Crown Forklift PE Pallet Service Manual - PDF DOWNLOAD

INTRODUCTION

This manual is intended for the service mechanic who is seeking information about maintenance and service replacement parts. It contains a section on trouble shooting which will enable a qualified mechanic to locate and solve problems which may occur.

OPERATOR INSTRUCTIONS This manual does not contain operation instructions. Operator Instructions in tag or booklet form are sent with each truck. Additional copies can be ordered if required. These booklets are for you and your personnel to insure years of safe, trouble-free operation of your Crown Lift Truck. For rider pallet truck operator instructions, refer to Crown publication, “You and Your Crown Rider Pallet Truck” (PF-3072).

DRIVER TRAINING Crown has available a complete series of Driver Training programs, in two parts concerning basic safety rules and operating characteristics of your rider pallet truck. To obtain this informative information ask your Crown Dealer about “Its up to You” and “You and Your Rider Pallet Truck”.

SERVICE TRAINING Complete Service Training is available to the lift truck mechanic covering all Crown Lift Trucks, SCR systems, wire guidance, hydraulic and electrical systems. To obtain more information concerning service training contact your Crown Dealer.

REPLACEMENT PARTS When ordering replacement parts from this manual, always specify, along with the part number, the model and serial number of the truck. This information will further enable us to give correct, fast and efficient service.

For Series Rider Pallet Truck capacities, technical information and dimensional specifications, please refer SF-4330 to the following sales literature: Literature PC Specifications SF-4283 PE Specifications SF-4282 PR Specifications SF-4284 Copies of publications can be obtained from your Crown dealer or by writing to: Crown Controls Corporation 40-44 S. Washington Street New Bremen, OH 45869 An index for this manual is located on the following pages. The manual is arranged according to major sections. The first part of the page number, found at the bottom of each page, denotes the section in which a particular form will be located. These sections are indicated by a black bar at the right hand edge of the page.

The higher the number of the section, the farther down the page it is located. The front of the manual covers the written maintenance. The back covers the replacement parts. The sectional descriptions are as follows: REPLACEMENT PARTS

MAINTENANCE SECTION

DESCRIPTION

SECTION

M1 M2 M3 M4 M5 M6 M7 M8 M9 M10

Lubrication and Adjustments Hydraulics Drive Unit Electrical Brake Steering Mast and Main Frame Cylinder Platform Glossary

1 2 3 4 5 6 7 8 9 10

Crown 1988 PF-8036

ITD - 06.5 - 001

DESCRIPTION Basic Chassis or Power Unit Hydraulic System and Components Drive Unit and Components Electrical Components Brake Assemblies and Brake Systems Steering System and Components Main Frame and Mast Assemblies Cylinders Platform Assembly Accessories

Printed in U.S.A.

ITD - 06.5-001

INTRODUCTION

All Crown lift trucks are given a model number. This number is used as a brief description of the truck. The following chart gives a model number and shows how it was formed.

MODEL NUMBER SYSTEM 60 P E -22-3 * CAPACITY

** FORK LENGTH

Pound Rated (x 100) Ex. 60 X 100 = 6000 Ibs. Metric Rated (x 1000) Ex. 3.0X 1000 = 3000 kg MODEL DESIGNATION P - Pallet Truck E - End-controlled C - Center-Controlled R - Stand-up Rider

DASH 1 2 3 4 5

IN.

MM

800 36 10000 42 1200 48 1600 54 2000 60 **FOR SPREAD

DASH

IN.

MM

18 22 27

22 27

457 559 686

**For additional Fork Lengths and/or Fork Spread refer to Section 7 of your service manual.

EXAMPLE: A truck having the model number 60 PE-22-3 is a 6000 lb. (3000 kg) capacity walkie pallet truck with a 22” (559mm) fork spread and a 48” (1200mm) fork length. * Actual rated capacity may vary, depending upon special equipment or modifications. Consult serial number plate.

Printed in U S.A.*

ITD - 06.5 - 002

ITD - 06.5 - 002

SAFETY

General Maintenance Instructions

General Maintenance Instructions WARNING An injury could occur.

TO PREVENT SERIOUS RISK OF INJURY TO YOURSELF AND OTHERS OBSERVE THE FOLLOWING SAFETY INSTRUCTIONS Power industrial lift trucks may become hazardous if adequate maintenance is not performed. Adequate maintenance facilities, trained personnel, and procedures must be provided.

Maintenance and inspection must be performed in conformance with the following practices: 1. A scheduled planned maintenance, lubrication, and inspection system should be followed.

2. Only qualified and authorized personnel shall be permitted to maintain, repair, adjust and inspect the lift truck.

3. Before performing maintenance on the lift truck: • Bring the lift truck to a complete stop.

• Fully lower the load engaging means.

• Put the directional control in neutral.

• Apply the parking brake.

• Turn off the lift truck.

• Remove the key.

• Chock the wheels of the lift truck.

• Raise the drive wheel off the floor or disconnect power sources.

• Use chocks or other positive positioning devices.

• Block the load engaging means, inner masts, or chassis before working under them. When working in these areas keep hands, arms, feet, and legs clear to prevent pinching or injury.

• To check the performance of the lift truck and attachments, move the lift truck to a secure non-traffic maintenance area with a level floor and adequate clearance.

4. Before operating the lift truck: • Be in the proper operating position.

• Apply the brake.

• Put the directional control in neutral.

Crown 1976 PF2821 Rev. 6/22

•

Make sure to check the functions of the lift systems, directional control, speed control, steering, warning devices, brakes, and attachments, if any are used.

5. Avoid fire hazards and have fire protection equipment present. Do not use an open flame to check level, or for leakage of electrolyte and fluids or oil.

Do not use open pans of fuel or flammable cleaning fluids for cleaning parts.

6. Keep the maintenance area well-ventilated, clean, and dry.

7. A tip-over can occur with the improper use of this lift truck, even when the forks are unloaded. In the event of a tip-over, do not jump from the lift truck.

Hold the steering wheel tightly and brace your feet.

8. The brakes, steering mechanisms, control mechanisms, lift overload devices, guards, and safety devices must be inspected regularly and maintained in a safe operating condition.

• All guards must be installed to the factory configuration and condition before operating the lift truck.

Do not operate the lift truck if any guards or fasteners are damaged, improperly installed, or missing.

9. The capacity, operation, and maintenance instruction plates or decals must be maintained in legible condition.

10. All the parts of the lifting mechanisms must be inspected to maintain them in safe operating condition.

11. All hydraulic systems must be regularly inspected and maintained in conformance with good practice.

The cylinders, valves, and other similar parts must be checked to make sure that drift has not developed to the extent that it would create a hazard.

12. Batteries, motors, controllers, limit switches, protective devices, electrical conductors, and connections must be maintained in conformance with good practice. Provide close attention to the condition of electrical insulation.

13. Keep the lift truck clean to minimize fire hazard and facilitate detection of loose or defective parts.

14. Modifications and additions that affect capacity and safe lift truck operation must not be performed by the customer or user without the manufacturer’s prior written approval. The capacity, operation and maintenance plates or decals are to be changed accordingly.

• Adding electrical devices (radio, terminal, lights, etc.) or changing existing components or wiring can MA-04.0-001 07 Rev. 6/22

3

SAFETY

General Maintenance Instructions affect the lift truck operation and could cause an accident. Contact an authorized Crown personnel before adding to or changing the electrical system.

Technician Tips: In North America, for EE-rated lift trucks, adding electrical devices could cause a fire or explosion, as well as void the EE rating. Written approval must be obtained from Crown prior to adding electrical device(s). Prior to use, inspection of installed device(s) must be performed by an appropriate nationally recognized testing laboratory (i.e. Underwriters Laboratories Inc) or the Authority Having Jurisdiction (see NFPA 505).

15. Make sure that all replacement parts are interchangeable with the original parts and of equal quality to the original equipment.

16. Make sure that any equipment added to the lift truck (terminal, fan, clipboard, etc.) is positioned so that it does not block your vision or interfere with safe and efficient operation of the truck.

Technician Tips: For more information about operation and maintenance procedures: • For all lift trucks, except, Series B and tow tractors, see ASME B56.1.

• For Series B lift trucks, see ASME B56.10.

• For tow tractors, see ASME B56.9.

Technician Tips: For European lift trucks, for more information about operation and maintenance procedures, see the F.E.M. safety code - Power Industrial Truck (section 4).

For copies send to: F.E.M 10 Avenue Hoche 75382 Paris Cedex 08 France

MA-04.0-002 07 Rev. 6/22

4

Crown 1976 PF 2821 Rev. 6/22

SAFETY

Cleaning of Material Handling Equipment

Cleaning of Material Handling Equipment Cleaning procedures Using dry, pressurized air and solvent • Clean the contamination from the material handling equipment with dry, pressurized air.

• Remove the grease from the material handling equipment with the applicable solvent.

Using a power washer

CAUTION

Make sure that these components are safe and correctly lubricated after cleaning.

• Be careful when using a power washer on metal surfaces.  When using a power washer, remove the paint and protective cover from components (hydraulic lines, terminal strips, and linkages) in a freezer condition environment.  Apply paint or protective cover to these areas to decrease the risk of corrosion.

• Before installing the removed components, or lubricating, or operating the equipment, make sure that the equipment does not contain solvent and is dry.

See the Crown Cleaning Products table for items used to clean the material handling equipment.

Material damage can occur.

If the above procedures are not satisfactory and you must use a power washer, be careful that you do not do damage to the lift truck.  The electrical components (connectors, terminal boards, and wires) can be permanently damaged from water or solvents.  Contamination on or in these components after you use a power washer can cause corrosion: • The circuit boards • The contactors • The encoders • The switches • The potentiometers •

Event codes and irregular lift truck operation can occur if using a power washer.

• Make sure that all the electronic components are safe from the power washer.  Removing the components is the best procedure to decrease the risk of damage.

• When a power washer is used, remove the lubricants in or on the surface of the following components: – Shafts – Bearings – Hinges – Gears – Bushings – Chains – Linkages

Crown 2000 PF11969 Rev. 9/21

MA-1140-050 05 Rev. 9/21

5

SAFETY

Cleaning of Material Handling Equipment Crown Cleaning Products Cleaner Type

Part Number

Package Quantity

Degreaser and cleaner

363105-001 363105-012

19 oz can (12) 19 oz cans

All-purpose cleaner

363114-001 363114-012

19 oz can (12) 20 oz cans

Glass cleaner

363101-001 363101-012

19 oz can (12) 19 oz cans

Waterless hand cleaner

363111-001 363111-012

15 oz tube (12) 15 oz tubes

Pumiced and smooth hand cleaner

363112-001 363112-004

1 gal jug (4) 1 gal jugs

Wall-mounted deluxe soap dispenser

363122

Use with P/N 363112-001

Tough on grease

063009-005

1 gal jug

Citrus degreaser spray

363156-001 363156-012

32 oz spray bottle (12) 32 oz spray bottles

Citrus degreaser spray

363157-101 363158-101

1 gal refill (use with P/N 363134-001) 1 gal concentrated (use with P/N 363134-001)

Citra-sol degreaser

363146-001 363146-012

19 oz can (12) 19 oz cans

Battery cleaner

363124-001 363124-012

18 oz can (12) 18 oz cans

MA-1140-051 05 Rev. 9/21

6

Crown 2000 PF11969 Rev. 9/21

LUBRICATION & ADJUSTMENT Lubrication and Adjustment

Lubrication and Adjustment To obtain maximum life of any industrial equipment, a well planned maintenance program (PM), performed by qualified technical personnel should be followed. In conjunction with, and an integral part of, any planned maintenance program should be daily operator input.

Operator involvement can greatly reduce truck down time, assist in determining planned maintenance (PM) schedules and ultimately save money. For these reasons, Crown recommends a checklist similar to the Operators Daily Checklist shown below.

Before performing maintenance to any unit, it should be taken to an area set aside for maintenance or a section where there is adequate space to perform required work. This is a must to insure the safety of others and to insure that proper maintenance is performed to the unit.

If desired, padded packs of this checklist (OF-3772) are available through your Crown dealer.

Figure 14990

Crown 1987 PF7886-1 Rev. 1/11

M1.0-04.0-001 19 Rev. 1/11

29

LUBRICATION & ADJUSTMENT Lubrication and Adjustment The following is a list of lubricants and maintenance products recommended when doing Planned Maintenance on Crown Lift Trucks.

Lubrication Identification Chart Type of Lubricant

Part Number

A

Gear Lube 80W-90 (Typical)

363506-001 363506-012

1 Quart (12) 1 Quart Cans

AA

Automatic Transmission Fluid (Multi-Purpose)

363503-001 363503-012

1 Quart (12) 1 Quart

AAA

Universal Hydraulic & Transmission Fluid

363513-001 363513-012

1 Quart (12) 1 Quart

AAAA

Synthetic Gear Oil 75W-90

363514-001 363514-012

1 Quart (12) 1 Quart

Grease (Multi-Purpose)

063002-034 063002-045

14.5 oz Cartridge (40) 14.5 oz Cartridges

BB(1)

Grease (Low Temperature)

063002-017 063002-046

14.5 oz Cartridge (40) 14.5 oz Cartridges

BBB

Food Grade Grease (Multi-Purpose)

363002-001 363002-030

14 oz Cartridge (30) 14 oz Cartridges

BBBB

Grease (Multi-Purpose) Premium

063002-025 063002-026

14.5 oz Cartridge 5 Gallon

B

Package Quantity

C

Oil (SAE 40)

CC

Engine Oil (10W30)

363500-001 363500-012

1 Quart (12) 1 Quart

D

Hydraulic Oil

363504-101 363504-106

1 Gallon (6) 1 Gallon

DD(1)

Hydraulic Oil (Low Temp)

363505-101 363505-106

1 Gallon (6) 1 Gallon

DDD

Hydraulic Oil - DTE24

063001-021

1 Gallon

E

Channel Grease

063002-024 063002-022

14.5 oz Cartridge 35 lb Pail

F

Gear Grease

063002-024 063002-022

14.5 oz Cartridge 35 lb Pail

Chain & Cable Lube

363107-001 363107-012

15 oz Can (12) 15 oz Cans

Premium Chain & Cable Lube

363115-001 363115-012

12 oz Can (12) 12 oz Cans

Final Finish - Rubber & Vinyl Dressing

363129-001 363129-012

11 oz Can (12) 11 oz Cans

G

H

(1) Trucks operated in below freezing temperatures must use Low Temp Hydraulic Oil & Grease.

M1.0-04.0-002 19 Rev. 1/11

30

Crown 1987 PF7886-2 Rev. 1/11

LUBRICATION & ADJUSTMENT Lubrication and Adjustment Lubrication Identification Chart Type of Lubricant

Part Number

I

Grease (Lift Pump Coupling)

063002-039 127801S

1 lb 1 oz

J

Brake Fluid - Dot 5

063004-002 063004-003

12 oz 1 Gallon

K

Grease (Wheel Bearing)

063002-034 063002-045

14.5 oz Cartridge (40) 14.5 oz Cartridges

L

Metal Assembly Spray

063002-021

11 oz Spray

M

Silicone Grease (Clear)

063002-020

5.3 oz Tube

Brake & Parts Cleaner

363102-001 363102-012

14 oz Can (12) 14 oz Cans

Low VOC Brake & Parts Cleaner

363103-001 363103-012

14 oz Can (12) 14 oz Cans

Non-Flammable Brake & Parts Cleaner

363116-001 363116-012

19 oz Can (12) 19 oz Cans

O

Penetrating Lubricant

363104-001 363104-012

20 oz Can (12) 20 oz Cans

P

Premium Formula Multi-Purpose Grease

363108-001 363108-012

11 oz Can (12) 11 oz Cans

Q

White Lithium Grease

363110-001 363110-012

11 oz Can (12) 11 oz Cans

R

Choke & Carburetor Cleaner

363109-001 363109-012

15 oz Can (12) 16 oz Cans

Contact Cleaner - Non-Flammable

363106-001 363106-012

10 oz Can (12) 10 oz Cans

Contact Cleaner

363128-001 363128-012

11 oz Can (12) 11 oz Cans

T

Electrical Connector Oxidation & Corrosion Inhibitor

127189-001

30 cc

U

Battery Cleaner

363124-001 363124-012

18 oz Can (12) 18 oz Cans

V

Battery Protector

363125-001 363125-012

15 oz Can (12) 15 oz Cans

W

Food Grade Machine Lubricant

363127-001 363127-012

12 oz Can (12) 12 oz Cans

X

Food Grade Silicone Spray

363126-001 363126-012

11 oz Can (12) 11 oz Cans

Coolant

363509-101 363509-106

1 Gallon (6) 1 Gallon

Extended Life Coolant

363511-101 363511-106

1 Gallon (6) 1 Gallon

N

S

Y

Crown 1987 PF7886-3 Rev. 1/11

Package Quantity

M1.0-04.0-003 19 Rev. 1/11

31

LUBRICATION & ADJUSTMENT Lubrication and Adjustment

Alternate Lubricants & Fluids Chart Type of Lubricant

Product Name

Manufacturer/ Distributor

A

Gear Lube 80W-90 (Typical)

Crown

Crown

AA

Automatic Transmission Fluid (Multi-Purpose)

Crown

Crown

AAA Universal Hydraulic & Transmission Fluid Crown

Crown

AAAA Synthetic Gear Oil 75W-90

Crown

Crown Mobil Union 76 Co. Shell Burmah Castrol Exxon

B

Grease (Multi-Purpose)

Mobilgrease XHP 222 Special Union Unoba EP No 2 Retinax A(1) LM Grease Unirex EP-2

BB

Grease (Low Temp) (2)

Lubriplate Alvania RA(1) Helveum O(1)

Fiske Bros Refining Co. Shell Burmah Castrol

BBB Food Grade Grease (Multi-Purpose)

Petro Canada Purity FG

Petro Canada

BBBB Grease (Multi-Purpose) Premium

Mobilux EP2 64127-4 Retinax AM 71119 Chevron RPM Heavy Duty LC Grease EP

Mobil Shell Chevron

C

Oil (SAE 40)

D

Hydraulic Oil

Crown

Crown

DD

Hydraulic Oil (Low Temp) (2)

Crown

Crown

Mobil DTE 24

Mobil

DDD Hydraulic Oil - DTE24 (3) E

Channel Grease

Factran #2

Standard Oil Co.

F

Gear, Channel & Shaft Grease

Molykote BR-2 Plus

Dow Corning

Chain & Cable Lube

Crown

Crown

Premium Chain & Cable Lube

Crown

Crown

H

Final Finish - Rubber & Vinyl Dressing

Crown

Crown

I

Grease (Lift Pump Coupling)

Nyogel 774F-MS

NYE Lubricants

J

Brake Fluid - Dot 5

Q2-1141 Silicon Brake Fluid

Dow Corning

Grease (Wheel Bearing)

Mobilgrease XHP 222 Special Unirex EP-2 Lubriplate No. 1242(1)

Mobil Exxon Fiske Bros. Refining Co.

G

K

(1) Denotes allowable substitutes, contact factory if unavailable.

(2) Trucks operated in below freezing temperatures must use Low Temp Hydraulic Oil & Grease.

(3) Premium antiwear hydraulic oil used in blending with low temp oil.

M1.0-04.0-004 19 Rev. 1/11

32

Crown 1987 PF7886-4 Rev. 1/11

LUBRICATION & ADJUSTMENT Lubrication and Adjustment Alternate Lubricants & Fluids Chart Type of Lubricant

Product Name

Manufacturer/ Distributor

L

Metal Assembly Spray

Dow Corning

Dow Corning

M

Silicon Grease (Clear)

Dow Corning 111 Compound

Dow Corning

Brake & Parts Cleaner

Crown

Crown

Low VOC Brake & Parts Cleaner

Crown

Crown

Non-Flammable Brake & Parts Cleaner

Crown

Crown

O

Penetrating Lubricant

Crown

Crown

P

Premium Formula Multi-Purpose Grease Crown

Crown

Q

White Lithium Grease

Crown

Crown

R

Choke & Carburetor Cleaner

Crown

Crown

S

Contact Cleaner

Crown

Crown

T

Electrical Connector Oxidation & Corrosion Inhibitor

Nye Grease

NYE Lubricants

U

Battery Cleaner

Crown

Crown

V

Battery Protector

Crown

Crown

W

Food Grade Machinery Lubricant

Crown

Crown

X

Food Grade Silicone Spray

Crown

Crown

Y

Extended Life Coolant

N

Crown 1987 PF7886-5 Rev. 1/11

M1.0-04.0-005 19 Rev. 1/11

33

Notes:

34

MAINTENANCE GENERAL

LUBRICATION

Before performing maintenance to the truck, it should be taken to an area set aside for maintenance or where there is adequate space to perform the required work. This is a must to insure the safety of others and to insure that proper maintenance is performed to the unit.

To obtain maximum life of any industrial equipment, a well planned maintenance program should be followed. The following information is intended to provide guidelines for proper lubrication intervals as called out in the lubrication chart. However, some operating conditions will require more frequent checks and lubrication than listed. For example, applications with much dust or moisture will require modification of the schedule to fit that particular application.

NOTE Be sure battery connectors are disconnected.

For regular maintenance, access to the components is accomplished by removing the two (2) screws connecting the door assemblies. Swinging the doors open allows maintenance to be performed on the pump, motor, contactor panel, drive unit, hydraulic system, and electrical components located in the power unit.

For SCR Maintenance Instructions, see appropriate section in this manual.

All “DX” type bushings (with internal dimples) must have inside diameter coated with multipurpose grease (or low Temp multipurpose grease in freezer applications) prior to insertion of pivot shafts.

The use of high grade lubricants and fluids should be used.

Sources of these lubricants may be from almost any of the oil companies; those listed on Chart 1-1 are typical and any lubricant with equal specifications may be used.

On trucks equipped to operate in below freezing temperatures, low temperature hydraulic oil and grease must be used. All screws, washers, nuts, roll pins, retaining rings, brake linkage, etc. need to be coated with a film of rust preventive (078882-002) to protect against corrosion. Lubrication intervals must be changed to a frequency that will minimize corrosion and wear on moving shafts and parts.

Keep the truck clean and free from the accumulation of grease, dirt, and other possibly combustible materials. After maintenance has been performed and before operating truck, be sure all covers are in place.

Crown 1987 PF-7239-1 Rev.6/93

Printed in U.S.A.

04 REV. 6/93

M1.0 - 06.4 - 001

M1.0 - 06.4 - 001

MAINTENANCE LUBRICATION CHART REF. TO LUBE ILL. TYPE

INDEX COMPONENT L-1 L-2 L-3 L4 L-5 L-6 L-7 L-8 L-9 L-10 L-11 L-12 L-13 L-14 L-15 L-16 L-17 L-18 L-19 L-20 L-21 L-22 L-23 L-24 L-25 L-26 L-27

Battery Rollers 1-5 Brake Linkage 1-5 Brake Pedal Pivot [PR] 1-4 Brake Reservoir [PR] 1-4 Caster Assembly (4 Pts.) 1-5 Control Handle Pivot 1-5 Door Hinges 1-5 Drive Unit - Level 1-5 Drive Unit- Pivot (1 PT.) 1-5 Drive Unit - Rollers (4 PTS.) 1-5 Drive Unit - Axle (1 PT.) 1-5 Drive Tire - Hub (1 PT.) 1-5 Hydraulic Reservoir - Lift 1-4,1-5 Hydraulic Reservoir - Pwr. Steer. [PR] 1-4 Lift Cylinder (2 PTS.) 1-6 Load Wheel Axle (4 PTS.) 1-6 Load Wheel Axle [Tandem] (4 PTS.) 1-6 Load Wheel Pivot [Tandem] (4 PTS.) 1-6 Lower Linkage Pivot Pins (2 PTS.) 1-6 Pallet Entry Discs (2 PTS.) 1-6 Power Unit Pivot (2 PTS.) 1-6 Riser Pivot (4 PTS.) 1-6 Steering Chain [PR] 1-4 Steering Gears [PR] 1-4 Tension Bars (6 PTS.) 1-6 Universal Joint (1 PT.) [PR] 1-4 Upper Lift Linkage (4 PTS.) 1-6

L = Lubricate

† = Check

C = Change

C C C G B C C A B B B B D D B B B F F B B F F B B B B

QTY

30 da.

100 hr

60 da.

250 hr

AR AR AR AR AR AR AR 3.5 pt.

AR AR AR AR 2 qt.

3.5 qt.

AR AR AR AR AR AR AR AR AR AR AR AR AR

† † † † L † † † L L L L † † L L L L L L L L † † L L L

90 da. 6 mo.

500 hr 1000 hr

12 mo.

2000 hr

†

†

C

† †

† †

C C

AR = As Required

See Chart 1-2 for Lube Type explanation and capacity.

See Illustrations 1-4, 1-5 & 1-6 for Lubrication locations.

CHART 1 - 3

Crown 1987 PF-7239-2 Rev.6/93

Printed in U.S.A.

03 REV. 6/93

M1.0 - 06.4 - 002

M1.0 - 06.4 - 002

MAINTENANCE

0855S

0856S

ILLUSTRATION 1-4

ILLUSTRATION 1-5

Crown 1987 PF-7239-3 Rev. 2/92

Printed in U.S.A.

02 REV. 2/92

M1.0 - 06.4 - 003

M1.0 - 06.4 - 003

MAINTENANCE L-22

I-17 L-17 L-18 L-25

0857S

L-22

L-16

L-16

L-22

L-27

L-15 I-10

I-16

I-11

L-19 L-21 I-17 L-25 L-27 L-25

L-15 I-10

L-21

L-19 L-25 L-20

0858S

0859S

ILLUSTRATION 1-6

Crown 1987 PF-7239-4 Rev. 2/92

Printed in U.S.A.

02 REV. 2/92

M1.0 - 06.4 - 004

M1.0 - 06.4 - 004

MAINTENANCE INSPECTION AND ADJUSTMENT CHART

INDEX

COMPONENT

REF. TO ILL.

30 da.

100 hr

I-1 I-2 I-3 I-4 I-5 I-6 I-7 I-8 I-9 I-10 I-11 I-12 I-13 I-14 I-15 I-16 I-17 I-18 I-19

Battery and Connector Brake Lining Brake Operation Brake Switch Caster Assembly Contactor Tips Electrical Connections Horn Hydraulic Lines & Fittings Lift Cylinder Limit Switch - Lift Linkage Motor Brushes- Lift Motor Brushes - Power Steering [PR] Motor Brushes - Traction Steering Chain [PR] Tension Bars Tires, Load Wheels and Caster Wheels Torque Generator [PR] Travel Controls

1-4 & 1-5 1-5 1-4 & 1-5 1-4 & 1-5 1-5 1-4 1-4 1-5 1-4 & 1-5 1-6 1-6 1-4 1-4 1-5 1-4 1-6 1-5 1-4 1-4 & 1-5

†

60 da.

250 hr

90 da.

500 hr

6 mo.

1000 hr

12 mo.

2000 hr

† † † † † † † † † † *† † † † † † † †

† = Inspect and/or Adjust See Illustration 1-4,1-5 & 1-6 for component locations.

Refer to appropriate section of service manual for additional information concerning inspection and/or adjustment. *Interval can be extended to 12 month for 103053.

CHART 1 - 7

Crown 1987 PF-7239-5 Rev. 2/92

Printed in U.S.A.

02 REV. 2/92

M1.0 - 06.4 - 005

M1.0 - 06.4 - 005

MAINTENANCE CASTER ADJUSTMENT Periodic, caster adjustment may be required to compensate for uneven wear between the drive tire and the caster wheels. As the drive tire wears, the spacer (077323) should be removed to obtain adequate drive tire traction. These spacers should not be discarded! When a new drive tire is installed, these spacers should be reinstalled to obtain the correct caster wheel to drive tire relationship.

SPACER PART NO.077323

0860S

ILLUSTRATION 1-8

The amount of effort required to steer the truck will increase as the caster wheels wear. The steering force required will decrease as the drive tire wears. Adjustments are necessary to maintain proper steering force.

Crown 1987 PF-7239-6 Rev. 8/92

Printed in U.S.A.

03 REV. 8/92

M1.0 - 06.4 - 006

M1.0 - 06.4 - 006

MAINTENANCE LUBRICATION AND ADJUSTMENT For regular maintenance, access to the components is accomplished by removing the two (2) screws connecting the door assemblies. Swinging the doors open allows maintenance to be performed on the pump, motor, contactor panel, drive unit, hydraulic system, and electrical components located in the power unit.

NOTE Be sure battery connectors are disconnected.

For SCR and Transistor Maintenance Instructions, see appropriate section in this manual.

All “DX” type bushings (with internal dimples) must have inside diameter coated with multipurpose grease (or low Temp multipurpose grease in freezer applications) prior to insertion of pivot shafts.

Keep the truck clean and free from the accumulation of grease, dirt, and other possibly combustible materials. After maintenance has been performed and before operating truck, be sure all covers are in place.

To obtain maximum life of any industrial equipment, a well planned maintenance program should be followed. The following information is intended to provide guidelines for proper lubrication intervals as called out in the lubrication chart. However, some operating conditions will require more frequent checks and lubrication than listed. For example, applications with much dust or moisture will require modification of the schedule to fit that particular application.

The use of high grade lubricants and fluids should be used.

Sources of these lubricants may be from almost any of the oil companies; those listed on Chart 1-1 are typical and any lubricant with equal specifications may be used.

On trucks equipped to operate in below freezing temperatures, low temperature hydraulic oil and grease must be used. All screws, washers, nuts, roll pins, retaining rings, brake linkage, etc. need to be coated with a film of rust preventive (078882-002) to protect against corrosion. Lubrication intervals must be changed to a frequency that will minimize corrosion and wear on moving shafts and parts.

NOTE PE, PC and PR trucks were used as examples for the illustrations in this section. Lubrication and adjustment procedures are applicable for PE, PC, PR and PW trucks prior to 3000 series regardless of truck shown (except as noted).

Use Planned Maintenance Inspection Reports to record and assure maintenance checks.

931206

4061AI - 38868

Crown 1993 PF-10067-1

Printed in U.S.A.

M1.0 - 06.5 - 001

M1.0 - 06.5 - 001

MAINTENANCE LUBRICATION CHART REF. TO LUBE ILL. TYPE

INDEX COMPONENT L-1 L-2 L-3 L4 L-5 L-6 L-7 L-8 L-9 L-10 L-11 L-12 L-13 L-14 L-15 L-16 L-17 L-18 L-19 L-20 L-21 L-22 L-23 L-24 L-25 L-26

Battery Rollers 1-5 Brake Linkage 1-5 Brake Pedal Pivot [PR] 1-4 Brake Reservoir [PR] 1-4 Caster Assembly (4 Pts.) 1-5 Control Handle Pivot 1-5 Door Hinges 1-5 Drive Unit - Level 1-5 Drive Unit- Pivot (1 PT.) 1-5 Drive Unit - Rollers (4 PTS.) 1-5 Drive Unit - Axle (2 PTS.) 1-5 Upper Lift Linkage (4 PTS.) 1-6 Hydraulic Reservoir - Lift 1-4,1-5 Hydraulic Reservoir - Pwr. Steer. [PR] 1-4 Lift Cylinder (2 PTS.) 1-6 Load Wheel Axle (4 PTS.) 1-6 Load Wheel Axle [Tandem] (4 PTS.) 1-6 Load Wheel Pivot [Tandem] (4 PTS.) 1-6 Lower Linkage Pivot Pins (2 PTS.) 1-6 Pallet Entry Discs (2 PTS.) 1-6 Power Unit Pivot (2 PTS.) 1-6 Riser Pivot (4 PTS.) 1-6 Steering Chain [PR] 1-4 Steering Gears [PR] 1-4 Tension Bars (6 PTS.) 1-6 Universal Joint (1 PT.) [PR] 1-4

L = Lubricate

† = Check

C = Change

C C C G F C C A B F F F D D F F F F F B F F F B F B

QTY

30 da.

100 hr

60 da.

250 hr

AR AR AR AR AR AR AR 3.5 pt.

AR AR AR AR 2 qt.

3.5 qt.

AR AR AR AR AR AR AR AR AR AR AR AR

† † † † L † † † L L L L † † L L L L L L L L † † L L

90 da. 6 mo.

500 hr 1000 hr

12 mo.

2000 hr

†

†

C

† †

† †

C C

AR = As Required

See Chart 1-2 for Lube Type explanation and capacity.

See Illustrations 1-4, 1-5 & 1-6 for Lubrication locations.

CHART 1 - 3

Crown 1993 PF-10067-2

M1.0 - 06.5 - 002

Printed in U.S.A.

M1.0 - 06.5 - 002

MAINTENANCE

0855S

0856S-01

Crown 1993 PF-10067-3

M1.0 - 06.5 - 003

ILLUSTRATION 1-4

ILLUSTRATION 1-5 Printed in U.S.A.

M1.0 - 06.5 - 003

MAINTENANCE L-22

I-17 L-17 L-18 L-25

0857S

L-22

L-16

L-16

L-22

L-12

L-15 I-10

I-16

I-11

L-19 L-21 I-17 L-25 L-12 L-25

L-15 I-10

L-21

L-19 L-25 L-20

0858S-01

0859S

ILLUSTRATION 1-6

Crown 1993 PF-10067-4

M1.0 - 06.5 - 004

Printed in U.S.A.

M1.0 - 06.5 - 004

MAINTENANCE INSPECTION AND ADJUSTMENT CHART

INDEX

COMPONENT

REF. TO ILL.

30 da.

100 hr

I-1 I-2 I-3 I-4 I-5 I-6 I-7 I-8 I-9 I-10 I-11 I-12 I-13 I-14 I-15 I-16 I-17 I-18 I-19

Battery and Connector Brake Lining Brake Operation Brake Switch Caster Assembly Contactor Tips Electrical Connections Horn Hydraulic Lines & Fittings Lift Cylinder Limit Switch - Lift Linkage Motor Brushes- Lift Motor Brushes - Power Steering [PR] Motor Brushes - Traction Steering Chain [PR] Tension Bars Tires, Load Wheels and Caster Wheels Torque Generator [PR] Travel Controls

1-4 & 1-5 1-5 1-4 & 1-5 1-4 & 1-5 1-5 1-4 1-4 1-5 1-4 & 1-5 1-6 1-6 1-4 1-4 1-5 1-4 1-6 1-5 1-4 1-4 & 1-5

†

60 da.

250 hr

90 da.

500 hr

6 mo.

1000 hr

12 mo.

2000 hr

† † † † † † † † † † *† † † † † † † †

† = Inspect and/or Adjust See Illustration 1-4,1-5 & 1-6 for component locations.

Refer to appropriate section of service manual for additional information concerning inspection and/or adjustment. *Interval can be extended to 12 month for 103053.

CHART 1 - 7

Crown 1993 PF-10067-5

M1.0 - 06.5 - 005

Printed in U.S.A.

M1.0 - 06.5 - 005

MAINTENANCE CASTER ADJUSTMENT General Notes The brake and caster systems are adjusted at the factory to provide nominal brake and stability performance for level, smooth, dry, concrete floors and standard tire and load conditions. Upon installation, the trucks brake and stability performance should be checked to ensure acceptability. It may be necessary to modify the factory settings to properly accommodate the particular operating conditions. When a vehicle is operating over a variety of floor and load conditions, it may be impractical to adjust the brakes and casters to perform optimally for all of the different conditions.

WARNING

• Increasing caster loading reduces load on the drive tire and therefore reduces braking effectiveness and traction.

• Reducing caster loading reduces stability.

Drive tire wear or replacement as well as floor conditions will effect operating characteristics of the truck, mainly: • Braking/Traction • Stability/Handling • Steer Effort Floor conditions in set up area should be consistant generally with floor conditions in the overall facility. Periodic caster adjustments may be required to maintain proper balance of these characteristics and proper operation.

Caster Adjustment To optimize and maintain the trucks brake and stability performance, the caster should be adjusted periodically to account for tire wear and also when tire replacement is necessary. Adjusting the casters up or down will affect the operating characteristics of the truck as shown in chart below.

SPACER PART NO.077323

• To adjust the casters up, remove spacer (077323).

Don't discard spacers. Retain for adjusting casters down.

• To adjust the casters down, remove spacer (077323).

0860S

Caster Adjustment

Caster Load

Drive Tire Load

Traction/Brake Performance

Stability/Handling Performance

Steer Effort

UP

Decreases

Increases

Increases

Decreases

Increases

DOWN

Increases

Decreases

Decreases

Increases

Decreases

931206

4061AI - 38868

Crown 1993 PF-10066

Printed in U.S.A.

M1.5 - 06.5 - 001

M1.5 - 06.5 - 001

INSPECTION & LUBRICATION SAE Torque Values

SAE Torque Values It is important to tighten fasteners to the correct torque value. This section shows the standard torque values for the screws and bolts used in Crown lift trucks and vehicles. Special torque values in the maintenance and parts sections of this manual override the standard torque values in this section.

Grade

Grade Identification (on Head)

Specification

Bolt and Screw Size (in)

SAE - Grade 2

1/4 through 1-1/2

SAE - Grade 5

1/4 through 1-1/2

SAE - Grade 8

1/4 through 1-1/2

NOTE: Even though a bolt head is unmarked, Crown uses nothing less than Grade 5 in all its bolted assemblies. Instances do occur when Grade 5 bolts are manufactured unmarked. When a fastener is replaced that is unmarked, replace the fastener with a Grade 5.

Fig. 1 (14916-02)

Crown 1979 PF5067 Rev. 2/16

M1.9-14.0-001 06 Rev. 2/16

71

INSPECTION & LUBRICATION SAE Torque Values

Torque Chart Bolt Diameter

Grade 5

Grade 8

Dry Torque Specification

Dry Torque Specification

in

ft Ib

kg-m

Nm

ft lb

kg-m

Nm

1/4

9±3

1.2 ± 0.4

12 ± 4

13 ± 4

1.8 ± 0.5

17.5 ± 5.5

5/16

18 ± 5

2.5 ± 0.7

24.5 ± 7

25 ± 5

3.5 ± 0.7

34 ± 7

3/8

32 ± 5

4.4 ± 0.7

43.5 ± 7

48 ± 10

6.6 ± 1.3

65 ± 13.5

7/16

50 ± 10

6.9 ± 1.4

67.5 ± 13.5

75 ± 10

10.4 ± 1.4

102 ± 13.5

1/2

75 ± 10

10.4 ± 1.4

101.5 ± 13.5

112 ± 15

15.5 ± 2.0

152 ± 20.5

9/16

110 ± 15

15.2 ± 2.0

149 ± 20.5

163 ± 20

22.5 ± 3.0

221 ± 27

5/8

150 ± 20

20.7 ± 2.8

203.5 ± 27

225 ± 30

31.1 ± 4.1

305 ± 41

3/4

265 ± 35

36.6 ± 4.8

359 ± 47.5

400 ± 50

55.2 ± 6.9

542 ± 68

7/8

420 ± 60

58.1 ± 8.3

569 ± 81

640 ± 80

88.3 ± 11.0

868 ± 108

1

640 ± 80

88.5 ± 11.1

868 ± 109

960 ± 115

132.5 ± 15.9 1300 ± 156

1 1/8

800 ± 100

110.6 ± 13.8 1085 ± 136

1 1/4

1000 ± 120

138 ± 16.6

1356 ± 163

1 3/8

1200 ± 150

166 ± 20.7

1630 ± 203

1 1/2

1500 ± 200

207 ± 27.7

2034 ± 271

Torque specifications for bolts related to hydraulic valves.

5/16

13 ± 2

1.8 ± 0.3

17.5 ± 2.5

3/8

24 ± 2

3.3 ± 0.3

32.5 ± 2.5

7/16

39 ± 2

5.4 ± 0.3

53 ± 2.5

NOTE: Special torque values in the maintenance and parts sections of this manual override the standard torque values in this section.

M1.9-14.0-002 06 Rev. 2/16

72

Crown 1979 PF5067 Rev. 2/16

HYDRAULIC Hydraulic System

Hydraulic System The hydraulic system is supplied its power by a gear type pump which provides the pressure for lift to the cylinder through a combination valve. Pressure is limited by a relief valve to limit the maximum load that can be lifted.

Lowering is controlled by the solenoid section of the combination valve and a flow control valve to provide a controlled lowering speed.

A strainer is in the suction line to filter the hydraulic oil before it goes into the pump. The pump, lower solenoid, relief valve and flow control are all a part of an integral hydraulic unit.

5. Disassembly - To remove the cylinder cap, turn counterclockwise utilizing a spanner wrench with 3/16 inch pins and unscrew it from the cylinder tube. See Figure 16889. Replace packings and seals, clean and lubricate inside ram assembly and reassemble.

6. Assembly - After packings, seals, bushings, etc. are in place, install the cap. See Figure 16889. Apply thread locking adhesive (061004-005) to threads of cap. Screw the cap clockwise until the cap is tight with the top of the cylinder tube.

CAUTION

Hydraulic schematic of standard pallet truck model is shown in Figure 6357-01.

Care should be taken when inserting the cylinder cap, to prevent threads and sharp edges from damaging new seals and packings.

Hydraulic System - General

Hydraulic Seals

1. To check hydraulic fluid level, remove the breather cap from the reservoir and insert a clean dowel.

With the lift fully lowered and on a level floor, it should be no lower than one half inch from the breather hole. Approximate capacity of the hydraulic system is three quarts. Use only a good grade hydraulic oil (063001-001) or equal.

The seals used in the cylinders are made from an extremely tough, hard polyurethane material which can be deformed temporarily to allow for installation without permanent damage.

NOTE Do not use hydraulic brake fluid.

2. Occasionally, a slight creep of the fork assembly may occur. This may be due to internal leakage in the lift cylinder packing but it can also be caused by leakage in the solenoid or check valve. To seat these valves properly when this occurs, raise and lower the forks to flush out any foreign material from the valve seat.

3. A thorough check of the system for leaks should be conducted if abnormal oil losses occur. The hydraulic system is designed to eliminate mechanical damage even if fittings become loose.

4. Great care and cleanliness should be exercised in the disassembly and assembly of any hydraulic cylinder. Wipe all surfaces clean of dirt and oil before attempting disassembly. Care should be taken when removing the ram as nicks will damage the packings. Whenever new packings are required, new wiper rings should also be installed.

Crown 1989 PF8295-1 Rev. 7/07

M2.0-06.4-001 03 Rev. 7/07

HYDRAULIC Hydraulic System

6357-01

General Installation Tools used to install hydraulic seals should be of soft metal or suitable plastic, free of burrs and sharp edges.

Screwdrivers and other similar tools should not be used as they may damage the sealing edges.

The area in contact with the seal should be free of burrs, sharp edges and nicks. If necessary to force seal over sharp edges, slots or undercuts, protective devices should be used. Light lubrication should be applied to the seal and installation groove prior to installation. The same oil as will be used later in the cylinder should be applied.

(1)

Ram

(2)

Cap

(3)

Spanner Wrench

(4)

Cylinder

Figure 16889

M2.0-06.4-002 03 Rev. 7/07

Crown 1989 PF8295-2 Rev. 7/07

HYDRAULIC Hydraulic System Rod U-Cup Installation 1. Installation Tool An installation tool made of any soft metal or hard plastic machined smooth and free of burrs with a fixed steel pin (PIN 1) and two movable pins (PINS 2 & 3) is required for this installation method.

– Withdraw pin 3 so that U-cup loop snaps into installation groove see Figure 16892.

(1)

Pin 3

(2)

Tool Body

(3)

Pin 1

(1)

Pin 3

Pin 2

(2)

Pin 1

(3)

Pin 2

(4)

Figure 16892

– Withdraw pin 2 and U-cup will completely snap into installation groove see Figure 16893.

–

Withdraw installation tool.

Figure 16890

2. Installation Procedure – Slip U-cup over the fixed pin see Figure 16890, pin 1 and bend it over pin 2 as shown.

(1)

Pin 2

(2)

Pin 3

(3)

Pin 1

– Continue bending U-cup until pin 3 can be pushed through the U-cup loop which locks U-cup in position.

– Insert installation tool with mounted U-cup into cylinder bore until aligned with U-cup installation groove. See Figure 16891.

Figure 16893

(1)

Pin 3

(2)

Pin 1

(3)

Pin 2

Figure 16891

Crown 1989 PF8295-3 Rev. 7/07

M2.0-06.4-003 03 Rev. 7/07

HYDRAULIC Hydraulic System Hydraulics Troubleshooting Chart Hydraulics Troubleshooting Chart Symptom

Probable Cause

Remedy

Noisy Pump

• Low oil supply • Oil too heavy (i.e. viscous) • Air leak on inlet line • Partially blocked inlet line

Check reservoir.

Check for proper oil viscosity.

Check plumbing.

Check for foreign object and/or clean.

Foaming hydraulic oil

• Pump cavitation • Water in oil

Check reservoir.

Check for proper oil viscosity.

Check plumbing.

Clean and fill reservoir.

Pump or oil overheating

• Oil supply too thin Drain and fill with proper oil.

• Contaminated oil Drain, clean and fill with clean oil.

• Pump cavitation Check reservoir. See Foaming oil.

• Pump drive shaft excessively Inspect for proper alignment. iimisaligned with pump driven shaft • Pump drive shaft axially loaded Check for clearance at shaft ends, iiby driving shaft (Prime Mover) misalignment or worn keys or splines.

• System relief valve bypassing Check relief valve.

Low flow

• Pump cavitation Check reservoir. See Foaming oil.

• Foaming hydraulic oil Check for proper oil viscosity.

• Relief valve leaking or set too low Check relief valve.

• Speed too low Check prime mover speed.

• Oil too hot Check temp. See Oil overheating.

Failure to build pressure

• Defective relief valve • Low oil supply

M2.0-06.4-004 03 Rev. 7/07

Check relief valve.

Fill reservoir.

Crown 1989 PF8295-4 Rev. 7/07

HYDRAULIC Hydraulic System Freezer Preparation

(32 degrees Fahrenheit), use 100% standard hydraulic oil.

Crown trucks may require a mixture of low temperature hydraulic oil, Crown P/N 063001-006 (gal), blended with standard hydraulic oil, Crown P/N 063001-021 (gal) when used in a freezer or cooler. 100% low temperature oil is too thin for most cold storage operations and therefore could shorten the life of cylinder packings and pumps if used in higher ambient temperatures.

NOTE Trucks equipped with velocity fuses may experience staging issues if an insufficient mix of low temperature oil has been used.

For Powered Pallet Truck applications operating continually in temperatures at or above 0 degrees Celcius

For truck applications operating primarily at temperatures of 0 degrees Celcius (32 degrees Fahrenheit) or below, use a 50/50 blend, 50% low temperature (063001-006) and 50% standard hydraulic oil (063001-021).

Power Steering equipped PR Units operating primarily at temperatures of 0 degrees Celcius (32 degrees Fahrenheit) or below, use a 50/50 blend, 50% low temperature (063001-006) and 50% standard hydraulic oil (063001-021).

The proper mixture of freezer hydraulic oil will ensure the best and most efficient operation of your Crown equipment.

PPT Models (1)

50/50 Mix of Low-Temp (063001-006 [50%]) & Standard Hydraulic Oil (063001-021 [50%])

(2)

Standard Hydraulic Oil (063001-001 [100%])

Figure 16894

Crown 1989 PF8295-5 Rev. 7/07

M2.0-06.4-005 03 Rev. 7/07

HYDRAULIC Hydraulic Schematic Symbols

Hydraulic Schematic Symbols VENTED RESERVOIR with the lines above the fluid level

VENTED RESERVOIR with the lines below the fluid level

FILTER or STRAINER

HYDRAULIC PLUMBING with full flow (this includes tubes, hoses, and the flow paths in the manifolds)

PILOT or DRAIN LINE limited flow

LINES CROSSING

M

ELECTRIC MOTOR operates in one direction and speed

M

ELECTRIC MOTOR operates in one direction in a speed that changes

M

ELECTRIC MOTOR operates in two opposite directions in a speed that changes

HYDRAULIC PUMP fixed displacement, operates in one direction

HYDRAULIC PUMP-MOTOR fixed displacement, operates in two opposite directions in a speed that changes

HYDRAULIC MOTOR operates in two opposite directions

LINES CONNECTED GAUGE pressure QUICK DISCONNECT (disconnected)

PLUGGED PORT (test port)

FLOW METER

GAUGE temperature

ACCUMULATOR gas charged, diaphragm type

Fig. 1 (3559-05) Crown 1979 PF5066-1 Rev. 6/12

M2.1-00.0-001 07 Rev. 6/12

169

HYDRAULIC Hydraulic Schematic Symbols

PRESSURE SWITCH

CYLINDER double-acting cylinder, unequal area

CYLINDER double acting cylinder, equal area (steer) (two end)

ACTUATOR MANUAL

SPRING (spring-bias in the de-energized position)

SOLENOID one coil or winding

CYLINDER single-acting cylinder with spring return (the rod end has a vent) HYDRAULIC PILOT OPERATED CYLINDER single-acting cylinder, ram type SOLENOID pilot operated

CYLINDER single-acting cylinder, with cushion SOLENOID DUAL

COMPONENT ENCLOSURE manifold block

ACTUATOR MANUAL LEVER

SOLENOID PROPORTIONAL

VALVE PILOT CHECK (pilot to open)

Fig. 2 (3560-05) M2.1-00.0-002 07 Rev. 6/12

170

Crown 1979 PF5066-2 Rev. 6/12

HYDRAULIC Hydraulic Schematic Symbols

ORIFICE THROTTLE fixed

VALVE SHUTTLE

ORIFICE THROTTLE adjustable VALVE SINGLE COUNTERBALANCE in manifold

FLOW CONTROL PRESSURE COMPENSATED fixed

FLOW CONTROL PRESSURE COMPENSATED fixed with reverse flow bypass

FLOW DIVIDER/COMBINER

FUSE VELOCITY BYPASS FLOW CONTROL controlled flow, pressure adjusted

VALVE RELIEF fixed

VALVE RELIEF adjustable

VALVE CHECK

VALVE MANUAL SHUTOFF

P T

T P

TORQUE GENERATOR

L R

STEER UNIT hydrostatic

Fig. 3 (3561-05) Crown 1979 PF5066-3 Rev. 6/12

M2.1-00.0-003 07 Rev. 6/12

171

HYDRAULIC Hydraulic Schematic Symbols

VALVE two-way valve with two positions

VALVE three-way valve with two positions spring-bias, solenoid control

VALVE three-way valve with two positions

VALVE four-way valve with two positions

VALVE four-way valve with three positions two spring centered, manual lever control

VALVE four-way valve with three positions

VALVE two-way valve with all positions

NOTE: The type of valve is the number of spools found in the component (the three spool valve is above)

VALVE four-way valve with all positions

Fig. 4 (3562-04) M2.1-00.0-004 07 Rev. 6/12

172

Crown 1979 PF5066-4 Rev. 6/12

C

DRIVE UNIT

Fill Plug Oil Level Check Drain Plug

Drain Plug Figure 3393

Your Crown lift truck has a drive unit centrally located in the power unit. The drive unit is a double reduction gearbox providing strength and efficient operation. The unit is totally enclosed and oil filled to provide maximum lubrication to both bearings and gears.

The drive unit has a capacity of approximately 1000 ml (3.25 pints) of 90W gear lube, 063002-003. Remove filler plug located in the side cover, refer to Figure 3393. Add gear oil until present at oil level check plug hole in the lower housing, just above the idler shaft. Remove both drain plugs to completely drain drive unit.

See Torque Value Chart at the end of this section.

Drive Tire Replacement When replacing the drive tire, make sure the composition and size are such that maneuverability and capacity are maintained. The drive tire is a press-on type. To replace, press old tire off and new tire on. The following procedure should be followed to remove the drive tire assembly from the drive unit. Elevate power unit and block securely. Remove the roll pin locking the castle nut to the end of the axle.

Use a 1 1/2 in. wrench and remove the castle nut from axle.

Pull axle from drive unit while stabilizing the drive tire. Refer to Figure 3393.

Be sure the battery is disconnected before performing any maintenance operations.

Drive Motor Removal NOTE Removal of motor for replacement of brushes is not necessary.

Turn the drive unit to the right or left as far as possible. Open power unit doors and disconnect battery. For trucks not equipped with an electric brake assembly, remove the three screws securing the brake drum to the split bushing. Release the brake and remove the drum. Remove the retaining ring, split bushing and woodruff key from the drive motor shaft. For trucks built October 1, 1986 and after (equipped with an electric brake assembly) refer to section M5.0 Brake Maintenance for brake removal guidelines. Disconnect all electrical connections from terminals on drive motor. Label electrical cables if necessary to eliminate problems when replacing motor. Remove the two motor mounting screws located above and slightly off to the side of the motor shaft, refer to Figure 3393. Turn the drive unit to the left as far as possible. Support the drive motor and remove the two screws from the bottom of motor. Pull motor straight out of casting to prevent damage to motor shaft seal.

12592

M3.0–07.2–015 07 Rev. 12/05

Crown 1985 PF7188-1 Rev. 12/05

C

DRIVE UNIT

Drive Unit Removal NOTE In most cases repair to the drive unit can be made with the drive unit in the power unit. However, should it be necessary to remove the complete drive unit from truck, the following procedure should be followed.

Elevate and block the power unit; the drive tire must be off floor.

Remove steering mechanism, control handle, etc. from top of drive unit.

SP ONLY. Disconnect brake line at base of mainframe.

Drain brake fluid into container. Unclamp and unthread brake line from power unit. Trucks built October 1, 1986 and after (equipped with an electric brake assembly) hydraulic brake lines do not exist.

Disconnect motor cables from contactor panel; disconnect brake switch leads.

Figure 0357S-02

Attach a hoist to support plate at top of drive unit, near the thrust plate. Use caution not to damage brake linkage, if so equipped in the process.

Loosen and remove the (3) screws connecting the thrust plate to the power unit and carefully raise the drive unit until it is clear of the power unit.

Remove the drive wheel axle (item 9, Figure 0357S-02).

Remove the roll pin (item 10) locking the castle nut (item 13) to the end of the axle. Use a 1 1 /2 in. wrench and remove castle nut from axle. Pull axle from drive unit housing while stabilizing the drive tire.

NOTE

Unfasten the four screws (item 32 & 29) and remove the cover (item 33) and the gasket (item 34).

The drive unit should be taken to a clean work area if further disassembly is necessary. Make sure the vented fill plug is to the top side of unit if it is necessary to lay the drive unit down for transporting, etc.

Remove the retaining ring (item 27), access it through the slots in the face of the second reduction gear (item 28). Large retaining ring pliers with a locking ratchet such as a Waldes Truarc No. S-6700, Crown no. 092668, should be used (see Figure 3394).

Drive Unit Disassembly The following disassembly and assembly procedure is a complete tear down and rebuild operation. Once the problem has been diagnosed the repair procedure can be used that covers the necessary repair.

LOWER HOUSING Drain gear oil.

In order to separate the drive unit top from the drive unit bottom remove the six screws (item 17, Figure 0060S-01) securing the two drive unit sections together.

Crown 1985 PF7188-2 Rev. 12/05

Figure 3394

M3.0–07.2–016 07 Rev. 12/05

C

DRIVE UNIT Pull the gear (item 28) and the bearing (item 26) assembly from the housing. If the bearing needs replacement, remove the retaining ring (item 7) and press off the bearing.

Remove the inside oil seal (item 24).

Remove the alignment dowel pin (item 3) located directly above the idler shaft (item 18) and then remove the idler shaft.

Pick out the loose spacers (item 23) and the gear assembly (item 20, 21 & 22) from the top cavity in the lower housing.

Move to the other side of the housing and remove the bearing (item 6) and the bearing adapter (item 5) after unseating and removing the retaining ring (item 8). If this bearing needs replacement, remove the retaining ring (item 7) and press off the bearing.

Remove the roller assemblies (items 11 & 15) by removing the set screw (item 14) located in the housing and removing shaft (16 & 38).

UPPER HOUSING Refer to Figure 0060S-01. Remove the support assembly (item 1). Remove the spacers (item 2). Note the number and position for reference at assembly. Lift off the thrust plate (item 3) which contains a felt seal (item 5) and a bearing cup (item 6).

Remove bearing cone (item 8) and felt seal (item 7) from top of upper housing (item 16).

After the motor (item 11) has been removed, the oil seal (item 32) can be removed from either side of its bore.

Remove cover (item 26) and gasket (item 25) from the side of the housing.

Remove cotter pin (item 24) and unscrew the castle nut (item 23) about half way off the end of the pinion shaft (item 15).

While supporting gear (item 20), gently tap on the end of pinion shaft via the castle nut. This will unseat the gear and bearings (items 14 & 19), as well as push out the expansion plug (item 13).

Once the bearings are free, slide the pinion shaft to the left until the gear (item 20) is clear and can be removed along with the two keys (item 21).

Continue to slide the pinion shaft and catch the bearing’s (item 19) right inner race [cone] along with the inner race spacer.

When the pinion is moved far enough, remove the left inner cone and then completely remove the pinion shaft.

Remove the bearing outer races and the bearing retaining ring from housing.

NOTE The #10-24 tapped hole located directly below the retaining ring slot is to be used to help unseat the retaining ring. Use a #10-24 x 1 in. screw (060014-010).

Figure 0060S-01

M3.0–07.2–017 07 Rev. 12/05

After inspecting the housings and before reassembly, thoroughly clean in solvent and blow dry.

Crown 1985 PF7188-3 Rev. 12/05

C

DRIVE UNIT

Bearing (Item 14)

Pinion (Item 15)

Right Outer Gear Left Outer Race (Cup) (Item 20) Race (Cup) Retaining Left Inner Right Inner Washer Ring Race (Cone) Race (Cone) (Item 22) Spacer

Cover (Item 26)

Expansion Plug (Item 13)

Cotter Pin (Item 24)

Left Bore

Spacer Retaining Ring Unseating Hole

Gasket (Item 25) Middle Bore

Key (Item 21)

Castle Nut (Item 23) Figure 3395

Drive Unit Assembly NOTE If the upper or lower housings were replaced, before proceeding with assembly, check the housings for burrs or casting slag. Also, the area where the lower part of the motor mounting plate rests in the upper drive unit housing should be checked, and ground if necessary, to assure a proper fit.

After inspection and grinding, thoroughly clean the housings in solvent and blow dry.

UPPER HOUSING With the upper housing (item 16) in the same relative position as the housing in Figure 0060S-01, install the lower grommet (item 9) into the neck of the housing.

Preassemble the key (item 31) and the gear (item 30) onto the motor (item 11). After the components are in position, insert the retaining ring (item 29) into its groove on the end of the motor shaft.

Grease the motor shaft and its bore and install the oil seal (item 32). Refer to Drive Motor Shaft Seal Replacement.

With the use of an arbor press, force the left outer cup of the bearing (item 19) into the middle pinion bore (See Figure 0060S-01). This bearing includes two inner bearing cones, two outer bearing cups, a spacer and a retaining ring spacer.

After the left outer race has been pressed slightly past the groove, install the retaining ring spacer.

Slide the pinion shaft (item 15) through the left bore. Install the left inner race and spacer onto the right side of the pinion shaft prior to the shaft entering the middle bore.

Move the shaft through the middle bore to a position where the right inner race, right outer race and the gear (item 20) can be installed.

Once installed, force the pinion completely in and insert the two keys (item 21) into the gear.

Apply a light film of multi-purpose grease (063002-025) to the face of the motor and place the gasket (item 10) onto the greased mounting face. Insert the complete motor assembly into the housing and secure the fasteners.

Slide the bearing (item 14) and the expansion plug (item 13) in place on the left bore before installing the washer (item 22) and the castle nut (item 23) on the opposite end of the pinion shaft (item 15).

NOTE

Tighten the castle nut (item 23) to 203 - 271 Nm (150 to 200 ft/lbs), then insert the cotter pin (item 24). Bolt the cover (item 26) and the gasket (item 25) to the right side of the upper housing and insert the filler plug (item 28) into the cover.

Two bolts fasten from the inside of the housing and two bolts fasten from the outside. When tightening these bolts, follow a diagonal tightening procedure to insure proper motor seating.

Crown 1985 PF7188-4 Rev. 12/05

M3.0–07.2–018 07 Rev. 12/05

C

DRIVE UNIT Attach the brake assembly to the side of the upper drive unit housing. For trucks not equipped with an electric brake assembly, torque the two screws securing the brake assembly to the drive unit to 17.5 - 23 Nm (13 - 17 ft/lbs). For trucks built October 1, 1986 and after (equipped with an electric brake assembly) refer to section M5.0 Brake Maintenance for brake installation guidelines.

Apply a thin film of multi-purpose grease to the upper bearing neck on the housing and install the inner race (item 8). Once in position, thoroughly grease the rollers and roller cage of the bearing.

Spacer

Figure 3396 Figure 0357S-02

Insert the felt seal (item 7) into the groove which encircles the inner race. The felt seal ends must meet squarely to assure a good seal. The felt can be stretched or compressed to accomplish this.

Insert the retaining ring (item 27) into its mounting slot in the bore by means of snap ring pliers (see Figure 3394) inserted through the slots in the gear face.

Press the outer race (item 6) into the thrust plate (item 3) and install the grease zerk into the side of the plate.

Preassemble the gear (item 21) with its bearing (item 22) and the retaining rings (item 20).

Assemble the thrust plate assembly on top of the upper bearing neck and install the felt seal (item 5) in between the bearing neck and the thrust plate bore.

Place the gear assembly between the two spacers (item 23) and place them into their relative mounting position in the housing.

Install spacers (item 2) to fill the gap between the top of the thrust plate and the bottom of the support assembly. Refer to Figure 0060S-01.

When the gear assembly is properly positioned, insert the idler shaft (item 18) which has been preassembled with Orings (item 17 & 19). Lock the shaft in place with one of the dowel pins (item 3).

Bolt support assembly (item 1) to the upper drive unit housing.

LOWER HOUSING Position the lower housing (item 25) in the same manner as the housing is shown in Figure 0357S-02.

Lay the retaining ring (item 27) around the inside gear neck and then press the bearing (item 26) onto the neck to a position where the retaining ring (item 7) can be installed.

After greasing the outside diameter of the bearing (item 26), press the entire gear assembly into the housing.

M3.0–07.2–019 07 Rev. 12/05

Left Side

Right Side Figure 3397 Crown 1985 PF7188-5 Rev. 12/05

C Apply a film of grease to the mounting surface of the cover (item 33) and place the gasket (item 34) onto the greased cover surface. Also grease the neck of the gear (item 28) in the area where the oil seal will ride. Install the cover onto the housing and insert and tighten its fasteners evenly.

Insert bearing adaptor (item 5) into the bearing (item 6). Coat the lower right side drive axle bore with grease, press bearing assembly in position and install retaining ring (item 8).

Install oil seals. Refer to Seal Replacement in this section.

Place slinger (item 36) in position over inner axle seal.

Position the wheel assembly in the housing. Install outer slinger (item 36) onto the axle and slide the axle (item 9) through the left side bore. Align the axle splines and fully seat the axle.

Before installing axle, coat axle with anti-seize compound (065005-003). Ensure that the washers (item 40) are installed opposing each other. Torque the axle nut (item 13) to 68 Nm (50 ft/lbs). Loosen, then retorque to 108 Nm (80 ft/lbs).

FINAL ASSEMBLY After the upper and lower drive unit halves have been completely assembled, insert the dowel pins (items 37 [Qty. 2] & item 3 [Qty. 1]) into the lower housing.

Apply a coat of gasket sealer (065005-002) to the mounting surface, at the point where the housings join.

DRIVE UNIT SEAL REPLACEMENT AXLE INNER SEAL Drain gear lube from drive unit. Remove drive tire assembly per instructions located in the beginning of this section .

Remove the old seal. Be sure not to nick or scratch the sealing surfaces of housing or gear hub. Thoroughly REMOVE the old gasket sealing material from the bore.

Apply a thin coat of gasket sealer, 065005-001, to the housing bore. The seal lip should be lubricated with the fluid being retained or compatible grease.

NOTE Care must be taken not to get any gasket sealer on either the seal lip or the seal surface of the gear hub.

Position the new seal in proper alignment and gently tap with plastic mallet to start the seal into the housing bore not in excess of 1.5 mm (.06 in.).

Carefully press the new seal into position. The seal’s outer shell should not be more than 0.8 mm (.030 in.) beyond the end of the gear hub. For more information refer to Technical Service Bulletin No. 152 and 091009 tool assembly.

Replace drive tire and axle. Fill unit with proper amount and type of gear lube.

OUTER AXLE SEAL

Set the gasket (item 2) and the shims (item 1) on the mounting surface of the lower housing and then couple the two halves together. If the housings do not seat completely, rotate the drive wheel. This will help mate the gears.

Refer to steps 1 thru 4 of Axle Inner Seal replacement procedure.

Insert the six fasteners (item 17) and tighten the bolts to a torque reading of between 34 - 40 Nm (25 - 30 ft/lbs).

Carefully press the new seal into position. The seals outer shell should not be more than 2.8 mm (.110 in.) beyond the end of the gear hub. For more information refer to Technical Service Bulletin No. 152.

Insert and tighten drain plugs (item 4) and fill with gear lube.

Test the drive unit motor assembly for tight bearings by rotating the motor shaft with a torque wrench. The rotating torque should be 0.9 - 1.8 Nm (8 to 16 in/lb).

Replace drive tire and axle. Fill unit with proper amount and type of gear lube.

Reinstall the drive unit into the power unit by reversing the six steps described in Drive Unit Removal in the front of this section. The three bolts (item 4) which fasten the thrust plate (item 3) to the power unit bracket are to be tightened to a torque reading of 108 - 122 Nm (80 - 90 ft/lbs).

Crown 1985 PF7188-6 Rev. 12/05

M3.0–07.2–020 07 Rev. 12/05

C

DRIVE UNIT DRIVE MOTOR SHAFT SEAL

THRUST ROLLER REPLACEMENT

Remove brake drum, split bushing and woodruff key from drive motor shaft.

Remove set screw and remove roller shaft. Remove roller, flatwasher(s) and felt seal from lower drive housing. The roller bearings are part of the roller assembly. Do not attempt to remove bearings from the roller bore. The flatwasher and felt seal can be reused. Refer to illustration for proper position and/or location of Thrust Roller parts.

Carefully remove old seal from drive unit housing. Do not nick or scratch the sealing surfaces of the housing or motor shaft.

Thoroughly remove the old gasket sealing material from the housing bore. Inspect the motor shaft sealing surface area.

Should a groove, nick or any slight imperfection be present the new seal can be pressed slightly beyond the original position in the housing bore. An additional depth of up to 3.2 mm (.125 in.) is allowable, any seal installation with a greater depth may not provide adequate seal surface.

Apply a thin coat of gasket sealer. 065005-001, to the housing bore. The seal lip should be lubricated with the fluid being retained.

NOTE Drive units with steel thrust roller throughout cannot use poly core thrust roller.

The thrust rollers must be lubricated and maintained properly to achieve proper truck operation and obtain satisfactory service life from component parts. All thrust rollers must turn freely and smoothly during normal truck operation.

NOTE Care must be taken not to get any gasket sealer on either the seal lip or the sealing surface of the motor shaft.

Protect the seal lip from sharp edges or burrs on motor shaft.

Position seal installation sleeve on motor shaft. Use 094614 sleeve when installing 073433 seal & 094615 sleeve when installing 087795 seal. Align the seal properly and gently press into housing. Remove seal installation sleeve from motor shaft. Install woodruff key, split bushing and brake drum on drive motor shaft. For trucks not equipped with an electric brake assembly, torque the three screws that attach the brake drum and tapered bushing to the motor shaft to 11 - 13.5 Nm (8 - 10 ft/lbs). For trucks built October 1, 1986 and after (equipped with an electric brake assembly) refer to section M5.0 Brake Maintenance for brake installation guidelines.

M3.0–07.2–021 07 Rev. 12/05

Crown 1985 PF7188-7 Rev. 12/05

C

DRIVE UNIT Torque Value Chart Upper to Lower Housing Assembly Torque Values: 34 - 40 Nm (25 - 30 ft/lbs) Item 17 Brake Attachment to Drive Unit Torque Values: 17.5 - 23 Nm (13 - 17 ft/lbs) Assembling Brake Drum to Drive Motor Shaft Torque Values: 11 - 13.5 Nm (8 - 10 ft/lbs) Motor Shaft Rotating Torque Values: 0.9 - 1.8 Nm (8-16 in/lbs) Thrust Plate to Power Unit Bracket Torque Values: 108 - 122 Nm (80 - 90 ft/lbs) Item 4

Figure 0060S-01

Castle Nut on Pinion Shaft in Upper Housing Torque Values: 203 - 271 Nm (150 - 200 ft/lbs) Item 23 Castle Axle Nut Torque Values: 68 Nm (50 ft/lbs) Then Retorque to 108 Nm (80 ft/lbs) Item 13

Figure 0357S-02

Crown 1985 PF7188-8 Rev. 12/05

M3.0–07.2–022 07 Rev. 12/05

MAINTENANCE ELECTRICAL SYSTEM — GENERAL The electrical system of your Crown lift truck is powered by a 24 volt battery, providing maximum efficiency of operation.

A key switch is used to turn “on” and “off” all electrical controls, and must be in the “on” position before travel or lift can be accomplished.

All travel power is shut off when the brake is applied by means of a brake switch. This prevents undesirable loading of the drive system during braking.

The control circuit is fused and the power circuit is protected separately by a fuse for the lift and travel.

Inspection and care of the electrical components in an industrial truck are a must if long life and efficient safe operation are to be maintained through daily use. The following information is intended to aid in keeping the electrical system in good operating condition.

LMS Lift Limit Switch The lift limit switch cuts out lift when the forks have reached maximum lift. Set LMS to cut out the lift pump when the lift cylinder is fully extended (approx. 6 inches).

RAS & LOS Raise and Lower Switches These switches are located in the control pod assembly of the control handle and, when manually actuated, energize the lift motor (in the raise mode) or the lower solenoid (in the lower mode). On PE models there is a second set of raise and lower switches to control raise and lower on the grab bar.

Access to these switches is made after removing the top cover plate. These switches do not require adjustment.

SAS Safety Switch

CAUTION

Before making checks, disconnect battery or jack up truck and block so drive wheel is off of floor.

SWITCHES All switches should be checked regularly to assure safe and efficient operation. The screws securing leads to switches should be torqued to 55 to 65 in. oz. (390 to 425 Nmm).

BRS Brake Switch The brake switch is mounted on the inside of the support assembly on top of the drive unit. The switch is actuated when the control handle cam shaft rotates across the roller arm assembly in the top of the support assembly. At this time the brakes are applied and the power is cut off to the control circuit. The switch should be adjusted so that it is actuated when the control handle is in the “brake on” position. (Refer to the M5.0 section for “ brake on”/” brake off” positions.)

The safety switch or reversing switch is located on the front of the control pod assembly. It is the red switch closest to the operators body. This switch protects the operator from being pinned between the truck and an immovable object. Upon actuation, this switch will cut the current from the forward contactor and direct it to the reverse contactor. The cover plate must be removed to perform any maintenance. Refer to the M4.5 section for adjustments to this switch.

HSS High Speed Switch The high speed switch is located in the upper right hand corner of the top cover plate of control pod on walkie units.

When actuated, this switch will eliminate the high speed to provide better control when operating in congested areas.

On PE models this switch is located on the grab bar and on PC models it is in the pedal on the floor of operator platform to allow top speed when used as a rider.

This switch does not require adjustment.

HNS Horn Switch The horn switch, when depressed, sounds the horn. The horn switch is located in the control pod. If maintenance is to be performed, the control pod cover must be removed. On PE models there is a second horn switch so that the horn can be sounded from the grab bar. This switch requires no adjustment.

Crown 1989 PF-8293-1 Rev. 10/91

Printed in U.S.A.

01 REV. 10/91

M4.0 - 06.4 - 001

M4.0 - 06.4 - 001

MAINTENANCE section for adjustments to the speed control potentiometer and direction switches.

FS, RS, AS & BS Directional Switches

GAUGES These switches which are located in the control pod assembly of the control handle and are actuated when the twist grips are rotated either toward or away from the operator.

These switches control the appropriate contactors which determine the trucks traveling direction and speed. The top cover plate must be removed in order to perform any maintenance to these switches. Refer to the M4.5 section for adjustments to these switches.

TT Hour Meter The hour meter is used to accurately record the trucks “running time” in hours. This instrument serves as an aid in determining a lubrication and maintenance schedule.

V Discharge Meter

QPS-1, QPS-2, QPS-3 & QPS-4 Quick Pick Switches The quick pick switches are located in the yoke of the control handle.When QPS-1 and QPS-2 or QPS-3 and QPS-4 are actuated by pressing the appropriate buttons on the yoke, the truck will travel at a preset speed for this command.

Access to these switches is achieved by removing the cover mounting screws from the bottom side of the yoke and lifting the cover off. These switches do not require adjustment.

SCR Travel Controls The operator can choose variable speeds in either forward or reverse by turning the twist grip, located on the control pod, in the direction desired. By doing this, the operator closes directional switches and varies the speed control potentiometer which regulate the SCR system. The SCR is connected between the battery and the drive motor, where it is switched on and off, providing pulses to the motor. Motor speed is determined by the average of the ON-OFF times seen by the motor. Low speed is obtained with the potentiometer providing maximum ohms to the oscillator section of the control card. To better understand how the system operates, refer to the “SCR” section. Refer to the M4.5 section for adjustments to the speed control potentiometer and direction switches.

Transistor (MOSFET) Travel Controls The operator can choose variable speeds in either forward or reverse by turning the twist grip, located on the control pod, in the direction desired. By doing this, the operator closes directional switches and varies the speed control potentiometer which regulate the Transistor system. The Transistor is connected between the battery and the drive motor, where it is switched on and off, providing pulses to the motor. Motor speed is determined by the average of the ON-OFF times seen by the motor. Low speed is obtained with the potentiometer providing maximum ohms to the transistor control. To better understand how the system operates, refer to the M4.2 section. Refer to the M4.5

The discharge meter is used to monitor the lift truck’s battery voltage while the key switch is in the “on” position. Observe the operation of the gauge. During regular operation, the LED bar will move down step by step, through 10 positions.

As the display bar moves down through the 8th LED to the 9th LED, (slightly below the 1/4 full mark) the LED will begin flashing, indicating an approximate 75% discharged battery.

As the battery continues to be discharged, an additional warning will occur as the 9th and 10th LED flash alternatively. The 10th LED is the bottom display bar. The alternate flashing indicates a need for the battery to be charged.

BDI Discharge Meter/Lift Interrupt The discharge meter/lift interrupt is used to monitor the state of charge of the trucks battery. As the state of charge (specific gravity) falls below a predetermined level, the truck’s lift contactor(s) will drop-out, permitting no further lifting operations.

The discharge/lift interrupt meter shows the state of charge of the battery. The pointer will move from “F” full charge, towards “E” discharged red zone, as the battery is discharged. As the pointer moves to the yellow zone, the warning light in the gauge will come on. This is a signal to the operator that he has approximately 5% battery capacity left before the truck’s lift contactor(s) will be locked out. If the truck continues to operate with a low battery, the pointer will

Crown 1989 PF-8293-2 Rev. 10/91

Printed in U.S.A.

01 REV. 10/91

M4.0 - 06.4 - 002

M4.0 - 06.4 - 002

MAINTENANCE move to the red zone. At this time, lift lock-out will occur, preventing battery damage caused by deep discharging.

MOTORS

CAUTION

Disconnect battery before checking brushes.

The inspection of both the traction and pump motors should include checking the connecting cables for tightness at motor terminals and to be sure cables are not worn or damaged.

Remove the brush bands to inspect the commutator and brushes. Check the commutator for any discoloration that may show signs of raised bars or stalls. If it is glazed or dirty, clean with a strip of No. 00 sandpaper. Blow out all dirt and grit with compressed air.

CAUTION

Do not use emery cloth to clean commutator.

Check the brushes for chips, breaks, or oil-soaked. If any of these conditions exist, they must be replaced. If brushes are dirty, clean with a clean, dry cloth to remove loose particles of dirt. Be sure the brushes slide freely in their holders and make full contact with the commutator. Brushes that are worn beyond one-half their original length should be replaced.

Inspect the brush spring for signs of heating that may change the tension of the brushes on the commutator. With brushes in place, be sure the spring and brush pigtails do not interfere with the brushes movement through its usable length.

5)

Remove motor.

B. Brush Replacement - To Remove Brushes 1) Disconnect battery.

2) Rotate drive unit until motor brush band is accessible.

3) Clean brush band area of motor and remove band.

4) Remove screws holding brush pigtails.

5) Disconnect brush springs or move to side (varies with motor Mfg.) 6) Remove brushes.

7) Check commutator for roughness and high spots.

Turn commutator if required.

8) Install new brushes, fasten pigtails, and connector secure brush springs.

9) Check that pigtails will not interfere with brush movement as the brush wears.

10) Install brush band.

C. To Install Motor 1) Lubricate seal in drive unit housing.

2) Install new gasket on motor end bell (use gasket sealer as required).

3) Install motor and secure with mounting bolts.

4) Install brake drum, cone and key. Torque brake drum bolts to 8-10 foot pounds.

D. Lift Motor and Brush Inspection 1) Disconnect battery plug.

2) Clean brush band area and remove brush band.

3) Clean dirt and carbon dust from winding and brush holder with low pressure air. Use a clean, dry cloth to clean commutator. (Do not use emery cloth.)

4) Brushes should be replaced when they reach a length of 3/8 inch or will reach that length before the next scheduled inspection.

Check motor for shorts between terminals and motor frame by use of an ohmmeter on a high resistance scale such as R x 10,000. If a reading of less than 50,000 ohms is observed, the source of trouble should be repaired before unit is placed into operation to prevent further damage.

A. Traction Motor Removal - For ease of turning drive unit, place truck on blocks to remove weight of truck from drive unit.

1) Disconnect battery.

2) Remove all electrical connections from motor.

3) Remove brake drum, cone and key.

4) Remove two bolts accessible from motor side in drive unit.

Support motor and remove two bolts from brake side.

Crown 1989 PF-8293-3 Rev. 10/91

Printed in U.S.A.

01 REV. 10/91

M4.0 - 06.4 - 003

M4.0 - 06.4 - 003

MAINTENANCE 5)

Check brush springs to see they maintain tension against the commutator equally on all brushes.

Typical Current Readings (Amps)

SERIES PW Model

Travel

Lift-Empty

Lift-Relief

60PW 80PW

40-50 40-50

110-130 80-100

165-195 180-210

Model

Travel

Lift-Empty

Lift-Relief

60PE 80PE

75-95 75-95

80-100 80-100

170-200 185-215

Model

Travel

Lift-Empty

Lift-Relief

60PC 80PC

75-95 75-95

85-105 88-110

180-210 195-225

SERIES PE

SERIES PC

Amp readings should be taken under the following conditions: TRAVEL - empty; take reading at full travel speed.

LIFT - empty; take reading with mast staging.

LIFT RELIEF - fork carriage against stops & take reading.

Crown 1989 PF-8293-4 Rev. 10/91

Printed in U.S.A.

01 REV. 10/91

M4.0 - 06.4 - 004

M4.0 - 06.4 - 004

ELECTRICAL WIRING WIRING COLOR CODES The following information is an explanation of terms and symbols which are being standardized on Crown wiring diagrams.

The leads used are limited to the following colors. The color of the wire is based on the function of the circuit in which it is used. Each wire is assigned a three or four digit number. The first one or two numbers identify the color of the lead. The last two numerals number the lead from one thru ninety-nine.

(See chart below) Exceptions to this can be leads supplied by vendors with components. The color of each function shall be shown on the schematic. Each wire shall be identified by a number on the wiring pictorial.

ABBR.

COLOR

NUMBER

FUNCTION

FUNCTION

BLK BRN RED ORG YEL GRE BLU VIO GRAY WHT R/W

Black Brown Red Orange Yellow Green Blue Violet Gray White Red Stripe/White

0 ** 1 ** 2 ** 3 ** 4 ** 5 ** 6 ** 7 ** 8 ** 9 ** 29 **

G/W

Green Stripe/White

59 **

†Reverse †Potentiometer or 2nd Speed †Positive †Hydraulic Solenoid Valves †Forward †Negative †Bypass or 3rd Speed †Hydraulic Pump Motor †Horn †Miscellaneous †Positive that has gone thru a switch †Negative that has gone thru a switch

‡Traction Inputs/Outputs ‡Analog Inputs ‡Battery Positive ‡Non-Battery Positive ‡Status Inputs/Outputs ‡Battery Negative ‡Isolated Negative ‡Load Position Inputs/Outputs ‡Indicators and Warning Devices ‡Miscellaneous ‡Positive that has gone thru a switch ‡Negative that has gone thru a switch or resistor

** - 01 thru 99 †Trucks Prior to 1988 ‡Trucks 1988 to Present

4233 Crown 1978 PF3452-1 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–001

M4.1–12.0–001

ELECTRICAL WIRING WIRING HARNESS Shown here is a section of a pictorial wiring diagram showing a wiring harness. The wires shown coming from the wiring harness are all labeled on the diagram in such a way as to be able to tell where the other end of a particular wire is connected. Following is an example taken from this wiring diagram.

There are two wires coming from the harness which lead to HNS (Horn Switch) terminal 1 and terminal 2, labeled 2904-TB1-1 and 801-TB1-8 respectively. 2904-TB1-1 is a red stripe wire marked 2904 (see “Wiring Color Codes”), which goes through the wiring harness to Terminal Board 1 (TB1), terminal 1.

801-TB1-8 is a gray wire marked 801 which goes through the wiring harness to connect to Terminal Board 1, terminal 8.

The wires are labeled similarly at Terminal Board 1. The wire shown coming from terminal 1 of TB1 which leads to the Horn Switch is labeled on the diagram 2904-HNS-1 (Red stripe wire marked 2904 which leads to horn switch, terminal 1).

The wire leading to the horn switch, terminal 2 is labeled 801-HNS-2 on the diagram.

6011SI

POWER CABLES Power cables are designated using one of the following abbreviations, followed by a dash number.

Abbreviation PC # 1 PC # 2 PC # 4 PC # 6 PC#10 PC # 1/0 PC # 2/0 PC # 3/0

Part No. 084571 084570 084569 084568 090963 084572 084573 086749

An example of such a cable is PC # 1/0 - 10. The part number for this cable is 084572-010.

Crown 1978 PF3452-2 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–002

M4.1–12.0–002

ELECTRICAL WIRING SYMBOL NOMENCLATURE Abbreviation F# R# A B C P* S K* 1A ACS AS AXA AXB AXC AXF AXR AXS* BRS* BS CA* CAP* CHS* CLS CS DB* DIS DMS* DRS ECR* EDS EMS* FS FU* GUS HF* HN HNS HSC HSS JC* KYS

Component

Abbreviation

Forward Contactor Reverse Contactor Speed Contactor Speed Contactor Speed Contactor Pump Contactor Power Steering Contactor Relay Contactor SCR Bypass Contactor Accelerator Switch Switch for A Auxiliary Switch A Auxiliary Switch B Auxiliary Switch C Auxiliary Forward Switch Auxiliary Reverse Switch Auxiliary Switch Brake Switch Switch for B Connector Assembly Capacitor Chain Switch Clamp Switch Switch for C Diode Block Directional Switch Safety Switch Door Switch

LGS* LMS* LOS MFS* ORS PC* PLS POT* PRS PTS PUS RAS* RES* RIS RLS ROS RRS RS RTS SAS SB* SES* SLS SQS* SRS SSC SSS STS SV* TB* TD* TDS TES TLS TRS TT TBS TVS V XC*

Emergency Disconnect Switch Emergency Switch Forward Switch Fuse Guidance Switch Hash Filter Horn Horn Switch High Speed Card High Speed Switch Jack (Receptacle) Part of CA Key Switch

Component Light Switch Limit Switch Lower Switch Multi-Function Switch Override Switch Plug Part of CA Pivot Left Switch Potentiometer Pivot Right Switch Pivot Switch Pump Switch Raise Switch Resistor Reach In Switch Rotate Left Switch Reach Out Switch Rotate Right Switch Reverse Switch Rotate Switch Safety Switch Suppressor Block Seat Switch Side Shift Left Switch Sequence Switch Side shift Right Switch Safety Switch Card Side Shift Switch Power Steering Switch Solenoid Valve (Hydraulic) Terminal Board Time Delay Tilt Down Switch Test Switch Traverse Left Switch Traverse Right Switch Hour Meter (Travel Time) Tilt Back Switch Traverse Switch Discharge Meter (Volt Meter) Card Edge Connector

* If more than one, use suffix 1, 2, 3... # If more than one, use suffix A, B, C....Z NOTE The abbreviations listed above are examples of abbreviations found on wiring diagrams. It’s not a complete list of all abbreviations on wiring diagrams in this manual. For a complete list, refer to the glossary located in section M10.

Crown 1978 PF3452-3 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–003

M4.1–12.0–003

ELECTRICAL WIRING 3804

Maintained Contact Switches Operator Actuated

Momentary Contact Switches Operator Actuated

Normally Open

Normally Open

Normally Closed

Held Open

Center Off

Normally Closed

Double Throw

Held Closed

2 Circuit

Multiple Pole Break Before Make

Center Off Multiple Pole Make Before Break Double Throw Start Acc Ign

Key Switch

Momentary Contact Switches Mechanically Actuated Normally Open

Off Momentary Contact Switches Mechanically Operator Actuated

Normally Open Held Closed

Normally Open

Normally Closed Held Open

Held Closed

Normally Closed

Held Open

Normally Closed Open On Rise

Close On Rise

Double Throw

2 Circuit

Crown 1978 PF3452-4 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–004

M4.1–12.0–004

ELECTRICAL WIRING 3805

Thermistor PM Motor

T

Rheostat

Mov or Transzorb Suppressor

Wound Motor Armature Motor Field

Current Shunt

Lamp

Zener Diode Diode

SCR

Connection Point Tach Sensor Power Termination Mast Cable

I

Encoder

Common Isolated LED

B

Battery Negative Fuse

Horn

Transformer

SIP Resistor Coil Battery Solenoid Valve or Relay With Suppression

Inductor

Normally Closed

Polarized Capacitor

Normally Open

Non-Polarized Capacitor

Plug PC

LVDT

Connector CA

Resistor

Jack JC Test Point

Potentiometer

Crown 1978 PF3452-5 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–005

M4.1–12.0–005

MAINTENANCE SCR ELECTRONIC CONTROL The Crown SCR Electronic Control is a solid state electronic speed control which enables the energy from a fixed voltage DC source to be fed to an electric motor smoothly and without the power losses associated with other means of speed control.

0946S

2831P

The operation of the system consists of switching the full battery voltage to the traction motor for very short periods of time. The motor does not respond to the individual voltage pulses but rotates at a speed corresponding to the average voltage which is determined by the number of pulses per second. The vehicle accelerator pedal sets the pulse frequency and hence the average motor voltage any where from zero up to battery voltage, smoothly and with minimal energy losses. The pulses are made possible by a device known as a thyristor or SCR. This is, in fact, nothing more than a solid state switch which is capable of handling high currents.

Let us briefly consider how an SCR works. Illustration 1 shows the SCR. Note that it is a three terminal device. The two main terminals which are called the ANODE and the CATHODE, carry the working current. The third electrode, known as the GATE, is the switching electrode.

Normally the SCR is non-conducting. However, if we apply positive voltage to the anode with respect to the cathode, and then apply a gate signal (also known as a TRIGGER signal) to the gate electrode, the SCR will switch to a conducting state, we have thus closed the switch.

ILLUSTRATION 1

One of the peculiarities of an SCR is that it will continue to carry current, once it is in the ON state even if the GATE signal has been removed. In order to return the SCR to its non-conducting state, it is necessary to interrupt the current flow or to reverse the polarity of the source of supply. One means of switching the SCR off without excessive power losses or risks of battery short circuits is through the use of a resonant charging circuit.

Briefly, a capacitor is charged and the polarity of the charge is reversed and held for the duration of a PULSE. Then by means of an auxiliary SCR, the energy stored in the capacitor is discharged in the form of a reverse current through the SCR. This current nullifies the battery current in the SCR and allows the SCR to return to a non-conducting state. We now have a method of applying a series of rapid PULSES to the motor via the solid state switch - SCR. (Each time the SCR switch closes, battery voltage is applied to the motor. This is called a PULSE.) The SCR acts as a very high speed switch which connects and disconnects the motor directly to the battery for short time periods. During the short time the motor is connected to the battery and because of the small amount of initial current the motor has very little

4277 Crown 1984 PF-5678-1 Rev. 2/94

Printed in U.S.A.

02 REV. 2/94

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MAINTENANCE rotation movement. The diagram below, Illustration 2, shows a very simplified representation of the basic circuit.

However, the SCR speed control works by feeding the motor a rapid series of PULSES, and the number of PULSES, per second determines the average voltage at the motor terminals. This is demonstrated in Illustration 3.

When the SCR switch is closed (as shows in Illustration 4) current builds up since we now have a source of voltage to “get things going”. However, when the switch opens and there is no longer a source of external voltage, the inductor tries to keep the current flowing. We have provided a “flyback diode” which allows the current to flow even when there is an open SCR switch. The two Illustrations (4 & 5) therefore show the current paths with the switch closed and immediately after its opening. Thus we see that the direction of the current through the motor does not change, and, what is more important, when the switch opens, although the battery current stops, the motor current continues to flow via the flyback diode.

THE MOTOR CURRENT IS MADE UP OF COMBINATION OF BATTERY CURRENT AND FLYBACK CURRENT.

ILLUSTRATION 2

ILLUSTRATION 3 Let us now take a closer look at the simplified diagram of the SCR circuit. In Illustration 4 you will see a device called the “flyback diode” in the circuit around the motor.

Now, we shall explain the reason behind this arrangement. A mechanical flywheel is a very “contrary” device.

It will resist any attempts to increase its speed of rotation, and after the force causing the rotation has been removed, the flywheel will continue to rotate, resisting efforts to stop it. There is an electrical analog of the flywheel called an INDUCTOR. The inductor also resists, in this case it resists voltage thus causing the current flowing in the inductor to increase. However, being as “contrary” as the flywheel, the inductor will maintain the current flow after the external source of voltage has been removed. The energy to do this has been stored up by the inductor when the current was flowing through its windings. This energy is stored in the form of a magnetic field.

The inductor in this case is the traction motor windings.

Crown 1984 PF-5678-2 Rev. 3/84

ILLUSTRATION 4 SCR ON current flows through complete circuit.

ILLUSTRATION 5 SCR OFF current flows through flyback diode.

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MAINTENANCE As we recall, the speed is a function of the pulse frequency. Thus, at low speeds, when the frequency of pulses is low, the SCR is closed relatively infrequently.

Therefore, most of the motor current comes from the flyback current. However, when the speed is high, i.e. when the switch is closed much more frequently, the battery current forms the predominant portion of the motor current.

This situation is depicted graphically in Illustrations 6 & 7.

THEREFORE, UNDER ALL CONDITIONS, THE AVERAGE MOTOR CURRENT IS GREATER THAN THE AVERAGE BATTERY CURRENT (SEE ILLUSTRATIONS 6 & 7). AT LOW SPEEDS, THE MOTOR CURRENT MAY BE SEVERAL TIMES GREATER THAN THE BATTERY CURRENT. AT HIGH SPEEDS, I.E., WHEN THE SCR SWITCH IS OPEN FOR SHORT PERIODS ONLY, THE MOTOR CURRENT IS MADE UP ALMOST ENTIRELY OF BATTERY CURRENT. We mentioned before that the system uses a resonant charging circuit to switch off the SCR by reducing the terminal voltage to zero. Now, we are ready to understand exactly how this circuit works. The following description is illustrated by Illustration 8 to 14.

FIRST PULSE (ILLUSTRATIONS 8 & 9)

ILLUSTRATION 6

ILLUSTRATION 7 TO SUMMARIZE: WE HAVE ESTABLISHED THAT THE VERY FAST ACTION NECESSARY FOR THE OPERATION OF THE CONTROL IS ACHIEVED BY SWITCHING THE MAIN SCR “ON” AND “OFF” AT A VERY FAST RATE. THE “ON” STATE IS EASILY ACHIEVED

BY APPLYING A TRIGGER SIGNAL TO THE GATE AND THE “OFF” STATE IS ACHIEVED BY INTERRUPTING THE CURRENT FLOWING THROUGH THE SCR OR BY REDUCING THE TERMINAL VOLTAGE TO ZERO BY MEANS OF A RESONANT CIRCUIT.

ILLUSTRATION 8 When the driver places the FORWARD/REVERSE SWITCH in the FORWARD direction and provides a speed signal, usually via an accelerator, the forward direction CONTACTOR is energized. This connects the motor to the battery. At this time SCR1 is not conducting.

Immediately after the CONTACTOR closes the ELECTRONIC CONTROL MODULE which is usually referred to as the LOGIC UNIT, directs a TRIGGER pulse to SCR2. Current then flows from the battery through the motor and charges the capacitor.

Crown 1984 PF-5678-3 Rev. 3/84

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MAINTENANCE When the capacitor is fully charged, the current flowing through the “off” SCR (SCR2) falls to zero and the SCR turns off. These actions serve to prime the circuit, and now the logic module directs a trigger pulse to the “gate” electrode of the main SCR. SCR1 is fired, becomes conducting and current starts to flow in the motor. This current rises slowly, limited by the motor and lead inductance.

ILLUSTRATION 10 This process is depicted graphically in Illustration 11.

Without the SCR in the circuit this process would continue and the energy stored in C1 would once again be transferred into L1 and so on, until all the energy was wasted as heat in the various parts of the circuit.

However, by virtue of the SCR’s electronic properties of not conducting in a reverse mode, the reverse charge on C1 is trapped by SCR3 turning off.

ILLUSTRATION 9 CAPACITOR CHARGE REVERSAL (ILLUSTRATION 10) After the desired “ON” time the Logic Unit instructs SCR3 (by means of a pulsed voltage to the gate) to turn on. As the SCR is fired into conduction current begins to flow in the circuit and the capacitor C1 discharges into the inductor L1. As the voltage on C1 decreases, the current in L1 increases. When C1 becomes completely discharged, there is no longer any voltage to increase the current in L1 and the energy which was stored in the capacitor is now transformed into magnetic energy in L1.

With no sustaining voltage, the magnetic field of the inductor begins to collapse. As it does so it generates a voltage which charges C1 once again, but this time in the opposite polarity. As the current in L1 falls to zero, all of its stored energy is returned to C1 so that it is now fully charged once again, this time with its polarity reversed.

Crown 1984 PF-5678-4 Rev. 3/84

ILLUSTRATION 11

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MAINTENANCE The reversed charge on C1 causes the self-firing circuit for the “OFF” SCR, SCR2 to fire after a short delay.

When this happens it effectively reverses the polarity of SCR1, current ceases to flow and SCR1 turns off.

(ILLUSTRATION 12)

ILLUSTRATION 13 Direction Contactor Arc Suppression:

ILLUSTRATION 12 TO REPEAT THE CYCLE (ILLUSTRATION 13) Because there is inductance in the circuit the motor current tries to keep flowing and circulates in the flyback diode loop. The battery leads also possess inductance which, combined with the motor inductance, cause a voltage which is higher than battery voltage to appear at the anode of SCR1. Because SCR2 is still in conducting mode this voltage is transferred to C1 and as soon as the capacitor is fully charged to this “peak” voltage, current ceases to flow and SCR2 turns off.

With C1 now charged, SCR1 is again triggered into conduction and the cycle repeats itself.

FEATURE DESCRIPTION Current Limit: (C/L) A current limit circuit is included and the setting is pre-set by means of a potentiometer. The current limit should never be increased above the rating specified for the Controller.

Plugging: (PLUG)

The equipment is designed to ensure that under normal operating conditions the making and breaking of the direction contactors occurs under almost zero current conditions thereby eliminating arcing. Under fault conditions, and in some cases when reversing with the bypass contactor operated, arcing can occur.

Ramp Start: Ramp start allows full SCR power to restart a vehicle from an incline without roll back when proper direction is selected.

Full Power Transition: This built-in feature provides smooth transition from SCR to 1A bypass. This is accomplished by the SCR continuing to pulse until the 1A contactor power tips close.

Controlled Acceleration (C/A) The accelerator shaping circuit takes the voltage feed from the accelerator potentiometer and shapes it to feed the desired voltage to the ON and OFF oscillators to give the correct pulse width and frequency. A delay circuit is incorporated in this circuit block so that smooth acceleration is obtained even if the accelerator control is suddenly fully actuated. The range of accelerator delay is adjustable over the range of .5 to 3.5 seconds.

Plugging is pre-set at our factory. However, this feature is adjustable. The Controller is designed to operate in the plugging mode, i.e., one can change direction with the accelerator and the plugging effort is dependant upon the accelerator control (twist grip) position.

Crown 1984 PF-5678-5 Rev. 3/84

Printed in U.S.A.

01 REV. 3/84

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MAINTENANCE Static Return to Off: The clamp and sequence circuit takes inputs from the key, direction, foot, handbrake and seat switches (where fitted) and ensures that the contactors will not energize if the incorrect sequence is selected. It incorporates a static return to off time delay. This circuit also feeds inhibit signals to the oscillators to stop them oscillating and allow them to start up in the correct sequence.

Over-temperature Protection: The controllers include a thermal switch which measures the temperature of the main heat sink. At 85 degrees C the switch comes into the circuit to reduce current limit to a value = 2/3 of current limit.

Bypass Operation (1A Control): Bypass operation is included by connecting a bypass contactor into the circuit. Bypass operation under current limit conditions is normally inhibited unless the motor voltage is approximately 20% of battery voltage. Adjustments are provided for bypass over-current drop out and bypass pull in delay (variable over the range 0–10 seconds).

ILLUSTRATION 14 PE Models - (ILLUSTRATION 15) The limit switch card is used to place a variable amount of resistance in the oscillator circuit to limit the maximum speed the unit will travel in the SCR range when used as a walkie, but is bypassed by the high speed switch in the cross bar. This is used in conjunction with a diode block and relay (K1) also to control the speed away from the operator when the safety reversing switch is activated.

1A Plugging Holdoff: This built-in feature is designed to prevent 1A closure anytime during plugging.

Fault Detector Circuit: The fault detector circuit is designed to cause the direction contactors to de-energize if the main current carrying SCR has not been turned off within a pre-set period of time. As the controller never goes to a full-on condition except when using bypass, the fault detector circuit is always in operation. The fault detector circuit will also detect any condition which creates a short circuit across the main SCR including a welded bypass contactor, and in these conditions the forward or reverse contactor is prevented from closing.

Contactor Coil Suppression: Coil suppression circuits for the forward, reverse, and bypass contactors are included in the logic circuit. ADDITIONAL SUPPRESSION SHOULD NOT BE FITTED TO THE CONTACTORS. Additional optional contactors such as pump are suppressed externally to the logic unit.

AUXILIARY CARDS Limit Switch Cards (HIGH SPEED CARD) PC, TR, TWR Models - (ILLUSTRATION 14) The limit switch card is used to place a variable amount of resistance in the oscillator circuit to limit the maximum speed the unit will travel in the SCR range when operated as a walkie, but can be bypassed by the high speed switch.

ILLUSTRATION 15 Safety Switch Card (SSC) PE models only - (Illustration 28) The Safety Switch Card is used in conjunction with the safety reversing switch and associated relay (K1) to shorten the plugging distance when the safety reversing switch is actuated.

Under normal operating conditions, the normally closed K1 relay contact allows the plugging signal of D2 to be applied directly to the control module through PC1-11.

When the Safety reversing switch is actuated, the K1 relay contact opens, setting up the voltage divider circuit of the 3.3K and 6.8K resistors. This action provides a signal at PC1-11 which is more positive

Crown 1984 PF-5678-6 Rev. 3/84

Printed in U.S.A.

01 REV. 3/84

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MAINTENANCE B. Tune-up

SSC-1

SAFETY SWITCH CARD 6.8K

D2 PLUGGING K1 DIODE

3832

SSC-2

3.3K

The following functions are all preset before units leave the factory. It may be necessary in some instances to adjust the settings in order to meet a particular truck requirement.

When readjustment is required the following procedure must be adhered to whenever a logic card is replaced. Refer to Illustration 16 for location of adjustments.

SSC-3

D1

INITIAL POTENTIOMETER SETTINGS

PC1-11

C/L C/A 1A PLUG

ILLUSTRATION 28

than that at the plugging diode, causing the plugging distance to decrease.

Full Full Full Full

CCW CW CCW CW

After the safety reversing switch is released the diode across the 6.8K resistor allows the system to return to normal operation. Without the diode, or with a bad diode, a low frequency pulsing will be evident, however, the truck will not move until the system is reset by turning the keyswitch “OFF”.

MAINTENANCE INSTRUCTIONS A. General The SCR control, like all electrical apparatus, does have some thermal losses. The semiconductor junctions have finite temperature limits above which these devices may be damaged. For these reasons, normal maintenance should guard against any action which will expose the components to excessive heat, such as steam cleaning; or which will reduce the heat dissipating ability of the control, such as restricting air flow.

The following DO’S and DON’TS should be observed: (1) Any controls that will be used in ambient of 100° F (40° C) or over should be brought to the attention of Crown.

(2) All external components having inductive coils must be filtered. Refer to Crown for specifications.

(3) The control should not be steam cleaned. In dusty areas, use low pressure air to blow off the control. In oily or greasy areas, a mild solution of detergent or denatured alcohol can be used to wash off the control and then blow completely dry with low pressure air. The control can also be cleaned with Freon TF degreaser.

(4) Terminal boards and other exposed SCR control parts should be kept free of dirt and paint which might change the effective resistance between points.

(5) The truck should not be plugged when the truck is jacked up and the drive wheels are in a free wheeling position. This can create excessive voltages that can be harmful to the control.

3833S

ILLUSTRATION 16

Current Limit (C/L) Current limit is set at a current high enough to ensure sufficient torque for the truck to operate under maximum safe load conditions yet low enough to prevent motor “burn-out”. To re-adjust the current limit set C/L fully counter-clockwise (a slight, clicking sound will notify this point) which will give maximum current limit - minimum motor current. Connect shunt in series with battery and connect meter. Set brake, place insulating material in 1A contactor tips and turn twist grip control to maximum speed. On PE, PC, PC”T”, and TWR model trucks, depress the high speed switch also. Observing the ammeter, turn C/L

Crown 1984 PF-5678-7 Rev. 2/94

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MAINTENANCE NOTE

clockwise until 225 amps is obtained. Do not stall motor more than 30 seconds at a time and allow to cool between tests.

The following procedures refer to adjustments located on the limit switch card which is mounted on the electrical sub-panel. Refer to illustration 17 for placement of potentiometers on this card.

CAUTION

Under no circumstances should the panel current limit rating be exceeded or permanent damage to the unit will result. In order for the test to be valid, ensure that drive wheels remain locked and do not turn during this test.

NOTE All adjustments on the Control Card (C/A, plug, C/L and 1A time) are multi-turn potentiometers.

One turn may not be very noticable in the operation of the function.

Controlled Acceleration (C/A) This adjustment is a delay to maximum speed when full accelerator demand is suddenly applied. With the high speed switch depressed on PE, PC, TR, TWR and forks lowered on other trucks, move twist grip control rapidly to maximum speed. Adjust so a smooth, jerk-free increase in speed is demonstrated (approx. 1-1 1/2 seconds).

Turn C/A clockwise to increase rate of acceleration.

(Adjustable between .5 to 3.5 seconds) 1A Time 1A time is factory set for approximately 1 second and should never have to be adjusted. However, if it becomes necessary to change, observe the following procedure.

This adjustment controls the time between full speed and bypass operation. The delay time starts after the acceleration delay time has run up and is adjusted by turning the 1A potentiometer control clockwise to lengthen the delay.

Adjust for a smooth, jerk-free transition (approx. 1 second) from maximum speed to bypass speed. (Adjustable between .5 to 10 seconds.)

Plugging Plugging is the term used to describe a method of bringing the vehicle to a complete standstill and reverse the direction, in a controlled safe manner. Various factors affect the type of plugging response required, e.g. size of truck, environment, type of load to be carried, etc., and is best set under actual driving conditions. With high speed switch depressed on PE, PC, TR, TWR trucks and forks lowered on other trucks, run truck with bypass contactor pulled in for maximum speed. Move control handle rapidly to the maximum reverse direction. Adjust plugging so that truck stops in 11 to 13 feet. When turning the Plug Potentiometer CCW, plugging distance will decrease.

ILLUSTRATION 17 Walkie Speed (Limited Speed) (Turn adjustment clockwise to increase speed) PE, PC, TWR, TR trucks. Turn high speed switch off if used.

Move twist-grip control to maximum speed. Adjust so that empty truck travels 40 ft. in 7.40 to 9.10 seconds. (3.7 to 3.0 mph respectively) NOTE The Limit Switch Card adjustments, CS & LS, are single turn potentiometers. Attempting to turn more may damage the potentiometers.

Creep Speed (Turn adjustment clockwise to increase speed) PE, PC, TWR, TR trucks. Run truck with high speed switch off and with twist-grip control moved just enough so that truck moves. With twist-grip control in same position release high speed switch and adjust for same speed.

Crown 1984 PF-5678-8 Rev. 3/84

NOTE Truck must have acceleration distance of at least 40 feet before entering speed check.

NOTE After all adjustments have been set, seal cover with silicone rubber compound.

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MAINTENANCE TYPICAL PHYSICAL ARRANGEMENT AND IDENTIFICATION OF COMPONENTS (Refer to wiring diagram furnished with truck for precise arrangement of components.)

(1) Coil (L1)

(7) Resistor

(2) Resonant Charging SCR (SCR-3)

(8) Main SCR (SCR-1)

(3) Commutating Capacitor (C1)

(9) Thermal Protector

(4) Logic (Control Card)

(10) Turn-off SCR (SCR-2)

(5) JC1

(11) Flyback Diode (D1)

(6) PC1

(12) Plugging Diode (D2)

ILLUSTRATION 18

Crown 1984 PF-5678-9 Rev. 3/84

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MAINTENANCE POWER COMPONENT TEST AND REPLACEMENT If a power component is in need of removal for checking or replacement, the first two steps that should be taken are to disconnect the battery and discharge the commutating capacitor. (Located behind the upper left side of the logic card).

A simple method of discharging the commutating capacitor is to bridge its two mounting plates with a resistor.

Before servicing power components, a note of forewarning is in order: with the exception of power contactor lug nuts, panel hardware is metric. Servicing this unit requires 8mm, 10mm, 11mm and 13mm tools.

The following panel power connections have 13mm retaining nuts: A2, A1 and SCR Clamp.

ILLUSTRATION 20

The Main Power Heatsink has 10mm retaining nuts.

When testing the diode in the reverse direction, a reading in excess of 50k would be desirable.

The retaining nut for SCR3 is 11mm.

The control panel is laid out for easy access to all power components. If power components are to be replaced, ensure the specified torque-down requirements are met - and silicone grease applied, as directed - to prolong component life.

Replacement of Diodes 1. Disconnect diode clamp “A”.

Testing Diodes The plug and flyback diodes are identical. Their studs serve as anode (positive) connections and post as cathode (negative).

To check out a diode, the clamp should be disconnected from its post.

Diode testing with VOM is conventional, as shown in illustrations 19 and 20.

ILLUSTRATION 21 2. Using a suitable box wrench, loosen and remove defective device. Clean around face of heatsink and threaded portion of hole.

ILLUSTRATION 19 When testing the diode in the forward direction with a Simpson 260* (on RX1) a typical (good) reading would be less than 20 ohms.

3. Select a new device, lightly smear silicone grease around thread and contact face and by hand, screw into heatsink taking care not to cross or damage the thread. Tighten down with a torque wrench set at 20 to 23.5 lbs./ft. (27 to 32 N.m) pressure.

4. Reconnect clamp “A”. Unit is now ready for re-use.

Crown 1984 PF-5678-10 Rev. 3/84

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MAINTENANCE SCR (Stud Type) Testing

NOTE

Both the SCR3 and SCR2 are stud type SCR’s, with the studs being the anode connections. Each can be tested while mounted on the control using a standard continuity (test) light.

1. Disconnect battery, and discharge capacitor.

2. Connect alligator clip from test lead to cathode (pigtail) of SCR. Easiest way is to clip onto capacitor’s bracket (to which the pigtail connects).

It is not necessary to remove light leads “D” when carrying out this operation.

3. Disconnect SCR2 gate lead at line connection “E”.

4. Using a suitable box wrench, unscrew and remove faulty SCR “A”. Make sure the vacant hole and area around are wiped clean at this stage.

3. Disconnect SCR’s gate lead from panel harness connection.

5. Select a new device* and lightly smear the threaded portion and contact face with silicone grease and replace into the heatsink by hand. Take care not to damage the threads. Tighten the SCR to a torque setting of 2.5 lb./ft. (3.4 N.m).

4. Connect a jumper wire from the probe end of the test light to the heatsink in which SCR2 is mounted.

6. Replace gate lead point “E” and cathode lead “B” to point “C”.

5. The test light should not be lit at this time.

7. Replace logic.

If the test light is lit, either SCR2 Drive or SCR3 Drive may be shorted. To isolate which is bad, disconnect the SCR3 Drive pigtail from its termination (it’s the easier of the two to get to) and recheck. Replace the component.

6. Assuming the test light did not light, momentarily touch the gate connection with the probe. The light should light and stay lit.

Unit is now ready for reuse. (*Check that it works properly before installing.)

Replacement of SCR3 1. Disconnect gate lead “D” at the “in-line” connector where it joins the yellow light lead in the panel harness.

Disconnect the jumper to the heatsink. The light should go out, and not relight with the jumper reconnected.

If the light never lit, check to be sure your test light works (a bright light when probe and test lead are connected). If the test light is good, change the SCR. Replacement of SCR2 1. Lift logic free of its grip mounting.

2. Unscrew locking nut on connection “C” and remove SCR cathode lead “B”.

ILLUSTRATION 23 2. Disconnect the cathode lead “E” at point “C”.

3. Unscrew locking nut “B”. Remove SCR “A” and clean up both faces of bracket “G” before refitting new device.

4. Lightly smear the contact face of new SCR “A” and replace.* Tighten locknut “B” to a torque setting of 2.5 to 3.5 lb./ft. (3.4 to 3.5 N.m) pressure.

5. Replace gate lead “D” and cathode lead “E” also replacing lead “F” on termination “C”.

Unit is now ready for reuse.

ILLUSTRATION 22

(*Check that the device works properly before installing.)

Crown 1984 PF-5678-11 Rev. 3/84

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MAINTENANCE SCR (Disc Type) Testing

2. Loosen nuts “C” evenly until clamp “A” is loose.

SCR1 Drive is a disc type device, and requires its two surfaces to be compressed in order to make (close) internal connections.

3. Apply slight upward pressure to shunt “B” and slide SCR “D” out.

To test the device, using a continuity (test) light: 1. Disconnect the battery and discharge the commutating capacitor. Disconnect the SCR1 gate lead from panel harness connection.

2. Connect the alligator clip on the test lead to Neg (-).

3. Connect a jumper from the probe to the heatsink on which SCR1 mounts.

4. The test light should not be lit. If it is, the SCR is shorted and should be replaced. (To be on the safe side, with the SCR out), recheck continuity from the heatsink to Neg (-). This will preclude the possibility of the circuit around the SCR having been shorted and making the SCR appear shorted.

5. Assuming the light did not light, momentarily touch the probe of the test light to SCR1 gate connection. The light should light, and stay on.

Remove the jumper to the heatsink, then reconnect it.

The light should go out and stay out.

As with SCR2 Drive and SCR3 Drive, the SCR1 Drive can become “LEAKY” and breakdown under load, but appear normal with a test light. Let the failure symptom help you decide whether or not to confirm/deny leakiness via substitution of a new part.

Replacement of SCR1 1. Remove gate lead.

4. Discard device 5. Select new device*, lightly smear anode and cathode with silicone grease and position SCR “D” between shunt “B” and heatsink “E” making positive to locate pin on shunt in the detent of SCR. 6. Position clamp “A” on threaded studs lining up pin on spacer with hole in clamp.

7. Assemble nuts “C” to threaded studs “F” and load clamp “A” evenly so nuts “C” are parallel.

8. Alternately tighten nuts “C” until clamp “A” is flat. This ensures that the correct mounting pressure is obtained.

9. Replace gate lead. *Test for proper operation before installation. To test, lightly compress SCR in a vise (otherwise you will read open circuit). Follow the test procedure for disc type SCR. Capacitor Testing The commutating capacitor can be tested, while still mounted on the control panel, with any VOM. To test: 1. Disconnect battery, and discharge the commutating capacitor.

2. Set your meter to at least RX 10k on a Simpson 260 meter.

3. Put meter leads on either side of the capacitor.

If it reads short circuit, remove the capacitor and test again. (To be sure the short was not in the circuit around the capacitor). If still shorted, replace it.

4. With the leads on either side of the capacitor, you should see a rapid increase in the “RESISTANCE” reading on the meter (as the capacitor charges).

The reading should exceed 50k. If it does not, remove the capacitor and recheck. If still low, replace it. If okay, check for a “LEAKY” SCR2 Drive (which prevented you for exceeding 50k).

ILLUSTRATION 24

5. Assuming the meter reading increased to greater than 50k, as expected, immediately reverse the leads on the capacitor.

You should see a rapid decrease in the “RESISTANCE” reading (as the capacitor discharges through the meter), followed by a rapid increase in the reading (as the capacitor recharges in the opposite polarity).

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MAINTENANCE Replacement of Capacitor 1. Remove logic “A” from its grip mounting.

2. Remove nut “B” and loosen bolt “C”.

3. Lift logic mounting rack “D” and swing to the side.

ILLUSTRATION 25 4. Loosen nut “E”. Replace nut “B” and lock nuts “B” and “E” together.

ILLUSTRATION 26

5. Remove threaded stud.

6. Apply a slight upward pressure to shunt “F” and lift and remove capacitor “G”.

2. Remove connections at point “D” and retain bolt for reuse. Remove other coil lead from heatsink connection.

7. Before refitting new capacitor*, make sure that all surfaces are clean and free from dirt and grease. Install new capacitor and install the threaded stud. Make sure the threaded stud does not protrude under the mounting plate.

3. Loosen and remove coil fixing screw “C” and slide coil out from panel.

8. Replace parts “E”, “D” and “B”. Tighten nut “E”, using a torque wrench, to a setting of 10 lb./ft. (14 N.m) pressure. Tighten bolt “C” to a setting of 6 lb./ft. (8 N.m) pressure.

5. Replace connections at point “D” and on heatsink connection.

4. Insert new coil and replace fixing bolt “C”. Tighten with a torque wrench set at 6 lb./ft. (8 N.m).

6. Replace logic.

Unit is now ready for reuse.

9. Replace logic. (* Test to be sure it operates properly.)

Coil Testing Coil resistance is so low that an accurate resistive measurement (for a short circuit) cannot be made. However, a check can be made for an open circuit with VOM or continuity light.

Simply measure resistance (continuity) across the two coil leads. If open, replace coil.

Replacement of Coil 1. Lift logic “A” away from its grip mounting.

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MAINTENANCE Thermal Switch Testing

AUXILIARY CARD TESTING

The thermal switch, which mounts between SCR2 Drive and SCR1 Drive on the main power heatsink, is a normally closed switch. When the heatsink temperature reaches 185 degree F. (85 degree C), the switch will open and effect a cut back in current limit.

High Speed Card (HSC)

To test, use either a VOM or continuity light to test for an open or short.

To test HSC, disconnect wires from the terminals to prevent parallel resistances from affecting the readings. The resistance checks between terminals 51-52 and 53-54 are for the CS and LS potentiometers. The readings, when turning the potentiometers through their range, should fall approximately within the limits in Chart 1.

Replacement of Thermal Switch 1. Remove light leads “B” and “C” from thermal switch.

2. Unscrew two fixing screws “A”, lift faulty switch away from heatsink and discard. At this stage clean the area of contact on the heatsink.

3. Select new thermal switch,* lightly smear base with silicone grease and fit to heatsink using two screws “A”.

4. Refit leads “B” and “C”.

Unit is now ready for reuse. (* Ensure switch is normally closed before installation.)

CHART 1 Safety Switch Card (SSC) To test SSC, disconnect wires from the terminals to prevent parallel resistances from affecting the readings.

When testing between terminals 1 and 2, a diode connected in parallel with the resistance affects the reading.

Chart 2 gives the directions necessary to obtain the approximate reading of the chart. Use a Simpson 260 or equivalent meter for the test between terminals 1 and 2.

If the reading is the same in both directions, the diode is bad and the SSC must be replaced. + meter lead on 1

– meter lead on 1

CHART 2

ILLUSTRATION 27

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MAINTENANCE SCR MODULE PICTORIAL WIRING DIAGRAM

NOTE: THESE WIRES MUST BE IN CONTACT WITH THE SHUNT ON ITS TERMINATION.

TROUBLESHOOTING This section provides troubleshooting aids to facilitate analysis of truck failures.

Power components are easily accessed and can be checked with a volt-ohmeter (i.e. Simpson 260, or equivalent).

If power components are believed to be faulty, or in need of replacement, refer to Power Component Test and Replacement.

By using the appropriate troubleshooting aids (based on failure symptom), truck wiring diagram, and information provided in this manual; most problems should be easily detected and corrected.

WARNING

Drive wheels must be clear of the floor and free to rotate during all of the following checks unless otherwise specified. Care must be taken whenever doing “live” checks. At all other times disconnect the battery and discharge the commutation capacitor.

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MAINTENANCE Voltage Readings

WARNING

The readings in Chart 3 are in reference to battery negative. When checking the points on the connectors of the SCR Control Module, make sure the meter probe is making good contact to the pin in the connector to ensure an accurate reading.

Drive wheels must be clear of the floor and free to rotate during all of the following checks. Care must be taken when doing these “live” checks to prevent possible personal injury.

CHART 3

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MAINTENANCE TROUBLESHOOTING FLOWCHART BY SYMPTOM

(1) DIRECTION CONTACTORS DO NOT OPERATE

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MAINTENANCE

(2) DIRECTION CONTACTORS CLOSE — NO DRIVE

(3) DIRECTION CONTACTOR CLOSES - TRUCK MOVES A SHORT DISTANCE RAPIDLY FAULT DETECTOR CIRCUIT OPENS DIRECTION CONTACTOR

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MAINTENANCE

(4) DIRECTION CONTACTOR CLOSES - FAULT DETECTOR CIRCUIT OPENS DIRECTION CONTACTOR NO SUDDEN MOVEMENT - NO ARCING AT CONTACTOR

(5) TRUCK MOVES SLOWLY - WILL NOT ACCELERATE

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MAINTENANCE

(6) TRUCK ACCELERATES - NO CONTROL WITH THE ACCELERATOR

(7) TRUCK ACCELERATES NORMALLY - BYPASS DOES NOT OPERATE

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MAINTENANCE

(8) TRUCK STOPS VERY RAPIDLY WHEN ATTEMPTING PLUG BRAKING

(9)

DIRECTION CONTACTORS CLOSE — NO DRIVE AFTER SAFETY SWITCH RELEASED (PE MODEL TRUCKS ONLY)

NOTE

When this type of fault occurs it is possible that the main devices can be damaged. Before connecting unit after locating fault, check the main power components using the method described in the Power Component Test and Replacement section.

(10) FUSE BLOWN The following procedure should be adopted when checking out both blown power fuses or control fuses.

Disconnect battery and discharge main commutation capacitor.

Using a suitable meter reading resistance, check for short circuits between fuse connection and negative.

By isolating the various parts of the circuit connected to the blown fuse, trace the short circuit and rectify.

Certain faults e.g. short circuit field or armature, may also have damaged power components. Always check SCR’s, diodes and capacitors before connecting unit and switching on.

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MAINTENANCE SEVCON MC400 “G” SCR MOTOR CONTROL

0945P

The SCR Control is a solid state electronic speed control which enables the energy from a fixed voltage DC source to be fed to an electric motor smoothly and without the power losses associated with other means of speed control.

The operation of the system consists of switching the full battery voltage to the traction motor for very short periods of time. The motor does not respond to the individual voltage pulses but rotates at a speed corresponding to the average voltage which is determined by the number of pulses per second. The vehicle accelerator sets the pulse frequency and hence the average motor voltage any where from zero up to battery voltage, smoothly and with minimal energy losses. The pulses are made possible by a device known as a thyristor or SCR. This is, in fact, nothing more than a solid state switch that is capable of handling high currents.

Let us briefly consider how an SCR works. Illustration 4.2-1 shows the SCR. Note that it is a three terminal device. The two main terminals which are called the ANODE and the CATHODE, carry the working current. The third electrode, known as the GATE, is the switching electrode.

0946S

ILLUSTRATION 4.2-1

3606-35911 Printed in U.S.A.*

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MAINTENANCE 0947S

ELEMENTARY WIRING SCHEMATIC (Reference only. See diagrams for your truck.)

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MAINTENANCE Normally the SCR is non-conducting. However, if we apply positive voltage to the anode with respect tothecathode, and then apply agate signal (also known as a TRIGGER signal) to the gate electrode, the SCR will switch to a conducting state, we have thus closed the switch.

One of the peculiarities of an SCR is that it will continue to carry current, once it is in the ON state even if the GATE signal has been removed. In order to return the SCR to its non-conducting state, it is necessary to interrupt the current flow or to reverse the polarity of the source of supply. One means of switching the SCR off without excessive power losses or risks of battery short circuits is through the use of a resonant charging circuit.

Briefly, a capacitor is charged and the polarity of the charge is reversed and held for the duration of a PULSE. Then by means of an auxiliary SCR, the energy stored in the capacitor is discharged in the form of a reverse current through the SCR. This current nullifies the battery current in the SCR and allows the SCR to return to a nonconducting state. We now have a method of applying a series of rapid PULSES to the motor via the solid state switch - SCR. (Each time the SCR switch closes, battery voltage is applied to the motor. This is called a PULSE.) The SCR acts as a very high speed switch which connects and disconnects the motor directly to the battery for shorttime periods. During the short time the motor is connected to the battery and because of the small amount of initial current the motor has very little rotation movement.

Illustration 4.2-2 shows a very simplified representation of the basic circuit. However, the SCR speed control works by feeding the motors rapid series of PULSES, and the number of PULSES, per second determines the average voltage at the motor terminals. This is demonstrated in Illustration 4.2-3.

094ss

ILLUSTRATION 4.2-2

0949S

ILLUSTRATION 4.2-3

Let us now take a closer look at the simplified diagram of the SCR circuit. In Illustration 4.2-4 you will see a device called the flyback diode” in the circuit around the motor. Now, we shall explain the reason behind this arrangement. A mechanical flywheel is a very “contrary” device. It will resist any attempts to increase its speed of rotation, and after the force causing the rotation has been removed, the flywheel will continue to rotate, resisting efforts to stop it. There is an electrical analogy of the flywheel called an INDUCTOR. The inductor also resists, in this case it resists voltage thus causing the current flowing in the inductor to increase.

However, being as “contrary” as the flywheel, the inductor will maintain the current flow after the external source of voltage has been removed. The energy to do this has been stored up by the inductor when the current was flowing through its windings. This energy is stored in the form of a magnetic field. The inductor in this case is the traction motor windings.

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MAINTENANCE When the SCR switch is dosed (as shown in Illustration 4.2-4) current builds up since we now have a source of voltage to “get things going”. However, when the switch opens and there is no longer a source of external voltage, the inductor tries to keep the current flowing. We have provided a “fIyback diode” which allows the current to flow even when there is an open SCR switch. The two Illustrations (4.2-4 & 4.2-5) therefore show the current paths with the switch closed and immediately after its opening. Thus we see that the direction of the current through the motor does not change, and, what is more important, when the switch opens, although the battery current stops, the motor current continues to flow via the flyback diode.

THE MOTOR CURRENT IS MADE UP OF COMBINATION OF BATTERY CURRENT AND FLYBACK CURRENT.

0952S

0953S

SCR ON current flows through complete circuit.

ILLUSTRATION 4.2-4

ILLUSTRATION 4.2-6

ILLUSTRATION 4.2-7

TO SUMMARIZE: WE HAVE ESTABLISHED THAT THE VERY FAST ACTION NECESSARY FOR THE OPERATION OF THE CONTROL IS ACHIEVED BY SWITCHING THE MAIN SCR “ON” AND “OFF” AT A VERY FAST RATE. THE “ON” STATE IS EASILY ACHIEVED BY APPLYING A TRIGGER SIGNAL TO THE GATE AND THE “OFF” STATE IS ACHIEVED BY INTERRUPTING THE CURRENT FLOWING THROUGH THE SCR OR BY REDUCING THE TERMINAL VOLTAGE TO ZERO BY MEANS OF A RESONANT CIRCUIT. THEREFORE, UNDER ALL CONDITIONS, THE AVERAGE MOTOR CURRENT IS GREATER THAN THE AVERAGE BATTERY CURRENT (SEE ILLUSTRATIONS 4.2-6 & 4.2-7). AT LOW SPEEDS, THE MOTOR CURRENT MAY BE SEVERAL TIMES GREATER THAN THE BAITERY CURRENT.

0951S

SCR OFF current flows through flyback diode.

ILLUSTRATION 4.2-5

As we recall, the speed is a function of the pulse frequency.

Thus, at low speeds, when the frequency of pulses is low, the SCR is closed relatively infrequently. Therefore, most of the motor current comes from the flyback current. However, when the speed is high, i.e. when the switch is closed much more frequently, the battery current forms the predominant portion of the motor current. This situation is depicted graphically in Illustrations 4.2-6 & 4.2-7.

AT HIGH SPEEDS, I. E., WHEN THE SCR SWITCH IS OPEN FOR SHORT PERIODS ONLY, THE MOTOR CURRENT IS MADE UP ALMOST ENTIRELY OF BATTERY CURRENT.

Printed in US.A.*

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MAINTENANCE We mentioned before that the system uses a resonant charging circuit to switch off the SCR by reducing the terminal voltage to zero. Now, we are ready to understand exactlv how this circuit works. The following description is illustrated by Illustration 4.2-8 to 4.2-13.

FIRST PULSE (ILLUSTRATIONS 4.2-8 & 4.2-9)

0954S

ILLUSTRATION 4.2-8

When the capacitor is fully charged, the current flowing through the “off" SCR (SCR2) falls to zero and the SCR turns off. These actions serve to prime the circuit, and now the logic module directs a trigger pulse to the “gate” electrode of the main SCR. SCR1 is fired, becomes conducting and current starts to flow in the motor. This current rises slowly, limited by the motor and lead inductance.

0955S

ILLUSTRATION 4.2-9

When the driver places the FORWARD/REVERSE SWITCH in the FORWARD direction and provides a speed signal, usually via an accelerator, the forward direction CONTACTOR is energized. This connects the motor to the battery. At this time SCR1 is not conducting. Immediately after the CONTACTOR closes, the ELECTRONIC CONTROL MODULE, which is usually referred to as the LOGIC UNIT, directs a TRIGGER pulse to SCR2. Current then flows from the battery through the motor and charges the capacitor.

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MAINTENANCE CAPACITOR CHARGE REVERSAL (ILLUSTRATION 4.2-10) After the desired “ON” time the Logic Unit instructs SCR3 (by means of a pulsed voltage to the gate) to turn on. As the SCR is fired into conduction current begins to flow in the circuit and the capacitor Cl discharges into the inductor L1. As the voltage on C1 decreases, the current in L1 increases. When C1 becomes completely discharged, there is no longer any voltage to increase the current in L1 and the energy which was stored in the capacitor is now transformed into magnetic energy in L1. With no sustaining voltage, the magnetic field of the inductor begins to collapse. As it does so it generates a voltage which charges Cl once again, but this time in the opposite polarity. As the current in L1 falls to zero, all of its stored energy is returned to Cl so that it is now fully charged once again, this time with its polarity reversed. This process is depicted graphically in Illustration 4.2-11. Without the SCR in the circuit this process would continue and the energy stored in Cl would once again be transferred into L1 and so on, until all the energy was wasted as heat in the various parts of the circuit. However, by virtue of the SCR’s electronic properties of not conducting in a reverse mode, the reverse charge on Cl is trapped by SCR3 turning off.

0957S

The reversed charge on Cl causes the self-firing circuit for the “OFF” SCR, SCR2 to fire after a short delay. When this happens it effectively reverses the polarity of SCR1, current ceases to flow and SCR1 turns off.

0958S

0956S

ILLUSTRATION 4.2-11

ILLUSTRATION 4.2-12

ILLUSTRATION 4.2-10

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MAINTENANCE TO REPEAT THE CYCLE (ILLUSTRATION 4.2-13)

FEATURE DESCRIPTION

Because there is inductance in the circuit the motor current tries to keep flowing and circulates in the flyback diode loop.

The battery leads also possess inductance which, combined with the motor inductance, cause a voltage which is higher than battery voltage to appear at the anode of SCR1.

Because SCR2 is still in conducting mode this voltage is transferred to Cl and as soon as the capacitor is fully charged to this “peak” voltage, current ceases to flow and SCR2 turns off.

Current Limit: (C/L)

With C1 now charged, SCR1 is again triggered into conduction and the cycle repeats itself.

A current limit circuit is included and the setting is pre-set by means of a potentiometer. The current limit should never be increased above the rating specified for the Controller or motor.

Plugging: (PLUG) Plugging is pre-set at our factory. However, this feature is adjustable. The Controller is designed to operate in the plugging mode, i.e., one can change direction with the accelerator and the plugging effort is dependant upon the accelerator control (twist grip) position.

Direction Contactor Arc Suppression: The equipment is designed to ensure that under normal operating conditions, the making and breaking of the direction contractors occurs under almost zero current conditions thereby eliminating arcing. Under fault conditions, and in some cases when reversing with the bypass contactor operated, arcing can occur.

Ramp Start: Ramp start allows full SCR power to restarl a vehicle from an incline without roll back when proper direction is selected.

Full Power Transition:

0959S

ILLUSTRATION 4.2-13

This built-in feature provides smooth transition from SCR to 1A bypass. This is accomplished by the SCR continuing to pulse until the 1A contactor power tips close.

Controlled Acceleration (C/A) The accelerator shaping circuit takes the voltage feed from the accelerator potentiometer and shapes it to feed the desired voltage to the ON and OFF oscillators to give the correct pulse width and frequency. A delay circuit is incorporated in this circuit block so that smooth acceleration is obtained even if the accelerator control is suddenly fully actuated. The range of accelerator delay is adjustable over the range of 0.5 to 3.5 seconds.

Printed in U.S.A.*

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MAINTENANCE Static Return to Off:

MAINTENANCE INSTRUCTIONS

The clamp and sequence circuit takes inputs from the key, direction, foot, handbrake and seat switches (where fitted) and ensures that the contactors will not energize if the incorrect sequence is selected. It incorporates a static return to off time delay. This circuit also feeds inhibit signals to the oscillators to stop them from oscillating and allow them to start up in the correct sequence.

General

Over-temperature Protection: The controllers include a thermal switch which measures the temperature of the main heat sink. At 85 degrees C the switch comes into the circuit to reduce current limit to a value = 2/3 of current limit.

Bypass Operation (1A Control): Bypass operation is included by connecting a bypass contactor into the circuit. Bypass operation under current limit conditions is normally inhibited unless the motor voltage is approximately 300/. of battery voitage. Adjustments are provided for bypass over-current drop out and bypass pull in delay (variable over the range 0-10 seconds).

1A Plugglng Holdoff: This built-in feature is designed to prevent 1A closure anytime during plugging.

Fault Detector Circuit: The fauit detector circuit is designed to cause the direction contactors to de-energize if the main current carrying SCR has not been turned off within a pre-set period of time. As the controller never goes to a fuii-on condition except when using bypass, the fauit detector circuit is always in operation.

The fauit detector circuit will aiso detect any condition which creates a short circuit across the main SCR inciuding a weided bypass contactor, and in these conditions the forward or reverse contactor is prevented from closing.

The SCR control, like all electrical apparatus, does have some thermal losses. The semiconductor junctions have finite temperature limits above which these devices may be damaged. For these reasons, normal maintenance should guard against any action which will expose the components to excessive heat, such as steam cleaning; or which will reduce the heat dissipating ability of the control, such as restricting air flow.

The following DOS and DON’TS should be observed: (1) Any controls that will be used in ambients of 100° F (40° C) or over should be brought to the attention of Crown.

(2) All external components having inductive colls must be fiitered. Refer to Crown for specifications.

(3) The control should not be steam cleaned. in dusty areas, use low pressure air to blow off the control. in oily or greasy areas, a mild solution of detergent or denatured alcohol can be used to wash off the control and then blow completely dry with low pressure air. The control can also be cleaned with Freon TF degreaser.

(4) Terminal boards and other exposed SCR control parts should be kept free of dirt and paint which might change the effective resistance between points.

(5) The truck should not be plugged when the truck is jacked up and the drive wheels are in a free wheeling position. This can create excessive voltages that can be harmful to the control.

Tune Up Cards are factory adjusted and should not require further adjustments. The card is supplied with single turn potentiometer adjustments and are marked with “diai” settings.

Contactor Coil Suppression: Coil suppression circuits for the forward, reverse, and bypass contractors are inciuded in the logic circuit. ADDITIONAL SUPPRESSION SHOULD NOT BE FlTTED TO THE CONTACTORS. Additional optionai contractors such as pump are suppressed externally to the logic unit.

On mistuned cards, turn pots P4 and P3 fully clockwise and pots P0, P1, P2, P5 and P6 fully counterclockwise. Then set each pot to the setting for the particular truck as listed in chart.

Reverse Battery Protection: Reverse connection of the battery will not damage the controller and the directional contactors will not energize.

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MAINTENANCE

ILLUSTRATION 4.2-14 P0 CREEP 6

P1 C/A 6

P2 PLUG 5

P3 C/L 6 CHART 1

If unsatisfactory truck performance is obtained with settings in the chart the following procedures must be adhered to for the function listed when readjusting.

P4 1A TIME 1

P5 1ADO 8

P6 LIMITED 4

TWR, TR, PR series trucks. Depress high speed switch on TWR. Move twist grip control rapidly to maximum speed.

Adjust so a smooth, jerk-free increase in speed is demonstrated (approx. 1 to 1.5 seconds).

Creep Speed PO The creep speed adjustment sets the minimum traction speed of the truck and is adjustable between 0 - 20% of maximum speed.

Turn C/A counter-clockwise to increase rate of acceleration.

(Adjustable between 0.5 to 3.5 seconds.)

Plugging P2 PE, PC, TWR, TR series trucks. Run truck with high speed switch depressed and with twist-grip control moved just enough so that truck moves. With twist-grip control in same position release high speed switch and adjust for same speed. Turn adjustment clockwise to increase speed.

PR series truck. Turn twist grip to just energize directional contactor. Adjust creep speed so truck moves 2 inches per second. Turn adjustment clockwise to increase speed.

Controlled Acceleration (C/A) P1 This adjustment is a delay to maximum speed when full accelerator demand is suddenly applied.

Plugging is the term used to describe a method of bringing the vehicle to a complete standstill and reverse the direction, in a controlled safe manner. Various factors affect the type of plugging response required, e.g. size of truck, environment, type of load to be carried, etc., and is best set under actual driving conditions. With high speed switch depressed on PE, PC, TR, TWR trucks and forks lowered on other trucks, run truck with bypass contactor pulled in for maximum speed. Move control handle rapidly to the maximum reverse direction. Adjust plugging so that truck stops in 10 to 13 feet (3 to 4 meters). When turning the Plug Potentiometer P2 clockwise, plugging distance will decrease.

PE, PC series trucks. Depress high speed switch and move twist grip control rapidly to maximum speed. Adjust so a smooth, jerk-free increase in speed is demonstrated (approx. .5-1 second).

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MAINTENANCE Current Limit (C/L) P3

1A Drop Out P5

Current limit is set at a current high enough to ensure sufficient torque for the truck to operate under maximum safe load conditions yet low enough to prevent motor “burnout”.

To re-adjust the current limit set C/L fully clockwise which will give maximum current limit - minimum motor current. Connect shunt in series with battery and connect meter. Place truck against obstacle, jumper brake switch terminals and place insulating material between 1A contactor tips. Leave brake applied and turn twist grip to maximum speed. On PE, PC, PC”T”, and TWR model trucks, depress the high speed switch also. Observing the ammeter, turn C/L clockwise until 225 amps is obtained. Do not stall motor more than 5 seconds at a time and allow to cool between tests.

1A drop out is a protective feature which opens the 1A contactor when an overcurrent condition exists. This reduces motor current and protects the traction motor. Normal setting listed in chart is adequate. Should reason occur to question 1A drop out operation, contact factory for assistance.

CAUTION

Under no circumstances should the panel current limit rating be exceeded or permanent damage to the unit will result. In order for the test to be valid, ensure that drive wheels remain locked and do not turn during this test.

When set, remove jumper on brake switch and remove insulating material from 1 A contactor.

1A Time P4 1A time is factory set and should never have to be adjusted.

However, if it becomes necessary to change, observe the following procedure. This adjustment controls the time between full speed and bypass operation. The delay time starts after the acceleration delay time has run up and is adjusted by turning potentiometer P4 counter-clockwise to lengthen the delay. Adjust for a smooth, jerk-free transition (approx.

2-2 1/2 seconds) from maximum speed to bypass speed.

(Adjustable between 0.5 to 10 seconds.)

Limited (Walkie) Speed P6 Limited speed is used to limit the maximum speed the unit will travel in the SCR range when used as a walkie and is bypassed by the high speed switch when used as a rider truck.

This adjustment is to be made with no load on the forks. The test track is to be 40 feet(12.2 meter) long with a 40 foot (1 2.2 meter) acceleration track. Operate truck in acceleration track 6 passes at maximum speed using plug braking at each end. To adjust, drive truck at maximum speed, high speed switch “off”.

PE, PC series trucks. Adjust so truck travels 40 feet (12.2 meters) in 6.2 to 7.6 seconds (3.6 to 4.4 mph/ 5.8 to 7.0 kph).

TR, TWR, PR series trucks. Adjust so truck travels 40 feet (12.2 meters) in 7.4 to 9.1 seconds (3.0 t03.7mph/4.8 to 6.0 kph).

Turn P5 clockwise to increase speed.

NOTE After all adjustments have been set, seal plugs in place with silicon rubber compound (Crown no.

65031).

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Printed in U.S.A.*

01 REV. 11/91

M4.2 - 06.5 - 109

M4.2 - 06.5 - 109

MAINTENANCE TYPICAL PHYSICAL ARRANGEMENT AND IDENTIFICATION OF COMPONENTS

0961P

(1) Coil (L1) (2) Resonant Charging SCR (SCR-3) (3) Gate Connection "C’’ for SC3-3 (4) Gate Connection "B for SCR-2 (5) Socket "B" for PC7 (6) Logic (Control) Card (7) Socket "A with plug (8) Gate Connection "A for SCR-1

(9) Commutating Capacitor (Cl) (10) Resistor (11) Main SCR (SCR-1) (12) Thermal Protector (13) Turn-off SCR (SCR-2) (14) Flyback Diode (D1) (15) Plugging Diode (D2) ILLUSTRATION 4.2-15

Printed in U.S.A.*

Crown 1989 PF-8219-11 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 110

M4.2 - 06.5 - 110

MAINTENANCE POWER COMPONENT TEST AND REPLACEMENT

Testing Diodes

If a power component is in need of removal for checking or replacement, the first two steps that should be taken are to disconnect the battery and discharge the commutating capacitor.

The plug and flyback diodes are identical. Their studs serve as anode (positive) connections and pigtail as cathode (negative).

A simple method of discharging the commutating capacitor is to bridge its two mounting plates with a resistor.

Before servicing power components, a note of forewarning is in order: with the exception of power contactor lug nuts, panel hardware is metric. Servicing this unit requires 8mm, 10mm, 11 mm and 13mm tools.

To checkout a diode, the pigtail should be disconnected from its termination.

Diode testing with VOM is conventional, as shown in illustrations 4.2-16 and 4.2-17.

The following panel power connections have 13mm retaining nuts: A2, A1l, SCR Clamp, B+VE and B-VE. The Main Power Heatsink has 10mm retaining nuts.

The retaining nut for SCR is 11 mm.

The flyback and plugging diodes require a 27mm wrench.

The auxiliary SCR’s (SCR-2 & SCR-3) require a 17mm wrench.

The control panel is laid out for easy access to all power components. If power components are to be replaced, ensure the specified torque-down requirements are met and silicon grease applied, as directed -to prolong component life.

0962S

ILLUSTRATION 4.2-16

When testing the diode in the forward direction with a Simpson 260* (on RX1) a typical (good) reading would be less than 20 ohms.

All voltage and resistance readings referred to in Power Component Test and Replacement were taken with an analog type meter with 20,000 ohms/volt dc input impedance and ± 2% full scale accuracy, e.g. Simpson 260.

If a meter other than that specified is used, it is possible to obtain readings that do not follow what is described. This does not mean that the component being checked is defective. For example, some digital meters are capable, when checking a diode in circuit, of reading resistance that is in parallel with the diode. When compared to the testing procedure, the diode would be considered defective, when in reality the meter is not reading the diodes resistance but the parallel resistance. These meters normally have a special diode test scale. Some meters also are sensitive enough to measure electrical noise. If making a voltage check on a line with high amounts of electrical noise, a reading higher than the source voltage is possible.

0963S

ILLUSTRATION 4.2-17

When testing the diode in the reverse direction, a reading in excess of 50k would be desirable.

In view of this, it is important to know and understand the meter that you are using. Unless you do, the testing procedures and troubleshooting can be confusing and misleading.

Printed in U.S.A.*

Crown 1989 PF-8219-12 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 111

M4.2 - 06.5 - 111

MAINTENANCE 6. Assuming the test light did not light, momentarily touch the gate lead with the probe. The light should light and stay lit.

Replacement of Diodes 1. Disconnect diode pigtail lead.

Disconnect the jumper to the heatsink. The light should go out, and not relight with the jumper reconnected.

If the light never lit, check to be sure your test light works (a bright light when probe and test lead are connected).

If the test light is good, change the SCR. Replacement of SCR2 1. Lift logic card free of its grip mounting.

2. Unscrew locking nut on connection “C” and remove SCR cathode lead “B”.

0964S

ILLUSTRATION 4.2-18

2. Using a suitable box wrench (27mm), loosen and remove defective device. Clean around face of heatsink and threaded portion of hole.

3. Select anew device”, Iightly smear silicon grease around thread and contact face and by hand, screw into heatsink taking care not to cross or damage the thread. Tighten down with a torque wrench set at 20 to 23.5 lbs./ft. (27 to 32 Nm) pressure.

4. Reconnect pigtail lead. Unit is now ready for reuse.

ILLUSTRATION 4.2-19 SCR (Stud Type) Testing NOTE Both the SCR3 and SCR2 are stud type SCR’s, with the studs being the anode connections. Each can be tested while mounted on the control using a standard continuity (test) light.

It is not necessary to remove control leads “D” when carrying out this operation.

3. Disconnect SCR2 gate lead from logic card.

1. Disconnect battery and discharge capacitor.

2. Connect alligator clip from test lead to cathode (pigtail) of SCR. Easiest way is to clip onto capacitor’s bracket (to which the pigtail connects).

3. Disconnect SCR’s gate lead from logic card connection.

4. Connect a jumper wire from the probe end of the test light to the heatsink in which SCR2 is mounted.

4. Using a suitable box wrench (17mm), unscrew and remove faulty SCR “A”. Make sure the vacant hole and area around are wiped clean at this stage.

5. Selacta new device’ and Iightly smear the threded portion and contact face with silicon grease and replace into the heatsink by hand. Take care not to darnage the threads.

Tighten the SCR to a torque setting of 2.5 lb/ft. (3.4 Nm).

6. Replace gate lead to logic card and cathode lead “B” to point “C”.

5. The test light should not be lit at this time.

If the test light is lit, either SCR2 or SCR3 may be shorted. To isolate which is bad, disconnect the SCR3 pigtail from its termination (it’s the easier of the two to get to) and recheck. Replace the component.

7. Replace logic card.

Unit is now ready for use. (*Check that it works properly before installing.)

Printed in U.S.A.*

Crown 1989 PF-8219-13 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 112

M4.2 - 06.5 - 112

MAINTENANCE Replacement of SCR3

5. Assuming the light did not light, momentarily touch the probe of the test light to SCR1 gate connection. The light should light, and stay on.

1. Disconnect gate lead from logic card.

Remove the jumper to the heatsink, then reconnect it.

The light should go out and stay out.

As with SCR2 and SCR3, the SCR1 can become “LEAKY and breakdown under load, but appear normal with a test light.

Let the failure symptom help you decide whether or not to confirm/deny leakiness via substitution of a new part.

Replacement of SCR1 1. Remove gate lead.

0966S

ILLUSTRATION 4.2-20

2. Disconnect the cathode lead “E” at point “C”.

3. Unscrew locking nut “B”. Remove SCR “A” and cleanup both faces of bracket “G” before refitting new device.

4. Lightly smear the contact face of new SCR “A” and replace.* Tighten locknut “B” to a torque setting of 2.5 to 3.5 lb./ft. (3.4 to 3.5 Nm) pressure.

5. Replace gate lead “D” and cathode lead “E” also replacing lead ‘F” on termination “C”.

0967S

Unit is now ready for reuse.

ILLUSTRATION 4.2-21

(*Check that the device works properly before installing.)

2. Loosen nuts “C” evenly until clamp “A” is loose.

SCR (Disc Type) Testing

3. Apply slight upward pressure to shunt “B” and slide SCR “D” out.

SCR1 Drive is a disc type device, and requires its two surfaces to be commpressed in order to make (close) internal connections.

To test the device, using a continuity (test) light: 1. Disconnect the battery and discharge the mmmutating capacitor. Disconnect the SCR1 gate lead from logic card.

2. Connect the alligator clip on the test lead to negative (B-VE).

3. Connect a jumper from the probe to the heatsink on which SCR1 mounts.

4. The test light should notbe lit. If it is, the SCR is shorted and should be replaced. (To be on the safe side, with the SCR out), recheck continuity from the heatsink to negative (B-VE). This will preclude the possibility of the circuit around the SCR having been shorled and making the SCR appear shorted.

4. Discard device.

5. Select new device*, lightly smear anode and cathode with silicon grease and position SCR “D” between shunt “B” and heatsink “E” making positive to locate pin on shunt in the detent of SCR. 6. Position clamp ‘A” on threaded studs lining up pin on spacer with hole in clamp.

7. Assemble nuts “C” to threaded studs “F” and load clamp “A” evenly so nuts “C” are parallel.

8. Alternately tighten nuts “C” until clamp “A” is flat. This ensures that the correct mounting pressure is obtained.

9. Replace gate lead to logic card.

* Test for proper operation before installation. To test, lightly compress SCR in a vise (otherwise you will read open circuit).

Do not apply excessive pressure as the SCR could be damaged. Follow the test procedure for disc type SCR. Printed in U.S.A.*

Crown 1989 PF-8219-14 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 113

M4.2 - 06.5 - 113

MAINTENANCE Replacement of Capacitor

Capacitor Testing The commutating capacitor can be tested, while still mounted on the control panel, with any VOM.

1. Remove logic card “A” from its grip mounting.

2. Remove nut “B” and loosen bolt “C”.

To test: 3. Lift logic mounting rack “D” and swing to the side.

1. Disconnect battery, and discharge the commutating capacitor.

2. Set your meter to at least RX10k on a Simpson 260 meter.

3. Put meter leads on either side of the capacitor.

If it reads short circuit, remove the capacitor and test again. (To be sure the short was not in the circuit around the capacitor). If still shorted, replace it.

4. With the meter leads on either end of the capacitor, you should see a rapid increase in the “RESISTANCE” reading on the meter (as the capacitor charges).

The reading should exceed 50k. If it does not, remove the capacitor and recheck. If still low, replace it. If okay, check for a “LEAKY” SCR2 (which prevented you from exceeding 50k).

5. Assuming the meter reading increased to greater than 50k, as expected, immediately reverse the leads on the capacitor.

You should see a rapid decrease in the “RESISTANCE” reading (as the capacitor discharges through the meter), followed by a rapid increase in the reading (as the capacitor recharges in the opposite polarity).

ILLUSTRATION 4.2-22 4. Loosen nut “E”. Replace nut “B” and lock nuts “B” and “E” together.

5. Remove threaded stud.

6. Apply a slight upward pressure to shunt “F”, lift and remove capacitor “G”.

7 . Before refitting new capacitor*. make sure that all surfaces are clean and free from dirt and grease. Install new capacitor and install the threaded stud. Make sure the threaded stud does not protrude under the mounting plate.

8. Replace parts ”E”, ”D” and ”B”. Tighten nut ”E", using a torque wrench, to a setting of 10 lb./ft. (13.5 Nm) pressure. Tighten bolt “C” to a setting of 7-8 lb/ft.(10-11 Nm) pressure.

9. Replace logic card. (*Test to be sure it operates properly.)

Coil Testing Coil resistance is so low that an accurate resistive measurement (for a short circuit) cannot be made. However, a check can be made for an open circuit with VOM or continuity light.

Simply measure resistance (continuity) across the two coil leads. if open, replace coil.

Printed in U.S.A.*

Crown 1989 PF-8219-15 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 114

M4.2 - 06.5 - 114

MAINTENANCE Thermal Switch Testing

Replacement of Coil

The thermal switch, which mounts between SCR2 and SCR1 on the main power heatsink, is a normally closed switch. When the heatsink temperature reaches 185 degree F. (85 degree C), the switch will open and effect a cut back in current limit.

1. Lift logic card “A” away from its grip mounting.

To test, use either a VOM or continuity light to test for an open or short.

Replacement of Thermal Switch 1. Remove light leads "B" and “C” from thermal switch.

2. Unscrew two fixing screws “A”, lift faulty switch away from heatsink and discard. At this stage clean the area of contact on the heatsink.

3. Select new thermal switch*, lightly smear base with silicon grease and fit to heatsink using two screws “A”.

ILLUSTRATION 4.2-23 4. Refit leads “B” and “C”.

2. Remove connections at point “D” and retain bolt for reuse. Remove other coil lead from heatsink connection.

Unit is now ready for reuse. (*Ensure switch is normally closed before installation.)

3. Loosen and remove coil fixing screw “C” and slide coil out from panel.

4. Insert new coil and replace fixing bolt “C”. Tighten with a torque wrench set at 7-8 lb./ft. (10-11 Nm).

5. Replace connections at point “D” and on heatsink connection.

6. Replace logic card.

Unit is now ready for reuse.

ILLUSTRATION 4.2-24

Printed in U.S.A.*

Crown 1969 PF-6219-16 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 115

M4.2 - 06.5 - 115

MAINTENANCE SCR MODULE PICTORIAL WIRING DIAGRAM

NOTE: THESE WIRES MUST BE IN CONTACT WITH THE SHUNT ON lTS TERMINATION. 0971S

TROUBLESHOOTING This section provides troubleshooting aids to facilitate analysis of truck failures.

Power components are easily accessed and can be checked with a volt-ohmeter (i.e. Simpson 260, or equivalent).

If a meter other than that specified is used, it is possible to obtain readings that do not follow what is described. This does not mean that the component being checked is defective. For example, some digital meters are capable, when checking a diode in circuit, of reading resistance that is in parallel with the diode. When compared to the testing procedure, the diode

would be considered defective, when in reality the meter is not reading the diodes resistance but the parallel resistance.

These meters normally have a special diode test scale. Some meters also are sensitive enough to measure electrical noise.

If making a voltage check on a line with high amounts of electrical noise, a reading higher than the source voltage is possible.

In view of this, it is important to know and understand the meter that you are using. Unless you do, the testing procedures and troubleshooting can be confusing and misleading.

Crown 1989 PF-8219-17 Rev. 11/91

Printed in U.S.A.*

01 REV. 11/91

M4.2 - 06.5 - 116

M4.2 - 06.5 - 116

MAINTENANCE If power components are believed to be faulty, or in need of replacement, refer to Power Component Test and Replacement.

By using the appropriate troubleshooting aids (based on failure symptom), truck wiring diagram, and information provided in this manual; most problems should be easily detected and corrected.

Voltage Readings The readings in Chart 2 are in reference to battery negative.

When making the voltage checks, make certain the meter probe is making good contact to the pin in the connector to ensure an accurate reading.

WARNING

WARNING

Drive wheels must be clear of the floor and free to rotate during all of the following checks unless otherwise specified. Care must be taken wheneverdoing “live” checks. At all other times disconnect the battery and discharge the commutation capacitor.

Drive wheels must be clear of the floor and free to rotate during all of the following checks. Care must be taken when doing these “live” checks to prevent possible personal injury.

When powering-up the truck check the voltage across SCR-1.

With the keyswitch closed a voltage reading above 7 vdc should be present. if voltage is less than 7 volts, check for a short circuit across SCR-1 (e.g. welded 1A contactor tips, shorted SCR-1 etc.).

I

TERMINAL

I/O DESCRIPTION

CA7-1 CA7-2

NOT USED High speed switch input

CA7-3

1A circuit common

CA7-4

Accelerator input

CA7-5

Direction contactor common Forward sense

CA7-6

I

CA7-7

I

CA7-8

I

CA7-9 CA7-10 CA7-11 CA7-12 CA7-13 CA7-14 CA7-15

I

1A sense

I

Reverse sense

I

NOT USED Jumpered to CA7-15

CONDITION

VOLTAGE

-Keyswitch on —HSS depressed —Direction selected —HSS depressed -Keyswitch on —Maximum speed requested -Keyswitch on —Direction selected —Forward selected —Reverse selected —Direction selected -Keyswitch on —Reverse selected —Forward selected

approx. 5

-Keyswitch on —Direction selected -Keyswitch on

Power input NOT USED 1A power

-Keyswitch on —Direction selected

NOT USED Jumpered to CA7-10

—Keyswitch on —Direction selected

* Make certain voltage drops as twist grip is turned toward maximum

0 Battery volts Less than 2 Between 2 & 5 I

0* 0 Less than 2 Battery volts Less than 2 Battery volts

0 Battery volts Less than 2

0 I

Battery volts I Battery volts

0 Battery volts

0 Battery volts

speed.

CHART 2 Printed in U.S.A.

Crown 1989 PF-8219-18 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 117

M4.2 - 06.5 - 117

MAINTENANCE 0972S

Printed in U.S.A.

Crown 1989 PF-8219-19 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 118

M4.2 - 06.5 - 118

MAINTENANCE 0973S

(2) DIRECTION CONTACTORS CLOSE – NO DRIVE

Printed in U.S.A.*

Crown 1989 PF-8219-20 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 119

M4.2 - 06.5 - 119

MAINTENANCE 0947S

(3) DIRECTION CONTACTORS CLOSES — TRUCK MOVES A SHORT DISTANCE RAPIDLY FAULT DETECTOR CIRCUIT OPENS DIRECTION CONTACTOR

Crown 1989 PF-8219-21 Rev. 11/91

Printed in U.S.A.*

01 REV. 11/91

M4.2 - 06.5 - 120

M4.2 - 06.5 - 120

MAINTENANCE 0975S

(4) DIRECTION CONTACTORS CLOSES – FAULT DETECTOR CIRCUIT OPENS DIRECTION CONTACTOR NO SUDDEN MOVEMENT — NO ARCING AT CONTACTOR

Printed in U.S.A.*

Crown 1989 PF-8219-22 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 121

M4.2 - 06.5 - 121

MAINTENANCE 0976S (5) TRUCK MOVES SLOWLY – WILL NOT ACCELERATE

Printed in U.S.A.*

Crown 1989 PF-8219-23 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 122

M4.2 - 06.5 - 122

MAINTENANCE 0977S

(6) TRUCK ACCELERATES – NO CONTROL WITH THE ACCELERATOR

Printed in U.S.A.*

Crown 1989 PF-8219-24 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 123

M4.2 - 06.5 - 123

MAINTENANCE 0978S

(7) TRUCK ACCELERATES NORMALLY – BYPASS DOES NOT OPERATE

Printed in U.S.A.*

Crown 1989 PF-8219-25 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 124

M4.2 - 06.5 - 124

MAINTENANCE 0979S

(8) TRUCK STOPS VERY RAPIDLY WHEN ATTEMPTING PLUG BRAKING

NOTE When this type of fault occurs it is possible that the main devices can be damaged. Before connecting unit after locating fault, check the main power components using the method described in the Power Component Test and Replacement section.

Printed in U.S.A.

Crown 1989 PF-8219-26 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 125

M4.2 - 06.5 - 125

MAINTENANCE 0980S

(9) DIRECTION CONTACTORS CLOSE — NO DRIVE AFTER SAFETY SWITCH RELEASED (PE MODEL TRUCKS ONLY)

(10) FUSE BLOWN The following procedure should be adopted when checking out both blown power fuses or control fuses.

Disconnect battery and discharge main commutation capacitor.

Using a suitable meter reading resistance, check for short circuits between fuse connection and negative.

By isolating the various parts of the circuit connected to the blown fuse, trace the short circuit and rectify.

Certain faults e.g. short field or armature, may also have damaged power components. Always check SCR’s, diodes and capacitors before connecting unit and switching on,

Printed in U.S.A.*

Crown 1989 PF-8219-27 Rev. 11/91

01 REV. 11/91

M4.2 - 06.5 - 126

M4.2 - 06.5 - 126

MAINTENANCE TRANSISTOR (MOSFET) CONTROLLER The Transistor Control is a solid state electronic speed control which enables the energy from a fixed voltage DC source to be fed to an electric motor smoothly and without the power losses associated with other means of speed control.

The operation of the system consists of switching the full battery voltage to the traction motor for very short periods of time. The motor does not respond to the individual voltage pulses but rotates at a speed corresponding to the average voltage which is determined by the pulse width. The pulse frequency is constant and the pulse width duty cycle is set by the truck accelerator (twist grip). Therefore the average motor voltage can be varied anywhere from zero up to battery voltage, smoothly and with minimal energy losses.

The battery voltage pulses are made possible by a device known as a Metal Oxide Semiconductor Field Effect Transistor (MOSFET). This is simply a solid state switch that is capable of handling high currents.

The MOSFET is a three terminal device (Illustration 4.2-1 ).

The two main terminals which are called the SOURCE and the DRAIN, carry the working current. The third electrode, known as the GATE, is the switching electrode.

Normally the transistor is non-conducting (open circuit).

However, if a positive voltage is applied to the anode with respect to the source and then a gate signal is applied to the gate electrode, the transistor will switch to a conducting state (short circuit). Thetransistorwill continue to conduct as long as the gate signal is present. The gate’s “on” time is set by the accelerator (twist grip) position, and is supplied by the electronics in the controller. At slow speeds the transistor “on” times are short in duration and the “off” times are long in comparison. This allows little current to flow through the motor and consequently the motor output shaft rotates slowly. As the transistor “on” times become longer the motor output shaft will turn at a speed proportional to the increased current.

During the transistor “on” times, the current flowing in the motor windings sets up a magnetic field. During the “off” times, the magnetic field set up by the motor windings, collapses and induces a voltage in the windings. This voltage would be wasted under normal conditions, however, a diode (flyback diode, Illustration 4.2-2) is placed around the motor which routes the induced voltage of the collapsing magnetic field back through the motor.

0285-01

0284

ILLUSTRATION 4.2-2

ILLUSTRATION 4.2-1

Crown 1991 PF-9023-1 Rev. 4/91

Printed In U.S.A.*

01 REV. 4/91

M4.2 - 06.5 - 150

M4.2 - 06.5 - 150

MAINTENANCE This’’flyback” current causes current flow in the motor during the transistor “off” times. This makes the average motor current greater than the average battery current. Illustration 4.2-3 is a graphic comparison of the battery current, flyback current and motor current.

Full Power Transition This built-in feature provides smooth transition from transistor to 1 A bypass. This is accomplished by the transistor continuing to pulse after 1 A contactor power tips close.

Controlled Acceleration (C/A)

TRANSISTOR SWITCHING

The accelerator shaping circuit takes the voltage feed from the accelerator potentiometer and shapes it to feed the desired voltage to the “on” and “off” oscillators. A delay circuit is incorporated in this circuit block so that smooth acceleration is obtained even if the accelerator control is suddenly fully actuated. The range of accelerator delay is adjustable over the range of 0.5 to 5 seconds.

Over-temperature Protection

1. AVERAGE BATTERY CURRENT 2. AVERAGE FLYBACK CURRENT 3. AVERAGE MOTOR CURRENT 086

The controller incorporates a thermal switch which measures the temperature of the transistors. At 80° C the switch comes into the circuit to linearly reduce the current Iimitvalue. At 90” C the control will shutdown.

ILLUSTRATION 4.2-3

FEATURE DESCRIPTION 1A Plugging Holdoff Current Limit (C/L) A current limit circuit is included and the setting is pre-set by means of a potentiometer or calibrator. The current limit should never be increased above the rating specified for the controller or motor.

This built-in feature is designed to prevent 1A closure anytime during plugging.

Fault Detector Circuit

Plugging is pre-set at the factory. However, this feature is adjustable. The controller is designed to operate in the plugging mode, i.e., one can change direction with the accelerator and the plugging effort is independent upon the accelerator control (twist grip) position.

The fault detector circuit is designed to cause the direction contractors to de-energize if the transistor has not been turned off within a pre-set period of time. The fault detector circuit is always operational. The fault detector circuit will also detect any condition which creates a short circuit across the transistor including a welded bypass contactor, and in these conditions the forward and reverse contactor are prevented from closing.

Contactor Arc less Switching

Contactor Coil Suppression

The equipment is designed to ensure that under normal operating conditions, the making and breaking of the direction and 1A contractors occur at zero current conditions thereby eliminating arcing. Under fault conditions, and in some cases when reversing with the safety reversing switch, arcing can occur. Arcing can occur with the 1A contactor if the motor current is above the current limit setting.

Coil suppression circuits for the forward and reverse contractors are included in the logic circuit of the Sevcon control. External suppression is used with the Curtis control.

Additional suppression should not be fitted to the contactors.

Optional contractors such as pump and bypass are suppressed externally to the logic unit.

Plugging (PLUG)

Reverse Battery Protection Ramp Start Ramp start allows full power to restart a vehicle from an incline without roll back when same direction is reselected.

Reverse connection of the battery when using Sevcon transistor control will not damage the controller and the directional contractors will not energize.

Printed in U.S.A.

Crown 1991 PF-9023-2 Rev. 4/91

01 REV. 4/91

M4.2 - 06.5 - 151

M4.2 - 06.5 - 151

MAINTENANCE TROUBLESHOOTING SEVCON TRANSISTOR CONTROLLER This section provides troubleshooting aids to facilitate analysis of truck failures.

By using the appropriate troubleshooting aids (based on self diagnostics system), truck wiring diagram, and information provided in this manual; most problems should be easily detected and corrected.

Use of the + and - keys steps the calibrator through the tests available as listed by Chart 1.

Sequence No.

1 2 3 4 5 6 7 8 9 10

WARNING

Traction wheel must be clear of the floor and free to rotate during all of the following checks unless otherwise specified. Care must be taken whenever doing “live” checks to prevent possible personal injury. At all other times disconnect the battery.

Certain troubleshooting functions can be performed using the Sevcon calibrator unit 111930. Use of the calibrator permits the service technician to access the status of switch inputs to the control. Connect the calibrator to the jack at the bottom of the controller.

Test

Display

Accelerator Input 0-100% Reverse Switch (RS) CL/OP Forward Switch (FS) CL/OP Brake Switch (BRS) CL/OP Speed 1 Switch (HSS) Speed 2 Switch (not used) Safety Reversing Switch (SAS) CL/OP Low Voltage *CL/OP **CL/OP Anti-Tie Down (HSS) not used not used

* CL indicates battery low, OP indicates battery okay. ** CL indicates HSS tied down, OP indicates HSS not tied down.

CHART 1

WARNING

Truck is fully operational with the calibrator unit connected to the controller.

Use the SELECT button on the calibrator to access the TEST function (Illustration 4.2-1).

0288-01

The first test is the accelerator input. The display shows the percent of full speed that is being requested. The tests from sequence 1 to 7 displays the associated switch condition as seen by the controller. CL indicates switch closed and OP indicates switch open. The Test under sequence 8 is the antitie down test of switch HSS.

ILLUSTRATION 4.2-1 Printed in U.S.A.*

Crown 1991 PF-9026-1 Rev. 10/91

02 REV. 10/91

M4.2 - 06.5 - 420

M4.2 - 06.5 - 420

MAINTENANCE The Sevcon transistor controller incorporates self-diagnostics utilizing a LED fault indicator. The LED is located on the top side of the controller near the A2 terminal. At battery connection, the LED should not illuminate. At key ON, the LED should illuminate steadily. If the LED illuminates and remains steady, but forward or reverse cannot be selected, check the controller wiring harness. If the LED flashes, refer to the charts included in this section for code, probable cause and remedy. LED codes are listed on the controller label as shown in illustration 4.2.-2.

LED code: 2 Flashes

procedure fault

3 Flashes

1A welded or shorted MOSFET

4 Flashes

directional contactor welded or shorted diode.

5 Flashes

directional contactor not closed or motor has open circuit.

6 Flashes

faulty accelerator

7 Flashes

low battery

8 Flashes

control overheated

No Light

no power to controller or defective unit ready for operation

Steady Light

Note: If the controller is adjusted with a calibrator, do not replug the potentiometer module into the controller.

As soon as the potentiometer module is plugged in, the values in the module will override the values that have been put into the controller with the calibrator.

The calibrator values will be bet.

30 0283

ILLUSTRATION 4.2-2

Crown 1991 PF-9026-2 Rev. 10/91

Printed in U.S.A.*

02 REV. 10/91

M4.2 - 06.5 - 421

M4.2 - 06.5 - 421

MAINTENANCE 2 FLASHES - PROCEDURE FAULT

3 FLASHES -1A WELDED OR SHORTED CONTROLLER

Printed in U.S.A.

Crown 1991 PF-9026-3 Rev. 10/91

02 REV. 10/91

M4.2 - 06.5 - 422

M4.2 - 06.5 - 422

MAINTENANCE 4 FLASHES - DIRECTIONAL CONTACTOR WELDED

5 FLASHES - DIRECTIONAL CONTACTOR NOT CLOSED OR MOTOR HAS OPEN CIRCUIT

Printed in U.S.A.

Crown 1991 PF-9026-4 Rev. 10/91

02 REV. 10/91

M4.2 - 06.5 - 423

M4.2 - 06.5 - 423

MAINTENANCE 6 FLASHES - FAULTY ACCELERATOR

7 FLASHES - LOW BATTERY

Crown 1991 PF-9026-5 Rev. 10/91

Printed in U.S.A.*

02 REV. 10/91

M4.2 - 06.5 - 424

M4.2 - 06.5 - 424

MAINTENANCE 8 FLASHES - CONTROL OVERHEATED

NO LIGHT -NO POWER TO CONTROLLER OR DEFECTIVE UNIT

FUSE BLOWN The following procedure should be adopted when checking out both blown power fuses or control fuses.

Disconnect battery.

Using a suitable meter reading resistance, check for short circuits between fuse connection and negative.

By isolating the various parts of the circuit connected to the blown fuse, trace the short circuit and correct.

Certain faults e.g. short field or armature, may also have damaged power components. Be careful when switching on.

Crown 1991 PF-9026-6 Rev. 10/91

Printed in U.S.A.*

02 REV. 10/91

M4.2 - 06.5 - 425

M4.2 - 06.5 - 425

C

TUNE-UP SEVCON TRANSISTOR CONTROL

The Sevcon Transistor Control can be tuned up using two different units. One unit is a set of potentiometers (110769).

This unit is plugged into the controller and the corresponding features adjusted by turning the potentiometers.

DISPLAY

C/L

C/L PLUG C/A CREEP BYPASS

AMP AMP SEC %

SPEED1 SPEED2 F/W

% % AMP

BATT. MOTOR MOTOR TEMP. TEST

VOLT VOLT AMP °C

ADJUSTING CONTROLS

PLUG

SELECT

C/A CREEP

SELECTED FUNCTION INDICATOR FUNCTION SELECTOR

SPEED LIMIT

0287

POTENTIOMETER UNIT 110769 ILLUSTRATION 1

0288-01

The second unit is a hand held calibrator (111930). This unit is also plugged into the controller and the corresponding features adjusted by incrementing or decrementing the value with keys on the hand held. Once settings are made, the units can be disconnected. The calibration values are saved by the controller as changes are made.

HAND HELD UNIT 111930 ILLUSTRATION 2

With either unit, the values set are stored immediately by the controller and the controller monitors the input for any changes. With the potentiometers, any time this unit is plugged in, the values of the potentiometers are stored immediately. So the control cannot be tuned up with the hand held and then the potentiometers plugged back in without losing the values set by the hand held unless the potentiometer settings are identical to the changes made by the hand held.

When the hand held is plugged in and a feature selected, the value of that function will be displayed. If the value is not changed with the hand held, no change to the setting will occur.

930125

7164 - EO10973

Crown 1991 PF9025-1 Rev. 1/04

Printed in U.S.A.

07 REV. 1/04

M4.2–06.5–200

M4.2–06.5–200

C

TUNE-UP

HAND HELD UNIT The controller is factory preset. When a controller is replaced verify the settings to the chart. Plug the hand held unit into the connector on the bottom of the controller. Use the SELECT button to select the functions listed in the chart. If any of the settings do not aggree with the chart, use the ADJUSTING CONTROLS to adjust the setting up or down as necessary.

The functions listed below are for a nominal truck and should take into account variations in state of battery charge, battery condition, and whether or not the motor and gearbox are warmed up.

Function

*PE w/High Speed Option PE w/170 mm PE w/335 mm & 335 mm (6.62 in.)

(13.12 in.)

(13.12 in.)

Battery Comp. Battery Comp. Battery Comp.

PC

PR

TR

Current limit (C/L)

400 amps

400 amps

400 amps

400 amps 400 amps 400 amps

Plug

300 amps

330 amps

400 amps

350 amps 320 amps 320 amps

Controlled Acceleration (C/A)

0.5 sec.

0.5 sec.

0.5 sec.

0.5 sec.

1.5 sec.

1.5 sec.

Creep Speed (CREEP)

8%

8%

8%

8%

8%

8%

800 amps

800 amps

800 amps

52%

55%

45%

Bypass Dropout Speed Limit 1 (Turtle) Speed Limit 2 (Rabbit)

100%

100%

76%

Field Weakening Pickup

130 amps

130 amps

130 amps

800 amps 800 amps 800 amps 55%

57%

57%

100%

100%

100%

130 amps 130 amps 130 amps

When settings are completed, do not plug in the potentiometer unit as prompted by the note on the bottom of the label on the distribution board cover. See Illustration 3. * To verify truck has the High Speed Travel Option, look on drive unit for label/steel stamp. Tiller may have to be rotated to see label/steel stamp on drive unit.

LED code: 2 Flashes

procedure fault

3 Flashes

1A welded or shorted MOSFET

4 Flashes

directional contactor welded or shorted diode.

5 Flashes

directional contactor not closed or motor has open circuit.

6 Flashes

faulty accelerator

7 Flashes

low battery

8 Flashes

control overheated

No Light

no power to controller or defective unit

Steady Light

ready for operation

Note: If the controller is adjusted with a calibrator, do not replug the potentiometer module into the controller.

As soon as the potentiometer module is plugged in, the values in the module will override the values that have been put into the controller with the calibrator.

The calibrator values will be lost.

30

0283

ILLUSTRATION 3

Crown 1991 PF9025-2 Rev. 1/04

Printed in U.S.A.

07 REV. 1/04

M4.2–06.5–201

M4.2–06.5–201

C

TUNE-UP

POTENTIOMETER UNIT

Current Limit (C/L)

The controller is factory preset. When a controller is replaced and truck performance as described under the function is not obtained, the following procedures must be adhered to when readjusting. Plug the potentiometer unit into the connector on the bottom of the controller if not already connected.

Current limit is set at a current high enough to ensure sufficient torque for the truck to operate under maximum safe load conditions yet low enough to prevent motor “burnout”.

To adjust the current limit set C/L fully clockwise which will give maximum current limit. Connect shunt in series with motor and connect meter. Place truck against obstacle, jumper brake switch terminals and place insulating material between 1A contactor tips. Leave brake applied and turn twist grip to maximum speed. On PE and PC model trucks, depress the high speed switch also. Observing the ammeter, turn adjustment clockwise until 400 amps is obtained. Do not stall motor more than 5 seconds at a time and allow to cool between tests.

Creep Speed (Creep) The creep speed adjustment sets the minimum traction speed of the truck and is adjustable between 0 - 25% of maximum speed.

PE, PC, TR series trucks. Run truck with high speed switch depressed and with twist-grip control moved just enough so that truck moves. With twist-grip control in same position release high speed switch and adjust for same speed. Turn adjustment clockwise to increase speed.

CAUTION

Under no circumstances should the panel current limit rating be exceeded or permanent damage to the unit will result. In order for the test to be valid, ensure that traction wheel remains locked and does not turn during this test.

PR series truck. Turn twist grip to just energize directional contactor. Adjust creep speed so truck moves 51mm (2 inches) per second. Turn adjustment clockwise to increase speed.

When set, remove jumper on brake switch and remove insulating material from 1A contactor.

Controlled Acceleration (C/A) This adjustment is a delay to maximum speed when full accelerator demand is suddenly applied.

PE, PC series trucks. Depress high speed switch and move twist grip control rapidly to maximum speed. Adjust so a smooth, jerk-free increase in speed is demonstrated (approx. .5 - 1 seconds).

TR, PR series trucks. Depress high speed switch and move twist grip control rapidly to maximum speed. Adjust so a smooth, jerk-free increase in speed is demonstrated (approx.

1 to 1.5 seconds).

Turn C/A counterclockwise to increase rate of acceleration.

(Adjustable between 0.5 to 3.5 seconds.)

Plugging (Plug)

Limit (Walkie) Speed (Not applicable to TR and PC trucks) Speed limit is used to limit the maximum speed the unit will travel in the transistor range when used as a walkie and is bypassed by the high speed switch when used as a rider truck.

This adjustment is to be made with no load on the forks. The test track is to be 12.2 meters (40 feet) long with a 12.2 meters (40 feet) acceleration track. Operate truck in acceleration track 6 passes at maximum speed using plug braking at each end. To adjust, drive truck at maximum speed, high speed switch “off”.

PE series trucks. Adjust so truck travels 12.2 meters (40 feet) in 6.2 to 7.6 seconds (5.8 to 7.0 kph [3.6 to 4.4 mph]).

Plugging is the term used to describe a method of bringing the vehicle to a complete standstill and reverse the direction, in a controlled safe manner. Various factors affect the type of plugging response required, e.g. size of truck, environment, type of load to be carried, etc., and is best set under actual driving conditions. With high speed switch depressed on PE, PC, TR trucks, run truck with 1A contactor pulled in for maximum speed. Move twist grip rapidly to the maximum reverse direction. Adjust so that truck stops in 3 to 4 meters (10 to 12 feet). When turning the adjustment clockwise, plugging distance will decrease.

PR series trucks. Adjust so truck travels 12.2 meters (40 feet) in 7.4 to 9.1 seconds (4.8 to 6.0 kph [3.0 to 3.7 mph]).

Turn adjustment clockwise to increase speed.

Crown 1991 PF9025-3 Rev. 10/02

Printed in U.S.A.

07 REV. 1/04

M4.2–06.5–202

M4.2–06.5–202

MAINTENANCE SEVCON TRANSISTOR FIELD WEAKENING

FUSE F

MOTOR FIELD

Three (3) conditions are monitored by the traction controller to determine when to pull in the field weakening contactor; - 1A contactor energized, - motor current below predetermined level and - traveling in the power unit first direction.

CURRENT (AMPS)

Field Weakening is a method of obtaining increased traction speeds by decreasing current flow in the motor field while maintaining the current flow in the motor armature (increasing speed by this method is inherent to DC motor design).

Weakening the motor field current is accomplished by placing a resistor in parallel with the motor field (illustration 4.21). In this mode of operation the ability of the motor to operate at high torque is decreased. To avoid constant decreased motor torque, a contactor tip is placed in series with the resistor and is opened during times of increased torque requirements.

DISTANCE TRAVELED 1497

R

MOTOR ARMATURE CURRENT SENSOR

1A MOSFET ILLUSTRATION 4.2-1

Crown 1992 PF-9488

M4.2 - 06.5 - 300

ILLUSTRATION 4.2-2

FW F

1496

FW CONTACTOR DROP OUT NOMINAL 230 AMPS

ACCELERATION CURVE

R

FW RES BATTERY

FW CONTACTOR PULL IN NOMINAL 130 AMPS

Current draw by the traction motor climbs rapidly during acceleration, peaks, and drops off when traction speed is constant (illustration 4.2-2). 1A contactor actuation is part of the acceleration curve. Provided the truck is being operated in the power unit first direction of travel, the 1A contactor is energized and motor current is at the field weakening pull in level, the traction control energizes the field weakening contactor. The field weakening resistor is now in parallel with the motor field (illustration 4.2-1).

When the input to the traction controller from the 1A contactor changes, the motor current exceeds a value preset by the controller (illustration 4.2-2) or the fork first direction of travel is selected, the traction controller removes power from the field weakening contactor. This increase in motor current could be due to the truck encountering a grade.

Printed in U.S.A.

M4.2 - 06.5 - 300

MAINTENANCE TROUBLESHOOTING CURTIS TRANSISTOR CONTROLLER This section provides troubleshooting aids to facilitate analysis of truck failures.

The Transistor Controller is easily accessed and can be checked with a volt-ohmeter (i.e. Simpson 260, or equivalent).

By using the appropriate troubleshooting aids (based on failure symptom), truck wiring diagram, and information provided in this manual; most problems should be easily detected and corrected.

If a meter other than that specified is used, it is possible to obtain readings that do not follow what is described. This does not mean that the component being checked is defective.

For example, some digital meters are capable, when checking a diode in circuit, of reading resistance that is in parallel with the diode. When compared to the testing procedure, the diode would be considered defective, when in reality the meter is not reading the diodes resistance but the parallel resistance. These meters normally have a special diode test scale. Some meters also are sensitive enough to measure electrical noise. If making a voltage check on a line with high amounts of electrical noise, a reading higher than the source voltage is possible.

WARNING

Drive wheels must be clear of the floor and free to rotate during all of the following checks unless otherwise specified. Care must be taken whenever doing “live” checks to prevent possible personal injury. At all other times disconnect the battery and discharge the commutation capacitor.

In view of this, it is important to know and understand the meter that you are using. Unless you do, the testing procedures and troubleshooting can be confusing and misleading.

Crown 1991 PF-9024-1 Rev. 4/91

Printed in U.S.A.

01 REV. 4/91

M4.2 - 06.5 - 400

M4.2 - 06.5 - 400

MAINTENANCE (4) DIRECTION CONTACTORS CLOSES-FAULT DETECTOR CIRCUIT OPENS DIRECTION CONTACTOR NO SUDDEN MOVEMENT—NO ARCING AT CONTACTOR

Printed In U.S.A.

Crown 1991 PF-9024-4 Rev. 4/91

01 REV. 4/91

M4.2 - 06.5 - 403

M4.2 - 06.5 - 403

MAINTENANCE (6) TRUCK ACCELERATES-NO CONTROL WITH THE ACCELERATOR

Crown 1991 PF-9024-5 Rev. 4/91

Printed in U.S.A.

01 REV. 4/91

M4.2 - 06.5 - 404

M4.2 - 06.5 - 404

MAINTENANCE (8) TRUCK STOPS VERY RAPIDLY WHEN ATTEMPTING PLUG BRAKING

(9) DIRECTION CONTACTORS CLOSE–NO DRIVE AFTER SAFETY SWITCH RELEASED (PE, TWR AND PC MODEL TRUCKS ONLY)

(10) FUSE BLOWN The following procedure should be adopted when checking out both blown power fuses or control fuses.

Disconnect battery.

Using a suitable meter reading resistance, check for short circuits between fuse connection and negative.

By isolating the various parts of the circuit connected to the blown fuse, trace the short circuit and correct.

Certain faults e.g. short field or armature, may also have damaged power components. Be careful when switching on.

Printed in U.S.A.

Crown 1991 PF-9024-6 Rev. 4/91

01 REV. 4/91

M4.2 - 06.5 - 405

M4.2 - 06.5 - 405

MAINTENANCE TROUBLESHOOTING SEVCON TRANSISTOR CONTROLLER This section provides troubleshooting aids to facilitate analysis of truck failures.

By using the appropriate troubleshooting aids (based on self diagnostics system), truck wiring diagram, and information provided in this manual; most problems should be easily detected and corrected.

Use of the + and - keys steps the calibrator through the tests available as listed by Chart 1.

Sequence No.

1 2 3 4 5 6 7 8 9 10

WARNING

Traction wheel must be clear of the floor and free to rotate during all of the following checks unless otherwise specified. Care must be taken whenever doing “live” checks to prevent possible personal injury. At all other times disconnect the battery.

Certain troubleshooting functions can be performed using the Sevcon calibrator unit 111930. Use of the calibrator permits the service technician to access the status of switch inputs to the control. Connect the calibrator to the jack at the bottom of the controller.

Test

Display

Accelerator Input 0-100% Reverse Switch (RS) CL/OP Forward Switch (FS) CL/OP Brake Switch (BRS) CL/OP Speed 1 Switch (HSS) Speed 2 Switch (not used) Safety Reversing Switch (SAS) CL/OP Low Voltage * CL/OP Anti-Tie Down (HSS) ** CL/OP not used not used

* CL indicates battery low, OP indicates battery okay. ** CL indicates HSS tied down, OP indicates HSS not tied down.

CHART 1

WARNING

Truck is fully operational with the calibrator unit connected to the controller.

Use the SELECT button on the calibrator to access the TEST function (Illustration 4.2-1).

0288-01

The first test is the accelerator input. The display shows the percent of full speed that is being requested. The tests from sequence 1 to 7 displays the associated switch condition as seen by the controller. CL indicates switch closed and OP indicates switch open. The Test under sequence 8 is the antitie down test of switch HSS.

111930 CALIBRATOR UNIT ILLUSTRATION 4.2-1 Printed in U.S.A.

Crown 1991 PF-9026-1 Rev. 10/91

02 REV. 10/91

M4.2 - 06.5 - 420

M4.2 - 06.5 - 420

MAINTENANCE 4 FLASHES - DIRECTIONAL CONTACTOR WELDED

5 FLASHES - DIRECTIONAL CONTACTOR NOT CLOSED OR MOTOR HAS OPEN CIRCUIT

Printed in U.S.A.

Crown 1991 PF-9026-4 Rev. 10/91

02 REV. 10/91

M4.2 - 06.5 - 423

M4.2 - 06.5 - 423

MAINTENANCE TROUBLESHOOTING SEVCON TRANSISTOR CONTROLLER This section provides troubleshooting aids to facilitate analysis of truck failures.

By using the appropriate troubleshooting aids (based on self diagnostics system), truck wiring diagram, and information provided in this manual; most problems should be easily detected and corrected.

WARNING

Traction wheel must be clear of the floor and free to rotate during all of the following checks unless otherwise specified. Care must be taken whenever doing “live” checks to prevent possible personal injury. At all other times disconnect the battery.

Certain troubleshooting functions can be performed using the Sevcon calibrator unit 111930. Use of the calibrator permits the service technician to access the status of switch inputs to the control. Connect the calibrator to the jack at the bottom of the controller.

WARNING

Truck is fully operational with the calibrator unit connected to the controller.

Use the SELECT button on the calibrator to access the TEST function (Illustration 4.2-1).

0288-01

Use of the + and - keys steps the calibrator through the tests available as listed by Chart 1.

Sequence No. 1 2 3 4 5 6 7 8 9 10

Test

Display

Accelerator Input Reverse Switch (RS) Forward Switch (FS) Brake Switch (BRS) Speed 1 Switch (HSS) Speed 2 Switch (not used) Safety Reversing Switch (SAS) Low Voltage Anti-Tie Down (HSS) not used not used

0-100% CL/OP CL/OP CL/OP CL/OP *CL/OP **CL/OP -

* CL indicates battery low, OP indicates battery okay. ** CL indicates HSS tied down, OP indicates HSS not tied down.

CHART 1 The first test is the accelerator input. The display shows the percent of full speed that is being requested. The tests from sequence 1 to 7 displays the associated switch condition as seen by the controller. CL indicates switch closed and OP indicates switch open. The Test under sequence 8 is the anti-tie down test of switch HSS.

111930 CALIBRATOR UNIT ILLUSTRATION 4.2-1

Crown 1991 PF-9026-1 Rev. 10/91

M4.2 - 06.5 - 420

Printed in U.S.A.

02 REV. 10/91

M4.2 - 06.5 - 420

MAINTENANCE The Sevcon transistor controller incorporates self-diagnostics utilizing a LED fault indicator. The LED is located on the top side of the controller near the A2 terminal. At battery connection, the LED should not illuminate. At key ON, the LED should illuminate steadily. If the LED illuminates and remains steady, but forward or reverse cannot be selected, check the controller wiring harness. If the LED flashes, refer to the charts included in this section for code, probable cause and remedy. LED codes are listed on the controller label as shown in illustration 4.2.-2.

0283

ILLUSTRATION 4.2-2

Crown 1991 PF-9026-2 Rev. 10/91

M4.2 - 06.5 - 421

Printed in U.S.A.

02 REV. 10/91

M4.2 - 06.5 - 421

MAINTENANCE 2 FLASHES – PROCEDURE FAULT

3 FLASHES – 1A WELDED OR SHORTED CONTROLLER

Crown 1991 PF-9026-3 Rev. 10/91

M4.2 - 06.5 - 422

Printed in U.S.A.

02 REV. 10/91

M4.2 - 06.5 - 422

MAINTENANCE 4 FLASHES – DIRECTIONAL CONTACTOR WELDED

5 FLASHES – DIRECTIONAL CONTACTOR NOT CLOSED OR MOTOR HAS OPEN CIRCUIT

Crown 1991 PF-9026-4 Rev. 10/91

M4.2 - 06.5 - 423

Printed in U.S.A.

02 REV. 10/91

M4.2 - 06.5 - 423

MAINTENANCE 6 FLASHES – FAULTY ACCELERATOR

7 FLASHES – LOW BATTERY

Crown 1991 PF-9026-5 Rev. 10/91

M4.2 - 06.5 - 424

Printed in U.S.A.

02 REV. 10/91

M4.2 - 06.5 - 424

MAINTENANCE 8 FLASHES – CONTROL OVERHEATED

FUSE BLOWN The following procedure should be adopted when checking out both blown power fuses or control fuses.

Disconnect battery.

Using a suitable meter reading resistance, check for short circuits between fuse connection and negative.

By isolating the various parts of the circuit connected to the blown fuse, trace the short circuit and correct.

Certain faults e.g. short field or armature, may also have damaged power components. Be careful when switching on.

Crown 1991 PF-9026-6 Rev. 10/91

M4.2 - 06.5 - 425

Printed in U.S.A.

02 REV. 10/91

M4.2 - 06.5 - 425

MAINTENANCE 150-AMPERE CONTACTORS DISASSEMBLY AND ASSEMBLY Two main categories of these contractors are used.

The single-pole normally open types, and the single-pole double-throw types which have one normally open and one normally closed contact (Illustration 4-19). The assembly and disassembly of these devices will be covered individually.

ILLUSTRATION 4-19

Single-pole, Double-throw Type (One Normally Open and One Normally Closed Contact)

ILLUSTRATION 4-20

Disassembly (Refer to Illustration 4-20 for exploded view and ‘parts index).

1. Remove all electrical connections and remove the contactor from the vehicle for easier servicing.

2. Loosen the four long bolts in each corner, remove the top contact retainer, and the long bolts.

3. Remove the two top stationary normally closed contacts.

4. Remove the two contact spacers.

5. Remove the two bottom stationary contacts.

6. Remove the armature and movable-contact assembly.

7. Remove magnet frame and coil from base.

8. Loosen and remove the 10 - 32 nut from the armature and movable-contact assembly using a 3/8” socket or nut driver. Note the order in which the parts are removed from the stud.

© Crown 1978 PF-3384-1

M4.4 - 11 - 021

Parts Index 1. Long bolt with #8 Iockwasher 2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

Top contact retainer Top stationary contact Contact spacer Bottom stationary contact Armature and movable-contact assembly (Includes Indexes 7 thru 17) 10-32 nut No. 10 Iockwasher No. 10 flatwasher Movable-contact carrier Shim Movable contact Spring cup (snaps into 12) Contact spring Bottom stationary-contact support Armature Spiral return spring Magnet frame Coil Base Bus connector

Printed in U.S.A.

M4.4 - 11 - 021

MAINTENANCE Assembly (Refer to Illustration 4-20 for exploded view and parts index).

Before assembly, all parts should be cleaned, inspected for wear and replaced if required. Assembly is performed in reverse order from disassembly with the following precautions required: 1. Force the small end of the spiral spring over the small diameter on the armature assembly. (See illustration 4-22).

2. Reassemble the armature parts 7 to 17 and tighten the 10-32 nut to 14 to 18 inch-pounds torque (1.6 to 2.0 Newton meters).

3. Locate the projections on the magnet frame in the indentations on top of the coil with frame oriented as in illustration 4-20.

4. Add the armature and movable-contact assembly.

5. Properly seat the stationary contacts in the slots of the molded stationary contact support and add the two contact spacers.

6. Add the two top stationary contacts and top contact retainer. Insert bus connector before proceeding to Step 7.

7. Tighten the four long bolts in a uniform manner using a diagonal tightening sequence. Tighten the bolts with 14 to 18 inch-pounds torque (1.6 to 2.0 Newton meters).

DISASSEMBLY AND ASSEMBLY Single-pole, Single-throw Type (One Normally Open Contact) Disassembly (Refer to Illustration 4-21 for exploded view and parts index).

1. Remove all electrical connections and remove the contactor from the vehicle for easier servicing.

2. Loosen the four long bolts in each corner and remove the two contact spacers.

3. Remove the two stationary contacts.

4. Remove armature and movable-contact assembly.

5. Remove magnet frame and coil from the base.

6. Loosen and remove the 10 - 32 nut from the armature and movable contact assembly using a 3/8” socket or nut driver. Note the order in which the parts are removed from the stud. (See Illustration 4-21).

© Crown 1978 PF-3384-2

M4.4 - 11 - 022

ILLUSTRATION 4-21 Parts Index 1. Long bolt with #8 Iockwasher 2. Contact spacer 3. Stationary contacts 4. Armature and movable-contact assembly (includes Indexes 5 thru 15) 5. 10-32 nut 6. No. 10 Iockwasher 7. No. 10 flatwasher 8. Contact spring retainer 9. Contact spring 10. Movable contact 11. Shim 12. Movable-contact carrier 13. Stationary-contact support 14. Armature 15. Spiral return spring 16. Magnet frame 17. Coil 18. Base

Printed in U.S.A.

M4.4 - 11 - 022

MAINTENANCE Assembly (Refer to Illustration 4-21 for exploded view and parts index).

Before assembly all parts should be cleaned and inspected for wear and replaced if required. The assembly is performed in the reverse order from the disassembly with the following precautions required:

Contactor

Free Length “A” in inches (mm)

79567 79771 79772

0.73 to 0.79 (18.5 to 20.1)

83872 83872

0.67 to 0.73 (17.3 to 18.5)

1. Force the small end of the spiral spring over the small diameter on the armature assembly. (See illustration 4-22).

2. Reassemble the armature parts 5 to 15 and tighten the 10-32 nut to 14 to 18 inch-pounds torque (1.6 to 2.0 Newton meters).

3. Locate the projections on the magnet frame in the indentations on top of the coil with frame oriented as in Illustration 4-21.

4. Add the armature and movable-contact assembly.

5. Properly seat the stationary contacts in the slots of the molded stationary-contact support and add the two contact spacers.

6. Tighten the four long bolts with 14 to 18 inchpounds torque (1.6 to 2.0 Newton meters).

Contact Spring The free length should be between the limits shown in the table and should be replaced if it showns signs of having been overheated or of corrosion.

Contactor

Free Length “A” in inches (mm)

79567, 79771 79772, 83872

0.38 to 0.40 (9.6 to 10)

coils CAUTION

ILLUSTRATION 4-22

MAINTENANCE AND INSPECTION OF PARTS Contacts Contacts must be replaced before they have worn through contact button to the base copper material.

Spiral Return Spring The free length should be between the limits shown in the table and should be replaced if it shows signs of corrosion.

© Crown 1978 PF-3384-3

M4.4 - 11 - 023

The coils have voltage suppression cast integral with the coil. If a test voltage is applied in the wrong direction or if the coil is connected back wards, permanent damage may result. Observe the polarity mark on the coil during maintenance.

If the contactor fails to operate, measure the voltage being applied to the coil terminals. The coils on the contactor have been designed to actuate the contactor on reduced battery voltage and with approximately three volts drop in the electronic circuit so that all contractors should operate at or below 65 percent of rated battery voltage. Replace the coil if the contactor does not operate to the full stroke on 65 percent voltage or if the coil shows signs of being overheated.

Printed in U.S.A.

M4.4 - 11 - 023

MAINTENANCE CONTACTORS Crown has tested and applied these contactors according to the requirements of our vehicle. No modifications or changes should be made in the layout, physical arrangement or electrical connections without written permission from Crown.

The information contained in this section pertains to the contactors listed below.

Contactor

Voltage

Model Usage

104140

24

SP36,42 & 48,TWR/TR, RR,RS,RD SP36,42 & 48, TWR/TR, RR,RS,RD,FC PE,PC,TWR/TR RC,SC,RR,RS,RD RC,SC,RR,RS,RD,FC RC,SC,RR,RS,RD PE,PC,PR,TWR/TR PE,PC,PR,TWR/TR FC FC RR,RS,RD RR,RS,RD

104483 105706 106109 109740 109747 111634 111635 112218 112220 116001 116002

24 24 36 24 24 24 24 36/48 36/48 24 36

Inspection The following information is intended to assist during periods of normal maintenance and to provide checks for maintaining adjustments. As these devices are tested and adjusted at the factory, they should normally not require further adjustments. However, if factory adjustments are tampered with or otherwise changed, the checks contained in the following information may be made.

CONTACTS In normal operation, the contacts may become blackened, discolored, and roughened. This will not interfere with proper operation and cleaning is not necessary. The contacts should be replaced if the silver contact facing is completely eroded through to the backing material. The silver contact facing may transfer to either the moving or stationary contact and cause buildup on one contact. This can be expected under certain conditions and does not require contact dressing or filing. It is recommended that contacts always be replaced in mating pairs.

COILS Remove coil from circuit by removing wires from terminals, including suppressor. Coil resistance should be as follows:

1737PS

ILLUSTRATION 4.4-1

Coil

Voltage

Resistance

104438 104496 106446 109764 112222 112268

24 24 36 24 36/48 24

11.5 to 14.1 ohms 11.5 to 14.1 ohms 21 to 27 ohms 10.5 to 13.5 ohms 28.2 to 36.2 ohms 14 to 18 ohms

CONTACT AND SPIRAL RETURN SPRINGS

WARNING

Before any inspection, adjustments, servicing, parts replacement or any other act is performed requiring physical contact with the electrical working components or wiring of these contactors; disconnect battery, raise traction wheels clear of floor and place hardwood blocks under truck frame.

These springs should be replaced if signs of corrosion or discoloration from overheating are present.

SPIRAL RETURN SPRING 0282

CONTACT SPRING

ILLUSTRATION 4.4-2

3966 Crown 1991 PF-9022-1 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–040

M4.4–11.0–040

MAINTENANCE SUPPRESSORS 104141 & 109738 Suppressors: A visual inspection of this suppressor is necessary. Remove from coil. A faulty suppressor will be cracked or broken.

104496 & 104497 Suppressor: This suppressor is a resistordiode network. When meter, on R x 10K scale, is attached with polarity shown in Illustration 4.4-3, a meter reading of less than 5,000 ohms should be realized. Reverse meter leads. Meter should indicate infinite resistance.

0280

ILLUSTRATION 4.4-3

109636 Suppressors: This suppressor contains a diode.

When meter, on R x 10K scale, is attached with polarity shown in Illustration 4.4-4, a meter reading of near 0 ohms should be realized. Reverse meter leads. Meter should indicate infinite resistance.

0281

ILLUSTRATION 4.4-4

7. Assemble stationary tips (Index 14, 15, 16) and bus clamps (Index 25).

8. Assemble stationary tips (Index 27, 28).

9. Assemble clamps (Index 24) and screws (Index 29).

10. Position stationary contact (lndex 14) on bus clamps.

11. Assemble covers and long screws. Start screws in tapped holes of base plate. Tighten screws in one turn increments, using a diagonal pattern. Tighten screws to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

COILS (Refer to Illustration 4.4-6) 1. Loosen eight (8) screws (Index 33).

2. Lift contact assembly, including bus base (Index 13), from frame (Index 4) as an assembly.

3. Remove frame (Index 4).

4. Lift coil (Index 3) from post on base plate (Index 1).

Note position of coil terminals in relation to base plate for assembly.

5. Position replacement coil on base plate, as noted at disassembly, and locate projections on base plate in indentations of coil.

6. Position frame (Index 4) over coil and locate projections on magnet frame in indentation of coil.

7. Make certain small end of spiral spring (Index 5) is forced over small diameter of plunger (Index 7) as shown in Illustration 4.4-5.

Component Replacement 104483, 105706, 109747, 111634 Contactors CONTACTS (Refer to Illustration 4.4-6) 1. Loosen eight (8) long screws (Index 33). Lift covers (Index 31) and screws from contactor.

2. Remove stationary tip (Index 14). Loosen and remove screws (Index 29) and clamps (Index 24).

3. Remove stationary tips (Index 27, 28) and bus clamps (Index 25). Turn movable tips 90 degrees and remove stationary tips (Index 14, 15, 16).

4. Loosen and remove 10-32 nut (Index 23) from armature and movable contact tip assembly with 3/8 inch socket or nut driver.

5. Replace contacts.

6. Assemble movable contacts on armature shaft and tighten nut (Index 23) to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

1738PS

ILLUSTRATION 4.4-5

8. Position contact assembly on frame.

9. Assemble covers and long screws. Start screws in tapped holes of base plate. Tighten screws in one turn increments, using a diagonal pattern. Tighten screws to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

Crown 1991 PF-9022-2 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–041

M4.4–11.0–041

MAINTENANCE 0052

1 2 18

4

19

3

17

19 21

20

23

26

22

2

6

26 13

5

7

9

4

11 25

24

14

15

10

8

12 6

29 14 16

30

18

27

25 28

21

Index 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

20

23

29

33

17

19 30

32

19

24

31

26 ASSEMBLED VIEW

22

26

Part Name

Index

Plate Magnetic Base Screw M4 Coil Frame Spring Armature Assembly (Includes Index 7 Thru 12) Plunger Washer Washer Guide Lockwasher Nut Stud Base Bus Tip Stationary Tip Stationary Tip Stationary Bushing Plunger Carrier Movable Tip Washer Spring Guide

20 21 22 23 24 25 26 27 28 29

30

31 32 33

Part Name Spring Bus Insulation Upper Flatwasher Locknut #10 Clamp Clamp Bus Tip Movable Tip Stationary Tip Stationary Screw M8 Lockwasher Flatwasher Screw M8 Lockwasher Flatwasher Cover Lockwasher Screw #10

ILLUSTRATION 4.4-6 Crown 1991 PF-9022-3 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–042

M4.4–11.0–042

MAINTENANCE 104140, 106109, 109740, 111635, 112218, 112220, 116001, 116002 Contactors COIL (Refer to Illustration 4.4-7)

CONTACTS (Refer to Illustration 4.4-7) 1. Remove nut (Index 25) from armature. Lift washer, spring retainer, spring and spring guide washer (Index 24, 23, 22, 21) from armature.

2. Lift movable contact (Index 20) from armature. Install replacement contact.

3. Assemble spring guide washer, spring, spring retainer and washer on armature.

4. Install nut on armature and tighten to 14-18 inchpounds torque (1.6 - 2.0 Newton meters).

5. Remove four (4) long screws (Index 17) and remove the stationary tip clamps (Index 15) from contactor assembly.

6. Remove stationary contacts.

7. Install replacement contacts and secure in place with stationary tip clamps. Tighten four screws, in one turn increments, using a diagonal pattern. Tighten screws to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

1. Remove four (4) long screws (Index 17) and stationary tip clamps (Index 15).

2. Remove stationary contacts.

3. Lift stationary tip carrier (Index 13) with the armature assembly (Index 26) from the contactor assembly.

4. Remove magnet frame (Index 5).

5. Lift coil (Index 14) from post on base plate (Index 1).

Note position of coil terminals in relation to base plate for assembly.

6. Position replacement coil on base plate, as noted at disassembly, and locate projections on base plate in indentations of coil.

7. Position magnet frame over coil and locate projections on magnet frame in indentation of coil.

8. Make certain the small end of spiral spring (Index 6) is forced over small diameter of plunger (Index 7) as shown in Illustration 4.4-5. Assemble armature assembly and stationary tip carrier on top of magnet frame.

9. Install stationary contacts and stationary tip clamps.

10. Start four (4) screws in tapped holes of base plate.

Tighten screws, in one turn increments, using a diagonal pattern. Tighten to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

Crown 1991 PF-9022-4 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–043

M4.4–11.0–043

MAINTENANCE 0053

1

2 3

4

18 20 22

19

6

24 26

21

8 10

5

23

7

25

12 9

14

11

13 ASSEMBLED VIEW

15

17 16

Index 1 2 3 4 5 6 7 8 9 10 11 12 13

Part Name

Index

Plate Magnetic Base Suppressor Screw M4 Coil Frame Spring Plunger Washer Washer Guide Lockwasher Nut Stud Carrier Stationary Tip

14 15 16 17 18 19 20 21 22 23 24 25 26

Part Name Tip Stationary Clamp Stationary Tip Lockwasher Screw #10 Bushing Plunger Carrier Movable Tip Tip Movable Washer Spring Guide Spring Retainer Spring Flatwasher Locknut #10 Armature Assembly (Includes Index 7 Thru 12)

ILLUSTRATION 4.4-7 Crown 1991 PF-9022-5 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–044

M4.4–11.0–044

MAINTENANCE CONTROL POD The control pod comes in several variations to provide the operator controls for travel, raise, lower, horn and high speed cutout. All variations incorporate a safety reversing switch.

PE trucks may include Quickpick controls.

Adjustments Remove covers from top and bottom of control pod.

SAFETY REVERSING SWITCH Turn adjusting screw counter-clockwise until safety reversing switch actuates (zero ohms on meter). Turn adjusting screw clockwise one half turn for correct adjustment.

DIRECTIONAL AND SPEED SWITCHES (resistor speed control)

ILLUSTRATION 4.5-1 Depending on the model, control pods will have two (2) speed switches or a potentiometer; with or without a 1A switch; with or without a high speed cutout switch. When a 1A switch other than in the control pod is used, e.g. a cross bar mounted 1A switch on PE series trucks, a high speed cutout switch is not required.

The following instructions outline the adjustment of the safety reversing switch, directional switches, speed switches (resistor speed control trucks) and potentiometer (Transistor and SCR speed control trucks). Replacement procedures are also included for all components in the control pod.

To verify when switches are actuated, connect a volt-ohm meter, on the R x 10,000 ohm scale, across the N.O. contacts. Meter indication should be zero ohms. When switch is not actuated, meter should indicate infinite resistance.

On resistor speed control trucks, a detent arm drops into various detents as the twist grip is rotated in either direction.

Switches actuate when in the corresponding detents and remain actuated until twist grip passes the corresponding detent toward the neutral position.

Turn the twist grip toward operator until detent arm drops in bottom of first detent. Turn adjusting screw on appropriate directional switch actuating arm slowly clockwise until switch actuates (zero ohms on meter). Secure with thread locking adhesive (Crown no. 061004-014).

Advance twist grip to second detent and hold. Turn adjusting screw on “A” speed (second speed) switch slowly clockwise until switch actuates (zero ohms on meter). Secure adjustment with thread locking adhesive (Crown no. 061004-014).

Advance twist grip to third detent and hold. Turn adjusting screw on “B” speed (third speed) switch slowly clockwise until switch actuates (zero ohms on meter). Secure adjustment with thread locking adhesive (Crown no. 061004-014).

RESISTOR CONTROL ILLUSTRATION 4.5-2

TRANSISTOR AND SCR CONTROL ILLUSTRATION 4.5-3

Crown 1985 PF-7198-1 Rev. 10/91

Printed in U.S.A.

02 REV. 10/91

M4.5 - 04.2 - 001

M4.5 - 04.2 - 001

MAINTENANCE Return twist grip to neutral and turn in opposite direction to first detent and hold. Turn adjusting screw on opposite directional switch slowly clockwise until switch actuates (zero ohms on meter). Secure adjustment with thread locking adhesive (Crown no. 061004-014).

Return twist grip to neutral and check that all switches reset (infinite resistance on meter). If a switch does not reset, turn adjusting screw counter-clockwise, in quarter-turn increments, until switch resets. Check that switch actuates when twist grip is rotated to corresponding detent.

Install covers.

0271S

DIRECTIONAL AND 1A SWITCHES (Transistor and SCR speed control) With the twist grip in the neutral position turn the adjustment screws on both directional switches, slowly, clockwise until switch actuates (zero ohms on meter). Turn both screws 1/ 2 turn counter-clockwise. Place an ohm meter across the potentiometer and turn twist grip slowly until a directional switch actuates. Record reading shown on meter. Turn twist grip in opposite direction slowly until other directional switch actuates. Record reading shown on meter.

Compare the two readings. The values should be within 250 ohms of each other. If the difference is in excess of 250 ohms, turn adjusting screw on actuator arm of directional switch which corresponds to the highest reading, counterclockwise in quarter-turn increments until readings at actuation are within 250 ohms. Secure adjustments with thread locking adhesive (Crown no. 061004-014).

Set the 1A switch (on units which incorporate the 1A switch in the control pod) to actuate when the reading from the potentiometer is less than 200 ohms. Check in both directions of twist grip rotation. Secure adjustment with thread locking adhesive (Crown no. 061004-014).

Install covers.

POTENTIOMETER (Transistor and SCR speed control) When a new potentiometer is being installed, the potentiometer can be approximately adjusted outside the assembly.

Attach a jumper between the outside terminals of the potentiometer and connect leads of ohm meter between either outside terminal and center terminal of the potentiometer.

ILLUSTRATION 4.5-4

Rotate the shaft of the potentiometer to obtain the highest ohm meter reading (approximately 5000 ohms). Disconnect meter and jumper. Install potentiometer as outlined in Replacement.

To fine adjust the potentiometer in the assembly, proceed with the following instructions.

With the twist grip in the neutral position, connect an ohm meter between the center terminal and either end terminal (disconnect one wire from potentiometer at terminal board to assure correct reading). Loosen potentiometer locknut and rotate potentiometer back and forth to obtain the highest resistance reading (approximately 5000 ohms). Secure adjustment with locknut. Rotate twist grip from stop to stop.

Resistance reading must not jump from zero ohms to infinite resistance throughout entire rotation. If resistance does jump, adjust potentiometer slightly.

When potentiometer is adjusted, make certain potentiometer terminals will not contact the cover when installed. If terminals will contact the cover, loosen the adjustable potentiometer mounting bracket and move pinion gear away from teeth on stop. Loosen locknut on potentiometer mounting post and turn potentiometer so terminals will not touch the cover and secure. Move pinion gear on potentiometer toward gear teeth on stop until teeth mesh completely and tighten adjustable mounting bracket screws.

Perform potentiometer adjustment procedures.

Install covers.

Crown 1985 PF-7198-2 Rev. 10/91

Printed in U.S.A.

02 REV. 10/91

M4.5 - 04.2 - 002

M4.5 - 04.2 - 002

MAINTENANCE Component Replacement

LIFT, LOWER, HIGH SPEED CUTOUT, HORN SWITCHES AND BUTTONS

Remove covers from top and bottom of control pod.

DIRECTIONAL, SPEED, 1A SWITCHES AND ACTUATORS Remove three mounting screws from switch and bracket assembly. Arrange wires in control pod to permit switch and bracket assembly to be moved out from under cam through top of control pod.

Locate switch to be replaced and disconnect electrical wires, noting location for proper installation (Illustration 4.5-6).

Remove mounting screws and replace switch. Secure in place with mounting screws and connect electrical wires as noted at disassembly. Tighten electrical connection screws 55-65 inch ounces (390-460 Nmm).

0273S

0272S

ILLUSTRATION 4.5-5

Locate switch to be replaced and disconnect wires, noting location for proper installation. Remove appropriate mounting screws and slide switch from assembly. Position replacement switch and slide into assembly, securing in place with mounting screws. Connect wires as noted at disassembly and tighten electrical connection screws 55-65 inch ounces (390-460 Nmm).

Locate actuator arm in question. Remove speed nut (39) (Illustration 4.5-5) and slide rod (33) out until actuator in question can be removed. Remove adjusting screw from arm being replaced and install in replacement arm. Slide rod into switch bracket, aligning actuators so rod goes through pivot point. Install speed nut.

Slide switch and bracket assembly onto mounting posts in control pod and secure in place with mounting screws.

Perform switch adjustment procedures.

ILLUSTRATION 4.5-6

Locate button to be replaced and remove two spring retaining screws (51). Work springs out of assembly. Remove corresponding switch mounting screws and move switch aside. Remove button from cover. Position replacement button so symbol on button is correct and insert in cover.

Compress springs and insert in spring recess in back of button and under bracket for spring retaining screw. Install spring retaining screws. Position switch and secure in place with mounting screws.

Install covers.

SAFETY REVERSING SWITCH AND BUTTON ASSEMBLY Remove mounting screws from safety reversing switch (Illustration 4.5-7) and lift from control pod. Disconnect electrical wires and install on replacement switch. Position replacement switch in control pod and secure in place with mounting screws.

Install covers.

Crown 1985 PF-7198-3 Rev. 10/91

Printed in U.S.A.

02 REV. 10/91

M4.5 - 04.2 - 003

M4.5 - 04.2 - 003

MAINTENANCE Remove two retaining screws (13) and pull button assembly from control pod. Remove four screws (10) and separate all components of assembly.

Connect wires to replacement potentiometer. Place insulator (55) on potentiometer aligning tab on potentiometer with notch in insulator. Slide potentiometer through hole in mounting bracket and assemble insulator (59), lockwasher (60) and locknut (62). Before tightening locknut, turn potentiometer so terminals will not touch the cover when assembled.

Slide pinion gear (63) on potentiometer shaft and approximately adjust the potentiometer as outlined in Potentiometer Adjustment.

Move potentiometer toward the stop so pinion gear teeth and teeth on stop mesh completely. Tighten screws on mounting plate. Perform the Potentiometer Adjustment procedures.

Install covers.

TWIST GRIPS

Replace component in question and reassemble (6) (7) (8) and (9) using screws (10). Make certain springs are in position and insert button assembly in pod. Secure in place with retaining screws (13). Make certain edge of switch bellows (8) is positioned in recess in control pod. Perform Safety Reversing Switch Adjustment Procedure.

If truck (PE) is equipped with Quickpick controls, remove button located on the side of twist grip. Drive roll pin from twist grip being replaced (Illustration 4.5-9). Slide grip out through hole in yoke. Remove bushing from old grip and install on replacement grip. Position replacement grip with arrows upward when handle is in operating position and slide grip through hole in yoke. Align square hole in grip with square shaft and slide together. Align hole in grip with hole in shaft and drive in roll pin.

Install covers.

CAMS, TORSION SPRING, STOP

POTENTIOMETER (Illustration 4.5-8)

Drive roll pin from right hand twist grip and remove grip through hole in yoke. Slowly slide the square shaft with grip from assembly. Make note of the physical arrangement of components on the shaft with respect to each other and the arrows on the left hand grip.

SPACER STOP & RETURN (TRANSISTOR & ASSEMBLY SCR CONTROL) (TRANSISTOR & ARROWS SCR CONTROL) WASHERS CAM

0274S

ILLUSTRATION 4.5-7

Loosen screws on adjustable mounting bracket. Move potentiometer away from stop so gear teeth unmesh. Slide pinion gear off potentiometer shaft. Remove locknut (62), star lockwasher (60) and insulator (59). Pull potentiometer from mounting bracket, remove insulator (55) and disconnect wires, noting location for proper installation.

TWIST GRIP

ROLL PIN

SPEED CAM (RESISTOR CONTROL)

STOP (RESISTOR CONTROL) 0276S 0275S

ILLUSTRATION 4.5-8

Crown 1985 PF-7198-4 Rev. 10/91

ILLUSTRATION 4.5-9 Printed in U.S.A.

02 REV. 10/91

M4.5 - 04.2 - 004

M4.5 - 04.2 - 004

MAINTENANCE Replace component in question. When assembling, make certain the arrows on the twist grip will be toward the top of the control pod when control handle is in operating position.

Apply grease (Crown no. 063002-025) to the inside of the torsion spring and assemble the stop, spring, collars and plate. Make certain the torsion spring is assembled on spring arm of the stop as shown in Illustration 4.5-10.

Select new component and assemble in reverse order, making certain sleeving is on spring.

Apply grease (Crown no. 063002-025) to outside diameter of detent roller.

Install covers.

QUICKPICK CONTROLS (PE Trucks Only) When replacing components, refer to illustration below.

Switches require no adjustment. Tighten switch electrical connection screws 55-65 inch ounces (390-460 Nmm).

COVER 0277S

ILLUSTRATION 4.5-10

SWITCH Assemble components on shaft in control pod as noted at disassembly and shown in Illustration 4.5-9. Make certain torsion spring is over tab in control pod housing as shown in Illustration 4.5-10. Insert washers between cam and control pod as required to remove any lateral movement of components on the shaft.

Insert right hand twist grip through hole in yoke, arrows up, and secure in place with roll pin. Perform switch and potentiometer adjustment procedures as necessary.

SHOULDER SCREW INSULATOR SHOULDER SCREW

BUTTON SPRING ROLL PIN

Apply grease (Crown no. 063002-025) to entire torsion spring.

BUTTON

Install covers.

DETENT ARM AND SPRING Using a pin punch, drive the roll pin from the detent arm pivot point (Illustration 4.5-11). Unhook spring in bottom of control pod and remove detent arm and spring. Disassemble spring and detent arm.

0278S

0905

ILLUSTRATION 4.5-12

ILLUSTRATION 4.5-11

Crown 1985 PF-7198-5 Rev. 10/91

Printed in U.S.A.

02 REV. 10/91

M4.5 - 04.2 - 005

M4.5 - 04.2 - 005

C

CONTROL POD

The control pod comes in several variations to provide the operator controls for travel, raise, lower, horn and high speed cutout. All variations, except the PC 3500, incorporate a safety reversing switch. PE trucks may include Quickpick controls.

Depending on the model, control pods will have two (2) speed switches or a potentiometer; with or without a 1A switch; with or without a high speed cutout switch. When a 1A switch other than in the control pod is used, e.g. a cross bar mounted 1A switch on PE series trucks, a high speed cutout switch is not required.

The following instructions outline the adjustment of the safety reversing switch, directional switches, speed switches (resistor speed control trucks) and potentiometer (Transistor and SCR speed control trucks). Replacement procedures are also included for all components in the control pod.

To verify when switches are actuated, connect a volt-ohm meter, on the R x 10,000 ohm scale, across the N.O. contacts. Meter indication should be zero ohms. When switch is not actuated, meter should indicate infinite resistance.

Adjustments

DIRECTIONAL AND SPEED SWITCHES (resistor speed control) On resistor speed control trucks, a detent arm drops into various detents as the twist grip is rotated in either direction.

Switches actuate when in the corresponding detents and remain actuated until twist grip passes the corresponding detent toward the neutral position.

Turn the twist grip toward operator until detent arm drops in bottom of first detent. Turn adjusting screw on appropriate directional switch actuating arm slowly clockwise until switch actuates (zero ohms on meter). Secure with thread locking adhesive (Crown no. 061004-014).

Advance twist grip to second detent and hold. Turn adjusting screw on “A” speed (second speed) switch slowly clockwise until switch actuates (zero ohms on meter). Secure adjustment with thread locking adhesive (Crown no. 061004-014).

Advance twist grip to third detent and hold. Turn adjusting screw on “B” speed (third speed) switch slowly clockwise until switch actuates (zero ohms on meter). Secure adjustment with thread locking adhesive (Crown no. 061004-014).

Return twist grip to neutral and turn in opposite direction to first detent and hold. Turn adjusting screw on opposite directional switch slowly clockwise until switch actuates (zero ohms on meter). Secure adjustment with thread locking adhesive (Crown no. 061004-014).

Remove covers from top and bottom of control pod.

SAFETY REVERSING SWITCH (Not Applicable on PC, TR Trucks) Turn adjusting screw counter-clockwise until safety reversing switch actuates (zero ohms on meter). Turn adjusting screw clockwise one half turn for correct adjustment.

Return twist grip to neutral and check that all switches reset (infinite resistance on meter). If a switch does not reset, turn adjusting screw counter-clockwise, in quarter-turn increments, until switch resets. Check that switch actuates when twist grip is rotated to corresponding detent.

Install covers.

930415

7188 - EO10973

Crown 1993 PF9758-1 Rev. 1/04

Printed in U.S.A.

02 REV. 1/04

M4.5–04.2–010

M4.5–04.2–010

C

CONTROL POD

DIRECTIONAL AND 1A SWITCHES (Transistor and SCR speed control) With the twist grip in the neutral position turn the adjustment screws on both directional switches, slowly, clockwise until switch actuates (zero ohms on meter). Turn both screws 1/ 2 turn counter-clockwise. Place an ohm meter across the potentiometer and turn twist grip slowly until a directional switch actuates. Record reading shown on meter. Turn twist grip in opposite direction slowly until other directional switch actuates. Record reading shown on meter.

Compare the two readings. The values should be within 250 ohms of each other. If the difference is in excess of 250 ohms, turn adjusting screw on actuator arm of directional switch which corresponds to the highest reading, counterclockwise in quarter-turn increments until readings at actuation are within 250 ohms. Secure adjustments with thread locking adhesive (Crown no. 061004-014).

Set the 1A switch (on units which incorporate the 1A switch in the control pod) to actuate when the reading from the potentiometer is less than 200 ohms. Check in both directions of twist grip rotation. Secure adjustment with thread locking adhesive (Crown no. 061004-014).

Install covers.

POTENTIOMETER (Transistor and SCR speed control) When a new potentiometer is being installed, the potentiometer can be approximately adjusted outside the assembly.

Attach a jumper between the outside terminals of the potentiometer and connect leads of ohm meter between either outside terminal and center terminal of the potentiometer.

0271S

ILLUSTRATION 1

Rotate the shaft of the potentiometer to obtain the highest ohm meter reading (approximately 5000 ohms). Disconnect meter and jumper. Install potentiometer as outlined in Replacement.

To fine adjust the potentiometer in the assembly, proceed with the following instructions.

With the twist grip in the neutral position, connect an ohm meter between the center terminal and either end terminal (disconnect one wire from potentiometer at terminal board to assure correct reading). Loosen potentiometer locknut and rotate potentiometer back and forth to obtain the highest resistance reading (approximately 5000 ohms). Secure adjustment with locknut. Rotate twist grip from stop to stop.

Resistance reading must not jump from zero ohms to infinite resistance throughout entire rotation. If resistance does jump, adjust potentiometer slightly.

When potentiometer is adjusted, make certain potentiometer terminals will not contact the cover when installed. If terminals will contact the cover, loosen the adjustable potentiometer mounting bracket and move pinion gear away from teeth on stop. Loosen locknut on potentiometer mounting post and turn potentiometer so terminals will not touch the cover and secure. Move pinion gear on potentiometer toward gear teeth on stop until teeth mesh completely and tighten adjustable mounting bracket screws.

Perform potentiometer adjustment procedures.

Install covers.

Crown 1993 PF9758-2 Rev. 1/04

Printed in U.S.A.

02 REV. 1/04

M4.5–04.2–011

M4.5–04.2–011

C

CONTROL POD

Component Replacement

LIFT, LOWER, HIGH SPEED CUTOUT, HORN SWITCHES AND BUTTONS

Remove covers from top and bottom of control pod.

DIRECTIONAL, SPEED, 1A SWITCHES AND ACTUATORS Remove three mounting screws from switch and bracket assembly. Arrange wires in control pod to permit switch and bracket assembly to be moved out from under cam through top of control pod.

Locate switch to be replaced and disconnect electrical wires, noting location for proper installation (Illustration 3).

Remove mounting screws and replace switch. Secure in place with mounting screws and connect electrical wires as noted at disassembly. Tighten electrical connection screws 390-460 Nmm (55-65 inch ounces).

47 46

48

45

42 41

43 41 42 44 41

0273

49 50

42 42

43

0272S

51

52 53

ILLUSTRATION 3

Locate button to be replaced and remove two spring retaining screws (51). Work springs out of assembly. Remove corresponding switch mounting screws and move switch aside. Remove button from cover. Position replacement button so symbol on button is correct and insert in cover.

ILLUSTRATION 2

Locate switch to be replaced and disconnect wires, noting location for proper installation. Remove appropriate mounting screws and slide switch from assembly. Position replacement switch and slide into assembly, securing in place with mounting screws. Connect wires as noted at disassembly and tighten electrical connection screws 390-460 Nmm (55-65 inch ounces).

Locate actuator arm in question. Remove speed nut (39) (Illustration 2) and slide rod (33) out until actuator in question can be removed. Remove adjusting screw from arm being replaced and install in replacement arm. Slide rod into switch bracket, aligning actuators so rod goes through pivot point.

Install speed nut.

Slide switch and bracket assembly onto mounting posts in control pod and secure in place with mounting screws.

Perform switch adjustment procedures.

Compress springs and insert in spring recess in back of button and under bracket for spring retaining screw. Install spring retaining screws. Position switch and secure in place with mounting screws.

Install covers.

SAFETY REVERSING SWITCH AND BUTTON ASSEMBLY (Not Applicable on PC, TR Trucks) Remove mounting screws from safety reversing switch (Illustration 4) and lift from control pod. Disconnect electrical wires and install on replacement switch. Position replacement switch in control pod and secure in place with mounting screws.

Install covers.

Crown 1993 PF9758-3 Rev. 1/04

Printed in U.S.A.

02 REV. 1/04

M4.5–04.2–012

M4.5–04.2–012

C

CONTROL POD

Remove two retaining screws (13) and pull button assembly from control pod. Remove four screws (10) and separate all components of assembly.

20 14

12 11

11 10

19 9

Connect wires to replacement potentiometer. Place insulator (55) on potentiometer aligning tab on potentiometer with notch in insulator. Slide potentiometer through hole in mounting bracket and assemble insulator (59), lockwasher (60) and locknut (62). Before tightening locknut, turn potentiometer so terminals will not touch the cover when assembled.

Slide pinion gear (63) on potentiometer shaft and approximately adjust the potentiometer as outlined in Potentiometer Adjustment.

Move potentiometer toward the stop so pinion gear teeth and teeth on stop mesh completely. Tighten screws on mounting plate. Perform the Potentiometer Adjustment procedures.

10

Install covers.

13 8

TWIST GRIPS

7 64 ILLUSTRATION 0274

Replace component in question and reassemble (6) (7) (8) and (9) using screws (10). Make certain springs are in position and insert button assembly in pod. Secure in place with retaining screws (13). Make certain edge of switch bellows (8) is positioned in recess in control pod. Perform Safety Reversing Switch Adjustment Procedure.

Install covers.

If truck (PE) is equipped with Quickpick controls, remove button located on side of twist grip. Drive roll pins from each end of twist grip being replaced. Slide grip in hole of yoke to access extension on end of twist grip. Remove extension from grip and remove grip from yoke. Depending on operator preference, position replacement grip with lobe toward yoke or away from yoke (trucks are manufactured with lobe toward yoke), with arrows up and install grip in yoke. Align key on extension with slot in grip and assemble extension to grip. Align square hole in grip with square shaft and slide together. Assemble roll pins in each end of grip.

POTENTIOMETER (Illustration 5) PART OF CONTROL POD

Loosen screws on adjustable mounting bracket. Move potentiometer away from stop so gear teeth unmesh. Slide pinion gear off potentiometer shaft. Remove locknut (62), star lockwasher (60) and insulator (59). Pull potentiometer from mounting bracket, remove insulator (55) and disconnect wires, noting location for proper installation.

PART OF YOKE TWIST GRIP

EXTENSION ROLL PINS 1977

0275S

ILLUSTRATION 6

ILLUSTRATION 5

Crown 1993 PF9758-4 Rev. 1/04

Printed in U.S.A.

02 REV. 1/04

M4.5–04.2–013

M4.5–04.2–013

C

CONTROL POD

On PC 3500 truck remove roll pin closest to control pod. Slide twist grip from shaft and out of yoke. Remove roll pin and extension from grip. Align key on extension with twist grip and assemble extension into grip, attach with roll pin. Slide extension into yoke, with lobe toward yoke, and handle onto square shaft on side of control pod. Assemble roll pin in control pod end of twist grip.

Replace component in question. When assembling, make certain the arrows on the twist grip will be toward the top of the control pod when control handle is in operating position.

Apply grease (Crown no. 063002-025) to the inside of the torsion spring and assemble the stop, spring, collars and plate. Make certain the torsion spring is assembled on spring arm of the stop as shown in Illustration 9.

Part of Control Pod Part of Yoke Twist Grip

0277S

Assemble components on shaft in control pod as noted at disassembly. Make certain torsion spring is over tab in control pod housing as shown in Illustration 9. Insert washers between cam and control pod as required to remove any lateral movement of components on the shaft.

Roll Pins

Extension ILLUSTRATION 7

3871

CAMS, TORSION SPRING, STOP Drive roll pins from each end of right hand twist grip. Slide grip in hole of yoke to access extension on end of twist grip.

Remove extension from grip and remove grip from yoke.

Slowly slide the square shaft from assembly. Make note of the physical arrangement of components on the shaft with respect to each other and the finger lobe on the left hand grip.

STOP & RETURN ASSEMBLY (TRANSISTOR & SCR CONTROL)

SPACER (TRANSISTOR & SCR CONTROL)

0276S-01

Depending on operator preference, position right hand grip with lobe toward yoke or away from yoke (trucks are manufactured with lobe toward yoke), with arrows up and install grip in yoke. Align key on extension with slot in grip and assemble extension to grip. Align square hole in grip with square shaft and slide together. Assemble roll pins in each end of grip. Perform switch and potentiometer adjustment procedures as necessary.

Apply grease (Crown no. 063002-025) to entire torsion spring.

WASHERS CAM

STOP (RESISTOR CONTROL)

ILLUSTRATION 9

Install covers.

SPEED CAM (RESISTOR CONTROL)

ILLUSTRATION 8

Crown 1993 PF9758-5 Rev. 1/04

Printed in U.S.A.

02 REV. 1/04

M4.5–04.2–014

M4.5–04.2–014

C

CONTROL POD

DETENT ARM AND SPRING

COVER

Using a pin punch, drive the roll pin from the detent arm pivot point (Illustration 10). Unhook spring in bottom of control pod and remove detent arm and spring. Disassemble spring and detent arm.

SWITCH SHOULDER SCREW INSULATOR SHOULDER SCREW

BUTTON SPRING ROLL PIN

BUTTON

0278S

ILLUSTRATION 10

Select new component and assemble in reverse order, making certain sleeving is on spring.

Apply grease (Crown no. 063002-025) to outside diameter of detent roller.

Install covers.

QUICKPICK CONTROLS (PE Trucks Only) When replacing components, refer to illustration below.

Switches require no adjustment. Tighten switch electrical connection screws 390-460 Nmm (55-65 inch ounces).

0905-01

ILLUSTRATION 11

LOAD BACKREST POD (PC 3500 Truck Only) The PC 3500 Truck can have a load backrest control pod on it. The pod will contain raise and lower switches, which do not require adjustment, and a horn switch. To adjust the horn switch, remove cushion and control pod from load backrest to gain access to adjustment screw. Connect meter to switch and fully depress horn button. Turn adjustment screw in until switch activates, zero ohms on meter, continue to turn in until switch plunger is almost fully depressed making sure it is not bottomed out. Secure screw with thread locking adhesive (Crown no. 061004-014).

Adjustment Screw

3873 Crown 1993 PF9758-6 Rev. 1/04

Load Backrest Pod

ILLUSTRATION 12 Printed in U.S.A.

02 REV. 1/04

M4.5–04.2–015

M4.5–04.2–015

ELECTRICAL SYSTEM Battery

Battery

Removal (Roll Out)

The care and maintenance of the battery is very important to get efficient truck operation and maximum battery life.

To remove a battery from a truck to a battery roller stand, park truck with brakes applied. Disconnect battery connectors- and remove battery side panels. Roll battery onto the roller stand which is the same height and as long or longer than the battery. Caution must be taken not to allow any metallic object to come in contact with the top of the cell, as this may cause a short circuit when the battery is rolled in or out of the truck.

Checking Battery electrolyte level should be checked before each charge of the battery. The level should be maintained at one-half inch above plates or just below the lower lip of the filler hole at all times. If low, add either approved local supply or distilled water (consult battery manufacturer) preferably at the end of charge. Do not overfill. For maximum battery life, specific gravity readings should be taken daily and recorded on a pilot cell.

The pilot cell should be changed on a monthly basis with readings taken on all cells at semiannual or annual intervals. Do not take specific gravity readings immediately after adding water. The water and electrolyte must be thoroughly mixed by charging before a reliable reading can be taken. The normal full charge specific gravity should be between 1.265 and 1.280.

Removal (Hoist) When the removal of a battery from a truck is required, park the truck with brakes applied and disconnect battery connectors. (On "SC" units the overhead guard has a chain access cutout to permit the use of an overhead crane or chain lift). Attach spreader bar to ends of battery and lift out. Caution must be taken not to allow any metallic object to come in contact with the top of the cell, as this may cause a short circuit when the battery is removed.

Crown 1978 PF3379-1 Rev. 10/06

Cleaning Always keep vent plugs tightly In place when cleaning battery. When properly watered and charged, the battery will remain clean and dry. All that is necessary Is to brush or blow off any dust or dirt which may accumulate on them. However, if electrolyte is spilled or overflows from the cell. it should be neutralized with a solution of baking soda and water (one pound soda to a gallon of water). To do this, remove the battery from the truck and clean with the solution of soda and water brushing the soda solution to get the solution beneath the connectors and removing the grime from the covers. Then rinse the battery with cool water from a low pressure hose to remove the soda and loosened dirt. If batteries stay wet consistently, they may be either overcharged or overfilled. This condition should be Investigated and corrected.

M4.6-11.0-001 01 Rev. 10/06

ELECTRICAL SYSTEM Battery Charging Charging requirements will vary depending on use of truck. Batteries discharged by more than one-third should be charged daily. If tees than one-third discharge, recharging should be delayed; however, they should be recharged at least once a week. If usage of truck makes it necessary, more than one battery should be available to provide ample power to the unit at all times.

CAUTION Never smoke or bring flame near the battery. Gas formed during charging is highly explosive and can cause serious injury.

Consult the charger manufacturer's manual covering your charger for hints on operation and maintenance.

Some of the basic rules are as follows: 1. Placing battery on charge: – Park truck at charging station with forks lowered and key removed.

–

Unplug battery from truck.

–

Be sure charger control is in the off position.

– Connect battery to charger and be sure connectors are mated all the way.

– Set timer for specified time. Set for Normal (Daily Charge, all except one night a week when the Equalize [Weekend] Charge should be used).

–

Check ammeter to be sure it shows charge.

2. Removing battery from charge: –

Be sure the charger is turned off.

– Break the connectors, using both hands with a straight pulling motion.

– Hang up the charger cable to prevent damage.

(Broken connectors can cause poor connections and connector failures).

–

Make daily battery checks.

– Connect battery to truck. Be sure connectors are mated all the way.

M4.6-11.0-002 01 Rev. 10/06

Crown 1978 PF3379-2 Rev. 10/06

MAINTENANCE

ILLUSTRATION NO. 1 DISCHARGE METER/LIFT INTERRUPT (BDI) The purpose of a “Discharge Meter/Lift Interrupt” is to monitor and protect the battery and electrical components of the lift truck. In order to operate your truck efficiently, you must know the capacity and state of charge of the battery during the time-of discharge.

Utilizing this information enables the battery to be recharged or replaced at the proper time, which is generally at 80% discharge or 1.74 volts per cell (VPC).

The “Curtis 933” is made up of two components, the meter and controller. REFER TO ILLUSTRATION NO. 1.

ILLUSTRATION NO. 2

Crown 1982 PF-5314-1

M4.6 - 11 - 100

Printed in U.S.A.

M4.6 - 11 - 100

MAINTENANCE METER OPERATION The meter indicates the state of charge of the truck’s battery. Equipped with a fully charged battery the pointer will move from “F" full charge - green area) towards ”E” (discharged -red area) as the battery is discharged. When the pointer moves to the solid yellow area the ’’reserve warning” light, in the meter, will start to flash. This means the operator has approximately 5% battery capacity available until the lift contractor will be locked out. If the truck is continued in operation with a “low” battery, the pointer will move to the red area and lift lock-out will occur preventing deep discharge and battery damage. As the discharged battery is recharged or replaced with a battery having at least 907. of full charge the interrupt will reset.

CONTROLLER OPERATION AND ADJUSTMENTS The controller, as designed for lift trucks, has been factory adjusted to settings that are satisfactory in most applications. The “reset-level” setting is “B”.

The “B” setting equals 2.1 VPC or 25.2 open circuit voltage for a 24 V battery or 37.8 open circuit voltage for a 36 V battery. The specific gravity (SG) of the battery at 2.1 VPC is approximately 1250. A battery meeting these conditions can be installed in the truck and the instrument will reset. A. battery with a lower VPC reading than 2.1 VPC may not reset at the “B” setting. A battery whose condition has declined due to age or poor maintenance may charge to a lower VPC reading and in order to utilize this battery it may be necessary to lower or decrease the “reset-level” of the controller. Example: A 24 V battery with a shorted cell may only read 23.1 open circuit volts, 2.1 x 11 = 23.1.

NOTE This adjustment should only be done to allow time to make necessary repairs to the battery.

Continued use could cause permanent damage to battery, charger and truck.

To adjust, remove the “pot” protector by hand turning in a CCW direction. Turn the shaft toward the “A” setting, this lowers the VPC requirement to a point that reset can be accomplished, 2.08 VPC, etc. Adjustments made from “B” toward “E” will increase the VPC required to reset, 2.125 VPC, etc. Battery condition, size, and the truck’s duty cycle must be taken into consideration if the “B” reset-level setting is not satisfactory.

Crown 1982 PF-5314-2

M4.6 - 11 - 101

ILLUSTRATION NO. 3 The “specific-gravity alarm” setting is “N”. This setting represents 1.74 VPC, 20.9 open circuit voltage for a 24 V battery, or 31.32 open circuit voltage for a 36 V battery. As the battery is discharged and reaches 1.74 VPC, the “specific-gravity alarm” will activate causing lift to be locked-out, preventing component and battery damage due to deep discharge. A 100% discharged battery will have a reading of 1.7 VPC. The 1.74 VPC represents 80% discharge. The recommended practice is to recharge batteries when they reach 80% discharge. The specific gravity at 1.74 VPC should be 1150. The adjustment from “N” toward “K” will decrease the VPC needed to activate the alarm.

Adjustment from “N” toward “P” will increase the VPC necessary to activate the “specific-gravity alarm”.

The trucks duty cycle, battery size and battery condition must be considered if the “N” setting is not sat is factory.

CAUTION Should a battery capable of reset be connected to the truck it will take approximately 10 seconds before the meter will read properly and reset to occur. If the discharged battery is then re-connected to the truck it will take 20 to 30 minutes before lock-out will occur, This additional discharge to the battery can cause severe component and battery damage due to deep discharge.

Printed in U.S.A.

M4.6 - 11 - 101

MAINTENANCE

ILLUSTRATION NO. 4 OPERATIONAL TEST

AMPERE-HOUR METER

An “1122E” tester can be used to check a malfunctioning instrument or a replaced meter and/or controller. Use the following procedure to run a satisfactory. operational test:

An “Ampere-Hour” meter monitors and displays current draw as it occurs and records the accumulated total ampere-hours used. The ampere-hour meter connects between the battery and the truck. With a properly charged battery in the truck, the truck is put through a duty cycle which represents the work it is required to perform during its shift. The elapsed time is recorded with a stop watch. From these figures it can be computed to determine when lock-out should occur. REFER TO ILLUSTRATION NO. 5.

(A) Disconnect the battery from truck.

(B) Install the ”1122E” switch according to illustration No. 4; the switch should be in the “OFF” position at installation.

Remove the leads from battery positive and lamp positive terminals from the controller. Secure these leads to the appropriate position on the “1122” tester. Connect the tester to the two terminals of the controller where the above leads were removed.

(C) Connect a fully charged battery to the lift truck.

Move tester switch to “RESET”. Meter should indicate full in approximately ten seconds. Check truck’s lift mode.

(D) Move tester switch to “RUN”. Meter should slowly move to the yellow area. The red warning light should flash as the pointer reaches the solid yellow. The pointer should move into the upper third of the red area after approximately 25 to 30 minutes. Check the truck for lift lock-out.

(E) Move tester switch to the “OFF” position and wait ten seconds. Move switch to “RESET”. The meter should indicate full. Check truck’s lift mode.

Function Run Lift 15” Place Back out Turn Run Turn Run Lift 1“ Run Lift 10” Side Shift Stack Load Totals

Time (seconds)

Accumulated Ampere-hours

10 12

30 8 2 2

.347 1.114 1.158 1.281 1.308 1.919 1.956 2.130 2.194 3.444 3.955 4.094 4.177

87

4.200

1

3 1 11

1

5 1

ILLUSTRATION NO. 5

NOTE if the operational test checks okay on a unit it may be beneficial to use an ampere-hour meter to determine ampere-hours used at interrupt.

Crown 1982 PF-5314-3

Printed in U.S.A.

M4.6 - 11 - 102

M4.6 - 11 - 102

MAINTENANCE

ILLUSTRATION NO. 6 A fully charged battery has a capacity rating by the battery manufacture; this is called ampere-hour rating, The amount of time it takes to discharge a battery depends on how hard the battery is worked.

High current rates or hard work cut down the discharge time. Example: A 226 ampere-hour (A. H.) battery is worked at a 452 amperes per hour rate. This battery will reach 100% discharge in 30 minutes. A 600 A.H. battery doing work at 100 amperes-hour will reach 100% discharge in 6 hours. REFER TO ILLUSTRATION NO. 6.

Only 80% of the rated capacity is available for actual work. At about 80% discharged, the voltage drops off

Crown 1982 PF-5314-4

M4.6 - 11 - 103

quickly causing high current draws that are harmful to the truck and battery. Batteries should be changed at 80% discharged.

Open circuit voltage and specific gravity are related as to how hard a battery is worked. Open circuit voltage and specific gravity reading will vary with different current rates. SG readings taken immediately after using a battery will change depending on the stabilization of the acid throughout the electrolyte, which can take up to 24 hours. This reading can drop as much as 20 points. However, the open circuit voltage may rise up to a tenth of a volt per cell. REFER TO ILLUSTRATION NO. 6.

Printed in U.S.A.

M4.6 - 11 - 103

MAINTENANCE To compute average current use the following formula:

Accumulated ampere-hours x

(EXAMPLE)

4.2

X

3600 sec./hr.

Total Time 3600 87

= Average current.

= 173.8

Refer to illustration no. 7 to determine the approximate worktime of a battery.

ILLUSTRATION NO. 7 To determine the approximate worktime of a battery at the average current rate use the following procedure: (A) Refer to the battery’s identification plate for the number of ampere-hours available. Example: 600 A.H. at the 6-hour rate.

(B) Divide the ampere-hours available by 6 to obtain average current. Example: 600-6 = 100 amperes.

(C) Divide the average current needed in the example used earlier, 174 amperes, by the 6-hour discharge

current, 100, to obtain the ratio of the average current required to the 6-hour discharge current.

(D) Use the graph in illustration no. 7 and 1.7 ratio equals 3 hours to reach 100% discharge and 21/2 hours of work time until 80% discharge is reached.

Lock-out should occur at approximately the time when the battery reaches 80% discharge. If the instrument is doing this it is operating correctly.

Crown 1982 PF-5314-5

Printed in U.S.A.

M4.6-11 - 104

M4.6 - 11 - 104

MAINTENANCE

TROUBLE-SHOOTING Symptom:

Remedy:

Gage will not reset.

Check battery state-of-charge, both voltage and specific gravity. The “B” setting equals 2.12 volts per cell. Batteries charged to 1265 or better will have this voltage. The “A” setting equals 2.055 volts per cell equaling a 1210 specific gravity. If a battery is not able to produce reset at the “A” setting, the battery and/or charger must be checked.

Truck comes in too soon for a battery charge.

Check specific gravity of battery when the meter light comes on. Do not turn the “specific gravity alarm” towards “K” if the specific gravity of the battery corresponds to more than 80% discharge (1140 for most batteries). More running time can be obtained by turning the specific gravity alarm from “N” setting towards “K”, providing the battery does not show 80% discharge.

Gage sticking.

Disconnect battery. Connect ohmeter to pin 2 and then tapping pin 3 with other lead. Do not clip onto pin 3, you might burn out the 1 milliampere meter movement. As you tap pin 3 the gage pointer will jump, if not, the meter should be replaced.

Gage will not return to exact location when power is removed and reapplied.

The Memory Cell in controller may be losing power. Replace or exchange controller.

“Reserve Warning Light” does not illuminate.

Check bulb, meter wiring, battery voltage.

“Reserve Warning Light” illuminates continuously.

Check battery voltage and meter.

Lift not locked-out when gage pointer enters red area of gage.

Check relay wiring, relay, and meter.

NOTE

The discharge meter/lift interrupt can be checked out on the truck with the use of a “1122” tester in approximately 30 minutes.

Crown 1982 PF-5314-6

M4.6 - 11 - 105

Printed in U.S.A.

M4.6 - 11 - 105

MAINTENANCE CURTIS MODEL 933/3 BATTERY DISCHARGE INTERRUPT (BDI) DISCHARGE N

1 2 3 4 5 6 7 8

O

P

M L C

K D

BATTERY

F INDICATOR

+

–

E 1/2

B

E

A

1/10

RESET

CURTIS 933 CURTIS CONTROLS DIVISION Manufactured in The USA

MODEL 933/3 Made in the USA Patent Pending This is a Static Sensitive Device Only Authorized Service Technicians

METER WITH POINTER

TWO WIRE METER (Red LEDs)

THREE WIRE METER (Red LEDs)

BDI/HOUR METER w/ 10 LED'S (Green & Yellow)

CONTROLLER 4245-01

ILLUSTRATION 4.6-1

The CURTIS MODEL 933/3 consists of two (2) components: the meter and the controller. Refer to Illustration 1.

The purpose of the Battery Discharge Interrupt (BDI), is to monitor and protect the battery and other electrical components of the lift truck. When the battery is not replaced or recharged at the correct time, generally at 80% discharge or 1.74 volts per cell (VPC), the battery will experience high current draws that will damage battery and electrical components. To avoid continued discharge at this level, a contact in the controller of the BDI which is placed in the lift pump circuit, opens and inhibits the lift function until the battery is recharged or a freshly charged battery is installed in the truck.

Meter Operation Your meter may have either an indicator pointer or LED levels.

The indicator pointer meter shows the state-of-charge of the battery. The pointer will move from the green ball (full charge zone) to the red ball (discharged zone) as the battery is discharged. As the pointer moves to the solid yellow area, a reserve warning light will begin to flash. This flashing light indicates approximately 5% battery capacity available before the lift contactors will be locked out. If the battery continues to be discharged, the pointer will move to the red ball zone. The red ball zone indicates lift lockout to prevent deep discharge of the battery and electrical component damage. When the battery is recharged or replaced with a fully charged battery, the meter will reset to the level of the recharged or replaced battery.

charged battery. If the battery continues to be discharged, the last LED will be turned on and the last two LEDs will flash alternately. Lift lockout will then occur until battery exchange or recharge takes place.

Controller Operation/Adjustment The controller, designed especially for lift trucks, has been adjusted at the factory to settings of "B" for reset and "N", for discharge. These settings have been found to be satisfactory in most industrial applications.

The reset setting of "B" equals 2.1 volts per cell (VPC), 25.2 open circuit voltage for a 24 volt battery, 37.8 open circuit voltage for a 36 volt battery. The specific gravity (SG) of the battey at 2.1 VPC is approximately 1250. As a battery charged to this level is connected to the truck the instrument will reset. A battery charged to less than 2.1 VPC will not cause reset. A battery's condition, or capacity, will decline due to age and/or improper maintenance and a 2.1 VPC reading is not possible. To utilize a battery in this condition it is necessary to make a reset adjustment toward "A". On the other hand, new batteries and batteries in better condition may necessitate a reset adjustment from "B" to "E". This adjustment will increase the VPC that are needed to reset the instrument; 2.125 VPC for example. Battery condition, battery size, and the truck's duty cycle must be considered before making any adjustment from the "B" setting.

Example: A 24 volt battery with a shorted cell may only read 23.1 open circuit volts; 2.1 VPC x 11 = 23.1.

NOTE

The LED meter also monitors the battery. When the battery is at full charge, the 1st LED is illuminated. As the battery discharges, the illuminated LED is turned off and the next LED is turned on. When the next to last is illuminated, the battery should be recharged or exchanged with a fully Crown 1982 PF-5315-1 Rev. 7/96

This adjustment should only be done to allow time to make necessary repairs to the battery.

Continued use could cause permanent damage to battery, charger and truck.

Printed in U.S.A.

03 REV. 7/96

M4.6–11.0–200

M4.6–11.0–200

MAINTENANCE A lower reset adjustment may be necessary. Remove the potentiometer protector by hand turning in a CCW direction.

Turn the shaft, with arrow on top, toward the "A" setting to lower or decrease the VPC necessary to allow reset to occur.

This decrease may be 2.08 VPC for example. Refer to Chart 1 for discharge and reset VPC settings.

DISCHARGE O P

INCREASE

N

M

L

K

The discharge setting of "N" equals 1.74 VPC, 20.9 open circuit voltage for a 24 volt battery, 31.32 open circuit voltage for a 36 volt battery. As the battery is discharged to 1.74 VPC, the discharge alarm will activate causing the truck's lift contactor(s) to be locked out. Lockout prevents deep-discharge of the battery causing battery damage and possible truck electrical component damage. The "N" setting, 1.74 VPC, represents 80% battery discharge; 1.70 VPC equals a 100% discharged battery. The 80% discharge point is the recommended point for battery recharge or replacement.

The specific gravity (SG) at 1.74 VPC is approximately 1150.

To change the discharge setting, remove the potentiometer protector by hand turning in a CCW direction. Turn shaft, with arrow on top, from "N" toward "K" to lower or decrease the VPC necessary to activate the discharge alarm and cause lift lockout. Adjustments made fron "N" toward "P" will increase the VPC needed to cause lift lockout. Consider the battery condition, battery size, and the truck's duty cycle before making any adjustments from the "N" setting.

CAUTION

D E

INCREASE

C

Should a battery capable of reset be connected to the truck it will take approximately 10 seconds before the meter will read properly and reset to occur. If the discharged battery is then reconnected to the truck it will take 20 to 30 minutes before lockout will occur. this additional discharge to the battery can cause severe component and battery damage due to deep discharge

B

A

WIRING DIAGRAM

RESET

Battery Positive 4055

ILLUSTRATION 4.6-2

Discharge Pot Setting VPC P O * N M L K Beyond K

1.82 1.78 1.73 1.68 1.63 1.57 1.56

Existing Lift Switch

RESET Pot Setting VPC E D C * B A Beyond A

Existing Lift Contactor Coil

Fast Test Input 4 5 3

Panel

2.18 2.15 2.12 2.09 2.06 2.00

Meter

Battery Connector Break Existing Connection

1 2 3 4 5 6 7 8

933/3 + Battery – Meter + Battery Led – Lift – Battery – Battery

Battery Negative 4054

ILLUSTRATION 4.6-3

* Factory Setting CHART 4.6-1

Crown 1982 PF-5315-2 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–201

M4.6–11.0–201

MAINTENANCE To Battery Positive (+)

Controller Tester "1141"

"1142" Tester

DISCHARGE N

Button 1 2 3 4 5 6 7 8

2

8

O

P

M L C

K D

E

B A

RESET

CURTIS 933 CURTIS CONTROLS DIVISION Manufactured in The USA

MODEL 933/3 Made in the USA Patent Pending This is a Static Sensitive Device Only Authorized Service Technicians

Controller 4056

ILLUSTRATION 4.6-4

Operational Test Should a unit fail to function properly or be replaced by a new unit, a fast-run-down controller tester "1141", when used with "1142" tester, will cause the meter to go from "full" to "lockout" in approximately one (1) minute. The "1142" tester can be used alone and will cause the meter to go from "full" to "lock-out in approxomately 30 minutes. The following procedure should be followed when using the "1141" and/or "1142" testers: (A) Disconnect trucks' battery.

(E) If battery is completely charged the meter will go to "full". Check that the truck's lift mode is functional.

(F) Move the "1142" switch to RUN position, starting the normal 30 minute discharge. Push button on "1142" tester, speeding up the rate of discharge.

(G) As the pointer goes into the solid yellow zone the "reserve warning" light flashes. When the pointer reaches the red ball lift lockout takes place. Check truck's lift mode.

Refer to Illustration 4.6-4 For B & C. NOTE (B) Connect "FasTest 1141" to controller (black lead to terminal #8 of controller and blue lead to terminal #2 of controller).

(C) Disconnect the battery positive lead from terminal #1 of controller. Connect spade terminal of "1142" tester to terminal #1. Connect battery positive to screw terminal of "1142".

"1142" tester used by itself will necessitate an approximate 30 minute discharge time.

NOTE If the operational test checks okay on a unit it may be benificial to use an ampere-hour meter to determine ampere-hours used at interrupt.

(D) Move "1142" switch to RESET position. Wait ten seconds and connect battery to truck.

Crown 1982 PF-5315-3 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–202

M4.6–11.0–202

MAINTENANCE Ampere-Hour Meter

Function

An "Ampere-Hour" meter monitors and displays current draw as it occurs and records the accumulated total amperehours used. The ampere-hour meter connects between the battery and the truck. With a properly charged battery in the truck, the truck is put through a duty cycle which represents the work it is required to perform during its shift. The elasped time is recorded with a stop watch. From these figures it can be computed to determine when lockout should occur. Refer to Chart 2.

A fully charged battery has a capacity rating by the battery manufacture; this is called ampere-hour rating. The amount of time it takes to discharge a battery depends on how hard the battery is worked. High current rates or hard work cut down the discharge time. Example: a 226 ampere-hour (A.H.) battery is worked at a 452 amperes per hour rate. This battery will reach 100% discharge in 30 minutes. A 600 A.H. battery doing work at 100 ampere-hour will reach 100% discharge in 6 hours. Low battery voltage causes contactors to chatter, sluggish motor starts and causes internal heating of the battery which shortens its life. Refer to Illustration 6.

Time (seconds)

Accumulated Ampere-Hours

Run Lift 15 in. (380mm) Place Back Out Turn Run Turn Run Lift 1 in. (25mm) Run Lift 10 in. (255mm) Sideshift Stack Load

10 12 1 3 1 11 1 5 1 30 8 2 2

0.347 1.114 1.156 1.281 1.308 1.919 1.956 2.130 2.194 3.444 3.955 4.094 4.177

Totals

87

4.200

CHART 4.6-2 1.265 S.G. 180.8 A.H. 1.245 S.G. 246 A.H. 1.220 S.G. 355 A.H. 1.195 S.G. 408 A.H. 1.180 S.G. 480 A.H. 1.169 S.G. 525 A.H.

Recommended Max. Discharge 80% Specific Gravity

% of Total Capacity at Given Rate to 6 Hr. Rate

1.300 1/2 Hr., 226 A.H., 452 Amps.

1.0 Hr., 330 A.H., 330 Amps.

1.270

2.0 Hr., 444 A.H., 222 Amps.

37.5%

3.0 Hr., 510 A.H., 170 Amps.

1.240

6.0 Hr., 600 A.H., 100 Amps.

49%

10.0 Hr., 656 A.H., 65.6 Amps.

1.210

74% 1.180 85% 1.150

0

10

20

30

40

50

60

70

80

90

100

100% 109%

% of Rated Ampere-Hour Capacity 4057

ILLUSTRATION 4.6-5

Crown 1982 PF-5315-4 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–203

M4.6–11.0–203

MAINTENANCE Only 80% of the rated capacity is available for actual work.

At about 80% discharged, the voltage drops off quickly causing high current draws that are harmful to the truck and battery. Batteries should be changed at 80% discharged.

Open circuit voltage and specific gravity are related as how hard a battery is worked. Open circuit voltage and specific gravity will vary with different current rates. SG readings taken immediately after using a battery will change depending on the stabilization of the acid throughout the electrolyte, which can take up to 24 hours. This reading can drop as much as 20 points. However, the open circuit voltage may rise up to a tenth of a volt per cell. Refer to Illustration 6.

To determine the approximate worktime of a battery at the average current rate use the following procedure:

(B) Divide the ampere-hours available by 6 to obtain average current. Example: 600 ÷ 6 = 100 amperes.

(C) Divide the average current needed in the example used earlier, 174 amperes, by the 6 hour discharge current, 100, to obtain the ratio of the average current required to the 6 hour discharge current.

Example: 174 = 1.7 ratio 100 (D) Use the graph in Illustration 6 and 1.7 ratio equals 3 hours to reach 100% discharge and 2 1/2 hours of work time until 80% discharge is reached.

Lockout should occur at approximately the time when the battery reaches 80% discharge. If the instrument is doing this it is operating correctly.

(A) Refer to the battery's identification plate for the number of ampere-hours available. Example: 600 A.H. at the 6 hour rate.

To compute average current use the following formula: Accumulated ampere-hours x

(Example)

4.2 x

3600 sec./hr Total Time 3600 sec./hr 87

= Average current

= 173.8

Ratio of Current Drain to 6.0 Hr. Discharge Current

5

4

3

Capacity to 100% Discharge

2 Capacity to 80% Discharge (Work Time) 1

0 4058

1

2

3

4

5

6

7

Hours ILLUSTRATION 6

Crown 1982 PF-5315-5 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–204

M4.6–11.0–204

MAINTENANCE Troubleshooting Symptom:

Remedy:

Gage will not reset.

Check battery state-of-charge, both voltage and specific gravity (SG). The "B" setting equals 2.12 volts per cell (VPC). Batteries charged to 1250 or better will have this voltage. The "A" setting equals 2.055 VPC equaling 1210 SG. If a battery is not able to produce reset at the "A" setting, the battery and/or charger must be checked.

Truck comes in too soon for battery recharge/change.

Check specific gravity (SG) of battery when the meter light comes on. Do not turn the SG alarm towards "K" if the SG of the battery corresponds to more than 80% discharge (1150 for most batteries). More running time can be obtained by turning the SG alarm from "N" setting towards "K", providing the battery does not show 80% discharge. Under no circumstances should the adjustment be made if the SG corresponds to more than 80% discharge at the 6 hour rate.

Gage sticking.

Disconnect battery. Connect ohmeter to pin 4 and then tapping pin 3 with the other lead. DO NOT slip onto pin 3, you might burn out the 1 millampere meter movement.

As you tap pin 3 the gage pointer will jump, if not, the meter should be replaced.

Gage moves erratically or bounces.

Probable cause is noise pickup from unsurpressed contactor coil(s). Check suppression circuits on all contactor coils and replace defective circuits. If all suppressor circuits are operational, the controller and or gage could be defective.

Reserve Warning Light does not illuminate.

Check meter wiring and/or battery voltage. Meter defective.

Reserve Warning Light illuminate continuously.

Check meter wiring and/or battery voltage. Meter defective.

Lift not locked out when gage pointer enters red area of gage

Remove wire from pin 6 on the controller and try to lift. If lift is functional problem is in truck wiring. If lift is not functional reconnect wire to pin 6. Connect either tester 1141 or 1142 or both to controller. Run gage to red ball. Verify gage light is blinking. Lift should not work. If lift does work, replace controller and gage.

Lift lockout occurring unusually early.

Run the lift motor and check the voltage directly across the (This condition only pertinent after the truck has been battery terminals. Repeat this check at terminals 1 and 8 on operating successfully for serval months with the fuel gage) the controller. The readings should be within 0.5 volts of each other. Possible causes: high resistance in truck to battery connector.

Specific gravity (SG) is very low at lockout.

This can occur with a lightly worked truck where there is very little lifting and a lot of travel. Make a course adjustment by turning the discharge pot from "N" to "P" and measure SG after several cycles of operation. Fine tune by turning back towards "O" if SG is to high.

Crown 1982 PF-5315-6 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–205

M4.6–11.0–205

MAINTENANCE

ILLUSTRATION 1 DISCHARGE METER/LIFT INTERRUPT (BDI)

The purpose of a “Discharge Meter/Lift Interrupt” is to monitor and protect the battery and electrical components of the lift truck. In order to operate your truck efficiently, you must know the capacity and state of charge of the battery during the time of discharge.

Utilizing this information enables the battery to be recharged or replaced at the correct time, which is generally at 80% discharge or 1.74 volts per cell (VPC).

The “Anderson 850” consists of the meter, controller, and relay, refer to illustration 1.

TYPICAL WIRING DIAGRAM ILLUSTRATION 2 Crown 1982 PF-5392-1

M4.6 - 11 - 500

Printed in U.S.A.

M4.6 - 11 - 500

MAINTENANCE METER OPERATION

The meter indicates the state-of-charge of the truck’s battery. The pointer will move from “F” (green, full charge zone), towards the “E” (red, discharged zone), as the battery is discharged. As the pointer moves to the solid yellow area the “reserve warning light”, an LED in the meter, will begin flashing. This flashing light informs the truck’s operator there is approximately 8% battery capacity available before the truck’s lift contractor will be locked out. If the truck is continued in operation with a “low” battery, the pointer will move to the red zone, causing lift lockout, preventing deep discharge, and battery damage.

As the discharged battery is recharged or replaced with a fully charged battery the meter will reset to the level of the recharged or replacement battery.

prevents any further lifting operations. A battery at 80% discharged should have a volts per cell (VPC) reading of 1.74 VPC. A 24V. battery will have an open circuit voltage of 20.88. A 36V. battery will have an open circuit voltage of 31.32 at 80% discharged. A battery connected to the truck with higher voltage readings will cause the relay to close and lifting operations can continue as long as the battery remains above this level.

OPERATIONAL TEST Should a unit fail to function properly or be replaced by a new unit, a quick check of operation should be done before beginning to trouble-shoot.

NOTE If the operational test checks okay on a unit it may be beneficial to use an ampere-hour meter to determine ampere-hours used at interrupt.

RELAY OPERATION A signal from the controller will open the relay when the truck’s battery reaches 80% discharged and

TROUBLE-SHOOTING SYMPTOM

REMEDY

Pointer moves below “E” and light remains on constantly.

lCheck controller switch for voltage mismatch. Check for discharged or defective battery. Check meter.

Pointer moves below “E” and light does not come on.

Check for defective meter.

Pointer pegs above “F” without momentary deflection to “E”.

Check for stuck pointer.

I

Pointer remains at “F” without momentary deflection to “E”.

Check meter wiring. Check for defective meter.

I

I

Relay locks out lift when pointer is still in green area.

Short terminals #2 and #4 on relay. If lift still doesn’t operate, check relay wiring.

I

I

Relay doesn’t lock out lift when pointer enters red area.

Check relay wiring. Check for defective relay or defective meter.

I

I

Relay locks out lift as warning light comes on and pointer Check for defective meter. is not in red zone.

I

Pointer deflects during operation.

Check routing of meter wiring for magnetic interference.

Meter readings are questionable.

Check battery connector, cabling, & volts per cell.

Note: Two models of the “Anderson 850” have been installed on trucks. They look identical and operate basically the same but the meters and controls are not interchangeable. Trucks equipped with the latest style will indicate empty when not connected to power. For further information on identification contact your lift truck dealer.

Crown 1982 PF-5392-2

M4.6 - 11 - 501

Printed in U.S.A.

M4.6 - 11 - 501

MAINTENANCE TROUBLESHOOTING PROCEDURES RECOMMENDED TEST EQUIPMENT

Switches

Volt-ohm meter — Simpson 260 or equal; sensitivity 20,000 ohm/volt D.C., 5,000 ohm/volt A.C.; ranges required 0-50 volts D.C., 0-250 volts A.C.

Disconnect lead from one side of switch. With volt-ohm meter on resistance scale, place test prods across switch terminals. If normally open (N.O.) type contacts are being checked, the meter should read a very high (infinite) resistance. Meter should read zero ohms if normally closed (N.C.) contacts are checked. When the switch is depressed the resistance reading should be opposite.

Test jumper approximately 36 in.(900mm) long (No. 10 wire) with clips on both ends (2 required).

Battery cell tester on hydrometer.

Diode For SCR controlled units, see SCR Operation and Maintenance section of manual for additional test equipment.

For transistor controlled units, see Transistor Operation and Maintenance section of manual for additional test equipment.

To check the diode, disconnect the leads and check resistance between the terminals. Resistance should be 7-12 ohms in the conducting direction, and 50,000 ohms or higher in the non-conducting direction.

CONDUCTING

+

—

—

+

PROCEDURE FOR CHECKING INDIVIDUAL COMPONENTS NON-CONDUCTING

Battery Cell tester operation will vary with different models. See manufacturer’s instructions supplied with your instrument.

When using a hydrometer, the specific gravity of a fully charged battery should be 1.280. Check each cell. All cells should have close to same reading.

0848

Discharge Indicator Connect one end of test jumper to the positive terminal, the other end to battery positive. Meter should show reading.

Check leads to key switch and control fuse.

Charger Fuses Consult charger manufacturer’s instructions for his recommended test procedures.

CAUTION

Power circuit. Remove power fuses, jack truck so drive wheels are clear of floor and place blocks under truck frame before making following checks.

Disconnect battery before making resistance checks.

Some blown fuses can be detected by a visual inspection; however, others will require checking with a volt-ohm meter.

Remove fuse from circuit, place meter in the R x 1 position, place test prod on each end of fuse. Meter should read zero ohms. Be sure to investigate cause of blown fuse.

Horn

Contactor Connect one end of test jumper to coil positive terminal.

Make sure other coil terminal is connected to battery negative. Connect other end of test jumper to control side of control circuit fuse. The contactor should pull in. See contactor information elsewhere in this section for additional checks.

To check, use jumper lead from battery positive to positive terminal on horn. Horn should sound. On SCR controlled units, remove lead from positive horn terminal to hash filter to eliminate hash filter as a cause of malfunction. Retest and if it does not sound, place a jumper from negative horn terminal to battery negative to check the negative leads.

5846 Crown 1982 PF5396-1 Rev. 8/98

Printed in U.S.A.

04 REV. 8/98

M4.8–04.2–001

M4.8–04.2–001

MAINTENANCE Hour meter

Key Switch

Connect one end of jumper to positive hour meter terminal and the other end to battery side of power fuses. Meter should run. If not, check continuity from negative terminal to battery negative. If meter still does not run, remove lead from positive hour meter terminal to hash filter to eliminate hash filter as a possible cause of the malfunction and retest.

Check with jumper from terminal wire to discharge indicator.

Drive Motor Remove brushes from motor and check for chips, cracks, and wear. Brushes that are worn beyond one-half the length of a new brush should be replaced. Replace brushes, if required, and disconnect cables A1, A2, S1 and S2 from contactors.

Time Delay Relay Remove positive (blue) leads and one lead from contact terminals. (Green stripe is contact terminal lead.) Connect Volt-ohm meter leads across contact terminals. Connect one end of test jumper to positive terminal and other end to battery side of power fuse. Meter should read zero ohms within one-half second.

SCR Components Consult the SCR section of the manual for procedures on checking components associated with the SCR control system, as well as suppressors, hash filters and potentiometer.

CAUTION Transistor Components

Watch for moving lift.

Connect cables A1 and S2 together. Connect one end of test jumper to cable S1 and connect the other end of test jumper to battery side of 100A fuse. Connect A2 lead to battery negative. Motor should run. If not, check cables for good connection at motor. Check for continuity between cables, S1, S2 and A1, A2.

Pump Motor Connect test jumper across power terminals on pump contactor. Motor should run.

CAUTION

Consult the transistor section of the manual for procedures on checking components associated with the transistor control system.

Power Solenoid Typically used on pump motors. Remove power fuse from circuit. Connect a volt-ohm meter on the resistance scale across the solenoid power contacts. Meter should read a high resistance (infinite). Connect test jumper between the coil positive terminal and the control side of control circuit fuse. The solenoid should actuate, indicated by a meter reading of zero ohms.

Double Diode Block 075256

Test jumper may become warm because of high motor current.

+

1

—

2

3

+

If motor does not run, remove motor brushes and check for chips, cracks, and wear. Brushes that are worn beyond onehalf the length of a new brush should be replaced. Also check continuity in armature and motor field windings.

0849

Solenoids To check solenoids, connect jumper lead to positive lead of solenoid. Connect other end of jumper to positive battery terminal. Solenoid should activate. If solenoid still does not activate, disconnect lead from positive terminal of solenoid to varistor to eliminate varistor as the cause of the malfunction and retest.

To check a double diode block, connect the negative meter lead to terminal 2 and the positive meter lead to terminal 1 then terminal 3. The meter indication should be a short circuit. Connect the positive meter lead to terminal 2 and the negative lead to terminal 1 then terminal 3. The meter indication should be open circuit.

Crown 1982 PF5396-2 Rev. 8/98

Printed in U.S.A.

04 REV. 8/98

M4.8–04.2–002

M4.8–04.2–002

MAINTENANCE Single Suppressor Block 077728, 085670 & 091181

Switch Suppressor Block 085484 & 086755

—

+ RED

GREEN

V

0850

A conclusive test cannot be performed on this style filter with a conventional analog meter. A meter should indicate an open circuit, on the R x 10,000 ohm scale, in both directions.

If this suppressor is the suspected problem, replace with a known good component.

Dual Suppressor Block 082495, 086322 & 093757 —

+

0852

To check this style filter, connect the negative meter lead to one terminal and the positive meter lead to the other terminal for approximately 5 seconds. Reverse the meter leads. The VOM needle should deflect and return to infinity when on the Rx10,000 ohm scale.

Hash Filter 077732

+

0851 0853

This style filter is checked in the same manner as the single suppressor block. If this suppressor is the suspected problem, replace with known good component.

This style filter is checked in the same manner as the switch suppressor block.

Dual Suppressor Block 115487

Diode Block 113511

1

2

3

4

5

1

2

3

4

5

3809 3810

This style filter is checked in the same manner as the single suppressor block. If this suppressor is the suspected problem, replace with known good component.

To check this diode block, connect the negative meter lead to terminal 1 and the positive meter lead to terminal 2. Meter should indicate short circuit. Reverse meter leads. The meter should indicate open circuit. Connect the negative meter lead to terminal 3 and the positive meter lead to terminal 4. Meter should indicate short circuit. Reverse meter leads. The meter should indicate open circuit. Move positive meter lead to terminal 5. Meter should indicate open circuit. Reverse meter leads. Meter should indicate short circuit.

Crown 1982 PF-5396-3 Rev. 5/95

Printed in U.S.A.

03 REV. 5/95

M4.8–04.2–003

M4.8–04.2–003

MAINTENANCE Regulator 113741

1

2

3

3811

A conclusive test cannot be performed on this component with a conventional analog meter. To check this regulator, set meter to R x 1,000 ohm scale and connect meter leads to terminals 1 and 2. Meter should read 4.5k to 5k ohms. If resistance checks OK and regulator is suspected faulty, replace with known good component.

Diode Block 113587

1

2

3

4

0904

To check this diode block, connect the negative meter lead to terminal 1 and the positive meter lead to terminal 2. Meter should indicate short circuit. Move the negative meter lead to terminal 3. The meter should again indicate short circuit.

Connect the positive meter lead to terminal 1 and the negative meter lead to terminal 2. The meter should indicate open circuit. Move the positive meter lead to terminal 3. The meter should again indicate short circuit. Connect the negative meter lead to terminal 3 and the positive meter lead to terminal 4. Meter should indicate short circuit. Reverse the meter leads. The meter should indicate open circuit.

Crown 1982 PF-5396-4 Rev. 5/95

Printed in U.S.A.

03 REV. 5/95

M4.8–04.2–004

M4.8–04.2–004

MAINTENANCE TROUBLESHOOTING CHART The following charts contain simple and easy-to-follow tables that outline the various symptoms and the corrective action required.

Reconnect the battery as needed for the specific check, and be familiar with both component testing and replacement procedures before proceeding.

Before proceeding, visually check for loose wiring, signs of overheating of components, etc.

A check for leakage from battery positive to frame and battery negative to frame should be checked as part of normal maintenance. Check resistance on R x 1000 scale from frame to battery positive; a reading of less than 20,000 ohms can cause misleading symptoms. The same readings can be applied when checking from frame to battery negative. A resistance of less than 20,000 ohms should be corrected before proceeding.

CAUTION

Before touching any electrical components disconnect battery and jack the drive wheel off the floor.

ALL TESTING SHOULD BE DONE WITH TRUCK JACKED UP Symptom

Probable Cause

1.

a. b. c. d. e. f. g. h.

No travel in either direction.

i. j. k. l. m. n.

Check battery for charge.

Control circuit fuse.

Power circuit fuse.

Key switch.

Brake switch.

Reversing switch (forward direction only).

Directional switches.

Check control harness for broken or damaged leads.

Directional contactors.

Resistor (resistor control units only).

Power cables loose or poor connections.

Drive motor.

On SCR controlled units consult the SCR information in this manual.

On transistor controlled units consult the transistor information in this manual.

2.

No second speed in either direction (resistor control units only).

a. b. c. d.

Second speed switch in handle.

Second speed (A) contactor.

Resistor.

Check control wiring and power leads from (A) contactor.

3.

No third speed in either direction (resistor control units only).

a. b. c. d. e. f.

Third speed switch in handle.

Third speed cutout switch in handle.

High speed switch.

Time delay relay.

Third speed (B) contactor.

Brown, brown stripe, green, green stripe leads and blue lead to time delay relay in the control circuit and power leads from (B) contactor to resistor.

Crown 1989 PF-8924-1 Rev. 10/91

Printed in U.S.A.

01 REV. 10/91

M4.9 - 06.5 - 001

M4.9 - 06.5 - 001

MAINTENANCE Symptom

Probable Cause

4.

No lift (motor doesn’t run).

Check on all units: a. Battery. b. Power circuit fuse. c. Control circuit fuse. d. Lift solenoid. e. Power leads to pump motor. f. Lift motor. g. Lift switch in handle. h. Diode on contactor panel. i. Raise solenoid. j. Check control wiring to lift solenoid.

5.

No lift but motor runs.

Check on all units: a. Low hydraulic fluid in reservoir. b. Seals and wear plate in pump. c. Coupling between pump and motor. d. Raise solenoid not activating. e. Lower solenoid (stuck open).

6.

Unit doesn’t lower.

a. Lower switch in handle. b. Lower solenoid. c. Check control wiring in handle and to lower solenoid.

7.

Load creeps down.

a. b. c. d. e.

8.

Power circuit fuse blows.

a. Check all power cables for shorts. b. Check contactors for proper operation. c. Check motors for shorts.

9.

Control circuit fuse blows. possible shorts.

Check control leads for damaged leads and

Leaks in hydraulic lines.

Cylinder packing.

Internal leakage in raise-lower valve.

Check valve.

Lower solenoid valve.

10. SCR malfunctions.

See the SCR information in this manual.

11. Transistor malfunctions.

See the transistor information in this manual.

Crown 1989 PF-8924-2 Rev. 10/91

Printed in U.S.A.

01 REV. 10/91

M4.9 - 06.5 - 002

M4.9 - 06.5 - 002

MAINTENANCE BRAKE SYSTEM The brake system used on your Walkie Rider pallet truck consists of a traction motor mounted brake which is activated by lowering the spring loaded steering arm or by raising it to the vertical position. The handle or steering arm is spring loaded to return to the vertical position or braking position when it is released by the operator, applying the brake.

The mechanical brake is internal expanding type brake with drum and bonded brake linings. The brake is mechanically released and spring applied. A brake switch is incorporated to cut-off power to the control circuit preventing drive motor overload during braking. The brake is applied when the control handle is in the vertical (up) position and also in the horizontal (down) position. The area of control handle travel between these two positions is referred to as the operating (travel) range of the handle (Refer to Illustration 5-1).

In the vertical position the cam will allow the brake linkage to apply the brake by forcing the brake shoes against the drum. Moving the control handle into the operating range rotates the cam and will force the brake linkage to release the brakes and allow forward or reverse travel. Springs within the brake assembly pull the shoes away from the drum. The brake remains released until the handle is in the braking position and the cam will again force the brake linkage to apply the brakes. Refer to Illustration 5-2.

A0845

A0317

Crown 1989 PF-8322-1

M5.0 - 06.5 - 001

ILLUSTRATION 5-1

ILLUSTRATION 5-2 Printed in U.S.A.*

M5.0 - 06.5 - 001

MAINTENANCE COAST SELECTOR When free coasting is desired, the automatic braking can be neutralized by positioning this control as shown. Note: You can override Coast Selector by pushing steering arm into the vertical braking position.

Inspect the condition of the drum, especially for grooves on the inside of the drum caused by worn linings.

Remove the two springs (item 12) connecting the brake shoes (item 10).

Place new linings in position and attach springs.

NOTE Position the brake springs so that the long hooks are not connected to the same shoe.

Install brake drum and tighten fastening screws. These screws are to be torqued to 8-10 ft./lb. (11 - 14nm).

Brake Shoe Adjustment

A0846

COAST SELECTOR ILLUSTRATION 5-3

Brake Lining Replacement Raise the rear of the truck until the drive wheel is off the floor. Place hardwood blocks under power unit frame and lower truck onto blocks. Be sure drive tire does not contact the floor in this position. Remove the two screws securing the power unit doors together and open doors to a position that will not obstruct the work to be performed.

Remove the three screws and Iockwashers (item 1 ) located in the center of the brake drum; refer to Illustration 5-4.

Release brakes and remove the brake drum (item 2).

A0316

ILLUSTRATION 5-4

Crown 1989 PF-8322-2

M5.0 - 06.5 - 002

Place the control handle (item 1) in the travel position. Refer to Illustration 5-5. Rotate the brake lever clockwise until the brake shoes contact the brake drum. Adjust or turn the collar on the tie rod until it is approximately two turns short (1/16”) of the hole in the brake lever. Allow the brake lever to move counter-clockwise slightly and insert collar. Install flatwasher and cotter pin onto collar, Make sure cotter pin is seperated properly after installation. The brake shoes should make contact with the brake drum “after” the brake switch has been actuated. Readjust the collar to compensate for brake shoe wear during normal truck operation.

AO947

ILLUSTRATION 5-5

Printed in U.S.A.*

M5.0 - 06.5 - 002

MAINTENANCE Brake Switch Adjustment

Torsion Spring Replacement

Adjust the screw which actuates the brake switch to a length that will actuate the switch at a point when the horizontal center line of the twist grips is 39” (1000mm) approximately from the floor.

Three torsion springs located at the pivot point of the control handle keep the control handle in the vertical position when not in use. A brake cam and spacer are also located in this area that allow for proper brake operation and the routing of necessary electrical wires.

Tighten the jam nut to lock the position of the switch actuator.

Stopping Distance The stopping distance test should be conducted on a dry, level, concrete floor while traveling at maximum speed toward the operator. The truck should be empty and a preliminary test of the brakes should be performed to be sure brakes are functioning. Perform a stopping distance test until the proper stopping distance for your particular truck is obtained. Refer to Stopping Distance Chart for required stopping distance. Adjust the distance by lengthening the spring overall length to increase the stopping distance or by shortening the spring overall length to decrease the stopping distance.

STOPPING DISTANCE CHART MODEL 40 PE-60PE-80PE

STOPPING DISTANCE REQUIRED 34” to 52” (860mm to 1350mm)

The following procedure should be used when replacing a broken spring: Remove either end cap. Release spring tension and remove the other end cap. The pivot shaft can now be removed. Use a brass rod and mallet to remove shaft, Note spacer, spring and cam position for assembly purposes.

The spacer is used to allow a path for electrical wiring to be routed from control pod to contactor panel. The cam, located to the side of the handle above the brake switch area must be secured properly to the control handle with roll pins. Any parts not properly installed will not effectively keep the handle in the vertical position when not in use.

Position spring, spacer, spring, spring as shown in illustration 5-6. Install pivot shaft. Install roll pins to end of shaft.

Install end cap. Spring tension will be applied in order to secure end cap to knuckle. Secure other end cap. Handle should move smoothly from vertical to horizontal. Be sure brake cam is actuating brake switch properly. Make sure electrical wires are routed over spacer properly. Any abnormal handle functions must be corrected to insure proper truck operation.

NOTE All torsion springs should be completely greased to eliminate friction.

NOTE 45° of shaft rotation is needed to install end cap, which in turn puts upward spring tension on handle.

Crown 1989 PF-8322-3

M5.0 - 06.5 - 003

Printed in U.S.A.*

M5.0 - 06.5 - 003

MAINTENANCE B0093

ILLUSTRATION 5-6

Crown 1989 PF-83224

M5.0 - 06.5 - 004

Printed in U.S.A.*

M5.0 - 06.5 - 004

MAINTENANCE BRAKES The brake system used on your Walkie Rider pallet truck consists of a traction motor mounted brake which is activated by lowering the spring loaded steering armor by raising it to the vertical position. The handle or steering arm is spring loaded to return to the vertical position or braking position when it is released by the operator, applying the brake.

The mechanical brake is internal expanding type brake with drum and bonded brake linings. The brake is mechanically released and spring applied. A brake switch is incorporated to cut-off power to the control circuit preventing drive motor overload during braking. The brake is applied when the control handle is in the vertical (up) position and also in the horizontal (down) position. The area of control handle travel between these two positions is referred to as the operating (travel) range of the handle (Refer to Illustration 5-1).

In the vettical position the cam will allow the brake linkage to apply the brake by forcing the brake shoes against the drum.

Moving the control handle into the operating range rotates the cam and will force the brake linkage to release the brakes and allow forward or reverse travel. Springs within the brake assembly pull the shoes away from the drum. The brake remains released until the handle is in the braking position and the cam will again force the brake linkage to apply the brakes. Refer to Illustration 5-2.

2656S

2657S

ILLUSTRATION 5-1

ILLUSTRATION 5-2

931206

4C61AI - 36868

Crown 1993 PF-10068-1

Printed in U.S.A.

M5.0 - 06.5 - 010

M5.0 - 06.5 - 010

MAINTENANCE BRAKE SWITCH ADJUSTMENT

Brake Adjustment

Adjust the screw which actuates the brake switch to a length that will actuate the switch at a point when the horizontal center line of the twist grips is approximately at the following dimension from the floor.

Due to normal brake wear, it may be necessary to adjust the brakes periodically. Using the stopping distance procedure that follows, adjust the brake spring on the drive motor to produce the desired stopping distance. Making the spring length shorter will shorten the stopping distance. If the drive tire is sliding, the stopping distance can be shortened by adjusting the casters (see section M1.5). If the stop is to abrupt, the spring length should be increased.

SWITCH ADJUSTMENT CHART

MODEL PE

APPROXIMATE TWIST GRIP HEIGHT in. mm 39

990

Tighten the jam nut to Iockthe position of the switch actuator.

STOPPING DISTANCE ADJUSTMENT

The brake and caster systems are adjusted at the factory to provide nominal brake and stability performance for level, smooth, dry, concrete floors and standard tire and load conditions. Upon installation, the trucks brake and stability performance should be checked to ensure acceptability. It may be necessary to modify the factory settings to properly accommodate the particular operating conditions. When a vehicle is operating over a variety of floor and load conditions, it may be impractical to adjust the brakes and casters to perform optimally for all of the different conditions.

WARNING

Ž Increasing caster loading reduces load on the drive tire and therefore reduces braking effectiveness and traction. Ž Reducing caster loading reduces stability.

Drive tire wear or replacement as well as floor conditions will effect operating characteristics of the truck, mainly: Ž Braking/Traction Ž Stability/Handling Ž Steer Effort Floor conditions in set up area shall be consistent generally with floor conditions in the overall facility. Periodic caster adjustments may be required to maintain proper balance of these characteristics and proper operation.

M5.0 - 06.5 - 012

Check stopping distance with the truck empty on a level surface typical for the application. Travel at maximum acceleration from 0 to 50 feet (15 m) in the power unit first direction. Apply the brakes and measure the stopping distance.

TYPICAL STOPPING DISTANCE

General Notes

Crown 1993 PF-10068-3

Stopping Distance Procedure

MODEL

FEET

METERS

PE

4

1.2

TORSION SPRING REPLACEMENT

Three torsion springs located at the pivot point of the control handle keep the control handle in the vertical position when not in use, A brake cam and spacer are also located in this area that allow for proper brake operation and the routing of necessary electrical wires.

The following procedure should be used when replacing a broken spring: Remove either end cap. Release spring tension and remove the other end cap. The pivot shaft can now be removed. Use a brass rod and mallet to remove shaft. Note spacer, spring and cam position for assembly purposes. The spacer is used to allow a path for electrical wiring to be routed from control pod to contactor panel. The cam, located to the side of the handle above the brake switch area must be secured properly to the control handle with roll pins. Any parts not properly installed will not effectively keep the handle in the vertical position when not in use.

Printed in U.S.A.

M5.0 - 06.5 - 012

MAINTENANCE Position spring, spacer, spring, spring as shown in lllustration 5-6. Install pivot shaft. Install roll pins to end of shaft.

Install end cap. Spring tension will be applied in order to secure end cap to knuckle. Secure other end cap. Handle should move smoothly from vertical to horizontal. Be sure brake cam is actuating brake switch properly with optional coast selector and check to be sure coast selector cam is operating properly. Make sure electrical wires are routed over spacer properly. Any abnormal handle functions must be corrected to insure proper truck operation.

2660S

NOTE All torsion springs should be completely greased to eliminate friction.

NOTE 45° of shaft rotation is needed to install end cap, which in turn puts upward spring tension on handle.

ILLUSTRATION 5-6 Printed in U.S.A.

Crown 1993 PF-10068-4

M5.O - 06.5 - 013

M5.0 - 06.5 - 013

MAINTENANCE BRAKE INSTALLATION The brake assembly must have the lever arm positioned properly before installation. Remove the retaining clip securing the lever arm to the cam shaft and remove lever arm.

Refer to Illustration 5-7 for proper mounting holes and align brake assembly on housing. Replace lever arm and position arm as shown, Install retaining clip to secure lever arm to cam shaft.

2302S

ILLUSTRATION 5-7

Crown 1993 PF-10068-5

M5.0 - 06.5 - 014

Printed in U.S.A.

M5.0 - 06.5 - 014

MAINTENANCE LIFT LINKAGE ADJUSTMENT

forks longer than 60" both left & right) is achieved without the riser leaving the stop blocks. After adjustment, tighten the tension bar and jam nuts on the tension bars and cylinder.

Replace cover plates.

NOTE The following adjustments pertain to domestic pallet trucks only.

Tension Bar Length and Cylinder Adjustment After completely lowering the forks (the cylinder should be bottomed out), remove the cover plates in the fork tips.

Loosen the jam nuts (060021-19) and forward full nuts (060021-54) from each tension bar end (front) until the riser comes in contact with the stop blocks in the fork tips. Refer to Illustration 7-1.

CYLINDER RAM SPANNER WRENCH

STOP BLOCKS FORWARD NUT GUIDE SCREW

ILLUSTRATION 7-2

1365S

LIFT LINKAGE REMOVAL The removal of the lift linkage on your pallet truck can be accomplished using one of two methods, depending on the extent of disassembly you will require. The first method, “forks-up”, allows replacement of tension bars or repair or replacement of riser components. The “elevated” method allows replacement of the complete tension bar assembly or component replacement on the front (power unit) end of the left linkage.

JAM NUTS TENSION BAR 1364S

ILLUSTRATION 7-1

The dimension at the fork heel (with battery in place) should be 3.62" to 3.75" for 60" and shorter forks or 3.75" to 3.88" for forks longer than 60" on both left and right side. If this dimension is not obtained, the cylinder must be adjusted by loosening the jam nut on the top of the cylinder and turning the ram with a spanner wrench, 104836. When looking down on the lift cylinder, counter-clockwise rotation of the ram will increase fork heel height and vice-versa. The ram is machined to accommodate a spanner wrench with a 3/16" pin size and 2.5" circle diameter. Refer to Illustration 7-2.

NOTE The cylinder can not be adjusted properly with battery in place. Move battery aside until proper cylinder adjustment is obtained.

After adjusting the cylinder, the riser will probably leave the stop blocks. The tension bar nuts (forward and rear) must then be re-adjusted until the riser again contacts the stop blocks. The procedure of adjusting the cylinder and then the tension bar nuts must be repeated until a correct heel height (3.62" to 3.75" for 60" and shorter forks or 3.75" to 3.88" for

CAUTION

A pallet truck less the battery weighs approximately 2000#. Always use lifting and blocking components with equal or greater capacity. Extreme care should be taken whenever trucks are raised and lowered to prevent personal injury.

Forks-up Method: Remove the battery and place hardwood blocks under the outboard ends of the front (power unit) skirt as shown in Illustration 7-3. With the use of an overhead lifting device equipped with barrel hooks (having a capacity of 2000# each), raise the fork tips until they are elevated approximately 16" above the floor. Securely block the fork tips while leaving the lifting mechanism attached. If the lifting mechanism must be removed, additional blocks should be placed beneath the battery compartment. Remove the riser pivot shaft (index 2) after extracting the roll pin (index 1). Support the riser assembly by hand before completely removing the shaft, then lower the riser to the floor.

4266

Crown 1989 PF-8353-1 Rev. 1/94

Printed in U.S.A.

02 REV. 1/94

M7.0 - 06.4 - 001

M7.0 - 06.4 - 001

MAINTENANCE If the tension bar (index 3) must be replaced, the roll pin (index 8) will have to be removed. Access to the top of the tension bar end (index 7) is best gained through the back wall of the battery compartment. The tension bar lock nuts on the riser end should be loosened and removed. The old tension bar can then be unscrewed from the bar end (index 7) by using a wrench. After the tension bar is replaced, the fork heights must be adjusted in accordance with the maintenance section in your manual.

2000# CAPACITY

16"

block the load wheels. Move the lifting device to the fork tips and raise forks so jack stands can be positioned at the fork tips. Four more jack stands must be positioned beneath the truck for it to be stable. Two stands should be located on the sides beneath the battery compartment and two on the side skirts directly below the door hinges. The placement of these stands are critical because any power unit to lift structure shifting after the tension bar assembly is removed will make pin replacement difficult.

When securely elevated, remove the roll pin (index 1 ) and support the riser while extracting the pivot shaft (index 2).

Lower the riser assembly to the floor. Move to the other end of the tension bar assembly and remove the roll pins (index 10) and extract the linkage pivot pins (index 4 & 5). Support the tension bar end before completely removing these pins.

The removal of only one tension bar assembly at a time is recommended to help maintain power unit to lift structure alignment.

When removing any tension bar linkage, all bearings, pins and links should be inspected and replaced as necessary.

To check the tension bar end (index 7) bearings, remove the inboard link (index 9) and extract the link assembly (index 6).

The shaft attached to the link with a roll pin should not be disassembled unless shaft damage warrants replacement. If it must be replaced, the shaft should be driven out of the link, shearing the roll pin. The upper portion of the broken roll pin must be removed before installing the new roll pin.

FORKS - UP 1366S

1 2

2000# CAPACITY

A 3 8

4

ELEVATED 1367S

9 ILLUSTRATION 7-3

10

Elevated Method: 1368S

5 7 6

A

ILLUSTRATION 7-4

Remove the battery and attach an overhead lifting device to the center of the front (power unit) end of your truck. Raise the truck and place jack stands (having a capacity of 2000# each) under the outboard ends of the front skirt (as shown in Illustration 7-3). Before unhooking the lifting device, securely Crown 1989 PF-8353-2 Rev. 6/92

Printed in U.S.A.

01 REV. 6/92

M7.0 - 06.4 - 002

M7.0 - 06.4 - 002

MAINTENANCE Fork Inspection Dimension (Refer to Illustration 7-5) Forks Lowered:

Forks Raised:

• The fork heel height, with the battery in place, should be 3.62" to 3.75" for 60" and shorter forks, or 3.75" to 3.88" for forks longer than 60", from the floor.

• The fork height, taken directly above the load wheels of each fork, should be 9.12" minimum from the floor.

(Reference dimension only.)

• The fork height, taken directly above the load wheels of each fork should be 3.38" maximum from the floor.

• The fork tip height, taken at the tip of extended tip forks only, should be 3.25" from the floor. (Reference dimension only.)

• The exit ramp under clearance on the outboard side of each fork should be .12” to .31" from the floor. (Reference dimension only.)

0.12 to 0.31 in.

REF. ONLY

3.25 in. Maximum REF. ONLY

3.38 in. Maximum 9.12 in. Minimum Ref. Only 3.62 in. to 3.75 in. for 60 in. or shorter forks 3.75 in. to 3.88 in. for forks over 60 in.

0866S-01

ILLUSTRATION 7-5

Crown 1989 PF-8353-3 Rev. 6/92

Printed in U.S.A.

01 REV. 6/92

M7.0 - 06.4 - 003

M7.0 - 06.4 - 003

MAINTENANCE 2483

PALLET TRUCK TENSION BAR/END INSTALLATION GUIDE PW & PE 25, 26, & 27 INCH FORK SPREAD

PW, PE & PC 22, 23, & 24 INCH FORK SPREAD

Crown 1989 PF-8353-4

M7.0 - 06.4 - 004

Printed in U.S.A.

M7.0 - 06.4 - 004

MAINTENANCE Fork Length

Battery Compartment Size

Fork Tip Style

Tension Bar Base No.

36" 36" 36” 42” 42” 42” 48” 48” 48” 54” 54” 54” 60” 60” 60” 84” 84” 84” 84” 93” 93” 96” 96” 96” 96” 96”

6.62” 7.88” 13.12” 6.62” 7.88” 13.12“ 6.62” 7.88” 13.12” 6.62” 7.88” 13.12" 6.62” 7.88” 13.12" 6.62” 13.12” 6.62” 13.12" 6.62” 13.12” 6.62” 7.88” 13.12" 6.62” 13.12”

Std. Std. Std. Std. Std. Std. Std. Std. Std. Std. Std. Std. Std. Std. Std. Std. Std. Extended Extended Extended Extended Std. Std. Std. Extended Extended

8411484114841148411484114841148411484114841148411484114841148411484114841148411484114841148411484114841148411484114841148411484114-

Tension Bar Dash Number BY Truck PW PE/PR PC 1 45 2 2 46 3 3 47 4 4 48 5 5 49 6 9 10

11 50 12

1

4

2 2

5 5

3 3

6 6

4 4

7 7

5 5

8 8

6 9 10 33 34 33 34 11

9 12 13 36 37 36 37 14

12 33 34

15 37

Tension Bar Length (+/- .25”) -1 = 27.75” -45 = 28.97” -2 = 33.75” -2 = 33.75” -46 = 34.97” -3 = 39.75” -3 = 39.75” -47 = 40.97” -4 = 45.75” -4 = 45.75” -48 = 46.97” -5 = 51.75" -5 = 51.75” -49 = 52.97” -6 = 57.75” -9 = 75.75” -10 =81.75” -33 = 59.75” -34 = 65.75” -33 = 59.75” -34 = 65.75” -11 = 87.75” -50 = 88.97” -12 = 93.75” -33 = 59.75” -34 = 65.75”

-4 = 45.75” -5 = 51.75” -5 = 51.75” -6 = 57.75” -6 = 57.75” -7 = 63.75” -7 = 63.75” -8 = 69.75” -8 = 69.75” -9 = 75.75” -12 = 93.75” -13 = 99.75” -36 = 77.75” -37 = 83.75” -36 = 77.75” -37= 83.75” -14 = 105.75” -15=111.75” -37 = 83.75”

Tension Bar

Length Tension (+/- .25”) Bar No.

Length Tension (+/- .25”) Bar No.

Tension Length (+/- .25”) Bar No.

Tension Length (+/- .25”) Bar No.

Tension Length (+/- .25”) Bar No.

27.72” 28.97” 33.72” 34.97” 39.72

40.97” 45.72” 46.97” 51.72” 52.97”

57.72” 59.72” 63.72” 65.72” 69.72”

75.72” 77.72” 81.72” 83.72” 87.72”

88.97” 93.72” 99.72” 105.72” 111.72”

84114-01 84114-45 84114-02 84114-46 84114-03

Crown 1989 PF-8353-5

M7.0 - 06.4 - 005

84114-47 84114-04 84114-48 84114-05 84114-49

84114-06 84114-33 84114-07 84114-34 84114-08

84114-09 84114-36 84114-10 84114-37 84114-11

84114-50 84114-12 84114-13 84114-14 84114-15

Printed in U.S.A.

M7.0 - 06.4 - 005

MAINTENANCE CYLINDERS Great care and cleanliness should be exercised in the disassembly and assembly of any hydraulic cylinder. Wipe all surfaces clean of dirt and oil before attempting disassembly. Care should be taken when removing the ram from the cylinder to prevent damage to the ram as nicks will damage the packings. After the cylinder components are disassembled and seals, “O” rings and wipers are removed, thoroughly wash all metalic parts in solvent and blow dry with compressed air. Carefully inspect the ram assembly and cylinder bore. Replace if scored, grooved, pitted or worn. Minor damage to the cylinder bore can be removed with the use of a cylindrical honing tool. Place washed components in a clean container until reassembly.

Whenever new packings are required, new wiper rings should also be installed.

Removal When it is determined that the cylinder in your truck needs to be rebuilt or replaced, the following procedure should be used to remove the cylinder from the truck (Refer to Illustration 8-1 ).

1. Raise the forks completely and then securely block.

2. Disconnect and remove the battery as shown in section M4.6 of this manual.

3. Remove the shaft assembly from the lift structure.

4. Retract the cylinder to the fully lowered position, and remove the hydraulic hose from the cylinder fitting.

5. Unfasten the cylinder mounting screws and remove the cylinder and mounting blocks from the truck.

NOTE Attempt to catch all hydraulic oil that may escape during the cylinder removal.

Disassembly To disassemble the cylinder, use spanner wrench and simply turn the cap counterclockwise and unscrew it from the cylinder tube. Remove the cap and carefully extract the ram assembly from the cylinder bore, never allowing the ram to come in contact with any sharp edges.

CAUTION

Be sure all hydraulic pressure is removed from lift cylinder before performing any maintenance on truck.

A0873

ILLUSTRATION 8-1

Crown 1989 PF-8604-1

M8.0 - 06.4 - 001

A0874

ILLUSTRATION 8-2

Printed in U.S.A.*

M8.0 - 06.4 - 001

MAINTENANCE Hydraulic Seals The seals used in the cylinder are made from an extremely durable, hard polyurethane material which can be deformed temporarily to allow for installation without permanent damage.

Seal Removal When an excessive amount of hydraulic oil is evident around the area where the ram exits from the cap, the rod seal is probably bad and should be replaced. The cylinder must be removed from the truck to perform seal replacement. Unfasten and remove the cap as explained in “Disassembly.” The rod seal is seated inside the cap so a hooked tool should be used to remove the seal (Refer to Illustration 8-3). At this time the rod wiper ring should also be removed since the rod seal and the wiper should always be replaced in pairs. Thoroughly clean the area where the seal seats. Any burrs, dirt or seal debris must be removed before reinstalling new seals.

CAUTION

Never use a screwdriver to remove seals, as damage and leakage may result.

A0840

ILLUSTRATION 8-4

Seal Installation Tools used to install hydraulic seals should be of soft metal or suitable plastic, ‘free of burrs and sharp edges.

Screwdrivers and other similar tools should not be used as they may damage the sealing edges.

The area in contact with the seal should be free of burrs, sharp edges and nicks.

If necessary to force seal oversharp edges, slots or undercuts, protective devices should be used.

TOOL SHOULD BE CONSTRUCTED OF ALUMINUM OR BRASS SO AS NOT TO SCRATCH OR NICK ANY SURFACES.

Light lubrication should be applied to the seal and installation groove prior to installation. The same oil as will be used later in the cylinder should be applied.

Rod U-Cup Installation 1. Installation Tool

ILLUSTRATION 8-3

A0705

CAUTION

Close inspection of seal seating critical areas should be made before the new seal is installed (See Illustration 8-4). Your seal failure may not have been caused by a worn seal, but rather, by burrs, nicks and dirt Iocated on the seal seating area, causing the seal to deform and lose its sealing ability.

An installation tool made of any soft metal or hard plastic machined smooth and free of burrs with a fixed steel pin (PIN 1) and two movable pins (PINS 2 & 3) is required for this installation method. (See Illustration 8-5.)

A0867

Crown 1989 PF-8604-2

M8.0 - 06.4 - 002

ILLUSTRATION 8-5

Printed in U.S.A.*

M8.0 - 06.4 - 002

MAINTENANCE 2. Installation Procedure a. Slip U-cup over the fixed pin (See Illustration 8-5, Pin 1) and bend it over pin 2 as shown. b. Continue bending U-cup until pin 3 can be pushed through the U-cup loop which locks U-cup in position. c. Insert installation tool with mounted U-cup into cylinder bore until aligned with U-cup installation groove (See Illustration 8-6).

f. Withdraw installation tool.

Cylinder Assembly After packings and seals are in place and the ram assembly has been installed, reattach the cap.

CAUTION

Care should be taken when inserting the cylinder cap, to prevent threads and sharp edges from damaging new seals and packings.

Screw the cap clockwise until the cap is tight.

Cylinder - Summary Occasionally, a slight creep of the fork assembly may occur. This may be due to internal leakage in the packing but it can also be caused by leakage in the solenoid or check valve. To seat these valves properly when this occurs, raise and lower the forks to flush out any foreign material from the valve seat.

A0868

ILLUSTRATION 8-6

d. Withdraw pin 3 so that U-cup loop snaps into installation groove (Illustration 8-7).

A0869

A thorough check of the sytem for leaks should be conducted if abnormal oil losses occur. The hydraulic system is designed to eliminate mechanical damage even if fittings become loose.

ILLUSTRATION 8-7

e. Withdraw pin 2 and U-cup will completely snap into installation groove (Illustration 8-8).

A0870

ILLUSTRATION 8-8

Printed in U.S.A.* Crown 1989 PF-8604-3

M8.0 - 06.4 - 003

M8.0 - 06.4 - 003

MAINTENANCE GLOSSARY Components of the PE truck have been listed in chart form to assist the maintenance mechanic in locating these components on the Electrical Diagrams and Parts Breakdown forms.

The chart is in columns: COMPONENT; LOCATION; FUNCTION; CONTROL; DIAGRAM; PARTS BREAKDOWN. The COMPONENT column contains the abbreviation of the component as it appears on the Diagrams and in the Maintenance Section. The LOCATION column gives the general location on the truck such as on platform or in power unit. The

FUNCTION column then explains the function or cirucit of that device. The CONTROL column relates to the diagram and lists the type of traction control. The DIAGRAM column gives the page number of the diagram on which the component can be found. The callout in parenthesis following the page number corresponds to the grid callouts on that diagram, locating the component. The PARTS BREAKDOWN column includes the parts breakdown page number on which the component is located along with the index number, in parenthesis, if applicable.

AUDIBLE INDICATORS Location

Function

Control

Diagram

Parts Breakdown

HN

Power Unit

Truck Horn

Resistor SCR Transistor Transistor

DIA - 06.5 - 051 (C-1) DIA - 06.5 - 591 (B-3) DIA - 06.5 - 702 (C-3) DIA - 06.5 - 708 (C-3)

1 - 06.5 - 007 (20)

Location

Function

Control

Diagram

Parts Breakdown

Lift Structure

Power

Resistor SCR Transistor Transistor Transistor Transistor Transistor Transistor

DIA - 06.5 - 052 (C-1) DIA - 06.5 - 592 (B-1) DIA - 06.5 - 703 (B-3) DIA - 06.5 - 704 (B-1) DIA - 06.5 - 705 (A-1) DIA - 06.5 - 709 (B-4) DIA - 06.5 - 710 (B-1) DIA - 06.5 - 711 (B-1)

7 - 06.5 - 011 (1)

Control

Diagram

Parts Breakdown

Resistor SCR Transistor Transistor Resistor SCR Transistor Transistor

DIA - 06.5 - 053 DIA - 06.5 - 593 DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-4) DIA - 06.5 - 053 (B-3) DIA - 06.5 - 593 (B-3) DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-3)

4.9 - 05.1 - 051

BATTERY

Battery

BATTERY INTERRUPT & DISCHARGE METER Location Function BDI

Power Unit

Discharge Meter & Lift Interrupt

V

Power Unit

Discharge Meter

Crown 1991 PF-9042-1

M10 - 06.5 - 001

1 - 06.5 - 007 (21)

Printed in U.S.A.

M10 - 06.5 - 001

MAINTENANCE CONNECTORS (PLUG IN) Location

Function

Control

Diagram

CA1

Distribution Panel

Control Handle

CA2

Distribution Panel

Crossbar Control

CA3

Distribution Panel

Logic Card

CA4

Distribution Panel

Lift/Lower Control

CA5

Distribution Panel

Meters

CA6

Distribution Panel

Options

CA7 CA201

Control Card Distribution Panel

SCR Control Contactors & Fuses

CA202

Distribution Panel

Crossbar Control

CA203

Distribution Panel

Meters/BDI

CA204

Distribution Panel

Not Used

CA205

Distribution Panel

Traction Controller

CA206

Distribution Panel

Control Handle

CA208

Distribution Panel

Lift/Lower Control

CA401

Traction Controller

Traction Inputs

SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR Transistor Transistor Transistor Transistor Transistor Transistor Transistor Transistor Transistor Transistor Transistor Transistor Transistor Transistor Transistor Transistor

DIA - 06.5 - 590 (C-2) DIA - 06.5 - 591 (C-2) DIA - 06.5 - 594 (B-1) DIA - 06.5 - 590 (B-4) DIA - 06.5 - 591 (B-4) DIA - 06.5 - 594 (A-1) DIA - 06.5 - 590 (C-3) DIA - 06.5 - 594 (B-4) DIA - 06.5 - 594 (B-1) DIA - 06.5 - 590 (A-3) DIA - 06.5 - 591 (C-4) DIA - 06.5 - 594 (B-1) DIA - 06.5 - 590 (A-3) DIA - 06.5 - 594 (C-3, A-4) DIA - 06.5 - 594 (B-1) DIA - 06.5 - 590 (B-1) DIA - 06.5 - 594 (C-1) DIA - 06.5 - 594 (C-1) DIA - 06.5 - 594 (A-2) DIA - 06.5 - 702 (A-2) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-4) DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-3) DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-3) DIA - 06.5 - 702 (B-1) DIA - 06.5 - 708 (B-4) DIA - 06.5 - 702 (C-3) DIA - 06.5 - 708 (C-1) DIA - 06.5 - 702 (C-2) DIA - 06.5 - 708 (C-2) DIA - 06.5 - 703 (B-1) DIA - 06.5 - 709 (B-1)

Crown 1991 PF-9042-2

M10 - 06.5 - 002

Printed in U.S.A.

M10 - 06.5 - 002

MAINTENANCE CONTACTORS Location A

Contactor Panel

1A

SCR Panel

Function

DIA - 06.5 - 052 (B-2) DIA - 06.5 - 054 (B-3) DIA - 06.5 - 592 (B-1) DIA - 06.5 - 594 (B-3) DIA - 06.5 - 705 (B-4)

Transistor

DIA - 06.5 - 711 (B-4)

Curtis Transistor Panel

Resistor Resistor Resistor Resistor SCR SCR Transistor

DIA - 06.5 - 052 (A-2) DIA - 06.5 - 054 (B-3) DIA - 06.5 - 052 (A-3) DIA - 06.5 - 054 (B-4) DIA - 06.5 - 592 (A-4) DIA - 06.5 - 594 (A-3) DIA - 06.5 - 705 (A-4)

Sevcon Transistor Panel

Transistor

DIA - 06.5 - 711 (A-4)

Curtis Transistor Panel

Resistor Resistor Resistor SCR SCR SCR Transistor Transistor Resistor Resistor SCR SCR Transistor

DIA - 06.5 - 051 (C-3) DIA - 06.5 - 052 (C-3) DIA - 06.5 - 053 (B-4) DIA - 06.5 - 591 (B-4) DIA - 06.5 - 592 (C-3) DIA - 06.5 - 593 (A-2) DIA - 06.5 - 705 (C-2) DIA - 06.5 - 711 (C-2) DIA - 06.5 - 052 (B-3) DIA - 06.5 - 054 (B-4) DIA - 06.5 - 592 (B-4) DIA - 06.5 - 594 (B-3) DIA - 06.5 - 705 (A-4)

Sevcon Transistor Panel

Transistor

Sevcon Transistor Panel B

Contactor Panel

Third Speed Traction

F

Contactor Panel

Forward Traction

SCR Panel

Contactor Panel

Pump

SCR Panel

R

Parts Breakdown

Second Speed Traction Resistor Resistor Bypass Traction SCR SCR Transistor

Curtis Transistor Panel

P

Diagram

Curtis Transistor Panel Sevcon Transistor Panel Contactor Panel

Reverse Traction

SCR Panel

4 - 06.5 - 005 (14) 4.4 - 11 - 002 4.1 - 06.5 - 012 (3) 4.4 - 11 - 002 4.1 - 06.5 - 100 (23) 4.4 - 06.5 - 300 4.1 - 06.5 - 150 (23) 4.4 - 06.5 - 300 4 - 06.5 - 005 (14) 4.4 - 11 - 002 4 - 06.5 - 005 (16) 4.4 - 06.5 - 201 4.1 - 06.5 - 012 (27) 4.4 - 11 - 201 4.1 - 06.5 - 100 (26) 4.4 - 06.5 - 250 4.1 - 06.5 - 150 (26) 4.4 - 06.5 - 250 2 - 06.4 - 005 (8) 2.1 - 06.4 - 011 (69)

4 - 06.5 - 005 (16) 4.4 - 06.5 - 201 4.1 - 06.5 - 012 (27) 4.4 - 11 - 201 4.1 - 06.5 - 100 (26) 4.4 - 06.5 - 250 DIA - 06.5 - 711 (A-4) 4.1 - 06.5 - 150 (26) 4.4 - 06.5 - 250

DIODE BLOCKS Location

Function

Control

Diagram

Parts Breakdown

DB1

Hour Meter (TT)

Resistor

DIA - 06.5 - 054 (B-2)

4 - 06.5 - 005 (2)

Contactor Panel

Crown 1991 PF-9042-3

M10 - 06.5 - 003

Printed in U.S.A.

M10 - 06.5 - 003

MAINTENANCE FUSES

FU1

Location

Function

Control

Diagram

Parts Breakdown

Contactor Panel

Traction

Resistor Resistor SCR SCR Transistor Transistor Transistor Transistor Transistor Transistor Resistor SCR Transistor Transistor

DIA - 06.5 - 052 (C-2) DIA - 06.5 - 054 (C-2) DIA - 06.5 - 592 (A-1) DIA - 06.5 - 594 (B-3) DIA - 06.5 - 703 (B-3) DIA - 06.5 - 704 (B-1) DIA - 06.5 - 705 (A-4) DIA - 06.5 - 709 (B-3) DIA - 06.5 - 710 (B-1) DIA - 06.5 - 711 (A-4) DIA - 06.5 - 054 (B-1) DIA - 06.5 - 594 (B-3) DIA - 06.5 - 703 (B-3) DIA - 06.5 - 709 (B-3)

4 - 06.5 - 005 (10)

SCR Panel Curtis Transistor Panel

Sevcon Transistor Panel

FU2

Contactor Panel SCR Panel Curtis Transistor Panel Sevcon Transistor Panel

Main Control

4 1 - 06.5 - 012 (16) 4 1 - 06.5 - 100 (28)

4 1 - 06.5 - 150 (28)

4 - 06.5 - 005 (4) 4 1 - 06.5 - 012 (6) 4 1 - 06.5 - 100 4 1 - 06.5 - 150

HOUR METER Location

Function

Control

Diagram

Parts Breakdown

TT

Register Operating Time

Resistor SCR Transistor Transistor

DIA - 06.5 - 053 (B-4) DIA - 06.5 - 593 (A-3) DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-3)

1 - 06.5 - 007 (22)

Power Unit

MOTORS Location

Function

Control

Diagram

Parts Breakdown

Pump

Power Unit

Lift

Drive Unit

Traction

DIA - 06.5 - 052 (C-3) DIA - 06.5 - 592 (C-2) DIA - 06.5 - 593 (B-2) DIA - 06.5 - 705 (C-2) DIA - 06.5 - 711 (C-2) DIA - 06.5 - 052 (C-4) DIA - 06.5 - 592 (C-4) DIA - 06.5 - 593 (B-2) DIA - 06.5 - 705 (B-2) DIA - 06.5 - 711 (C-2)

2.1 - 06.4 - 009 (76)

Traction

Resistor SCR SCR Transistor Transistor Resistor SCR SCR Transistor Transistor

3 - 12 - 009 (11) 3.1 - 07.3 - 004

MOTOR CONTROLLERS Location

Function

Control

Diagram

Parts Breakdown

SCR Card MRC1

Traction & Lift Traction & Lift

SCR Transistor Transistor Transistor Transistor

DIA - 06.5 - 592 (B-2) DIA - 06.5 - 703 (B-1) DIA - 06.5 - 705 (C-4) DIA - 06.5 - 709 (B-1) DIA - 06.5 - 711 (C-4)

4.2 - 06.5 - 005 (43 ) 4.1 - 06.5 - 100 (6) 4.1 - 06.5 - 150 (6)

SCR Panel Transistor Panel

Crown 1991 PF-9042-4

M10 - 06.5 - 004

Printed in U.S.A.

M10 - 06.5 - 004

MAINTENANCE POTENTIOMETERS Location

Function

Control

Diagram

POT/ACCEL

Traction Accelerator

SCR Transistor Transistor

DIA - 06.5 - 591 (A-3) 4.6 - 06.5 - 001 (54) DIA - 06.5 - 704 (C-3) 4.6 - 06.5 - 502 (54) DIA - 06.5 - 710 (C-3)

Function

Control

Diagram

Parts Breakdown

Second & Third Speed (A & B) Contactor

Resistor

DIA - 06.5 - 054 (B-2)

4 - 06.5 - 005 (12)

Control Pod

RELAYS Location TD1

Contactor Panel

Parts Breakdown

SOLENOID VALVES Location

Function

Control

Diagram

Parts Breakdown

SV1

Lower

Resistor SCR Transistor Transistor

DIA - 06.5 - 051 (C-2) DIA - 06.5 - 591 (B-4) DIA - 06.5 - 702 (C-3) DIA - 06.5 - 708 (C-2)

2.1 - 06.4 - 011 (44)

Pump

SUPPRESSOR BLOCKS Location

Function

Control

Diagram

Parts Breakdown

HF

Power Unit

Horn

Power Unit

Pump Solenoid Coil

SB4

Power Unit

SV1 Coil

SB21

Power Unit

Horn

SB40

Power Unit

SV1 Coil

SB41

Power Unit

Pump Solenoid Coil

DIA - 06.5 - 051 (C-1) DIA - 06.5 - 591 (B-3) DIA - 06.5 - 051 (C-3) DIA - 06.5 - 591 (B-4) DIA - 06.5 - 051 (C-2) DIA - 06.5 - 591 (B-4) DIA - 06.5 - 702 (C-3) DIA - 06.5 - 708 (C-3) DIA - 06.5 - 702 (C-2) DIA - 06.5 - 708 (C-2) DIA - 06.5 - 704 (C-1) DIA - 06.5 - 710 (C-1)

1 - 06.5 - 007 (20)

SB1

Resistor SCR Resistor SCR Resistor SCR Transistor Transistor Transistor Transistor Transistor Transistor

SWITCHES Location AS

Control Pod

BRS

Knuckle Support

BS

Control Pod

FS

Control Pod

Crown 1991 PF-9042-5

M10 - 06.5 - 005

1 - 06.5 - 007 (31) 1 - 06.5 - 007 (31) 1 - 06.5 - 007 (20) 1 - 06.5 - 007 (31) 1 - 06.5 - 007 (31)

Function

Control

Diagram

Parts Breakdown

Second Speed Traction Brake

Resistor

DIA - 06.5 - 051 (A-3)

Resistor SCR Transistor Transistor Resistor

DIA - 06.5 - 051 (B-1) DIA - 06.5 - 591 (B-1) DIA - 06.5 - 704 (B-3) DIA - 06.5 - 710 (B-3) DIA - 06.5 - 051 (A-2)

4.5 - 04.2 - 003 (36) 4.5 - 06.4 - 009 (36) 5 - 04.2 - 005 (38)

Resistor

DIA - 06.5 - 051 (A-2)

SCR Transistor Transistor

DIA - 06.5 - 591 (A-2) DIA - 06.5 - 704 (C-4) DIA - 06.5 - 710 (C-4)

Third Speed Traction Forward Traction

4.5 - 04.2 - 003 (36) 4.5 - 06.4 - 009 (36) 4.5 - 04.2 - 003 (36) 4.5 - 06.4 - 009 (36) 4.6 - 06.5 - 001 (36) 4.6 - 06.5 - 502 (36)

Printed in U.S.A.

M10 - 06.5 - 005

MAINTENANCE SWITCHES (Continued) Location

Function

Control

Diagram

Parts Breakdown

HNS1

Horn

Resistor

DIA - 06.5 - 051 (A-1)

SCR Transistor Transistor Resistor SCR Transistor Transistor Resistor SCR Transistor Transistor Resistor Resistor SCR Transistor Transistor Resistor SCR Transistor Transistor Resistor SCR Transistor Transistor Resistor

DIA - 06.5 - 591 (A-2) DIA - 06.5 - 704 (C-2) DIA - 06.5 - 710 (C-2) DIA - 06.5 - 051 (A-1) DIA - 06.5 - 591 (A-2) DIA - 06.5 - 704 (C-2) DIA - 06.5 - 710 (C-2) DIA - 06.5 - 051 (C-4) DIA - 06.5 - 591 (A-3) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 051 (C-4) DIA - 06.5 - 053 (B-4) DIA - 06.5 - 591 (A-4) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 051 (B-1) DIA - 06.5 - 591 (B-1) DIA - 06.5 - 704 (B-3) DIA - 06.5 - 710 (B-3) DIA - 06.5 - 051 (C-2) DIA - 06.5 - 591 (B-3) DIA - 06.5 - 704 (B-1) DIA - 06.5 - 710 (B-1) DIA - 06.5 - 051 (A-2)

4.5 - 04.2 - 003 (41) 4.5 - 06.4 - 009 (58) 4.6 - 06.5 - 001 (41) 4.6 - 06.5 - 502 (58)

SCR Transistor Transistor Resistor SCR Transistor Transistor Resistor

DIA - 06.5 - 591 (A-2) DIA - 06.5 - 704 (C-2) DIA - 06.5 - 710 (C-2) DIA - 06.5 - 051 (C-4) DIA - 06.5 - 591 (A-3) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 051 (A-1)

SCR Transistor Transistor Resistor SCR Transistor Transistor Resistor

DIA - 06.5 - 591 (A-2) DIA - 06.5 - 704 (C-2) DIA - 06.5 - 710 (C-2) DIA - 06.5 - 051 (C-4) DIA - 06.5 - 591 (A-4) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 051 (A-2)

SCR Transistor Transistor

DIA - 06.5 - 591 (A-2) DIA - 06.5 - 704 (C-4) DIA - 06.5 - 710 (C-4)

Control Pod

HNS2

Control Pod

Horn

HNS3

Crossbar Control

Horn

HSS

Crossbar Control

High Speed

KYS

Control Handle

Key

LMS1

Power Unit

Lift Limit

LOS1

Control Pod

Lower

LOS2

Crossbar Control

Lower

RAS1

Control Pod

Raise

RAS2

Crossbar Control

Raise

RS

Control Pod

Reverse Traction

Control Pod

Crown 1991 PF-9042-6

M10 - 06.5 - 006

4.5 - 06.4 - 009 (58) 4.6 - 06.5 - 502 (58)

4.9 - 06.5 - 003 (21)

4.9 - 06.5 - 003 (21)

5 - 04.2 - 005 (3)

1 - 06.5 - 007 (17)

4.5 - 04.2 - 003 (41) 4.5 - 06.4 - 009 (41) 4.6 - 06.5 - 001 (41) 4.6 - 06.5 - 502 (41) 4.9 - 06.5 - 003 (21)

4.5 - 04.2 - 003 (41) 4.5 - 06.4 - 009 (41) 4.6 - 06.5 - 001 (41) 4.6 - 06.5 - 502 (41) 4.9 - 06.5 - 003 (21)

4.5 - 04.2 - 003 (36) 4.5 - 06.4 - 009 (36) 4.6 - 06.5 - 001 (36) 4.6 - 06.5 - 502 (36)

Printed in U.S.A.

M10 - 06.5 - 006

MAINTENANCE SWITCHES (Continued) Location

Function

Control

Diagram

Parts Breakdown

SAS

Safety Reversing

Resistor

DIA - 06.5 - 051 (A-2)

SCR Transistor Transistor

DIA - 06.5 - 591 (A-2) DIA - 06.5 - 704 (C-3) DIA - 06.5 - 710 (C-3)

4.5 - 04.2 - 003 (19) 4.5 - 06.4 - 009 (19) 4.6 - 06.5 - 001 (19) 4.6 - 06.5 - 502 (19)

Control Pod Control Pod

TERMINAL BOARDS Location TB1

Contactor Panel

TB2 TB3 TB4 TB403

Control Handle Control Handle Control Handle Control Handle Control Handle

TB404

Control Handle

Crown 1991 PF-9042-7

M10 - 06.5 - 007

Function

Control

Diagram

Parts Breakdown

Contactor Panel Connections Pod Connections Pod Connections

Resistor Resistor Resistor Resistor SCR SCR Transistor Transistor Transistor Transistor

DIA - 06.5 - 051 (B-2) DIA - 06.5 - 054 (B-1) DIA - 06.5 - 051 (B-3) DIA - 06.5 - 051 (B-2) DIA - 06.5 - 591 (B-2) DIA - 06.5 - 591 (B-2) DIA - 06.5 - 704 (B-2) DIA - 06.5 - 710 (B-2) DIA - 06.5 - 704 (B-3) DIA - 06.5 - 710 (B-3)

4 - 06.5 - 005 (5)

Pod Connections Pod Connections Pod Connections

5 - 04.2 - 005 (5) 5 - 04.2 - 005 (4) 5 - 04.2 - 005 (5) 5 - 04.2 - 005 (4) 5 - 04.2 - 005 (5) 5 - 04.2 - 005 (4)

Printed in U.S.A.

M10 - 06.5 - 007

MAINTENANCE GLOSSARY Components of the PE truck have been listed in chart form to assist the maintenance mechanic in locating these components on the Electrical Diagrams and Parts Breakdown forms.

The chart is in columns COMPONENT; LOCATION; FUNCTlON; CONTROL; DIAGRAM; PARTS BREAKDOWN. The COMPONENT column contains the abbreviation of the component as it appears on the Diagrams and in the Maintenance Section. The LOCATION column gives the general location on the truck such as on platform or in power unit. The

FUNCTION column then explains the function or circuit of that device. The CONTROL column relates to the diagram and list the type of traction control. The DIAGRAM column gives the page number of the diagram on which the component can be found. The callout in parenthesis following the page number corresponds to the grid callouts on that diagram, locating the component. The PARTS BREAKDOWN column includes the parts breakdown page number on which the component is located along with the index number, in parentheses, if applicable.

AUDIBLE INDICATORS Location

Function

Control

Diagram

Parts Breakdown

HN

Truck Horn

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (C-1) DIA - 06.5 - 062 (C-1) DIA - 06.5 - 598 (B-3) DIA - 06.5 - 702 (C-3) DIA - 06.5 - 708 (C-3) DIA - 06.5 - 714 (C-3) DIA - 06.5 - 720 (C-3)

1 - 06.5 - 011 (20)

Power Unit

BATTERY

Battery

Location

Function

Control

Diagram

Parts Breakdown

Lift Structure

Power

Resistor Resistor-QP SCR *Transistor *Transistor *Transistor **Transistor **Transistor **Transistor *Transistor-QP *Transistor-QP *Transistor-QP **Transistor-QP **Transistor-QP **Transistor-QP

DIA - 06.5 - 058 (C-1) DIA - 06.5 - 063 (C-1) DIA - 06.5 - 601 (B-1) DIA - 06.5 - 703 (B-3) DIA - 06.5 - 704 (B-1) DIA - 06.5 - 705 (A-1) DIA - 06.5 - 709 (B-4) DIA - 06.5 - 710 (B-1) DIA - 06.5 - 711 (B-1) DIA - 06.5 - 715 (B-3) DIA - 06.5 - 716 (B-1) DIA - 06.5 - 717 (A-1) DIA - 06.5 - 721 (B-4) DIA - 06.5 - 722 (B-1) DIA - 06.5 - 723 (B-1)

7 - 06.5 - 011 (1)

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-1

M10 - 06.5 - 008

Printed in U.S.A.

M10 - 06.5 - 008

MAINTENANCE BATTERY INTERRUPT & DISCHARGE METER Location Function Control BDI

Power Unit

Discharge Meter & Lift Interrupt

V

Power Unit

Discharge Meter

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

Diagram

Parts Breakdown

DIA - 06.5 - 059 DIA - 06.5 - 064 DIA - 06.5 - 600 DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-4) DIA - 06.5 - 714 (A-3) DIA - 06.5 - 720 (A-4) DIA - 06.5 - 059 (B-3) DIA - 06.5 - 064 (B-3) DIA - 06.5 - 600 (B-3) DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-3) DIA - 06.5 - 714 (A-3) DIA - 06.5 - 720 (A-3)

4.9 - 05.1 - 057

1 - 06.5 - 011 (21)

CONNECTORS (PLUG IN) Location

Function

Control

Diagram

CA1

Distribution Panel

Control Handle

CA2

Distribution Panel

Crossbar Control

CA3

Distribution Panel

Logic Card

CA4

Distribution Panel

Lift/Lower Control

CA5

Distribution Panel

Meters

CA6

Distribution Panel

Options

CA7 CA201

Control Card Distribution Panel

SCR Control Contactors & Fuses

CA202

Distribution Panel

Crossbar Control

SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR SCR *Transistor **Transistor *Transistor-QP **Transistor-QP *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 597 (C-2) DIA - 06.5 - 598 (C-2) DIA - 06.5 - 599 (B-1) DIA - 06.5 - 597 (B-4) DIA - 06.5 - 598 (B-4) DIA - 06.5 - 599 (A-1) DIA - 06.5 - 597 (C-3) DIA - 06.5 - 599 (B-4) DIA - 06.5 - 599 (B-1) DIA - 06.5 - 597 (A-3) DIA - 06.5 - 598 (C-4) DIA - 06.5 - 599 (B-1) DIA - 06.5 - 597 (A-3) DIA - 06.5 - 599 (C-3, A-4) DIA - 06.5 - 599 (B-1) DIA - 06.5 - 597 (B-1) DIA - 06.5 - 599 (C-1) DIA - 06.5 - 599 (C-1) DIA - 06.5 - 599 (A-2) DIA - 06.5 - 702 (A-2) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 714 (A-2) DIA - 06.5 - 720 (A-2) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-4) DIA - 06.5 - 714 (A-4) DIA - 06.5 - 720 (A-4)

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-2

M10 - 06.5 - 009

Printed in U.S.A.

M10 - 06.5 - 009

MAINTENANCE CONNECTORS (PLUG IN) (Continued) Location Function CA203

Distribution Panel

Meters/BDI

CA204

Distribution Panel

Not Used

CA205

Distribution Panel

Traction Controller

CA206

Distribution Panel

Control Handle

CA207

Distribution Panel

Control Handle

CA208

Distribution Panel

Lift/Lower Control

CA401

Traction Controller

Traction Inputs

CONTACTORS Location A

Contactor Panel

1A SCR Panel

Control

Diagram

*Transistor **Transistor *Transistor-QP **Transistor-QP *Transistor **Transistor *Transistor-QP **Transistor-QP *Transistor **Transistor *Transistor-QP **Transistor-QP *Transistor **Transistor *Transistor-QP **Transistor-QP *Transistor-QP **Transistor-QP *Transistor **Transistor *Transistor-QP **Transistor-QP *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-3) DIA - 06.5 - 714 (A-3) DIA - 06.5 - 720 (A-3) DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-3) DIA - 06.5 - 714 (A-3) DIA - 06.5 - 720 (A-3) DIA - 06.5 - 702 (B-1) DIA - 06.5 - 708 (B-4) DIA - 06.5 - 714 (B-1) DIA - 06.5 - 720 (B-4) DIA - 06.5 - 702 (C-3) DIA - 06.5 - 708 (C-1) DIA - 06.5 - 714 (C-3) DIA - 06.5 - 720 (C-1) DIA - 06.5 - 714 (C-3) DIA - 06.5 - 720 (C-2) DIA - 06.5 - 702 (C-2) DIA - 06.5 - 708 (C-2) DIA - 06.5 - 714 (C-2) DIA - 06.5 - 720 (C-2) DIA - 06.5 - 703 (B-1) DIA - 06.5 - 709 (B-1) DIA - 06.5 - 715 (B-1) DIA - 06.5 - 721 (B-1)

Function

Diagram

Second Speed Traction

Resistor Resistor Resistor-QP Resistor-QP SCR SCR *Transistor *Transistor-QP **Transistor **Transistor-QP Resistor Resistor Resistor-QP Resistor-QP Resistor Resistor Resistor-QP Resistor-QP

Bypass Traction

Curtis Transistor Panel Sevcon Transistor Panel B

Contactor Panel

Third Speed Traction

F

Contactor Panel

Forward Traction

Parts Breakdown DIA - 06.5 - 058 (B-2) DIA - 06.5 - 060 (B-3) DIA - 06.5 - 063 (B-2) DIA - 06.5 - 065 (B-3) DIA - 06.5 - 601 (B-1) DIA - 06.5 - 599 (B-3) DIA - 06.5 - 705 (B-4) DIA - 06.5 - 717 (B-4) DIA - 06.5 - 711 (B-4) DIA - 06.5 - 723 (B-4) DIA - 06.5 - 058 (A-2) DIA - 06.5 - 060 (B-3) DIA - 06.5 - 063 (A-2) DIA - 06.5 - 065 (B-3) DIA - 06.5 - 058 (A-3) DIA - 06.5 - 060 (B-4) DIA - 06.5 - 063 (A-3) DIA - 06.5 - 065 (B-4)

4 - 06.5 - 009 (14) 4.4 - 11 - 002

4.1 - 06.5 - 012 (3) 4.4 - 11 - 002 4.1 - 06.5 - 102 (23) 4.4 - 06.5 - 300 4.1 - 06.5 - 152 (23) 4.4 - 06.5 - 300 4 - 06.5 - 009 (14) 4.4 - 11 - 002

4 - 06.5 - 009 (16) 4.4 - 06.5 - 201

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-3

M10 - 06.5 - 010

Printed in U.S.A.

M10 - 06.5 - 010

MAINTENANCE CONTACTORS (Continued) Location

Function

SCR Panel Curtis Transistor Panel Sevcon Transistor Panel P

Contactor Panel

Pump

SCR Panel

Curtis Transistor Panel Sevcon Transistor Panel R

Contactor Panel

Reverse Traction

SCR Panel Curtis Transistor Panel Sevcon Transistor Panel

Diagram

Parts Breakdown

SCR SCR *Transistor *Transistor-QP **Transistor **Transistor-QP Resistor Resistor Resistor Resistor-QP Resistor-QP Resistor-QP SCR SCR SCR *Transistor *Transistor-QP **Transistor **Transistor-QP Resistor Resistor Resistor-QP Resistor-QP SCR SCR *Transistor *Transistor-QP **Transistor **Transistor-QP

DIA - 06.5 - 601 (A-4) DIA - 06.5 - 599 (A-3) DIA - 06.5 - 705 (A-4) DIA - 06.5 - 717 (A-4) DIA - 06.5 - 711 (A-4) DIA - 06.5 - 723 (A-4) DIA - 06.5 - 057 (C-3) DIA - 06.5 - 058 (C-3) DIA - 06.5 - 059 (B-4) DIA - 06.5 - 062 (C-3) DIA - 06.5 - 063 (C-3) DIA - 06.5 - 064 (B-4) DIA - 06.5 - 598 (B-4) DIA - 06.5 - 601 (C-3) DIA - 06.5 - 600 (A-2) DIA - 06.5 - 705 (C-2) DIA - 06.5 - 717 (C-2) DIA - 06.5 - 711 (C-2) DIA - 06.5 - 723 (C-2) DIA - 06.5 - 058 (B-3) DIA - 06.5 - 060 (B-4) DIA - 06.5 - 063 (B-3) DIA - 06.5 - 065 (B-4) DIA - 06.5 - 601 (B-4) DIA - 06.5 - 599 (B-3) DIA - 06.5 - 705 (A-4) DIA - 06.5 - 717 (A-4) DIA - 06.5 - 711 (A-4) DIA - 06.5 - 723 (A-4)

4.1 - 06.5 - 012 (27) 4.4 - 11 - 201 4.1 - 06.5 - 102 (26) 4.4 - 06.5 - 250 4.1 - 06.5 - 152 (26) 4.4 - 06.5 - 250 2 - 06.4 - 005 (8) 2.1 - 06.4 - 011 (69)

4 - 06.5 - 009 (16) 4.4 - 06.5 - 201

4.1 - 06.5 - 012 (27) 4.4 - 11 - 201 4.1 - 06.5 - 102 (26) 4.4 - 06.5 - 250 4.1 - 06.5 - 152 (26) 4.4 - 06.5 - 250

DIODE BLOCKS Location

Function

Control

Diagram

Parts Breakdown

DB1

Contactor Panel

Hour Meter (TT)

Contactor Panel

Quickpick Switches

DIA - 06.5 - 060 (B-2) DIA - 06.5 - 065 (B-2) DIA - 06.5 - 062 (B-1)

4 - 06.5 - 009 (2)

DB2

Resistor Resistor-QP Resistor-QP

4 - 06.5 - 009 (2)

FUSES

FU1

Location

Function

Control

Diagram

Parts Breakdown

Contactor Panel

Traction

Resistor Resistor Resistor-QP Resistor-QP SCR SCR

DIA - 06.5 - 058 (C-2) DIA - 06.5 - 060 (C-2) DIA - 06.5 - 063 (C-2) DIA - 06.5 - 065 (C-2) DIA - 06.5 - 601 (A-1) DIA - 06.5 - 599 (B-3)

4 - 06.5 - 009 (10)

SCR Panel

4.1 - 06.5 - 012 (16)

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-4

M10 - 06.5 - 011

Printed in U.S.A.

M10 - 06.5 - 011

MAINTENANCE FUSES (Continued) Location

Function

Curtis Transistor Panel

Sevcon Transistor Panel

FU2

Contactor Panel

Main Control

SCR Panel Curtis Transistor Panel Sevcon Transistor Panel

Control

Diagram

Parts Breakdown

*Transistor *Transistor *Transistor *Transistor-QP *Transistor-QP *Transistor-QP **Transistor **Transistor **Transistor **Transistor-QP **Transistor-QP **Transistor-QP Resistor Resistor-QP SCR *Transistor *Transistor-QP **Transistor **Transistor-QP

DIA - 06.5 - 703 (B-3) DIA - 06.5 - 704 (B-1) DIA - 06.5 - 705 (A-4) DIA - 06.5 - 715 (B-3) DIA - 06.5 - 716 (B-1) DIA - 06.5 - 717 (A-4) DIA - 06.5 - 709 (B-3) DIA - 06.5 - 710 (B-1) DIA - 06.5 - 711 (A-4) DIA - 06.5 - 721 (B-3) DIA - 06.5 - 722 (B-1) DIA - 06.5 - 723 (A-4) DIA - 06.5 - 060 (B-1) DIA - 06.5 - 065 (B-1) DIA - 06.5 - 599 (B-3) DIA - 06.5 - 703 (B-3) DIA - 06.5 - 715 (B-3) DIA - 06.5 - 709 (B-3) DIA - 06.5 - 721 (B-3)

4.1 - 06.5 - 102 (28)

4.1 - 06.5 - 152 (28)

4 - 06.5 - 009 (4) 4.1 - 06.5 - 012 (6) 4.1 - 06.5 - 102 4.1 - 06.5 - 152

HOUR METER Location

Function

Control

Diagram

Parts Breakdown

TT

Register Operating Time

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 059 (B-4) DIA - 06.5 - 064 (B-4) DIA - 06.5 - 600 (A-3) DIA - 06.5 - 702 (A-3) DIA - 06.5 - 708 (A-3) DIA - 06.5 - 714 (A-3) DIA - 06.5 - 720 (A-3)

1 - 06.5 - 011 (22)

Power Unit

MOTORS

Pump

Location

Function

Control

Diagram

Parts Breakdown

Power Unit

Lift

Resistor Resistor-QP SCR SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 058 (C-3) DIA - 06.5 - 063 (C-3) DIA - 06.5 - 601 (C-2) DIA - 06.5 - 600 (B-2) DIA - 06.5 - 705 (C-2) DIA - 06.5 - 711 (C-2) DIA - 06.5 - 717 (C-2) DIA - 06.5 - 723 (C-2)

2.1 - 06.4 - 009 (76)

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-5

M10 - 06.5 - 012

Printed in U.S.A.

M10 - 06.5 - 012

MAINTENANCE MOTORS (Continued) Location

Function

Control

Diagram

Parts Breakdown

Traction

Traction

Resistor Resistor-QP SCR SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 058 (C-4) DIA - 06.5 - 063 (C-4) DIA - 06.5 - 601 (C-4) DIA - 06.5 - 600 (B-2) DIA - 06.5 - 705 (B-2) DIA - 06.5 - 711 (C-2) DIA - 06.5 - 717 (B-2) DIA - 06.5 - 723 (C-2)

3 - 12 - 011 (11)

Drive Unit

3.1 - 07.3 - 005

MOTOR CONTROLLERS Location

Function

Control

Diagram

Parts Breakdown

SCR Card MRC1

Traction & Lift Traction & Lift

SCR *Transistor *Transistor **Transistor **Transistor *Transistor-QP *Transistor-QP **Transistor-QP **Transistor-QP

DIA - 06.5 - 601 (B-2) DIA - 06.5 - 703 (B-1) DIA - 06.5 - 705 (C-4) DIA - 06.5 - 709 (B-1) DIA - 06.5 - 711 (C-4) DIA - 06.5 - 715 (B-1) DIA - 06.5 - 717 (C-4) DIA - 06.5 - 721 (B-1) DIA - 06.5 - 723 (C-4)

4.2 - 06.5 - 005 (43 ) 4.1 - 06.5 - 102 (6) 4.1 - 06.5 - 152 (6)

SCR Panel Transistor Panel

POTENTIOMETERS Location

Function

Control

Diagram

Parts Breakdown

POT/ACCEL

Traction Accelerator

SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 598 (A-3) DIA - 06.5 - 704 (C-3) DIA - 06.5 - 710 (C-3) DIA - 06.5 - 716 (C-3) DIA - 06.5 - 722 (C-3)

4.6 - 06.5 - 001 (54) 4.6 - 06.5 - 502 (54) 4.6 - 06.5 - 600 (52) 4.6 - 06.5 - 650 (52)

Control Pod

RELAYS Location TD1

Contactor Panel

Function

Control

Diagram

Parts Breakdown

Second & Third Speed (A & B) Contactor

Resistor Resistor-QP

DIA - 06.5 - 060 (B-2) DIA - 06.5 - 065 (B-2)

4 - 06.5 - 009 (12)

SOLENOID VALVES Location

Function

Control

Diagram

Parts Breakdown

SV1

Lower

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (C-2) DIA - 06.5 - 062 (C-2) DIA - 06.5 - 598 (B-4) DIA - 06.5 - 702 (C-3) DIA - 06.5 - 708 (C-2) DIA - 06.5 - 714 (C-3) DIA - 06.5 - 720 (C-2)

2.1 - 06.4 - 011 (44)

Pump

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-6

M10 - 06.5 - 013

Printed in U.S.A.

M10 - 06.5 - 013

MAINTENANCE SUPPRESSOR BLOCKS Location Function

Control

Diagram

Parts Breakdown

Resistor Resistor-QP SCR Resistor Resistor-QP SCR Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP *Transistor **Transistor *Transistor-QP **Transistor-QP *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (C-1) DIA - 06.5 - 062 (C-1) DIA - 06.5 - 598 (B-3) DIA - 06.5 - 057 (C-3) DIA - 06.5 - 062 (C-3) DIA - 06.5 - 598 (B-4) DIA - 06.5 - 057 (C-2) DIA - 06.5 - 062 (C-2) DIA - 06.5 - 598 (B-4) DIA - 06.5 - 702 (C-3) DIA - 06.5 - 708 (C-3) DIA - 06.5 - 714 (C-3) DIA - 06.5 - 720 (C-3) DIA - 06.5 - 702 (C-2) DIA - 06.5 - 708 (C-2) DIA - 06.5 - 714 (C-2) DIA - 06.5 - 720 (C-2) DIA - 06.5 - 704 (C-1) DIA - 06.5 - 710 (C-1) DIA - 06.5 - 716 (C-1) DIA - 06.5 - 722 (C-1)

1 - 06.5 - 011 (20)

Function

Control

Diagram

Parts Breakdown 4.5 - 04.2 - 003 (36) 4.5 - 06.4 - 009 (36) 4.5 - 06.5 - 001 (36) 4.5 - 06.5 - 050 (36) 5 - 04.2 - 005 (38)

HF

Power Unit

Horn

SB1

Power Unit

Pump Solenoid Coil

SB4

Power Unit

SV1 Coil

SB21

Power Unit

Horn

SB40

Power Unit

SV1 Coil

SB41

Power Unit

Pump Solenoid Coil

SWITCHES Location AS

Control Pod

Second Speed Traction

Resistor Resistor-QP

DIA - 06.5 - 057 (A-3) DIA - 06.5 - 062 (A-3)

BRS

Knuckle Support

Brake

BS

Control Pod

Third Speed Traction

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP Resistor Resistor-QP

DIA - 06.5 - 057 (B-1) DIA - 06.5 - 062 (B-1) DIA - 06.5 - 598 (B-1) DIA - 06.5 - 704 (B-3) DIA - 06.5 - 710 (B-3) DIA - 06.5 - 716 (B-3) DIA - 06.5 - 722 (B-3) DIA - 06.5 - 057 (A-2) DIA - 06.5 - 062 (A-2)

FS

Control Pod

Forward Traction

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (A-2) DIA - 06.5 - 062 (A-2) DIA - 06.5 - 598 (A-2) DIA - 06.5 - 704 (C-4) DIA - 06.5 - 710 (C-4) DIA - 06.5 - 716 (C-4) DIA - 06.5 - 722 (C-4)

1 - 06.5 - 011 (31)

1 - 06.5 - 011 (31)

1 - 06.5 - 011 (20)

1 - 06.5 - 011 (31)

1 - 06.5 - 011 (31)

4.5 - 04.2 - 003 (36) 4.5 - 06.4 - 009 (36) 4.5 - 06.5 - 001 (36) 4.5 - 06.5 - 050 (36) 4.5 - 04.2 - 003 (36) 4.5 - 06.4 - 009 (36) 4.5 - 06.5 - 001 (36) 4.5 - 06.5 - 050 (36) 4.6 - 06.5 - 001 (36) 4.6 - 06.5 - 502 (36) 4.6 - 06.5 - 600 (36) 4.6 - 06.5 - 650 (36)

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-7

M10 - 06.5 - 014

Printed in U.S.A.

M10 - 06.5 - 014

MAINTENANCE SWITCHES (Continued) Location

Function

Control

Diagram

Parts Breakdown

HNS1

Control Pod

Horn

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (A-1) DIA - 06.5 - 062 (A-1) DIA - 06.5 - 598 (A-2) DIA - 06.5 - 704 (C-2) DIA - 06.5 - 710 (C-2) DIA - 06.5 - 716 (C-2) DIA - 06.5 - 722 (C-2)

HNS2

Control Pod

Horn

HNS3

Crossbar Control Horn

HSS

Crossbar Control High Speed

KYS

Control Handle

Key

LMS1

Power Unit

Lift Limit

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP Resistor Resistor Resistor-QP Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (A-1) DIA - 06.5 - 062 (A-1) DIA - 06.5 - 598 (A-2) DIA - 06.5 - 704 (C-2) DIA - 06.5 - 710 (C-2) DIA - 06.5 - 716 (C-2) DIA - 06.5 - 722 (C-2) DIA - 06.5 - 057 (C-4) DIA - 06.5 - 062 (C-4) DIA - 06.5 - 598 (A-3) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 714 (A-4) DIA - 06.5 - 720 (A-2) DIA - 06.5 - 057 (C-4) DIA - 06.5 - 059 (B-4) DIA - 06.5 - 062 (C-4) DIA - 06.5 - 064 (B-4) DIA - 06.5 - 598 (A-4) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 714 (A-4) DIA - 06.5 - 720 (A-2) DIA - 06.5 - 057 (B-1) DIA - 06.5 - 062 (B-1) DIA - 06.5 - 598 (B-1) DIA - 06.5 - 704 (B-3) DIA - 06.5 - 710 (B-3) DIA - 06.5 - 716 (B-3) DIA - 06.5 - 722 (B-3) DIA - 06.5 - 057 (C-2) DIA - 06.5 - 062 (C-2) DIA - 06.5 - 598 (B-3) DIA - 06.5 - 704 (B-1) DIA - 06.5 - 710 (B-1) DIA - 06.5 - 716 (B-1) DIA - 06.5 - 722 (B-1)

4.5 - 04.2 - 003 (41) 4.5 - 06.4 - 009 (58) 4.5 - 06.5 - 001 (41) 4.5 - 06.5 - 050 (76) 4.6 - 06.5 - 001 (41) 4.6 - 06.5 - 502 (58) 4.6 - 06.5 - 600 (41) 4.6 - 06.5 - 650 (73) 4.5 - 06.4 - 009 (58) 4.5 - 06.5 - 050 (76) 4.6 - 06.5 - 502 (58) 4.6 - 06.5 - 650 (73)

4.9 - 06.5 - 004 (21)

4.9 - 06.5 - 004 (21)

5 - 04.2 - 005 (3)

1 - 06.5 - 011 (17)

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-8

M10 - 06.5 - 015

Printed in U.S.A.

M10 - 06.5 - 015

MAINTENANCE SWITCHES (Continued) Location

Function

Control

Diagram

Parts Breakdown

LOS1

Control Pod

Lower

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (A-2) DIA - 06.5 - 062 (A-2) DIA - 06.5 - 598 (A-2) DIA - 06.5 - 704 (C-2) DIA - 06.5 - 710 (C-2) DIA - 06.5 - 716 (C-2) DIA - 06.5 - 722 (C-2)

LOS2

Crossbar Control Lower

QPS1

Control Pod

Quickpick-Forward Traction

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP Resistor-QP *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (C-4) DIA - 06.5 - 062 (C-4) DIA - 06.5 - 598 (A-3) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 714 (A-4) DIA - 06.5 - 720 (A-2) DIA - 06.5 - 062 (A-3) DIA - 06.5 - 716 (C-4) DIA - 06.5 - 722 (C-4)

4.5 - 04.2 - 003 (41) 4.5 - 06.4 - 009 (41) 4.5 - 06.5 - 001 (41) 4.5 - 06.5 - 050 (41) 4.6 - 06.5 - 001 (41) 4.6 - 06.5 - 502 (41) 4.6 - 06.5 - 600 (41) 4.6 - 06.5 - 650 (41) 4.9 - 06.5 - 004 (21)

QPS2

Control Pod

Quickpick-Forward Traction

Resistor-QP *Transistor-QP **Transistor-QP

DIA - 06.5 - 062 (A-3) DIA - 06.5 - 716 (C-4) DIA - 06.5 - 722 (C-4)

QPS3

Control Pod

Quickpick-Forward Traction

Resistor-QP *Transistor-QP **Transistor-QP

DIA - 06.5 - 062 (A-3) DIA - 06.5 - 716 (C-4) DIA - 06.5 - 722 (C-4)

QPS4

Control Pod

Quickpick-Forward Traction

Resistor-QP *Transistor-QP **Transistor-QP

DIA - 06.5 - 062 (A-3) DIA - 06.5 - 716 (C-4) DIA - 06.5 - 722 (C-4)

RAS1

Control Pod

Raise

RAS2

Crossbar Control Raise

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (A-1) DIA - 06.5 - 062 (A-1) DIA - 06.5 - 598 (A-2) DIA - 06.5 - 704 (C-2) DIA - 06.5 - 710 (C-2) DIA - 06.5 - 716 (C-2) DIA - 06.5 - 722 (C-2) DIA - 06.5 - 057 (C-4) DIA - 06.5 - 062 (C-4) DIA - 06.5 - 598 (A-4) DIA - 06.5 - 702 (A-4) DIA - 06.5 - 708 (A-2) DIA - 06.5 - 714 (A-4) DIA - 06.5 - 720 (A-2)

4.5 - 06.5 - 001 (62) 4.5 - 06.5 - 050 (62) 4.5 - 06.5 - 600 (62) 4.5 - 06.5 - 650 (62) 4.5 - 06.5 - 001 (60) 4.5 - 06.5 - 050 (60) 4.5 - 06.5 - 600 (60) 4.5 - 06.5 - 650 (60) 4.5 - 06.5 - 001 (58) 4.5 - 06.5 - 050 (58) 4.5 - 06.5 - 600 (58) 4.5 - 06.5 - 650 (58) 4.5 - 06.5 - 001 (56) 4.5 - 06.5 - 050 (56) 4.5 - 06.5 - 600 (56) 4.5 - 06.5 - 650 (56) 4.5 - 04.2 - 003 (41) 4.5 - 06.4 - 009 (41) 4.5 - 06.5 - 001 (41) 4.5 - 06.5 - 050 (41) 4.6 - 06.5 - 001 (41) 4.6 - 06.5 - 502 (41) 4.9 - 06.5 - 004 (21)

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-9

M10 - 06.5 - 016

Printed in U.S.A.

M10 - 06.5 - 016

MAINTENANCE SWITCHES (Continued) Location

Function

Control

Diagram

Parts Breakdown

RS

Control Pod

Reverse Traction

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (A-2) DIA - 06.5 - 062 (A-2) DIA - 06.5 - 598 (A-2) DIA - 06.5 - 704 (C-4) DIA - 06.5 - 710 (C-4) DIA - 06.5 - 716 (C-4) DIA - 06.5 - 722 (C-4)

SAS

Control Pod

Safety Reversing

Resistor Resistor-QP SCR *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (A-2) DIA - 06.5 - 062 (A-2) DIA - 06.5 - 598 (A-2) DIA - 06.5 - 704 (C-3) DIA - 06.5 - 710 (C-3) DIA - 06.5 - 716 (C-3) DIA - 06.5 - 722 (C-3)

4.5 - 04.2 - 003 (36) 4.5 - 06.4 - 009 (36) 4.5 - 06.5 - 001 (36) 4.5 - 06.5 - 050 (36) 4.6 - 06.5 - 001 (36) 4.6 - 06.5 - 502 (36) 4.6 - 06.5 - 600 (36) 4.6 - 06.5 - 650 (36) 4.5 - 04.2 - 003 (19) 4.5 - 06.4 - 009 (19) 4.5 - 06.5 - 001 (19) 4.5 - 06.5 - 050 (19) 4.6 - 06.5 - 001 (19) 4.6 - 06.5 - 502 (19) 4.6 - 06.5 - 600 (19) 4.6 - 06.5 - 650 (19)

Function

Control

Diagram

Parts Breakdown

Resistor Resistor Resistor-QP Resistor-QP Resistor Resistor-QP Resistor Resistor-QP SCR SCR *Transistor **Transistor *Transistor-QP **Transistor-QP *Transistor **Transistor *Transistor-QP **Transistor-QP

DIA - 06.5 - 057 (B-2) DIA - 06.5 - 060 (B-1) DIA - 06.5 - 062 (B-2) DIA - 06.5 - 065 (B-1) DIA - 06.5 - 057 (B-3) DIA - 06.5 - 062 (B-3) DIA - 06.5 - 057 (B-2) DIA - 06.5 - 062 (B-2) DIA - 06.5 - 598 (B-2) DIA - 06.5 - 598 (B-2) DIA - 06.5 - 704 (B-2) DIA - 06.5 - 710 (B-2) DIA - 06.5 - 716 (B-2) DIA - 06.5 - 722 (B-2) DIA - 06.5 - 704 (B-3) DIA - 06.5 - 710 (B-3) DIA - 06.5 - 716 (B-2) DIA - 06.5 - 722 (B-2)

4 - 06.5 - 009 (5)

TERMINAL BOARDS Location TB1

Contactor Panel

Contactor Panel Connections

TB2

Control Handle

Pod Connections

TB3

Control Handle

Pod Connections

TB4 TB403

Control Handle Control Handle

Pod Connections Pod Connections

TB404

Control Handle

Pod Connections

5 - 04.2 - 005 (5) 5 - 04.2 - 005 (4) 5 - 04.2 - 005 (5) 5 - 04.2 - 005 (4) 5 - 04.2 - 005 (5)

5 - 04.2 - 005 (4)

MISCELLANEOUS Location

Function

Control

Diagram

Parts Breakdown

ATD

Anti-Tie Down

Resistor Resistor-QP SCR

DIA - 06.5 - 058 (A-2) DIA - 06.5 - 063 (A-2) DIA - 06.5 - 598 (C-2)

1 - 06.5 - 011 (33)

Power Unit

* Transistor Denotes Curtis Transistor Controller ** Transistor Denotes Sevcon Transistor Controller – QP Denotes Quickpick Control Handle Crown 1991 PF-9200-10

M10 - 06.5 - 017

Printed in U.S.A.

M10 - 06.5 - 017

SCHEMATIC DIAGRAMS

Introduction to Diagram Use

Introduction to Diagram Use Electrical schematics Schematics are designed to provide a high-level view of the complete lift truck electrical system. They can be used to diagnose and understand the electrical path of major components in a specific circuit.

Pictorials Pictorials are designed to provide a detailed view of the lift truck electrical system. The circuits are shown across multiple pages. Components, connectors, and wire are all part of pictorials. Each circuit always begins on the left side of the page and has its connecting page identified also.

The terminal board and connector numbers on the pictorials are in two groups: power unit and platform. The power unit terminal boards and connectors are as follows: • 200s • 400s • 600s • 800s The platform terminal boards and connectors are as follows: • 100s • 300s • 500s • 700s • 900s

of the lift truck section is necessary for the applicable lift truck setup.

The page titles show the section of the lift truck wires on each page.

Components Components such as solenoids, valves, encodes, or switches in schematics and pictorials are identified by symbols and reference designators. See the Electrical System section for more information. Reference designators are a short form of the component name.

Connectors A connector can be a single connection, a plug indicated by PC, a jack indicated by JC. A combination of a plug and a jack together are indicated by CA in the diagrams. Connectors that have multiple connections are indicated by pin numbers. For example, PC120-2 indicates that the -2 is the pin number in connector PC120.

Wiring Wiring identifies the conductor connecting the components. Standard circuits are indicated by a solid line representing the wire. Optional features are indicated by dashed lines representing the wire. Each wire has a color, number, and arrow associated with it. Wires identified by color are from a different manufacturer.

The wire arrows indicate whether the component is receiving or sending the signal. This helps identify the source of the signal or voltage.

The wires start at a specified location such as the distribution board. The connection points start from the lowest number. The next connection point from the distribution panel is with the next group of 100s and continue for each connection point away from the specified location.

The terminal board and connector numbers are in sequence on each page. A wire address with a connector number or terminal board number shows which direction to look in the electrical diagrams for the other end of the wire. When the wire goes to a component and not a terminal board or connector, the pictorial shows a terminal board to refer to. This terminal board is not a solid line and has the terminal board number in parentheses. This terminal board is not on the lift truck.

Each page includes a section of the lift truck. When a feature on the lift truck is not standard, a new page includes the standard and feature wires. Only one page Crown 1991 PF8974 Rev. 3/22

DIA-ITD-001 04 Rev. 3/22

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Notes:

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