in memory as "cleared"when the keyswitch is turned off. When power isrestored to the payload meter, the alarms will be re-activated if the conditions still exist for 5 seconds.

To view active alarms:


2. From the main menu, select "Connect to Pay-load Meter". The PC will request the latest sta-tus information from the payload meter.

3. If there are active alarms, the "Display ActiveAlarms" button in the lower left corner will beavailable. If the button is not available, there areno active alarms at the time of connection. Thescreen does not automatically refresh. If a con-dition changes to cause an alarm, the user mustexit and re-enter the "Connect to PayloadMeter" screen.

Real-Time Data Display

The PC software can be used to view the 'live' inputreadings from the payload meter. The numbers dis-played are 1-second averages.



3. Select the "Real Time Data" button. The datascreen will pop up. The PC will request the pay-load meter to begin transmitting data.

4. To exit, press the “Close” button.

The units for each measurement are determined bythe setting in the Program Options for the PC soft-ware. The four suspension pressures and inclinome-ter are shown. The status of the Body-Up and Brake-Lock inputs is also shown. The haul cycle state andspeed is displayed. The current sprung weight is dis-played. This differs from pure payload. The sprungweight is a measurement of the weight of the truckabove the suspension. It does not include the tires,spindles, wheel motors, drive case, or anythingbelow the suspensions.

Testing the Payload Lights

The real time data display also allows the user toindividually power the payload lights. This can beuseful for testing the lights. To turn on a particularcolor payload light:

1. Click the check box beside the color light topower.

2. Press the "Set Lights" button to turn on the light.3. Uncheck the box and press "Set Lights" to turn

off the light.

The lights will return to their normal state when thereal time data display is closed.


Creating Log Files of Inputs

The PC software can create a text file of the live datastream from the payload meter. This can be very use-ful for diagnostic purposes. The data is written into atext data file in comma separated value format. Thedata is recorded in metric units at 50 samples persecond. The data file can grow large very quickly.Each sample writes one line into the ASCII file incomma separated format.

The order for each line of data in is:• Date• Time• Sprung Weight• LF Pressure• RF Pressure• LR Pressure• RR Pressure• Incline• Speed• Body Up State (1=up)• Brake Lock State (1=on)• Payload State• Status Flags• Spare

To create a log file:



3. Select the "Real Time Data" button. The realtime data screen will pop up. The PC willrequest the payload meter to begin transmittingdata.

4. Click the "Set File Name" button and enter aname and location for the text file. The defaultextension is ".txt". This data can be easilyimported into spreadsheets as a comma sepa-rated value (.CSV) format.

5. Once the filename has been entered, the StartLog and Stop Log buttons will be active.

6. Press the “Start Log” button to start taking dataand recording into the file. Once a file is started,it cannot be stopped and started again.

7. Press the “Stop Log” button to stop recordingdata. Attempting to start the log file again willoverwrite the previous file and erase the previ-ous data. To gather more data, close the realtime data window, start it again and create anew log file.

Daily Inspections

An important part of maintaining the Payload MeterIII (PLMIII) system is monitoring the basic inputs tothe system. It is recommended that the truck opera-tor walk around the truck and visually inspect the fol-lowing:

• Charging condition of the suspensions - not flat,not overcharged.

• Pressures in the suspensions - checksuspensions by using the operator gauge and theoperator switch.

Periodic Maintenance

It is recommended that the following items bechecked every 500 hours:

• Confirm the suspension pressures using externalgauges.

• Confirm proper suspension height.

• Confirm suspensions do not collapse and makemetal-to-metal contact when the truck is loaded.

• Confirm that inclinometer indicates positive (+)values for truck nose up, and negative (-) valuesfor truck nose down.

In addition, it may be useful to confirm proper opera-tion of the suspensions by riding the truck during acomplete haul cycle. Record the suspension pres-sures using the CSV log file tool in the Payload DataManager software for the PC. The suspension pres-sures in this log file can be graphed to inspect for flator overcharged suspensions.


Abnormal Displays at Power-Up

The payload meter performs several internal memory system checks every time it powers-up. In case of error, theoperator gauge may display an error code when power is applied to the PLMIII system.

Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truckconfiguration record from memory.

Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messagesbetween the microprocessors on the circuit board.

Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing mes-sages between the microprocessors on the circuit board.

To resolve these errors:

• If these errors persist after reprogramming, the primary and secondary processors then the payload metermust be replaced.


No Payload Display When Keyswitch is Turned ON

• Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground).

• Check the 5A circuit breaker (CB A) in PLMIII junction box.

• Check all connectors and terminal connectors in the power circuits to the payload meter.

• If two digit display on payload meter displays 00 then 88 on power up, continue to “No Display on OperatorDisplay”. This two digit display normally alternates 0 on each display. In the case of active alarms, this displaywill show the code for each active alarm. The alarm codes are in the operation section.


No Display on Speedometer

No Display on Operator Display

• If the speedometer works but the operator displays remain blank, confirm payload connections at “No PayloadDisplay When Keyswitch is Turned ON”.


No Communications With PC

In a case where the laptop PC will not properly connect to the PLMIII system:

• Confirm power to the payload meter.

• Confirm laptop serial port setting using the PC software. From the mail menu select "Change ProgramOptions". Confirm that the selected serial port is correct and that it is available.

• Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often,PDA software like Palm Pilot’s HotSync software will take control of the serial port and not let other applicationsuse the serial connection. Close the synchronization software and retry the Payload Data Manager software.

• Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring betweenthe payload meter and the junction box is functional.

• Before the beginning of troubleshooting, turn keyswitch OFF. Wait 1 minute and turn keyswitch ON.


Load Lights Don’t Light During Loading

• Confirm that the truck operator uses the brake lock switch (NEUTRAL) during loading. Without this input, thepayload meter will not properly recognize swingloads.

• Confirm bulbs in payload lights by using lamp check mode.

• Confirm 15 A breaker CB-B in payload junction box.

• To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload DataManager software.


Load Lights Remain ON

Load Lights Remain ON During Dumping

Display Doesn't Clear When The Load Is Dumped

• Confirm the body up switch signal. When the body up signal is not properly received during dumping, thepayload meter may maintain the lights after the body is lowered.

• Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".


Calibration Problems

• Confirm that the truck is empty and clean.

• Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tarezone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload DataManager software.

• The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body whenthe truck is empty. This may be necessary after servicing the suspensions.


Alarm 1 - Left Front Pressure High

Alarm 2 - Left Front Pressure Low

Troubleshoot Wiring to Left Front Suspension

These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.

• Confirm 18v sensor supply at TB46-L in payload junction box.

• Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payloadjunction box TB46-F to payload meter connector R264, pin 39.


Alarm 3 - Right Front Pressure High

Alarm 4 - Right Front Pressure Low

Troubleshoot Wiring to Right Front Suspension



• Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payloadjunction box TB46-G to payload meter connector R264, pin 20.


Alarm 5 -Left Rear Pressure High

Alarm 6 - Left Rear Pressure Low

Troubleshoot Wiring to Left Rear Suspension





Alarm 7 - Right Rear Pressure High

Alarm 8 - Right Rear Pressure Low

Troubleshoot Wiring to Right Rear Suspension





Alarm 9 - Inclinometer High

Alarm 10 - Inclinometer Low

Troubleshoot Inclinometer Wiring

These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage onsignal 39FE should be greater than 0.5v and less than 5.0v as measured in the junction box between TB46-.


Alarm 13 - Body Up Input Failure

The payload meter senses when the load is dumped without receiving a body-up signal. When the load quicklydrops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycleis detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly andthe body down signal is received.


Alarm 16 - Memory Write Failure

Alarm 17 - Memory Read Failure

These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recom-mended that power to the payload meter be removed for 1 minute. First turn the keyswitch OFF. Wait 30 seconds,then turn the battery disconnect OFF. Wait 1 minute before restoring power.

In cases where re-powering the payload meter does not restore normal operation, it may necessary to reprogramthe payload meter. All current data in memory will be lost. This will effectively restart the payload meter.

• See “Troubleshooting Abnormal Displays at Power-Up” for more information.


Alarm 18

Payload meter detected an undercharged suspension condition on the rear right suspension.

The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging thesuspensions.

Alarm 19

Payload meter detected an undercharged suspension condition on the rear left suspension.

The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging thesuspensions.

Alarm 22

The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on twoconsecutive haul cycles.

Stop the truck and clean any stuck material from the truck body.


Operator Switch Doesn't Work

Alarm 26 - User Switch Fault - SELECT

Alarm 27 - User Switch Fault - SET

• Confirm power to the payload meter speedometer and display gauge.

• Confirm that a laptop is not connected to the PLMIII system.

• Turn keyswitch OFF. Wait 1 minute and turn keyswitch ON. Confirm problem still exists.


Connector Map

This diagram shows the general location of connectors, terminal boards and miscellaneous connections.


Connectors


PLMIII CHECK OUT PROCEDURE

General Description

The process consists of attaching dummy loads inplace of the suspension pressure sensors andchecking the pressures indicated by the payloadmeter. In addition, connecting to the payload meterusing a laptop PC in order to confirm the latest soft-ware version and the rest of the inputs and outputs ofthe system.

Tools Required

• Payload Data Manager software

• EF9160 - Download Harness

• EJ3057 - Harness Str, PLMIII test (4 needed).

Checkout Procedure1. Attach one EJ3057 harness to the left-front sus-

pension connection box. The red alligator clipattaches to the 39F circuit at TB42-A. The whitealligator clip attaches to the 39FD circuit atTB42-B. The EJ3057 acts as a dummy load tosimulate a suspension pressure sensor for thepayload system.

2. Attach one EJ3057 harness to the right-frontsuspension connection box. The red alligatorclip attaches to the 39F circuit at TB41-A. Thewhite alligator clip attaches to the 39FC circuitat TB41-B.

3. Attach one EJ3057 harness to the left-rear sus-pension connection in the rear suspension con-nection box. The red alligator clip attaches tothe 39F circuit at TB61-A. The white alligatorclip attaches to the 39FB circuit at TB61-C.

4. Attach one EJ3057 harness to the right-rearsuspension connection in the rear suspensionconnection box. The red alligator clip attachesto the 39F circuit at TB61-A. The white alligatorclip attaches to the 39FA circuit at TB61-B.

5. In the PLMIII junction box, check the input volt-age on circuit 39G between TB45-B and TB45-X. This voltage should be 24vdc from the batter-ies.

6. Turn the keyswitch ON. The speedometer/dis-play gauge on the dashboard will scroll thetruck type across the lower display. The payloadmeter defaults to 930E.

7. In the PLMIII junction box, check the sensorsupply voltage on circuit 39F between TB46-Land TB45-X. This voltage should be 18vdc±1vdc.

8. Return to the cab and check the speedometer/display gauge. The gauge will display the cur-rent payload. With the EJ3057 harnessesattached at the sensor locations, the payloadshould be 0.

NOTE: The display can be used to quickly show thecurrent readings from the four suspension pressuresensors and the inclinometer. This can be usedduring regularly scheduled service periods to checkthe state of the suspensions. These displays are liveand will update as the values change. The display ischanged by pressing the 'SELECT' button on thedashboard. The sequence of displays is:

· PL= Payload

· Id= Operator ID

· tL= Total Shift Tons

· LC= Shift Load Counter

· LF= Left Front Suspension Pressure

· rF= Right Front Suspension Pressure

· Lr= Left Rear Suspension Pressure

· rr= Right Rear Suspension Pressure

· In= Inclinometer

NOTE: The live displays cannot be cleared and theSET button will have no effect.

NOTE: The units for the display are controlled by theconfiguration of the payload meter. The payloadmeter defaults to display metric units, the pressureswill be displayed in tenths of kg/cm2. For example, if

the display shows 202 the actual value is 20.2

kg/cm2. If the payload meter is set to display shorttons, the pressures will be displayed in psi (lbs/in2).To convert from kg/cm2 to psi, multiply by 14.2233.14.2233 psi (lbs/in2) = 1 kg/cm2.

NOTE: The inclinometer displays whole degrees ofincline. Positive incline is when front of truck is point-ing up.


NOTE: The gauge will quickly display the type ofinformation being displayed every 1 minute. Forexample, if the left-front pressure is being displayed,

Lf= will quickly display every minute. Only the

payload display, PL= does not display this infor-mation.

9. Press and hold the “SELECT” button on the

dashboard. Id= will be displayed. Releasethe button and the Operator ID will be dis-played. This value should be 0.


dashboard. tL= will be displayed. Releasethe button and the total tons will be displayed.This value should be 0.


dashboard. LC= will be displayed. Releasethe button and the number of loads will be dis-played. This value should be 0.


dashboard. Lf= will be displayed. Releasethe button and the left-front pressure will be dis-played. This value should be in metric units.The nominal value should be 23.4 kg/cm2

(332psi). Values between 17.6 and 29.2 kg/cm2 (250 psi and 416 psi) are acceptable.


dashboard. rf= will be displayed. Releasethe button and the right-front pressure will bedisplayed. This value should be in metric units.The nominal value should be 23.4 kg/cm2



dashboard. Lr= will be displayed. Releasethe button and the left-rear pressure will be dis-played. This value should be in metric units.The nominal value should be 23.4 kg/cm2



dashboard. rr= will be displayed. Releasethe button and the right-rear pressure will bedisplayed. This value should be in metric units.The nominal value should be 23.4 kg/cm2



dashboard. In= will be displayed. Releasethe button and the inclinometer value will bedisplayed. This value is in degrees. The inclinewill depend on how the truck is set duringassembly. Values between ±3° are acceptable.It is not necessary to zero this reading byadjusting the attitude of the inclinometer in thebuddy seat.


dashboard. PL= will be displayed. Releasethe button and the current payload will be dis-played.

18. Connect a laptop to the PLMIII system. Typicallyan EF9160 download cable is used. The pay-load meter connector is behind the buddy seaton the back wall on the side of the PLMIIImounting bracket. The laptop must have thePayload Data Manager software installed.

19. Run the PC software.

20. From the main menu, select "Connect to Pay-load Meter".


21. The Connection Menu will be displayed. Select"Configure Payload Meter".

22. Confirm that the PLMIII software versionmatches the latest available version. As of 09-May-01 the EJ0575-1 software version will dis-play as "01/28/01A". The latest version can befound at http://www.kms-peoria.com/payload. Ifthe version does not match the latest indicatedon the internet, download the latest and updatethe PLMIII software using the Flashburn soft-ware. See Checkout Procedure Confirmationfor more information.

23. Using the Truck Configuration menu, set the fol-lowing:

• Set the time.• Set the Date to today’s date.• Set the Gauge display units to Metric, Short Tons

or Long Tons according to the final destination of the vehicle. If nothing has been specified, set to Metric Tons.

• Set the truck type to the proper truck model.• Press the “Save Changes” button to program the

change into the payload meter.

24. Setting the Frame Serial Number.

NOTE: The frame serial number is located on a platemounted to the truck frame. The plate is outboard onthe lower right rail facing the right front tire. It is veryimportant to enter the correct frame serial number.This number is one of the key fields used within thehaul cycle database. The field will hold 20 alpha-numeric characters.• On the Truck Configuration screen, enter the

frame serial number in the appropriate field. • Press the "Save Changes" button to program the


25. Setting the Customer Unit Number.

NOTE: Most mining operations assign a number toeach piece of equipment for quick identification. Thisnumber or name can be entered in the CustomerUnit Number field. It is very important to entercustomer unit number. This number is one of the keyfields used within the haul cycle database. The fieldwill hold 20 alpha-numeric characters. If no trucknumber has been specified, enter the frame serialnumber.• On the Truck Configuration screen, enter the

truck number in the appropriate field. • Press the "Save Changes" button to program the


26. Setting the Komatsu Distributor.

NOTE: This field in the haul cycle record can hold thename of the Komatsu distributor that helped installthe system. Komatsu also assigns a distributornumber to each distributor. This number is used onall warranty claims. This Komatsu distributor numbercan also be put into this field. This number is one ofthe key fields used within the haul cycle database.The field will hold 20 alpha-numeric characters. If thedistributor is not known, enter "UNKOWN".• On the Truck Configuration screen, enter the dis-

tributor name or number in the appropriate field.• Press the "Save Changes" button to program the



27. Setting the Komatsu Customer.

NOTE: This field in the haul cycle record can hold thename of the mine or operation where the truck is inservice. Komatsu also assigns a customer number toeach customer. This number is used on all warrantyclaims. This Komatsu customer number can also beput into this field. This number is one of the key fieldsused within the haul cycle database. The field willhold 20 alpha-numeric characters. If the customer isnot known, enter "UNKOWN"·On the Truck Configuration screen, enter the cus-tomer name or number in the appropriate field. ·Press the "Save Changes" button to program thechnge into the payload meter.

28. Press "Save Changes" and close the TruckConfiguration screen and the Connection Menu.

29. From the main menu select "Connect to Pay-load Meter".

30. From the Connection Menu select "ConfigurePayload Meter". Confirm that all previouschanges have been saved and close the TruckConfiguration form.

31. From the Connection Menu select "Real TimeData".

NOTE: The weight shown on the real time datascreen is the sprung weight and includes the weightof the truck. Given the suspension pressure dummyloads, the nominal value shown should be 112 shorttons (101 metric tons).

32. Confirm that the suspension pressures arewithin range. The nominal value should be 23.4kg/cm2 (332psi). Values between 17.6 and29.2 kg/cm2 (250 psi and 416 psi) are accept-able. Record the values displayed.

33. Confirm that the inclinometer is within rangeand record the value.

34. Confirm that the body up input is working cor-rectly. Place a steel washer on the body upswitch. The real time data screen should indi-cate "No". Remove the washer and the real timedata screen should indicate "Yes". The HaulCycle State should change to "Dumping".

35. Confirm that the brake lock input is working cor-rectly. Turn the brake lock on using the switchon the dashboard. The real time data screenshould indicate ON. Turn the brake lock off. Thereal time data screen should indicate OFF.

36. Turn on the green payload lights by checking"Green Light" and pressing the "Set Lights" but-ton. Check to be sure that only the green pay-load lights on the truck are illuminated.

37. Uncheck the green light and turn on the amberpayload lights by checking "Amber Light" andpressing the "Set Lights" button. Check to besure that only the amber payload lights are illu-minated.

38. Uncheck the amber light and turn on the redpayload lights by checking "Red Light" andpressing the "Set Lights" button. Check to besure that only the red payload lights are illumi-nated.

39. Uncheck all the payload lights and press the"Set Lights" button. Confirm that all the lightsare off.

40. Use the procedure for speedometer calibrationfor the particular truck type to simulate a 25MPH (40.2 Km/h) speed signal. Confirm thatthis value is displayed by the speedometer onthe dashboard and the real time data screen.The value can be ±1 MPH (±2 km/h). The brakelock must be off for the PLMIII to recognizespeed input.

41. On the PC, close the Real Time Screen and theConnection Menu and return to the Main Menu.


42. Remove the EJ3057 harness from the left frontsuspension junction box, TB42-A and TB42-B.

43. Wait at least 1 minute and remove the EJ3057harness from the left-rear connections in therear junction box, TB61-B and TB61-C.

44. Wait at least 1 minute and remove the EJ3057harness from the right-rear connections in therear junction box, TB61-A and TB61-C.

45. Wait at least 1 minute and remove the EJ3057harness from the right-front connections in theright-front junction box, TB61-B and TB61-C.

46. Wait at least 1 minute.

47. From the main menu of the PC software pressthe "Connect to Payload Meter" button.

48. From the Connection Menu select "DisplayActive Alarms". Confirm that the four alarmsdisplayed occurred in the proper order;

Left-front suspension low

Left-rear suspension low

Right-rear suspension low

Right-front suspension low

49. Close all screens and disconnect the laptopfrom the PLMIII system.

PLMIII CHECKOUT PROCEDURE CONFIRMATION

Flashburn Programming

General Instructions:

Before beginning, be sure the ".kms" file required toprogram the product and you know where to find it onyour computer.

Programming will reset all the truck configurationinformation.

NOTE: BEFORE STARTING THIS PROCEDURE,RECORD THE PAYLOAD METERCONFIGURATION INFORMATION.

This information can be found using the PayloadData Manager software. After programming, it will benecessary to restore this information in the payloadmeter configuration.

1. Turn off power to the payload meter by turningthe keyswitch OFF.

2. Start the "Flashburn" software installed on thelaptop.

3. Confirm that the payload meter power is OFFand press “NEXT".

< Back

Flashburn

Next > Cancel

Before programming, power must beturned off to the target device. Be surethe power is turned off before continuing.

1. Power OFF

2. Select Port

3. Select File

4. Power ON


4. Confirm the proper communications port for theprogramming laptop. This is usually COM 1.Press “NEXT”.

5. Press “BROWSE” and select the ".kms" file toprogram into the payload meter. Press “NEXT”.

6. When instructed, turn the keyswitch ON in orderto power-up the payload meter. The PC willbegin to reprogram the payload meter. This pro-cess takes approximately 5 minutes.

7. After successful programming, turn the keywitch OFF.

8. Wait 20 seconds and turn the keyswitch ON.9. The payload meter will need to be configured as

instructed in the manual using the Payload DataManager software on the laptop computer.

Flashburn

< Back Next > Cancel

Select the serial communications port touse between the computer and thetarget device. For most computers thiswill be COM 1.

1. Power OFF

2. Select Port

3. Select File

4. Power ON

COM 1

Flashburn

< Back Next > Cancel

Select the file that will be used toprogram the target device. This file willend with the ".KMS" extension.

1. Power OFF

2. Select Port

3. Select File

4. Power ON

Browse

Comm Port: COM 1

Filename: *.KMS

Flashburn

< Back Cancel

Turn on power to the target device. Thiswill start the programming process.

1. Power OFF

2. Select Port

3. Select File

4. Power ON Programming:

Preparation:

Connection:

Steps

Verification:

Complete

Complete

Complete

Status

Complete

61 %

Comm Port: COM 1

Filename: 071000A.KMS


Confirmation ChecklistUse the Real Time Data Screen in order to verify thechecklist items in the table below.

Checklist Item Value Initials

PLMIII Software Version

User switch and display works properly

Left - Front Pressure

Right - Front Pressure

Left - Rear Pressure

Right - Rear Pressure

Inclinometer

Green light works properly

Amber light works properly

Red light works properly

Brake Lock input works properly

Body Up input works properly

Speed input works properly

Date

Truck

Signature


NOTES

PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE MANUFACTURED UNDER LICENSE FROM

L.G. HAGENBUCH holder of U.S. Patent Numbers 4,831,539 and 4,839,835

EH6800-9 FEB 05PAYLOAD METER III

ELECTRICAL SCHEMATIC930E-2 & 930E-3

Sheet 1 of 7


ELECTRICAL SCHEMATIC930E-2SE & 930E-3SE

Sheet 2 of 7


ELECTRICAL SCHEMATIC730E & 830ESheet 3 of 7


ELECTRICAL SCHEMATIC730E TROLLEY

Sheet 4 of 7

EH6800-9 FEB 05PAYLOAD METER IIIELECTRICAL HOOKUP

930E-2 (SE) & 930E-3 (SE)Sheet 5 of 7


730E & 830ESheet 6 of 7


730E TROLLEYSheet 7 of 7

www.komatsuamerica.com

®

Komatsu America Corp.2300 N.E. Adams Street Peoria, IL 61639 Phone: 309-672-7577 Fax: 309-672-7072

Copyright 2005 KomatsuPrinted in U.S.A.

10450758-komatsu payload meter iii operation maintenance manual

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