CLARK FORKLIFT SPM 641 CTT 7 SERVICE MANUALS

Service and Parts Manual SPM 641

CTT 7 SERIAL NUMBER ALWAYS GIVE TRUCK SERIAL NUMBER WHEN ORDERING PARTS

Cl!IRR

Material Handling Company

This Description and Operation manual contains descriptive information, operating instructions, specifications and shipping instructions/suggestions for the BLUE GIANT Model TT Tow Tractor.

A detailed Maintenance and Illustrated Parts List manual is available from the manufacturer. Contact the Parts and Service Department (at the number below) to purchase a .coPY. These elect&ally. powered tow tractors are especial.lydesigned for heavy .duty towing of cargo.trailers’weighted up to.20,060 pounds.

The’Model TT tow tractors .are manufactured.by:.,,

..’

BLUE GIANT EQUIPMENT CORPORATION One Industrial Drive _.

Pell City, AL 35125

.

’ .’

..

1.

(205) 884-l 500 (Sales) (205) 338-7986 (Parts and Service)

..

Copyright@ 1491 by Blue Giant Equipment Corporation..

All rights reserved. No part of this work may be reproduced or transmitted in any form or by any means. electronic or mechanical. including photocopying and recording. or by any information storage or retrieval system without express permission in writing from Blue Giant Equipment Corporation L

March 1992

INTRODUCTION Page 1

DESCRIPTION 1.

General This section contains the general description of the Model TT Tow Tractor outlining the design technical and functional characteristics and the rational used in the selection of major and ancillary components. Figure 1 illustrates the overall unit configuration and component locations.

2.

Desian Requirements A.

Philosophy ‘, :. . . . . .’ .. The design of this configuration facilitates and reduces unnecessary mainte-’ . . nance.and insures a high degree of. safe and performance; ‘.‘,,.I .‘?. __.reiiable ‘I’ :! .“. *. :,. :. : B: :1 .:. .~~n~io~al .” 1 : ._ _’ .: 1. _’

0) ~

March1992

(2)

Major assembties‘and components are located to facilitate disconnection and quick removal with a minimum of disturbance to.other components. : ‘. .: ... . : . “.

All service and maintenance points, such as electrical panels, hydraulic equipment, structural components, and lubrication fittings are easily accessible.

(3)

Components are installed in accordance with OEM recommendations. Those alterations which could. affect the performance of.the tractor have been approved in writing by BLUE GIANT.’

(4)

The tractor is capable of starting and operating in tempe.rature ranges of -35°F to 120°F. Rugged design and care in selection of components to permit operation‘in cl.imaticconditions ranging from arctic to tropic have been incorporated. “’ ‘. .

(5)

All non-waterproof compartments and areas that might collect moisture are provided with functional drain systems.

(6)

The tractor and its accessories are to be designed to perform reliably for a minimum of 200 operating hours without failures between routine preventive maintenance checks.

1-l Page1

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(7)

Methods for lubricating all moving components are provided.

(8)

Careful consideration has been given to fastener selection, ie; self locking at all points permissible, vibration source isolation and overall equipments ruggedness where these factors may affect or otherwise degrade reliable performance over the useful life.of the tractor.

Proper torque values based on fastener size and type was utilized during assembly.

(9)

No special skills or tools are required for maintenance of this tractor beyond those possessed by an automotive mechanic with tools found in a conventional automotive maintenance shop. .The tractor’s structural configuration allows for maximum .unham- : pered movement and accessibility around’cargo dollies. and-trailers . , for which. the. tractor is desig,nedto maneuver. .’ .,. :’

(11)

L -(.l2)

‘(13)

(14) (13 wi (17). :

:

(18)

The tractor allows’ for excellent.visibility of the surrounding area in :. ‘, which it operates and is:providks space for only one occupant thereby discouraging the unsafe practice of carrying riders. : : The tractoris of the totally’self.confained design, .

This.unit incorporates only solid state controls. for increased reliability.

Burn-out protection is provided for the drive motor.

Dimensions of the overall unit are found in Section 1-3.

The tractor incorporates a’potier on/off switch.

The operator compartment floorboard.has a non-.+&f surface and is. constructed .: of solid steel .plate. ..

Two tubular steel-hip restraints on the.operator seat area are designed are designed to prevent the operator from sideways movement when maneuvering the tractor in a tight turning radius at all attainable speeds.

All moving mechanical devices which could present a hazard are provided with protective devices.

March1992

l-l Page 3

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(2)

An emergency power cutoff (if so equipped) switch is located on the instrument panel and used only in the event of inadvertent acceleration or when all power is to be removed from the unit without pulling the quick disconnect adapter from it’s receptacle. This switch is a push-pull, large knob type configured to be ON (enabling all tractor electrical circuits) in the OUT position. The operator needs only to slap or push the knob IN to remove all power from the unit.

(3)

All wiring is numbered and color coded for ease of troubleshooting.

(4)

All electrical connections are protected from direct moisture contact.

(5)

All electrical circuits are protected from electrical overload. : (6) All wire connections are either terminal. or. patent connectors. .’ : .strips, . t and neatly ‘harnessed. _’ ‘. .’ ‘. ‘.. t’ .:. ‘(7) : AlI wiring is. routed through buikheads or othe.rwise exposed to chaff. ing is protected by.grommets and suitably shielded.

: .

( 8 ) A ’combination Battery Condition Indicator (BDI) and Hour meter is provided to allow the operator to continually monitor the remainmg .

-_ .; . cap:acity.of the unit . . battery.

‘Z.._ .. : / (9)

B.

The’batteries recommended for use are models 24-85-07, 24-&I9 or 21 El 1 OW-9 for the TT 1001 and models 18-75-l 3 or 18-95-l 3 for the TT 1002.

Instrumentation

.

The unit incorporates a combination ho.ur meter and battery condition indicator. The h.our meter is energized only when the unit power switch is ON. The battery condition indicator is energized and indicates,the percent of ‘charge on the battery any time the battery disconnect is mated with the unit ‘. electricalsystem. c.

March 1992

Steering

:

(1)

Steering interface is provided by an automotive type steering wheel.

(2)

The steering arrangement is of the single wheel, chain and sprocket reduction, fork mounted type.

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H.

Propulsion Control System

(1)

Directional Control Direction control is achieved by the operation of the directional control lever mounted on the left side of the steering column. This control electrically positions direction contactors which in turn provide power to the drive motor proportional to the speed desired by the operator.

(2)

Speed Control Speed (power) control isachieved electron~callythrough the use of . an electroniccontroller which receives a signal representing the .desired speed from the operator’sfoot controlied accelerator and supplies’a corresponding proponional.‘power signal through contacts . .. .of t.he direction contactors to the motor. .

The controller, contactors, fuses and the.associated.wiring are lo- _ cated inside the electronics compartment forward of the operator’s compartment.. The accelerator pedal is ergonomically positioned.on the operator’s’compartment. fioorboard. ; _.. . . ,

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Power transmission cables are routed from the electronics compartment under the chassis to the motor.

5.

SDeed Controller .A.

O v e r v i e w

Familiarity with some of the features and theory of the Controller, will help both operators to safely operate the Blue Giant Tow Tractor control and .propulsion systems. 1. .. :’ ., ,_ .,.- _, ‘.B. Features . : (1)

Acceleration Ramping A built-in acceleration limiting circuit maintains a maximum rate of power increase to the motor. If the accelerator is applied full ON at start-up, the acceleration ramp setting determines how quickly the controller output increases. The standard setting (threshold) is such

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1-l Page 7

(5)

Overvoltage Protection The tractor controller incorporates a means of preventing operation when battery voltage is too j&& for proper functioning. Excess voltage can occur from an unregulated battery charger from improper or faulty wiring.

(6)

:

Controller Thermal Protection Because of their efficiency and thermal design, the controller should barely get warm in normal operation. Overheating can occur, however, if the controller is undersized for its application or otherwise overloaded. If the internal temperature of the controller exceeds 167: F, the current limit decreases steadily until it is reduced to zero at 203” F,. At the’reduced performance, level, the tractor can .be maneuvered out of traffic and. parked. An audible 1 KHz tone may be heard alerting the operatorto the oiieitemperature, condition. : NOTE:. Due to mounting ,the controller in’ the enclosure forward of. the operator, the audible tone may not be easily heard in high noise environment. The operator must be aware.of the operational, degradation in the event of the,rmal cutback and move the tractor to a low noise area to check for the . . . a u d i b l e t o n e . ’

.

Full current limit and performance returns automatically after the controller cools down.

The control,leris similarly protected.from under temperature Should its internal temperature fall below 12.6” F, the current limit will be approximately l/3 the’maximum. Once the controller warms to above 12.6” F, full current limit and performance returns automati,cally. _.

0)

Accelerator Potentiometer Fault Protection’(Runaway Protection) To prevent uncontrolled operation, the controller shuts’off the motor’ in the event of an open circuit fault in the accelerometer potentiometer or its wiring. The controller returns to normal operation when the fault (e.g., broken potbox wiring, broken connectors, etc.) has been repaired.

March 1992

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OPERATION 1.

General This section provides operators with safe and efficient procedures for the operation of the Model TT Tow Tractor.

WARNING; QO NOT USE OR MOVE THE TRACTOR UNTIL THE ENTIRE MANUAL HAS BEEN READ AND UNDERSTOOD.

_’ .

After initially reading this manual, thereafter, refer to the manual often until complete familiarity with the tractor is acquired and the operation/maintenance procedures for the mounted equipment can be.performed with ease. .,. ‘. . . : These procedures, if followed conscientiously, will assure the safety of operators as wellasthe long life of the tractor itself. Do .not skip or modify these. procedures while moving or using the tractor. .WARNING:

L CAUTION, .

WARNING: NOTE: ‘.

March1992

INJURY TO PERSONNEL OR DAMAGE TO THE TRACTOR;MAY RESULT FROM FAILURE TO FOLLOW THE PRESCRIBED PROCEDURES ,HEREIN’AND/OR COMPANY PU.BLISHED‘POLICIES. WS TRACTOR l,S DESIGNED’TO BE HIGHLY MOBILE., IT IS MOST VULNERABLE TO DAMAGE WHEN IN MOTION BECAUSE OF VERY UNEVEN GROUND SURFACE, EXTREME GRADIENTS OR MAKING TURNS TOO RAPIDLY, CREATING EXCESSIVE STRUCTURAL STRESSES. IF THIS HAPPENS, SUCH MOVING PARTS AS STEERING MECHANISMS AND DRIVE AXLE SUSPENSION MOUNTING HARDWARE .MAY NOT FUNCTION NORMALLY OR PROPER.LY. WHEN MOVING THE TRACTOR, FOLLOW PRECISELY THE INSTRUCTIONS IN.THIS MANUAL AND USE EXTREME CARE.. : NO PART OF THE TRACTOR.MAY BE~MODIFIEDOR ALTERED IN. ANY WAY, EITH’EkTEMPORARILY OR.PERMANENTLY, UNDER ANY CONDITIONS, WITHOUT WRITTEN PERMISSION OF THE MANUFACTURER, BLUE GIANT EQUIPMENT CORPORATION. VIOLATION OF THIS REQUIREMENT VOIDS WARRANTY.

l-2 Page1

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MAIN P O W E R HOURMETER/BDI LIGHT /

D.OFF

I

PARKING . _ . . _. -.. - -

B R A K E

L

UAhlnl I= I IrxI.YLL

STEERING MAIN COLUMN P O W E R ACCESS SWITCH

DlREbTlON CONTROL tl

CMt33b

.CUTGr r Sw8H

Control Panel Figure 1 b.

EMERGENCY CUTOFF (KILL) SWITCH - (if so equipped) CAUTION:

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DO NOT SHUT DOWN THE UNIT USING THIS CONTROL DURING NORMAL OPERATION. USE OF THIS METHOD OF SHUT DOWN OFTEN WILL CAUSE UNNECESSARY SWITCH WEAR. THE SWITCH lS.TO BE USED ONLY IN CASE dF AN EMERGENCY WHEN DAMAGE TO THE SWITCH IS OF SliCONDARY CONCERN TO THE OPERATOR.

A large push-pull type switch used to quickly open all electrical power circuits to the tractor in the event of inadvertent movement or such hazardous conditions as fire, short circuit, etc. is

L March 1992

1-2 Page 3

.,

A manually operated two pole mechanical plug and receptacle assembly with mounted handle on the female plug for ease of making and breaking the main power connection to the battery. The top half of the disconnect is either plugged into the lower half to furnish to the tractor electrical control and propulsion systems or into the external battery charger as needed.

The battery disconnect is located behind and to the right of the seat within easy reach of the operator.

3.

Ooeratina Procedures

.-

WARN.lNG: ‘DO NCT ATTEM.PTTO’DRIVE THIS UNIT UNTILCOMFORTABLE _. -MilTHTHE, LOCATION AND OPERATION OF THE’DRIVING CON.-.’ TROLS. ONLY TRAINED, AUTHORIZED DRIVERSSHOULD. : .’

OPERATETHE TRACTOR. /

A.

.

Preoperational Checks

.

Perform the following checks of the tractor prior to attempting to normally operate iteach day.or shjft. . . ,‘ . :

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(1)

Check the-charged condition of the battery by observing the Battery Discharge Indicator (BDI) on the operato& control panel. The.BDI should optimally indicate 100% battery capacity available. The operator must be aware that a lesser battery charge indication on the BDI will degrade the overall performance of the unit nearly proportionally.

(2)

Check the condition of the tires and wheel assem’bliesforforeign material fouled around the hubs and or underneath the drive axle and steering gear.

(3)

March1992

Check that all controls and indicators are functioning properly.

(4

Check that the tractor has no loose or damaged components or mounting hardware.

(5)

Report all defects found before placing the unit to service.

l-2 Page 5

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SPECIFICATIONS AND CAPABILITIES

1.

Body:

3-Wheel, 7 gauge plate steel superstructure formed on a # frame, steel front and rear bumpers and wheel guards.

2.

Braking:

Hydraulic rear wheel service brakes and mechanical parking brake acting on the rear wheels.

3.

Dimensions Gee Fia.1): _, : ;. .

:

Overall height: . . .

L Cveraltlength: ^’ ..

:

Overall width:

56.5./n.@ top of steering wheel. . .80‘in -.: . . . ,.

-.

40.5,in,.

127 in.

4.

Turnina Radius:

5. .

”Woioht:

6.

Wheel Base:

49 in.

7.

Wheel Tread:

6 or 7 in.

8.

Electrical Svstem:

36 or 48 volt system with industrial battery.

9.

Frame:

7 gauge steel panels over heavy steel angle, channeland tubular cross members.

.

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.‘.

Curb to curb : ; ; ;I;. :

;?;O,

1;;.

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10.

S e a t : .

Single passenger type, vinyl clad with full width backrest.

11.

Motor:

036 or 48 volt DC series wound traction type. *Up to # hp at 1500 mm., 12.5 hp continuous.

March 1992

l-3 Page 1

*Maximum speed 3000 rpm. *Fan cooled *Winding resistance @ 25°C (77°F): Armature (Between l-10 bar span .0051 f .0005 ohms.

Armature (Adjacent bar to bar) .OOOl + .OOOOlohms.

Series field (Sl to S2) .0150 l?r .0015 ohms.

12.

_.

L

I. 13: ‘.

Direct drive motor to differential.

:Drive Diff&hti&i:, ’ : . .

Worm-driven, fully recessed gearing,’ : cast iron housing, 20.4:1 ratio. .

Chain and ring gear type.

14.

Steerina:

15.

Susoension:

16.

Tires:

Solid : 6 or 7 inch width;

17.

Drawbar pull (Level Ground):

Maximum Continuous 1600Ibs. 480 Ibs.

18.

Payload:

20,000 Ibs plus operator.

19.

Tested Performance Characteristics

..‘.

Solid front and rear.

o Full speed w/l 0,000 Ibs tow for 145 ft. - 21.4 seconds (4.7 mph).

O Full speed unladen for 145 ft. 10.83 seconds (9.1 mph).

O Full speed w/10,000 Ibs tow for measured l/2 mile - 3 minutes 22 seconds. o Full speed w/10,000 Ibs tow on 3% inclined grade for 100 ft - 14.75 seconds.

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March 1992

l-3 Page 3

SHIPPING 1.

General Shipment of the Model TT Tow Tractor is normally done in it’s fully assembled configuration with the exception of the disconnected battery. Since the tractor can be subjected to unacceptable and structurally damaging stresses and loading factors, wood dunnage is used to support the frame while providing clearance between the shipping vehicle and the drive wheel and steering gear.

2.

,_

Shioment Practices Shipment of major components, which have been removed from the tractor from one location to another should be done accord,ing to the following procedures as a minimum: ‘. .

A. Transport Vehicles The tractor should be transported on a trailer or other vehicle of suitable size to accommodate the overall dimensions and weight.

L

The tractor must be adequately blocked, chocked and tied down at manufacturer’s specified tie down points to preclude damage by tie down cables, chains and other dunnage.

B.

Electrical Circuit Isolation All battery supplied electrical circuits must be isolated from the battery by disconnecting the battery.

C.

Access Plates Access plates must be in place with securing hardware tight. Electrical panels must be sealed at the seams with tape to prevent entry of water during inclement weather shipping conditions.

D.

Special Precautions Special weatherproofing precautions such as crating and vinyl coverings must be taken in the event that part or all of the unit is to be transported by ship which will subject the shipment to sea water corrosive factors.

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March1992

1-4 Page 1

>PERATION AND MAINTENANCE MANUAL WITH LLUSTRATED PARTS LIST

.

31ue Giant Equipment Corporation rllodel TT-Tow,Tractor ._ I. . . ..

‘.

. .

April 1992

Copyright 0 1992 by Blue Giant Equipment Corporation

.

Copyright@ 7992 by Blue Giant Epuipment Corporation All rights reserved. No part of this work may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying and recording, or by any information storage or retrieval system without permission in writing from Blue Giant Epuipment Corporation.

All correspondence and inquiries should be directed to: BLUE GIANT EQUIPMENT CORPORATION One industrial Park Drive P6iiCity, A l a b a m a 3 5 7 2 5 Phone (205) 884- 1500

April 1992

MODEL l-l- TOW TRACTOR OPERATION AND MAINTENANCE MANUAL TABLE OF CONTENTS

Section

Chapter

. _...

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General Descrktion andooeratina Instructions j-1

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Description : 1.: : Operation: Specifications and Capabilities ’ Shipping Storage

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‘.I-2

l - 3 ‘, ...

1:4.

1-5

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2-l 2-2 2-3 2-4

Servicing Troubleshooting Installation and Removal Repair 3

Overhaul and Maior Repair

3-l

Overhaul and Major Repair.

Introduction.

Illustrated Parts List

April 1992

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2.

Maintenance

Illustrated Parts List

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:

4.; .. ‘_

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4-l 4-2

CONTENTS Page 1

MODEL l7 TOW TRACTOR OPERATION AND MAINTENANCE MANUAL TABLE OF CONTENTS (CONT’D) Chapter 5

Manufacturers’ Appendices

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:

.Pptefltiometer

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Drive .

.

Axle

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.

.

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5:l

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_ ‘Curtis PMC’ Models 1209B/1221 B. installation arid.Niaintenance M a n u a l .. _.

April 1992

Section

5 - 2 5 - 3

CONTENTS Page 2

This manual contains descriptive information, operating instructions, specifications, maintenance and overhaul instructions, parts lists and OEM component data for the BLUE GIANT Model TT Tow Tractor.

These electrically powered tow tractors are especially designed for heavy duty towing of cargo trailers weighted up to 20,000 pounds.

The Model.TTtow ‘tractors are manufactured by;, ’

...

.

._

. :’ BLUE.‘GIANT EQUIPMENT CORPORATION . One Industrial Drive Pell City, AL 35125

”

. .

. ._

.‘ (205)884-1500 (205)338-7986

( S a l e s ) (Parts and Service) ::.

.

.

.

April 1992

INTRODUCTION. Page 1

CHAPTER 1 GENERAL DESCRIPTION AND OPERATING INSTRUCTIONS TABLE OF CONTENTS

GENERAL 1.

2

DESCRIPTION

General .

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j,q

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‘. :

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‘1

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Documentation. .:

3.

4.

5.

-6.

Design Requirements A. Philosophy B; F u n c t i o n a l

Systems Configuration A. Electrical B. Instrumentation C. Steering D. Tires E. Horn F . B r a k e s G. Propulsion Drive Train H. Propulsion Control _.System .. :.

4 5 5 5 6 6 7 7 7:

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7.

7 7

Speed Controller (Curtis .Model1221 B) : A. Overview B. Features

Ooeration 1.

4

Performance Capabilities

General

April 1992

l-2 1 1 -CONTENTS Page 1

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CHAPTER 1 GENERAL DESCRIPTION AND OPERATING INSTRUCTIONS TABLE OF CONTENTS (CONTD)

Paoe 2. :

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3 :

Controls and Indicators A. Operators Control Panel B. Floorboard Controls C. Steering Wheel . . .. : !

‘D.. Battery Disconnect ‘_ Operating Procedures. .A. Preoperational Ch.ecks B. Operation

Soecifications and Caoabilities

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5;

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‘6”

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6’ l-3 1

1.

B o d y

2.

Braking

1

3.

Dimensions

1

4.

Turning Radius

1

5.

Weight

1

6.

Whe.el Base

1

7.

Wheel Tread

1

8.

Electrical System

1

9.

Lights

1

10.

Frame

1

April 1992

“.

2 2 4 5 5

1 -CONTENTS Page 2

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CHAPTER 1 GENERAL DESCRIPTION AND OPERATING INSTRUCTIONS TABLE OF CONTENTS (CONT’D) Chapter/ Section

1

11.

Seat

12.

M o t o r _.

13;

D

Paoe

r

i

v

1’4. : Differential 15.‘.

Steering

16.

Suspension

: .I

_f.

.

... _.

e

1 :

. ...

3,’

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3.

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3

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3 :

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17.

Tires

3

18.

Drawbar Pull

3

19.

Payload

3

20.

Tested Performance Characteristics

3

21.

PMC Controller Type

4

.,.Shipping 1 .

2.

General . .

Shipping Practices A. Transport Vehicles B. Electrical Circuit Isolation C. Access Plates D. Special Precautions ‘E. HydraulicReservoir

April 1992

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l-4 .,’ 1 1 1 1 1 2 1 -CONTENTS Page 3

CHAPTER 1 GENERAL DESCRIPTION AND OPERATING INSTRUCTIONS TABLE OF CONTENTS (CONTD) Paoe

3.

4..

2

Loading and Unloading Practices Reciept Inspection ..

A. Structural : B., Fastener Security ‘, ’ C. Hydraulic Reservoir Integrity’ D .

Batte.ry : l-5

Storaoe I.

General

2.

‘Chassis

3.

Control Components A. Electrical and Electronic B. Drive Motor and Axle Assembly C. Battery

4.

Placing the Tractor and/or Battery In Service

t

:

1

:

April 1992

1 -CONTENTS Page 4

DESCRIPTION 1.

General This section contains the general description of the Model lTTow Tractor outlining the design technical and functional characteristics and the rational used in the selection of major and ancillary components. Figure 1 illustrates the overall unit configuration and component locations.

2. .

3.

Documentation This manual is written utilizing ATA 101 as its basis which includes comprehensive . . op.eration,maintenance, illustrated parts list and overhaul chapters. All changes in .des.ign, will be fully documented within the technical manual fcr the life of the : ‘. :. . tractor. ...

-. . .‘ .

I ‘..

Design Requirements . . : .; A

.

Philosophy The design of this configuration facilitates and reduces unnecessary maintenance-and insures a’high degree of safe andreliable performance. .

‘,_.

B.

Functional

:

April 1992

(1)

Major assemblies and components are located to facilitate disconnection and quick removal with a minimum of disturbance to other components.

(2)

All service and maintenance points, such as electrical panels, hydraulic equipment, structural components, and lubrication fittings are easilyaccessible.

(3)

Compon,entsare installed in accordance with OEM recommendations. . .

(4,I

The tractor is capable of starting and operating in temperature ranges of -35°F to 120°F. Rugged design and care in selection of components to permit operation in climatic conditions ranging from arctic to tropic have been incorporated. l-l Page 1

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PARKING BRAKE HANDLE .

OPERATOR’S HIP RESTRAINT

REAR

HOURMETER/

A X L E \ ii

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q

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@lVE MOTOR. IL

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.

STQRAGE CO&l,PT.

_.

*

TAIL

\ ..

\ BATTERY. DIFCONNECT

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.

* EMEtiGENCY STEERING _. CUTOFF.., SWITCH. COLYMN :

II

I1Lb

RELEASE

I I

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/

April 1992

v

I I ACCELERATOR PEDAL

/

REAR SOLID TIRES

/

II

BATTERY COMPT.

Figure1

STEERINt GEAR:

I

\ \ FRONT SOLID ELECTRIC TIRES

Page 2

(5)

All non-waterproof compartments and areas that might collect moisture are provided with functional drain systems.

(6)

The tractor and its accessories are to be designed to perform reliably for a minimum of 200 operating hours without failures between routine preventive maintenance checks.

(7)

Methods for lubricating all moving components are provided.

(8)

Careful consideration has been given to fastener selection, ie; self locking at all points permissible, vibration source isolation and overall equipments ruggedness where these factors may affect or otherwise degrade reliable performance over the useful life of the tractor.

Proper torque values based on .fastener size and type was utilized during assembly. ,.. . ., .’ : .’ ; ,. ;

@)

No special skills’or toolsare required for maintenance of this tractor. 1 i beyond those. possessed by an .automotive,mechanic with tools found,in a conventiona! automotive majntenance shop. .,

(10)

The tractor allows for excellent visibility of the surrounding area.in which it operates and provides space for only one occupant th,ereby discouraging,the unsafe practice of carrying riders.,

(11)

The tractor is of the totally self contained design.

(12)

This unit incorporates a pin-style rear hitch. The centerline of the hitch is 12 inches above ground.

:

This unit incorporates only solid state controls for increased reliability.

(14)

April 1992

Burn out protection is provided for the drive motor.

(15)

Dimensions of the overall unit are found in 3ecti’o.n 3.

(116)

Thetractor incorporates a poweron/off switch.

(17)

The operator compartment floorboard has a non-skid surface and is constructed of solid steel plate.

l-l Page 3

:

h!mmEL uu uow li=mMxmR

@ Bu7~-~~

4.

(18)

Two tubular steel hip restraints on the operator seat area are designed are designed to prevent the operator from sideways movement when maneuvering the tractor in a tight turning radius at all attainable speeds.

(19)

The tractor is designed so that no single structural failure will result in injury to personnel or in serious damage to the tractor.

(20)

All moving mechanical devices which could present.a hazard are provided with protective devices.

Performance Capabilities A.

TT 1001 (48 Volt) The. unit.lad.en.with 16,600.lbs on a.wheeled trailer (dolly), is capable,of a ‘. : sustained speed of 4 to 5 MPH onlevel, hard surface. and a sustained . speed of 9 to 1O::MPH unladen. ,. ._ _’ . . . : TT1002(36Volt).. .:.. . .. .. .-

‘.

The unit laden with 10,000 Ibs on a wheeled trailer (dolly), is capable of a sustained speed of 3 to 4 MPH on level, hard surface and a sustained speed of 6 to 7 MPH unladen.

B

The tractor has an ultimate drawbar pull of 1,600 Ibs and a normal drawbar pull of 480 Ibs. minimum.

C.

The unit is capable of initiating movement and towing a 10,000 lb trailer load on a 3% incline.

D.

The unit is capable of operating within all functional specifications in excess of 4.5 hours before requiring battery charge.. . .

E. 5.

The turning radius is approximately 65 inches (outside corner to outside corner). ”

Systems Configuration The systems used in the manufacture of the tractor meet automotive standards and allow the unit to function as specified in the design, structural, and performante requirements.

April 1992

l-1 Page 4

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A.

Electrical

(1)

The electrical system including ail accessory equipment is powered by a wet cell battery. This battery is charged via a battery/charger quick disconnection adapter to an external charger. The manual quick disconnect adapter is located behind and easily within reach of the operator’s seat.

(2)

All wiring is numbered and color coded for ease of troubleshooting.

(3)

All electrical connections are protected from direct moisture contact.

(4)

All electrical circuits are protected from electrical overload. .:. .

(5)

All wire connections-are either:terminal strips or. patent. connectors ’ .._ a n d ne.atly h .a r n e s s e d . .

(6)

Ail wiring is routed through bulkheads or otherwise exposed to chaff: ing is protected by grommets and suitably shielded.

(7)

A combination Battery Condition Indicator (BDI) and Hour meter is provided to allow the .operator to continually. monitor. th.e.remaining capacity .of the unit battery.

(9)

The batteries recommended for use are models 24-85-07 or 24-85 09 for the TT 1001 and models 18-75-l 3 or 18-95-l 3 for the TT 1002.

.

B.

Instrumentation The unit incorporates a combination hour meter and battery condition indicator. The hour meter is energized only when the unit power switch is ON. The. battery condition indicator is energized and indicates the percent of charge on the. battery any time the’battery disconnect is mated with the unit electrical system. ..(

.

C.

April 1992

Steering

(1)

Steering interface is provided by an automotive type steering wheel.

(2)

The steering arrangement is of the single wheel, chain and sprocket reduction, fork mounted type. l-l Page 5

i!imxEL uu uaJ?7 RRA6UOR

@ --R~ERLRAn: D.

Tires The four tires (two drive and two steering) are of solid, construction suitable for use on a solid surface such as concrete or macadam composition widely used on airport ramps and warehouse floors.

E.

H o r n The electronic type horn is operated by depressing a foot activated switch.

F.

Brakes

(1)

(23

:

(3)

G.

.

The parking brake is manually operated and’appfied by an adjustable lever onthe left side of the instrument panel. Cable interface between the brake lever and the rear service brake assembly provides the positive force required to apply. the brake. Spring tension return on the brake assembly releasesthe brakeswhen the lever is positioned to OFF. .’

An electrically powered parking brake safety interlock is incorporated in the propulsion control system to prevent powered motion of the tractor when the parking brake is applied.

Drive Motor The, bi-directional, variable speed, fan cooled, drive motor receives power from the battery via the control system and is directly coupled to the drive axle.

.

(2)

Drive Axle The heavy duty, rear mounted, drive axle is driven by the drive motor. It mounts the service and parking brake assemblies and the two rear drive wheels. ..

April 1992

.

Propulsion Drive Train

(1) .

The service brake system is of the mechanical over hydraulic design activated by an automotive type foot pedal in the operators compartment. The service, br,ake cylinder actuated,. pad type assemblies are located onboth drive wheels and receive hydraulic fluid from the .. mastercyljnder pressurized by the.operator.depressing the brake pedal.’ : : _.. . : ._

l-l Page 6

.

(1)

Directional Control Direction control is achieved by the operation of the directional control lever mounted on the left side of the steering column. This control electrically positions direction contactors which in turn provide power to the drive motor proportional to the speed desired by the operator.

(2)

Speed (power) control is achieved through the use of a electronic speed controller which receives a signal representing the desired speed from the operator’s foot controlled accelerator andsupplies a correspanding.proportional po.wer signal through contacts of the ‘direction contactorsto the motor.’ .’ . .. . . . .. .

The controller.modu1.e; co&actors, f&es and the askociated’wiring ‘are located inside the electronics kompartvent forward of the operatot% compartment. The accelerator pedal is ergonomically positioned on the operators compartment floorboard.

:. . . ..

.

.

_.

_.

7.

Speed Control

.Power transmission cables are routed from the electronicscompartment under the chassis to the motor.

Speed Controller A.

: B.

Overview The electrical connections for the controller are shown in Figure 2, and their electrical specifications are summarized in Section 3. Familiarity with the features and theory of the Pulse Modulated Controller (PMC), will help both operators and technicians to safely operate and reliably maintain the Blue Giant Tow Tractor control and propulsion syste.ms. .

Features

(1)

April 1993

The Model 1221 B PMC speed controller allows positive operator control of the tractor’s drive motor speed. The amount of current delivered to the motor is set by varying the “ON” time (duty cycle) of the controller’s power MOFSET transistors. This technique - pulse width modulation (PWM) - permits silent, stepless operation. PWM is further defined and described in later sections. l-l Page 7

‘-.

I

KEYSWITCH INPUT

B+ (POSITIVE BATTERY)

ACCELERATOR INPUT B- (NEGATIVE . B+vERY) .

._’ .

j_

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* ‘.

: (2)

A2 (MOTOR ARMATURE)

f

:

Curtis PMC Speed.Controller ...

Figure

2

.

..

Current Multiplication ” ‘. ” During acceleration; and during reduced speed operation, the PMC controllerallows more current to flow, into the motor than flows out of the battery. The controller is then acting like a DC transformer, .. taking in low current and high voltage (the full battery voltage) and putting out high current and low voltage. The battery needs to supply only a fraction of the current that would be required by a conventional controller (in which the battery current and motor current are always equal). The current multiplication feature gives tractors using the PMC controllers dramatically greater driving range per battery charge.

(3)

Acceleration Ramping A built-in acceleration limiting circuit maintains a maximum rate of power increase to the motor. If the accelerator is applied’full ON at start-up, the.accelerationramp setting determines how quickly the controller output increases. The standard setting (threshold) is such that with the accelerator applied full ON, the controller requires approximately one second to reach full output. This feature contributes to smooth, safe starts. Adjustment of the acceleration ramp is covered in Section 2-l. l-l

April 1992

Page 8

(4 .) Current Limiting The PMC controller limits the motor current to a preset maximum.

This feature protects the controller from damage that might result if the current were limited only by motor demand.

In addition to protection; the controller, the current limit feature also protects the rest of the control and power systems. By eliminating high current surges during vehicle acceleration, stress on the motor and batteries is reduced and their efficiency and service life are improved. Similarly, there is less wear on the tractor drive train.

The maximum motor current can be factor-set to a lower value than the standard .maxjmum.,if requested. For further flexibility, the current limit setting is field adjustable (Refer to Section 2-l). _ (5) Pl.ug Braking 1 :

.

.

.

‘_ ., y t The tractor can be braked electrically by selecting the opposite direction with the FORWARD/REVERSE switch without,releasing the accelerator pedal. When the motor is reversed, the armature acts as a generator; the controller regulates the current in the motor field winding to give an appropriate levetof plug braking torque. The tractor brakes smoothly to a stop, then accelerates in the other dire& tion. The maximum plugging current is factory set to desired specifications and is also field adjustable (see Section 2-1 for adjustment procedure). Two types of plug braking are available; the fixed-plug option provides one fixed level of plug braking current, and the variable-plug option provides plug braking current corresponding to the position of the accelerator.

If plug braking is not desired, the tractor can be wired so that moving the FORWARD/REVERSE switch through NEUTRAL causes the tractor to freewheel .as long as the accelerator is applied. If the accelerator is released and reapplied, plug braking will then occur.

To inhibit plug braking in this way, the controller must have the optional High Pedal Disable (HPD) feature (see Section 2-2 for wiring diagram).

NOTE:

April 1992

A 1 kHz tone may be heard during plug braking.

l-l Page 9

SHIPPING 1.

General Shipment of the Model TT Tow Tractor is normally done in it’s fully assembled configuration with the exception of the disconnected battery. Since the tractor can be subjected to unacceptable and structurally damaging stresses and loading factors, wood dunnage is used to support the frame while providing clearance between the shipping vehicle and the drive wheel and steering gear.

Shioment Practices

2.

Shipment of major components, which have. been removed from the tractor from one location to another should be done according to. the following proceduresas a minimum:

.

:

A.

‘.

Transport Vehicles .

The tractor should betransported’on a trailer.or other vehicle of suitable size to accommodate . .the overall dimensions and weight.

i

: 2

The tractor must be adequately blocked, chocked and tied down.at manufacturers specified tie. down points to preclude damage by tie down cables, chains and other dunnage: .

.

6.

Electrical Circuit Isolation All battery supplied electrical circuits must be isolated from the battery by : . disconnecting the battery.

c.. . .

D.

Access Plates Access plates must be in place with securing hardware tight. Electrical panels must be sealed at the seams with tape to prevent entry of wate,r during inclement weather shipping conditions: . . .’ .

Special Precautions Special weatherproofing precautions such as crating and vinyl coverings must be taken in the event that part or all of the unit is to be transported by ship which will subject the shipment to sea water corrosive factors.

iJ April 1992

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l-4 Page 1

E.

Hydraulic Reservoir It is recommended that the hydraulic reservoir be drained and cleaned well prior to crating/covering.

Loadina and Unloadina Practices WARNING: EXERCISE EXTREME CAUTION DURING THE LOADING AND UNLOADING OF THE TRACTOR. THE METHOD OF TRANSPORTATION WILL DICTATE THE PROCEDURE NECESSARY. FAILURE.TO ADHERE TO ALL APPLICABLE HEAVY EQUIPMENT -HANDLING PROCEDURES CAN SUBJECT HANDLING PERSONNEL TO PERSONAL INJURY AND THE EQUIPMENT TO DAMAGE. :

Lifting and ljositioning cranes, hoists, forklifts, etc.. should be carefully chosen for. reliabilityandcapacity: dperators must be fully aware of any unbalance injoading ; ,, ... prior to lifting or moving the’tractor. ‘. ‘. ._ : ” ..

4: Receiot lnsoection Inspect newly arrived units immediately upon receipt for shipping damage. Note any damage or shortages found in detail on the shipping.documents.: Use the following inspection checkligt as a guide in.the arrivalinspection:.

‘A.

Structural Check the unit for obvious structural or cosmetic damage and that all inventoned parts have been delivered.

B.

Fastener

Security

.

.

Check the overall unit for loose of missing fasteners and,seals. c

.

D.

. .

Hydraulic Reservoir Integrity :. : Fill ” the hydraulic reservoir with the specified,fluid and check for leaks/damage.

Battery Check the level of electrolyte in the battery since the quantity and the battery charge level may be unknown. Add only battery quality water to obtain the specified electrolyte level.

April 1992

1-4 Page 2

STORAGE 1.

General This section provides some general guidelines for storage of the Model TT Tow Tractor in its assembled configuration as well as some additional storage precautions and tips for the battery which may be removed from the unit and stored separately.

2.

Chassis The tractor chassis has been adequately primed and painted to specifications to resist a great deal of potentially weather related deterioration of the weldments and fasteners. Covered or enclosed storage of the.unit, of course, is always recomm e n d e d . .’ ‘. !

‘.

3.

C o n t r o l , A.

Comoonents

Electrical and Electronic . ..’

_, .

.

When these. components are stored in place with the tractor and stored separately, all prescribed servicing must be performed as indicated in Se& tion 2-1. This will ensure that all electrical and electronic contact points will be protected from corrosion and all hoses, wiring and valves remain oper‘able for the duration of the expected storage period.

B.

~ -

Drive Motor and Axle Assemblies .All normal servicing (as indicated in Section 2-l) for the motor and drive .’ axle assemblies should be performed. ..

C.

Battery ‘CAUTION: DO NOT STORETHE BATTERY’ON A CONCRETE. :.

-FLOOR. ._ : .,

_..

Remove the battery completely and store it on wooden blocks preferably in a place where it may be connected to a charger from time to time.

Check the battery at least every 30 days during storage for discharge and recharge as required to maintain a fully charged condition.

April 1992

1-5 Page 1

4.

Placina the Tractor and/or Batterv in Service After any significant period of storage during which the above storage servicing has been performed, perform the following prior to normal operation: .

Install the battery after checking to ensure that it is fully charged.

.

Perform a full operational check of all functions of the tractor. Exercising all hydraulic, electrical, electronic and mechanical systems to ensure satisfactory performance.

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April 1992

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1-5 Page 2

CHAPTER 2 MAINTENANCE TABLE OF CONTENTS Chapter/ Section .

Servicing

.

__

Paoe

2-I

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1.

General

.‘

,l

.‘ _.

:

‘:

:

1.

3..

I’ ‘Scheduled Maintenance ‘.

I$.

Daily Maintenance B . 1 0 0 Hrs/SO DaysScheduled Maintenance C. 450 Hrs/l2 Months Scheduled Maintenance . ..

Battery Care

4.

Use of Discharge Unit .for Measuring Battery Energy

4

5.

Battery Charging

6

6.

Fluid Changes A; Hydraulic Brake Fluid D r i v e A x l e 8.

2.

7.

8.

.

3 3

.

.7 . 7

7

Lubricating..Oil

Inspections and Adjustments A. Steering Chain ..

Ii Drive Motor Hy.draulic Service Brake System C. D. Parking Brake.Adjustment .

:

Wiring A. Main Power Switch (Keyswitch) Input (KSI) Interlocks B.

April 1992

'1.'

1 .

7 7 .

9. ; 10 13 15 1 5 15

2-CONTENTS Page 1

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CHAPTER 2 MAINTENANCE TABLE OF CONTENTS (CONT’D) Chapter/ Section C. D. E.

Forward/Reverse (F/R) Control PlugBraking Freewheeling (Inhibiting Plug Braking)

.

9.

Accelerator.Potentiometer. .,:.

10. . . Reduced Speed Operation.

.

15 16 16

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16. .

.

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i’6..

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Troubleshooting.

I . .

L/

Page

.2-2 . . .

1.

General

1

2. .

Sche.matics,Wiring Diagrams and Systems Drawings.

1

3 .

Troubleshooting Charts A. Symptoms and Cures B. In-Tractor Diagnostic Tests C. Bench Testing

2 2 8 14

4.

PMC Controller Design Analysis and Capabilities A. Power Section B. Logic Section .

C. Pulse Width Modulation (PWM)

‘Installation and Remo&l

’

1 7 17 17 20 2 - 3

1.

General

1

2.

Chassis A. Front Bumper B. Rear Bumper Floor Board C.

1 1 4 5

April 1992

XONTENTS Page 2

-

CHAPTER 2 MAINTENANCE TABLE OF CONTENTS (CONT’D) Chapter/ Section D. E. 3. .

‘4.

6 7

Battery. Compartment Cover Seat

‘_ ‘, Drive Control A .

Curtis PMC Controller.

9.

Foot Accelerator.Co,ntroller Service Brake System Brake ‘Shoe. Replacement A .

9.

Master Cylinder .Service C. Wheel Cylinder Service ‘D; F r o n t H u b ., E. Rear Hub and Drum _’

: ,.

;

:

2..

‘3:;

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8 6

_”

‘11.

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12’ i4

,

14 16.

17 1’7

”

2-4

Repair 1.

Page

1 1 1 1

General A: Hydraulic Oil 9. . Hydraulic System C. Electrical Components D. Mechanical Components

2 2

Cylinders ” .._, Drive Motor ‘. Y A. Disassembjy 9.

Armature FieldWindings C. D. Bearings E. Reassembly

April 1992

:

2

2 “’ 4 5 5 5

2-CONTENTS Page 3

> ‘.

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CHAPTER 2 MAINTENANCE TABLE OF CONTENTS (CONT’D) Chapter/ Section 4.

:

;. :

:

,. :

Page

Direction Cot%rol Switch

A. . R e m o v a l B. Rep&r ’ -c. &$embly ... ,.

D . ’ Installation : : : ‘. .

6 ‘..’ .: _;

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‘.6 7 7 7 :

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April 1992

2-CONTENTS Page 4

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1.

General To ensure that the Model TT Tow Tractor is kept in correct operating condition, the tractor itself and the operating systems contained thereon must be inspected and maintained on a regular basis. Proper lubrication, electrical control adjustments, safety features checks, etc. at recommended intervals will prevent damage or failure of the unit and provide optimum performance.

No modifications or additions which affect the mechanical, hydraulic or electrical integrity or the safe.operation of the unit shall be made without the written approval of the manufacturer or an equivalent entity. If such modifications or changes are made, the capacity, operation; and maintenance instruction markings shall be changed accordingly. In no case shall the safety factors be reduced below those : specified inthis manual or the manufacturer’sdesign fact&whichever is greater.. . . ; ..’ .: .: ._ Welding repairs of components or welds,:or both, which.arerequired by and specifically.designated as.critical in the manual, shalt be made in accordance,with .‘ . welding standards called out in ANSI.Ag2.2. . . .

2.

I Scheduled Maintenance.

Use the following maintenance schedule as a guide. If the unit is-operating in ambient temperatures consistently below -18” C (0” F), perform maintenance at shorter intervals. Shorter maintenance intervals are also required if the unit is operated in a dusty environment or if excessive starting and stopping is done.

A.

Daily Maintenance Preventive maintenance begins with a day-to-day awareness of the condi.tion of the unit and its systems. Before using the unit each shift, check the battery discharge indicator level. It should a full charge condition on the battery to ensure-sufficient power fora full work shift. Check for leaking : -fluids (hydraulic or electrolyte);loose or damaged’patts, worn.tires or d.amaged body parts and any change in unit performance.

B.

April 1992

100 Hours/90 Days Scheduled Maintenance WARNING: AVOID PROLONGED AND REPEATED SKIN CONTACT WITH BATTERY ELECTROLYTE. SUCH PROLONGED AND REPEATED CONTACT MAY CAUSE SERIOUS SKIN BURNS OR INFECTION. 2-l Page 1

.

Perform the daily scheduled maintenance checks plus the following:

.

.

(1)

Steam clean the entire unit.

(2)

Check the unit for physical damage.

(3)

Check all controls for proper operation.

(4)

Check the tires and wheels for condition and security.

(5)

Check the lighting system (if so equipped). . :

.

.

.

6)

Checkthe

(ii

Check and clean, the.battery, cables and connectors. Remove the battery pack and steam cld,an the- battery box. .,

(8)

Check the battery electrolyte level, specific gravity and ‘load test the’ .‘. battery. .’

horn.‘.

“_

” ..’

_.

:

,..

(9)

%heck all wiring, and connections for.condition and security. ..

(10)

Check the brake fluid level.

(11)

Check the service brakes for proper operation and adjustment.

(12)

Check the parking brake for proper hold and release.

03)

Lubricate the steering assembly chain.

. .

(14)

April 1992

Check the drive motor bearings and brushes for excessive wear.

U5!

Checkthe operation of al.1 meters and indicators. .

.(i6j

ChecHhe

(17)

Check the drive axle for proper oil level.

(18)

Check the front wheels mounting, bolts for tightness. Replace any bolts found to be loose or missing. Torque to 70 ft. Ibs.

hitch’for’proper.operation.

2-l Page 2

I.:.

C.

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450 Hours/l 2 Months Scheduled Maintenance Perform all previous scheduled maintenance checks, plus the following:

3.

(1)

Drain, flush and refill the drive axle with fresh oil.

(2)

Drain, flush and refill the service brake system and bleed the brakes.

(3)

Repack the drive motor bearings.

(4)

Repack the drive axle and front hub bearings.

(5)

Check the service brakes shoes condition. Replace if less than l/3 ,. .original t h i c k n e s s . ._ ,

.’ ; ‘,.; .’

Care .’ ,. ‘.. : . .A’new battery should be given afull equafizing’charge before its first use. because it is difficult to kno.w how long the batteryhas-been in storage . . . without a charge.

Batterv A.

LJ : ‘B.

Limit the use of a new battery between charges fo.r the first 5 cycles.. New battery and anolder battery which have’been in storage Is not capable, of its rated output until it has.been ‘discharged and charged a number of times.

C.

During the first month of use, particularly when temperatures are below 60” F, a new battery should be given an extra equalizing full charge once a week. The ampere-hours of energy that the battery can deliver and its charge acceptance vanes directly with battery temperature.

D.

As long as the charger tapers down to the specified finish charge rate near the end of the charge cycle, the battery should be given a full charge. All cells in.a battery do not react identically to the same discharge and charge : current. ‘In. a normal charge, the last 1 to 3 hours at the. low finish charge rate equalizes the cells for better battery life;

E.

When battery the ages to the point where the charge.rate will no longer taper into the low finish rate area, reduce the hours of charge progressively.

Reducing the charge period will prevent excessive battery heating and the resultant high water use rate.

, i April 1992

2-l Page 3

I

F.

Prior to each day’s use, turn the charger on and check to see if the charger ammeter needle jumps upward and then tapers down to the finish rate area within 15 minutes. This provides a very simple means of verifying that the batteries were charged.

G.

Add water carefully to the proper level in cells as required after they have been fully charged. Do not fill them so high that they bubble over while charging. A new battery requires very little addition of water, whereas very an older battery may need additional water two or three times a week.

Water (electrolyte) level in the cells settles when batteries are discharged and rises during charge. The probability of overfilling can be reduced by adding .water when the battery is fully charged.

H.

When the temperature falls below 65,” F, the battery Shouldbe placed on charge..as soon afterus.e as possible. In these low temperatures.a 4 hour .equalizingcharge once a week willimprove the state of charge and battery :life. __ :. ., : : .

.: 1:

’ ._

’

Keepthe tops of the battery and battery hold-downs clean ‘and dry at all times. Th,is will reduce the amount of current leakage between tfie battery and the battery box.

L

4. ‘_ Use of Discharae Unit for Measurina Battery Enerav. : : A. Battery energy is measured in minutes obtained upon discharging fully charged batteries with a 75 ampere load at a temperature of 80” F to a shutoff voltage of 1.75 volts per cell. A minimum of 75 minutes is expected, however, many batteries yield more time after several cycles.

B.

Discharge units are available from several sources and all include: jl)

.

.

‘(2)

Cables for connecting to the battery and 110 V.A.C..GO .hz power source. ..

Fan cooled.75.amp resistive]load..’ _ ...

(

Manual set 3 ) timer for start of.timingcycle.

(4)

Automatic shut off when battery voltage, under load, reaches 1.75 volts per cell (42 volts for 48 volt battery) (31.5 volts for 36 volt battery).

‘.

il April 1992

1’

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2-l P a g e

4

(5) C.

The Discharge Unit is used as follows:

(1)

The battery is to be charged until the specific gravity of the cells do not change in three consecutive readings taken one hour apart.

(2)

A battery will have an open circuit (no load) reading of approximately 52.8 volts (for 48 volt batteries) or 40 volts (for 36 volt batteries) whencharged., The applying of the 75 amp load will lower the voltage immediately to slightly below 49 volts (for 48 volt batteries) or 37 volts (for 36 volt batteries) and as the discharge progresses, the voltage ,wilt decrease gradually to approximately 45 volts. (for 48 volt batteries) or 33 volts (for 36 volt batteries). At this time the voltage falls at a faster rate and at 41’ volts (for 48 volt batteries) or 30 ,volts,. (for36 volt batteries) the discharge’unit tiill’shut off (if calibrated correctly). .. “. : The:45 volts for 48 volt batteries (33.75 volts for36 volt batteries), under load, (and based upon all cells being good), is composed of 24 cells in 48 volt batteries or 16 cells in 36 volt batteries supplying 1.875.volts each. Keep in mind these voltages when using the Hoyt #665 or any other open circuit D.C. voltmeter capable of measuring these voltages accurately. .

(3)

(4)

The discharge unit shuts off at 41 volts for 48 volt batteries or 30 volts for 36 volt batteries, therefore, if one cell (for example) is yield.. ing only 4.4 volts, the balance of the cells must make up for this . deficiency.

It is possible to find one or more cells deficient in a battery. Upon being discharged, all cells in a battery should decrease in voltage nearly evenly. Should one or more cells decrease faster or fail to hold their respective toad, the total discharg.etime:wiII be less to the extent it prob.ably w.ill not be acceptable. .

(5)

(6)

April 1992

Manually control the discharge unit to continue discharge while measuring cell or battery voltages.

After the discharge unit shuts off at 41 volts total volts for 48 volt batteries or 30 volts for 36 volt batteries, re-start it by using the manual control, and very quickly monitor the individual cells or battery voltage to determine whether any cell or the battery voltage is below.

2-1 Page 5

‘.

that required as discussed above. The discharge may be continued, if cell or battery voltages vary considerably, in order to cull out additional cells during this same discharge test. Caution should be observed as the cells or batteries with high voltages should not be taken below 1.75 volts per cell (41 volts per 48 volt battery or 30 volts for 36 volt batteries). Some experience will be needed to judge these conditions.

(7)

(a)

! ~

The importance of using a discharge unit on the battery causing range problems is twofold:

f

( b )

/ LJ

.

,To cull out marginal cells in a battery. All batteries lend .’ themselves to eventual disposition.

.

Batter-v Charaing :

5.’ ,.

To find defective cells (batteries) that might be subject to warranty replacement.

.:

;.

,.

The battery is the tone power source forthe TT Tow Tractor and is a/so the‘. . most costly’component to replace. Good management ofthe battery will extend its life; poor management wi,tl shorten its life. tt has a design useful life of 2000discharges and. recharges. .’ ‘.

-. *:

A.

.:,

.. _’

(1)

CAUTION:

:

(2)

:

Set the Main Power Switch on the operator’s console to OFF. Disconnect __the battery quick connector from the tractor circuitry.

(31 (4

Set the charger. voltage to 48 volts for 48 volt. batteries or .36 volts for 36 volt batteries (if the charger output is variable).

WARNING: ATTEMPTING TO CHARGE THE BATTERY WITH AN IMPROPER VOLTABE COULD CAUSE THE BATTERY OR CHARGER TO EXPLODE. L/J April 1992

..

USE DISTILLED WATER ONLY TO REFILL THE BATTERY. USING TAP WATER WiLL SHORTEN THE USEFUL LIFE OR DAMAGE THE BATTERY.

Before charging the battery, check the electrolyte level in each of the cells and top off the level if necessary. Add only enough clear battery quality water to..bring the level to the marker in each cell. :

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2-l Page 6

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c

B.

(5)

Ensure the charger is turned OFF.

(6)

Connect the charger to the battery connector.

VI

Follow the instruction manual supplied with the charger for proper operation.

To remove the battery from the charging cycle: (1)

When charging is complete, usually indicated by an indicator or meter on the charger, turn the charger OFF.

(2)

Disconnect the charger from the battery connector.

(3) Connect the battery connector to the tractorcircuitry. ..(4) 6.

t

Check the.Battery Discharge Indicator for afully charged indication. .’

Fluid Chanaes A. ‘.

L

,‘.

: .

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.

“..

_.

: :

‘.,’ :

Hydraul’ic B r a k e F l u i d Fill only to the indicated fill lineon the master cylinder&h. a good grade _’ . . autamotive brake fluid.

._ : ~ I

B.

Drive Axle Lubricating Oil Fill only to the indicated fill line on the dipstick with SAE 90 oil.

7.

Inspections and Adiustments .

A:

I

.

I

Steering Chain (See Fig. 1)

(1)

I n s p e c t i o n ., .

The stee’ri’ng~assembfy chain should be checked for wear and proper ‘adjustment at each scheduled maintenance period. The inspection consists of cleaning old lubrication and dirt, etc. from th’e chain, sprocket and drive gear and visually checking the chain links and attaching hardware for signs of fatigue or damage.

~ I

b April

1992

2-1 P a g e

7

. ‘.

A D J U S T tiUT A N D LOCKNUTY ‘ T O ACHiiiVE D E S I R E D . .

c

ii

Adjustment

(2)

The need for adjusting of the chain tension is indicated if the free play of the chain exceeds l/2 “.

Adjustment is acomplished by loosening the adjusting locknut on the end of the chain and either tightening or loosening the adjustment nut as necessary to obtain the specified l/2” free play in the chain as measured midway between the steering sprocket and the steering gear assembly.

B.

Drive Motor Inspection

(‘)

_.

_

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‘.

‘. At each 100 hr/?O days tractor maintenance period, remove the .‘. brush cover and,inspect the brushes, -brush-parts, commutator,and armaturecails. ,, S .

: ...

Periodic inspection of .the drive motor brushes is. ‘required to ensure that the commutator is not damaged if the brushes wear to the point .t’hat the brush wire connections’make contact with the commutator segments. . . . .

L/

a .

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.

b.

C.

d.

, LJ April 1992

Be sure the brushes are positioned to move freely in the brush holder slot. Remove any obstruction which may cause the brush to bind and prevent contact with the commutator.

Check the genera! condition of each brush. 1f.a brush is . broken, cracked, chipped or worn to a,length of less tha.n one inch, measured on the short’side of ttie brush, all brushes should be replaced. Never replace a single brush. ’ Examine the brush’springs:. Be sure the end hooks are not broken and fhat the spring coils are uniform. Discolored coils’. indicate ten&on’. :A small.spring scale can be used to check .; spring tension. Each spring should require 1.5 pounds or more when stretched to 2 l/8 inches.

Check visible areas of the commutator and armature. Burned or discolored areas indicate possible problems that should be checked before placing the unit back in operation.

Pai; 9

1

-

(2)

Motor Brush Replacement a.

Remove the brush cover.

b.

Use a suitable hook to lift the end of the brush spring to allow the brush to slide out of the holder.

C.

Loosen the brush screw enough to slide the terminal out.

d.

,.. e ’ .

, c

e.

Install the new brush and secure the wire terminal under the screw. Be sure the brush wire is positioned properly to travel down the slot in the brush holder as the brush wears. Be sure the insulator on the wire prevents contact between the wire : t ..:. .‘and the motor endshield or brush cover.

Replade the brush covers. .’

Hydraulic Service Brake System ‘(See, Figure 2) I : . vi

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. .

S e r v i c e Brakes.Adjustment

.‘ .

‘WARNING:..IF THE BRAKE PEDAL TRAVELS CLOSER THAN ... ONE (1) INCH TO THE TRACTCR FLOORBCARD, THE BRAKES MUST BE ADJUSTED.OR REPAIRED. FAILURE TO ADJUST OR REPAIR AS NEEDED MAY CAUSE LOSS OF BRAKES AND DAMAGE TO THE TRACTOR AND/OR INJURY TO PERSONNEL. WARNING: TO AVOID BRAKE FAILURE, MAKE SURE ALL HARDWARE IS TIGHT AFTER ADJUSTING BRAKES. If the brake pedal depresses to within one (1) inch of the floorboard when applying the brakes, adjust as follows: :

a:

c/ April 1992

. Loosen the iocknuts on the @adjusting pins. .

.

b.

Place a wrench on each adjusting pin, move the wrench upward until the shoes are tight against the drum, then back off slightly.

C.

Spin the wheel to be sure the brake shoes are not dragging.

2-l Page 10

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c\

c

(REF), /*.

WHEEL TIRE

‘0 .: / ,

.

BRAKE ‘.LlNE

FITTING R E T U R N SPRI

I JUSTER

WHEEL CYLINDER . i4CTI VATOR

d.

(2)

Tighten the lock nuts, holding the pins so the do not turn.

Centering the Brake Shoes The brake shoes are centered at the factory and should not require recentering. If the heel pin should come loose, or the brakes feel springy and bleeding the lines does not correct the situation, center the shoes. a. b.

(3) .‘

Loosen the heel pin lock nut.

With pressure applied to the brake pedal, tighten the lock nut.

Brake Line Bleeding .. .. ..’ If the brakes do not hold properly. or they feel spongy, air may have ‘entered the brake lines; and they will require;bleeding.’ Check/the -fluid level in the master cylinder and add.fluid if required..‘Bleed,the ., .. ’ left rear brake first and,then the rightrear.

WARNING: usE

ONLY.DOT (3) BRAKE. FLUID\ TO AVOID FLUID ..

CONTAMINATION, CLEAN THE FILLER CAP BEFORE’REMOVING; IF AN UNEXPECTED LOSS OF . BRAKE FLUID O,CCURS, DETERMINE THE CAUSE “.. . TO PREVENT POSSIBLE LOSS OF.BRAKES WHICH COULD RESULT IN INJURY TO PERSONNEL OR DAMAGE TO THE TRACTOR/ OTHER EQUIPMENT IN THE VICINITY.

: __..

a. ‘.

Attach a hose to the nipple at the top of the dust shield and ‘put the other end‘of the hose in a container of brake fluid. ..

b.

Loosen the nipple with a small wrench and pump the brakes until no more bubbles appear from the hose,. . ‘c.. . Tighten.the nipple and remove.the.hose. :_ _. d.

After each line has been bled, add fluid to the master cylinder.

..:

(4)

Master Cylinder Service WARNING: BRAKE PEDAL FADING MAY BE EXPERIENCED WITH NO LOSS OF FLUID, DUE TO DEFECTIVE INTERNAL PARTS IN THE MASTER CYLINDER.

April 1992

2-1 Page 12

Master cylinder failures may usually be recognized by repeated loss of brake fluid or by brake pedal fading gradually while the brakes are applied.

Check the master cylinder and the immediate area for signs of leaking fluid. If leakage is found on the end of the cylinder where brake lines are attached, check for loose or broken lines or loose brass “U” fitting.

Repair as necessary. If leakage is found on the opposite end, around the boot, it is necessary to replace or repair the master cylinder.

If the pedal fades while the brakes are applied, and there is no leak in the lines orat the wheel cylinders, the mastercylimder must, be .. ’ replaced or rebuilt. _’ : -.D. .ParkingBrake Adjustment . : _, .

The parking brake lever tension should be set such-that moderate pressure is required to set the brake preventing the tractor frqm moving with.full traction motor power _. applied to the unit. .. ,’ “. . WARNING: SINCE THElTTOW TRACTOR INCORPORATES AN’ ELECTRICAL SAFETY INTERLOCK MICROSWITCH ON THE’PARKING BRAKE ASSEMBLY TO PREVENT PRIMARY POWER APPLICATION TO THE UNIT UNLESS THE PARKING BRAKE IS RELEASED (SEE THE ELECTRICAL WIRING DIAGRAM IN SECTION 2-2), ADJUSTMENT AND TEST MUST BE DONE WITH THE DRIVE WHEELS JACKED CLEAR OF THE FLOOR, THE CHASSIS SUPPORTED BY .

JACK STANDS; NORMAL BATTERY POWER APPLIED TO THE CONTR,OL SYSTEM, AND THE NUMBER 1 .MICROSWITCH WIRES JUMPERED TEMPORARILY. THE INSTAL. LATiON OF iHIS JUMPER PISABLES THE SAFETY INTERLOCK AND IViUST BE REMOVED UPON.COMPLETlON OF

THE ADJUSTMENT-PROCEDURE AND BEFORE THE UNIT iS RETURNED’TO’SERVICE. FAILURE TO OBSERVE THESE SAFETY PRECAUTIONS MAY RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT.

April 1992

2-l Page13

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.

ADJU.ST PARKING .._.

‘. ..: .

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‘ G H T E N SPANNER

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March 1992 .-_,_-;

bV.TH ”

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ParKIng tjraKe Aajuamenr Figure 3

L- L Page 14

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Adjust the parking brake as follows:

‘_.

...

(1)

The parking brake primary adjustment is made by turning the adjustable lever handle cap clockwise.

(2)

Normal wear over time will require the following adjustment to be made:

..

a.

Turn the lever cap counterclockwise to limit of travel.

b.

Loosen the cable support bracket attaching screw, slide the bracket toward the front of the tractor as shown in Figure 3, to obtain proper adjustment.

;_

C.) Tighten the bracket scre;v;‘andadjust&e parking brake lever handle cap as’required. .’ t ’ j .’ ‘ _ _. .’ _. .’ .’

.

-Y&g

8.‘; . :. .

A : .

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. ._

Main Power.Switch (Key&vi&h) Input (KSI)

’

..’

The main power switch (keyswitch) input. (KSI) circuit includes input from the main- power switch .and the two interlocks. KSI is used to enable the. controller ON and OFF by connecting it to battery ,B+.

NOTE:

Any positive voltage greater than about 8 volts will turn on the controller, but in the TT tow tractor full battery voltage is used.

KSI draws only a very small current (a few mA). The main power switch ‘also enables the direction contactors. This acts as a safety feature by removing power from the motor control system when the main power switch is turned OFF. :_

B.

InferlockS

:

..

._

_.

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.

,

..

..

.,

:.

Interlocks (parking brake’and emergency cut out switch) are wired in series so that they turn off the controller KSI and the contactors.

C.

Forward/Reverse (F/R) Control The F/R wiring described in this section reverses the motor field winding.

April 1992

2-l Page 15

When using the Curtis PMC controller it is essential that the field be reversed and that the armature be connected directly to the controller’s B+ and A2 terminals, because the plug diode inside is connected to these terminals.

D.

Plug Braking The F/R control wiring provides plug braking. The F/R switch is in the positive feed to the contractor coils, so that they can be turned off by the main power switch, interlocks, and accelerator pedal microswitch. The coil of one contactor or the other is energized to select the direction desired.

The contactor coils have suppression diodes connected across them to improve .the switch contact life.

. . E. ..

.

: .

9.

Freewheeling (Inhibiting Plug Braking) (Optional Capability) ,. _. . . . The controller has high pedal disable (H.PD), this feature canbe used to’ inhibit .plug brak/ng.by briefly turning off the controiler’s KSI when th,e!F/R switch g’oes: through neutral. Another set of cont&ts js added ‘on the’ F/R, switch.. The F/R switch musttherefore be a double-pole,.double-throw, center-off type, for this setup; ‘a..“hesitation, switch” is-recommended. ,

Accelerator

Potentiometer . .. The.accel.erator input to the controller is connected to the two push-on ‘terminals of ihe controller: it doesn’t’matter which wire goes on w.hicli terminal. The wires can be extended as required.

” : ‘. ,. i

Any suitable potentiometer of 5000 ohms nominal resistance will work with the standard accelerator input of the 1221 B controller. As shown in the wiring diagram, connection should be made to the wiper.and.to one .outer terminal of the pot so that resistance increases as the accelerator is applied.

10.

‘.

R e d u c e d

Soeed’Ooeration

.’

Vehicle topspeed can be easily .limited, for safety or other reasons A single resistor connected ih parallelwith the ‘accelerator pot will reduce ” ‘maximum speed. according’to its resistance value. Use of. avariable’ r&is-. tor makes adjustment of maximum speed easier. With a switch, speed can be limited in reverse only, or the speed reduction can be switched off, for example, to allow running the tractor at full speed.

:

April 1993

2-1 Page 16

.‘

The actual vehicle top speed will depend on the motor characteristics and the tractor load. You should determine by experiment the proper resistor value to give the desired speed reduction.

NOTE:

With reduced speed operation, only top speed is reduced; full power in maintained for starting at low speeds.

The 1221 B controller can operate continuously in the reduced speed mode.

The system efficiency doesn’t degrade, because little power is lost through the controller.

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.:,

: ..

April 1992

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TROUBLESHOOTING 1.

General This section contains troubleshooting information for locating and correcting operating troubles which may develop in this Model TT Tow Tractor. Each malfunction for an individual component or system is followed by a list of tests and/or inspections which will help to determine the probable causes and corrective action in the order listed.

.

Troubleshooting is a logical and systematic process in determining and correcting the cause of a malfunction. The process begins with verification of the malfunc.ti&. Thi$ mgy often involve an operational dhNk+ $ ttie utiit. After‘the trp,ublB . .’ has ,bqe? v&ifiedl cornporients in thesystem/oircuit whose failure mi;ly cause the.. sympt!tqms observed during the operational checkout are identified.. Fault is6latio.n i’s continued by checking thos&compo%nts which.&%easiest to .acces& lnsp&$t and4est each component, until . the exact cause;.’of the problem is found. ‘. :

. .

.

wmNiNGi

EXERCISE EXTREME’CARE ~0 AVOID ~60i CONTACT WITH BARE ENDS OF ELECTRICAL LEADS., REMOVE ALL JEWELRY, SUCH.AS RINGS, WATCHES, QIAINS, ETC., THAT COULD COME INTO CONTACT W ITH EXPOSED..POINTS. FAI LURE TO co~w MA-? RESULT l’N SERIOUS INJURY To PERSONNEL AND/OR DAMAGE THE EQUIPMENT.

WARNING: ALWAYS LIFT OR JACK THE DRIVE WHEELS CLEAR OF THE FLOOR BEFORE TROUBLESHOOTING THE ELECTRICAL SYSTEM: FAlLURE.TO DO SO COULD RESULT If? INADVERTANTLY ENERGIZING THE DRIVE CONTROL SYSTEM AND TRACTOR MOVEMENT CAUSING PERSONAL INjURY, DAMAGE TO TI-iiEi UNIT AND/OR DAMAGE TO OTHER EQUIPMENT IN CLOSE PROXIMITY. :. _.

2.

S&eni&‘cs.

Wirina Diaarams‘and Svste&’ Dratiinas s .

.’

.’

This troubleshooting se&ion incorporates schemat&.wiring diagrams and s& terns drawings for use by the mechanic. They should be used in conjunction with the Troubleshooting Charts, also found in this section and the OEM technical data located in Chapter 5, Manufacturers’ Appendices. The schematics, wiring diagrams and other systems drawings include: 2-2

April 1992

Page 1

Title l

l

l

l

3.

Fiaure No.

Electrical Wiring Diagram Electrical Schematic Service and Parking Brake Systems Diagram Controller Adjustments

Troubleshootina Charts Since-the major functions of the tractor are either electrically controlled or powered, the bulk of the troubleshooting required on the TT Tow Tractor will entail an elimination of problems from primarily an electrical component elimination process.

I There may P;e other mechanicat or hydrauiic related~msilfungtion~from time to time, bqt,tQey will be of t’he n?ur@that any automotive traine$e’xperienced mechan.ic.(ririll be ab@to easily diagnose and repair them. Ther;efoieJhe following. troubleshooting charts will be dedicated to the ‘ddiagriosis of electrical Control mal- : .fui&Jions. : ” .,; *’ _.

. ._

. .. .

. .

If the tractor runs but exhibits a symptom that worries the operator/ mechanic, thesymptom is probably covered in the A. Svmotoms and Cures :. .. parggrapt-6fqllowing. . ’ . ‘..., Should the tractor not run, the dagndstic tests described in B. In-Tractor Diaanostic Tests will enable the mechanic to determine whether the trouble is in the PMC controller or in some other part of the motor control circuitry.

The controllers themselves are sealed and not field serviceable; so they must be replaced if the trouble is determined to be in the controller. The diagnostic contains enough detail to enable the mechanic to track.circuitry problems to their source and.,repairthe.m.

.

Finally, in paragraph C. Bench Tests the mechanic will be able to confirm PMC. controller operation in a simple, low-power test configuration. . . . . . . . : ...

A.. ” Sy.mptoms and Cures ‘.

Some.of !hese “symptoms” do’not indicate a p,robtembut rather’.are typical of normal operation. The 1 kHz tone heard during plug braking, and the inability of the vehicle to plug brake to a stop on a steep ramp, for example,

April 1992

: ._

2-2 Page 2

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pY@iiiq* -. . ._ __.. -.

April 1992

Electrical Wiring Diagram Figure 1

.., 2-2 Page 3

TE2 10

2 T81 2

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I “’ t2 T81 f 4

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N TB2 10 n a

HORN !3VtTCH

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Electrical Schematic April 1992

1 28

2-2

Page 4

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-; . a..,. ./

:

B &A--Q

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April 1992

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b

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4.

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I

Service and Parking Brake System Figure 3 (Sheet 1 of 2)

2-2 Page 5

LEGEND 1

19 20 21 . 22 23 24 25

SERVICE BRAKE PEDAL MASTER CYLINDER BRAKE LINE ASSY FITTING BRAKE LINE ASSY BOLT LOCKWASHER WHEEL CYLINDER RETAINER CAPSCREW LOCKWASHER LEFT BRAKE SHOE RETURN SPRING. tjOl-DD0Wb.l SPRING RETURN SPR!NG

2 4 5 6 8 9 10 12 13 14 15 1‘6 li 18

HOLDDOWN SPRING RETURN SPRING RIGHT BRAKE SHOE ADJUSTER PLUG TIRE PARKING BRAKE HANDLE ASSY BRAKE CABLE PULLEY PARKING BRAKE CABLE PARKING 6RAKE CABLE ARM PARKING BRAKE CABLE

26 27 28

29 .

C

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3 0 ’

L

A

M

P

‘BRAKE CABLE

: ...

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:

-’ .S e r v i c e ancj P a r k i n g ’ ptake System .: l?gur&:3jSheef 2). :

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,, :

.--

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Controller

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Adjustments

Figure 4 April 1992

2-2 Page 6

are not indicative of controller malfunctions.

Problem

Probable Cause

(1) 1 kHztone is heard

Remedv

Controller operation is normally silent. An exception is that a 1 kHz tone may be heard during plug braking.

Controller overheating.

(Temperature above 167” F.) .

:

_. : . . .

,._’

.‘

This noise is normal and indicates that plugging is taking place. The noise will stop when plug braking stops

The controller shifts frequency during an overtemperature condition from its normal 15 kHz to 1 kHz, providing an audible tone to alert the operator : .: that an over-temperature .’ condition .exists in the controller. .

‘.

:

, :

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.

‘.

If the controller gets hot, it is not necessarily a serious p r o b l e m . P M C 122lj3 controllers protect themselves by reducing power to the traction motor if their internal temperature exceeds 167” F. Operation with oversized motors and tractor overloading may cause overheating. Power output will be red,uced for as long as the overheat . condition remains; full ‘. . . ._ power will return when the controllercoolsoff’to b e l o w .

1 6 7 ° F . .

The plugging current set(2) Tractor will not point is insufficient to stop plug brake to a stop on a steep the tractor. grade. Plugging tone is heard but April 1992

If the ramp is so steep that the plugging current is insufficient to stop the tractor, it will continue to be plug braked but will 2-2 Page 7

nevertheless roll down the ramp. If the service brakes are applied, the tractor will stop, the full drive current will be available when the accelerator pedal is applied and the tractor will proceed up the ramp.

the tractor will not brake to a stop without the use of service or parking brakes.

Battery overly discharged.

(3) Sluggish tractor behavior.

: . . . :

:

..

..

B. In-Tractqr Diagnostic Tests .

.

.._

This is a normal tractor response to low battery voltage. the PMC 1221 B. controller is designed to protect itself against .damage.caused by low batteries. Power to the motor is cut’back when the. : . battery voltage Idrops below : 2 1 v o l t s . .I :. . . .. .

These procedures are to help fix tractors that don’t run. Refer to the the Electrical Schematic/Wiring .Diag,rams at ihe beg.io’ning. of this se&ion during~ : ‘the iroubleshooting process.

These tests require a general purpose volt ohmmeter; a conventional V.O.M. or a digital voltmeter is satisfactory.

WARNING:

WORKING ON ELECTRIC TRACTORS POSE SOME DANGERS. PROTECT YOURSELF AGAINST RUNAWAYS, HIGH CURRENT ARCS AND OUTGASSING FROM A LEAD A C I D BAlTERY. ” .

RUNAWAYS - SOME FAULT CONDITIONS COULD CAUSE THE TRACTOR TO RUN OUT OF CONTROL. ALWAYS JACK UP THE TRACTOR’ AND GET THE .

DRIVE WHEELS OFF’THC GROUND BEFORE,AT TEMPTING THESE PROCEDURES OR ANY OTHER WORK ON THE MOTOR CONTROL CIRCUITRY.

.

HIGH CURRENT ARCS - ELECTRIC TRACTOR BATTERY CAN SUPPLY VERY HIGH POWER. IF THEY ARE SHORT CIRCUITED, ARCS CAN OCCUR. ALWAYS OPEN THE BATTERY CIRCUIT BEFORE DOING 2-2

April 1992

Page 8

.

WORK ON THE MOTOR CONTROL CIRCUIT. WEAR SAFETY GLASSES AND USE PROPERLY INSULATED TOOLS TO PREVENT ACCIDENTAL SHOCK. l

Problem .

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April 1992

.

b. Verify that the b.attery (-) connects to-the,& terminal’of the controller. Connect voltmeter (-) lead to this point..

:

1’

:

Remedy

Probable Cause

‘.

(1) Tractor Won’t . . Battery voltage to the con- . a. Leavethe main power. switch OFF for these 1 .Run . . . troller missing or wrong.: . . .’ tests. . . . .:

.

. . : .*

LEAD ACID BATTERIES - CHARGING OR DISCHARGING THE BATTERY GENERATES HYDROGEN GAS, WHICH CAN BUILD UP IN AN AROUND THE BATTERY. FOLLOW THE BATTERY MANUFACTURER’S SAFETY RECOMMENDATIONS. WEAR SAFETY GLASSES.

c. Connect voltmeter.(+) to the B+ terminal of the controller. Check for full battery voltage. If it is not there, the trouble is in the controller, the battery pack, the wiring between the battery and the controller or the 500 Amp main power fuse is open. ... . . .

To isolate the prob1e.m to either the controller or the battery, fuse and wiring, disconnect the B+ connector from the controller and check for full battery voltage at the 2-2 Page 9

._

wire end. If full voltage is measured, the controller is faulty. If no voltage is measured, the problem is either the 500 Amp fuse or the wiring (assuming the battery is fully charged).

Check for Power to the Controller

(2)

a.

Leave the main powerswitch OFF for these tests.

b .

.

:

Verify-that battery (-) connects to. the B-. terminal,of the controller. Conned voltmeter (-) lead to this point. .’ ‘, ‘. : : .c.-’ Connect voltmetei. (+)Io’the .b&teh side $f Ius&Fl. &@k for full battery volt&g& If it is not there, the trouble is. in the ,: battery pack or fhe cables to it; . . . . d. . . Connect the voltmeter (+) lead to the controller B+ terminal. : You should read a voltage I to 5 vo.ltsless than the full battery .voltage. If this voltage is.zero or dlose to zero, the.trouble is either a bad &troller, o’r an in&xrectly.connetied cable between the fuse Fl and the controller.

Trace the cable to make sure it is hooked up right. Remove and test the 250 ohm resistor with an ohmmeter. If these check out, the controller is malfunctioning. If you see full batter voltage at this point, then the contactor has welded and must be replaced.

(3) :.

Check for Contactor Operation and Main Power Switch Input (KSI)

a.

Turn the main po\?r&.switch ON, place the F/R ‘switch i.n.1 FORWARD or REVERSE, and depress the foot accelerator .until its micrtiswitch operates; This should cause the selected contactor to operate with an audible click. Connect the volt meter across the contactor coil terminal. You should see full battery voltage.

b.

The controller KSI terminal should also be getting full battery voltage. Verify this by connecting the voltmeter(-) to the 2-2 Page 10

April 1992 -“...-.

_- -. ._.._ _ _

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controller’s B- terminal, and the voltmeter (+) to the controller’s KSI terminal. d.

:

1

First, check both sides of the control wiring fuse (F3).

2

Check both sides of the main power switch. . Check both sides of the foot accelerator microswitch.

.

:.

If the contactor and KSI terminal are not getting voltage, that’s the problem. Use the voltmeter to find out where it is not getting through. Connect the voltmeter (-) to the controller’s B- terminal and check the following points with the voltmeter (+) lead to trace the flow:

.

_.

.

..

(4

‘4.&‘.’

Finally, check the contactor coil and. controller KSI. ‘. . ,.. . : ., ii. .

If the cqtactor coil and the KSJ aregetti.ng v&e., ‘mtikesure . . . : the contactor isreally working by connecting the.voltmeter across its big terminals. There should’be. no measurable voltage drop. If you see a drop, the contactor .is bad. .

Check Accelerator Circuitry _, The following procedure applies to the standard accelerator input configuration for these controllers, which is a nominal 5000 ohm potentiometer connected as a two-wire rheostat (0 ohms = full off, 5000 ohms = full ON). a

‘.

..

. With the main powerswitch OFF, pull off the connectors going to the accelerator input of the controller (terminals 2 and.3).

Connect an ohmmeter to the two wires going to the accelerator and measure the resistance as you move the accellerator up and down. The resistance. at the limits should be within these ranges: . . . . ;

Accelerator UP Accelerator DOWN b.

April 1992

‘.

RESISTANCE (IN,OHMS) O-50 4500-5000

If these resistances are wrong, it is because the pot itself is faulty, the wires to the pot are broken, or the accelerator and 2-2 Page 11

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its linkage are not moving the pot shaft through its proper travel. Actuate the accelerator and verify that the pot shaft moves from contacting the pedal-up stop to nearly contacting the pedal-down stop. If the mechanical operation looks okay, replace the pot.

C.

..

:

.d.

e.

While you have the accelerator wires off the controller, use an ohmmeter to check for shorts between these wires and the tractor frame. You should see a resistance of at least 1 megohm. If it is lower than that, inspect the wiring for damaged insulation or contact with acid. If necessary, replace the accelerator.

Push the.wires back on the controller terminals. It doesn’t ._ .. matter which.wire goes on. whichterminal.. ._ _. ; ._ .

Inspect theterminal area’of.the controllerclosely. Occasionally a’build-up of dirt or.acjd,residue of a conductive nature causes electrical leakage between the. accelerator.input termi-’ nals and the B; or M-terminals, leading to faulty accelerator operation. To check for this problem, measure the voltage at the appropriate accelerator input terminal (upper or lower), by connecting the voltmeter (-) lead to the controllers B- terminal.

The main power switch must be ON .and the F/R switch in either direction for this test.

Compare you readings with the following; if they are different by more than a few tenths of a volt, contamination is probably the trouble. pm VOLTAGE (IN VOLTS) 2 .

ACCELERATOR up A C C E L E R A T O R DOWN .” 7 . 0

f.’

April 1992

7

Carefully clean off’the terminal area of. the controller with. a ‘. cotton swab or clean rag moistened with water, and dry thoroughly. Now test the controller to see if proper operation is restored. If so, take steps to prevent this from happening again. Dirt and water must be kept from reaching the terminal area of the controller. If the voltages are still out of range, the controller is at fault and should be replaced.

2-2 Page 12

1 . .

(5)

:

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Check for Controller Output a.

The first step is to measure the output drive voltage to the motor at the controller’s M- terminal.

b.

Connect the voltmeter (+) lead to the controller’s B+ terminal.

Connect the voltmeter (-) lead to the controller’s M-terminal.

Leave the F/R switch in NEUTRAL.

C.

Turn on the main power switch, and watch the voltmeter as you apply the accelerator. The voltmeter should read zero (or close to zero) with the accelerator OFF, and should read full battery voltage with the accelerator full ON. If it does not, the controller is bad and must be replaced. .lf the voltmeter read ings’are appropriate, go to the next step:, . .

1. . . . .

The’next step is to measure the current in thecontroller’s MI ‘lead. If you- have a means of.measunng t.his’ high DC current, such asa shuntimeterset up or a clamp-on DC ammeter, .use it. If not, it recom,mendthatyou use an in.expensiveammeter. of the type that is held against the wire being tested. The accuracy of this type is adequate for this test.. .

d.

e.

Turn the main power switch ON; put the F/R switch in either FORWARD or REVERSE, and watch the ammeter while applying the accelerator.

f.

If you see no current flowing in the M- lead, the problem is an open circuit in the motor or the wiring between the motor and the controiler. Check the F/R switch. Check to see that the direction contactors are operating and that their contacts are closing. If these are okay, check the motor armature and field for opens.

9.

If you do see a .high current flowing in.the M- lead, but the . motor does notturn, the problem is a short in the motor circuit, a miswired motor, or a short in the controller’s internal plug diode. Test the plug diode as follows:

1

April 1992

Remove power by opening the pulling the battery disconnect. Take the cable off the controllers A2 terminal.

2-2 Page 13

. :

h.

2

Use an ohmmeter to check the resistance between the controller’s A2 and B+ terminals. This is a way of testing for the presence of a diode inside the controller, so swap the two leads of the ohmmeter and look for a low resistance one way and a much higher one the other way. If your meter has a diode test function, use it.

3

If you find the diode to be shorted (or open), the controller is bad.

. Put the A2 cable ba$k.on,the controller and connect the batt e r y disconnect : I ..: .,

i;

c.

If th,e plug di@de test passes, there is a short in the motor circuit.’ Theshort dowldbe in the F/R switch (shorting out ‘the. k motor field), so check this first. .An ordinaty‘ohmmeter will not work to find the short, because the resistances of the motor .. windings are so low. Test the motor separately if it is sus‘petted of having a shorted winding. . .

Bench testing

(1)

Equipment Needed First, before starting any bench testing, pick up the controller and shake it. If anything rattles around inside, the unit should be returned to the factory.

The simple setup shown in Figure 5 is required for testing these controllers on the bench. You will need:

.

.

.

:

April 1992

a. ‘. A POWER SUPPLY with a voltage equal to the ratjng’of the controller to be’tested. You can use a string of batteries o.r a regulated’ line-operated power supply. Because only low power tests will be described, a 10 amp fuse should be wired in series with the batteries to protect both operator and controller against accidental shorts.

2-2 Page 14

POWER S&JPPLY

ACCELERATOR

Setup for Bench Testing April 1992

CAUTION:

b.

A FOOT ACCELERATOR. For the 1221 B controller with the standard input configuration (a 5000 ohm potentiometer wired as a two-terminal rheostat), a Curtis PMC potbox or any 5000 ohm pot will work fine.

C.

A POWER SWITCH to disconnect all power from the test setup. .. .‘.

A MAIN CONTACTOR.with a.250 ohm, 5watt resistor across .: its _,’ high<powercontacts and a MAIN POWER_,SWliCH to turn it, ._ ON andOFF. ‘. . _. ,” ; . ‘. t .

. _’

(2)

d.

e.

A TEST LOAD consisting of incandescent light bulbs wired in series to get the same voltage as your power supply. (For _ example, with a 48 volt b.attery, use four ,t 2 volt bulbs.)

f.

A general purpose VOLT-OHMMETER or DIGITAL VOLTME-. .: TER.

Bench Test Procedure a. b.

C.

April 1992

A BATTERY CHARGER ALONE SHOULD NOT BE USED AS A POWER SUPPLY, BECAUSE WITHOUT A BATTERY LOAD ITS OUTPUT VOLTAGE MAY EXCEED THE RATING OF THE CONTROLLER.

Hbok up the controlfer as shown. Connect the voltmeter leads . to the controller’sB+ and B- terminals.

Turn on the power switch (not the main power switch) and watch, the voltmeter. Its reading should build up slowly over several seconds to within acouple of volts of full battery volt‘age. If this voltage does not come up, the.controller is bad.

Now turn on the main power switch: The main contactor should turn on and the voltage at the controller’s B+ and Bterminals should now equal the full battery voltage. Move the accelerator pot through its range. The lamps should go smoothly from full OFF to full ON with the pot.

2-2 Page 16

.

4.

. .

._

.

.

-

d.

Test the controllers potbox fault protection feature by pulling off one of the potbox’s two connections to the controllers accelerator input terminals while the lamps are on (potbox lever in the ON position). The lamps should turn off. With the potbox lever still in the ON position, reconnect the wire. The lamps should smoothly increase in brightness to their previous level.

e.

Finally, remove the controller from your test setup and check the internal plug diode as previously described.

,I ‘. ._ _: . .,:.

‘.

The’controller consists of a power section and a logic section: ._ , “: A: Power Section : . . ‘. . ‘.

An array’of parallel power metal oxide semiconductor field effect transistors (fvlOSFETs)switches pulses of current from the battery to the motor. Dur.ing the interval when the MOSFETs are off, the motor current continues to flow in the freewheel diode, which is actually a number of paralleled fast recovery rectifiers. An array of filter capacitors connected directly across the battery provides the instantaneous current required by the power switching circuitry and in this way provides battery ripple current filtering and voltage spike suppression. The plug diode provides a path for armature current to flow during plug braking.

B.

Logic

Section

B- is the ground return for all of the logic and auxiliary circuitry. For systems over 12 volts, the batter supply is regulated down to 14 volts to power the logic circuitry. Theoutput of the 14 volt regulator is switched on and off (switch) by the keyswitch input (KSI) to power up the contro1.circuitr-y when the vehicle is in use and to power it down (shutdown) when the vehicle is. : not in use.

April 1992

The speed control input (accelerator input) is a 5000 ohm, two-wire pot, but other types can be accommodated, so a flexible accelerator input scaling circuit conditions the control input to a standard level. This standardized accelerator input goes to the acceleration circuit which limits the rate at which the controller output can increase. The acceleration rate is set by a user accessible trimpot (acceleration ramp adjust). The output of the 2-2 Page 17

,

accelerator input scaling also goes to a pot fault circuit which turns the controller output off in the event of inputs (e.g., broken wires) which would otherwise cause a runaway. Another protective feature, high pedal disable (HPD), inhibits controller output if the controller is turned on with the accelerator applied. After an interval, measured (start-up timer) from the moment the KSI input is turned on, the HPD circuit checks the accelerator position.

If an applied accelerator condition is detected, controller output is held off until the accelerator is returned to zero and then normal operation is allowed.

. :

.. ” :.

The condition signal then goes to the limit integrator which reduces the controller output in response to undervoltage, overvoltage, or overcurrent.

The time-averaged response of this circuit gives a stabte limiting action.

The ‘undervoltage detector gives an output when.the. batte.r voltage is too low.. The reduction in output allows the battery voItage.to recover and an equilibrium to be e.stablishedat a voltage high enough to allow the controller to functionproperly. The overvoltage detector producesan output when battery voltage is too high. (e.g;, overcharged batteries) tq prote‘ct‘the controller from excessive voltage transients. The current limit function is explained in more detail below.

The heart of the logic circuitry is the pulse width modul&or in. which the control ‘input derived from the previous’stages is compared in magnitude to a 15 kHz sawtooth wave from the oscillator. The resulting pulse outputcan be smoothly varied between full off and full on. These pulses become the input to the controller’s main power MOSFET switch via a gate drive circuit that provides the high pulse currents needed to turn the power MOSFETs on and off (see Fig. 8). The shape of the sawtooth wave may be altered so that most of the pulse width change occurs in the earlier or in the latter part of the control input range, giving a more sensitive accelerator response at high or at low speeds. current limiting’& done by sensing the voltage’drop across the main power ‘NIOSFET switch when it is on.,This voltage iscompared (current.-limit cam. parators). with a current limit reference; when it exceeds the reference, an overcurrent signal acts on the limit integrator to reduce the controller output and thus hold the current at the limit. Because the voltage across the power MOSFET switch is high when it is off, the current limit comparison is inhibited during the off interval by the current limit disable circuit. The current limit is set as follows: I

._

April 1992

2-2 Page 18

(1)

During manufacture, the current limit is set to the model’s nominal rating; it is also user-adjustable by a trimpot (current limit adjust) to currents lower than the nominal rating.

(2)

During operation at extreme high or low temperatures, current limit is reduced to protect the controller from damage. From a thermal sensor (temp sense) on the heat sink, signals are produced to cut back the current limit at temperatures above 75” C or below -25” C (overtemp, undertemp). The controller’s operating frequency shifts to 1 kHz during overtemperature ,operation,producing an audible tone to alert the operator.

(31

During plug braking operation, the current limit is reduced to give an appropriate motorbraking torque; The plug braking current is set . $uring manufacure: it is also user-adjustable by a trimpqt (plug .‘ .current adjust). .’ .. ‘. _; _‘. :

(4)

The fixed piug: option provides oneiev.el of plug braking current independent of accelerator .position(provided’it is at least mini’mally applied). For the fixed plugging option, the plug current ‘limit reference is derived from the current limit reference.

(5)

The’variable plug.optjon provides.variable plug braking current corresponding to the position of the accelerator. This allows much smoother braking under control of the operator. For the variable plugging option, the plug current limit reference is derived from the accelerator input scaling.

The transition to the plug braking mode is detected (plug detect) by monitoring the voltage across the plug diode. When this diode becomes forward biased, it indicates that the motor field has been reversed and the controller has gone into plug mode. The current limit is reduced as described, and the frequency of the oscillator is reduced from 15 kHn to 1 kHz, to atlow.finer control d’f the controller output whileplugging.: During.‘plugbraking operation, the acceleration circuit is reset26 a low level so that when drive operation resumes, the controller will go through a normal acceleration ranip.

When the motor has come to a stop, the plug diode will again become reverse biased and the controller will revert to normal drive operation.

April 1992

2-2 Page 19

.’

.

C.

Pulse Width Modulation (PWM) (See Fig.6) A high power semiconductor switch, consisting of an array of parallel power MOSFET transistors, controls the current in the motor windings. The transistors are connected in series with the battery and the motor. The transistors are turned on and off 15,000 times per second by the controller circuitry, while the ratio of the on/off times is varied in response to the input demanded by the accelerator.

When the transistors are on, the current through the motor builds up, storing energy in the motor’s magnetic field. When the transistors are off, the stored energy causes the motor current to continue to flow through the freewheel diode. The control current ramps up and down as the switch turns on and off.. Average cu,rr,ent,.which determines motor torque, is controlled by the ratio of on/off times; Smooth, stepless control of the power de.liveredto the ‘motorjs achieved with almost no. power loss in . . the. control .. cotippnents. .. ., :, _:.

..: .

.

(StuDEoARGl

.

-

-

-

-

-

-

-

0 0 0 0 0 0 0 0

.

REPRE&Nrsmm~E~

.

.

c

CURRENT PATH DURING TRANSISTOR ON TIME CURRENT PATH DURING TRANSISTOR OFF TIME

.

s

rurse wlam Moaulation Urcuitty Figure 6 April 1992

Page 20

REMOVAL AND INSTALLATION 1.

This section is to be used as a guide in removing and installing major components of the chassis, control system, drive system, etc.

Recommended procedures may need to be altered due to facilities and the availability of equipment such as fork lifts, floor jacks, etc.

During assembly, it is extremely important to note grade of hardness used for capscrews and bolts (Grade 2, 5 or 8) to ensure that during installation, the proper grade bolt is used at each location. : :, . . .

. .

.

g;

. _’

Q

‘._

During installation;‘torque values for general assembly of various components are . : .provided in Table. 1. Specific torque values, if required by component manufactui._ ers,’ may also- be’ found in Chapter%, Manufacturers’ Appendices. . ._ . ... ” :, . . ’ -1 ..

Chassis _. ] ‘. ‘: The following summarizes the.procedures for removal, inspection and installation of chassis components (see Figure 1).

A.

FrontBumper (lf.so e q u i p p e d ) WARNING:

. .

.

.,

THE FRONT BUMPER IS CONSTRUCTED OF 318 1tiCI-I STEEL PLATE AND IS TOO HEAVY TO SAFELY LIFT BY HAND. ALWAYS SUPPORT THE BUMPER WITH A CHAIN HOIST OR FORK LIFT BEFORE ATTEMPTING TO REMOVE THE ATTACHING HARDWARE. FAILURE TO ADEQUATELY SUPPORT THE BUMPER MAY RESULT IN PERSONNEL INJURY.

The front bumper is secured in to the chassis by 10 attaching bolts. It is recommended that the bumper be rigidly supported at each front corner prior to removing and installing the attaching.bolts; .. ..’ . . : Removal ” ‘. ” (1)

.

Remove the side bolts first followed by the center bolts and finally the bolts holding the two front corners. This sequence tends to relieve any stress which may be caused by the bolts binding during removal.

Lift the bumper from the unit.

April 1992

2-3 Page 1

,

Table 1 General Assembly Attaching Hardware Torque Values

TYPE 2

f3

TYPE s

I

KILT OR ,swo OJAHLTER

. -.

Q

l/4

3

5116.

6

iIS 7116 II2

a

TYPE

:

6

MAX.

‘9

10

13

12

24

27

27.

..iO

37'

43

47'

.4s

so

69'

j6

7s

iS

115 .

190

165

185

-3

5

.7

12

13

12.

13

19 ., :21

21

24

21

:24'.

2 3

: ‘?. . 13.

6‘

MIN..

.

I

I.

19

21

35

38

35

38

53

60

29

32

52

58

52

58

80

90

104

117

1_

14'

46'

70

'80

70

BO

11s

130

150

170

518

~ II. I i 57

63

98

110

98

110

160

180

210

230

220

zso

3f4

100

112

174

19s

174

19s

290

320

JSO

390

400

4srj

718

162

181

162

181

300

330

420

470

570

630

650

736

1

250

270

250

270

420

470

630

'110

850

950

970

1090

1 118

350

380

350

380

600

660

850.

950

1200

1350

1380

ISSO

1. 114

490

540

490

s.40

840

940

1200 1350

1700

1900

1940

2180

1

640

710

640

710

1100

1230

1570 1760

2300

2500

2600

2800

as0

'940

8Sd

,940

1470

1640

2000 2300

3000 3300

33w

3706

1330

I490

1330~ 1490

2350

.24so

3300

4700 5200

5300

moo

2000

3500 3900

io&

8&O. 9CMiO

9fl.6

318

1 .112 I

314

2000' 220Q'

April 1992

,;200

.3700

~SOQO ssoo

7800~

.‘

2-3 Page 2

.

7x wo U

April 1992

..

zii-

\

A

Chassis and Enclosure Components Figure1

2-3

(2)

Inspection Upon removal of the bumper, inspect all attaching bolts and nuts for stress and or thread damage. Lubricate all bolts being reused and replace any which are damaged.

(3)

Installation With the two front corners supported as in removal, loosely install the bolts on front corner, followed by the center and finally those on the side. Torque the bolts and nuts to the correct torque using Table 1 values.

: .’ .:.

NOTE:, .

After the four bolts on the front corners are snug, the . : tension’ on the supporting chain hoist/fork lift may; beeased to facilitate slight.adjustment of.the bumper position while ‘ i n s t a l l i n g the.remaining h a r d w a r e . “. ‘.

._ . Rem,ove ttie chain hoist/fork lift;

B.

.

.

.

Rear Bumper WARNING: THE.REAR BUMPER IS CCNSTRUCTED OF 3/k Ii&H STEEL PLATE AND IS TOO HEAVY TO SAFELYLIFT BY HAND. ALWAYS SUPPORT THE BUMPER WITH A CHAIN HOIST OR FORK LIFT BEFORE ATTEMPTING TO REMOVE THE ATTACHING HARDWARE. FAILURE TO ADEQUATELY SUPPORT THE BUMPER MAY RESULT IN PERSON.NEL I N J U R Y .

_.

The rear bumper is secured into the chassis by 1’2 attaching bolts.’ It is ‘recommended that the bumper be rigidly supported at each rear corner and the hitch prior to removing and.installing the attaching bolts, .. __ *. _-. ‘.

Removal (1) ,:. : Remove the side bolts first followed by the center bolts. This sequence tends to relieve any stress which may be caused by the bolts binding during removal.

Lift the bumper from the unit.

April 1992

2-3 Page 4

(2)

inspection Upon removal of the bumper, inspect all attaching bolts and nuts for stress and or thread damage. Lubricate all bolts being reused and replace any which are damaged.

(3)

Installation With the two rear corners and hitch supported as in removal, loosely install the bolts on sides, followed by the center. Torque the bolts and nuts to the correct torque,using Table 1 values.

NOTE:

$te.r the four bolts on each side are’sriug, the tension on : the supporting chain~hoist!fork lift .may be‘eased to facili: : tate slight adjustment ,of the bumper position while.~install: ‘. ‘ing the remaining hardware; ‘. .: ’ . . .. . . : ,’ .. : Remove the chain hoist/fork lift.“ ‘. “. . ’ .

_’ ‘.

.Gl

C.

Floor Board ‘. .The steel plate construction of the floorboard panel is light enough to.allow removal and installation without the aid of-additional lifting equipment.

(1)

Removal a.

Remove the two bolts on each side of the floor board panel.

b.

Lift the rear of the floor board panel up to expose the connections to the horn switch and the foot accelerator controller.

_'

C.

’

‘. de. _. e.

(2)

April 1992

Disconnect the two wires to the horn foot switch. t. .. Disconnect the wires to the foot accelerator controller.’ . . . ‘. .Lift the floorboard panel from it’s place and set aside.

Inspection Inspect the floorboard top and underneath sides for signs of deterioration. Clean, prime and paint as necessary should the condition of the panel warrant refinishing.

2-3 Page 5

Installation

(3)

.

::

a.

Place the floor board panel in place and tilt up from the rear to gain access to the horn foot switch and the foot accelerator controller.

b.

Connect the horn switch wires.

C.

Connect the foot accelerator controller wires.

d.

Carefully lower the panel into place lining up the side attaching bolt holes with those on the chassis side member.

. ,e.

:.: . .

. f.

..’

Lubricate and install. the f&r attaching. bolts sec$ng the : . panel in place, ,. ‘.. .Torque the JQur kactiing’ bolts using Table 1 ‘ialues. ,.

D.: Battery Compartment Cover .

:

The steel plate construction of the battery compartment cover/seat support. is light tieight’ixbtigh tti allow removal and installation.without the afd of ’ additional lifting equipment.. The seat need not be removed before removal: or installation of this cover.

Removal

(1) I

a.

With the cover in place over the battery compartment, remove the pin on the front df the cover.

b.

Pull the hinge rod out of the hinge haves.

.‘.

Lift the battery cpmpartm,e.ntcover/seat support from the unit. .._.

-’ . _. . . ‘.

c.

(2)

lnspe&n

a.

April 1992

.

.

Inspect and thoroughly clean the bottom side of the cover and the hinge haves. If evidence of battery acid corrosion is present, clean with an acceptable acid neutralizing agent taking all

2-3 Page 6

necessary precautions to prevent personnel injury due to acid splash causing burns, ingestion and/or eye irritation. b.

Prime and paint any surfaces which may have the original paint eaten away by acid contact.

C.

Lubricate the two halves of the hinge and the hinge rod.

Installation

(3)

a. .

‘,

Position the cover in place on the top of the battery compartment meshing the two halves of the hinge together. :

b . . -.lnstal! the’hinge rod. :

: .

..

C.

: Install the pin on the front lip’ofthe,cover. : . .

:

E.

.

.

z

Seat

‘.

.

‘.

_’

The seat is secured to the battery compartment cover with four capscrews which must be removed with the cover in the open position. t Removal

(1).

a.

b.

Lift the seat from the cover.

c.

(2)

April 1992

Open the battery compartment cover by removing the pin on the front lip of the cover and folding the cover to the rear supported by its hinge. .

Supp.ortingthe seat, remove the four capscrews holding the seat to the cover.

.lnspection

‘-..

a.

.’ . .

Inspect the seat for tears, loose hardware and sharp objects which may injure the operator during use.

b.

If the condition of the seat has deteriorated sufficiently, discard and replace with a new seat.

2-3 Page 7

--...

(3)

Installation a.

Position the battery compartment cover in the folded back position.

b.

Align the seat over the four capscrew holes in the battery compartment cover and insert the two seat front capscrews through the seat and battery compartment cover. Hand tighten the nuts with lock washers on the capscrews.

C.

Insert the two seat rear capscrews in place and tighten snugly by hand.

. . . d*

. . ‘.

e.

Torque the’four capscrews’to the appropriate value using Table 1. . .~ .’

-. ” . ‘. . ‘: Lower the. battery compartment covermto place and install the . pin on the front .lip to secure the- cover. .’ : .

.

3. Drive Control The following summarizes the procedures for removal, fnspection and installation of mounted drive control components. For more detailed specifications and spe- .‘ cial requirements, always refer to the manufacturers manuals in ‘addition to these procedures. In the event that these procedures and the manufacturer’s manuals differ, the manufacturers manuals always take precedence to ensure all warranty requirements are met.

WARNING:

‘. _.

.

BEFORE REMOVING OR INSTALLING ANY ELECTRICAL COMPONENT IN THE. DRIVE CONTROL SYSTEM, DISCONNECT THE BATTERY BY PULLING THE BATTERY CABLE QUICK DISCON- .

NECT LOCATED AT THE BACK OFTHE SEAT. FAILURE TO DO SO,MAY LEAD TO INJURY TO PERSONNEL DUE TO INADVERTENT UNIT, MOVEMENT.OR.ELECTRlCAL SHOCK, .., .’ . : .‘_ A. Curtis PMC Controller The PMC controller is fastened to a clean, flat metal heat sink surface with four capscrews. The case outline and the mounting hole dimensions are shown in Figure 2. The controller is’ mounted to provide easy access to the mounting capscrews and the adjustment screws.

.April1992

2-3 Page 8

. i.lx.75x.167

.' .. .

7.1. :

6 . 5

.

:

..

-

Pu6wN6

I 3.15 I

:

April 1992

Curtis PMC Controller Mounting Figure 2

Although not normally necessary, a thermal joint compound may be used to improve heat conduction from the case to the mounting surface.

The controller has been mounted to the forward wall of the electrical component compartment forward of the operator. The location was chosen to keep it as clean and dry as possible. Although the controller is sealed, contamination of the terminal area by conductive solutions such as battery acid, baking soda, etc. may result in faulty operation or a broken seal.

Removal

(1)

a. :

. ,

. ‘.

‘b. Disconnect the Keyswitch Input (KSI) wireon terminal 1. ... . . . . ,. .., ._

. .

‘.

.’

c. .’

..

.

.. :

d;-,

e. (

._.

2

..@.

April 1992

Disconnect the battery and motor cable lugs from the controller (A2, B+, B- and M-).

)

Disconnectthe twoacceierator input wires on terminals 2,and 3. :._ .’ .

‘-. . .

-,Remove the four captive capscrews holding the PMC controller in place on the mounting heat sink plate.

Remove the PMCcontroller’from the unit. ‘. .

‘_.

._

lnspectioh

a.

Inspect the PMC controller by observing the cleanliness of all terminals and the area around the adjustment screws.

b.

If any signs of corrosio.nare present anywhere on the controller or around the terminals or adjustment screws, clean lightly a wire brush until bright. The conservative use of contact cleaner inhibits the buildup of corrosion.

I n s t .a l l...,. ation

-:

,_;,,

-y

..

a.

Position’the controller in align,mentwith the mounting. holes on. the heat sink.

b.

Install the four mounting capscrews and tighten.

c.

Connect the battery and motor cables to the controller terminals marked A2, B+, B- and M-.

2-3 Page 10

__

B:

d.

Connect the foot accelerator wires on terminals 2 and 3.

e.

Connect the keyswitch (KSI) wire on terminal 1.

Foot Accelerator Controller Removal

(1)

WARNING:

t .

‘a.

; b. ..

e.

. Disconnect the three wires (4,7 and 8j from the accelerator: Remove the foot accelerator from the tractor.

Installation and Test a.

Jack the drive wheels clear of the floor.

b.

Connect the three wires (4,7 and 8) to the accelerator.

c . ‘d.

April 1992

Disconnect the battery by pulling the battery disconnect .I& -_ cated atthe rearof the seat: . . : . ._ : ‘.

R e m o v e the,floorboard f r o m . t: h e t r a c t o r . “.

Remove the four capscrews securing the floor accelerator to the frame member and lift out the accelerator:

c. d

(2)

BEFORE REMOVING OR INSTALLING THE FOOT ACCELERATOR, DISCONNECT THE BATTERY BY PULLING THE BATTERY CABLE QUICK DISCONNECT LOCATED AT THE BACK OF THE SEAT. FAILURE TO DO SO MAY LEAD TO INJURY TO PERSONNEL DUE TO INADVERTENT UNIT MOVEMENT OR SHOCK J ‘. : ‘.<.. .._..ELECTRICAL ._’ . ‘.

.’ Mount the accelerator to the frame member with the four moun~ing’cajj~~r&s. ” .: .‘. ” Connect the battery by inserting the battery disconnect into the disconnect receptacle at the rear of the seat.

e.

Check the emergency cut out switch in the OFF (out) position.

f.

Turn the main power switch on the operator’s console ON. 2-3 Page 11

‘.

Observe the main power light (green) light ON. Position the parking brake lever OFF. h.

Position the direction control switch in either FORWARD or REVERSE. CAUTION;

:. : :

” :

. .

*

4.

”

.

THE DRIVE WHEELS SHOULD NOT TURN AT THIS TIME. IF THE DRIVE WHEELS TURN AT THIS POINT IN THE PROCEDURE, VERIFY THAT THE WIRING CONNECTIONS AT THE FOOT ACCELERATOR ARE CORRECT. . . . : .DO NOT PROCEED WITH .THE’ INSTAL~TION I. TEST IF A MALFUNCTICN EXISTS. ‘TROUBLESHOOT THE DRIVE CONTROL SYSTEM .’ : AND, CORRECT ANY PROBLEM FOUND BE? ‘FORE PROCEEDING. .

i.

Depress the foot accelerator. The drive wheels should turn in the direction selected on the direction control switch.

J-

If this foot aocelerator operational test passes, turn OFF the main power switch and apply the parking brake.

k.

Install the floor board.

I.

Lower the tractor to the floor.

Service Brake System (See Figure 3) The following summarizes the procedures for removal, inspection and installation of mountedservice brake components. For.more detaited specifications and special requireinents, always refer to the manufacturers manuals in addition to these, procedures,. Inthe event that these procedures and the manufacturer’s manuals differ, the’manufacturer’s manuals always take precedence to ensure all warranty requirements are met.

April 1992

.:

2-3 Page 12

..

h

BRAKE LINE

\1) y LOCKWASHER

.

SPRING,

SPRING S P R I N G

.,

:

Y

A.

Brake Shoe Replacement CAUTION:

(1)

Disconnect the return spring from each shoe. An automotive type spring tool can be used.

(2)

Remove the retaining ring securing the shoes to the heel pin.

(3)

Remove the shoes from the backing plate.

(4) .. .’ .

6): (6)

_.

(7) (8) (9) 9.

CARE MUST BE TAKEN NOT TO DISTURB THE HYDRAULIC WHEEL CYLINDER.

Clean the backing plate, use emery clothto remove rust and burrs : from the heel pin. _’ ;.: Loosen.both adjustment. pins and the heel pin to facilitate tnstaltation : -. of the new.shoes: .’ . . . . ; : ._ Place the new shoes over the heel pin. .

NOTE: The etids of th.e shoes that fit over the heel pin are offset. . . .

Replace the retaining ring, be sure the upper ends of the shoes fit. into the wheel cylinder.

Install the drum.

Center and adjust the brake shoes.

Master Cylinder Service ‘:

WARNING: BRAKE PEDAL FADING MAY BE EXPERIENCED WITH NO .. . . . .LGSS OF FLUID;.DUE TO .DEFECTIVE .INTE.RNAL PARTS IN THE MASTER CYLINDER. ., .. _’ Master cylinder failures may usually be recognized by repeated loss of brake fluid or by brake pedal fading gradually while the brakes are applied.

Check the master cylinder and the immediate area for signs of leaking fluid.

If leakage is found on the end of the cylinder where brake lines are attached, check for loose or broken lines or loose brass “U” fitting. Repair as

April 1992

2-3 Page 14

necessary. If leakage is found on the opposite end, around the boot, it is necessary to replace or repair the master cylinder. If the pedal fades while the brakes are applied, and there is no leak in the lines or at the wheel cylinders, the master cylinder must be replaced or rebuilt.

Replacement

(1)

a.

Remove the fitting screw holding the brass fitting to the master cylinder.

NOTE:

b.

‘I

.

c: . .

d.

(2)

Brake lines need not be removed from the brass fitting.

.. Remove the two cylinder mounting.screws and remove the ‘cylinder by,pulling .away from the. master cylinder push rod. ‘. . ., Replace the master cylinder in’the reversemanner. - ” .. .

Fill the master cylinder with fluid ‘and bleed the brake: system : as described in.“Brake Line .Bleeding”above.

R e b u i l d i n g

.

:

a.

Remove the master cylinder from the vehicle as described above.

b.

Remove the filler cap and gasket and pour the fluid from the reservoir (dispose of the used fluid-do not reuse).

C.

Remove the boot from the cylinder.

d.

Remove the lock ring, washer, piston, primary cup, spring, valve and valve seat from the cylinder. ..

Clean the cylinder and filler cap thoroughly in .alcohol(donot.use gasoljne. orkerosene).

ti.

f.

.

Inspect the walls of the master cylinder barrel for rust or score marks; if necessary recondition the barrel by honing.

NOTE:

Brake cylinder hones are available from most automotive supply distributors. Hone only enough to clean up the wall.

2-3

April 1992

Page 15

C.

Clean the cylinder again with alcohol, dry with compressed air.

h.

Reassemble in reverse order of disassembly dipping all internal parts in brake fluid prior to assembly.

i.

Install the master cylinder in the vehicle as described above.

j.

Fill the cylinder with fluid and bleed the brake system as described above.

Wheel Cylinder Service Removal

(1)

*.

g-

,. . .

Disconnect ” the brake line.

a.. .

”

.’

:

b.

‘.

,’ ...

‘Disconnect the brake shoes. .

(,

Remove the wheel cylinder from the backing p:late. ._’ .

Servicing 1 a. Remove the boots.from the ends of the cylinder. _.

C.

.

(2)

(3)

b.

Push the pistons, rubber cups and spring from the cylinder.

C.

Wash the cylinder in alcohol.

d.

Examine the walls for rust or scoring and hone if necessary.

Assembly a. b.

(4)

April 1992

Dip the cups and pistons in brake fluid.

_.

tnsert the spring, rubber cups and pistons’into the cy1inde.r.

installation

”

a.

Mount the assembled cylinder on the backing plate.

b.

Connect the brake line and the brake shoes to the cylinder.

2-3 Page 16

”

/CI.

c.

D.

Bleed the brake system as described above.

Front Hub (See Fig. 4) WARNING: TO AVOID INJURY, USE JACK STANDS TO SUPPORT THE RAISED VEHICLE. DO NOT RELY ON HYDRAULIC OR MECHANICAL TO SAFELY SUPPORT THE TRACTOR WHILE WORK IS BEING PERFORMED.

(1)

Removal a.

Raise the front of the tractor off the floor.

b; . Remove the wheel retaining nuts.. : .: _’ c. ” .:Remove the wheel and tirefrom the hub.

: ._

.

d.

-c\ (i)

(3)

..

.,’

,

e.

Remove the nyl.ocknut from the end of the axle;

f.

,Pull the hub assembly from the axle.

Servicing a.

Replace the brake shoes, if necessary, as described above.

b.

Repack the wheel bearings.

C.

Inspea the assembly for signs of wear and cleanideburr as necessary.

Assembly ,a. b .

E.

. .

.

.

.

,- Remove,the-bearihg’cover.

.,

Install the serviced hub and drum assembly onto&e. axle.. ‘.

Install the bearing adjustment hut, tightenthe’nut until drag is felt, and then loosen until the wheel rolls freely.

Rear Hub and Drum (1)

Remove the axle nut.

2-3

April 1992

Page 17

‘I

f-J$”

cApscfw I

yE”

nmt

GEAR ’

HUl$ NUT

& WASHER * ‘--

WASHER / /[\I ,TIRE.

:

s

.’

.:

SPRltiG PIN WASHEkS

BEARING :

.’

‘.

HUf+ NUT

Install a knockout. Be sure the knockout is tight against the end of the axle to avoid damage to the threads.

(3)

Strike the knockout with a sharp blow from a heavy hammer to loosen the hub from the axle.

(4

Remove the hub and drum assembly from the axle.

(5)

Service the brake system components as previously described.

(6)

Reassemble in reverse order of disassembly. .

.

,:

:

i

.

April 1992

2-3 Page 19

REPAIR 1.

General The information in this section is generally applies to repair of systems or components which can be accomplished without removal from the tractor and repairs on components which must be removed from the unit before minor repairs (short of overhaul) are performed.

For repair/overhaul procedures to be used with major components, refer to Chapter 3, Overhaul/Major Repair and Chapter 5, Manufacturers’ Appendices.

Repair shall consist of replacement of damaged or defective parts. All mechanical parts which do. not meet the specified dimensional wear limits or tolerances must . be replaced. ,. ._

..

A.

‘ B .

. . ‘., Qn a periodic basis,, or.if hydraulic brake components malfunction; a careful observation and analysis of the oil used in the hydraulic system is necessary to avoid damage throughout the system. At the earliest signs of contamination, drain and flush the oil from the system and replace with speci. f i e d o i l . .

Hydra&

Oil

’

1. : ‘.

.

Hydraulic Systems Repair of the hydraulic service brake system components can be accomplished by using standard shop practices and precautions to avoid contamination. Examine each component for wear tolerances and evidence of scoring and replace the complete assembly or internal parts as required.

C.

:

April 1992

Electrical Components Electrical system repair.is normally considered to be a diagnosis of affected circuits and repair of wiring connections. Meters, .relays, contactors and switches are normally ‘considered to be unrepairable and .shouldbe re-’ placed if found defective.

2-4 Page 1

.

: ;.

D.

Mechanical Components Mechanical components such as bearings, seals, and bushings are considered to be unrepairable and must be replaced when found to be worn or damaged.

2.

Cylinders If brake master cylinder or wheel cylinder piston seals are defective, replace the cylinder or install a new seal kit. Cylinder repair, including replacing seals, should be performed only by an experienced hydraulic mechanic.

Drive Motor (See Fiaure 1)

3.

.A.

: . : c

Disassembly

.

. .

(lj (2)

.

Disconnect all wiring, remove’beltsand remove the motor from the tractor. ‘. :. ‘. ‘. .. : Smooth any rough,.areas on t’he.shaft. .‘_ ..

(3)

Remove.the brush cover, lift’the brush spring and~pullthe brushes away from the commutator. Position the end of the spring against the side of the brush to hold it away from the commutatar. :

(4

Place a mark across the joint between both endshields and’stator sheltto identify the exact relationship of these parts for reassembly.

(5)

Remove the two clamp screws at each end of the motor.

(6)

Remove the endshield, note the position of spacers and spring washers for later reassembly.

(7)

Remove the stator assembly. If necessary, the field coils can be removed by removing the terminal nuts and pole piece screws.

” (8) (9)

April 1992

Remove the armature;.

..

..

-.

When necessary, the commutator endshield can be disassembled to change brushes, brush holders, etc. Check for burned areas and loose parts.

2-4 Page 2

SPACER . .

_.

_..

Drive Motor (Exploded View) April 1992

2-4

6. Armature (1)

Deep, burned sections of the commutator bars indicate an open circuit in the armature winding. Presence of this problem can be confirmed by measuring the resistance across any two bars of the commutator with a bar span of l-1 0. If either this measurement or bar-to-bar resistance check, taken at least half way around the commutator in the area of the flat spot, do not meet the value shown in the specifications, the armature should not be used.

(2)

One or more armature conductors that are abnormally black or appear burned indicate a shorted armature winding. If such condition exists, clean the armature and check it with a growler. If a short circuit is not . cqnfi’rmed, $ieck resistance and apply’s high potential ‘test not exceeding ’ ,600 volts AC for. one (1) minute. If the armature does. not pass these tests ; R should not be used; . ”

.

(3)

: ( 4 )

.

A discolored appearance of theentire commutator or windings usually ‘indicates overloading of the tractor or motor; -An armature in this condition may bass checks for resistance, shorts and high potential but will have a shortened service live. .It s,hould be replaced.

Bubbled‘insu’lationand individual brush burn marks on the commutator indicate that the mot.or has been stalled with power applied. The motor overheats and components fail quickly.

Commutator bars should not be pitted, burned or grooved in the brush track. The surface can be refinished using the following procedure if the total diameter of 2.265 inches can be maintained;

April 1992

a.

Turn the armature in a lathe. Limit the depth of the cut on each pass to .005 inch or less. Repeat until the commutator is smooth.

b.

Before the final cut, the ‘mica insulation between the commutator bars must be undercut .032 inch. Clean ail mica slivers from the undercut. . .

C.

Dynamic balance the armature to within .0015 inch at amplitude 3000 RPM.

d.

Make the final finish cut on the commutator with a diamond tool to obtain a surface finish of 6 to 16 microinch.

2-4 Page 4

e.

Check the commutator for any out-of-round condition. It must not exceed .OOl inch total indicator reading for the entire diameter and with no more than .0002 inch bar-to-bar difference.

C. Field Windings (1)

Check the general appearance of the field coils. Burned or scorched insulation is a symptom of coils overheating caused by overloads or grounded or shorted circuits.

(2)

To check for a grounded field, connect the tester between terminal studs Sl and S2 to ground.

(3) To check for an open or.shorte.d winding; connect an ohmmeter between S2an Sl. _:. . . ‘.._ .

D. Bearings :_ ..’ ._

. :. . .

(1)

Turn each bearing by hand and.feet for binding;roughness.and excessive looseness or wobble.

(2) Replace bearings which indicate any of these conditions.-

:

(3)

Use a suitable bearing puller to remove the bearings.

(4) CAUTION:

DO NOT POUND THE BEARINGS IN WITH A HAMMER.

Press new bearings into place with an arbor that exerts pressure on the inner ring.

E.

Reassembly (1)

(2)

c April 1992

Set the commutator endshield on the bench with brush rigging facing up.

Push each brush back into.the brush holder far enough‘ to allow the corn-. mutator to pass through the brushes. Place the end of the brush spring against the side of the brush to hold it in this position. ; Set the armature with bearings installed, into place in the endshield.

2-4 Page 5

(3)

Move each brush in against the commutator. Be sure that the brushes seat against the commutator properly and that the ends of the springs are on the brush ends in line with the grooves in the brush holders. Be sure the brush wires will travel in the slot as the brush wears.

(4)

Place the stator over the armature and align the marks on the stator shell and endshield.

Position the spring, spacer and shim washers into the endshield using high temperature grease to hold them in place. Gently install the endshield over the shaft and end bearing. Align the marks on the endshield and stator shell. ..__ : (6) Be sure the.endshields are properly. in place and install, the clamp’ screws,. Be sure the armature t.urns freely. .,. : .

(7) Install the brush cover.. ‘.. _.

(5)

:

(8)

Make-a high potential test to assure proper .assembly(maximum .of.

600 volts AC for one minute).

If a running performance test is to’be.,made before installing the motor in the vehicle, be sure to not overspeed the motor.

(9)

CAUTION:

USE ONLY DIRECT CURRENT POWER TO RUN A PERFORMANCE TEST. THE MOTOR WILL OVERSPEED IF THE VOLTAGE IS APPLIED UNDER NO LOAD CONDITIONS. DO NOT APPLY VOLTAGE TO THE MOTOR UNLESS A TORQUE LOAD EQUIVALENT TO THE HORSE POWER AND SPEED AT WHICH THE TRACTOR IS RATED IS CONNECTED TO THE SHAFT.

4..

Direction Control Switch A.

_’

.

.

Removal (1)

Disconnect all wires from the switch, noting their location and coding if required. ‘.

April 1992

2-4 Page 6

.’ ’

.‘

B.

(2)

Remove the handle and four mounting screws.

(3)

Lift the switch from the vehicle.

Repair (1)

Remove the roll pin from the pivot shaft.

(2)

The moving contacts can now be removed from the switch. Clean and inspect all contacts.

(3)

Replace any contacts that are badly burned or worn.

(4)

Check for cracks.and worn mounting holes in .the . . mounting board. ‘_

(5) Apply alig,ht film of high temperature greaseto the contacts: . . . . . ‘.._ _’ : :.

:

(6) C .

,’ gd

.

Apply a light coat of grease to the pivot shaft and reassemble the@vitch.--.

A s s e m b l y (1) . Use anew roll pin when assembling the repaired switch. _- _‘.

(2) Apply a light grease to the cam during assembly.. : 1’

: D.

Installation (1)

Install the switch in the vehicle using the four mounting screws.

(2) Connect the wires.

(3) Check the wires placement against the electrical wiring diagram in Section 2-2.

(4)

Connect. the battery, and road test the vehicle.for proper operation in’ all positions of the switch.

NOTE:

Badly burned contacts in an otherwise functioning switch, on models which do not have an interlock solenoid, are an indication that the switch position is being changed while the foot pedal is depressed or that the foot switch is out of adjustment.

:

cd.

April 1992

2-4 Page 7

CHAPTER 3 OVERHAUL AND MAJOR REPAIR TABLE OF CONTENTS Chapterl Section OVERHAUL AND MAJOR REPAIR

ease

3-1

..

i.

General ._

.i

.t

April 1992

3-CONTENTS Page 1

OVERHAUL / MAJOR REPAIR

‘1.

General Information for the overhaul or major repair of major components used in the assembly of the Model TT Tow Tractor is found in Chapter 5, Manufacturers Appendices in more detail and accuracy than could be included here without excessive redundancy.

A listing of companion manuals included in Chapter 5 is found in the Chapter 5 Table of Contents.

,.’

‘_

Compliance.with recommended schedules for tubrication, inspection and maintei.. Y nance’.andfollowing proper driving.and operating. procedures will minimize down : : : ,. .:_ t i m e f o r m a j o r r e p a i r s . ., ,.

.

‘_.

Before attempting ‘the removal’of components, refer. to Chapter .2,1Section 3’for. : ,. . detailed steps to follow;. ..

_. .

.

April 1992

:

3-l Page1

.. ‘_ . .

CHAPTER 4 E ILL TABLE OF CONTENTS Figure 4-l

Introduction -, 1 . -‘. G e n e r a l 2.

.

.

: .’ How‘to Use.th,e lllustrated.Parts List _: A.

Fig&

Number.

.‘.

.

.

.. ‘.

1

f ” _’

B. Item Number C. Detailed Parts Lists :

Illustrated‘Parts Lisf

4-2

1.

Final Assembly

1

1

2.

Chassis and Enclosure

2

3

3.

Drive Motor

3

6

4.

Drive Motor Mounting

4

9

5.

Service and Parking Brake Systems

5

12

6.

Steering Assembly’

.&

15

7.

Drive

7

18’

a.

Electrical Components

a

23

9.

Foot Controller Assembly

9

26

April 1992

Axle

Assembiy

__

4-CONTENTS Page 1

INTRODUCTION 1. General The illustrated parts list is intended for use in provisioning, requisitioning, storing, and issuing replacement parts and in the identification of new and reclaimed parts. It contains all parts information for which maintenance coverage has been provided, or for which maintenance is economically feasible.

2. How to use the Illustrated Parts List A. Figure number- The figure number identifies the illustration with the part, or the next higher assembly of which the part is a subassembly, is shown. For example: ’ Figure9 may show t.he nozzle if.as a part’of the entire ‘assembly, and Figure 26 then showsthe .nozzle in an exploded view whereIhe poppet may be furtheridenti_. . . f&d. :.; . . ._ . _. .: ;. . .; . .

R. Item number-.The. item number on each exploded view is correlated to information provided in the detailed parts list. For example: Item 30 on figure 26 may be the poppet. Referring to the parts list for figure 26 it is possible to find additional information about the poppet for maintenance and supply purposes. .. . ..C1 “Detailed partslist- The detailed parts list‘provides.the’foltow/ng detailed informa: tion relative to parts shown in the illustration:.

:

.

(1) Figure and item numbers are given in the left hand (first) column to correlate the illustration to the listing.

(2) The original manufacturer’s part numbers are found in the second column.

(3) Nomenclature is shown in the third column. The identifying noun or word is given first, followed by the balance of the modifying words of the part description. .

(4) Effectivity is shown in the fourth column. In the event that some parts con-. . .tained.in the parts list are used on only some models of the equipment,.alpha codes are assigned to all the differently configured models and these codes appear in this column as applicable. When parts are common to all models of the equipment, no entry is made in the “EFF” column indicating the communality. The effectivity codes are defined in this section of the manual when applicable. :

April 1992

.._. --.-

4-l Page 1

(5) Unit Per Assy. are contained in the fifth column. This column may indicate a number, “AR”, or “REF”. A number in the column indicates the quantity of that part contained in each of the next higher assemblies. “AR” in the column indicates that no particular quantity of the part is specified, therefore the quantity is “As Required”. “REF” in the column indicates that the part has been included in a previous parts list and that parts list should be checked for quantity information. Usually, the figure number of the previous parts list is indicated in the “Nomenclature” column for ease of locating the part.

(6) -Item Not Illustrated is a footnote found at the bottom of each parts list page.

This note is included to remind the reader that any part which has a (-) in the Fig/Item No. column is not found on the accompanying illustration for some reason. . ._.

I,

.

:

.

, . . .

‘_

1.

. .

April 1992

4-1 Page 2

5

*9

3 Final Assembly April 1992

4-

FIG/ ITEM

NOMENCLATURE

PRIMARY PART NO.

EFF

1234567

TT-1001

TT-1002

m ?ER

4SSY E

FINAL ASSY, TOW TRACTOR MODEL TT 1001, 1600 LB DRAWBAR PULL, 48 VDC ELECTRIC DRIVEN

REF

FINAL ASSY, TOW TRACTOR MODEL TT 1001, 1600 LB DRAWBAR PULL, 36 VDC ELECTRIC DRIVEN

REF

CHASSIS AND ENCLOSURE,(SEE FIG 2 03.0-806

'_.

.

021-249

3

.

.._

.

.

1

MOTOR? TRACTION DRIVE, li,S.HP (SEE FIG< 3)' ..

.l :

MOUNTING ASSY, TRACTION MOTOR TO DIFFERENTIAL (SEE FIG.. 4)

1'

BRAKE SYSTEMS, SERVICE.AND .PARKING (SEE FIG.5). : :. -.

i

STEERING ASSY.(SEE FIG. 6)

1

DRIVE AXLE ASSY., (SEE FIG.7)

1

ELECTRICAL COMPONENTS (SEE FIG 1

8)

025-654

032-330.

-ITEM NOT ILLUSTRATED April 1992

FOOT CONTROLLER ASSY.(SEE 9)

i&H; &kc .(SEE’ F&. 2)

FIG. 1 1

7 Page 2

._.)

‘.

.

. .

.

v--x \\u

* . .-. \l ..

. . . . . . . . . . . . . . . . . . .

April 1992

Figure 2

Page 3

.

1 PRIMARY PART NO.

JNIT ?ER

NOMENCLATURE 1234567

4SSY

CHASSIS AND ENCLOSURE, STEEL PLATE,(SEE FIG 1)

: . .

.

1

1 785-592

BODY WELDMENT

1

2

782-327

BUMPER, REAR

1

3

119-09s

BUMPER, FRONT

1

4

119-272

COVQR, C,OMPARTMENT

‘... _:

1

5' 7.85-510 -.

F L O O R '..BOARD,'MIDDLE '.

6

116-538 '..

PLATE,

7

119-069

PANEL, .DOOR .ACCESS

1

8

119-087 . .

COVER AND SEAT SUPPORT, BATTER!

1

'9

116-227

ROD/HINGE

1

to

037-043

SEAT

1

I.1

782-326

MTG PLATE, HITCH

L2

032-330

HITCH

1

L3

782-303

RELEASE ASSY, HITCH

1

FLCiOR.

:

'1.

1 .'

: '

,. '1

,l

L4 Oil-.051,

BOLT, l/2-13 X l-1/2 LG I

15

012-220

LOCKWASHER

26

16

011-508

NUT, HEX, l/2-13

26

010-044

BOLT, l/2-13 X 2

8

- ITEM NOT ILLUSTRATED April 1992

4

Page 4

wz FIG/ ITEM

2

.

PRIMARY PART NO. ‘7

NOMENCLATURE

m

1234567

PER ASS’

18 011-131

SCREW, BUTTON HEAD l/4-20 X 3/a

11

19 012-202

LOCKWASHER, l/4

11

20 011-502

NUT, HEX, 5/16-18

21 010-161 .'

22 0.10-044

BOLT, 3/4-16 X 4

(C 1NT'D)

.

24 011-568

1 .

BOLT, HEX HEti, 112.X 2 .

23 11.9-331

8

._

PROTECTOR, ..

8'

.-

HEADLIGHT

NUT, HEX,. l/i-13'

. .

2.

8

.

-ITEM

NOT ILLUSTRATED

April 1992

-

l-2 Page 5 L

3.

CI.

April 1992

,

4

7

5.6 1.

I

8 1

Figure 3

. ?

I

I

.. ..: IO

.

7 PRIMARY PART NO.

i0 30-806

1 1 0 30-793

Jim

NOMENCJATURE 1234567

‘ER WY C

MOTOR, PROPULSION DRIVE

EF

BEARING, BALL 1

2 '030-794

SUPPORT, Y AND B 1

3 '030-795

4'

630-796.

STUD, W/NUT . .

;

5 : 030y79.7

2

'.

COVER;b$R~Ei

CONNECTOR,

END.,

:

.

;

'.

'1

'CROSS 1

6

030-798 '.

CONNECTOR, CROSS

7

030-799

ARMATURE

':

1.

1 8

030-800

FIELD, WOUND 1

9

030-801

COVER,

DRIVE

END 1

.O

030-802

BRACKET, BEARING, DRIVE END 1

.l 030-8b3

BEARING, BALL 1

.2

030-804

COVER, CARRIER END 1

-

-ITEM

NOT ILLUSTRATED

April 1992

4

Page 7

FIG/ ITEN

3

(C(

lm ‘i PRIMARY PART NO.

NOMENCLATURE

mi ?ER 4SSk

1234567

T'D)

1:

030-805

YOKE AND HOLDER ASSY, BRUSH

1

ld

030-807

BRUSH

4

l!

030-808

SPRING

8

1t _.

030-809

CONNECTOR

1

. . .

- ITEM NOT ILLUSTRATED April 1992

Page

a

0, c - h 0% e e \a &A,

O-==l

April 1992

Drive Motor Mounting Figure 4

4-2 Page 9

FIG/

ITEM

NOMENCLATURE

PRIMARY PART NO.

1234567

JNIT ?ER

4SSY E

MOUNTING ASSY, MOTOR TO DIFFER ENTIAL, (SEE FIG 1)

LEF

030-806

MOTOR, TRACTION (SEE FIG 1)

1

4

010-855

CAPSCREW, HEX HD

2

‘: w

1 1 6 - 6 3 5

PLATE, MTG

1

o&p220

LOCKWASHER .

1

4

.E

.

COUPLING SET, CW;SPIDE&dND .'kINd . . _. .'

0'23-327

2

.

1 . .

5P

0.23-032

HUB

1

51

023-033

SPIDER, W/RINGS

1

5(

023-331

f

010-052

CAPSCREW, SOCKET HD

6

1

011-553

NUT, HUGLOCK

1

t

012-283

LOCKWASHER

2

<-

010-089

CAPSCREW, HEX HD

4

l(

OlO'-144

CAPSCREW, HEX HD

2

13

785-521

HOUSING, -BELL

1

1;

024-503

NUT, LOCK

1

1:

012-279

LOCKWASHER

4

11

011-590

NUT

4

If

011-588

NUT

2

-.

-ITEM NOT ILLUSTRATED April 1992

HUB

.

.

1

4

Page 10

FIG/ mM E (CO

.

1 PRIMARY PART NO.

m

NOMENCLATURE

‘ER LSSY C

1234567

F'D)

16 010-145

CAPSCREW, HEX HD

17 117-448

RING, MTG

18 010-142

LOCKWASHER

19 012-220

CAPSCREW, HEX HD .

.. . .

-ITEM NOT ILLUSTRATED April 1992

Page 11

\ -/,

April 1992

\-

‘\

Service and Parking Brake Systems Figure 5

4-2

Page 12

h!i7@DE& uu umw UHACU@R

fl RRAiiR-~~ FIG/ ITEM

1234567

5

BRAKE SYSTEMS, SERVICE AND PARKING, (SEE FIG 1)

. .

UNIT EFF PER ASSY

NOMENCLATURE

PRIMARY PART NO.

.

1

785-403

2

300-015

4

REF

PEDAL, SERVICE BRAKE

1

CYLINDER,

MASTER

1

785-573

LINE ASSY, BRAKE

1

5

035-078

FITTING

1

.6

785-578

'8

023-539 :

..,

..

2

: LJNE A&Y, BRAI+

. .

tiOLT,HEXHD

.'.

..

.

'

'2

LOCKWASHER

2

10 023-553

CYLINDER, WHEEL

2

12

023-534

RETAINER

2

13

023-536

CAPSCREW

4

14

023-535

LOCKWASHER

4

15

023-541

SHOE, LEFT BRAKE

2

16

023-543

SPRING, RETURN

2

17

023-545

SPRING, HOLD DOWN

2

18

023-544

SPRING, RETURN

2

19 023-545

SPRING, HOLD DOti

2

20

023-543

SPRING RETURN

2

21

023-542

SHOE, BRAKE, COMMON LEFT AND RIGHT

2

9 023-538

-ITEM

NOT ILLUSTRATED

March 1992

-.

4, Page 13

FIG/ ITEM

w7I ‘7 PRIMARY PART NO.

023-540

NOMENCLATURE

EFF

1234567

EE ?ER 4SSE X

SHOE, RIGHT BRAKE

1

22 023-537

ADJUSTER

2

23 023-533

PLUG

4

24 020-054

TIRE

2

25 023-578

HANDLE ASSY, PARKING BRAKE

1

"26 8%615 27 090-073

PULLEY;.BRAiE CZiBLE '. . . .

CABLE) P&KING iF&i

..' .'

'.

'3

i.

28 117-427

ARM, PARKING BRAKE CABLE

1

29 118-309

CLAMP, PARKING BRAKE CABLE

2

30 090-073

CABLE, BRAKE

1

-ITEM

NOT ILLUSTRATED

March 1992

Page 14

April 1992

Steering Assembly Figure 6

4-2

Page 15

MY ITEM

PRIMARY PART NO.

i

UNIT EFF P E R ASSY

NOMENCLATURE 1234567

REF

STEERING ASSY,SEE FIG 1) 1 010-067

CAPSCREW, HEX HD

1

2 018-561

BEARING,

2

&

*CUP, THRUST

THRUST BEARING

*CONE, THRUST 3 012-222

LOCKWASHER

4 013-010

PIN; SPRING

1

BEARING

1 1

.<

3 t

5 103-819

PLATE;

RETAINING

6 111-075

WASHER'

2

7 116-530

ROD,

1

8 018-018

BUSHING

9 785-573

PLATE,

ARTICULATION

1

2 STEERING

1

10 116-531

AXLE

1

11 116-559

YOKE, STEERING

1

12 019-500

NIPPLE, GREASE

1

13 012-282

WASHER

6

14 020-042

TIRE

2

15 018-602

BEARING, HUB

4

16 116-617

HUB

2

17 014-016

SCREW, SET

1

-.-

A -ITEM

NOT ILLUSTRATED April 1992

Page 16

‘.

F.W

ITEM 6(cc

.

PRIMARY PART NO.

m

NOMENCLATURE

PER ASSY

1234567

IT’D)

1E 011-612

JAM NUT, NYLOCK

1:

090-061

CHAIN,

2c

023-031

SPROCKET

21

021-319

BOX, GEAR

22

023-330

JOINT, UNIVERSAL LOWER

2i

119-102

ROD, STEERING

24

018-500

BEARING

25

020-059

WHEEL,

2c

023-329

JOINT, UNIVERSAL UPPER

STEERING

.

-ITEM NOT ILLUSTRATED April 1992

.

.

STEERING

4

‘age 17

.

56

wil 1992

Drive Axle Assembly Figure 7

4-2 Page 18

:

FIG/ ITEM

c!

1234567

EFF E

JNIT ?ER 4SSY

021-249

DRIVE AXLE ASSY, (SEE FIG 1)

REF

1

011-508

NUT

24

2

012-220

WASHER

24

3

024-500

DRUM, BRAKE AND WHEEL

4

024-501

STUD

5

024-502 . . .

6

.:

NOMENCLATURE

PRIMARY PART NO.

qi4+o4

24 2

CAP '...

. .,. .,

2

. . . :

NUT . . ;.

.7

ok-505 '.

WJ+J&R."

8

024-506.

CONE,

9

024-507

CUP, BEARING '.

SEAL

2

11 024-509

PIN, COTTER

2

24

024-510

CAPSCREW

24

25

024-511

.LOCKWASHER

24

26

023-531

BRAKE ASSY,, L.H.

023~533

BRAKE ASSY, R.H.

.lO

.

27

024-508

..

"1

' 2

BEARING

28

024-512 . _.

024-513

29

024-514

CAP, BEARING

30

024-515

CONE, BEARING

2

.

2 :‘.

2.

‘GAStitiT,'SLkEVE GEAR,

INTERNATIONAL

c\ -ITEM NOT ILLUSTRATED April 1992

Page 19

PRIMARY PART NO.

,TNIT

NOMENCLATURE 1234567

EFF

?ER

C

4SSY C

lNT'D) 31 024-516

STUD

8

32 024-517

SPINDLE

2

33 024-518

HOUSING, AXLE SHAFT, L.H.

1

024-519

HOUSING, AXLE SHAFT, R.H.

1

WASHER

8

34 024-520 3 5 024-521; 42 024-522

-NUT'. . ':.

,'stiT,.

:.. .'

N&E

.

.

'8

: '.

.'.

.:

2

43 024-523 ;_ -

BEARING, BALL

2

44 024-524

COUPLING

2

45 .024-525

'NUT ..

16

46 024-526

LOCKWASHER

16

47 024-527

DOWEL, TAPERED

48 024-528

STUD

I6

49 0 2 4 - 5 2 9

GASKET

16

50 024-530

PLUG

8

1

..

51 024-531.

5'2

024-530

HOUSING,

AXL E ’

1

.'PLtiG

1

53 024-532

STUD

1

54 024-533

PLUG, VENT

1

55 .024-534

' N U T

2'

-ITEM NOT ILLUSTRATED April 1992

4,

Page 20

FIG/ [TEM

7

(C

JNIT ?ER

NOMENCLATURE

PRIMARY PART NO.

4SSY

1234567

NT'D)

56

024-535

CUP, BEARING

57

024-536

CONE, BEARING

60

024-537

CASE HALF, DIFFERENTIAL FLANGE

61

024-538

GEAR ASSY, BEVEL

6 2

. .

024-539

1

.gE~~’

-.

:

64

0 2 4 - 5 4 0 : '. '_ 024-541. I.

65

024-54'2

SPIDER, DIFF.

6E

024-543

PIkI&,

63 .

MASHER, THRUST " .: :' '.

GEAR; DIFF. SIDE. .

: _. .

.

1 4

DIFF'. :

67

024-544

WASHER,

THRUST

4

6E

024-545

CASE HALF, DIFF. PLAIN

1

6S

024-511

LOCKWASHER

8

024-547

CAPSCREW

8.

024-558

LOCKRING

1

REk.AItiER'-. ..

1

7c 71 711

024-559

t

711

024-560

R

7;

024-561

BEARING, BALL

1

721

0.24-562

RACE, PINION BEARING

1

-ITEM NOT ILLUSTRATED April 1992

I

V

E

T

2

4

Page 21

RAA!U..GIANI: L---w-

r :IG/

I

.TEM

PRIMARY PART NO.

JNIT

NOMENCLATURE

I

‘ER GSY Z

1234567

(CC VT'D) 73 024-548

GASKET

74 I 1 024-549

GAGE,

1 1

PINION

r OF ITEM 61 - MATCHED SET) BEARING ASSY

1

024-551

WASHER

1

7 8 024-552

GASKET

76 024-550

.

_, .:

‘.

.

3

.

.

: -783 02+53: 024-554

. . . '. : _, SEA&, '&3iiINER . . ._ SPACER

.2 .:' 1

80 024-511'

LOCKWASHER

6

81 024-510 .:

cAPscREw

6

82 024-557

SEAL

1

85 024-503

NUT, LOCK

1

8E

WASHER

9

87

cAPscREw

2

9c

CAPSCREW

7

010-143

0.25-563

PLUG,

105

024-‘564

'

106

024-565

PLUG

2

024-566

SHIM

1

024-567

SHIM

1

-ITEM

NOT ILLUSTRATED April 1992

P

MAGNETIC' L

U

' G

.'

i

: 91

2

1

Page 22

w* . . . .

.

-6 ‘.

”

.

..s ..

$2.

.

:

..

-.

‘8

KY’

. . - i \, y-y 1.. 0 .+D :’ 3 :..‘.

cu \

\

.. .

. .

: .

:

0 ,O

.

a .’ .

@b

“\

b.

I. Ei ‘; \,

!Y!\ l

b: \.

-

0

0 ‘Ed ’

cl3 . -

:

8

. .

- . * . . . . ;& <k

April 1992

Electrical Components Figure 8

kga

4-2 Page23

PRIMARY PART NO.

NOMENCLATURE

3FF

1234567 ELECTRICAL COMPONENTS (SEE FIG 1)

1

3

JNIT ‘ER iSSY C

EF

032-328

HEADLIGHT ASSY, 48V

1

032-335

LAMP, SEALED BEAM, 48V

1

010-037

CAPSCREW, 5/16-18 X 3/4

2

032-333

HORN, 48V

1

. 03231.i' . : il.97348, .

011'506

' N U T ,

6

025-893

CONTACTOR, 48V

6

025-859

CONTACTOR,

010-000

CAPSCREW,

026-490

CONTROLLER, PULSE MODULATED)

1

032-325

TAIL LIGHT ASSY

4

032-334

L=Q,

2

032-240

HOvRMETER/BATSERY

032-201..

INDICkTOR, GREEN

11

032-337

LAMP, MAIN POWER LT.

2

I

025-525

SWITCH, DIRECTIONAL, 3 POS.

1

I

'028-003

SWITCH, MAIN POWER

1

.

CI

1 1

-ITEM NOT ILLUSTRATED April 1992

1: 1 .

. l./4

2

H E X

1 36V

"

l/4-20 X 3/4

TAIL LIGHT DISCHARGE IN

MAIN POWER LT., .'.

1

6

1

1'

Page 24

PRIMARY PART NO.

FIG/ ITEM

(CO

NOMENCLATURE

r'D)

14 028-004

SWITCH, EMERG. CUTOUT

15 030-066

TERMINAL STRIP

16 026-204

FUSE,

16A

026-205

.

20 AMP

HOLDER, FUSE

17 0 2 5 - 6 3 1 : ,.

18 626-199' 18A

EFF

1234567

JMT 'ER 4SSY

026-198'

MICROSW.ITCH, _' .INTLK:.'

PARKING .,

BRAKE

:. .FySE,+) ii@, &lATN POWER ._

BLOCK,

FUSE.

1 1 1

19 025-654

ACCELERATOR ASSY, FOOT

1

20 Q25:691..

SWITCH, HORN, FOOT CONT,RQL

.l

21 032-406

CONNECTOR, BATTERY QUICK DISCONNECT, GREY

2

CAPSCREW, HEX SOCKET BUTTON HEAD, l/4-20 X 3/4

2

SCREW, MACHINE, ROUND HD, #lo-32 x 3/4

2

22

oli-131

23 011-093

-ITEM NOT ILLUSTRATED April 1992

1.'

,

4-2 Page 25

.

.. p

\-

Q2

April 1992

Figure 9

Page 26

FIG/ REP Z 3

JN-IT ‘ER iSSY C

NOMENCLATURE

PRIMARY PART NO.

1234567

025-654

FOOT CONTROLLER ASSY. (SEE FIG REF

8)

BASE SUBASSY.

1

COVER SUBASSY

1

ROD ASSY, PIVOT

1 1

GEAR, SPUR iStiRIN6, .’ .

-ITEM

NOT

April 1992

ILLUSTRATED

.

RETURN :.

'. .BRACKET

.

SUBASSY,

.'

".

.'...

:

.

i.

. "

1:

SCREW BRACKET, SECURING

3

LOCKWASHER

3

POTENTIOMETER, 5 k0hn-t

1

CLIP,

1

RETAINING

CORD SET

1

GEAR, PINION

1

SCREW, SET

1

BEARING,

1

NYLON

Page 27

CHAPTER 5 MANUFACTURER‘S

APPENDICES

TABLE OF CONTENTS .Chapter/ Section

: .. ..

I

_’

Potentiometer

5-1

Drive Axle

5-2

Curti’s PMC Made1 1209B/1221B Installation a n d Maintenanck M a n u a l ‘..

April 1992

.

:

5-3

i

_.

.

.

.

5-CONTENTS Page 1

POTENTIOMETER

‘.

.

f

.

._.

1.

‘.

.. .

.

.

AM? tNC, *MATE-rJ-LOCY’ 50CCYET HsG i?,/EJ l-k80349-0 WlTH 53CYET \NS’crZT P/N 61117 -4

LEADS 020 XWG,*BXDiN’ NPE (OR EQUAL) 6.5 l LONG

SURFACE

IP REV. LET. B

SCREW= DRWER SLOT-/’ ;OCSW ~,062 DP

POTENTIOMETER -J&a

p/N 3 5 2 1 0 1

C TYPE I COW WCl1v0 PLASTIC

ELECTRIci

SCHEtiATlC

(VIEWED FROM S:-IAFT END) RESOLUttOW : ESSENTIALLY \NFlNltE

i R&]$TA?JCE : ELEMENT (A’WW$55DO n&U% OVE2 ELCH ELK. ANGLE SYONN. CONDUCT\VE PATH [II)% IroOn;rt \07e 3.L1NEARITY: 2 rZ:/o INOEPEUDEtiT 4,PorJCR QATV4G; 2 WATTS Al 70’F, DERAT’ED TO ‘tkR0 AT 185’F 5. Dl~LEcTulc S’IRZNGTH, LEAD510 CASE: 2mA MA% LEAKAGE AT 750VAC,GOHZ 6. IUsuLAWN PEUSTAUCL,LECI~STO.CASE AT 500VDCPOTENTIA’m I lOOt-4~ MIN. 7. PRDT~cTIIJ~ DIoOE : 1.N ‘i7‘i I A 8. ROTb.TKNAL LIFE ? 3 w 106 PEVS. MIN 9. MEcHXN\t’+L -T-ATiON : COUTINUO~SNJ EITHER DIRECTION W. TOQQUE : i Ot-Id MAX Il.SHA)T THRUST LOAD CAPACITY (BOTH DIPECTIONS) ‘. qO,O LBS MU \‘L.EUV\QGNMENT4L RESISTANCE a TEM~EQAT~RE,AMBENT, OPSRATINGi42O.F + tQO°F

ATMo~?H,

April 1992

CDNTAMINATIOU;

AS ENCOUUTERED IN INDUSTRIAL AREAS

5-l Page 2

DRIVE AXLE

April 1992

5-2 Page 1

,’ /

,’

,/-‘\ ‘\

” ‘\

u ITEM NO. 1 2 3

(.

0./

4 5 6 7 8 9( 10 11 ‘.

24 25.

26 ?7 28 29 30 31.

32 33 34 35 42 43 44 45 46 47 .48: ., 49 50..

51 52 53 54 55 56

COMPONENT

ITEM NO.

COMPONENT

NUT 57 BEARING CONE WASHER 60 DIFFERENTIAL FLANGE BRAKE.DRUM AND CASE HALF BEVEL GEAR ASSEMBLY WHEEL 61 RIVET STUD 62 63 THRUST WASHER CAP 64 DIFFERENTIAL SIDE GEAR NUT DIFFERENTIAL SPIDER WASHER 65 DIFFERENTIAL PINION BEARING CONE 66 THRUST WASHER BEARING CUP 67 S E A L 68 DlFFEREtiTlAi P.imAIN : COTT-ER PIN CASE HAiF’. ; CAPSCREW ,69.

-~~CKWASHER : .LObWASHER ‘. 70 ... ;CAPSCRE’W LOCK RING .: BRAKE ASSEtiBL; 71. .’

7 1 A RETAINER SLEEVE GASKET INTERNATIONAL GEAR 718 RIVET BALL BEAR1N.G _, B EARIN G CAP 72 BEARiNG CONE: 73 .’ .GASKET . .

74 “.

PINION GAGE STUD’ ., (PART OF ITEM NO. 61 SPINDLE 75 MATCHED SET) AXLE SHAFT HOLiSlNG 76 BEARING ASSEMBLY WASHER 77A WASHER NUT GASKET AXLE SHAFT 78 BALL BEARING 78A SPACER 7 9 RETAINER SEAL CFUPLING LOCKWASHER N U T 80 81 CAPSCREW LOCKWASHER 8 2 SEAL. TAPERED DOWEL LOCK NUT STUD .: 85 W A S H E R .

GASKET 86 PLUG, 8 7 CAPSC.R.EW CAPSCREW AXLE HOUSING 90 91 MAGNETIC PLUG PLUG 105 PLUG STUD VENT PLUG 106 PLUG 110 SHIM NUT BEARING CUP

April 1992 .

Durst Drive Axle (Cont’d)

Page 3

CURTIS PMC MOTOR CONTROLLERS MODELS 12098/l 221 B INSTALLATION AND MAINTENANCE MANUAL

e,i April 1992

5-3 Page 1

_ . .

INSTALLATION

and

MAINTENANCE

M.ANLJAL .’ ._

” ..

.-

. ..- -

1209B11221B - -

MOTOR CONTROLLERS

CONTENTS OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii 1.0

1

FEATURES ........... .................................................................................

1 .I

Smooth srepless

1

operation .............................................................

I

I .2

Current multiplication ..................................................................

1.3 Acceleration ramping ....................................................................

1.4 Current limitinea ............................................................................

I .5 Plug braking ............................. .....................................................

I .7

Under-voltage protection.. ..............................................................

Overvoltage protection ..................................................................

1.8

Thermal protection ......................................................................

I .6

1

1 2 2 2 .2

Accelerator pot fault protection (runaway protection) .................. .3 .3 I. 10 Weather protection ...................................................................... ..................................

3 . .I, 1 I. High pedal disable (HPD) - OPTIONd.. . . ..... :. . . . . .

I.9

2.0

INSTRUCTIONS ...... . ...... ....... ........... .: ................... 4.

Mountiqthe control&. ........ L.; ..:. ....... ;.;. ...... ..................... ..a ....-4 Contactors and.switthes ...................... . ....... :. .......... i.. ....... .I ........ ::5,

INS~ALL;PiTiON

.2:1 2.2

*

. . .

Selecting the contactors ....................... :. ..... .... . ................. .5 Mounring the contactors ............................... .I .................. 6 6 Potbox ..........................................................................................

2.2. I 2.2.2

2.3

Sef‘ecting the potbox ........ :.-. ........ . .......... :. ......... .: . ..>. ........ .6 ;A.. ...... ‘6 2.3.2 Mounting the potbox ............................................. .8 B a s i c 3wirinm ....... ............................................................................. .8 Wiring: keyswitch input (KSI) .....................................................

2.3.1

2.4 2.5 2.6

.?*O

.9 9

2.7

Wiring: accelerator potentiometer ...............................................

2.7.1 Stan’dard pocbox wiring ......... T .*...:. ...... . ...........................

2.7.2 Pots for nvist grip accelerators.. ........................................

2.7.3 Reduced speed operation .................................................

-10 10 11 12

2.8

Installation chec.kout

...................... . ..............................................

12

,LlAINTENXNCE AND ADJUSTMENT.. ............... . C .......................

1.4

;: ......................... 2.. ..... .....................................

Adjusrnicnt ofcontrollcr porcntiomctcrs 3.2 3. j Potbos m;rinrcnuncc ....................................................................

3 . 4 Porbox adiusrment ......................................................................

14

3. 1

Instaf/at/an & Operation Manual

9

Wiring: forward/reverse.. ...............................................................

2.6.1 Plug braking (basic FIR wiring) ........................................

2.6.2 Freewheeling (inhibiting plug braking) ..............................

Controller maintenance ............................

14 15 15

...

III

. .

4.0

TROUBLESHOOTING 4.1

A N D BENCH-TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . 16 16

Symproms and cures ...................................................................

4.1.1 Noise.. .............................................................................

16

4.1.2

Inability of vchiclc to plug brake to a stop

4.1.3

on a steep ramp ................................................................

Sluggish vehicle behavior .................................................

16 16

Hot controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 ...

In-vehicle diagnostic tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

4.1.4 4.2

4.2.1

Check for power to the controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .._....19

4.2.2

Check for contactor operation and ... keyswitch input (KSI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

4.2.3

Check potbox circuitry . . . . . . . . . . . . . . . . . . . . . . . . . . .._....................... 20

4.2.4

Check for controller output . . . . . . . . . . . . . . . . . . . .._....................... 21

23 Bench testino3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..f....... ...

4.3-l Equipment needed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

4.3 ‘..

.

4.3.2.

.

.

Bench test procedure . . . . . . . . . . 1.1, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . *; . . . . ;24 . . .’_.’ .: .. .: ‘. : ‘. . .

S@XIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;; . . . . . . . . . . . . . . . . . . i . . . . :.:A-1 . . :

:

APPE~D~xX

: Al’PEiDIX

\, L

FUNCTIONAL

B

AI’l’EtiDiX C

.

..

D E S C R I P T I O N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1

PULSE WDTI-I MODULATION (I?%)

. . . . . . . . . . . . . L.....c-i .

CURTIS PMC ‘SERVICE POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Dij

APPENDIX D

iv

Curh:PMC

‘,

1~09B/1’71B

.’

.

.

FIGURES

\ i!

FIGURE 1:

Curtis PMC Model 12098 Electronic Motor Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii

FIGURE 2:

Control system hardware for Curtis PMC 1209B1122IB applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .._...._.. 4

FIGURE 3:

Basic wiring for Curtis PMC 1209B/ 122 I B applications . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

FIGURE 4:

Alternate F/R wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

,FIGURE :

_

5:

‘. fIGURE 6:

. :. Standard Q-5K ohm accelerator pot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 .’ . . . .BGdirectional t w i s t grip w i t h lOK.ohm ., . . center-‘tapped, 4-terminal potentiometer ..; . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11. ‘_

FIGURE 7:

..

Bi-directional twist grip With 20K ohm pot a n d nonsrandard (5K-0 ohm) accelerator inpur . . . . . . . . . . . . . . . . . . . . 11

:

Jnstallatlon

& Omrotlon

.

Manual

FIGURE 8:

Reduced speed operation, 0-5Kohm pot . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. 2.

FIGURE 9:

Controller adjustment pot locations .....................................

14

FIGURE 10:

Guide to troubleshooting procedures ....................................

ia

FIGURE 11:

Setup for bench testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

V

. . . (‘.

OVERVIEW

This Installation and Maintenance Manual for Curtis PMC 1209B and 1221B controllers provides

n

descriptions of key features (Section I),

n instructions for insc3llation (Section 2), N

suggestions for maintenance (Sertion

H

a troubleshooting guide (Section 4).

3), and

The electrical connections for the controllers are shown in Figure I below, and their electrical specifications are summarized in Table 1 on the next page.

The manual also includes detailed specifications for the controllers and for. various Curtis PMC potboxes and footpedals (Appendix A), a funcrional description of the controllers (Appendix B), .an explanation ?,f pulse width modulation . ..: e companyservice policy.(A~peridkD). . .

(Apptidix C), and th -_ -- . . . . .

B+‘(posikve b a t t e r y ) -B- (negative batterl) -’

L

Accelerator in@

A2

(motor armature)

M- (motor field)

’ \ b hStcJl/orrOn clc Operation Mx-u3

vii

.

OMRVIEW

TABLE 1: ELECTRICAL SPECIFICATIONS, 12098/l 221 B CONTROLLERS RATING BATTERY VOLTAGE (volts)

1209B-46##

CURRENT LIMIT (amps)

VOLTAGE D R O P @ IOOA

I

UNDERVOLTAGE CUTBACK

5 MJN

(amps)

1 HOUR

(amps)

500

225

< .I5

16

200

< .30

21

2 MIN

(amps1

(volts)

(volts)

-jj#t:

24-36 36-a

500 450

450

350 300

-61##

48-72

175

175

125

75

< .70

30

-62#3:

48-72

275

275

200

125

< .45

30

-64w

48-72

400

400

275

175

< .30

30

-72##

72-120

275

275

175

100

< .70

45

25b

< .lO

.16

?25

<

‘.

I

:

,’

122@-48##

_. .__ 24-36

-j7##

.

.

56-48.

48-72

-6W -74w

600

600

,550

550

500 500 ” .

400 400

72-120

.425 ‘.

375

‘200,.,

i .25

250

1 5 0

< JO

‘350 .

.: ‘:

.’

.25

q:1

‘. ‘.30 . . ., ; $7.. . .

1209B-6&M

48-80. ;

450

.450

300

200

c.25

‘30

1221B-6A7X#

4.8-80

550

5>0 ’

375

225

c .20

30

Operating

frequency

15 kHz

KSI inputievel

from 8 V to 1.5

Standby

less than 20 mA

current

Standard throttle input

x

maimurn battery voltage

0 G 5000 ohms, +-1 O(?h (others available) . . ..:

. . .

‘.

.:

VIII

CurtcPMC

1’209B/l211t!

section 1

FEATURES Curtis PMC I2OYB and 1221 B controlkrs nctend the power ranges oftbe earlier I204 and 1205 Series control/em

See Appendix B for a firnctional

description of the

controllers.

1.1 Smooth stepless operation

Like all Curtis PMC 1200 Series controllers, the 1209B and 1221 B models allow superior operator control of the vehicle’s drive motor speed. The amount ofcurrent delivered to the motor is set by varying the “on” time (dury cycle) of the controller’s power MOSFET transistors. This technique - pulse width modulation (PWM) permits silent, srepless operation. PWM is described in Appendix C.

The controller a&. l.ike a dc transformer, taking in !ow current and high voltage

: i‘j

1.3 Acceleration tion ramp setring derermines how quickly the controller outpur increases. The standard setting is such that with the accelerator applied full on, the controller requires approximately one second to reach full output. This feature contributes to ‘smooch, gentle srarrs. See Section 3.2 for adjustment of the acceleration ramp s e c c i n g .

Curtis PMC controllers limit rhe motor current co a preset maximum. This

rion. stress on the motor :md but&s

is rcduccd

and rhrir cfficicncy

and service

life :tre improd. Sirnildy. rhcrc is less wc’;1r;md rc’;Ir OII rlic vchick drivcrr3in, as

i \ CJ

well 3s on rhc yourd on which rhc vchiclc ricks (an impormnr considerarion with golfcourscs ad ccnnis courts, ior example).

The maximum motor current can be factory-set

c ./ /

standard maximum, if requcstcd.

to a iowcr value

rhan the

For fur&r flcsibility. the current limit setting is

licld adjust3blc (see S&on 3.2).

1.5 Plug braking

The vehicle can be braked electrically by selcccing F/R swirch

the opposirc direction wirh the

without releasing the accclcrator. When the moror is reversed, rhe

armature acts as a generator; the conrroller regulates the current in the motor field winding co give an appropriate level of plug braking torque. The vehicle brakes smoothly to a stop, then accelerates in the other direction. The maximum plugging current is facrory set to customer requirements and is also field adjustable (see Section 3.2). Two types of plug braking are available: the fixed-plug option provides one fixed level of plug brakin g current, and the variable-plug option provides plug braking current corresponding to the position of the accelerator. !f plug braking is not desired, the vehicle can be wired so that moving the F/R swiich through neutral causes the vehicle to Geewheeias long? the ac&le+or is applied. If the accelqrator is released and rea’pplicd,

$0 inhibii plug br ak mg.in this way, your contrc4ler must-hive the.d$onal feattire (Fearure.119; see Secrion 2.6.2 for wiring. . . : A 1 k& t&e mai be heard during plug’brakin$: 1.6 Undervoltage protection ‘.

&‘D

,‘_

The control circuitry requires a minimum battery voltage to function properly. The controller is iherefore designed so its output ‘is gradually reduced if’the battery. voltage

falls below a certain level; ihe cutback voltages for the various

listed in Table

models are

1 (page viii). Reducing the output to the motor allows the.bartery

voltage to recover, and an equilibrium is established in which the battery supplies as much currenr as it can without falling below the cutback voltage.

1.7 Overvoltage protection

Similarly, the controller has a means 6f preventing operation when battery voltages are too I&& for proper funitioning. Excess voltage can occur from an unregulated batrev charger or from improper or faulty wiring.

1.8 Thermal protection

Because of &e,ir .efi&ncy and thermal .desigh. Curtis l’h4c controllers should . barel!; ger warm in normal, opcmtion. Qferhenring can occur.. howe\ler.’ if.the controller is undcrsiied ftir its npplicatioti or otherwise overloaded. If the internal temprrarurr of rhr controller rsceeds steadily unril ir is rcduccd

75°C (I GI”F), rhc current limit decreases

to zero :I[ 35°C (203’1’). Ar chc rcduccd

pcrformancc

level, rhc vchiclc c;ln hc nl;lncuvcred our of‘ rhc wny and parked. The conrrollrr shifts

frcqucncy during ovcrTc’mpcr:l[urc

from irs normal IS kI-lz m

providing :II~ ;nldihlc Ionc ;Ilcrrin,0 rhc upc’r:l[or

2

.

pltig braking will then occur.

1 kHz.

10 rhe 0vcrtcmpcrXurc.

Curfrs PMC 12G98/ 122 1 I3

2

..

Full

current limit and performance return automatically after the controller

a mismatch. If thermal cutback occurs often in normal vehicle operation, the controller is probably undersized for the application and a higher current model should be used.

The controller is similarly protected from undertemperature. Should its internal temperature fall below -25°C the current limit will be approximarelyl/3 maximum.

the

Once the controller warms above -25OC, full current limit and perfor-

mance return automatically.

1.9 Accelerafor pof faulf protection (RUNAWAY

PROTECTION)

To prevent uncontrolled operation, these controllers shut off the motor in the event of an open circuir fault in the accelerator potentiometer or its wiring. The standard configuration is a rwo-wire pot ranging from 0 ohms for full off to

5000

.

ohms for full on; if the controller detects an abnormally high accelerator

.

1 .l 1 High pedal d i s a b l e (HPD) NOTE. CONTROLLERS ARE AVAILABLE WITH / W/T/-/OUT HPD

controller must receive an input to KS1 before receiving an accelerator input. By preventing the vehicle from being turned on with the accelerator applied, HPD ensures the vehicle starts smoothly. HPD also protects against sudden starts if

.

/nsfo//aflon & Operoflon

Monuof

-_-~___.

INSTALLATION INSTRUCTIONS Curtis PMC 12OYB and I22lB controllers arc desigucd for USC in a wide range of applications, and accordingly can be installed in a variety of ways to best needs. This installation section jrst describes the individlral picccs

meet

customer

of control system

hardware (contactors, switches, pots, etc.) and bow to mora!t them, and then describes bow to wire them together.

FORWARD/REVERSE SWITCH 12 P n T r,nt*r rm

I

PRECHARGERESSTCw3 12.50u.5w~

:

1.1

1/+

1;

,: . .:: .

.. I

. : FiR,CkANGEOVER

WACTOR

,I MAIN COtdlACTOR (Albrlgnt SW180 show-l)

/

-

c

2: Cottrroi ytem hardLar~ for &ti~~PMC~iiQYB applications.

I$GL;HE

2.1 Mounting the controller

._

and i22I B

The controller should be fastened to a clean, flat metal surface with four screws. The cnsc

ourline

rind nwuncing

hole dimensions are shown in the specificarions

adjusrmWr screws.

Curti: PMC 12098/12218

Although not normally necessary, a thermal joint compound may be used to improve hear conduction from the case co the mounting surface.

The controller may be oriented in any position, but the location should be carefully chosen to keep it as clean and dry as possible. Although the controller

is sealed, contamination of the terminal area by conductive solutions such as battery acid, baking soda, fertilizer, etc., may result in faulty operation or a broken seal. If aclean mounting location cannot be found, a cover must be used to deflect dirt and water splash.

2.2 Contactors and switches 2.2.1 Selecting the contactors and switches

Main confactor

Most applications use a main contactor in series wirh the battery positive (B+) cable to disconnect all power when the system is turned off (see Figure 2). We ricomtiend ,using . ‘a heavy-duty contactor with silver-cadmium-oxide contacts .

(such. as an Albright SWl8O.or SW2OQ, shown in Fig& 2 and available from C~tis). A precharge,resistor

is not required, but will extend.tontact life. A coil :. suppression diode (such as a Curtis PMC P/N Ml?: 1) shoujd be.ussqd to Rrorect the ’ ‘. ” conracts’of the swirch(es) operating th.e conractor.

The rapid chaiging of the controlier’s internal filter capacitors causes a high inrush current to flow briefly when the contactor closes. To esrend contact life, a prechtige resistor. (such as the 250 ohm, 5 watt Curtis RMC P/N MP:2) can be used. If an ineipensive “can” type con&or is used, the resistor is mandatory to prevent contact welding.

F/R contactors and switches The F/R contactor

coils must match the vehicle’s battery voltage.

Use of two single-pole, double-throw (PDT) cornactors, also known as “Form 2” and “6 terminal”, is recommended. Although inexpensive “can” type solenoids can be used, their ratings are typically nor sufficient for long life, and changeover concxtor sets (such as the Albright SW102 and SW303, shown in‘ Figure 2 and available from Curtis) are therefore recommended. A coil suppression I

diode should be used on-each oE.the F/R contactors.

The F/R contacror coils can be opcctred by any type of single-pole, double. . _.

throw. ccnrcr-otY switch cap:lble of swirching the coil currcnc. swicchcs

arc gcncr:llly used. If your controller has HPD ;md you pl:m co wire it for

freewheeling, you should swicch”-

Tog$ or iocker

USC

:I DPDT (Joublc p ( ,I c, double rhrow) “hesitation

a s.pccial toggk switch with

I

mcchunism chat forces

ir to srop in the

ccnrcr (ncurrsl) posirion bcforc going into the opposite direcrion. If a standard

lnsto//ofion

& Operofron

Manual

5

switch is moved quickly from one direction to the orhcr. it may nor hc in neutral longcnough to ac~~atc HPD. and the motor will plugbrakc insrcad offrccwhccling.

To actuxc HPD, the switch musr bc in neutral for scvcral milliseconds.

The vehicle should have a masrcr on/off switch ro turn rhc system off when not in use: a keyswitch is typically used for rhis purpose.

Various other safe? and convenience interlocks may also be used to prevent 0 terrain conditions. For example, a battery charger incermotor operarion durin, lock can be used to prevent operation during charging. Similarly, a seat switch can be used to turn the vehicle offwhen the operator gets up from the driver’s seat. The contacts of these switches

should be rared for the coil currents of the contactors they

operate. .‘.

.:.: .

Pokzri& pmtectitm~&d~ 1.

.

‘.

For polarity protection, a. polarity protection diode should .be added. It musr . be . . ._ sized abpropriatily to handle contactor currents and tither vehicle needs. . . .

2.2.2 Mounting the. contactors

The contaqors should be maunted in a clean, dry iocatitin. If such a lqcaiion is unavailable, a cover should be used to deflect dirt and water splash.

The precharge resistor conrlecred to the main conractoc, and +e coil suppression diodes connected to. the m&n and, F/R contactors, are .sometih& delicate components. Care should be &en to prevent damage to them during installation.

2.3 Potbox 2.3.1 Selecting the potbox

The standard controller accelerator input is O-5000 ohms. Curtis PMC potboxes are designed to match this input; see Appendix A for specifications of the various Curtis PMC potboxes

available.‘Some have a builr-in microswicch. eliminating the

need foithe usei to insrall a &pa&e pedal-actuated microswitch. Curtis PMC offers a self-conrained foocpedal

also

unit that eliminares the need for wiring a pedal-

potbox l i n k a g e . &y porbon

rhat prqvi,des.a’nominal 0:jOOO &A . . ourpur. (cor&ller outp& ar =300 oh&. full ourpuc is 24300 ohms) wijl work ‘\vith the &and&d i.3 eglns ‘* accelcracor inpur. Fbr o&er rypcts, concac~ 2.3.2 Mounting the potbox

represcntarivr.

If a Curtis I’h4C porbox is used. ir mus[ bc mounted so as to allow connccrion between the porhos

Icvcr arm and rhc vchiclc

mounringdimcl~sions arc.shown Icvcr arm provides

6

your service

accelcmror linka~c. The potbos

in rhc polhos spccilications

(SW Appcndis A). The

a s&s of’ h&s so th;it rhc accclsra.ror

pcd;~l “rhrow” can be

Curlt: PMC 1209B/ 122 16

an uncontrollable full-on accrleraror input (which could happen ifthere was asingle spring, and it broke). Ifthescli-conmined

pocboxspringis insufficient co return the

pedal by itself. rwo additional pedal return springs must be used.

It is also required that the accelerator pedal hit a mechanical stop at its full-on position just before (I/32” - I/ 16”) the potbox lever hits its own full-on stop. This will prevent a bent porbox lever arm if undue force is put on the pedal. As with rhe controller, protection of the pocbos from water and dirt will help avoid problems of corrosion and electrical leakage.

Once mounted, the operation of the pot may be tested by measuring the resistance berween the rwo wires with an ohmmeter. With the pedal not applied, the resistance should be less than 50 ohms. As the pedal is applied, the resistance should rise smoothly until it reaches a value between 4500 and 5500 ohms. Values

._ ‘. ‘.

. .

.

.., .

.

2.4 Basic wiring

The cables used for rhe bactery

and motor connccrions musr be heavy enough ro

carry the high current required. Rubber insulated welding cable is convenienr

CO

work with because of irs Hcxibiliry. Connections to the controller bus bars should be made with lugssuitablc for rhecable used,‘fnstened

by 5/l 6” (M8) bolts and nuts.

These controllers have copper busses and require no joint compound.

The motor and battery cables must be connected carefully to avoid bending the bus bars. Two opposing wrenches should be used when tightening the bolts. Bent bus bars mighr lacer allow moisrure ro leak into the contrbller.

To protect the control circuitry from accidental shorts, a small fuse (typically 10 amps) connected in series with the B+ feed to rhe control krcuitry wiring is recommended.

KEYSWITCH

INTERLOCKS

w . . .

..: JQ < n==fffJ

.,‘fj:.f$

POTEOX ~

1;

TR

l-s152 I

I

t

,

”

1.

I

I

I

,fj[

I-

I

I

1

! _

-

-.

.-

-~--

.

--

-

.

.

. . .

FIGURE 3: Basic wiringftir Curtis PMC 12038 rind 1371B opplicnt~om: this is the rcconmendcd wiring for plug brnkiq roitll HPD cotltrolh. : .

.

Figure 3 is a schcmacic

of chr configuracioh

shown in Fig&e 2. Wired this \~a!‘, rhe

vehicle will plug brake if the dirccrion is changed wirh rhe.~ehicic’mo~i,r~‘;Ind the accclemror applied.

2.5 Wiring: keyswitch input (KS0

The lxyswirch inpur (KSI) circuit includes

input from the keyswitch and from the

various interlocks. The: controller KS1 is used IO cum rhc concrollrr on and off. KS1 is rurned on by cannecring ir ro battery B+. Any positive voltage grearer rhnn about

8

Cum PMC 1?090/12210

‘.

8 volts will turn on the controller, but usually the full vehicle battery voltage is used.

c,

KS1 draws only a very small current (3 few mA).

Kpyswirch In its simplest form, KS1 is operated by a keyswicch that turns the vehicle off and prevents unauthorized use. The keyswitch should also turn off the main concactor and the direction contactors. This will act as a safety feature by removing power from the motor control system when the keyswicch is turned off.

Inreriucks Interlock (seat switches, battery charger interlocks, etc.) should be wired in series so that they turn off the controller KS1 and the concactors.

2.6 Wiring: forward/ reverse* _.. ‘_’ . :

.

:

.

The F/R wiring schemes described in this section assume the standard m lines in Figure 3. Some vehicles, especially those

wiring shown by the heavy pr$ously

using +der,;+sGr-&pe

r&her than,the tieldwiidi&$’

cofitrolle&, may reverse

..

the motor armature

B.e care%1 if you. *e,replacing this-type

of control&r.

.

Wbeli using the thitis PMC ctintroller it is essenthl *at the field. bC reversed and tit the armature be ~orinected~d&&tly

to t&e .c&troller’p

ES+, Ad k?

terminals, becyuse the plug djode inside iS conneqed to these terminals.

2.6.1 Plug braking

The F/Red wiring shown by the light lines in Figure 3 provides plug braking.

@A&C F/R WIRING)

The F/R switch should be in the positive. feed to the conracror coils, so ,&ar they can be turned off by the keyswitch, interlocks, and pedal’microswirch. The coil of one conracror or the other is energized to select the direction desired. The’ concacror

coils should have suppression diodes connected across them to improve

the switch contact life.

Ifyour controller does not have HE’D, we recommend char you use the wiring shown in Figure 4 and described below, instead; this &ernace wiring will provide . arcless 2.6.2

Freewheeling (I&BITING P L U G EPAKlNGl

If your controller has HPD, this feature can be used to inhibit plug braking by briefly turning oEchr controller’s KS1 tihen chc F/l? swic&goes through neutral.

An’ochcr

i..

concxcor operation.

.scc of con~xts is added on rhc. F/R swVjcch, is shown in FiguL’4: The

FIR swirch musr thcref& setup:

lnsfaffation & Operation fVanual

;1 “hcsitacion

be.3 d&ble-ptilc. double-throw, cenrei-off type for this

switch” is rccommcndcd.

..

F IGURE 4 : Alternate F/R wiring, which provides arcless contactor switching; wired this wgy with an HpD control&r the vehicle wilfieewbeel,

.

‘_.

.

‘.

2.7 Wiiing: ckcekrator potentiometer 2.7.1 Standard potbox wiring

and with a nqn-HPD controller the vchi~k willplug brake. .. . : ._ ‘. ‘_ : .

._

If the accelerator input to the controller is from a Curtis PMC potbox, the wiring is simple:. just. connect the two wires of the potbox cable to the two push-on’ : terminals of the controller, as shown in Figure 3. It doesn’t matter whic.h wire goes on which terminal. The wires can be extended as required.

Any suitable potentiometer of 5000 ohms nominal resistance will work wirh the standard accelerator input of the 1209B/1221 B controllers (see Section 2.3, Potbox). As shown in Figure 5, connection should be made to the wiper and to one outer terminal of the pot so that resistance increases as the accelerator is applied.

10

Curtis PMC 1309B/

1231 B

2.7.2 Pots for twist grip

accelerators

^. cl

Twist grip accelerators either twist in only one direction (and arc used only for acceleration), or they twist both ways (and are also used for reversing, by means of microswicches that select a direction contactor). For twist grips that twist in only

*

one direction, the controller accelerator input can be from a 5000 ohm pot as shown above in Figure 5.

For twist grips that twist both ways. a pot capable of going from zero in neutral to 5000 ohms in each direction can be used. A mechanism can be designed to make a standard pot turn in the same direction regardless of which direction the rwisr grip is turned. Alternately, a 4-terminal,

center-

tapped 10,000 ohm pot (available from severa1 manufacturers) can be coupled directly

FIGURE 6: &-directional twist grip with I OK ohm centertapped, ktenninalpot.

co the rwist grip as shown in Figure 6. .

‘A third methbd of a&mino&&ig bi-dir&tional +sc grip acceleraton’ties a .

.

standard pbtentiomerer atid a con;rolJer-wiih a ndnstandard input. As shown in . .

..

.:’

Figure 7, a srandard20,006

:

ohti pot is used, with i.ti end tern&Is Wired together, . . .The ‘resistance goes. from .

SPEED 5 0 0 0 ohtis a t . netitral toter0 ’ INCfiEASES .

SOTHWAYS

at the exrremes ithe oppo; site of the standard accelerafor

input

configuration.

‘Cqntacr the ‘factory if you

20K OHM POT

t TO. ‘ACCELERATOR . INPUT

h .

.

need this type of controller.

F IGURE 7: Bi-directional twist grip with 2OKohm pot and controller with nonstandard (5K-0 ohm) accelerator input.

WRING: with the input circuit shown in Fihre.7, potentiometer or wiring open circuits turn ofl the controlleri output. However, pot wiring shah appear the same as a normal zero oh signal to the controller, and will produce “j&D c cd 0p eration tythe Sort occurs while the power is on. .,

/flSfa/lQflOn

& Operafron fvlanuof

11

.

2.7.3 Reduced speed operation

Vehicle top speed can be easily limited, for safety or other reasons. A single resistor conncctcd in par&l with the accelerator pot will reduce m.aximum speed accordins to irs rcsisrnnce

value. as shown in Fisure 8. Use of a vnrinlh resisror makes

adjustmenr of maximum speed easier. With a swirch. speed

can be limired in

reverse only, or the speed reduction can be switched off - for example. to allow authorized personnel to run the vehicle outdoors at full speed.

TO ACCELERATOR . INPUT

0 20 40 60 0 60 loo APPROX. X OF ORIGINAL TOP SPEED

F&-e

8:

Reducedspeed~peratioti, ‘.

.

OlSK&n

pot.

_.

_,_.

:

.-

The speed reduction shown in the cur-ve’is

approximate. The acrual vehicle‘top,

‘_

speed will depend on the motor.characteristics

and the vehicle load. You’should-

determine by experiment the proper resistor value to give the desired speed‘ reduction. (NOTE: with reduced speed operation, only top speed is .reduced;

full

power is m;tiniained for starting at lqw‘speeds,)

_‘.

Unlike resistor controllers, the 1207Bll22 1 B controllers’ An operate continuously in the reduced speed mode. The system efficiency doesn’t degrade, because little power is lost through the controller.

2.8 Installation checkout

Carefully complete the following checkour procedure before opera,ting

the vehicle.

If a step does nor tesr correctly, use the troubleshooting guide (Section 4) to identify the problem. ‘.‘. ..

CXOTIOA!!

Put the vehich ap on Mocks to get the drive

wke& off the grou!~d before bcginuiug these tests. Do not let anyone startdill front of or h!hd the v~bic~~ duri@ the’ checkout. Tarn the keyswitch offandpnt

the F/R switch

in

nrrctrnl before .hgh~ing.

A. Connccr the barrcry. Use a volrrnercr ro vrri@ rhar rhe proper voltage

polarity appears ar the bntrcry .’

12

and

B+ and B- rcrmin:ils. ..

Curtis PMC 12CKW122lB

.

B. Check the voltage at the controller B+ and B- bus bars. If your system has a precharge resistor in parallel with the main contacror (see Section 2.2, Contacrors and Switches), you should see approximately 90% of the full battery voltage. If your system does not have a resistor, temporarily connect one (100 to 200 ohms, 5 watts, or a 100 watt light bulb). The voltage

ar the controller should rise to

590% of the full battery voltage.

C . If A and B do not check out, troubleshoot the wiring connections. Do not rum on the keyswitch until the trouble is correcred and A and B check out.

D. Place the F/R switch in neutral and turn on the keyswitch. If the motor runs without the accelerator being applied, turn the keyswitch off and recheck rhe wiring. If the motor does not run without the accelerator applied, proceed with the checkout-Select a direction and slowly apply the accelerator; the motor should . now respond . _. . . :.

F. ‘Look to see which direction the v$els are turning: If the wheels are going the . : .wrong way, turn everything o&and ._ interchange the motor field connectioils,. . . . . ._. . ..

F. Ifyou have HPD, check it next, Turn’off the keyswitch and direction switch.

Apply the accelerator, turn the keyswitch on,:and then select a direction. The motor should nor run. Release the and re-apply,it - the motor should ..:accelerator ,. now run. If the motor runs before you release the accelerator, recheck. the wiring.

G. Take the vehicle down off the blocks and drive it in a clear area. It should have smooth acceleration and good top speed.

H. On vehicles that are intended to plug brake (see Section 1.5, Plug Braking), test the plug braking by driving forward ar moderate speed and shifting into reverse without letting up on the accelerator. The vehicle shouid’smoothly brake to a stop and accelerate in reverse.

I.

‘bn vehicles chat are incend,ed

to have plug braking inhibited, veri& chat the . . maneuver in “H” produces freewheel coasting.

.

MAINTENANCE & ADJUSTMENT

section

3

MAINTENAF\SCE AND ADJUSTMENT

Curtis PMC 1209B md 122161 corttrallm rcquirc ~~imallJ’

Ire nmintcnance i f

propcr!y imtlrlicd. Tlx ctmrollcrs n+c smlednnd thus not firlnserr~iccahl Plug current, cm-cut limit. md acccicratio~~

3.1 Controller maintenance

rate arc wcr-ndjrrstablc.

Ir is recommended rhar the following nvo sreps be performed occasionally. First remove power by disconnecting the battery, and discharge the capacitors. in

the controller (with a light bulb or a 2-10 R, 25 W resistor connected for a few seconds across B+, B-).

(A) Remove any corrosion or accumulations of dirt, acid, fertilizers, etc., from the .” .

.

.

.

termihai area. These substances can lead to electrical leakage and faulty operation.

The controlJer rn.ay be either washed off ‘or wiped clean w&h a moist’ rag Power ‘. _.

m& m be reapplied until the controllertermidal.area.is thfrgughli dry. 1 i . . .. . . . . ‘. .’ .

(B) Make sure the electrical connections .ro rhe ..conrrol,ler (and ‘rci the m&r, batteries, etc.) are tight. Use the .doubie-wrench technique (and well insulared wrenches!) when checking the controller bus bar connecrions for righrness. This technique will help avoid putting srress on the bus bars, which could bend them.

3.5 Controller adjustm6nt

The locarions of the adjustment pots for plug current, current limir, and accelerarion ramp serrings are shown in Figure 9.

ENT LIMIT ADJUST . bwer cum liilll

. .

PLUG CURRENT ADJUST’ (CW a hagher fWgg8”g current,

Use rhc following adjusrmcnr procedure.

ACCELERATION (CW

I laster

RAMP ADJUSi

accelerallonl

Keyswitch should be off during

adjusrment.

14

Curtis PMC 12096/12~18

1.

Remove the socket head screw ( I /8” Allen) for the adjustment you want to make.

2.

Adjust the internal potentiometer wirh a small insulated screwdriver (available from Curtis PMC).

3.

Replace socket head screw and nylon seal washer. Tighten to 8 inchpounds maximum to prevent stripping.

3.3 Potbox maintenance

3.4 Potbox adjustment

Potbox maintenance is Similar to controller maintenance: inspect for integrity of connecrions and mounting, and clean (with a moist rag) as required.

Curtis PMC potboxes

are factory set and rarely require user attention. To test and

adjust, connect an ohmmeter to the potbox wires and use this procedure: i

.,

1. ‘Wtth the ‘spring holding’ the lever arm. against the return stop, the . .

resistance shouId

be less’ than- 50 ohms. SlowIy move the lever: If the

-resistance abruptly starts to. increase when thelever is 118.” from the stop (l/l,&orp or ’ oxes b’ without the microswitch), no ‘adj~ustment 2.

is’ needed.

‘. _’

.

If adjustment is required, loosen the screw holding the lever on the pot” shaft. Use a screwdriver to slightly rotate the pot shaf? v+h respect to the

lever. Recheck the point at which the resistance starts to increase and ‘continue making adjustments until the increase occurs at 1/8”(1/16” for potboxes without the microswitch). When adjustment is correct, tighten the screw holding the lever on the pot shaft, then recheck to see that this action did not disturb the adjustment. Make sure that the lever is still seated down on the pot shaft below the slight bevel on the end of the sh&.

3.

Check the resistance with the lever pushed all the way to the other stop. It, should be between 4 500 and j500 ohms. If it is outside this range, the pocbos is faulty ;tnd should be replaced.

4;

For ‘l~~hoses operation.

equipped with a microswitch. check for correct switch

Lhxtt~

ohmmerer. or simply listen tar the slight click the switch

makes. Ir should opcmrc when rhc lever is 1 I 16” from the return stop. If i t does

n o r . ;idiusc b y loosening

rhc two screws

holding the slortcd

microswitch mounting pkue ro rhc stop sp~crs and moving the place.

Rcchcck the swirch operaring poinr &er righrcning rhc screws.

/nsfo/lation & Operation Manual

15

.

Section 4

TROUBLESHOOTING AND BENCH-TESTING

Ifyout vehicle runs but exhibits a symptom Fhat worries you, you will probably find it covered in thejrst section, “Symptoms and Cures. ” Sbouki your vehicle not run, the diagnostic tests described nest willenableyou to determinr whether the trouble is in the controller or in some otherpart ofthe motor coutro/circihy. The coittrollrrs themseives aresealed and notjekf servirenble; contact thefactory t~theproblcm is in the controller.

The diagnostic section provides enough detail to enable you to track circuitry problems to their source and repair them. Finally, the bench tests will ahw you to conjrm controlLer operation in a simple, low-power test conji&ation.

4.1 Symptoms . and cures,

Some of these “symptoms” do not indicate a problem but rather are typical of norm~~operation. The 1 kHz tone.heard during plug braking;and the inability of the vehicle to plug brake to a stop on a steep .ramp, for-example, are not indicative -.. . of controller m.alfi.mcriqns. _. : . . ‘. . _‘. : . . .

Controller operation is normally silent. An’&ception is that a 1 kHz tone may be

4.1.1 Noise

heard during plug braking. This noise is normal and indicates that phtgging

is

taking place. The noise will stop when plug braking stops.

A 1 kHz tone may also.be heard if thecontroiler.overheats.

The controller

shifts ‘frequency :during overtemperature from its normal 15 kHz to 1 kHzi providing an.audible tone to alert the operaror to the overtemperature condition.

4.1.2 Inability of vehicle to plug brake to a stop on a steep ramp

If the vehicle is rolling backwards down a steep ramp in reverse and the accelerator is applied demanding forward drive, the controller will attempt to plug the vehicle to a stop. If the ramp is so steep that the plugging current setpoint is insufficient to stop the vehicle, it will continue to be braked but will nevertheless roll down the. ramp. If the mechanical brakes are applied, and the vehicle is stopped, the full drive current will be available when the accelerator is applied and the vehicle will proceed up rhe ramp. .

..

4.1.3 Sluggish vehidle behavior

Loss of power will be noticeable when the batteries become overly discharged. This’ is a normal res@dnse to low battery voltage. Curtis PMC i 20jR11221 B controllers are designed

to prorcct against damage caused by low batteries. Power to the motor

is cut back when the v~ltagc goes below 16 volts (for 24-36 volt controllers). Refer to Table I (p. viii) for other models.

16

Curtis PMC 1209EVl2~10

..

4.1.4 Hot controller

If the controller gets hot, it is not necessarily a serious problem. Curtis PMC 1207B/1221 B controllers protect themselves by reducing power to the motor if their internal temperature exceeds 75°C (167°F). In typical applications, overheating will rarely be a problem.

.

Operation with oversized motors and vehicle overloading may cause overheating, particularly if the controller is mounted so that heat cannot be conducred away from its case or if ocher heat-generating devices are nearby. Power output will be reduced for as long as the overheat condition remains: full power will return when the unit cools.

4.2

In-vehicle diagnostic tests

These procedures are to fix vehicles that don’t run. Refer to the basic wiring diagram (Figure 3) when conducting these tests. Your installation may differ slightly, but the power circuitry should be the same. Make sure the controller is hooked up as.shown .These

.

in Figure.3: If possible, get a wiring diagram for your vehicle.

tests require- a .general

purpose

.volt ohmmeter; you. can use either a

ronvendonal “V-O-M” or an inexpensive.digital voltmeter. I. ,The troubleshooting.chart (Figure i’o) serves as a guide to the procedures that f

o

l

l

_.

o

w . .

.

Working .on electric vehicles poses some d+ngers. You should protect yourself against &Sways, -high’ current arcs, and otitgass.ing from lead acid’battekies:

Insta/latlon & OperaNon Manual

n

Runaways - Some fault conditions could cause the vehicle ro run out of control. We suggest that you jack up the vehicle and get the drive wheels off the ground before attempting these procedures or any other work on the .motor control circuitry.

n

High current aks - Electric vehicle batteries can supply very high power. If they are short circuited, arcs can occur.

Always open the battery circuit before doing work on the motor control circuit. Wear snfery glasses and use properly insulated wrenches to prevent accidenral shorts.

n

lead acid batteries - Charging or discha~rging batteries generates hvdrogcn g:ui. which can build up in and ;tround the batteries. I’oIlo\v rhe b.tttey m;uiutLurer*s s&v rcconirncfid;lrions. Wczr s;ifcr\* 4;1sscs.

17

:

NOTE: ‘To

USC this

guide. r&r to the spccificd m in the m;lnunl.

m Check for power to the controller Check voltage at CONTROLLER B- and BATTERY B+ terminals. i It should read full voltage for system.

Check voltage

at

CONTROLLER

B- and

CONTROLLER

. _ m

B+ terminals.

gNO

Bad. discharged, or c miswired batteries.

IF Too HIGH, contactor is welded. IF Too Low, 250 R resistor or controller is bad.

I n q ~0 ___*

It should read 1 to 5 volts less than full battery voltage.

m Check for main contactor operation and KSI Check voltage at contactor and at KSI terminal (to B-).

0: 0 Both should read full voltage.

,. Check voltage across contactor ?@ire should be “0 &a&rabl~

qNo Trace flow to locate - problem.

power terminals. if nzs If Loltage dio$ occurs, ‘.

W contacior is bad. :

!&age dro@:

.

. . .

.,

_’

.

..

m Check@otbox c@cuitiy Check resistance at potbox.wire’s

.whiie

UP ,

._ . .

Bid potbox, broken wires to .$flvb ) potbox. or improper mechanical operation. a

and

wires and vehicle f&me.

7 . ” if NO

‘.

:

depressing pedal.

Resistance should be between &SO ohms with pebal 4500-5500 ohms with pedal DOWN. ,!ff. +Check for shorts between potbox.

:

Resistance should be at least 1 megohm. .

-7JGzs

r If lower than 1 MR1 t wiring OF potbox is bad.

Check voltage at upper pot terminal.

Voltage should be 2.7 volts with pedal DOWN (within a few tenths of a volt).

UP ,

and 7.0 volts with pedal

Terminal area is probably d NO . contaminated with acid or dirt.

M Check for controller output Checkyoltage output while depressi?g Voltage $hbu/d bi? zero with pedal with ped”! DOWN. . .

UP,

pedal (B+ to M-). and full battery voltage

Q YES + Check current in controller’s M- (motor field) lead while depressing pedal.

Current should be high. and motor should turn.

18

Control& is bad. .._ If no circuit. i/ NO motor + wiring ‘

current. look for open If current is high but won’t turn, check motor. & plug diode.

Curtis PMC 12098/12718

4.2.1 Check for power to the controller

4: ’

A.

Leave the keyswirch off for these tats.

B.

Verify that battery (-) connects

to the B- terminal of the controller. Connect

voltmeter (-) lead to this point.

C.

Connect voltmeter (+) to the battery side of the main contactor. Check for Full

battery voltage. If ir is not there, the trouble is in the battery pack or the cables to it.

D. Connect the voltmeter (+) lead to the controller B+ terminal. .You should read a voltage 1 to 5 volts less than the full battery voltage. If this voltage is zero or close to zero, the trouble is either a bad controller, a bad 250 ohm resistor across the contacror, or an incorrectly connecred cable benveen

the contactor

and the controller. Trace the cable to make sure it is hooked up right. Remove :’

. : .

‘. .

’ ‘. 4 . 2 . 2 dheck f& contactor operation and keyswitch input (KSI)

.

,’

and test the 250 ohm resistor with an ohmmeter. If these check out, the . .’ . controller is malfunctibning. If you see full battety voltage at thispoint, then . . ,’ the contact& has welded gnd’nitist bi: replaced. . : . . _’ : ,. . _... . . . . .

A. ‘Turn +key ix, place the F/R switch in forward or reverse, and depress the pedal until its microswitch bperates (if so equipped).

B. This should catie ‘the main coritactor co operate with ah audible click.

Connect the voltmeter acroZs rhe contactor & terminal. ‘Yet should &e full battery voltage.

C. The controller KS1 terminal should also be getting Full batter)l voltage. Verify this by connecting the voltmeter (-) to the controller’s B- terminal, and the voltmeter (+) to the controller’s KS1 terminal.

D . If chr contactor and KS1 rerminal are nor getting voltage, that‘s the problem.

Use the volcmeccr to find out whcrc ir is not getting through. Connect the voicm~tcr..(~)

to the controller’s Bl ccrminal and check the foliowi,ng

w’irh rhc voltmcrcr (+) I& to t’ra& thy How: 1 .

/r,sfo/la!lofl SC Ooerof/on fvltJfllml

.‘.

First. check borh .sidcs of thcxontrol wiring fuse.

points .

..

2.

(Ihcck borh sides OF rhc kcyswircli.

-3.

Cheek borh s&s ot’ rl~ ~~cd;ll microswirch (if thcrc is one).

4.

Fin:llly. &cl; rhc conr;lcror coil .~nd controller KSI.

19

:

lROUl3LESHOOTlNG

E.

r l ’ .+- i

If the contactor coil and KS1 are getting voltage, make sure the contactor is really working by connecting the voltmcccr across its big terminals. There should be no mcasurablc voltage drop. If you SW a drop, the concaclor is bad.

_ 42.3 Check pot&ox circuitry

The following procedure applies co chc standard accelerator inpur configuration for these controllers, which is a nominal 5000 ohm potentiometer connected as a rwo-wire rheostat (0 ohms = full off, 5000 ohms = full on), and also to 5000-O ohm configurarions. Some 1209B/12221B

controllers are sold with other input

characteristics. If your installation uses a controller with an acceleraror input other than O-5K R or 5K-0 22, find out what its range is and use a procedure comparable to the one below to make sure your pedal/potbox is working correctly.

A . With &he lcevswirch

off, puIl.off the cocnecrors.

going to the acce!erator input

Pfthe contrdlle~. ConneA.an ohmmeter to the two wires going to the potbox’. and measure the resistance’& you m&e &e pedaltip ai&down,The.resisttice . . at ;&e.liiniti should be within thtie ranges: : . .. .

*

RESI~~A?~J~E ( i n ohms)

.

STANDARD

Pedal’up:

0-5K OHM POT

SK-O OHM POT

o- 50

450.0 - 5500

Peda down: .. .4500 - 5500

.O-50

B. If these resistances are wrong, it is because the pot itself is faulty, the wires to the pot are broken, or the pedal and its linkage are not moving the potbox lever through its proper travel. Actuate the pedal and veri@ that the potbox lever moves from contacting the pedaLup stop to nearly contacting the pedaldown stop. If the mechanical operation looks okay, replace the potbox.

C. While you have the potbox wires offthe controller, use an ohmmeter to check ..

: for shorts between these

wires and the vehicle frame. You should see a

resistance of at least I megohm; If it iS loti& than that, inspect rhe wiring f&r damaged insularion or contact with acid. If necessary, replace rhe porbox. . ‘.

D. Push the \vires back on rhe controller terminals. It doesn’t matter which wire goes on which terminal.

E.

Inspccr the terminal arc:1 of the controller closely. Occasionally a build-up of dirt or acid residue of a conductive nsturc.causes

20

cle‘ctrical

leakage berwcen the

Curtls PMC 12098/ 122 1 I3

accelerator input terminals and the B- or M- terminals, leading to faulty pedal operation. To check for this problem, measure the voltage at the appropriate accelerator input terminal (upper or lower), by connecting the voltmeter (-) lead to the controller’s B- terminal. The keyswicch must be on and the F/R switch in either direction for this test.

ACCELERATOR INPUT VOLTAGE (in volts) STANDARD

O-5K UPPER

OHM POT TERMINAL

5K-O LOWER

_ _

OHM POT TERMINAL

Pedal up:

2.7

3.1

Pedal down:

7.0

7.4

Reminder: For controllers with accelerator input conjgurations other than 0-5KR andSK-0 R, pkase consultfactory. :

.,.

Compare your readings. with these;.if they are different by more than..a.few

.

tenths of.. a volt, contamination is probably the trouble: : :

.

.

.

F .

Carefully clean off the terminal’area of the controller with a cotton &ab or clean ‘_ rag .moisrened with water; and dry thoroughly. Now test the controller to see if proper operation is restored; If so, take step;’ to prevent this from ‘h appening again: dirt and water must be kept from reaching the terminal area of the controller. If the voltages are still out of range, the controller is at fault

and should be replaced:

4.2.4

:

A. The first step is to measure the output drive voltage to the motor at the Check for controller controller’s M- terminal.

Ourput B. Connect the voltmeter (+) lead to the controller’s B+ terminal. Connect the voltmeter (-) lead to the controller’s M- terminal. Leave the F/R switch in neutral.

C. .Turn on the keyswicch, and watch the voltmeter as you apply the accelerator.

The volrmeter should read zero (or close to zero) wirh rhe accelerator off, and should read fullbattery voltage with the accelerator full on. Ifit doesnot, the controller is bad and must be replaced. If the volcnmrtcr readings are appropriate, go co rhe nlxc step.

D . The next srcp is to measure the current in the controller’s M- lead. Ifyou have a means of measuring this high dc current, such as a shunt/meter setup or a

Qc_, ! lnstallotlon & Operation

Manual

..

accelerator input terminals and the B- or M- terminals, leading to faulty pedal operation. To check for this problem, measure the voltage at the appropriate accelerator input terminal (upper or lower), by connecting the voltmeter (-) lead to the controller’s B- terminal. The keyswitch must be on and the F/R switch in either direction for this test.

ACCELERATOR INPUT VOLTAGE

(in volts)

STANDAKD

O-SK OHM POT UPPER TERMIN. L

5K-0 LOWER

OHM POT TERMINAL

Pedal up:

2.7

3.1

Pedal down:

7.0

7.4

.

Reminder: For controllers with accelerator input conjgurations other than 0-5KR and 5K-OR, please consultfactory.

Compare your readings with these; if they are different by more than ‘a few tenths ofa .

-

volt, cootaminarion

is probably the trouble. : ... :.

.

.

.l

g:. :-Carefully clean.+ the terminal tiea of the con&oller with a cotron swib or ”

.

clean rag moistened with water,‘.and dry thoroughly. Mow test the controller to see if proper operation is restored. If so; take steps to prevent .&is from.

. .

happening again: dirr and water must be kept from reaching the terminal area of the c&troller. If Fhe voltages are still out of range, the controller is ar fault . and should. be replaced.

.

. .

A. The first step is to measure the output drive voltage to the motor at the 4.2.4 Check for controller _ controller’s M- terminal. output B.

Connect the voltmeter (+) lead to the controller’s B+ terminal. Connect the voltmeter (-) lead to the controller’s M- terminal. Leave the F/R switch in neutral.

C. Turh on the kcyswitch. and watch chG vo’ltmctcr

as you al++, the accelerator. .

The vtrlrmctcr sh3uld read zero (or cloy ro zero) with the accelerator off, and. should t-cad full barrcry vol’~igc withthc accelctixoi dull oil: I fit does nor. the controlicr is bxl and musr lx rcpl3ccd.

lfthc volrmctcr readings are appropriate,

go (0 rhc llcsr seep.

D. Tlw ncsr srcp is ro nlcxurc rhc currcnc in rhc controller’s IM- Irxl. Ifyou have a means oti mcxuring

lnstaflatfon

& Operation Manuof

rhis high dc current, such as a shunt/meter setup or a

.

.

APPENDIX B

FUNCTIONAL DESCRIPTION OF 12098/12218 CONTROLLERS (SHADE0 AREA REPRESENTS CONTROLLER) -..,.....

r-.e .,.. 7’-.;

._” _..- . . .

.-.

, I

. .

-..

P O W E R

::: .;:1

f SECTION

‘I

.I

I

1

t

: I

. ....

._ ..,". 7 .. ,._ . .:. I

.

_a.-

._

i

.

I:?GURE B. I: Block diagram, Curtis PMC 120YB/l221B controllers.

*-- L . . -

,

POWER SECTION An array of paralleled power metal oxide semiconducror field effecd

transistors (MOSFETs) switches pulses of

current from the battery to the motor. During the interval tirhen the MOSFETs are off, the motor current continues to flow in the freewheel diode, which is acrually a number f paralleled fast recovery rectifiers. An array of filrer canncirors connected directly across the barrcry provides the 1nsranraneous current required by the power switching circuitry and in this way provides battery ripple currcnc lccring and voltage spike suppression. The piup diode provides a path for armature current to flow during plu braking.

B-1

Curtis PMC 12098/13210

APPENDIX 0

CURTIS PMC SERVICE POLICY

OBJECTIVE

To provide immediate service in the event of any de+ive or damaged Curtis PMC 1203B

or 1221 B Motor Speed ControLLer,

regardless of its point of sale or counhy in

which it is in use.

GENERAL CONDITIONS

1 . Any defective or damaged controller will be replaced on a service

‘.

e x c h a n g e

.

basis. .

: :

tested replacement” seal.

3. Controllers within warranty (defective due to parts or workmanship, not customer damage) will be exchanged at no cost to the user..

The original warranty will remain in effect on an exchange controller.

Repairable customer-damaged controllers will be exchanged at the exchange price, within the warranty period. There will be no credit for unrepairable customer-damaged controllers.

f‘ , ’

4. Repairable controllers outside the warranty period will be exchanged at the exchange price and a one year warranty will be applied.

D-l

Curtii PMC 12098/12218