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Truck And Engine
The 930E Dump Truck is an off-highway, rear dump
truck with AC Electric Drive. The gross vehicle weight
is 1,100,000 lbs. (498 957 kg). The engine is a Cum-
mins QSK60C rated @ 2700 HP (2014 kW).
Alternator (GE-GTA34)
The diesel engine drives an in-line alternator at engine
speed. The alternator produces AC current which is
rectified to DC within the main control cabinet. The
rectified DC power is converted back to AC by groups
of devices called "inverters", also within the main
control cabinet. Each inverter consists of six "phase
modules" under the control of a "gate drive unit"
(GDU). The GDU controls the operation of each phase
module.
Each phase module contains an air-cooled solid-state
switch referred to as a "gate turn-off thyristor" (GTO).
The GTO cycles on and off at varying frequencies to
create an AC power signal from the DC supply.
The AC power signal produced by each inverter is a
variable-voltage, variable-frequency signal (VVVF).
Frequency and voltage are changed to suit the oper-
ating conditions.
AC Induction Traction Motorized Wheels
The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
The motorized wheels use three-phase AC induction
motors with full-wave AC power.
The two wheel motors convert electrical energy back
to mechanical energy through built-in gear trains within
the wheel motor assembly. The direction of the wheel
motors is controlled by a forward or reverse hand
selector switch located on a console to the right side
of the operator.
Blower
Both the inverters and the wheel motors produce heat
while in operation and must be cooled. Cooling air is
provided by a separate AC drive blower using rectified
DC as its power source. Cooling air flow volume is
modulated based on thermal requirements.
Suspension
®
HYDRAIR
II suspension cylinders located at each
wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading and operation.
A02055
MAJOR COMPONENT DESCRIPTION
Major Component Description
Operator's Cab
The Operator's Cab has been engineered for operator
comfort and to allow for efficient and safe operation of
the truck. The cab provides for wide visibility, with an
integral 4-post ROPS/FOPS stucture, and an ad-
vanced analog operator envirnment. It includes a
tinted safety-glass windshield and power-operated
side windows, a deluxe interior with a fully adjustable
seat with lumbar support, a fully adjustable/tilt steering
wheel, controls mounted within easy reach of the
operator, and an analog instrument panel which pro-
vides the operator with all instruments and gauges
which are necessary to control and/or monitor the
truck's operating systems.
Power Steering
The truck is equipped with a full time power steering
system which provides positive steering control with
minimum operator effort. The system includes nitro-
gen-charged accumulators which automatically pro-
vide emergency power if the steering hydraulic
pressure is reduced below an established minimum.
Dynamic Retarding
The dynamic retarding is used to slow the truck during
normal operation or control speed coming down a
grade. The dynamic retarding ability of the electric
system is controlled by the operator through the acti-
vation of the retarder pedal (or by operating a lever on
the steering wheel) in the operators cab and by setting
the RSC (Retarder Speed Control). Dynamic Retard-
ing is automatically activated, if the truck speed goes
to a preset overspeed setting.
Brake System
Service brakes at each wheel are oil-cooled multiple
disc brakes applied by an all-hydraulic actuation sys-
tem. Depressing the brake pedal actuates both front
and rear brakes, after first appling the retarder. All
wheel brakes will be applied automatically, if system
pressure decreases below a preset minimum.
The parking brake is a dry disc type, mounted inboard
on each rear wheel motor, and is spring-applied and
hydraulically-released with wheel speed application
protection (will not apply with truck moving).
A2-1
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Troubleshooting
