CLARK FORKLIFT SPM 625 CSP 15 SERVICE MANUALS

Service and Parts Manua SPM 625

CSP 15 SERIAL NUMBER ALWAYS GIVE TRUCK SERIAL NUMBER WHEN ORDERING PARTS

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IMPORTANT: READ AND UNDERSTAND THE CONTENTS OF THIS MANUAL BEFORE OPERATING THIS EQUIPMENT ARRIVAL INSPECTION his equipment was thoroughly inspected and tested prior to leaving the factory. Before placing the equipment in %-vice it should be thoroughly checked for damage or loss occudng in transit. lf any such damage or loss is vident, a claim must be made against the carrier. Refer to Damage in Transit information enclosed with the acking slip.

PRE-OPERATION INSTRUCTIONS Remove any packing material and check for visible damage.

Open the drive unit cover and check the wiring harness and hydraulic hoses for damage or loose connections.

Remove the breather and check that the oil reservoir is filled to approximately 1” from the top (forks must be ir lowered position).

Open the battery compartment and check that all connections are tight. Check that the battery has not been damaged and is fully charged. Refer to Battery and Charger Instructions.

Refer to operating instructions and check that the truck operates satisfactorily.

Complete the Warranty Validation form included in this manual and return it to Blue Giant.

SAFETY DO NOT OPERATE THIS TRUCK UNLESS YOU HAVE BEEN TRAiNED

AND AUTHORIZED TO DO SO.

DO NOT OPERATE THIS TRUCK UNTIL YOU HAVE CHECKED ITS CONDITION. GIVE SPECIAL ATTENTION TO TIRES, BATTERY, CONTROLS, LIFTING SYSTEMS INCLUDING SWITCHES, BRAKES, STEERING MECHANISM, GUARDS AND SAFETY DEVICES. REPORT THE NEED FOR TRUCK REPAIRS TO YOUR SUPERVISOR PROMPTLY. DO NOT OPERATE TRUCK. NEGLECT MAY CAUSE A MINOR REPAIR TO BECOME A MAJOR SERVICE PROBLEM AND CAUSE THE TRUCK TO BECOME UNSAFE. DO NOT EXCEED THE RATED CAPACITY OF THE VEHICLE AS MARKED ON THE NAMEPLATE. DO NO LIFT WITH THE FORK TIPS OR ONE FORK ONLY, AND BE SURE LOAD IS CENTERED AND FORKS AR PUSHED COMPLETELY UNDER LOAD. .

DO NOT HANDLE UNSTABLE OR LOOSELY STACKED LOADS. USE SPECIAL CARE WHEN HANDLINt LONG, HIGH OR WIDE LOAD, TO AVOID TIPPING, LOSS OF LOAD, OR STRIKING BYSTANDERS.

.

ALWAYS LOOK IN DIRECTION OF TRAVEL. KEEP A CLEAR VIEW AND WHEN LOAD INTERFERES WITH VISIBILITY, TRAVEL WITH LOAD TRAILING (EXCEPT WHEN CLIMBING RAMPS).

.

WATCH SWING CLEARANCE WHEN TURNING NEAR WALLS, RACKS, PILLARS OR OTHER OBSTACLES.

-

START, STOP, CHANGE DIRECTION, TRAVEL AND BRAKE SMOOTHLY. SLOW DOWN FOR TURNS AND ON UNEVEN OR SLIPPERY SURFACES THAT COULD CAUSE TRUCK TO SLIDE OR TIP. BE AWARE THAT THE TRUCK BEHAVES DIFFERENTLY WITHOUT A LOAD THAN WITH A LOAD.

-

OBSERVE APPLICABLE TRAFFIC REGULATIONS. YIELD RIGHT OF WAY TO PEDESTRIANS. SLOW DOWN AND SOUND HORN AT ALL AISLE INTERSECTIONS AND WHERE VISION IS OBSTRUCTED.

-

DO NOT RIDE ON TRUCK UNLESS EQUIPPED WITH RIDER PLATFORM.

-

DO NOT CARRY PASSENGERS.

-

BEFORE YOU LEAVE THE TRUCK, FULLY LOWER LIFTING MECHANISM, SHUT OFF POWER, REMOV KEY. DO NOT LEAVE TRUCK UNATTENDED ON RAMP. PAf3

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TABLE OF CONTENTS PAGE

CONTENTS

Arrival Inspection Pre-Operation Check Safety Information Preventive Maintenance Battery Maintenance Lubrication Points Mast and Carriage E Series Self-Propelled Stak-Mate System Control Operating Instructions Trouble Shooting Guide Electric Speed Controller Addendum

1 1 1

3 3 4 4 5 5 7

l-0 ORDER PARTS ‘or prompt service when ordering parts, please provide the following information to your local distributor.

1. Model and serial number of the vehicle 2. Part number, description and quantity 3. Shipping instructions.

Nhen in doubt as to part required, please provide a sketch or the used part as a sample.

RECORD HERE FOR FUTURE REFERENCE Model Number: Serial Number: Distributor:

FOR RECOMMENDED SPARE PARTS CONTACT BLUE GIANT

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PREVENTIVE MAINTENANCE iPotting trouble before it happens can prevent costly down-time and extensive repairs and make it possible for ervice and repairs to be performed when the unit is not required for regular operations. lspection intervals outlined are for normal conditions. More frequent inspections are necessary for adverse :onditions such as: rough floor conditions, temperature extremes, several operators, dusty atmosphere. etc.

NSPECTION INTERVALS IAlLY: Operating Controls (SAFETY)

QUARTERLY:

Battery

CAUTION:

Electrical System Hydraulic System Drive Unit & Mechanical Parts

DISCONNECT THE BATTERY BEFORE ATTEMPTING INSPECTION OR SERVICE

JJBRICATION (based on single shift, normal usage) EVERY MONTH: jpply engine oil (SAE 10) to all points as shown on page 5 and including: I. Handle pivot points on E Series Units.

3/ERY THREE MONTHS: To check oil level remove breather cap (reference, item 9, page 9). Add approved oil if necessary through ,eservoir hole until oil is level with bottom of filler hole.

3efore you assemble, the breather cap should be cleaned with a suitable cleaning solvent.

EVERY SIX MONTHS: Irive unit swivel bearings and wheel bearings.

Disassemble, clean and inspect for wear or damage. Reassemble and grease.

The hydraulic oil should be changed after the truck has been in service for three months then every six months hereafter. iemove reservoir, discard used oil and clean reservoir. Clean and inspect strainer and replace if damaged. ?einstall and add oil until oil is level with bottom of filler hole. Use only good quality hydraulic oil with a viscosity equivalent to SAE 10 or SAE 20 for operation at normal room temperature, or SAE 10 for low temperature.

4pproved hydraulic oils for normally temperatures are Esso Polar 32; Shell Tellus 29. Gulf Harmony 48AW. Texaco Rando Oil HD32(150); Dextron II transmission fluid or equal. SAE lOW30 motor oil may be used as a substitute if conditions are not adverse (moisture, low temperature, etc.).

BATTERY MAINTENANCE CHARGING: The battery should be charged as required. Loosen vent caps but do not remove them.

N o t e : Do not allow the battery to become discharged below a specific gravity of 1.150 or there will be a permanent loss of capacity.

RECORDS:

A daily record should be kept showing hydrometer readings of pilot cell at start and at end of charge. Change to a different pilot cell monthly., Once a week after the battery has received an equalizing charge, record the hydrometer readings of all cells.

EQUALIZING CHARGE: (For industrial type batteries) Once a week, following a normal charge, the battery should be given an equalizing charge, continued until there iz no improvement between two successive hydrometer readings of each cell. This is usually a continuation of the regular charge at a low rate.

ELECTROLTYE LEVEL: Distilled water should be added to each cell as often as necessary, after charging, to keep the electrolyte to the bottom of the vent welt. Do not over fill. Normally water is required no more than once a week. Excessive Water use indicates over-charging or high charging rates.

GENERAL: The top of the battery should be kept clean and dry. Wash off with clear water when necessary. Good ventilation should be provided during charging. Do not allow electrolyte temperature to exceed 110°F (43%). Keep open flames away from battery. Never add acid to cells without special instructions. Batteries used at temperatures below or above normal room temperature will have reduced capacity.

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LUl3RlCATlON POINTS

FIGURE 1

FIGURE 2

JIAST & CARRIAGE GUIDE

. Check the condition of ail channel rollers and replace if necessary. !. Lubricate the points shown in Figure 3.

For best performance lubricate weekly.

3.

ROOS

v--

Periodically remove the lift chains and wipe clean with dry cloths. 00 NOT use chemical degreasing agents since these may make the material brittle. Carefully examine the chain links, pins and devises for damage or wear and replace them if any evidence of either is found. Using a paint brush, recoat the chains with SAE motor oil.

Adjust the chain tension so that with the carriage fully lowered. the chains are equally taut but not supporting the carriage.

4 . Check the high limit stops for damage and repair or replace if necessary.

FIGURE 3

IMPORTANT NOTICE: During manufacture, hydraulic fluid is used to lubricate all cylinder components during cylinder assembly. This assembly fluid may be present in, or accumulate in the upper headnut portion of the cylinder during the break in period or during normal use. A small amount of fluid in this area is normal and should not be mistaken as cylinder seal leakage.

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E SERIES SELF-PROPELLED STAK-MATE SYSTEM CONTROL ‘HIS UNIT IS EQUIPPED WITH STATE OF THE ART CURTIS P.M.C. ELECTRONIC CONTROL. iOME FEATURES THAT YOUR NEW BLUE GIANT E-SERIES STAK-MATE INCLUDES ARE: CURRENT MULTIPLICATION )ne of the most intriguing aspects of the Curtis PMC controllers is the fact that during acceleration, or reduced peed operation, it allows more current to flow into the motor than flows out of the battery. This is possible lecause the controller acts like a D.C. transformer, i.e.: it takes in high voltage (the full battery voltage) and low :urrent, and puts out low voltage and high current. Thus for these conditions the battery only has to supply a raction of the current required by a resistor type controller in which the battery current and motor current are always equal. The result is a dramatic improvement in the vehicle’s efficiency; this shows up as more driving ange per battery charge.

PLUG BRAKING n most applications of these controllers, the vehicle motor will be of the series field type. If a series field motor is eversed while the vehicle is moving, a form of electrical braking called plug braking may be used to slow the rehicle down. When the motor is reversed, the armature acts as a generator. Current from the armature flows hrough a “plug diode” built into the controller. The controller regulates the current in the motor field winding to jive an appropriate level of plug braking torque. The vehicle brakes smoothly to stop, then automatically xcelerates in the other direction. The plugging current is factory set, but can be field adjusted to suit special applications.

CONTROLLER The Curtis PMC 1204/l 205 series motor controller, being a sealed, solid state unit, requires almost no naintenance.

It is recommended, however, that the following items be checked occasionally, as required.

CAUTION:

BEFORE DOING ANY WORK ON THE VEHICLE, REMOVE POWER BY DISCONNECTING BATTERY.

4. Make sure that the electrical connections to the controller (as well as those to the motor, batteries. etc.) are tight. When checking the controller bus bar connections for tightness, be sure to use the double-wrench technique to avoid putting stress on the bus bars which could crack the seals around them.

3 . Remove from the terminal area any corrosion or important that the controller terminal face be free electrical leakage and cause faulty operation. The with a moist rag. In either case, power must be terminal area is thoroughly dry.

accumulations of dirt, acids. grease, oil, etc. It is especially of these substances since their presence may lead to controller may be washed off with a hose or wiped clean removed for this cleaning and not reapplied until the controller

OPERATING INSTRUCTIONS TRAVEL CONTROLS:

Direction and speed are selected on the rocker in the head of the control handle. This unit is equipped with Electronic Speed Control and has variable speed which is regulated by pressing the rocker down in the forward or reverse direction as required.

CAUTION: HORN:

DO NOT USE TRACTION MOTOR FOR BRAKING

The horn pushbutton is located on the front of the control head.

SAFETY REVERSING BUTTON:

Located at the top of the steering handle. When truck is moving in the forward direction and the safety reversing button is depressed by an obstruction or trapped operator the vehicle instantly reverses direction, in high speed and the horn will energize.

NOTE: DO NOT USE SAFETY REVERSING BUTTON FOR NORMAL TRAVEL

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‘ERATING INSTRUCTIONS - Cont’d...

3’ and LOWER CONTROLS: Manual lever control is located on the right hand side of the dash plate.

CAUTION: DO NOT EXCEED THE RATED CAPACITY OF THE TRUCK AS MARKED ON THE NAMEPLATE. DO NOT LIFT WITH THE FORK TIPS OR ONE FORK ONLY. SACH

OPTION:

Trucks equipped with the reach option have three manual lever controls. The lever on the extreme right is for raising and lowering the load. The center lever controls the reach mechanism while the left lever actuates the tilt. See Figure 4.

CAUTION: DO NOT EXCEED THE RATED CAPACITY OF THE TRUCK AS MARKED ON THE NAMEPLATE FOR LIFTING OR REACH MODE. DO NOT LIFT OR REACH WITH

FORK TIPS OR ONE FORK ONLY. 2AKE: The brake is applied when the control handle is in the fully raised or fully lowered position. Power to the control circuit is cut off whenever the brake is applied.

SAFETY REVERSING EUlTON

0 4

FIGURE 4

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TROUBLE SHOOTING GUIDE ollowing charts are to assist in identifying possible equipment malfunctions.

OTE:

REPAIRSITROUBLE SHOOTING SHOULD BE PERFORMED BY YOUR AUTHORIZED BLUE GIANT SERVICE TECHNICIAN.

BEFORE TROUBLE SHOOTING, MA/N BATTERY POWER MUST BE DISCONNECTED ‘ROBLEM 10 LIFT MOTOR DOES NOT RUN)

3 POSSIBLE CAUSE

! - Discharged battery I - Defective lift switch - Defective contactor for pump motor i f - Burned brushes in pump motor 1- Blown fuse I

r10 LIFT ,MOTOR RUNS)

EORKS WILL NOT LOWER

NO ELECTRICAL POWER OR NO TRAVEL

i i ) :

- Discharged battery - Low hydraulic pressure - Pump check valve stuck open - Faulty solenoid valve - Check oil level if forks do not raise fully ; - Foreign material blocking lifting mechanism : - Faulty solenoid coil ’ - Defective lowering switch on steering handle if equipped - Defective valve 1- Obstruction in chainlmastfcarriage - Control fuse blown -

Defective SB connector Loose/corroded battery connections Blown main or control fuse Defective travel control switch Defective contactor or contactor tips Check traction motor ! - Broken/loose drive belt i - Discharged battery

TRUCK PERFORMS PROPERLY - Battery is being removed from charger before recharging cycle is completed BUT REQUIRES CHARGING - Battery water level is too low to accept and hold a full charge TOO FREQUENTLY

: - Battery capacity not adequate for work load required : - Battery capacity reduced due to battery damage FORKS WILL NOT LIFT TO jFULL HEIGHT !PUMP MAKES MORE NOISE THAN NORMAL

i - Oil level low in oil reservoir. Refill oil reservoir

/LOSS OF BRAKING POWER

- Brake requires adjustment.

1 (Must be performed by qualified personnel only)

I

/ i CAUTION: Use Only recommended oils

3LUE GIANT

Batterv Discharae

Indicator Operation

Some units may be equipped with a battery discharge indicator that may include a lii . lockout feature. When the battery is severely discharged the lifting circuit will automatically be disabled. To avoid this the operator must return the unit for charging after the last light/bar is activated. The travel circuit will remain operational to return the unit to the charging area. Although several different style meters are available as options, their basic function is identical. The lift lockout feature will ensure that the battery and electrical components are not subject to premature wear due to operation with a discharged battery. Always check the battery indicator, if equipped, in the event that the lifting circuit is not operational. General operation of a battery discharge indicator with or without the Iii lockout feature, if equipped, is outlined on the drawing below.

All liphts OU: -_.

Battery fully charged Voltage more than 110% of nominal Four liphts on: Battery fully charged Voltage between 100% to 110% of nominal

Three liphts on: Battery partially discharged Voltage between 98% to 100% of nominal

Two lights on: Battery partially discharged Unit shold be returned for charging shortly

One Wht on: Battery fully discharged Lift will be disabled after several minutes of continued service.

Unit must be returned for charging.

CSP15 DECALS ITEM NUMBER 1 2 3 4 5 6 7

PART NUMBER 2348904 2348906 2372604 2377063 1747748 2777635 2791862

QTY 2 1 2 1 1 1 1

DESCRIPTION Decal - #” Clark Logo Decal - 5” Clark Logo Decal - Fork Safety Warning Decal - Warning Decal - Battery Warning Decal - No Riding Decal - Pinch Point

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ELECTRONIC SPEED CONTROL

The following addendum is for units equipped with the 9Ilectronic Speed Control.’ parts or information not listed herein, please refer to standard parts lists previo%y listed in this manual.

(ii) Variable Speed Control Panel Assembly (iii) Direction Contactor (iv) Steering Randle Assembly (VI

Trouble Shooting Guide

(vii) Operating &I Maintenance Instruction Guide (xi) Wiring Diagrams: - NAW - NAW-R

TRAVEL CONTROL :

The Direction and Speed Controls are located on the steering handle and can be operated by thumb or palm. This unit is equipped with Electronic Speed Controls and’has variable speed which is regulated by rotating the controls.

DIRECTION AND SPEED CONTROL:

The traction motor is 12 or 24 volt series wound. Speed is regulated by electronic speed control and direction is controlled by contactors.

Two direction contactors obtain direction reversal by reversing the motor field connections. Current flow through the armature is also controlled by the same direction contactors but is always in the same direction.

BRAKES :

Blue Giant recommends plug braking be used on all products equipped with the electronic speed controller to assure smooth, controlled stops and changes in use the service brake only for emergency stops and as a parking direction. brake.

8IufeuIM

ELECTRONIC

SPEED

CONTROL

ADDBNDUU

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1 1 la la 2 i 5 5 Sa 5a t 8

Complete Contactor Panel Assembly Complete Contactor Panel Assembly Complete Contactor Panel Assembly ComDlete Contactor Panel Assembly Co&roller - 275 Amp 12 Volt Controller - 275 Amp 24 Volt C o n t r o l l e r - 400 Amp 12 Volt Controller - 400 Amp 24 Volt Fuse Holder Fuse - 6 Amp Terminal Strip Contactor - 275 AMP 12 Volt Contactor - 275 AMP 24 Volt Contactor - 400 Amp 12 Volt Contactor - 400 Amp 24 Volt Cable Assembly Cable Assembly t Cable Assembly

704-560 784-559 784-513 784-512 026-479 026-474 026-481 026-480 026-179 026-146 030-066 025-869 025-858 025-840 025-042 784-591 784-590 784-589

- 275 Amp 12 Volt - 275 Amp 24 Volt - 400 Amp 12 Volt - 400 Amp 24 Volt

6 1 j-10 CURTIS M-

4

Cci-NECTOR

3-092

ELECTRONIC SPEED CONTROL ADDENDUM

PART NO, 025-869 025-858 025-862 025-863 025-864 025-865 025-894 025-895 025-896 025-897 025-898

Common tc II12

z 11 i 2 'z 2 2

Reversing Contactor Set - 12 Volt Reversing Contactor Set - 24 Volt Stationary Contact Moveable Contact Single Normally Closed Fixed Contact Double Normally Closed Fixed Contact End Assembly 12 Volt Coil 24 Volt Coil 12 Volt Contactor (Part of 025-869) 24 Volt Contactor (Part of 025-858)

& 24 Volt

w NO.

025-840 025-842 025-854 025-855 025-856 025-857 8"2E~3 028-500 028-501 028-502

m

-

p

-

Reversing Contactor Set - 12 Volt Reversing Contactor Set - 24 Volt Stationary Contact Moveable Contact Single Normally closed Fixed Contact Double Normally Closed Fixed Contact End Assembly-12 Volt coil 24 Volt Coil 12 volt Contactor (Part of 025-840) 24 Volt Contactor (Part of 025-842)

to 12 & 24 Volt

-

-

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u

STEERING

HANDLE

4

1

ELECTRONIC

ASSEMBLY

SPEED

CONTROL

ADDENDUM

i

ELECTRONIC SPEED CONTROL ADDENDUM

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‘his Trouble Shooting Guide - i s f o r E l e c t r o n i c S p e e d C o n t r o l l e r o n l y ( t r a v e l f a u l t s wkly). ‘or o t h e r f a u l t s not l i s t e d h e r e i n r e f e r t o T r o u b l e S h o o t i n g G u i d e l i s t e d previously.

PROBABLE CAUSE: SOLUTION:

Battery Disconnected.

Inspect Battery Connector and Battery Cables. Repair as required,

PROBABLE CAUSE: SOLUTION:

Battery Discharged.

Recharge Battery - See Recharging Instructions - Battery Maintenance.

PROBABLE CAUSE: SOLUTION:

Control Fuses Blown.

Replace Fuses. If new fuse blows, inspect all electrical wiring f o r s h o r t c i r c u i t . Repair as required.

PROBABLE CAUSE: SOLUTION:

Loose or Poor Wire Connection.

Inspect and repair as required,

? 0 T’ D AL I R

E TION ONLY C

PROBABLE CAUSE: SOLUTION:

Faulty Micro Switch in Direction Control Assembly.

Inspect and replace as required. See Steering Handle Assembly.

PROBABLE CAUSE: SOLUTION:

Loose or Poor Wire Connection.

Inspect and repair as required, See Wiring Diagram.

PROBABLE CAUSE:

One Half of Speed Control Potentiometer in Direction Control Assembly Faulty (Pot Open).

Test and replace as required. See Speed Control Potentiometer Test Procedure.

SOLUTION:

p AU N

See Wiring Diagram.

LT=.

WORKS PROPER&X TRAV’OWER

O

PROBABLE CAUSE: SOLUTION :

Control FUSe Blown.

If new fuse blows, inspect all electric wiring Replace Fuse. f o r s h o r t c i r c u i t . Repair as required.

PROBABLE CAUSE: SOLUTION:

Direction Contactor Malfunction.

Inspect and repair as required. See Contactor Assembly.

PROBABLE CAUSE: SOLUTION:

Dead-Man Limit Switch Malfunction.

I n s p e c t a n d r e p a i r of r e p l a c e a s r e q u i r e d .

See Drive Unit Assembly.

PROBABLE CAUSE: SOLUTION:

Loose or Poor Wire Connection.

Inspect and repair as required.

PROBABLE CAUiti: SOLUTION:

Traction M o t o r Brushes WOfn Out. Inspect and repair as required. S e e T r a c t i o n Electrical System for Motor Brush Maintenance.

PROBABLE CAUSE:

Faulty Speed Control Potentiometer in Direction Control Assembly (Pot Open).

Test and rep&e as required. See Speed Control Potentiometer Test Procedure.

SOLUTION: PROBABLE CAUSE: SOLUTION:

See Wiring Diagram.

MOtOC.

Refer to

Faulty Electronic Speed Control Unit.

Test and replace as required. See Electronic Speed COntrOller Unit Test Procedure.

I

ELECTRONIC

c

SPEED

CONTROL

ADDENDUM

curtis7/14 . fi TR EX ES IV 3

PROBABLE

CAUSE:

SOLUTION:

Speed Control Potentiometer in Direction Control Assembly improperly adjusted.

Test and adjust as required. See Speed Control Potentiometer Test Procedure and Adjustment.

r FAULT* u CE T v PROBABLE CAUSE: SOLUTION:

PaUlty

PROBABLE CAUSE: SOLUTION:

Faulty Safety Reversing Switch.

Inspect and replace as required,

PROBABLE CAUSE: SOLUTION:

Faulty Control Relay (Stuck Closed).

Inspect and replace as required. See

Inspect

Safety Reversing Button. and Repair as required.

See

Steering

Handle

Wiring

Diagram.

Assembly.

LlJRCRQJmq P AULT. .

PROBABLE

CAUSE:

SOLUTION: PROBABLE CAUSE: SOLUTION:

. e P

Wire number 8, white and wire number 9, orange/black are shorted to each other somewhere in the system.

Inspect and repair as required. See Wiring Diagram.

Speed Control Potentiometer is shorted out Test and replace as required. See Control Test Procedure.

REVERSING

BUTTON

internally.

Potentiometer

INOPERATIVEi

PROBABLE CAUSE: SOLUTION:

Faulty Safety Reversing Button.

Inspect and repair as required.

PROBABLE CAUSE: SOLUTION:

Faulty Safety Reversing Switch.

PROBABLE CAUSE: SOLUTION:

Loose or Poor Wire Connection.

Inspect and repair as required.

PROBABLE CAUSE: SOLUTION:

Faulty Control Relay (Stuck Open).

Inspect and replace as required. See

PROBABLE CAUSE: SOLUTION:

Faulty diode in Drive Unit Terminal Block Assembly.

Test and replace as required. See Wiring Diagram.

Inspect

and

replace

as

required.

See Steering Handle Assembly.

See Steering Handle Assembly.

See

Wiring Wiring

Diagram.

Diagram.

ELECTRONIC SPEED CONTROL ADDENDUM

rri?Iaul

OPERATION 6 MAINTENANCE CURRENT

MULTIPLICATION

Ine of the most intriguing aspects of the Electronic Speed Controller is the fact that luring acceleration, or reduced speed operation, it allOWS more Current t0 flOW into the lotor than flows out of the battery. This is possible because the controller acts like D.C. transformer, i.e.: it takes i n high voltage (the full battery voltage) and low urrent, and puts out low voltage and high current. Thus for these conditions the battery only has to supply a fraction of the current required by a resistor type :ontroller in which the battery current and motor current are always equal.

The result .s a dramatic improvement in the vehicle’s efficiency: this shows up as more driving ‘ange per battery charge.

CURRENT

LIMITING

hnother feature of Electronic Speed Controllers is their ability to limit the motot :urrent to a preset maximum. This current limit feature protects the controller from lamage which might result if the current were limited only by the motor demand. The :urrent limit feature is also very important to the rest of the system because it ‘educes the stresses placed on the motor, drive train and batteries. Motor and battery efficiency and service life are both improved by eliminating high current surges during rehicle acceleration. This also saves wear and tear on vehicle transmissions and dive :rains and floor surfaces.

DNDERVOLTAGE CUTBACK rhe controller must have a means of preventing operation at very low battery voltages. lhis is because the control circuitry requires some minimum voltage.to function properly.

For this reason, the controller is designed so that its output is gradually reduced if the battery voltage falls below a certain level; for the standard 24-36 volt nodels this happens at 16 volts. By reducing the output to the motor, the battery voltage can recover and an equilibrium is established in which the battery is allowed to supply as much current as it can without falling below 16 volts.

TBERBAL

PROTECTION

Ihe design of these transistorized motor controllers has placed a great deal of emphasis on thermal management and in normal operation they barely get warm. If, however, the controller is undersized for its application or otherwise overloaded, overheating may occur. If the internal temperature of the controller exceeds 165O F, the current limit will be reduced to approximately one half of its rated value. This will generally allow vehicle operation at a reduced performance level , to allow .maneuvering out of the way and stopping in a good place. When the controller cools down, full current limit and performance will automatically return.

PLUG

BRAKING

In most applications of these controllers, the vehicle motor will be of the series field tyee. If a series field motor is reversed while the vehicle is moving, a form of electrical braking called plug braking may be used to slow the vehicle down. When the motor is reversed, the armature acts as a generator. Current from the armature flows through a ‘plug diode* built into the controller. The controller regulates the current in the motor field winding to give an appropriate level of plug braking torque. The vehicle brakes smoothly to a stop, then automatically accelerates in the other The plugging current is factory set, but can be field adjusted to suit direction. special applications.

vii

ELECTRONIC

SPEED

CONTROL

ADDENDUH

OPERATIONAL WOTBS

-.

4.

While in normal operation the controller is silent, during plug braking with series motors a small whistle may be noticed. This is normal and indicates that plugging i s occuring.

It will cease when the vehicle reverses.

3.

If a vehicle is rolling back down a steep ramp in reverse! and the pedal is depressed demanding forward drive , the controller will first attempt to plug the vehicle to stop. If the plugging current set point is insufficient to stop the vehicle (ramp too steep), it will continue to be braked but will roll down the ramp. If the mechanical brakes are applied, and the vehicle is stopped, the full drive current will be available and the vehicle will proceed up the ramp.

3. The controllers have features designed to protect against the damage caused by low batteries. The power to the motor is cut back when the battery voltage goes below approximately 16 volts (for 24-36 volt controllers). The loss of power felt when the batteries become this far discharged is normal. Similarly, the controllers are protected against damage from overheating by reducing the power to the motor if the internal temperature exceeds 1650 F. In typical applications of these units, overheating will very rarely be a problem.

CONTROLLER The electronic speed controllers (series motor), being a sealed, solid state unit, requires almost no maintenance. It is recommended, however, that the following items be checked occasionaly, as required.

CAUTION: A.

BEFORE DOING ANY WORK ON THE VEHICLE, REMOVE POWER BY DISCONNECTING BATTERY,

Make sure that the electrical connections to the controller (as well as those to the motor, batteries, etc.1 are tight. When checking the controller bus bar connections for tightness, be sure to use the double-wrench technique to avoid putting stress on the bus bars which could crack the seals around them.

B.

...

Remove from the terminal area any corrosion or accumulations of dirt, acids, grease, o i l , e t c . It is especially important that the controller terminal face be f-tee of these substances since their presence may lead to electrical leakage and cause faulty operation. The controller may be washed off with a hose or wiped clehn with a moist rag. In either case, power must be removed for this cleaning and not reapplied until the controller terminal area is thoroughly dry.

1~18

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--------------------

ELECTRIC/HYDRAULIC DIAGRAM (NAW) C/W CURTIS 1207 PROGRAMMABLE CONTROL

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ELECTRIC/HYDRAULIC DIAGRAM (NAW-R) WITH ELECTRIC VALVES CM/ CURTIS 1207 PROGRAMMABLE CONTROLLER

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ELECTRIC/HYDRAULIC DIAGRAM (NAW) CM/ PUSHBUTTON CONTROL & CURTIS 1207

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ELECTRIC/HYDRAULIC DIAGRAM (NAW-R) CM/ CURTIS 1207 PROGRAMMABLE CONTROLLER