Download PDF: Crown Forklift RC Counter Balanced Service Manual

INTRODUCTION

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

OPERATOR INSTRUCTIONS This manual does not contain operation instructions. Operator Instructions in tag or booklet form are sent with each truck. Additional copies can be ordered if required. These booklets are for you and your personnel to insure years of safe, trouble-free operation of your Crown Lift Truck. For standup rider operator instructions, refer to Crown publication, “You and Your Crown Standup Rider” (PF-2899).

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

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

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

For Series RC capacities, technical information and dimensional specifications, please refer to the folRC Literature SF-2078 lowing sales literature: RC Specifications

SF-4265 (40RC)

Copies of publications can be obtained from your Crown dealer or by writing to: Crown Equipment Corporation 40-44 S. Washington Street New Bremen, OH 45869 An index for this manual is located on the following pages. The manual is arranged according to major sections. The first part of the page number, found at the bottom of each page, denotes the section in which a particular form will be located. These sections are indicated by a black bar at the right hand edge of the page. The higher the number of the section, the farther down the page it is located. The front of the manual covers the written maintenance. The back covers the replacement parts. The sectional descriptions are as follows: MAINTENANCE SECTION M1

DESCRIPTION Lubrication and Adjustments

M2

Hydraulics

M3 M4 M5 M6

Drive Unit Electrical Brake Steering Mast and Main Frame Cylinder Carriage and Attachments Accessories

M7 M8 M9 M10

REPLACEMENT PARTS SECTION

1 2 3 4 5 6 7 8 9 10

Crown 1976 PF-2924 Rev. 6/89

DESCRIPTION

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

Printed in U.S.A.*

02 REV. 6/89

ITD - 10 - 001

ITD - 10 - 001

INTRODUCTION

All Crown lift trucks are given a model number. This number is used as a brief description of the truck.

The following chart gives a model number and shows how it was formed.

MODEL NUMBER SYSTEM

EXAMPLE: A truck having the model number 30 RCTL-2-1 is a 3000 lb. capacity standup rider-counterbalanced with telescopic limited free lift, an 83″ (2100mm) collapsed height, and a 30″ (750mm) fork length. * Actual rated capacity may vary, depending upon special equipment or modifications. Consult serial number plate.

Printed in U.S.A.*

02 REV. 6/89

ITD - 10 - 002

ITD - 10 - 002

SAFETY

General Maintenance Instructions

General Maintenance Instructions WARNING An injury could occur.

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

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

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

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

• Fully lower the load engaging means.

• Put the directional control in neutral.

• Apply the parking brake.

• Turn off the lift truck.

• Remove the key.

• Chock the wheels of the lift truck.

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

• Use chocks or other positive positioning devices.

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

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

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

• Apply the brake.

• Put the directional control in neutral.

Crown 1976 PF2821 Rev. 6/22

•

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

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

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

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

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

Hold the steering wheel tightly and brace your feet.

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

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

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

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

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

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

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

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

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

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

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

3

SAFETY

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

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

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

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

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

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

• For tow tractors, see ASME B56.9.

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

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

MA-04.0-002 07 Rev. 6/22

4

Crown 1976 PF 2821 Rev. 6/22

MAINTENANCE 5531

LIFTING & BLOCKING POINTS RC & RC3000 SERIES TRUCK NOTES: Move Truck to a Secure Non Traffic Maintenance Area With a Level Floor No Load on Forks

Side

Disconnect Battery Hydraulic Jack - Capacity 8000 LBS. Crown P/N: 122599 Collapsed Height Minimum: 2.25 in. (57 mm) Raised Height Maximum: 16 in. (405 mm) Jack Stand - Capacity 10,000 LBS. Commercially Available

Do Not Raise Forks More Than 15 in. (380mm) From Floor

Steer Wheel

Hard Wood Block One Side of Truck Only

! WARNING Do Not Raise Truck Skirt More Than 5.5 in. (140mm) from Floor to Position Hard Wood Block

Position Jack and Hard Wood Block as Shown

Do Not Raise Forks More Than 15 in. (380mm) From Floor Wheel Chock Both Drive Wheels

Set Jack Stand Height as Required Not to Exceed 16 in. (405 mm) 961201 Crown 1996 PF-11029

MA–1030–100

5099 Printed in U.S.A.

MA–1030–100

MAINTENANCE SECTION 1

LUBRICATION

Crown 1980 PF-6149-1

Printed in U.S.A.

M1.0 - 10 - 001

M1.0 - 10 - 001

MAINTENANCE

GENERAL Before performing maintenance to the unit, it should be taken to an area set aside for maintenance or a section where there is adequate space to perform required work.

This is a must to insure the safety of others and to insure that proper maintenance is performed to the unit.

On trucks built after 10/79 the hinged floorboard can be removed to service the power steering switch, brake master cylinder, and related brake linkage. Remove two (2) selflocking screws along the left side of the floorboard and lift out floorboard.

NOTE

The lower cover on the front of power unit must be removed to service power steering pump and motor, lift pump and motor, reservoir, both drive unit assemblies, plus various other hydraulic lines, and brake linkages.

Be sure battery connectors are disconnected.

The console control panel must be removed to perform maintenance to various components. To remove the console for service, remove the two (2) screws securing the door to the left of the operator’s compartment. Open door and remove the one (1) screw that secures the steering tiller arm to the torque generator, lift steering tiller off.

NOTE On units equipped with accessory valve controls, the control knobs must be removed. Loosen locknut beneath knob and turn knob counterclockwise.

Disconnect all wires to the terminal board which is located to the left of the torque generator. Remove the upper cover located on the front of the power unit and above the tilt cylinders. Loosen the fastener, located near the door hinge pin, on the top left hand side of console. Remove four (4) screws securing the console to the front wall of power unit. Remove the three (3) console screws located in the operator’s compartment and remove the console carefully.

A toggle switch with well insulated clip leads can be substituted for the key switch when the console is removed. Clip leads of toggle switch to TB4-1 and TB4-2 and truck is ready for service.

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

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

The use of high grade lubricants and fluids is recommended.

These lubricants can be obtained from almost any of the oil companies; those listed in this section are typical and any lubricant with equal specifications may be used. (See Chart 11) On trucks equipped to operate in below freezing temperatures, low temperature hydraulic oil and lubricants must be used.

Crown 1980 PF-6149-2

Printed in U.S.A.

M1.0 - 10 - 002

M1.0 - 10 - 002

MAINTENANCE

* Denotes allowable substitutes. Contact factory if unavailable. † Trucks used in below freezing temperatures must use Low Temp. Hydraulic Oil. CHART 1-1

LUBE IDENTIFICATION CHART

† Trucks used in below freezing temperatures must use Low Temp. Hydraulic Oil. * Silicone, purple liquid, compatible with all other types, non-corrosive, and does not effect painted surfaces.

CHART 1-2

Crown 1980 PF-6149-3

Printed in U.S.A.

M1.0 - 10 - 003

M1.0 - 10 - 003

MAINTENANCE

LUBRICATION CHART

CHART 1-3 See chart 1-2 for lube type designation explanation and capacity. † - Check

C - Change

L - Lubricate

AR - As Required

Crown 1980 PF-6149-4

Printed in U.S.A.

M1.0 - 10 - 004

M1.0 - 10 - 004

MAINTENANCE

ILLUSTRATION 1-4 Crown 1980 PF-6149-5

Printed in U.S.A.

M1.0 - 10 - 005

M1.0 - 10 - 005

MAINTENANCE

ILLUSTRATION 1-5

Crown 1980 PF-6149-6

Printed in U.S.A.

M1.0 - 10 - 006

M1.0 - 10 - 006

MAINTENANCE

INSPECTION AND ADJUSTMENT CHART

CHART 1-4

Crown 1980 PF-6149-7

Printed in U.S.A.

M1.0 - 10 - 007

M1.0 - 10 - 007

MAINTENANCE

HYDRAULIC SYSTEM

RC HYDRAULIC SYSTEM WITH ACCESSORIES

The hydraulic system in your truck is powered by a vane or gear type pump which supplies the hydraulic pressure for lift, tilt, steering and any other auxiliary functions your unit may be equipped with.

When accessories are incorporated into the “RC” hydraulic system, one and two spool control valves are used. Depending on the type of accessory, either low pressure (less than 1500 psi) or high pressure (more than 1500 psi) the source of the pressurized oil will be different. For a low pressure accessory, such as sideshift, a single spool accessory valve is installed on a valve plate. The accessory valve is controlled by a control handle located to the left hand side of the operator compartment, and to the right of the battery discharge meter. The function as indicated on the control lever knob is accomplished by moving the handle toward the operator, with the operator in the “operator position.” Pressurized oil is supplied to the side-shift control valve from the power steering/accessory pump (pump No. 2). The oil enters SV1 and is directed to the side-shift accessory valve. As the side-shift lever is moved toward the operator the side-shift is actuated to the right and as the lever is moved away from the operator the side-shift is moved to the left.

Maximum pressure for the lift, tilt, steering, etc., are limited by relief valves. Normal relief valve settings are noted on the hydraulic schematic (located in the back of this manual) which pertains to your unit.

The following is a general description of the system shown in Illustration 2-1, which is typical of current standard units (your unit may vary – see appropriate schematic at the back of this manual).

A 100 micron strainer mounted in the reservoir, filters hydraulic oil as it enters the suction line of the lift pump (pump No. 1). Pressurized oil from the lift pump then enters the lift control valve (valve “C”) where the oil is either directed to the lift cylinder or dispelled to the reservoir depending on the position of the control handle. Before entering the cylinder the oil passes through SV2 and a flow control valve unrestricted.

When the control handle is positioned for lowering, SV2 shifts and oil in the lift cylinder is permitted to return to the reservoir. This sends the oil through the flow regulator which meters the oil back to the reservoir, controlling the cylinder’s rate of descent. The oil is again filtered when it returns to the reservoir by a 10 micron filter.

The 100 micron strainer in the reservoir filters oil supplied to the power steering/accessory pump (pump No. 2). The oil enters SV1 and is directed to the torque generator which is used for power steering and accessories. When the control handle is in the tilt forward position, the oil flows through SV1, the accessory control valve (valve “B”), through a dual pilot check valve and then enters the cap end of the tilt cylinders causing the tilt cylinders to extend. As the oil passes the check valve, a pilot supply of oil unseats the check valve in the opposite line and allows the oil to return from the rod end of the tilt cylinders, through the accessory control valve, through SV1, the torque generator, through the return the return line filter (10 micron), to the reservoir. When the control handle is in the tilt back position, the accessory control valve shifts, directing the oil into the opposite line to the tilt cylinders, retracting the cylinders. The expelled oil then travels through the system as above returning to the reservoir.

When the torque generator is turned right or left until it hits its stops, a relief valve (Item 11) will bypass the torque generator and dump the oil back to the reservoir. The relief valve will also bypass in the event that the torque generator would seize or fail to operate.

For high pressure accessory, such as a drum rotator, the mounting and operation of the high pressure valve is basically the same as for a low pressure accessory.

The major difference being that the pressurized oil is supplied by the lift pump (pump No. 1). Pressurized oil from the lift pump enters the lift control valve (valve “C”) and is directed to the high pressure accessory valve.

NOTE For effecient operation, adjust relief valve to bypass at as low a pressure as possible and properly operate the attachment used.

The hydraulically powered retractable overhead guard utilizes a dual solenoid valve, pressure switch, and control linkage. The power steering/accessory pump (pump No. 2) supplies the pressurized oil to power the retractable overhead guard system. Pressurized oil enters SV1, exits port “B” and flows to the dual solenoid valve located below the accessory control linkage plate. Providing the truck does not have a load elevated, a pressure switch will allow oil to flow to the retractable overhead guard cylinder. The control lever must be pulled toward the operator to lower the guard and pushed away from the operator to raise the guard.

RESERVOIR With all cylinders in the retracted position and after all air is bled, the level of oil in reservoir is to be between 1 ⁄ ″ (12.7mm) to 1 1 ⁄ ″ (38.1mm) above the bottom of 2 2 the fill strainer. The total capacity of the hydraulic system at this level is approximately 6 - 6.5 gallons (28.4 litres).

Crown 1980 PF-6226-2

Printed in U.S.A.

M2.0 - 10 - 002

M2.0 - 10 - 002

MAINTENANCE 1. TILT CYLINDERS 2 COUNTERBALANCE VALVE 3. ACCESSORY CONTROL VALVE – CONTAINING INTEGRAL RELIEF VALVE SET AT 1500 P.S.I. 4. ACCESSORY MANIFOLD – CONTAINING INTEGRAL SOLENOID VALVE (SV1) AND RELIEF VALVE SET AT 650 P.S.I. 5. TORQUE GENERATOR 6. POWER STEERING AND ACCESSORY PUMP/MOTOR UNIT 7. LIFT PUMP/MOTOR UNIT 8. STRAINER 9. RETURN LINE FILTER 10. LIFT CONTROL VALVE – CONTAINING INTEGRAL RELIEF VALVE SET AT 2500 P.S.I. 11. LIFT/LOWER SOLENOID VALVE (SV2) 12. FLOW CONTROL VALVE

13. VELOCITY FUSE (TT ONLY) 14. LIFT CYLINDER 15. HIGH PRESSURE, DUAL ACCESSORY VALVE 16. DRUM ROTATOR CYLINDERS 17. ADJUSTABLE RELIEF VALVE 18. PILOT OPERATED CHECK VALVE 19. FLOW DIVIDER 20. CLAMP CYLINDERS 21. PRESSURE SWITCH SET AT 1100 P.S.I. ± 50 P.S.I. 22. DUAL SOLENOID VALVE – CONTAINING ADJUSTABLE RELIEF VALVE SET AT 1500 P.S.I. 23. RETRACTABLE OVERHEAD GUARD CYLINDER 24. SINGLE FUNCTION, LOW PRESSURE ACCESSORY VALVE – CONTAINING INTEGRAL RELIEF VALVE SET AT 1500 P.S.I. 25. SIDE SHIFT CYLINDER

ILLUSTRATION 2-1

Crown 1980 PF-6226-3 Rev. 7/85

Printed in U.S.A.

01 REV. 7/85 M2.0 - 10 - 003

M2.0 - 10 - 003

MAINTENANCE

HYDRAULIC LINES AND FITTINGS

DRIFT TEST

1. Blow air through all hose and lines to remove loose particles before installing. Any rubber hose with wire braid inner construction and any steel tube lines which have been collapsed or kinked are permanently damaged and must be replaced even if the damage is not externally visible.

All drift tests should be conducted with a capacity load (refer to serial plate for the rated capacity of your truck). The material used for the test load must be evenly stacked within the limits of a four foot square pallet and must be secured to the fork carriage with the forks spread to their maximum width.

NOTE

2. Flexible hose shall be replaced if it collapses in its normal operating position.

The lift measurement is to be taken from the tip of the fork to the floor. The tilt measurement is to be taken on the tilt cylinder rod.

3. All hoses and lines are to be clear of any surface or edge which will cause damaging wear and cuts, or on which they can become caught.

CAUTION

Never stand or work under a suspended load.

4. All connections are to be leak free.

5. The beaded elbows in suction ports of all pumps must be positioned such that the suction hose retains its full volume flow, and does not collapse.

FILTER The spin on filter cartridge has been tightened by Crown.

When replacing filter, apply a film of oil 63001-1 to the seal and hand tighten until seal snugly contacts filter head.

NOTE Do not tighten filter with the use of a wrench. A wrench should only be used for removal of the filter.

Use only a good grade of hydraulic oil such as Union Oil AW 150 (Crown No. 63001-1) or equal. On trucks equipped to operate in below freezing temperatures, Mobil Aero HFA or equal is recommended (Crown No. 63001-6).

NOTE Do not use hydraulic brake fluid.

Lift Drift Test Elevate the test load approximately two feet and shut off the truck. After five minutes, measure the distance the forks have drifted. Drifting in excess of 1⁄2″ (12.7mm) per minute, over a period of five minutes (21⁄2″ [63.5mm] total drift) is considered unacceptable. The five minute duration of this test is necessary due to the centering time required for the control valve spool.

Tilt Test Elevate the test load two feet off of the floor and tilt the mast assembly to the full back position. The test load should not drift more than 1⁄2″ (12.7mm) to 3⁄4″ (19mm) over a five minute period.

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

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

Crown 1980 PF-6226-4

Printed in U.S.A.

M2.0 - 10 - 004

M2.0 - 10 - 004

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

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

For truck applications operating continually in temperatures at or above 40 degrees Fahrenheit, use 100% standard hydraulic oil.

For truck applications primarily operating in a cooler environment with intermittent freezer entry, use a 20/80 blend, 20% low temperature (063001-006) and 80% standard hydraulic oil (063001-021).

For truck applications primarily operating in a freezer environment, use a 50/50 blend, 50% low temperature (063001006) and 50% standard hydraulic oil (063001-021).

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

6352

Counter-Balance Models

© Crown 1980 PF-6226-5 Rev. 3/98

Printed in U.S.A.

02 REV. 3/98

M2.0 - 10.0 - 005

M2.0 - 10.0 - 005

MAINTENANCE 3. Separate rear cover (3) from body (10) by supporting pump, shaft end up, on mounting flanges and pressing on drive shaft end in arbor press.

CAUTION

Use one hand to support rear cover from underneath, since cover and internal parts will drop suddenly when dowels are disengaged.

An alternate method of removing the rear cover is to pry simultaneously with two large screwdrivers in the relieved areas between body and cover.

CAUTION PUMP - GEAR Preparation for Disassembly Overhaul pump only in a clean, dust-free location, using clean tools and equipment. Dirt or grit will damage the highly machined surfaces and will result in leakage or premature failure of the pump.

Before beginning disassembly, scribe match marks on the body and cover to insure that the pump will be reassembled in the same manner as it was shipped from the factory. If the body or rear cover is replaced during overhaul, scribe a match mark on the new part in the same location as on the part it replaced.

Disassembly of Pump NOTE All reference numbers refer to items illustrated in the exploded view.

1. Clean outside of pump with a good grade solvent and dry thoroughly.

2. Secure unit in vise (use light clamping pressure) with shaft end down; remove cap screws (1) and washers (2).

NOTE During disassembly, take special note of the wear patterns on the wear plate (7) and thrust plate (5). Relate these patterns to the inlet and outlet sides of the pump. The large port in the rear cover (3) always corresponds to the inlet side of the pump. The inlet side can be further identified by the gear contact pattern in the gear bore. The wear plate (7) will have a somewhat heavier wear pattern on the inlet side. The thrust plate (5) will also have a pattern that can be established for reassembly. Also note that the long journal of the driven gear (9) is toward the front of the pump.

© Crown 1978 PF-3373-1

M2.1 - 11 - 011

At no time should screwdrivers be inserted further into pump than the depth of the relieved areas. Any burr or upset metal must be removed from the body (10) and/or cover (3) after this operation to assure a good seal between body and cover.

4. Holding pump shaft end down, remove rear cover (3). Dowel pins (6) may remain either with body or rear cover.

NOTE Cover gasket (11a) and thrust plate (5) may or may not remain with rear cover. Should they remain with body, remove gasket and lift out thrust plate before proceeding.

5. Lift out driven gear (9), drive gear (8), and wear plate (7).

6. Invert pump body with shaft seal up. Remove shaft seal (11c) by prying it out with a large screwdriver.

CAUTION

Care should be taken not to damage the shaft seal bore as this would result in seal leakage.

Parts Inspection 1. Wash all parts and dry thoroughly.

2. Inspect wear plate (7) and thrust plate (5). Replace if scoring or uneven wear is observed.

NOTE Somewhat heavier wear pattern is normal on the low pressure (inlet) side of the wear plate (7). However, there should be no heavy scoring in this area.

Printed in U.S.A.

M2.1 - 11 - 011

MAINTENANCE 3. Remove pressure loading seal (11b) from wear plate. This seal may be of two-piece or one-piece design. In either case, discard old seal or seals. All replacement seals are of one-piece design and should be installed into groove with smooth, flat surface out. The seal should extend a minimum of 0.005 inch beyond surface of wear plate. Do not push seal below wear plate surface at any point.

4. Inspect bushings in body and cover. Replace cover or body if bushings are heavily scored or burned.

5. Inspect gear journals and faces. Replace if faces or journals are scored or worn, or if shaft journal wear exceeds 0.001 inch.

6. Inspect body for wear and scoring. If gear contact wear on low pressure side (inlet) exceeds 0.005 inch depth, replace body. If the body is usable, remove wipe burr with suitable burring tool.

Pump Reassembly

NOTE The installation of new parts contained in Seal Kit No. 85771 is recommended at each overhaul of the pump.

1.

ILLUSTRATION 2-3 6. Apply a small amount of grease to rear cover seal groove and install new rear cover seal (11a) into groove.

7. Lubricate rear cover bushings with SAE 10 oil and install rear cover (3), matching scribe marks on cover and body.

Place body (10) on flat plate with shaft seal bore up. Install new shaft seal (11c). Press seal until it is below the top edge of seal bore. (See illustrations 2-4 & 2-5) Pack the area between the double lip of the seal with Lubriplate or equivalent.

2. Invert body so that gear bores are up. Install wear

plate (7) in bottom of bore, making sure that pressure loading seal (11b) is positioned properly in seal grooves and installed against bottom of bore surface.

3

Lubricate bushings in body and face of wear plate with SAE 10 oil.

4. Apply Lubriplate or equivalent to outer surface of

drive shaft installation sleeve. Insert sleeve into shaft seal from front of pump until sleeve contacts drive gear bushing. Install drive gear (8). Install driven gear (9), with long journal toward front of pump.

5. Lubricate rear gear faces and journals with SAE 10

oil and install thrust plate (5) in its original position.

CAUTION

Reassemble the unit in a vertical position to assure the thrust plate is not pinched between body and cover when tightening cap screws.

The bronze thrust plate face is assembled towards the gear faces. (See Illustration 2-3)

© Crown 1978 PF-3373-2

M2.1 - 11 - 012

ILLUSTRATION 2-4 8. Position pump in arbor press, shaft end down, and press on the rear cover (3). See Illustrations. If arbor press is not available, insert all cap screws and washers and pull cover down evenly in small increments.

9. Insert cap screws (1) and washers (2); torque to 34 to 38 ft-lb.

10. Check that drive shaft turns with adjustable wrench without evidence of mechanical bind.

Printed in U.S.A.

M2.1 - 11 - 012

MAINTENANCE Alternate on-equipment method: 1. Mount pump on equipment and operate for 2 minutes at minimum pressure.

2. Increase discharge pressure to relief setting with control valve. Hold for 5 seconds and release.

Continue cycle for 2 minutes.

3. Repeat step 2 for 3 minutes at one-half operating pressure.

4. Repeat step 2 for 3 minutes at full operating pressure.

5. Check pump and hydraulic system for leaks. No shaft seal leakage sufficient to form a drop is permissible. No external leakage is permissible.

ILLUSTRATION 2-5

Break-In Procedure Test stand met hod: 1. Run pump for 1 minute at minimum pressure.

2. Raise discharge pressure to 500 psi for 5 seconds, then lower to minimum pressure for 5 seconds.

Continue cycle for 1 minute.

Output flow of an overhauled pump should meet or exceed the following: Model S15-5 Displacement (In 3/Rev) 0.58 Gear Width 0.59” Speed (RPM) 1800 Press (PSI) 2500 Flow-Min (GPM) 3.6 CHART 2-6

3. Repeat step 2 but increase pressure in 500 psi increments until maximum operating pressure is obtained. Check flow by any method available.

© Crown 1978 PF-3373-3

M2.1 - 11 - 013

Printed in U.S.A.

M2.1 - 11 - 013

MAINTENANCE

ILLUSTRATION 2.1-24

PUMP - GEAR Preparation for Disassembly The pump overhauling should be performed in a clean, dust-free location, using clean tools and equipment. Dirt or grit will damage the highly machined surfaces and will result in leakage or premature failure of the pump.

Before proceeding with the pump disassembly, scribe match marks on the stator (item 12) and the gear housing (item 3) to insure that the pump will be reassembled in the same manner as it was shipped from the factory. If the stator or gear housing is replaced during overhaul, scribe a match mark on the new part in the same location as on the part it replaces.

Pump Disassembly NOTE All item numbers refer to their respective parts on the exploded view (Illustration 2.1 -24).

Clean the outside of the pump with a good grade solvent and thoroughly dry. Secure the unit in a vice (using light clamping pressure) at the area of the mounting flange (“A”). Loosen and remove the eight (8) assembly screws (items 1 and 2). Separate the gear housing (item 3) from the stator (item 12). It may be necessary to lightly tap the sides of the housing to facilitate the separation.

CAUTION

Never insert a screwdriver or other similar instrument between the housing and the stator for the purpose of prying the two halves apart as permanent damage may result.

Once the housings are separated, remove the dowel pins (item 11). Also remove the idler gear and drive gear assemblies which includes the retaining rings (item 6), the gears (item 7), the keys (item 8) as well as the idler shaft (item 10) and the drive shaft (item 9). When removing the plastic shim, located between the gear housing face and the stator face, note the color of the shim. These shims are supplied in different colors which corresponds to different thicknesses. When replacing the shim, the same color shim must be reinstalled as was removed. Further disassemble the shaft assemblies and place all components in the solvent.

Part Inspection, Evaluation and Replacement Thoroughly wash all pump components in a good grade solvent and blow dry. Lay the cleaned components on a dirt-free bench or shop-cloth and individually inspect each part for the symptoms mentioned below: 1. DRIVE SHAFT (item 9) — Inspect the drive shaft for wear or cracking on the tang end of the shaft, grooving on the area of the shaft where the oil seal seats, wear or flaking on the area of the shaft where the needle bearings travel, and metal distortion around the keyway or the retaining ring grooves. If any of these conditions exist, the drive shaft should be replaced.

2. IDLER SHAFT (item 10) — Check the idler shaft for wear or flaking on the area of the shaft where the needle bearings travel and metal distortion around the keyway or the retaining ring grooves. If any of these conditions exist, the idler shaft should be replaced.

Printed in U.S.A.*

Crown 1978 PF-3455.1 Rev. 4/88

02 REV. 4/88

M2.1 - 12 - 011

M2.1 - 12 - 011

MAINTENANCE 3. GEARS (item 7) — Inspect the gears for any signs of galling or metal build-upon the side faces of the gears as well as on the outside diameter of the teeth. If these conditions exist, the gears must be replaced. When replacing gears, always replace both gears as a set.

4. OIL SEAL (item 14) — Check the oil seal rubber for wear, cracks, chips or any other condition that would cause the seal to lose its sealing ability. Should any of these conditions exist, Crown recommends seal replacement. To replace the seal, pry out the old seal being careful not to damage the stator oil seal bore.

Locate and squarely press in the new seal “lip first”.

5. NEEDLE BEARINGS (item 5) — With the use of a new shaft (idler or drive) or a metal rod ground to a dimension of .5000’’/.4997” (12.700 mm/12.692mm) in diameter, inserted into the bearing bores, check for excessive bearing to shaft clearance in the stator bearings as well as the gear housing bearings. Although replacement bearings are available, Crown recommends the replacement of the entire stator and (or) gear housing because bearing wear or damage usually damages the bearing bores.

6. STATOR (item 12) — Inspect the innerface of the stator for signs of scoring, excessive wear or metal build-up. If a slight metal build-up is evident, the stator face can be lapped smooth with the use of a solvent soaked crocus cloth (280 or 320 grit) placed on a flat surface. Care should be taken to remove only enough material to clean up the build-ups. A stator having a scored or worn innerface should be replaced.

ILLUSTRATION 2.1-25 The drive shaft should be installed with the use of a sleeved tool, similar to the tool shown in Illustration 2.1-25. Insert the tool through the new oil seal being careful not to damage the seal’s rubber lip. Once in position, introduce the tang end of the drive shaft into the sleeve bore and slide the shaft to a position where the side of the gear is in contact with the stator innerface. Carefully extract the sleeved tool. insert the idler gear shaft into its respective bore after aligning and meshing the gear teeth properly. Once both shafts are in position, check to make sure the shim is free of the gear teeth. Replace the two (2) dowel pins (item 11) and after aligning the scribed match marks, carefully slide the gear housing in place and install screws. If for some reason the scribe marks are not visible, a check to assure proper asembly is as follows:

7. GEAR HOUSING (item 3) — Inspect the gear housing’s gear pocket face and wall for scoring or excessive wear. If either of the conditions exist, the housing should be replaced.

Hold the pump in a position where you are viewing the outside face of the gear housing (screw heads should be visible). Rotate the pump to a position where the idler shaft is directly below the drive shaft. From that position, the 1/2” (12.7mm) NPTF port should be on your left side.

8. KEYS (item 8) — Check the keys for any cracks or shear marks and replace if necessary.

Pump Reassembly Begin the reassembly by placing the shim (item 4) in position on the innerface of stator (item 12). A thin film of hydraulic oil will help maintain the location of the shim. If a new shim is being installed, make sure the shim’s color corresponds to the color of the shim removed during disassembly. Preassemble the idler and drive gear assemblies by installing the keys (item 8), gears (item 7) and retaining rings (item 6) onto their respective shafts (items 9 and 10).

After you are sure of the positioning, finger tighten the eight (8) assembly screws and check to see that the drive shaft rotates freely. If it does, the screws can be tightened to a torque reading of between 8 and 10 ft. lb.(11 and 13.5 Nm).

Again check to see that the shaft turns freely. Before mating the pump assembly to the motor, lubricate the drive shaft tang and the coupling (item 15) with “Moly” grease (Crown No. 63002-11).

Printed in U.S.A.*

Crown 1978 PF-3455.2 Rev. 4/88

02 REV. 4/88

M2.1 - 12 - 012

M2.1 - 12 - 012

HYDRAULIC SYSTEM Steer Pump

Steer Pump 19

20

18

4 2 4

3 5

3 2

17

16 22

11

15 10

A

11

12

10 21

14 13 9 8

6

7

1 Fig. 1 (11075-02)

Preparing for disassembly Pump repair must be performed in a clean, dust-free location, using clean tools and equipment. Dirt or grit damages the highly machined surfaces and results in leakage or premature failure of the pump.

Before disassembling the pump, scribe match marks on the stator (8) and the gear housing (19) to make sure that the pump is assembled in the same manner as it was shipped from the factory. If the stator or gear housing is replaced during repair, scribe a match mark on the new part in the same location as on the part it replaces.

Disassembling the pump See Figure 1.

1. Clean the outside of the pump with a high grade solvent and thoroughly dry.

2. Secure the pump in a vice (using light clamping pressure) at the area of the mounting flange (A).

3. Remove the eight screws (20) from the stator (8).

4. Separate the gear housing (19) from the stator (8).

It may be necessary to lightly tap the sides of the housing to facilitate the separation.

Crown 1984 PF5875 Rev. 11/21

CAUTION Never insert a screwdriver or other similar instrument between the housing and the stator for the purpose of prying the two halves apart as permanent damage may result.

5. Remove the dowel pins (18) from the gear housing (19).

6. Remove the idler gear and drive gear assemblies including the retaining rings (11), gears (12), keys, idler shaft (14) and drive shaft (15).

Technician Tips: When removing the plastic shim (9), note the color of the shim. These shims are supplied in different colors corresponding to different thicknesses.

When replacing the shim, the same color shim must be installed.

7. Disassemble the shaft assemblies.

General part inspection 1. Thoroughly wash all pump components in a good grade solvent and blow dry.

2. Lay the cleaned components on a dirt-free bench or shop-cloth and individually inspect each part.

M2.1-18.0-001 02 Rev. 11/21

225

HYDRAULIC SYSTEM Steer Pump

Inspecting the drive shaft 1. Inspect the drive shaft (15) for wear or cracking on the end of the shaft.

2. Inspect the grooving on the area of the drive shaft (15) where the oil seal (6) seats.

3. Inspect for wear or flaking on the area of the drive shaft (15) where the needle bearings (10) travel.

4. Inspect the metal distortion around the keyway or the retaining ring grooves. If any of these conditions exist, the drive shaft (15) must be replaced.

Inspecting the idler shaft 1. Inspect the idler shaft (14) for wear or flaking on the area of the shaft where the needle bearings travel.

2. Inspect the metal distortion around the keyway or the retaining ring grooves. If any of these conditions exist, the idler shaft (14) must be replaced.

Inspecting the gears 1. Inspect the gears (12) for any signs of galling or metal build-up on the side faces of the gears and on the outside diameter of the teeth. If these conditions exist, the gears must be replaced. When replacing gears, always replace both gears as a set.

Inspecting the oil seal 1. Inspect the oil seal (6) for wear, cracks, chips, or any other condition that causes the seal to leak. If any of these conditions exist, Crown recommends replacing the oil seal.

2. Remove the oil seal (6) from the stator (8). Discard the oil seal. Make sure not to damage the oil seal bore on the stator.

3. Install the new oil seal (6) in the stator (8). Make sure that the oil seal is installed evenly in the stator.

Inspecting the needle bearings 1. Check the needle bearings (10) for excessive bearing to shaft clearance in the stator bearings and the gear housing bearings. Although replacement bearings are available, Crown recommends replacing the entire stator (8) and gear housing (19) because bearing wear or damage usually damages the bearing bores.

Inspecting the stator 1. Inspect the inner-face of the stator (8) for signs of scoring, excessive wear, or metal build-up.

2. If a slight metal build-up is evident, the stator face can be lapped smooth with the use of a solvent-

M2.1-18.0-002 02 Rev. 11/21

226

soaked crocus cloth (280 or 320 grit) placed on a flat surface.

Technician Tips: Make sure to remove only enough material to clean up the build-ups. A stator having a scored or worn inner-face must be replaced.

Inspecting the gear housing 1. Inspect the gear pocket face on the gear house (19) and wall for scoring or excessive wear. If either of the conditions exist, the housing must be replaced.

Inspecting the keys 1. Inspect the keys for cracks or shear marks. Replace if necessary.

Assembling the pump See Figure 1.

1. Install the shim (9) on the inner-face of the stator (8).

Technician Tips: A thin film of hydraulic oil helps maintain the location of the shim.

Technician Tips: If a new shim is being installed, make sure that the color of the shim corresponds to the color of the shim removed during disassembly.

2. Assemble the idler and drive gear assemblies by installing the keys, gears (12), and retaining rings (17) on the respective shafts (14 and 15).

3. Install the drive shaft.

4. Put the end of the drive shaft in the sleeve bore and slide the shaft to a position where the side of the gear is in contact with the stator inner-face.

5. Insert the idler gear shaft in the respective bore after aligning and meshing the gear teeth properly.

6. After both shafts are in position, make sure that the shim is free of the gear teeth.

7. Install the two dowel pins (18) in the gear housing (19).

8. After aligning the scribed match marks, carefully slide the gear housing (19) in place and install the screws.

If the scribe marks are not visible, make sure that the assembly is as follows: • Hold the pump in a position where the outside face of the gear housing (19) is visible.

• Rotate the pump to a position where the idler shaft (14) is directly below the drive shaft (15).

• From that position, the 12.7 mm (0.5 in) NPTF port should be on the left side.

Crown 1984 PF5875 Rev. 11/21

HYDRAULIC SYSTEM Steer Pump

•

Hand-tighten the eight screws (20) and make sure that the drive shaft rotates freely. If the drive shaft rotates freely, torque the screws 10–14 N m (8–10 ft lb).

Crown 1984 PF5875 Rev. 11/21

M2.1-18.0-002 02 Rev. 11/21

227

Notes:

228

MAINTENANCE CONTROL VALVE – PARKER

ILLUSTRATION 2-7 Description This Parker Control Valve consists of a one-piece body, 1 to 4 operating spools, two check valves for each spool, an adjustable relief valve, and the necessary seals and plugs.

© Crown 1978 PF-3374-1

M2.3 - 11 - 001

The body is constructed of a one-piece casting, cored to contain passages for a series parallel circuit. Body ports are tapped with S.A.E. straight thread “O” Ring connections for leakproof connections and to prevent possible distortion of the body when tightening fittings.

Printed in U.S.A.

M2.3 - 11 - 001

MAINTENANCE The spools are plated for corrosion resistance and contain notches to obtain metering control of the load.

Spools are balanced, radially and axially.

Check valves, provided in each spool, prevent back flow from cylinder ports to inlet port.

An adjustable relief valve is incorporated in the valve to prevent excessive oil pressure in the hydraulic system.

NOTE Replacement valve spools are identified by the use of type and color code markings. The color code indicates the spool size. See Illustration 2-8 for location of markings indicating color code.

Operation (See Illustration 2-7) A source of oil is supplied to the “Inlet Port”. With the spools in the neutral position, the flow of oil is through the bypass or open center side of the circuit to the “Outlet Port”. When a spool is operated to a power position, the open center side of the circuit is closed and the oil flows through the spool check valve to the cylinder port. At the same time the other cylinder port is opened to the “Outlet Port”.

ILLUSTRATION 2-8 Limits of spool travel are charted to aid in determining if the spool is traveling its required distance to a power or float position.

SPOOL TRAVEL CHART

The check valve functions as a load check to prevent the flow of oil back from the cylinder port as a spool is moved into a power position.

When the inlet oil pressure is in excess of the relief valve setting, with the open center side of the circuit shut off, the relief valve plunger is forced off the seat, bypassing the oil to the “Outlet Port”. When the inlet oil pressure drops to less than the relief valve setting, the spring forces the plunger back against the seat.

General VALVE BODY. All component parts of the valve are available for service replacement except the valve body.

If the valve body contains damaged threads, cracks, or deep score marks in the spool bore, the valve is not repairable and should be replaced. Control valves with minor damage to the body may be repairable; factory inspection may be required to determine if repairs are feasible.

VALVE SPOOLS. Valve spools may be replaced if there is no damage to the valve body. When replacement spools are ordered from the factory, the same Color Code, Type Code, Valve Model Number and Serial Number should be included with the order. Spring centered spools are shipped from the factory with the springs assembled.

SPOOL CODE CHART

© Crown 1978 PF-3374-2

M2.3 - 11 - 002

Disassembly 1. GENERAL. Disassembly instructions are given for the relief valve, check valves and the various styles of spools which may be used with this series. Disassembly instructions are supported by illustrations complete with descriptive nomenclature.

To disassemble control valve for a thorough cleaning and inspection, or repair purposes, the valve should be removed from the equipment, and the operation performed on a bench. Thoroughly clean the exterior of the valve before beginning disassembly procedures.

Make certain that spools and check valve poppets are clearly tagged so that when used in reassembly they can be returned to their respective bores. Switching of the parts may cause improper seating and spools to stick or excessive leakage due to increased side clearance.

2. TOOLS. a. No special tools are required for disassembling or assembling the control valve, although those described on the following page may be of help.

Printed in U.S.A.

M2.3 - 11 - 002

MAINTENANCE b. For compressing the spring on spring-centered spools, two (2) retainer plates with bolts and nuts, as shown on Illustration 2-9 may be used. To operate spring compressor, place one retainer plate over the eye end of the spool and against the bottom spring spacer and the other retainer plate against the top spring spacer. Line up holes and install bolts and nuts. Tighten nuts evenly to compress spring sufficiently to allow removal of snap ring. Caution should be exercised as spring is compressed. Unscrew bolts slowly until all spring pressure has been released.

ILLUSTRATION 2-10 4. REMOVE CHECK VALVES. (See Illustration 2-7) Clamp spool in a soft-jawed vise. Insert a pin through the hole in spool end (14) and unscrew, then remove spring and check poppet. Reverse the spool in the vise and unscrew eye (11) and remove spring and poppet.

NOTE “P” spools have a check at the spring end only.

ILLUSTRATION 2-9 c. A sleeve type tool, see Illustration 2-10, can be made for ease in snap ring installation on springcentered type spools. Select a piece of round bar stock approximately 5 inches in length and slightly larger in diameter than the snap ring being installed. Drill a hole in the stock slightly larger than the stud end of the spool. Remove any sharp edges. To use sleeve type tool when ready to install snap ring, compress spring (See Illustration 2-9), then position snap ring on stud end of spool.

Position tool against snap ring and tap rather sharply, with a rawhide mallet, until snap ring is seated in groove.

3. REMOVE AND DISASSEMBLE SPOOLS. On springcentered “D”, “P” and “C” Type (See Illustration 2-7), unscrew and remove spool cap. Then grasp spring end of spool and withdraw from valve body. Clamp spool in a soft-jawed vise, compress spring (See Paragraph 2b and Illustration 2-9), then remove snap ring, outer spring spacer, spring and inner spring spacer from spool.

© Crown 1978 PF-3374-3

M2.3 - 11 - 003

5. REMOVE RELIEF VALVE. (See Illustration 2-7) Unscrew cap (17). Remove spring (25) and poppet (26). Do not remove seat (27). Disassemble parts in cap (17) but do not remove seat (24). Remove “O” Rings from cap.

6. REMOVE BODY PLUGS AND “O” RINGS. After spools, relief valve and check valves have been removed, remove all plugs and “O” Rings from valve body.

Cleaning, Inspection, Repair, and Replacement Wash all parts thoroughly in kerosene or similar solvent.

Inspect the valve body bores and spools for grooves, deep scratches or excessive wear. See that spools fit their respective body bores with a slight hand pressure and without perceptible side clearance. Valve spools may be replaced if there is no damage to the valve body. Replacement spools may be ordered from the factory if the proper Color Code, Type Code, Valve Model Number and Serial Number are included with the order. If the spools are loose, scored or damaged or the valve body has damaged threads, cracks, or scored bores, the control valve should be replaced with a new unit, or if the body damage is minor, it may be returned for factory inspection and repair.

Printed in U.S.A.

M2.3 - 11 - 003

MAINTENANCE Inspect the check valve poppet and its seating face in the spool for grooves or defects which may cause leakage.

Check the poppet for free movement in the bore. If the poppet appears to be faulty, replace with a new one.

Small nicks and grooves can be removed from the poppet seating face in the spool by lapping poppet in seat using a fine grain grinding compound. Wash seat sufficiently to remove all traces of grinding compound.

3. INSTALL RELIEF VALVE. (See Illustration 2-7) Install relief seat in the bottom of the bore. Install poppet assembly with small end towards the seat. Install large spring in inner diameter of the plunger. Assemble parts on cap (17). If new seat (24) is required, press into cap till head is flush with small end of cap. Install screw (18) finger tight against its spring. Screw cap into body and tighten.

Inspect relief valve plunger (26) for wear on seating end.

Inspect pilot plunger (21) for wear on cone diameter. If either shows wear, remove its seat and inspect for ridges, scoring or excessive wear. Replace parts if worn or damaged.

NOTE

Discard all “O” Rings, gaskets and wipers and replace with new parts when reassembling the control valve.

NOTE After parts have been inspected and valve is not to be reassembled immediately, coat reusable parts with hydraulic oil.

Assembly 1. GENERAL. Prior to reassembly of the valve, make certain that bench, tools, and all valve parts are thoroughly clean and free from dust and foreign matter. If necessary thoroughly rewash the parts.

Coat all valve component parts and body bores with good grade of hydraulic oil.

2. ASSEMBLE AND INSTALL SPOOLS AND CHECKS (See Illustration 2-7) To assemble spring centered spool, clamp the spool in a soft-jawed vise, eye end up. Be sure to get correct end as the spool is not symmetrical. Drop in the check poppet; if new parts are not used, be sure that poppets are installed in their respective bores. Place spring into. Install new “O” Ring on spool eye and screw into spool and tighten using loctite thread lock and 30 to 40 inch pounds of torque. Allow loctite to cure before applying hydraulic pressure.

Reverse the spool in the vise and assemble check in this end in the same way. Then place spring spacers and spring on spool. Compress the spring and install new snap ring per paragraphs 2b and 2c and Illustrations 2-9 and 2-10 under Tools.

Place “O” Ring retainer and new “O” Ring on spool assembly. Place new “O” Ring (8) in valve body.

Install spool into body being careful not to cut the “O” Ring. With the spool fully inserted in the valve body bore, install the spool cap.

© Crown 1978 PF-3374-4

M2.3 - 11 - 004

Do not attempt to adjust relief valve to its proper setting at this point. See instructions on Relief Valve Adjustment.

4. INSTALL BODY PLUGS AND “O” RINGS. With spools, check valves and relief valve installed in the body, place new “O” Rings on all body plugs and install in valve body.

Testing After overhaul, the control valve should be tested.

If a test stand is not available, the valve should be installed on the equipment for test.

RELIEF VALVE ADJUSTMENTS On Control Valve (Crown No. 78716) using the relief valve (82981), the following adjusting procedure should be used (See Illustration 2-11): Remove cover (P), washers (J) and (L), and fitting (K).

Loosen nuts (D) and (N). Unscrew setscrew (F) to relieve spring tension and close gap (R). With pressure gage in pump, valve line, adjust setscrew (C) to desired low pressure setting and tighten nut (D) to lock.

Pressure differential above low setting is determined by factory preset gap (R). Adjust setscrew (F), observing pressure rise on gage. At the point where the pressure stops rising, tighten nut (N). Gap (R) is then fully open and springs (A) and (E) are in balance. Reassemble washers (J) and (L), fitting (K), and cover (P).

PRESSURE LIMITATIONS Minimum low pressure setting Maximum differential pressure Maximum high pressure setting

400 PSI 1500 PSI 3000 PSI

OPERATION Valve is normally set at higher pressure. When pressure in pilot line is in excess of 200 PSI, piston (G) followed by piston (B) is moved to close gap (R). This relaxes spring (A) and the low pressure setting is in effect.

Printed in U.S.A.

M2.3 - 11 - 004

MAINTENANCE On control valve (Crown No. 78716) using the relief valve (85523), the following adjusting procedure should be used (See Illustration 2-12): 1. With no pressure in the pilot port, loosen lock nut “A”.

2. Adjust screw “B” to obtain high setting (lift).

3. Remove acorn nut “E”.

4. Loosen jam nut “D”.

5. With pressure in the pilot port, adjust screw “C” to obtain the desired low setting (tilt).

High pressure setting should be approximately 2300 PSI and should be checked for lifting the rated capacity of the truck but not more than 10% over capacity.

Low pressure setting should be approximately 950 PSI and should be checked tilting a rated capacity load.

On control valve (Crown No’s. 75439, 75810, 75811, 76292 & 77595) using the original relief valve, the following adjusting procedure should be used (See Illustration 2-7): ILLUSTRATION 2-11

RELIEF VALVE ADJUSTMENT. 1. Provide a means for connecting a 3000 PSI gage at the inlet side of the valve. A tee at the inlet port may be used.

2. Remove acorn nut from relief valve. Loosen jam nut and hold while backing off adjusting screw until no tension is felt on relief valve.

3. With pump running at maximum speed, operate one spool to a power position. Turn adjusting screw clockwise until correct pressure setting is obtained. Correct pressure setting should be obtained from the schematic located at the end of this manual.

4. After correct pressure setting has been obtained, hold screw and tighten jam nut. Install and tighten acorn nut.

ILLUSTRATION 2-12

© Crown 1978 PF-3374-5

M2.3 - 11 - 005

Printed in U.S.A.

M2.3 - 11 - 005

MAINTENANCE Lift Relief Valve Setting Adjust the relief valve to lift and release within the capacity limits and load center rating shown in Chart 2-13

CHART 2-13 The load center is the horizontal distance along the forks from the load backrest to the center of gravity of the load.

All trucks must be able to lift this load above free lift height ** Insert applicable truck series ‡ TL trucks – check the load within the last 12″ of lift EXTERNAL LEAKAGE TEST. Special Features †

If the repaired valve has two or more spools, operate the spool farthest from the relief valve to a power position and hold against the relief valve. Check all external port connections and seals for possible leakage.

SPOOL OPERATION.

1. EXTERNAL HIGH PRESSURE CARRY-OVER. (See Illustration 2-14) This valve is available with a special high-pressure carry-over port which provides an outlet for full flow pressure to an additional valve connected in series.

Operate each spool on the valve to its power position.

Spools equipped with spring return should move from the power position to neutral without any hesitancy.

CHECK VALVE LEAKAGE TEST. Operate each spool in its power position under load, until about half the stroke of the cylinder is reached. Return the spool to neutral position and again apply load to cylinder. There should be no cylinder drop when the load is again applied. With the cylinder port still under load, stop pump flow to the control valve by either turning off the test stand pump motor or the vehicle engine, and carefully move the valve spool from the neutral to the power position. In the power position, the load should remain stationary. If the load does not remain stationary, the check valve should be repaired per instructions.

© Crown 1978 PF-3374-6

M2.3 - 11 - 006

ILLUSTRATION 2-14

Printed in U.S.A.

M2.3 - 11 - 006

MAINTENANCE

NOTE Outlet ports of all valves must be connected to tank.

2. CLOSED CENTER. (See Illustration 2-14) This control valve is available with closed center circuit which eliminates the bypass side of the circuit. The construction is similar to the High Pressure Carry-Over. On this model a solid adaptor plug is used in place of the High-Pressure Side Carry-Over.

If switch is suspected of being faulty, a continuity check can be made between terminals 1 and 3, and 2 and 4.

Connect a test lamp, in series, to each set of terminals.

Lamp should light when moving switch plunger 0.040 0.050 inch in either direction from the mid position.

Maximum plunger travel into switch is 0.500 inch.

Replace switch if there is evidence of malfunction.

3. ELECTRIC SWITCH. (See Illustration 2-15) A special electric switch is available for installation on the control valve. The switch is a single pole, double throw, double break type. The switch plunger contacts the end of the valve spool and electrical contact is made by pushing or pulling the spool to a power position.

Refer to parts list for part numbers.

INSTALL AND ADJUST SWITCH. To install the electric switch on a standard control valve, proceed as follows: Unscrew and remove the standard spring centered spool cap and replace with special switch cap.

Loosen switch clamping screw and place switch over machined end of special switch cap, then observing switch contact plunger through clear plastic cover, position switch until moving contact is mid-way between stationary contacts. Tighten clamping screws securely to insure holding at this adjustment.

Test switch action by operating spool in each direction and visually observing plunger contacting the stationary contacts. Readjust if necessary.

ILLUSTRATION 2-16 4. PILOT OPERATED CHECK VALVE. (See Illustration 2-16) To remove, unscrew caps at both ends of body.

Take out springs, balls, and ball guides. Using a 1/4 wood dowel, push shuttle (8) and seats (6) out of the body. Identify parts so they are returned to the same spot when reused.

Inspect parts for wear and replace all bad parts.

Discard all “O” Rings and replace with new ones.

When rebuilding be sure the shuttle is in the body as shown with the small end of the shuttle towards the spring end of the main spools.

A special control spool is used with this lock check.

There are no checks in the spool and flats are provided to bleed off pressure in neutral so shuttle will not function in neutral.

ILLUSTRATION 2-15

© Crown 1978 PF-3374-7

M2.3 - 11 - 007

Printed in U.S.A.

M2.3 - 11 - 007

MAINTENANCE

Trouble Shooting

CHART 2-17 © Crown 1978 PF-3374-8

M2.3 - 11 - 008

Printed in U.S.A.

M2.3 - 11 - 008

MAINTENANCE CONTROL VALVE - CESSNA

ILLUSTRATION 2-18 Disassembly 1. Plug all ports and clean outside of valve thoroughly.

2. Remove detent cap (#32). When detent cap is being removed, care should be taken not to lose spring (#29) and balls (#30).

3. Remove caps (#1). Do not remove screws (#2) and (#31) from spool assemblies unless spring (#26) needs to be replaced. The spring need not be replaced unless it is broken.

4. Remove spools (#4), (#22) and (#23) from valve body.

© Crown 1978 PF-3375-1

M2.3 - 11 - 011

NOTE Spools and bodies are matched sets. Be sure each spool is identified with the correct body bore.

5. Remove bushings (#24) and “O” Rings (#15) from spools.

6. Remove orifice plates (#9) and (#14).

CAUTION

Check position and location of orifice plates when removed to assure proper assembly.

Printed in U.S.A.

M2.3 - 11 - 011

MAINTENANCE 7. Remove relief valve plug (#16), shim (#17), spring (#19), and poppet (#20) from body.

NOTE Do not remove poppet seat. Seat has been set to predetermined depth and locked in place.

8. Remove lift check plug (#10), spring (#12), and plunger (#13) from body.

9. Remove pressure beyond plug (#5) from body.

10. Remove “O” Rings (#15) from body bores.

11. Remove all “O” Rings and back-up washers from all plugs.

Inspection 1. Remove all nicks and burrs from parts and inspect for excessive wear.

2. Inspect spool spring, relief valve spring and lift check spring for breakage.

3. Inspect relief valve poppet for breakage or wear.

4. Inspection of “O” Rings, and back-up washers is not necessary. It is recommended that they be replaced as new parts when valve is serviced.

Service of Relief Valve The pin type relief valve is serviced when disassembly of the valve is accomplished. If a higher or lower system pressure is required, shims (#17) may be added or taken out as needed, noting that adding shims increases pressure; removing shims decreases pressure. (See Illustration 2-19) Electrical Switch Adjustment To adjust the switch, shims must be added between the switch and the switch mounting plate. (See Illustration 2-19) Shim switch so that the spool travels .020″/.060″ [.51mm/1.52mm] between switch contacts (clicks). Spool travel in either direction from neutral must not be less than .010″ [.25mm] nor greater than .050″ [1.27mm] when switch contacts (clicks).

Reassembly 1. Thoroughly clean and dry all parts. Metal parts should be lightly oiled prior to assembly.

NOTE All “O” Rings and back-up washers should be replaced as new parts.

2. Position new “O” Rings (#15) in proper grooves in spool bores.

3. Install new back-up washers and “O” Rings on plugs.

RELIEF VALVE SHIMS (#17)

4. Install relief valve components (#20), (#19), (#17), and (#16).

5. Install lift check components (#13), (#12), and (#10).

6. Install pressure beyond plug into body.

7. If screws (#2) and (#31) have been removed to replace spring (#26), they should be installed with loctite and torqued 5 to 8 ft. lbs.

8. Slide bushing (#24) over spool, slide new “O” Ring (#15) over spool and position next to sleeve.

9. Dip spools in oil and install spool and spring assemblies (#4) and (#22) in proper location.

SWITCH SHIMS

10. Install balls (#30) and spring (#29) by placing index finger over bottom hole in screw (#31). Place one ball, then the spring and other ball into the hole. With the cap (#32) in other hand, assemble the two parts with bottom hole entering the cap first and at the same time sliding index finger away from the hole. Press other ball down with thumb, and slide cap on and back into detent position.

11. Install detent spool assembly into proper location.

12. Install caps (#32) and (#1) to secure spool assemblies.

ILLUSTRATION 2-19

© Crown 1978 PF-3375-2

M2.3 - 11 - 012

13. Install orifice plates.

Printed in U.S.A.

M2.3 - 11 - 012

MAINTENANCE

Trouble Shooting Guide

Crown 1978 PF-3375-3

M2.3 - 11 - 013

Printed in U.S.A.

M2.3 - 11 - 013

MAINTENANCE CONTROL VALVE - CESSNA

ILLUSTRATION 2-23 DESCRIPTION This cessna control valve consists of a one-piece body, 1 to 3 operating spools (3), check valve (32), for each spool, and adjustable relief valve (12), and the necessary seals and plugs.

The body is constructed of a one-piece casting, cored to contain passages for a series parallel circuit. Body ports are tapped with S.A.E. straight thread “O” ring connections for leakproof connections and to prevent possible distortion of the body when tightening fittings.

Check valves, prevent back flow from cylinder ports to inlet port. An adjustable relief valve is incorporated in the valve to prevent excessive oil pressure in the hydraulic system.

Operation (SEE ILLUSTRATION 2-23) A source of oil is supplied to the “Inlet Port”. With the spools in the neutral position, the flow of oil is through the bypass or open center side of the circuit to the “Outlet Port”. When a spool is operated to a power position, the open center

Crown 1979 PF-5018-1

M2.3–14–020

side of the circuit is closed and the oil flows through the check valve to the cylinder port. At the same time the other cylinder port is opened to the “Outlet Port”.

The check valve functions as a load check to prevent the flow of oil back from the cylinder port as a spool is moved into a power position.

When the inlet oil pressure is in excess of the relief valve setting, with the open center side of the circuit shut off, the relief valve plunger is forced off the seat, bypassing the oil to the “Outlet Port”. When the inlet oil pressure drops to less than the relief valve setting, the spring forces the plunger back against the seat.

SWITCH The purpose of the switch is to activate an electric motor as the control valve spool is moved.

With the switch mounted directly to the control valve, this enables the operator to operate the control valve and actuate the electric motor with the same lever.

Printed in U.S.A.

M2.3–14–020

MAINTENANCE Operation The switch is attached to the control valve at the spring end of the spool. A plunger extends from the switch and touches a spool screw in the spool. A maximum of .060 spool travel is required to make contact in the switch.

The switch can be wired to energize an electric motor in the “spool out” position, “spool in” position, or in both “spool out” and “spool in” positions.

The maximum capacity of the switch is 15 amps at 250 volts AC or DC. PRESSURE BEYOND (REFER TO ILLUSTRATION 2-24) The purpose of the pressure beyond feature is to connect two or more control valves in tandem using a common pressure line.

The advantage of the pressure beyond feature is that two or more control valves can be operated off the same pressure source without the use of a selector valve to direct the oil flow to one valve or the other.

When a spool in the first valve is actuated, it cuts off the oil going through the zig-zag passage and the oil is directed into a work port. This cuts off the oil supply to the second control valve; thus, it is in-operative while the first control valve is being operated. If the second valve is operated first, the first valve can be operated; however, as was stated previously, when the first valve is operated, the second valve becomes in-operative. The first valve in line has operating priority.

It should be understood that the pressure beyond connection is not a series connection, but is a tandem connection.

By that we mean the return port of the first valve is not connected to the inlet port of the second valve. With the pressure beyond plug, the return passage is never pressurized in either control valve. Each valve has a separate return line to the reservoir.

Disassembly (SEE ILLUSTRATION 2-25) 1. Plug all outlets and thoroughly clean outside of valve.

2. Remove screws (37) and switch (36) with shims (35).

3. Remove lift check plugs (34), springs (33), and lift check plungers (32).

PRESSURE BEYOND PLUG

4. Remove relief valve (12).

5. Mark spools and body position of each spool.

NOTE Spools and bodies are matched sets. Be sure each spool is identified with the correct body bore.

6. Spool a. Remove spool screw (10), washer (9), spring (7), and washer (6). Remove spool (3).

7. Remove pressure beyond plug (2).

8. Remove all O-rings and back-up washers from all plugs, relief valves and body bore.

ILLUSTRATION 2-24

9. Thoroughly clean all parts.

Inspection

Operation

1. Remove nicks and burrs from all parts.

When two valves are connected with the pressure beyond feature, the oil from the pump enters the inlet port of the first control valve. This oil goes through the zig-zag passage and into the pressure beyond plug. The pressure beyond plug prevents the oil from the pump from going into the return passage in the control valve. The oil passes through the pressure beyond plug and is routed to the second control valve through a tube or hose connecting the pressure beyond plug to the inlet port of the second control valve.

2. Inspect spools and body bore for excessive wear.

Crown 1979 PF-5018-2

M2.3–14–021

NOTE If internal leakage with the spools in spring centered position has been experienced, wear is indicated between the spool and body bore. This can be corrected by replacing the spools and body as an assembly. Spools or bodies cannot be serviced separately.

Printed in U.S.A.

M2.3–14–021

MAINTENANCE

ILLUSTRATION 2-25 3. Inspect relief valve. The adjustable relief valve (12) is serviced after disassembly of the valve is completed. To insure cleanliness in the system the relief valve assembly may be disassembled, cleaned with compressed air and reassembled.

3. Install O-rings and back-up washers on relief valve and plugs.

4. Inspection of O-rings and back-up washers is not necessary. It is recommended these be replaced as new parts.

6. Spool

5. Inspect lift check seats in body for wear.

Reassembly 1. Thoroughly clean and dry all parts. Metal parts should be lightly oiled prior to assembly.

NOTE All O-rings and back-up washers should be replaced as new parts.

4. Insert plunger (32) and spring (33) into lift check seat.

5. Install lift check plugs (34).

a. Install washer (6), spring (7), and washer (9), into proper position in body casting. Insert spool (3) into body bore and secure with spool screw (10).

7. Install relief valve (12).

8. Install pressure beyond plug assembly (2).

9. Install switch (37), with shims (35), and screws (37).

10. Run operational check.

2. Position O-rings (4) and (5) in body bore.

Crown 1979 PF-5018-3

M2.3–14–022

Printed in U.S.A.

M2.3–14–022

MAINTENANCE TESTING

1. Connect a 3000 PSI gage at the outlet port of the lift manifold. Uncap tee and install gage.

3. With pump running at maximum speed, operate one spool to a power position. Turn adjusting screw clockwise until correct pressure setting is obtained. Correct pressure setting should be obtained from hydraulic schematic located at in this manual and the following chart.

2. Loosen jam nut and hold while backing off adjusting screw until no tension is felt on relief valve.

4. After correct pressure setting has been obtained, hold screw and tighten jam nut.

Relief Valve Adjustment

Lift Relief Valve Setting Adjust the relief valve to lift and release within the capacity limits and load center rating shown in Chart 2-26

CHART 2 -26 † The load center is the horizontal distance along the forks from the load backrest to the center of gravity of the load. All trucks must be able to lift this load above free lift height. ** Insert applicable truck series. ‡ TL trucks – check the load within the last 12″ of lift.

Crown 1979 PF-5018-4

M2.3–14–023

Printed in U.S.A.

M2.3–14–023

MAINTENANCE External Leakage Test If the repaired valve has two or more spools, operate the spool farthest from the relief valve to a power position and hold against the relief valve. Check all external port connections and seals for possible leakage.

Spool Operation Operate each spool on the valve to its power position.

Spools equipped with spring return should move from the power position to neutral without any hesitancy.

shim

Check Valve Leakage Test Operate each spool in its power position under load, until about half the stroke of the cylinder is reached. Return the spool to neutral position and again apply load to cylinder.

There should be no cylinder drop when the load is again applied. With the cylinder port still under load, stop pump flow to the control valve by either turning off the test stand pump motor or the vehicle engine, and carefully move the valve spool from the neutral to the power position. In the power position, the load should remain stationary. If the load does not remain stationary, the check valve should be repaired per instructions.

ILLUSTRATION 2-27 Electrical Switch Adjustment To adjust the switch, shims must be added between the switch and the switch mounting plate. (SEE ILLUSTRATION 2-27. Shim switch so that the spool travels .020″/.060″ [.51mm/1.52mm] between switch contacts (clicks). Spool travel in either direction from neutral must not be less than .010″ [.25mm] nor greater than .050″ [1.27mm] when switch contacts (clicks).

Trouble Shooting

CHART 2-28 (Cont.)

Crown 1979 PF-5018-5

M2.3–14–024

Printed in U.S.A.

M2.3–14–024

MAINTENANCE

CHART 2-28

Crown 1979 PF-5018-6

M2.3–14–025

Printed in U.S.A.

M2.3–14–025

MAINTENANCE

ILLUSTRATION 2-21 HOSE REEL 1. Raise the truck carriage until the junction block is even with the hose reel. Disconnect the two hoses from the fittings on the junction block (plug the hoses), while firmly holding onto the hoses.

NOTE Remember that the reel spring has been prewound three or more complete turns. Hold onto the hose reel and allow it to turn slowly until the spring tension is completely relieved.

2. Return the truck carriage to the floor.

3. The junction block may be removed for servicing at this point. (Refer to the junction block servicing instructions.)

4. To replace the flanges on outboard spring models (it is not necessary to remove the reel from the truck), proceed as follows: a. Remove the enclosed spring assembly. b. Unbolt the flanges without removing the hub from the shaft.

© Crown 1978 PF-3376-1

M2.6 - 11 - 001

5. If the hose reel is to be removed from the mast for servicing, simply disconnect the two hydraulic lines from the reel shaft. Remove the two mounting bolts.

6. To replace the seals in the reel, either on or off the truck, proceed as follows: For Inboard Spring Models (Refer to Illustration 2-21) a. Unwind the hoses from the reel (optional). b. Remove the snap ring (Item 5) located on the end of the center shaft. (Item 18) c. Unbolt the enclosed spring assembly (Item 6). d. Withdraw the shaft and spring assembly from the hub exposing the three “O” Ring seals (Item 8) and four back-up rings (Item 7).

NOTE Due to the high frictional coefficient of the “O” Rings, it may be necessary to use a rubber mallet or hammer handle to gently tap the end of the shaft while pulling it out of the hub.

Printed in U.S.A.

M2.6 - 11 - 001

MAINTENANCE 7. Before removing the “O” Rings and back-up rings, carefully note their positions in the grooves on the shaft.

12. As a general rule, the Enclosed Spring Assembly should be lubricated with Moly Lube or the equivalent once every six months.

8. It is recommended that the installation of a complete set of new seals whenever one seal requires replacement. Use only approved parts.

13. To reassemble your hose reel, reverse the above steps. Refer to Parts Illustrations in this manual for further assistance.

9. Check the following areas when servicing your hose reel seals:

NOTE

a. The sealing surface where the “O” Ring is seated in the hub must be smooth. Rough areas cause premature wear and early leakage. Replace if necessary. b. Shaft grooves must be free of sharp nicks or projections to prevent cutting of the inside diameter of the “O” Ring during installation. c. Excessive stretching of the “O” Ring when installed can cause permanent distortion. An “O” Ring may be stretched no more than 25 percent of its diameter. d. Installation of back-up rings in their proper locations is essential. Refer to Illustration 2-21. e. If the “O” Ring seal nearest the spring assembly was damaged and allowed hydraulic oil to leak into the spring can, drain the spring can before reassembly. If excessive oil is left in the spring assembly, it will seep out after assembly and appear as though there is a serious oil leak. f. Clean all components with a non-corrosive solvent before reassembly.

Apply a liberal amount of petroleum jelly or hydraulic oil to the seals, shaft, and the interior of the hub before reassembling. Rotate the hub slowly as you push it onto the shaft. This will prevent damage to the seals and make reassembly easier.

10. No further disassembly of outboard spring models is required.

11. For further disassembly of inboard spring models proceed as follows:

Be sure spring retainer is facing in proper direction to engage spring.

Junction Block 1. Raise the truck carriage until the junction block is even with the hose reel. Disconnect the two hoses from the fittings on the junction block while firmly holding onto the hoses.

NOTE Remember that the reel spring has been prewound three complete turns.

Hold onto the hose reel and allow it to turn slowly until the spring tension is completely relieved.

2. Return the truck carriage to the floor.

3. Remove the junction block from the truck carriage by loosening the capscrew or capscrews which hold the block to the carriage.

4. Remove the snap ring retainer from the end of the shaft.

5. Pull the shaft out of the body of the junction block. This will expose the “O” Rings and back-up rings.

6. Before removing the “O” Rings and back-up rings, carefully note their position in the grooves on the shaft.

7. Replace the worn seals with approved components.

All the “O” Rings and back-up rings should be replaced at the same time.

8. Check the following areas when servicing junction block seals:

a. Remove snap ring that is next to the enclosed spring assembly.

a. The sealing surface where the “O” Ring is seated in the body must be smooth. Rough areas cause premature wear and early leakage.

b. Pull the spring can off the shaft, being careful not to damage the “O” Ring grooves. Nicks on the shaft grooves will cause excessive wear on the sealing parts.

b. Shaft grooves must be free of sharp nicks or projections to prevent cutting of the inside diameter of the “O” Ring during installation.

c. To replace felt seal on the shaft, remove the old one, clean the metal surface and apply contact cement to the shaft and the new seal. Position new seal on the shaft.

© Crown 1978 PF-3376-2

M2.6 - 11 - 002

c. Excessive stretching of the “O” Ring when installed can cause permanent distortion. An “O” Ring may be stretched no more than 25 percent of its diameter.

Printed in U.S.A.

M2.6 - 11 - 002

MAINTENANCE

d. Installation of back-up rings in their proper location is essential. Refer to Illustration 2-21.

9.

e. If your junction block is equipped with integral check valves, inspect the balls and ball guides for excessive wear. Examine the interior surface of the body for smoothness.

Apply a liberal amount of petroleum jelly or hydraulic oil to the seals, shaft, and junction block body before reassembly.

10. In reassembly, rotate the shaft slowly into the body of the block to prevent damage to the seals.

11. Replace the snap ring and return the unit to the truck carriage.

f. Clean all components with a non-corrosive solvent before reassembly.

Trouble Shooting Guide

CHART 2-22

© Crown 1978 PF-3376-3

M2.6 - 11 - 003

Printed in U.S.A.

M2.6 - 11 - 003

MAINTENANCE

HOSE REEL IDENTIFICATION

DISCONNECTING THE REEL

Crown uses two different styles of hose reels (inboard spring and outboard spring models) on trucks and mount them in two different ways (overwrapped and underwrapped). The inboard spring model is shown exploded in illustration 2.6-2, the outboard spring model in illustration 2.6-4. The overwrapping or underwrapping is accomplished by installing a R.H. hose reel on the right side of the truck (overwrap) or by installing a L.H. hose reel on the right side of the truck (underwrap). Because of this, it is very important that you properly identify the hose reel to assure the correct replacement components are installed on your unit. Overwrapping routes the hose over the top of the reel towards the front of the truck then down to the back of the forkcarriage. Underwrapping routes the hose under the bottom of the reel towards the front of the truck. The hose is then routed up and over a pulley mounted on the top of the second stage mast and then down to the back of the forkcarriage. Refer to illustration 2.6-1 for identification of your particular application.

1. Disconnect the hoses from the junction block shaft fittings. Fasten the loose hose ends to the reel flanges with wire or strapping tape.

Crown 1987 PF-7924-1

M2.6 - 11 - 004

NOTE Hold hose firmly while disconnecting the hoses from the junction block. Allow the reel spring to unwind slowly while maintaining tension on the hose end.

2. Disconnect the hoses from the hose reel shaft fittings.

3. Remove the capscrews fastening the reel to the mounting pad. Remove the reel from the mast. For reassembly, tighten the capscrews to a torque of 52-57 in. Ibs.

Printed in U.S.A.*

M2.6 - 11 - 004

MAINTENANCE

ILLUSTRATION 2.6-2 2. Install the back-up rings into the hub grooves. Place REEL SERVICE - INBOARD SPRING a portion of the ring in the groove, then bend as reDISASSEMBLY quired to install. See Illustration 2.6-3. Install the O-ring seals.

1. Disconnect the hoses from the reel hub fittings.

3. Further reassembly is a reversal of the procedures 2. Remove the snap ring from the end of the hose reel described in the Disassembly Section. Install the reel shaft. See Illustration 2.6-2. to the mast as described in the Installation 3. Remove the four nuts fastening the spring assembly Instructions. to the reel flanges. For reassembly, tighten the capscrews to a torque of 70-75 in. Ibs. 4. Pull the reel flanges (with hoses) and hub off of the shaft.

5. Remove the three capscrews and nuts fastening the reel flanges to the hub. For reassembly, tighten the capscrews to a torque of 70-75 in. Ibs..

6. Disengage the spring assembly spring end from the spring retainer on the shaft.

7. If the spring retainer has been damaged, remove the spring retainer snap ring and install a new spring retainer.

8. Remove the seals from the hub. Avoid scratching the grooves. Clean the hub and shaft with solvent. • The sealing surface on the shaft is nickel plated. If minor surface imperfections are noted, use emery cloth (320 Grit) to lightly smooth up. If sharp edges or grooves are found, shaft replacement is necessary. See Illustration 2.6-3.

• Hub grooves must be free of sharp nicks or projections to prevent cutting of the outside diameter of the O-rings during installation.

ILLUSTRATION 2.6-3 REASSEMBLY 1. Lubricate the shaft, seals and bore of the hub with hydraulic oil.

Crown 1987 PF-7924-2

M2.6 - 11 - 005

Printed in U.S.A.*

M2.6 - 11 - 005

MAINTENANCE

ILLUSTRATION 2.6-4 REEL SERVICE - OUTBOARD SPRING DISASSEMBLY 1. Remove the four nuts fastening the spring assembly to the reel flanges. For reassembly, tighten the capscrews to a torque of 70-75 in. Ibs. 2. Disengage the spring assembly spring end from the spring retainer on the shaft. Remove the spring assembly. See Illustration 2.6-4.

3. Disconnect the hoses from the reel hub fittinas.

4. Remove the spring retainer snap ring, spring retainer and sleeve from the shaft.

5. Pull the reel flanges (with hoses) and hub off of the shaft.

6. Remove the three capscrews and nuts fastening the reel flanges to the hub. For reassembly, tighten the capscrews to a torque of 70-75 in. lbs.

7. If the spring retainer has been damaged, it should be replaced at this time.

8. Remove the seals from the hub. Avoid scratching the grooves. Clean the hub and shaft with solvent. -

Crown 1987 PF-7924-3

M2.6 - 11 - 006

The sealing surface on the shaft is nickel plated. If minor surface imperfections are noted, use emery cloth (320 Grit) to lightly smooth up. If sharp edges or grooves are found, shaft replacement is necessary. See Illustration 2.6-3.

• Hub grooves must be free of sharp nicks or projections to prevent cutting of the outside diameter of the O-rings during installation.

REASSEMBLY 1. Lubricate the shaft, seals and bore of the hub with hydraulic oil.

2. install the back-up rings into the hub grooves. Place a portion of the ring in the groove, then bend as required to install. See Illustration 2.6-3. Install the O-ring seals.

3. Further reassembly is a reversal of the procedures described in the Disassembly Section. Install the reel to the mast.

Printed in U.S.A.*

M2.6 - 11 - 006

MAINTENANCE HOSE REPLACEMENT 1. Disconnect the hoses from the junction block shaft (bulkhead) fittings.

NOTE Hold hose firmly while disconnecting the hoses from the junction block. Allow the reel spring to unwind slowly while maintaining tension on the loose end.

2. Disconnect the hoses from the reel hub fittings.

3. Install the new outer hoses to the hose reel hub fittings.

4. Wind the outer hose completely onto the reel in the direction indicated (viewed from the flange side): Overwrapped Right Hand Reel (O.R.H.): Wind hose clockwise.

Overwrapped Left Hand Reel (O.L.H.): Wind hose counterclockwise.

Underwrapped Right Hand Reel (U.R.H.): Wind hose counterclockwise.

Underwrapped Left Hand Reel (U. L. H.) Wind hose clockwise.

A Right or Left hand reel is determined as viewed from the flange side of the reel. See Illustration 2.6-1.

5. Prewind the reel spring by grasping the end of the outer hose and turning the reel a minimum of 3 turns in the direction idicated (viewed from the flange side):

Crown 1987 PF-7924-4

M2.6 - 11 - 007

Overwrapped Right Hand Reel (O.R.H.): Wind reel clockwise.

Overwrapped Left Hand Reel (O.L.H.): Wind reel counterclockwise.

Underwrapped Right Hand Reel (U.R.H.): Wind reel counterclockwise.

Underwrapped Left Hand Reel (U.L.H.): Wind reel clockwise.

If more tension is required, the reel can be prewound additional turns. The maximum turn capacity is 16 total turns. . WARNING

Rotation in the wrong direction or exceeding the turn capacity of the reel will damage the inner reel spring.

6. With the reel prewound, pull the hose ends down and install to the junction block shaft fittings.

NOTE Do not let the reel unwind when connecting the hose to the junction block or bulkhead fittings.

7. Operate the carriage up and down a few times to make sure the hoses track smoothly and no interference exists.

Printed in U.S.A.*

M2.6 - 11 - 007

MAINTENANCE Trouble Shooting Guide PROBLEM Hose Reel leaks at hub.

Excessive wear on hoses.

Hose jumping off of reel in reeling action.

Binding of hose reel winding action.

Junction block leak.

PROBABLE CAUSE 1. Worn or cut “O” Ring seals in the center rotating hub.

2 . Loose or damaged fittings.

1. Hose Reel on the mast and junction block on the truck carriage are not in proper alignment.

2. Hose Reel flanges damaged.

1. Hose reel not in line with junction block.

2. incorrect prewind of spring.

1. Hose reel spring broken.

2. Back-up ring in hub shaft seal working in between shaft and hub.

3. Scored shaft or hub.

1. Cut or damaged “O” Ring seal.

CORRECTIVE ACTION 1. Replace all seals. When a hose reel requires immediate replacement of any one of the “O” Rings or back-up rings, it is important that all the seals be replaced. If all the “O” Rings and back-up rings are not replaced at the same time, the reel will only have to be disassembled again in a short period of time to replace the older seals. The seal kit offered by Crown includes all of the “O” Rings and back-up rings necessary to rebuild one’ hose reel. Order appropriate Seal Kit. 2. Tighten or replace damaged fittings.

1. Align the junction block and hose reel properIy. They must be on the same center line and mounted square to each other.

2. Repair or replace damaged parts.

1. Align junction block with hose reel.

2. Spring should be prewound three turns at the nearest point at which the junction block passes the hose reel in its upward movement.

1. Replace the spring.

2. Replace the back-up rings.

3. Replace the damaged component.

1. Replace the seal.

CHART 2.6-5

Crown 1987 PF-7924-5

M2.6 - 11 - 008

Printed in U.S.A.*

M2.6 - 11 - 008

MAINTENANCE

ILLUSTRATION 2.6-1 HOSE REEL IDENTIFICATION

DISCONNECTING THE REEL

Crown uses two different styles of hose reels (inboard spring and outboard spring models) on trucks and mount them in two different ways (overwrapped and underwrapped). The inboard spring model is shown exploded in illustration 2.6-2, the outboard spring model in illustration 2.6-4. The overwrapping or underwrapping is accomplished by installing a R.H. hose reel on the right side of the truck (overwrap) or by installing a L.H. hose reel on the right side of the truck (underwrap). Because of this, it is very important that you properly identify the hose reel to assure the correct replacement components are installed on your unit. Overwrapping routes the hose over the top of the reel towards the front of the truck then down to the back of the forkcarriage. Underwrapping routes the hose under the bottom of the reel towards the front of the truck. The hose is then routed up and over a pulley mounted on the top of the second stage mast and then down to the back of the forkcarriage. Refer to illustration 2.6-1 for identification of your particular application.

1. Disconnect the hoses from the junction block shaft fittings. Fasten the loose hose ends to the reel flanges with wire or strapping tape.

© Crown 1987 PF-7924-1

M2.6 - 11 - 004

NOTE Hold hose firmly while disconnecting the hoses from the junction block. Allow the reel spring to unwind slowly while maintaining tension on the hose end.

2. Disconnect the hoses from the hose reel shaft fittings.

3. Remove the capscrews fastening the reel to the mounting pad. Remove the reel from the mast. For, tighten the capscrews to a torque of 52-57 in. lbs.

Printed in U.S.A.*

M2.6 - 11 - 004

MAINTENANCE

ILLUSTRATION 2.6-2 REEL SERVICE - INBOARD SPRING DISASSEMBLY 1. Disconnect the hoses from the reel hub fittings.

2. Remove the snap ring from the end of the hose reel shaft. See Illustration 2.6-2.

3. Remove the four nuts fastening the spring assembly to the reel flanges. For reassembly, tighten the capscrews to a torque of 70-75 in. lbs.

4. Pull the reel flanges (with hoses) and hub off of the shaft.

5. Remove the three capscrews and nuts fastening the reel flanges to the hub. For reassembly, tighten the capscrews to a torque of 70-75 in. lbs..

6. Disengage the spring assembly spring end from the spring retainer on the shaft.

7. If the spring retainer has been damaged, remove the spring retainer snap ring and install a new spring retainer.

8. Remove the seals from the hub. Avoid scratching the grooves. Clean the hub and shaft with solvent.

• The sealing surface on the shaft is nickel plated. If minor surface imperfections are noted, use emery cloth (320 Grit) to lightly smooth up. If sharp edges or grooves are found, shaft replacement is necessary. See Illustration 2.6-3.

• Hub grooves must be free of sharp nicks or projections to prevent cutting of the outside diameter of the O-rings during installation.

2. Install the back-up rings into the hub grooves. Place a portion of the ring in the groove, then bend as required to install. See Illustration 2.6-3. Install the O-ring seals.

3. Further reassembly is a reversal of the procedures described in the Disassembly Section. Install the reel to the mast as described in the Installation Instructions.

REASSEMBLY 1. Lubricate the shaft, seals and bore of the hub with hydraulic oil. © Crown 1987 PF-7924-2

M2.6 - 11 - 005

ILLUSTRATION 2.6-3

Printed in U.S.A.*

M2.6 - 11 - 005

MAINTENANCE

ILLUSTRATION 2.6-4 REEL SERVICE - OUTBOARD SPRING DISASSEMBLY 1. Remove the four nuts fastening the spring assembly to the reel flanges. For reassembly, tighten the capscrews to a torque of 70-75 in. lbs.

2. Disengage the spring assembly spring end from the spring retainer on the shaft. Remove the spring assembly. See Illustration 2.6-4.

3. Disconnect the hoses from the reel hub fittings.

4. Remove the spring retainer snap ring, spring retainer and sleeve from the shaft.

5. Pull the reel flanges (with hoses) and hub off of the shaft.

6. Remove the three capscrews and nuts fastening the reel flanges to the hub. For reassembly, tighten the capscrews to a torque of 70-75 in. lbs.

7. If the spring retainer has been damaged, it should be replaced at this time.

8. Remove the seals from the hub. Avoid scratching the grooves. Clean the hub and shaft with solvent.

© Crown 1987 PF-7924-3

M2.6 - 11 - 006

• The sealing surface on the shaft is nickel plated. If minor surface imperfections are noted, use emery cloth (320 Grit) to lightly smooth up. If sharp edges or grooves are found, shaft replacement is necessary. See Illustration 2.6-3.

• Hub grooves must be free of sharp nicks or projections to prevent cutting of the outside diameter of the O-rings during installation.

REASSEMBLY 1. Lubricate the shaft, seals and bore of the hub with hydraulic oil.

2. Install the back-up rings into the hub grooves. Place a portion of the ring in the groove, then bend as required to install. See Illustration 2.6-3. Install the O-ring seals.

3. Further reassembly is a reversal of the procedures described in the Disassembly Section. Install the reel to the mast.

Printed in U.S.A.*

M2.6 - 11 - 006

MAINTENANCE

HOSE REPLACEMENT 1. Disconnect the hoses from the junction block shaft (bulkhead) fittings.

NOTE Hold hose firmly while disconnecting the hoses from the junction block. Allow the reel spring to unwind slowly while maintaining tension on the loose end.

2. Disconnect the hoses from the reel hub fittings.

3. Install the new outer hoses to the hose reel hub fittings.

4. Wind the outer hose completely onto the reel in the direction indicated (viewed from the flange side): Overwrapped Right Hand Reel (O.R.H.): Wind hose clockwise.

Overwrapped Left Hand Reel (O.L.H.): Wind hose counterclockwise.

Underwrapped Right Hand Reel (U.R.H.): Wind hose counterclockwise.

Underwrapped Left Hand Reel (U.L.H.) Wind hose clockwise.

A Right or Left hand reel is determined as viewed from the flange side of the reel. See Illustration 2.6-1.

Overwrapped Right Hand Reel (O.R.H.): Wind reel clockwise.

Overwrapped Left Hand Reel (O.L.H.): Wind reel counterclockwise.

Underwrapped Right Hand Reel (U.R.H.): Wind reel counterclockwise.

Underwrapped Left Hand Reel (U.L.H.): Wind reel clockwise.

If more tension is required, the reel can be prewound additional turns. The maximum turn capacity is 16 total turns.

WARNING

Rotation in the wrong direction or exceeding the turn capacity of the reel will damage the inner reel spring.

6. With the reel prewound, pull the hose ends down and install to the junction block shaft fittings.

NOTE Do not let the reel unwind when connecting the hose to the junction block or bulkhead fittings.

7. Operate the carriage up and down a few times to make sure the hoses track smoothly and no interference exists.

5. Prewind the reel spring by grasping the end of the outer hose and turning the reel a minimum of 3 turns in the direction idicated (viewed from the flange side):

© Crown 1987 PF-7924-4

M2.6 - 11 - 007

Printed in U.S.A..*

M2.6 - 11 - 007

MAINTENANCE

Trouble Shooting Guide

CHART 2.6-5

© Crown 1987 PF-7924-5

M2.6 - 11 - 008

Printed in U.S.A.*

M2.6 - 11 - 008

C

DRIVE UNIT

Your Crown rider lift truck has independent drive units coupled to each drive wheel. On a condition of sharp turning, stalling is eliminated by steer limit switches (SLS1 & SLS2), which shut off power to the inside drive motor, allowing it to "free-wheel", while the outside drive motor remains under power.

Each drive unit is a double reduction gearbox incorporating helical gears for strength, quietness and smooth operation.

The unit is totally enclosed and oil filled to give maximum lubrication to both bearings and gears. RC series trucks drive motors are equipped with a hydraulically released, spring applied brake system. SC series trucks drive motors may be equipped with either a hydraulic automotive type or a mechanical braking system.

Drive Motor NOTE Removal of drive motor for replacement of motor brushes is not necessary as access holes located in the front of the power unit permit brush replacement while traction motors are still mounted to drive unit.

A. Drive Motor Removal: SC Trucks 1. Chock wheels and disconnect battery.

2. Remove floorboard and side panels.

3. Disconnect all electrical connections to motor.

4. Disconnect brake lines and hydraulic or mechanical brake linkage.

5. Remove the four motor mounting screws. Support the motor while removing the mounting screws.

6. Remove motor.

5371S

ILLUSTRATION 1 7374 - EO12027

Crown 1980 PF6239-2 Rev. 2/04

Printed in U.S.A.

03 REV. 2/04

M3.0–10.0–002

M3.0–10.0–002

C

DRIVE UNIT RC Trucks

RC Trucks

1. With the use of a suitable lifting device, raise truck and block securely.

1. Tilt mast as far forward as possible.

2. Chock wheels and disconnect battery.

WARNING

3. Remove upper and lower covers from front of power unit.

Make sure lifting device is sufficiently rated to lift truck. Keep all hands, feet etc. away from unit being raised. Never work under anything suspended from the end of a lifting device.

4. Disconnect all electrical connections to motor.

5. Disconnect brake lines and brake assembly.

2. Tilt mast as far forward as possible.

6. Remove the four motor mounting screws. Support the motor while removing the mounting screws.

7. Remove motor.

3. Disconnect battery.

4. Remove upper and lower covers from front of power unit.

B. Drive Unit Removal: 5. Disconnect all electrical connections from drive motor.

CAUTION

6. Remove drive tire.

Be sure battery is disconnected before performing any maintenance operation.

7. Disconnect brake lines and brake assembly.

SC Trucks 1. With the use of a suitable lifting device, raise truck and block securely.

8. Loosen screws fastening drive unit to power unit making sure drive unit is supported before removing screws (3 screws per drive unit – 1 screw located on drive unit and two located on power unit). Refer to Illustration 5.

9. Remove drive unit and take to a clean area for repair.

WARNING C. Seal Replacement:

Make sure lifting device is sufficiently rated to lift truck. Keep all hands, feet etc. away from unit being raised. Never work under anything suspended from the end of a lifting device.

1. Tilt mast assembly completely rearward. Place hard wood blocks under the first stage mast. Tilt the mast forward as far as possible. Both drive tires should be off of the floor. Place additional hardwood blocks under the truck frame to prevent movement of the truck.

2. Remove floorboard, side panels and drive tire.

3. Disconnect all electrical connections from drive motor.

4. Disconnect brake lines and hydraulic or mechanical brake linkage.

5. Loosen screws fastening drive unit to power unit making sure drive unit is supported before removing screws (3 screws per drive unit – 1 screw located on drive unit and two located on power unit). Refer to Illustration 5.

2. Disconnect battery.

3. Remove drive tire from end of axle.

4. Drill two, 3.1 mm (.125 in.) holes 180° apart through the outer wall, only, of the seal to be replaced.

6. Remove drive unit and take to a clean area for repair.

Crown 1980 PF6239-3 Rev. 2/04

Printed in U.S.A.

03 REV. 2/04

M3.0–10.0–003

M3.0–10.0–003

C

DRIVE UNIT

5. Use a "slide" puller, refer to Illustration 2. Screw the puller into face of the seal, operate the puller gently but firmly until one side of the seal is removed. Repeat this for the other side of the seal and remove seal.

CAUTION

Do not scratch or nick the seating area of the seal or the sealing surface on the axle.

5373S

ILLUSTRATION 3

D. Drive Unit Disassembly: Refer to Illustration 5 1. Drain oil.

2. Loosen the four screws, item 4, which mount the drive motor to the drive unit housing, making sure the motor is supported before removing screws.

3. Remove the eight screws, item 43, which secures the tire and hub to the drive unit, items 41 & 42.

ILLUSTRATION 2

5372S

6. Inspect the outside diameter (O.D.) of the axle for any possible groove or other marks that could cause possible leakage after the new seal is installed. If a slight groove is present, due to seal wear, the replacement seal can be installed slightly deeper into the seal retainer. Any severe wear, nicks, or scratches are present on the sealing surface of the axle the axle will have to be replaced.

4. Remove access cover, item 29, from side "B".

5. Remove the two (2) 1/4 in. screws, item 33, and remove locknut, item 32. Torque the two 1/4 in. screws to 19Nm (14 ft./lbs.) at assembly. Torque locknut to 68Nm (50 ft./lbs.) at assembly.

6. Remove gear, item 34, from axle spline.

7. Clean the seal seating area thoroughly. Apply a coat of gasket sealer, Crown P/N 065005-001, to the outside diameter (O.D.) of replacement seal. Before installation wipe the sealing element, or lip, with the lubricant being retained.

7. Using a rubber mallet or an arbor press, drive the axle, item 40, out side "A" of the housing. Bearing cone, item 35, will be forced off the axle at this time and bearing cone, item 38, will remain on the axle shaft.

8. Slip the replacement seal gently onto the axle and square up against the seal retainer making sure the lip of the seal faces the fluid to be sealed.

9. Seat the seal into the seal retainer. Use a hardwood block 50 x 100 x 150 mm (2 x 4 x 6 in.) and a rubber mallet and gently seat the seal squarely into the retainer. Check and make sure the replacement seal outer surface is flush with the seal retainer. Refer to Illustration 3.

CAUTION

Do not hammer directly on the seal and avoid “cocking” the seal when seating.

CAUTION

Make sure all blocks are positioned under the drive unit casting and not in contact with the seal retainer.

8. Should the bearings require replacement, the bearing outer races, items 36 & 37, must be pressed out of the housing.

9. Remove idler, item 27, making sure the gear is supported before removing the idler shaft, item 23, from side "B" of the housing. Note the roll pin and O-Ring positioning on the idler shaft for correct assembly.

Crown 1980 PF6239-4 Rev. 2/04

Printed in U.S.A.

03 REV. 2/04

M3.0–10.0–004

M3.0–10.0–004

C

DRIVE UNIT

10. Remove the access cover, item 12, from side of the housing.

11. Bend tab on lockwasher, item 15, free from slot on locknut, item 14, and unfasten.

12. Remove gear, item 16, and spacer, item 17.

13. Remove retaining ring, item 18, and pull pinion assembly, items 19 & 20, from side "A". Remove bearing, item 21, if necessary.

14. Support the top gear assembly and spacer, items 7 thru 10, and remove the top idler shaft, item 5, and O-Ring, item 6, from side "B" of the housing.

15. After removal of gear assembly, items 7 thru 9, remove retaining rings, item 7, and remove bearing, item 8, from gear if necessary.

E. Drive Tire Replacement: 1. When replacing the drive tire, make sure the composition and size are such that maneuverability and capacity are maintained. The drive tire is a "press-on" type; press the existing tire off of the hub and press on the replacement tire. The outside of the hub must be pressed flush with outside edge of tire. Trucks equipped with 180 mm (7 in.) wide tires, the tire will extend 25 mm (1 in.) beyond the hub edge.

2. Inspect hub and remove any paint that may be present on tapered lug seats or on inner hub face that contacts truck axle. See Illustration 4.

3. Finger tighten lug bolts, then tighten to 135/150 Nm (100/110 ft. lbs.) making sure that they are tightened in the sequence shown in Illustration 4.

If Present, Remove Paint on Tapered Lug Seats and on Inner Hub Face that Contacts Truck Axle

Thoroughly clean the drive unit housing and all components with solvent, to remove all grit and sludge buildup. Inspect all gears and pinion for chips, cracks or irregular wear patterns on gear teeth. Also check bearings by turning them with your fingers. Feel for binding or gritty effects and or excessive looseness or wobble. Never place a sealed bearing into solvent. Open ball bearings and tapered roller bearings can be cleaned in solvents but must be repacked 1/4 to 1/2 full with a medium grade ball bearing lubricant.

Hub

Tapered Lug Seats

Inner Hub Face

CAUTION

Never "spin dry" a bearing using air pressure, after removing from cleaning solvent, as these conditions could cause the bearing to explode.

1 4

5 8

7 3

2 6

Tighten Lug Nuts in Sequence Shown 11150

Crown 1980 PF6239-5 Rev. 2/04

ILLUSTRATION 4

Printed in U.S.A.

03 REV. 2/04

M3.0–10.0–005

M3.0–10.0–005

C

DRIVE UNIT

44

45

L.H. Unit Shown

46

SIDE "A"

SIDE "B"

Torque to 8 - 10 ft./lbs.

(10 - 13.5Nm)

3418S

ILLUSTRATION 5

Crown 1980 PF6239-6 Rev. 2/04

Printed in U.S.A.

03 REV. 2/04

M3.0–10.0–006

M3.0–10.0–006

C

DRIVE UNIT

Drive Unit Assembly When rebuilding a drive unit, Crown recommends the replacement of all O-Rings and gaskets as well as all other components showing signs of wear at this time. For reassembly of drive unit, reverse the disassembly procedure. For axle and seal reassembly, refer to Seal Replacement procedure located in this section.

Torque the six (6) screws that secure the drive units to the power unit to 542 - 583 Nm (400 - 430 ft./lbs.). Refer to Illustration 6.

Once the drive unit has been mounted on the truck, remove the fill plug from coupling on top of drive unit housing. Fill drive unit with Gear Lube 80W-90, Crown P/N 063002-003, until it runs from oil level indicator hole located in the front of the drive unit.

Approximate capacity of the drive unit is 1 Liter (1 quart). Apply hydraulic sealant, Crown P/N 061004-023, to fill plug, drain plug and oil check plug. Install all plugs and tighten. Wipe off any excess gear oil from drive unit. Do not use Loctite on these plugs under any circumstances.

NOTE Trucks operated in below freezing temperatures must use Low Temperature Hydraulic Oil and Grease.

9 ft./lbs.

(12Nm) Maximum Filler Plug

400 - 430 ft./lbs (542 - 583Nm)

5374S

Level Indicator Plug Magnetic Drain Plug 400 - 430 ft./lbs (542 - 583Nm)

ILLUSTRATION 6

Crown 1980 PF6239-7 Rev. 2/04

Printed in U.S.A.

03 REV. 2/04

M3.0–10.0–007

M3.0–10.0–007

MAINTENANCE SECTION 3

DRIVE UNIT

© Crown 1978 PF-3377-1

M3.0 - 11 - 001

Printed in U.S.A.

M3.0 - 11 - 001

MAINTENANCE

ILLUSTRATION 3-1 DRIVE UNIT Your Crown rider lift truck has independent drive units coupled to each of the drive wheels. On a condition of sharp turning, stalling is eliminated by the turn cutout limit switches which shuts off power to the inside drive motor, allowing it to free-wheel, while the outside drive motor remains under power.

© Crown 1978 PF-3377-2

M3.0 - 11 - 002

Each drive unit is a double reduction gearbox incorporating helical and spur gears for strength, quietness and smooth operation. The unit is totally enclosed and oil filled to give maximum lubrication to both bearings and gears. The drive motors are fitted with a hydraulic automotive type, braking system.

Printed in U.S.A.

M3.0 - 11 - 002

MAINTENANCE DRIVE UNIT DISASSEMBLY NOTE Removal of motor for replacement of brushes is not necessary as access holes located in the front of the power unit permit brush replacement while traction motors are intact. (See electrical section – “Motors”) A. Traction Motor Removal: 1.

2.

3.

4.

5.

Disconnect battery plug.

Remove floorboard and side panels.

Remove all electrical connections from motor.

Remove brake lines and mechanical brake linkage.

Remove the two motor bolts accessible from top side of drive unit. Support the motor and remove the two lower motor bolts.

6. Remove motor.

B. Drive Unit Removal: CAUTION Be sure battery connectors are disconnected before performing any maintenance operation.

1.

2.

3.

4.

5.

ILLUSTRATION 3-2 CAUTION Care should be taken when extracting bearing to avoid any metal distortion on the shaft as well as damage to the bearing roller cage. Should the shaft be damaged, nicks must be “stoned” smooth or replaced.

7. For reassembly, the use of an adaptor will greatly assist in the accurate replacement of bearings and seal (See Illustration 3-3).

Elevate truck and block securely.

Remove floorboard and side panels.

Remove all electrical connections from drive motor.

Remove brake lines and mechanical brake linkage.

Loosen bolts fastening drive unit to power unit making sure the drive unit is supported before removing the bolts (3 bolts per unit – 1 bolt located on drive

unit and 2 bolts located on power unit).

NOTE At this time the drive unit should be taken to a clean working area or bench, in an authorized maintenance area.

C. Seal Replacement Refer to Illustration 3-1 1. Drain oil.

2. Remove cover plate and gasket (Items 29 & 31).

3. Bend tab on lockwasher (Item 33) free from slot in locknut (Item 32) and unfasten.

4. Remove gear (Item 34) from axle spline.

5. With the use of a rubber or rawhide mallet or an arbor press, drive the axle (Item 40) out side “A” of the housing.

6. After the axle assembly is removed, the inner race (Item 38) will remain on the axle shaft and must be removed using a puller similar to the puller shown in Illustration 3-2.

© Crown 1978 PF-3377-3

M3.0 - 11 - 003

ILLUSTRATION 3-3

Printed in U.S.A.

M3.0 - 11 - 003

MAINTENANCE 8. Place bearing (Item 35) into its outer race (already in housing) and insert adaptor behind bearing.

Turn the housing onto side “B”. From side “A” place the bearing (Item 38) into its outer race and then start the oil seal (Item 39) into its bore. (Care should be taken to assure that the oil seal seat squarely.) Seat oil seal.

9. Insert the axle and press into place, both bearings (Items 35 & 38) will seat onto the axle.

10. Re-install gear and secure lockwasher and locknut, bending lockwasher tab into slot on locknut.

11. Replace cover and refill with oil.

D. Drive Unit Disassembly: Refer to Illustration 3-1 1. Drain oil.

2. Loosen the four bolts (Item 4) which mount the drive motor to the housing, making sure the motor (Item 1) is supported before removing these bolts.

3. Unfasten the six bolts (Item 43) on the drive hub and remove the drive wheel (Item 41 & 42).

4. Remove the access cover (Item 29) from side “B”.

5. Bend tab on lockwasher (Item 33) free from slot in locknut (Item 32) and unfasten.

6. Remove gear (Item 34) from axle spline.

7. With the use of a rubber or rawhide mallet or an arbor press, drive the axle (Item 40) out side “A” of the housing. Bearing inner race (Item 35) will fall out on side “B” while the oil seal (Item 39) and the bearing inner race (Item 38) will remain on the

axle shaft.

NOTE Should the bearings require replacement, the bearing outer races (Items 36 & 37) must be pressed out of the housing.

8. Remove the idler (Item 27) making sure the gear is supported before removing the idler shaft (Item 23) from side “B” of the housing. Note the roll pin and “O” Ring positioning on the idler shaft for correct reassembly.

9. Remove the access cover (Item 12) from side “A” of the housing.

10. Bend tab on lockwasher (Item 15) free from slot in locknut (Item 14) and unfasten.

© Crown 1978 PF-3377-4

M3.0 - 11 - 004

11. Remove gear (Item 16) and spacer (Item 17).

12. Unfasten retaining ring (Item 18) and pull pinion assembly (Items 19 & 20) from side “A”. Remove bearing (Item 21) if necessary.

13. Support the top gear assembly and spacer (Items 7 thru 10) and remove the top idler shaft (Item 5) and “O” Ring (Item 6) from side “B” of the housing.

14. After removal of gear assembly (Items 7 thru 9), unfasten retaining rings (Item 7) and remove bearing (Item 8) from gear if necessary.

Thoroughly clean the drive unit housing and all components with solvent, to remove all grit and sludge buildups. A close inspection of the gears and pinion should be made to check for chips, cracks or irregular wear patterns on gear teeth.

Also check bearings by turning them with your fingers. Feel for binding or gritty effects and for excessive looseness or wobble. Never place a sealed bearing into solvent. Open ball bearings and tapered roller bearings can be cleaned in solvents but must be repacked 1⁄4 to 1⁄2 full with a medium grade ball bearing lubricant.

CAUTION Never “Spin Dry” a bearing using air pressure, after removing from cleaning solvent, as these conditions could cause the bearing to explode.

DRIVE UNIT ASSEMBLY When rebuilding a drive unit, Crown recommends the replacement of all “O” Rings and gaskets as well as all components warranting replacement. To reassemble, reverse disassembly steps 8 thru 14. For axle and seal reassembly, see steps 7 thru 10 in “Seal Replacement”. Note that the six bolts (Item 43) on the drive wheel hub are to be tightened to between 90 and 100 ft./lb. of torque and the three bolts securing the drive unit to the power unit are to be tightened to between 400 and 435 ft./lb. of torque.

Once the drive unit is mounted on the truck, remove the filling plug (Item 44) from the coupling (Item 45) on top of the housing. Fill with Gear Lube 90W (Crown No. 63002-3) until it runs from the oil level check hole located in the front of the drive unit. Insert set screw (Item 47) and the filling plug (Item 44) and wipe off excess oil.

Printed in U.S.A.

M3.0 - 11 - 004

MAINTENANCE TRACTION MOTOR SCR SPEED CONTROL INDEX (EV100) GENERAL Elementary Wiring Schematic

M4.2 - 07.2 - 002 M4.2 - 07.2 - 003

CIRCUIT OPERATION Directional Control Circuit (traction only) Dual Traction Motor Systems Speed Control Circuit

M4.2 - 07.2 - 004 M4.2 - 07.2 - 004 M4.2 - 07.2 - 005 M4.2 - 07.2 - 006

CONTROL FEATURES

M4.2 - 07.2 - 007

MAINTENANCE INSTRUCTIONS General Component Identification Component Testing Component Replacement

M4.2 - 07.2 - 011 M4.2 - 07.2 - 011 M4.2 - 07.2 - 012 M4.2 - 07.2 - 013 M4.2 - 07.2 - 016

TUNE UP SP series trucks with L1 control card

M4.2 - 07.3 - 500

TUNE UP RR, RS, RD, RC SC series trucks with M5 control card

M4.2 - 10 - 200

TROUBLE SHOOTING SP series trucks with L1 control card Voltage Readings Pictorial Wiring Diagram Symptom Flowcharts

M4.2 - 07.2 - 400

TROUBLE SHOOTING RR, RS, RD, RC, SC, series trucks with M5 control card Voltage Readings Pictorial Wiring Diagram Symptom Flowcharts

M4.2 - 10 - 400

CAUTION

Care must be taken when replacing the EV100 control card. Installation of the wrong control card may not allow control to function or will cause improper operation. Consult chart and parts breakdown for type and part number control card required.

Crown 1985 PF-7259-1 Rev. 2/92

Printed in U.S.A.

09 REV. 2/92

M4.2–07.2–001

M4.2–07.2–001

MAINTENANCE MOTOR SCR SPEED CONTROL (EV100)

A0729

ILLUSTRATION 4.2-1

The motor SCR speed control is a solid state device which controls, in conjunction with contactors, the direction and speed of a motor.

To turn an SCR “off”, the current flow through the SCR must be interrupted or reverse polarity applied.

The SCR control enables battery voltage to be supplied to the motor, smoothly and without the power losses associated with other means of speed control. Operation of the control consists of energizing the contactor, when faults are not detected, and switching battery voltage to the motor for short periods of time.

The “on” and “off” times of the voltage are variable and is governed by the operator actuated speed control.

ENCAPSULATED DISC TYPE

DISC TYPE

ANODE CATHODE

The motor rotates at a speed which corresponds to the average voltage being applied, determined by the length of “on” and “off” time.

GATE ANODE

Conventional switches and relays are not durable or fast enough to handle switching this voltage. Pulsing (switching) the voltage to the motor is made possible through the use of a device known as a thyristor (SCR). The SCR is a high speed, solid state switch, capable of handling high currents.

An SCR (Silicon Controlled Rectifier) is similar to a diode (rectifier) in that it passes current in only one direction, anode to cathode. The difference is that the SCR must be turned “on” to conduct and can be turned “off”. Turning an SCR “on” is accomplished by applying a momentary, low voltage, pulse to the third connection (gate). Once in the conducting state, the SCR will continue to conduct regardless of the voltage level on the gate.

CATHODE

SCHEMATIC SYMBOL

A0002

ILLUSTRATION 4.2-2

EV100 SCR’s and diodes are numbered alike, eg. 1 Rec, 2 Rec, etc.

A detailed explanation of system operation is included later in this section.

Crown 1985 PF-7259-2 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–002

M4.2–07.2–002

MAINTENANCE

C0279

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

Crown 1985 PF-7259-3 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–003

M4.2–07.2–003

MAINTENANCE

FUSE

KEYSWITCH

INTERLOCK SWITCH

SWITCH IN BRAKE SWITCH SPEED CONTROL

FUSE

FORWARD SWITCH

1 REC

MOTOR FIELD

REVERSE SWITCH

DIRECTIONAL CONTRACTOR COILS PMT DRIVER

MOTOR ARMATURE

ILLUSTRATION 4.2-3

A0003

Directional Control Circuit To change direction of drive shaft rotation in a D.C. motor, the current flow through the motor field windings must be reversed.

Switching the high motor currents is handled by contactors (relays which handle high currents). The control card of the SCR control contains circuitry that, after specific conditions are present, turns “on” a driver (PMTD, 1AD), which permits the associated contactor to energize allowing travel in the direction requested by the operator.

NOTE Illustration 4.2-3 shows an SCR system with drivers external to the control card. Some control cards now have drivers internal to the card which perform similarly.

Refer to Illustration 4.2-3. Two terms which will be used are PMT (Pulse Monitor Trip) and SRO (Static Return to Off).

These terms are explained in the Control Features portion of this section.

The PMT driver is simply a transistorized switch which is electrically turned “on” and “off” by the control card. When the switches are closed to satisfy the SRO and a directional switch is closed (forward will be used for this explanation), the control card turns the PMT driver “on” which connects the

contactor coils to battery negative. Since the forward switch was closed, the forward contactor will energize and the normally open (N.O.) contacts close and normally closed contacts (N.C.) open.

When 1REC is conducting, current will flow from battery positive through the forward contactor N.O. contact (now closed), motor field, reverse contactor N.C. contact, motor armature and back to battery negative. The circuit is complete and the motor shaft will rotate, causing truck movement in the forward direction.

To move in the reverse direction, the operator closes the reverse direction switch. The reverse contactor normally open (N.O.) contact closes and normally closed (N.C.) contact opens. When 1REC conducts, current will flow from battery positive through reverse contactor N.O. contact (now closed), motor field (in opposite direction as forward), forward contactor N.C. contact, motor armature and back to battery negative.

This circuit is complete and the motor shaft will rotate in the opposite direction as before, causing the truck to move in the reverse direction.

Crown 1985 PF-7259-4 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–004

M4.2–07.2–004

MAINTENANCE DUAL TRACTION MOTOR SYSTEMS A truck with dual traction motors is different from units with a single traction motor in that an additional motor and an additional set of forward and reverse contactors are present as shown in Illustration 4.2-4.

The “D” contactor is energized during plugging. The “D” contactor is used to place the motor armatures in parallel during plugging to avoid uncontrolled torque in one of the traction motors. This circuit is described in the Control Features portion of this section.

Directional and speed control of single and dual motor systems are the same.

TO 1REC

FUSE

FUSE TO KEYSWITCH

FA

LEFT MOTOR FIELD

LEFT MOTOR FIELD

RA FB

RA FB

FA

RB

RB

D 3REC RIGHT MOTOR FIELD

RIGHT MOTOR FIELD

FA

CURRENT SENSOR

CONTROL CARD CONNECTIONS

4REC STEERING LIMIT SWITCHES

BATTERY NEGATIVE

BATTERY NEGATIVE A0013

ILLUSTRATION 4.2-4

Trucks which have drive units on the load wheels and have the dual traction motor system, turn “off” the motor on the inside of the turn to keep from overloading the traction system.

A0861

ILLUSTRATION 4.2-5

Turning “off” the appropriate contactor is typically handled by limit switches that are controlled by actuators on the steered wheel assembly. Normally open contacts of these switches are connected between the control card and battery negative (Illustration 4.2-5). When the steered wheels are turned, the contact of the switch associated with the direction of the turn, closes. This action turns off the appropriate contactor and power is removed from the drive motor that is on the inside of the turn.

Crown 1985 PF-7259-5 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–005

M4.2–07.2–005

MAINTENANCE FUSE

KEYSWITCH

FUSE

TO DIRECTIONAL CONTROL CIRCUIT

NOTE: PCA-3 USED ON UNITS WITH SPEED 1.2 OR 3 LIMITATIONS

MOTOR FIELD

SPEED CONTROL (ACCEL.)

MOTOR ARMATURE

CURRENT SENSOR

A004

ILLUSTRATION 4.2-6

Speed Control Circuit After the Directional control circuit closes the appropriate contactor, the control card applies a gate pulse to 2 REC, turning it “on”, allowing current to flow from battery positive through 1C, 1X, 2 REC, motor field, motor armature, current sensor and back to battery negative. After 1C charges, current ceases to flow causing 2 REC to turn “off”. The charge on 1C applies a negative voltage to control card connector terminal PCZ-14.

The control card then applies a gate pulse to 1 REC, turning it “on”, allowing current to flow from battery positive through 1 REC, motor field, motor armature, current sensor and back to battery negative.

While 1 REC is conducting, the control card applies a gate pulse to 5 REC, turning it “on” and allowing current to flow through T4T3, 1C, 1 REC and back through 5 REC. This current flow charges 1C in the opposite polarity as before. (Control card connector PCZ terminal 14 is now positive.) This polarity voltage is stored in 1C until it is time to turn off 1 REC. When 1C is charged, current ceases to flow through 5 REC, turning it “off”.

Current stored in the magnetic field around the coil between T4 and T3 collapses and charges 1C slightly above battery volts. The 1C charging cycle occurs in less than 1 millisecond (.001 second).

Current continues to flow through 1 REC until the control card applies a gate pulse to 2 REC. When 2 REC conducts, capacitor 1C discharges through the circuit composed of 1C, 1X, 2 REC and 1 REC. The discharge current opposes the battery current through 1 REC so that the resultant current is zero, turning 1 REC “off”.

Current continues to flow in the 2 REC, motor field, motor armature, current sensor, battery, 1C, 1X loop until the capacitor is fully charged, causing current flow to cease and 2 REC to turn “off”. The charge on capacitor 1C again applies a negative voltage to PCZ-14. Illustration 4.2-7 shows the pulsing of current to the motor, from the battery.

Crown 1985 PF-7259-6 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–006

M4.2–07.2–006

MAINTENANCE Control Features OSCILLATOR

CURRENT

PEAK CURRENT

AVERAGE CURRENT

The oscillator section of the control card has two adjustable features (Controlled Acceleration and Creep Speed) and one fixed feature (Top SCR Speed). With the accelerator potentiometer at maximum resistance, the creep speed is adjusted with a trimpot on the control card. Controlled Acceleration controls the rate of acceleration and is adjustable with trimpot (C/A). Top SCR Speed is fixed by card design, and is obtained with the accelerator potentiometer at minimum ohms. The control will provide 5 to 95 percent of available voltage to the motor in the SCR mode.

TIME

A0017

ILLUSTRATION 4.2-7

During the off time, the energy stored in the motor, by virtue of its inductance, will cause current to circulate through the motor around the loop formed by 3 REC. Thus providing what is called “flyback current”. Illustration 4.2-8 shows the nature of the motor current which is composed of both battery current and the inductive flyback current. It should be noted that the average motor current measured will be greater than the average battery current used.

AVERAGE CURRENT

OSCILLATOR FREQUENCY CURVE

CURRENT

A0017

The percent “on” time has a range of approximately 5 to 95 percent. The center operating condition of the oscillator is at 50 percent “on” time and 50 percent “off” time with a nominal 1.8 milliseconds “on” time and 1.8 milliseconds “off” time.

This corresponds to a maximum operating frequency of about 300 hertz. At creep speed, the “on” time will decrease to approximately 0.8 milliseconds while “off” time will become in the order of 20 milliseconds. At full SCR operation, this conditon will be reversed (short “off” time, long “on” time) as shown in Illustration 4.2-10.

TIME

A0017

ILLUSTRATION 4.2-9

ILLUSTRATION 4.2-8

The time for the next cycle to start is determined by the time that the control card takes to oscillate. This frequency of oscillation is controlled by the potentiometer in the accelerator and circuitry in the card. Slow speed is obtained by having maximum ohms through the potentiometer. As the resistance through the potentiometer decreases, the speed of the motor increases. The SCR circuit is capable of delivering approximately 95 percent of full speed. For full speed operation, the 1A contactor is closed to apply full battery voltage across the motor.

Crown 1985 PF-7259-7 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–007

M4.2–07.2–007

MAINTENANCE PLUGGING Slowdown is accomplished when reversing by providing a small amount of retarding torque for deceleration. If the vehicle is moving and the directional control is moved from forward to reverse, the motor field is reversed. During the 1 REC off times the motor armature, driven by the inertia of the vehicle, acts as a generator. This generated current passes through 4 REC, motor armature and the sensor. The plug signal is initiated by the fact that the directional switch has moved from one direction to the other. The oscillator section assumes a plug current limit mode and regulates the armature current to obtain the desired braking torque. The stopping distance can be set with the “plug” trimpot and is variable with the accelerator potentiometer. This is referred to as proportional plugging.

CREEP SPEED (5 percent “on” time)

RAMP START This feature provides SCR torque to restart a vehicle on an incline. The memory for this function is the directional switch.

When stopping on an incline, the directional switch must be left in its original or off position to allow the control to assure immediate power when restarted. The accelerator controls the amount of Ramp Start current.

HALF SPEED (50 percent “on” time)

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

1A CONTROL The 1A contactor has 4 modes of control: FULL SCR SPEED (95 percent “on” time) A0006

(1) Timed Pickup — This feature works with the accelerator potentiometer, timing starts at 250 ohm. This time delay is adjustable by means of a 1A Time trimpot on the card (1.5–5 sec.).

ILLUSTRATION 4.2-10

CONTROLLED ACCELERATION Controlled Acceleration is the time it takes for the oscillator to increase its percent “on” time (rate of acceleration), between creep speed and the 1A pickup point. This time is varied by trimpot C/A on the control card and is adjustable from approximately 0.5 seconds to 3.5–4.5 seconds.

CURRENT LIMIT

(2) Thermal Holdoff — This feature prevents the 1A contactor from closing when the truck is in severe thermal cutback to avoid torque jumps. When a truck starts to go into thermal cutback, the percentage of “on” time must reach 80 percent before the 1A timer is enabled.

(3) 1A Plugging Holdoff — This built-in feature is designed to prevent 1A closure anytime during plugging.

This circuit monitors motor current by sensing the voltage drop across a shunt in series with the armature. The information detected across the shunt is fed back to the card so that if currents above the preset value are detected, this circuit will override the oscillator and decrease the percent “on” time to bring the average current down to the value set by the C/L adjustment pot. The C/L setting is based on the maximum thermal rating of 1 REC and the peak voltage on the capacitor.

Crown 1985 PF-7259-8 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–008

M4.2–07.2–008

MAINTENANCE (4) 1A Dropout (1ADO)—This adjustable feature can be set to open the 1A contactor if the motor is subjected to excessive currents. The dropout is adjustable with the (1ADO) trimpot. Opening the start switch or depressing the brake, or returning the directional switch to neutral will unlock the dropout circuit and allow 1A to pick up.

PULSE MONITOR TRIP (PMT) This function contains three features: The look ahead, the look again, and the automatic look again reset.

If 1 REC is shorted or 1A is welded, PMT will look ahead and prevent F or R from closing if either condition exists.

If 1 REC fails to turn off, or if 1A power tips remain closed when they should be open, the control will open F or R contactor.

PMT will then look again by testing for a fault and, if none, reclose F or R. If the fault still exists, F or R will reopen and remain open.

If 1A closes before a second commutation failure, the look again counter will automatically reset. This eliminates the inconvenience of resetting the PMT with the keyswitch if the tripping is due to random noise.

When the PMT circuit prevents F or R from closing, the PMT circuit can be reset only by turning the keyswitch “off” then “on”.

THERMAL PROTECTOR (TP) This temperature sensitive device is fastened to the 1 REC heat sink. If the 1 REC temperature exceeds design limits, the thermal protector will lower the maximum current limit and not allow 1 REC to exceed its temperature limits. Even at a reduced current limit, the vehicle will normally be able to reach sufficient speed for 1A operation, thereby allowing the panel to cool. As the panel cools, the thermal protector will automatically return the control to full power.

FILTERS Hash filters and varistors prevent damage to the control circuit caused by voltage spikes (momentary voltage increases when circuits are made or broken) from contactors, solenoids, etc.

ADJUSTABLE SPEED LIMITATIONS (SPEED 1, SPEED 2, SPEED 3) L1 cards only Top speed limits within the SCR range are possible with this feature of the control card. These speeds are adjustable with the associated trimpots. Connecting PCA-1 for SPEED 1, PCA4 for SPEED 2, PCA-5 for SPEED 3 to battery negative, typically through switch closure, limits top speed. If more than one of these terminals are at battery negative at the same time, the control with the slowest speed setting will take precedence.

Speed is variable between this maximum level and creep speed by the operator controlled accelerator.

STATIC RETURN TO OFF (SRO) This built-in feature of the control requires the driver to return the directional control to neutral anytime he leaves the vehicle and returns. If the seat switch or keyswitch is opened, the control will shut off and cannot be restarted until returned to neutral. A time delay is built into the seat switch input, 0.75 second, to allow momentary opening of the seat switch if a bump is encountered.

FIXED SPEED LIMITATION (M5 cards only) A fixed speed limitation is in force when terminal PCA-4 is not held at battery negative. This terminal is normally connected to a limit switch that monitors fork height. The speed limit is approximately 70% of 1A speed.

COIL DRIVE MODULES These modules are located typically on the contactor portion of the control. They are the power devices that operate F, R, Bypass, D and pump contactor coils. These modules pick up or drop out contactors on command from the control card. All modules are equipped with reverse battery protection in that if the battery is connected incorrectly, the contactors controlled cannot be closed electrically.

Coil drivers are internal to the control card on certain cards.

These drivers perform similarly to the external drivers and have added protection of current limit in the coil circuit.

Crown 1985 PF-7259-9 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–009

M4.2–07.2–009

MAINTENANCE LOW VOLTAGE Batteries under load, particularly if undersized or more than 80 percent discharged, will produce low voltages at the SCR control terminals. The EV-100 control is designed for use down to 50 percent of the nominal battery volts. Low battery volts may cause the control not to operate correctly but the PMT should open the F or R contactor in the event of a commutation failure.

DUAL MOTOR CONTROL (for trucks with dual traction motors only) This feature works with a dual motor control contactor (D). The purpose of this control is to place the motor armatures in parallel when both traction motors are used during plugging. This prevents the motors from acting as “generators” connected in series which causes uncontrollable torque.

Whenever the steered wheels are in the straight ahead position and plugging is initiated, the control card energizes the D contactor. The normally open contact of the D contactor closes, connecting the motor armatures in parallel. See Illustrations 4.2-11 and 4.2-12. At the end of a plug function, the control card de-energizes the D contactor which opens the D contact.

On trucks with turn limit switches, a normally open contact of each switch is placed between the control card and battery negative. When a turn is made, one (1) switch is actuated closing the normally open contact. This de-energizes the contactor supplying power to the traction motor which is on the inside of the turn and keeps the D contactor from energizing.

TO 1REC

FUSE

TO KEYSWITCH

FUSE LEFT MOTOR FIELD

LEFT MOTOR FIELD

LEFT MOTOR FIELD

STEERING LIMIT SWITCHES

BATTERY NEGATIVE

BATTERY NEGATIVE A0013

A0861

RIGHT MOTOR FIELD

RIGHT MOTOR FIELD

CONTROL CARD CONNECTIONS

ILLUSTRATION 4.2-12

ILLUSTRATION 4.2-11

Crown 1985 PF-7259-10 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–010

M4.2–07.2–010

MAINTENANCE Maintenance Instructions GENERAL The SCR control, like all electrical apparatus, does have some thermal losses. The semiconductor junctions have finite temperature limits above which these devices may be damaged.

For these reasons, normal maintenance should guard against any action which will expose the components to excessive heat, such as steam cleaning; or which will reduce the heat dissipating ability of the control, such as restricting air flow.

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

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

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

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

(5) The truck should not be plugged when the truck is jacked up and the drive wheels are in a free wheeling position.

This can create excessive voltages that can be harmful to the control.

Crown 1985 PF-7259-11 Rev. 8/90

Printed in U.S.A.*

09 REV. 2/90

M4.2–07.2–011

M4.2–07.2–011

MAINTENANCE

A0009

(1) Card Connection Terminals (TB11) (2) Card Adjustments (3) Card Adjustments Cover (4) Oscillator Card (5) Charging SCR (5 REC) (6) Filter (22 REC) (7) Turn-Off SCR (2 REC) (8) Reactor/Choke (9) Plugging Diode (4 REC) (traction only)

(10) Motor Current Sensor (11) Flyback Diode (3 REC) (12) Main SCR (1 REC) (13) Commutating Capacitor (14) Thermal Protector (15) Filter (23 REC) (16) Filter (24 REC) (traction only) (17) Filter (25 REC)

ILLUSTRATION 4.2-13

Crown 1985 PF-7259-12 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–012

M4.2–07.2–012

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

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

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

A0747

OSCILLATOR CARD All troubleshooting is written to check all outside devices and eliminate them as the source of symptoms. The conclusion being then, that the card is faulty.

CAPACITOR (1C) Disconnect battery and discharge capacitor. With ohm-meter on the R × 10,000 ohm scale, measure resistance through the capacitor. Meter should indicate zero ohms, then swing slowly to above 100,000 ohms. Replace capacitor if above reading is not obtained.

CONTACTORS (F, R, 1A, P and D) Note 1. Control is arranged so that F and R do not break current. Check to see that 1A drops out ahead of F or R. Note 2. Most contator coils with suppressors are polarity sensitive. The left-hand terminal must be connected to positive.

ILLUSTRATION 4.2-14

ACCELERATOR INPUT Accelerator circuitry for varying voltage at the control card accelerator input differs between truck series. Voltage levels, however, are the same.

The accelerator input on trucks with Speed 1, 2 and 3 limitations is at PCA-3. Accelerator input for all other trucks is at TB11-1.

Disconnect plug A or disconnect accelerator input at TB11-1.

Voltage at terminal 3 of JCA and terminal TB11-1 should be between 7 and 8 volts. If voltage is not as described, replace the control card.

Connect plug A or accelerator input at TB11-1. With accelerator in creep speed position, accelerator input voltage should be between 3 and 4 volts. Move accelerator to top speed position.

Accelerator input voltage should be between 0 and 0.5 volts. If these voltages are not as described, check accelerator circuitry.

Note 3. Refer to contactor section of manual (M4.4) for more information on contactor checkout.

Crown 1985 PF-7259-13 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–013

M4.2–07.2–013

MAINTENANCE DRIVER MODULES (PMTD, 1AD, DCD, P1 and P2)

SCR’s (1 REC, 2 REC, 5 REC)

(a) Connect circuit as shown in Illustration 4.2-15.

(c) Close switch and meter reading should be 2 volts or less.

These are silicon controlled rectifiers. Before checking, disconnect battery and discharge capacitor 1C. Disconnect one power connection on the rectifier. Disconnect gate leads of SCR’s at the card plug. To check an SCR, it is necessary to have a 6-volt battery and a 6-volt lamp.

(d) Move load resistor to terminal 4 and repeat steps (b) and (c).

Connect the positive lead to the anode (3), connect negative lead to the cathode (1).

(b) Voltmeter should read battery volts with switch open.

GATE (2)

ANODE (3)

BATT. POS. 24/36 VOLTS

CATHODE (1)

SW.

4.7 k OHMS 2 WATTS

TEST CIRCUIT

50 V D.C. SCALE

A0018

ILLUSTRATION 4.2-16

A0010

BATT. NEG.

ANODE (3)

CATHODE (1)

ILLUSTRATION 4.2-15

ALTERNATE DRIVER MODULE TEST CAUTION

Raise traction tire clear of floor and place hardwood blocks under truck frame. Chock load wheels.

GATE (2)

(a) Measure voltage between terminals 1 and 2 of PMT driver. With direction selected and the base to emitter junction operating properly, the voltage reading should be approximately 2 volts. If base to emitter junction is open, reading will be approximately 8 volts. Without a signal from control card, a voltage level will not be present. (b) Measure voltage between terminal 2 and the terminal contactor coil is connected (3 and/or 4). When direction is selected and driver is functioning properly, the voltage reading should be approximately 2 volts. If an open circuit exists between the terminals, the voltage reading will be near battery volts.

GATE (2)

CATHODE (1)

ANODE (3) 2 & 5 REC

NOTE The polarity indicated on the 2 and 5 Rec components are reversed, refer to Illustration 4.2-17 for correct polarity.

Crown 1985 PF-7259-14 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–014

M4.2–07.2–014

MAINTENANCE (a) The lamp should not light. If the lamp does light, the SCR is shorted and must be replaced.

RECTIFIER

(b) If check (a) was satisfactory, test the SCR for its ability to be turned “on” by the gate. Touch gate (point 2) to point 1. If gate is operative, the lamp should come “on” and must remain “on” when the signal is removed. (c) If lamp cannot be lit under step (b) the SCR is open and must be replaced.

NOTE

When checking diodes, disconnect battery and discharge capacitor 1C to prevent burning out the ohmmeter. When replacing rectifiers, refer to Replacement Procedures.

3 and 4 REC: Disconnect one lead or flexible connection, 3 and 4 REC are diodes with about 7 to 12 ohms resistance in the conducting direction measured on the R × 1 scale, and 50,000 ohms resistance or higher, in the non-conducting direction measured on the R × 10,000 scale.

If a test light is not available to check the SCR’s as described above, check for shorts or opens with a VOM.

Anode

(1) Measure resistance from anode to cathode (R × 100 scale). If SCR is shorted (zero ohms), it must be replaced.

Cathode

Anode

(2) Measure resistance from gate terminal to cathode and then from cathode to gate lead (R × 1 scale). If resistance reads either zero ohms (shorted) or infinite ohms (open), replace the SCR.

Cathode

When reassembling SCR’s, refer to Replacement Procedures.

A0019

SPIDER The spider, which is located between the 1REC and snubbers, makes certain component interconnections without the need of external wiring. Illustration 4.2-18 provides a pictorial of terminals which are interconnected internal to the spider. If PMT’s occur during plugging that seem to have no relation to the normal causes of this condition, try replacing this component.

ILLUSTRATION 4.2-19

THERMAL PROTECTOR (TP) Remove both connections from TP and with a VOM read less than 200 ohms terminal to terminal, if heat sink is at room temperature. Set VOM to highest ohm scale and check pins to heat sink, reading should be infinity.

FILTER BLOCK (HF) 22 REC, 25 REC, 23 FIL, 24 REC To check, disconnect all wires from filter block. With VOM on R × 10,000 scale, touch the lead to the filter terminals to charge the filter. After a few seconds, reverse the meter leads and touch the filter terminals. The VOM needle will deflect and return to infinity. If this capacitor action is not observed, replace the filter block. This test on 22 REC and 25 REC is valid only to detect an open or shorted filter. If problem with control indicates one of these two filters, interchange 22 REC and 25 REC. If problem is corrected, the filter is marginal. If problem is not corrected replace both filters with known good filters.

1X CHOKE T3–T5/REACTOR T3–T4 Disconnect all wires and shunts from choke/reactor terminals.

With meter on R × 1 scale measure resistance T3 to T4. Should be zero ohms. Check resistance T3 to T5. Meter should indicate zero ohms.

INTERNAL BUS CONNECTIONS A1058

ILLUSTRATION 4.2-18

Crown 1985 PF-7259-15 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–015

M4.2–07.2–015

MAINTENANCE LIMITED SPEED MODULES (HSC-1, HSC-2) Disconnect wires from module terminals. Connect meter on the R × 1 K scale between terminals 1 and 2. Meter should indicate between 1.9 K ohms and 2.4 K ohms.

Connect meter to terminals 2 and 3. Meter should indicate between 900 ohms and 1.1 K ohms.

Component Replacement CONTROL CARD CAUTION

7. Make certain SCR lies flat against heat sink and alternately tighten the two mounting screws in one-quarter turn increments.

8. Connect all electrical connections as noted at removal.

CONTACTS (PCA, PCB, PCZ) Use extraction tool (Crown no. 100522) to unlatch locking tab on individual contacts and pull from plug by wire. Replacement contacts are Crown no. 104737. Use crimping tool (Crown no.

90118) to crimp replacement contacts to wire.

Plug repair kits are available which include the plug, gasket, hole plugs and terminals. Order Crown No. 108934 for plug PCA repair kit, Crown No. 108935 for plug PCB repair kit and Crown No. 108936 for plug PCZ repair kit.

Make certain replacement card is same type as card being replaced.

1. Disconnect battery and discharge capacitor (1C).

2. Remove wires from screw terminals TB11-1 through TB11-6.

3. Unplug connectors by pressing down on tab with wide blade screwdriver and rotating 90°.

4. Remove two mounting screws at ends of card and lift card from assembly.

NOTE Reverse procedure for card installation.

A0020

A0012

ILLUSTRATION 4.2-21

ILLUSTRATION 4.2-20

SCR’s (2 REC, 5 REC) 1. Disconnect battery and discharge capacitor (1C).

2. Remove all electrical connections, noting location for proper installation.

3. Remove two mounting screws and lift SCR from assembly.

4. Clean heat sink with clean rag and isopropyl alcohol.

5. Apply thin layer of silicone grease (Crown no. 93983) on heat sink.

6. Position replacement SCR on heat sink and install mounting screws, “finger tight”.

Crown 1985 PF-7259-16 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–0016

M4.2–07.2–0016

MAINTENANCE MAIN SCR (1 REC)

FILTERS (22, 25 REC - 23, 24 FIL).

1. Disconnect battery and discharge capacitor (1C).

When replacing these devices, use original hardware in the same holes. Screw inserts are used for electrical connections to the spider assembly.

2. Remove screw closest to the control card on 23 REC. (Note wire locations for proper assembly) 3. Remove screws from 24 REC and lift 24 REC from panel.

REACTOR/CHOKE 1. Disconnect battery and discharge capacitor (1C).

4. Remove screw under 24 REC. 5. Disconnect #10 Black wires from capacitor 1C and choke 1X. Remove wires from 22 REC, 23 REC and 25 REC which restrict lifting filters and mounting block away from top of 1 REC. 6. Remove thermal protector from 1 REC.

2. Disconnect all electrical connections from reactor/choke.

3. Remove mounting screws.

4. Position replacement reactor/choke on heat sink and secure in place with mounting screws.

5. Connect wiring.

7. Remove electrical wiring from 1 REC.

THERMAL PROTECTOR

8. Remove mounting screws and lift 1 REC from panel.

1. Disconnect battery and discharge capacitor (1C).

9. Clean insulator surface with clean rag and isopropyl alcohol.

Inspect insulator for tears and cracks. If defective, replace.

10. Apply light coat of machine oil on base and smooth insulator into position.

2. Remove screw closest to the control card on 23 REC. 3. Remove screws from 24 REC and lift 24 REC from panel.

4. Remove screw below 24 REC.

11. Apply thin layer of silicone grease (Crown no. 93983) to insulator.

5. Slide filters and spider assembly aside slightly so thermal protector screw can be removed.

12. Position replacement SCR on insulator and install mounting screws “finger tight”.

6. Remove wires and terminals from connector CAZ using an extraction tool. (Crown No. 100522).

13. Make certain SCR lies flat against insulator and alternately tighten the two mounting screws in one-quarter turn increments.

7. Install replacement thermal protector by reversing disassembly procedure.

14. Assemble other components and wiring in reverse order of disassembly.

CAPACITOR (1C) 1. Disconnect battery and discharge capacitor (1C).

2. Remove two mounting clamps.

3. Disconnect wires from capacitor and lift capacitor from panel.

4. Position replacement capacitor on panel and secure in place with mounting clamps.

5. Connect wires.

Crown 1985 PF-7259-17 Rev. 2/90

Printed in U.S.A.*

08 REV. 2/90

M4.2–07.2–0017

M4.2–07.2–0017

C

MAINTENANCE TRACTION MOTOR SCR SPEED CONTROL INDEX (EV100 LX)

GENERAL

M4.2–10.0–002

CIRCUIT OPERATION Directional Control Circuit (traction only) Dual Traction Motor Systems Speed Control Circuit

M4.2–10.0–003 M4.2–10.0–003 M4.2–10.0–004 M4.2–10.0–005

CONTROL FEATURES

M4.2–10.0–006

MAINTENANCE INSTRUCTIONS General Component Identification Component Testing Component Replacement

M4.2–10.0–010 M4.2–10.0–010 M4.2–10.0–011 M4.2–10.0–012 M4.2–10.0–015

CAUTION

Care must be taken when replacing the EV100 control card. Installation of the wrong control card may not allow control to function or will cause improper operation. Consult parts breakdown part number of control card required.

920420

5208

Crown 1992 PF9409-1 Rev. 12/03

Printed in U.S.A.

04 REV. 12/03

M4.2–10.0–001

M4.2–10.0–001

C

MAINTENANCE MOTOR SCR SPEED CONTROL (EV100 LX, LXT)

0177P

ILLUSTRATION 4.2-1

The motor SCR speed control is a solid state device which controls, in conjunction with contactors, the direction and speed of a motor.

To turn an SCR “off”, the current flow through the SCR must be interrupted or reverse polarity applied.

The SCR control enables battery voltage to be supplied to the motor, smoothly and without the power losses associated with other means of speed control. Operation of the control consists of energizing the contactor, when faults are not detected, and switching battery voltage to the motor for short periods of time. The “on” and “off” times of the voltage are variable and is governed by the operator actuated speed control.

ENCAPSULATED DISC TYPE

DISC TYPE ANODE CATHODE

GATE The motor rotates at a speed which corresponds to the average voltage being applied, determined by the length of “on” and “off” time.

Conventional switches and relays are not durable or fast enough to handle switching this voltage. Pulsing (switching) the voltage to the motor is made possible through the use of a device known as a thyristor (SCR). The SCR is a high speed, solid state switch, capable of handling high currents.

SCHEMATIC SYMBOL 0160

An SCR (Silicon Controlled Rectifier) is similar to a diode (rectifier) in that it passes current in only one direction, anode to cathode. The difference is that the SCR must be turned “on” to conduct and can be turned “off”. Turning an SCR “on” is accomplished by applying a momentary, low voltage, pulse to the third connection (gate). Once in the conducting state, the SCR will continue to conduct regardless of the voltage level on the gate.

Crown 1992 PF-9409-2

M4.2–10.0–002

ANODE

CATHODE

ILLUSTRATION 4.2-2

EV100 SCR’s and diodes are numbered alike, eg. 1 Rec, 2 Rec, etc.

A detailed explanation of system operation is included later in this section.

Printed in U.S.A.

M4.2–10.0–002

C

MAINTENANCE

FUSE

KEYSWITCH INTERLOCK SWITCHES

FUSE 1

P

FA

FUSE 2

1REC

MOTOR FIELD A

FA

FB RA

RA

FB

D MOTOR FIELD B

1A

FS

RS

FA

RA

FB

RB

RB

TB11-4 PCB-6 PCB-5 TB11-3 TB11-2 TB11-5 TB11-6 PCB-2 PCB-4 PCB-1 PCB-3 RB

PCZ-2

CONTROL CARD CONNECTIONS

DMC MOTOR ARMATURE A

MOTOR ARMATURE B A2 CURRENT SENSOR N

1299

ILLUSTRATION 4.2-3

Directional Control Circuit To change direction of drive shaft rotation in a D.C. motor, the current flow through the motor field windings must be reversed. Switching the high motor currents is handled by contactors (relays which handle high currents). The control card of the SCR control contains circuitry that, after specific conditions are present, energizes a contactor allowing travel in the direction requested by the operator.

Refer to Illustration 4.2-3. Two terms which will be used are PMT (Pulse Monitor Trip) and SRO (Static Return to Off).

These terms are explained in the Control Features portion of this section.

When the switches are closed to satisfy the SRO and a directional switch is closed (forward will be used for this explanation), the control card energizes the forward contactor (F). With the forward contactor energized, the normally open (N.O.) contacts close and normally closed contacts (N.C.) open.

Crown 1992 PF-9409-3

M4.2–10.0–003

When 1 REC is conducting, current will flow from battery positive through the forward contactor N.O. contact (now closed), motor field, reverse contactor N.C. contact, motor armature and back to battery negative. The circuit is complete and the motor shaft will rotate, causing truck movement in the forward direction.

To move in the reverse direction, the operator closes the reverse direction switch. The reverse contactor normally open (N.O.) contact closes and normally closed (N.C.) contact opens. When 1 REC conducts, current will flow from battery positive through reverse contactor N.O. contact (now closed), motor field (in opposite direction as forward), forward contactor N.C. contact, motor armature and back to battery negative. This circuit is complete and the motor shaft will rotate in the opposite direction as before, causing the truck to move in the reverse direction.

Printed in U.S.A.

M4.2–10.0–003

C

MAINTENANCE

DUAL TRACTION MOTOR SYSTEMS

RC 3000 trucks equipped with entry bar (manufactured after 2/1/98)

A truck with dual traction motors is different form units with a single traction motor in that an additional motor and an additional set of forward and reverse contactors are present as shown in Illustration 4.2-4.

• When making a turn and actuating a steering limit switch, maximum truck speed is limited as set by function 11 of the tune up. Opening an entry switch will limit truck speed as set by function 12 of the tune up. If both conditions exist (turning and an open entry switch), the speed limit which will cause the slowest travel speed will be in force.

TO 1REC

FUSE 2

FUSE 1 FA

MOTOR FIELD A

FA

RA

FB

RA

FB

MOTOR FIELD B

The "D" contactor is energized during plugging. The "D" contactor is used to place the motor armatures in parallel during plugging to avoid uncontrollable torque in one of the traction motors. This circuit is described in the Control Features portion of this section.

RB RB 3REC

DMC

MOTOR ARM A 4A REC

CURRENT SENSOR

Directional and speed control of single and dual motor systems are the same.

MOTOR ARM B

RC3000 trucks not equipped with entry bar (manufactured to 2/1/98) and all RC and SC trucks

4B REC

TO KEYSWITCH INTERLOCK SWITCHES

BATTERY NEGATIVE 1300

D

ILLUSTRATION 4.2-4

Trucks which have drive units on the load wheels and have the dual traction motor system, turn "off" the motor on the inside of the turn to keep from overloading the traction system.

1A

FA

FB

RA

RB

TB11-4 PCB-6 PCB-5 TB11-3 TB11-2 TB11-5 TB11-6 PCB-2 PCB-4 PCB-1 PCB-3

CONTROL CARD CONNECTIONS PCA-6

PCA-5

LMS-3

Turning "off" the appropriate contactor is typically handled by limit switches that are controlled by actuators on the steered wheel assembly. Normally open contacts of these switches are connected between the control card and battery negative (Illustration 4.2-5). When the steered wheels are turned, the contact of the switch associated with the direction of the turn, closes. This action turns off the appropriate contactor and power is removed from the drive motor that is on the inside of the turn.

RS

FS

STEERING LIMIT SWITCHES

PCA-4

FREE LIFT LIMIT SWITCH LMS-1

LMS-2

BATTERY NEGATIVE

1301

RC3000 trucks equipped with entry bar (manufactured after 2/1/98) TO KEYSWITCH INTERLOCK SWITCHES

RC3000 trucks not equipped with entry bar (manufactured to 2/1/98) and all RC and SC trucks

D

• When making a turn and actuating a steering limit switch, maximum truck speed is limited as set by function 11 of the tune up. Closing the free lift limit switch will limit truck speed as set by function 12 of the tune up. If both conditions exist (turning and above free lift), the speed limit which will cause the slowest travel speed will be in force.

1A

FS

RS

FA

RA

FB

RB

TB11-4 PCB-6 PCB-5 TB11-3 TB11-2 TB11-5 TB11-6 PCB-2 PCB-4 PCB-1 PCB-3

CONTROL CARD CONNECTIONS PCA-5

LMS-3

PCA-6 STEERING LIMIT SWITCHES LMS-2

PCA-4 ENTRY SWITCH RELAY K11

BATTERY NEGATIVE

6270

ILLUSTRATION 4.2-5 Printed in U.S.A.

Crown 1992 PF-9409-4 Rev. 1/98

03 REV. 1/98

M4.2–10.0–004

M4.2–10.0–004

C

MAINTENANCE KEYSWITCH

FUSE

P

8

1REC

FA

9

FUSE 2

3REC

FUSE 1

1A

MO T OR FIELD A

FA

RA

FB

RA

FB

5REC

RB

DMC A2

YEL N

6271

14

T5 1X

TB11-1 T3

T4

FREE LIFT LIMIT SWITCH LMS-1

RES23

MOTOR ARM B

GRN

CURRENT SENSOR

13

RC 3000 TRUCKS WITH ENTRY BAR (MANUFACTURED AFTER 2/1/98) ONLY.

RB

4A REC MOTOR ARM A

12

2REC

MO T OR FIELD B

1C

7

PCZ 11 10

TO DIRECTIONAL CONTROL TB11-4 CIRCUITRY

PCZ 4 3 2

4B REC

ACCELERATOR CONTROL

BRN

ILLUSTRATION 4.2-6

Speed Control Circuit After the Directional control circuit closes the appropriate contactor, the control card applies a gate pulse to 2 REC, turning it “on”, allowing current to flow from battery positive through lC, 1X, 2 REC, motor field, motor armature, current sensor and back to battery negative. After 1C charges, current ceases to flow causing 2 REC to turn “off” . The charge on 1C applies a negative voltage to control card connector terminal PCZ-14.

The control card then applies a gate pulse to 1 REC, turning it “on”, allowing current to flow from battery positive through 1 REC, motor field, motor armature, current sensor and back to battery negative.

While 1 REC is conducting, the control card applies a gate pulse to 5 REC, turning it “on” and allowing current to flow through T4-T3, 1C, 1 REC and back through 5 REC. This current flow charges 1C in the opposite polarity as before.

(Control card connector PCZ terminal 14 is now positive.)

This polarity voltage is stored in 1C until it is time to turn off 1 REC. When 1C is charged, current ceases to flow through 5 REC, turning it “off”. Current stored in the magnetic field around the coil between T4 and T3 collapses and charges 1C slightly above battery volts. The 1C charging cycle occurs in less than 1 millisecond (.001 second).

Current continues to flow through 1 REC until the control card applies a gate pulse to 2 REC. When 2 REC conducts, capacitor 1C discharges through the circuit composed of 1C, 1X, 2 REC and 1 REC. The discharge current opposes the battery current through 1 REC so that the resultant current is zero, turning 1 REC “off”.

Current continues to flow in the 2 REC, motor field, motor armature, current sensor, battery, 1C, 1X loop until the capacitor is fully charged, causing current flow to cease and 2 REC to turn “off”. The charge on capacitor 1C again applies a negative voltage to PCZ-14. Illustration 4.2-7 shows the pulsing of current to the motor, from the battery.

Crown 1992 PF-9409-5 Rev. 1/98

Printed in U.S.A.

03 REV. 1/98

M4.2–10.0–005

M4.2–10.0–005

C

MAINTENANCE Control Features

CURRENT PEAK CURRENT

100%

AVERAGE CURRENT

50%

OFF ON OFF ON OFF ON OFF ON

TIME

OSCILLATOR The oscillator section of the control card has two adjustable features (Controlled Acceleration and Creep Speed) and one fixed feature (Top SCR Speed). The adjustable features are adjusted through use of the plug-in handset. Creep speed sets the minimum speed the control will operate the motor. Controlled Acceleration controls the rate (time) it takes to reach top SCR speed. Top SCR Speed is fixed by card design. The control will provide 2 to 92 percent of available voltage to the motor in the SCR mode.

ILLUSTRATION 4.2-7

0165

300 HZ

During the off time, the energy stored in the motor, by virtue of its inductance, will cause current to circulate through the motor around the loop formed by 3 REC. Thus providing what is called “flyback current”. Illustration 4.2-8 shows the nature of the motor current which is composed of both battery current and the inductive flyback current. It should be noted that the average motor current measured will be greater than the average battery current used.

150 HZ

1A DEMAND PICKUP

50 HZ 2 CREEP SPEED

CURRENT 100% 0167-01

OFF ON OFF ON OFF ON OFF ON

TIME 0166

ILLUSTRATION 4.2-8

The time for the next cycle to start is determined by the time that the control card takes to oscillate. This frequency of oscillation is controlled by the accelerator control and circuitry in the card. The accelerator control applies a variable voltage to the control card. Creep speed is obtained by applying approximately 3.5 volts and closing start switch. As voltage input decreases to near zero volts, speed increases.

The SCR circuit is capable of delivering approximately 92 percent of full speed. For full speed operation, the 1A contactor is closed to apply full battery voltage to the motor.

Crown 1992 PF-9409-6

M4.2–10.0–006

92 TOP SPEED

OSILLATOR FREQUENCY CURVE

AVERAGE CURRENT 50%

50

ILLUSTRATION 4.2-9

The percent “on” time has a range of approximately 5 to 95 percent. The center operating condition of the oscillator is at 50 percent “on” time and 50 percent “off” time with a nominal 1.8 milliseconds “on” time and 1.8 milliseconds “off” time.

This corresponds to a maximum operating frequency of about 300 hertz. At creep speed, the “on” time will decrease to approximately 0.6 milliseconds while “off” time will become in the order of 28 milliseconds. At full SCR operation, this conditon will be reversed (short “off” time, long “on” time) as shown in Illustration 4.2-10.

Printed in U.S.A.

M4.2–10.0–006

C

MAINTENANCE CURRENT LIMIT

BATTERY

VOLTAGE

ZERO

ON

ON

ON

ON

TIME CREEP SPEED (2% "ON" TIME)

PLUGGING

BATTERY

VOLTAGE

ZERO ON ON ON ON ON ON ON ON ON ON TIME HALF SPEED (50% "ON" TIME)

BATTERY

VOLTAGE

Slowdown is accomplished when reversing by providing a small amount of retarding torque for deceleration. If the vehicle is moving and the directional control is moved from forward to reverse, the motor field is reversed. During plugging the motor armature, driven by the inertia of the vehicle, acts as a generator. This generated current passes through 4 REC, motor armature and the sensor. The plug signal is initiated by the fact that the directional switch has moved from one direction to the other. The oscillator section assumes a plug current limit mode and regulates the armature current to obtain the desired braking torque. The minimum stopping distance is set by the plug-in handset and varies with the accelerator position. This is referred to as proportional plugging.

RAMP START

ZERO

ON

ON

ON

ON

TIME FULL SCR SPEED (92% "ON" TIME) 0168-01

This circuit monitors motor current by utilizing a sensor in series with the armature. The information detected by the sensor is fed back to the card so that if currents above the preset value are detected, this circuit will override the oscillator and decrease the percent “on” time to bring the average current down to the value set by the plug-in handset. The C/L setting is based on the maximum thermal rating of 1 REC and the peak voltage on the capacitor.

ILLUSTRATION 4.2-10

CONTROLLED ACCELERATION Controlled Acceleration is the time it takes for the oscillator to increase its percent “on” time (rate of acceleration), between creep speed and the 1A pickup point. This time is varied by the plug-in handset and is adjustable from approximately .1 to 22 seconds.

Crown 1992 PF-9409-7

M4.2–10.0–007

This feature provides full SCR torque to restart a vehicle on an incline. The memory for this function is the directional switch. When stopping on an incline, the directional switch must be left in its original or off position to allow the control to assume immediate power when restarted. The accelerator controls the amount of Ramp Start current.

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

Printed in U.S.A.

M4.2–10.0–007

C

MAINTENANCE

1A CONTROL (1A)

CONSTANT CURRENT COIL DRIVERS

The 1A contactor has 4 modes of control:

These devices are internal to the control card and upon command from the control card, operate the contactors.

When the contactors have operated, the coil voltage is reduced by the drivers. This allows the contactor coils to operate cooler. Reverse battery protection is part of the internal drivers in that if the battery is connected incorrectly, the contactors controlled cannot be closed electrically.

(1) Timed Pickup—This feature follows C/A by .2 seconds and accelerator voltage equal to or less than .5 volts.

(2) Thermal Holdoff—This feature prevents the 1A contactor from closing when the truck is in severe thermal cutback to avoid torque jumps. When a truck starts to go into thermal cutback, the percentage of “on” time must reach 80 percent before the 1A timer is enabled.

THERMAL PROTECTOR (TP) (3) 1A Plugging Holdoff—This built-in feature is designed to prevent 1A closure anytime during plugging.

(4) 1A Dropout (1ADO)—This adjustable feature can be set to open the 1A contactor if the motor is subjected to excessive currents. The dropout is adjustable with the plug-in handset. Opening the start switch or depressing the brake, or returning the directional switch to neutral will unlock the dropout circuit and allow 1A to pick up.

This temperature sensitive device is fastened to the 1 REC heat sink. If the 1 REC temperature exceeds design limits, the thermal protector will lower the maximum current limit and not allow 1 REC to exceed its temperature limits. Even at a reduced current limit, the vehicle will normally be able to reach sufficient speed for 1A operation, thereby allowing the panel to cool. As the panel cools, the thermal protector will automatically return the control to full power.

PULSE MONITOR TRIP (PMT)

FILTERS

This function contains three features: The look ahead, the look again, and the automatic look again reset.

Hash filters and varistors prevent damage to the control circuit caused by voltage spikes (momentary voltage increases when circuits are made or broken) from contactors, solenoids, etc.

If 1 REC is shorted or 1A is welded, PMT will look ahead and prevent F or R from closing if either condition exists.

ADJUSTABLE SPEED LIMITATIONS (SL1, SL2) If 1 REC fails to turn off, or if 1A power tips remain closed when they should be open, the control will open F or R contactor. PMT will then look again by testing for a fault and, if none, reclose F or R. If the fault still exists, F or R will reopen and remain open.

If 1A closes before a second commutation failure, the look again counter will automatically reset. This eliminates the inconvenience of resetting the PMT with the keyswitch if the tripping is due to random electrical noise.

When the PMT circuit prevents F or R from closing, the PMT circuit can be reset only by turning the keyswitch “off” then ‘on” .

Preset speed limits within the SCR range are possible with this feature of the control card. The speeds are adjustable with the plug-in handset. To put these limits in force, connect PCA5 or PCA6 for Speed Limit 1 and PCA4 for Speed Limit 2 to battery negative. These terminals are typically connected to battery negative through switch closure. If more than one (1) of these terminals are connected to battery negative at the same time, the limit which provides the lowest motor RPM will take precedence.

Speed Limits 1 and 2 are variable between their preset level and maximum SCR speed by the accelerator input.

STATIC RETURN TO OFF (SRO) This built-in feature of the control requires the driver to return the directional control to neutral anytime he leaves the vehicle and returns. If the seat switch or keyswitch is opened, the control will shut off and cannot be restarted until returned to neutral. A time delay is built into the seat switch input, 1.5 seconds, to allow momentary opening of the seat switch if a bump is encountered.

Crown 1992 PF-9409-8

M4.2–10.0–008

Printed in U.S.A.

M4.2–10.0–008

C

MAINTENANCE

LOW VOLTAGE Batteries under load, particularly if undersized or more than 80 percent discharged, will produce low voltages at the SCR control terminals. The EV-100 control is designed for use down to 50 percent of the nominal battery volts for 36 - 84V batteries, and 75% of the nominal battery volts for 24 volt batteries. Low battery volts may cause the control not to operate correctly but the PMT should open the F or R contactor in the event of a commutation failure.

On trucks with turn limit switches, a normally open contact of each switch is placed between the control card and battery negative. When a turn is made, one (1) switch is actuated closing the normally open contact. This de-energizes the contactor supplying power to the traction motor which is on the inside of the turn and keeps the D contactor form energizing.

ACCELERATOR HOLDOFF

RC3000 trucks not equipped with entry bar (manufactured to 2/1/98) and all RC and SC trucks TO KEYSWITCH

This feature checks the voltage level of the accelerator input when the keyswitch is turned to "on" and seat switch actuated.

If the voltage is less than 2.5 volts, the control will not start.

INTERLOCK SWITCHES

INTERNAL RESISTANCE COMPENSATION This feature works with the battery discharge indicator function of the Traction control. Adjustment with the plug-in handset will improve the accuracy of the BDI.

D

1A

RS

FS

FA

FB

RA

RB

TB11-4 PCB-6 PCB-5 TB11-3 TB11-2 TB11-5 TB11-6 PCB-2 PCB-4 PCB-1 PCB-3

CONTROL CARD CONNECTIONS

ON BOARD DIAGNOSTICS

PCA-5

The control card monitors the systems current operating status which can be displayed to the plug-in handset. Whenever a condition occurs that interrupts truck operation (PMT condition which can be reset by cycling the keyswitch) a code number which relates to the interruption is stored in the memory of the Traction control card. This stored code is displayed on the truck mounted display panel or plug-in handset.

PCA-6 STEERING LIMIT SWITCHES

LMS-3

PCA-4

FREE LIFT LIMIT SWITCH LMS-1

LMS-2

BATTERY NEGATIVE 1301

RC3000 trucks equipped with entry bar (manufactured after 2/1/98)

HANDSET (Service Terminal) TO KEYSWITCH INTERLOCK SWITCHES

A hand held service terminal plugs into the Y-receptacle of the control card. With the handset connected, the system fault codes, intermittent random status code, battery stateof-charge and hour meters can be monitored. System setup and tune-up can only be performed with the handset.

D

1A

FS

RS

FA

RA

FB

RB

DUAL MOTOR CONTROL This feature works with a dual motor control contactor (D).

The purpose of this control is to place the motor armatures in parallel when both traction motors are used during plugging. This prevents the motors from acting as "generators" connected in series which causes uncontrollable torque.

Whenever the steered wheels are in the straight ahead position and plugging is initiated, the control card energizes the D contactor. The normally open contact of the D contactor closes, connecting the motor armatures in parallel. See Illustrations 4.2-11 and 4.2-12. At the end of a plug function, the control card de-energizes the D contactor which opens the D contact.

TB11-4 PCB-6 PCB-5 TB11-3 TB11-2 TB11-5 TB11-6 PCB-2 PCB-4 PCB-1 PCB-3

CONTROL CARD CONNECTIONS PCA-5

LMS-3

PCA-6 STEERING LIMIT SWITCHES LMS-2

PCA-4 ENTRY SWITCH RELAY K11

BATTERY NEGATIVE 6270

Crown 1992 PF-9409-9 Rev. 1/98

ILLUSTRATION 4.2-11

Printed in U.S.A.

03 REV. 1/98

M4.2–10.0–009

M4.2–10.0–009

C

MAINTENANCE Maintenance Instructions

TO 1REC

GENERAL FUSE 2

FUSE 1 FA

MOTOR FIELD A

FA

RA

FB

RA

FB

MOTOR FIELD B

RB RB 3REC

DMC

MOTOR ARM A 4A REC

MOTOR ARM B

CURRENT SENSOR

4B REC

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

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

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

BATTERY NEGATIVE 1300

ILLUSTRATION 4.2-12

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

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

CAUTION

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

Crown 1992 PF-9409-10 Rev. 1/98

Printed in U.S.A.

03 REV. 1/98

M4.2–10.0–010

M4.2–10.0–010

C

MAINTENANCE

1

2

4 15 3 14

13 5 12

11 6 10

9

8

7

0178P

(1) (2) (3) (4) (5) (6) (7) (8)

Card Connection Terminals (TB11) Oscillator Card Charging SCR (5 REC) Filter (22 REC) Turn-Off SCR (2 REC) Reactor/Choke Plugging Diode (4 REC) (traction only) Motor Current Sensor

(9) (10) (11) (12) (13) (14) (15)

Flyback Diode (3 REC) Main SCR (1 REC) Commutating Capacitor Thermal Protector Filter (23 REC) Filter (24 REC) (traction only) Filter (25 REC)

ILLUSTRATION 4.2-13

Crown 1992 PF-9409-11

M4.2–10.0–011

Printed in U.S.A.

M4.2–10.0–011

C

MAINTENANCE

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

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

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

Manually close the 1A contactor tips. Power-up truck, release parking brake, select a direction of travel and depress accelerator pedal. The associated contactor tips should not close. If the contactor operates as described, PMT circuit is operating properly. If contactor tips close and remain closed, PMT circuit is not functioning and control card must be replaced.

CAPACITOR (1C) Disconnect battery and discharge capacitor. With ohmmeter on the R x 10,000 ohm scale, measure resistance through the capacitor. Meter should indicate zero ohms, then swing slowly to above 100,000 ohms. Replace capacitor if above reading is not obtained.

CONTACTORS (F, R, 1A, P, PS and D) Note 1. Control is arranged so that F and R do not break current. Check to see that 1A drops out ahead of F or R. Note 2. Most contactor coils with suppressors are polarity sensitive. The left-hand terminal must be connected to positive.

WARNING

Before troubleshooting, chock wheels, raise traction wheels clear of floor and place hardwoods blocks under truck frame, disconnect battery and discharge capacitor 1C. Reconnect battery as needed for the specific check.

Note 3. Refer to contactor section of manual (M4.4) for more information on contactor checkout.

Check resistance on R x 1000 ohm scale, from truck frame to SCR power and control terminals. A resistance of less than 20,000 ohms can cause misleading symptoms. Resistance less than 1000 ohms should be corrected first.

Initially make a visual inspection for loose wiring, misaligned or adjusted accelerator linkage, signs of component overheating, etc.

OSCILLATOR CARD AND PMT CIRCUIT All troubleshooting is written to check all outside devices and eliminate them as the source of symptoms. The conclusion being then, that the card is faulty.

PMT Circuit CAUTION

Before testing, raise drive tires clear of floor and place hardwood blocks under truck frame.

0169

Crown 1992 PF-9409-12 Rev. 6/96

ILLUSTRATION 4.2-14

Printed in U.S.A.

02 REV. 6/96

M4.2–10.0–012

M4.2–10.0–012

C

MAINTENANCE CATHODE (1)

ACCELERATOR INPUT

ANODE (3)

Disconnect accelerator input at TB11-1. Voltage at terminal TB11-1 should be between 7 and 8 volts. If voltage is not as described, replace the control card.

GATE (2) 1 REC

Connect accelerator input at TB11-1. With accelerator in creep speed position, accelerator input voltage should be between 3 and 4 volts. Move accelerator to top speed position. Accelerator input voltage should be between O and 0.5 volts. If these voltages are not as described, check accelerator circuitry.

GATE (2)

SCR’s (1 REC, 2 REC, 5 REC) These are silicon controlled rectifiers. Before checking, disconnect battery and discharge capacitor 1C. Disconnect one power connection on the rectifier. Disconnect gate leads of SCR’s at the card plug. To check an SCR, it is necessary to have a 6-volt battery, a 6-volt lamp and two (2) 1 amp, 100 volt diodes (Crown no. 62027).

Connect the positive lead of test light to the anode (3), connect negative lead to the cathode (1) as shown in Illustration 4.2-15.

ANODE (3)

GATE (2) CATHODE (1)

TEST CIRCUIT 0171

ILLUSTRATION 4.2-15

2 & 5 REC ANODE (3) 0172

ILLUSTRATION 4.2-16 NOTE The polarity indicated on the 2 and 5 Rec components are reversed, refer to Illustration 4.2-16 for correct polarity.

(a) The lamp should not light. If the lamp does light, the SCR is shorted and must be replaced.

LAMP

6 VOLT BATTERY

CATHODE (1)

(b) If check (a) was satisfactory, test the SCR for its ability to be turned “on” by the gate. Connect diodes in series.

Connect the diode cathode to the SCR gate terminal (2).

Touch the diode anode to the battery positive. If the gate is operative, the lamp will come "on" and remain "on" when the gate signal is removed. Some SCR's will operate correctly even if the lamp does not remain "on", particularly when using a weak battery. (c) If lamp cannot be lit under step (b) the SCR is open and must be replaced.

NOTE If a test light is not available to check the SCR’s as described above, check for shorts or opens with a VOM. (1) Measure resistance from anode to cathode (R x 100 scale). If SCR is shorted (zero ohms), it must be replaced.

(2) Measure resistance from gate terminal to cathode and then from cathode to gate lead (R x 1 scale). If resistance reads either zero ohms (shorted) or infinite ohms (open), replace the SCR. When reassemblinq SCR’s, refer to Replacement Procedures.

Crown 1992 PF-9409-13

M4.2–10.0–013

Printed in U.S.A.

M4.2–10.0–013

C

MAINTENANCE

SPIDER

DIODE

The spider, which is located between the 1 REC and snubbers, makes certain component interconnections without the need of external wiring. Illustration 4.2-17 provides a pictorial of terminals which are interconnected internal to the spider.

If PMT’s occur during plugging that seem to have no relation to the normal causes of this condition, try replacing this component.

When checking diodes, disconnect battery and discharge capacitor 1C to prevent burning out the ohmmeter. When replacing diodes, refer to Replacement Procedures.

3 and 4 REC: Disconnect one lead or flexible connection, 3 and 4 REC are diodes with about 7 to 12 ohms resis- ) measured tance in the conducting direction ( + on the R x 10 scale, and 10,000 ohms resistance or + ) meahigher, in the non-conducting direction ( sured on the R x 10,000 scale.

ANODE

CATHODE

ANODE CATHODE

0174

INTERNAL BUS CONNECTIONS 0173

ILLUSTRATION 4.2-18

THERMAL PROTECTOR (TP)

ILLUSTRATION 4.2-17

FILTER BLOCK (HF) 22 REC, 25 REC, 23 FIL, 24 REC To check, disconnect all wires from filter block. With VOM on R x 10,000 scale, touch the leads to the filter terminals to charge the filter. After a few seconds, reverse the meter leads and touch the filter terminals. The VOM needle will deflect and return to infinity. If this capacitor action is not observed, replace the filter block. This test on 22 REC and 25 REC is valid only to detect an open or shorted filter. If problem with control indicates one of these two filters, interchange 22 REC and 25 REC. If problem is corrected, the filter is marginal. If problem is not corrected replace both filters with known good filters.

Remove both connections from TP and with a VOM on the R x 100 ohm scale, read resistance terminal to terminal. If heat sink is at room temperature (25° C; 75° F) a reading of 100 to 200 ohms should be obtained. Set VOM to highest ohm scale and check pins to 1 REC heat sink, reading should be infinity.

1X CHOKE T3-T5/REACTOR T3-T4 Disconnect all wires and shunts from choke/reactor terminals. With meter on R x 1 scale measure resistance T3 to T4.

Should be zero ohms. Check resistance T3 to T5. Meter should indicate zero ohms.

Crown 1992 PF-9409-14 Rev. 6/95

Printed in U.S.A.

01 REV. 6/95

M4.2–10.0–014

M4.2–10.0–014

C

MAINTENANCE 4. When installing, apply lubricant 063002-043 to threads and mating surfaces. Torque to 6.0 Nm (50 inch/lbs).

Component Replacement CONTROL CARD

5. Make sure the braided pigtail is twisted clockwise to tighten the braid and secure in place.

CAUTION

Make certain replacement card is same type as card being replaced.

SCR’s (2 REC, 5 REC) 1. Disconnect battery and discharge capacitor (1C).

1. Disconnect battery and discharge capacitor (1C).

2. Remove wires from screw terminals TB11-1 through TB11-6.

2. Remove all electrical connections, noting location for proper installation.

3. Remove two mounting screws and lift SCR from assembly.

3. Unplug connectors by pressing down on tab with wide blade screwdriver and rotating 90°.

4. Clean heat sink with clean rag and isopropyl alcohol.

4. Remove two mounting screws at ends of card and lift card from assembly.

5. Apply thin layer of silicone grease (Crown no. 93983) on heat sink.

NOTE

6. Position replacement SCR on heat sink and install mounting screws, “finger tight”.

Reverse procedure for card installation.

JCA

A

JCB

B

Y

MOUNTING SCREW 0175

JCY

TB11

7. Make certain SCR lies flat against heat sink and alternately tighten the two mounting screws in one-quarter turn increments.

JCZ

8. Connect all electrical connections as noted at removal.

Z MOUNTING SCREW

ILLUSTRATION 4.2-19

Diodes (3, 4, 7 REC) 1. Disconnect battery and discharge capacitor (1C).

2. Remove all electrical connections, noting location for proper installation.

CONTACTS (PCA, PCB, PCY, PCZ) Use extraction tool (Crown no. 100522) to unlatch locking tab on individual contacts and pull from plug by wire. Replacement contacts are Crown no. 104737. Use crimping tool (Crown no.

90118) to crimp replacement contacts to wire.

Plug repair kits are available which include the plug, gasket, hole plugs and terminals. Order Crown No. 108934 for plug PCA repair kit, Crown No. 108935 for plug PCB repair kit, Crown No. 112528 for plug PCY repair kit and Crown No.108936 for plug PCZ repair kit.

3. Remove rectifier/diode. Inspect rectifier/diode and heatsink mating surfaces for pitting and corrosion. Also check thread condition. Replace if pitting and corrosion or cross threading is present.

Inspect

10291

ILLUSTRATION 4.2-20

0176

Crown 1992 PF9409-15 Rev. 12/03

ILLUSTRATION 4.2-21 Printed in U.S.A.

04 REV. 12/03

M4.2–10.0–015

M4.2–10.0–015

C MAIN SCR (1 REC)

MAINTENANCE CAPACITOR (1C)

1. Disconnect battery and discharge capacitor (1C).

1. Disconnect battery and discharge capacitor (1C).

2. Remove screw closest to the control card on 23 REC. (Note wire locations for proper assembly)

2. Remove two mounting clamps.

3. Remove screws from 24 REC and lift 24 REC from panel.

4. Remove screw under 24 REC. 5. Disconnect #10 Black wires from capacitor 1C and choke 1X. Remove wires from 22 REC, 23 REC and 25 REC which restrict lifting filters and mounting block away from top of 1 REC. 6. Remove thermal protector from 1 REC.

3. Disconnect wires from capacitor and lift capacitor from panel .

4. Position replacement capacitor on panel and secure in place with mounting clamps.

5. Connect wires.

FILTERS (22, 25 REC - 23, 24 FIL) When replacing these devices, use original hardware in the same holes. Screw inserts are used for electrical connections to the spider assembly.

7. Remove electrical wiring from 1 REC. REACTOR/CHOKE 8. Remove mounting screws and lift 1 REC from panel.

1. Disconnect battery and discharge capacitor (1C).

9. Clean insulator surface with clean rag and isopropyl alcohol. Inspect insulator for tears and cracks. If defective, replace.

10. Apply light coat of machine oil on base and smooth insulator into position.

11. Apply thin layer of silicone grease (Crown no. 93983) to insulator.

2. Disconnect all electrical connections from reactor/ choke.

3. Remove mounting screws.

4. Position replacement reactor/choke on heat sink and secure in place with mounting screws.

5. Connect wiring.

12. Position replacement SCR on insulator and install mounting screws “finger tight”.

THERMAL PROTECTOR

13. Make certain SCR lies flat against insulator and alternately tighten the two mounting screws in one-quarter turn increments.

1. Disconnect battery and discharge capacitor (1C).

14. Assemble other components and wiring in reverse order of disassembly.

3. Remove screws from 24 REC and lift 24 REC from panel.

2. Remove screw closest to the control card on 23 REC.

4. Remove screw below 24 REC. 5. Slide filters and spider assembly aside slightly so thermal protector screw can be removed.

6. Remove wires and terminals from connector CAZ using an extraction tool. (Crown No. 100522).

7. Install replacement thermal protector by reversing disassembly procedure.

Crown 1992 PF-9409-16

M4.2–10.0–016

Printed in U.S.A.

M4.2–10.0–016

MAINTENANCE TUNE UP RR, RS, RD, RC, SC series trucks with M5 card (EV100) Panels are factory adjusted for a particular motor and truck and should not need adjustment. The card is supplied with single turn potentiometer adjustments and the box is marked with “dial” setting. Turning pots C.W. increases the particular function, for example, C.W. adjustment increases creep speed, acceleration rate, current limit, 1A time, stiffness of plug, etc.

F

OF

5

C/A

5

C/L

5

!A TIME

5

PLUG

9

5

1

CREEP

1 9 1

On new or mistuned cards, turn pots fully CCW to "1" then set each pot to the setting for the particular truck as listed.

9 1 9 1 9

M5 CARD NOTE: Illustration for adjustment arrangement on card only.

ILLUSTRATION 4.2-1

0215

CAUTION

Care must be taken when replacing the EV100 control card. Installation of the wrong control card may not allow control to function or will cause improper operation. Refer to chart and parts breakdown for card style and part number required.

TRUCK MODEL

CARD TYPE

*CREEP

*C/A

C/L

1A TIME

*PLUG

RR RS RD RC SC

M5 M5 M5 M5 M5

7.5 7.5 7.5 6.5 6.5

8 8 8 6 6

6 6 6 6.5 6.5

6 6 6 3.5 3.5

3 3 3 5 5

* Check adjustments to meet the specifications listed for your unit under each function listed as follows and adjust as necessary.

Crown 1989 PF-8375-1 Rev. 2/91

Printed in U.S.A.

01 REV. 2/91

M4.2 - 10 - 200

M4.2 - 10 - 200

MAINTENANCE Creep Speed

1A Drop-Out

Move control handle until a directional contactor energizes.

Adjust CREEP trimpot so empty truck moves 2 inches (50.8mm) per second.

Normal setting listed in chart is adequate. Should reason occur to question 1A drop-out operation, contact factory for assistance.

Current Limit (C/L)

Plug

Equipment required: Shunt and meter-500 AMP. Connect shunt in series with the battery and connect meter. Turn C/ L fully counterclockwise. Place truck against obstacle. Block 1A contactor tips open. Place jumper across brake switches, to allow power to the traction circuit with brake applied.

Leave brake applied and move control handle to maximum speed. Adjust C/L to not more than 225 amps. Motor must not turn while adjusting. (Turn adjustment clockwise to increase current). Do not stall motor more than 2 to 3 seconds at a time and allow to cool between test. After setting remove jumper and block.

With forks lowered and with an empty truck, run truck in forward direction with 1A contactor pulled in. Move control handle rapidly to maximum reverse direction. Adjust plugging so that RC and SC series trucks stop in 11 to 13 feet (3.4 to 4.0m) and RR, RS and RD series trucks stop in 13 to 15 feet (4.0 to 4.6m).

Controlled Acceleration (C/A) & 1A Time

After all adjustments have been set, seal cover with silicone rubber compound #65031.

NOTE Turning adjustment clockwise decreases plugging distance.

Set 1A Time trimpot to a dial setting of 9 (fully clockwise). Set C/A trimpot to a dial setting between 2 3/4 and 4 (1 1/2 to1 second). Turn adjustment clockwise to decrease time (increase rate of acceleration). Set 1A trimpot to a dial setting between 2 1/2 and 3 1/4 (1 1/2 to 2 seconds). Turning adjustment clockwise, increases time to pull in 1A contactor.

Fine tune 1A time as necessary to provide a smooth transition from C/A to 1A.

Crown 1989 PF-8375-2 Rev. 2/91

Printed in U.S.A.

01 REV. 2/91

M4.2 - 10 - 201

M4.2 - 10 - 201

MAINTENANCE TUNE UP RC, RC 3000 and SC trucks with type MT traction card (EV100) Panels are factory adjusted for a particular motor and truck and should not require adjustment. On new or mistuned cards, adjust functions to value listed in charts.

When the term “press key” or “depress key” is used, press the appropriate key on the handset keypad for approximately 1 second.

The card is adjusted by connecting the GE Handset (112209) to the “Y” receptacle on the traction SCR control card.

Depress the CONT key on the handset and hold depressed, then turn the trucks keyswitch to the “on” position. All 8’s will be displayed on the handset display to show that all LED segments of the display are operational and signifies that the control card and handset are in the adjustment ready (neutral) mode. Release the CONT key.

CAUTION

Care must be taken when replacing the EV100 control card. Installation of the wrong control card may cause misoperation. Refer to subtitle and parts breakdown for card type and part number.

WARNING

Failure to follow proper set-up instructions could result in misoperation or damage to control system. Settings must be changed by authorized personnel only. Card type selection must be made within the capabilities of the SCR control used and the supporting electromechanical devices. Failure to comply with proper application standards could result in misoperation or damage to the control and/or motors.

3415

ILLUSTRATION 2

Press the number key 2 on the handset keypad to select function 2. The handset will display U 02 as shown for a brief moment to acknowledge which key has been pressed.

HANDSET OPERATION

WARNING

Before connecting or disconnecting the handset, lift the drive wheels clear of floor and place hardwood blocks under truck frame. Turn keyswitch “OFF”, disconnect battery and discharge capacitor 1C of the traction and pump (if applicable) control.

09

1C

3416

UE

ILLUSTRATION 3

Next the display will switch to the actual setting for function 2.

00 1 EV

L

TRO

ON

C SCR

3414

1049

ILLUSTRATION 4

ILLUSTRATION 1

920420

5631 - 44110

Crown 1992 PF-9408-1 Rev. 1/98

Printed in U.S.A.

03 REV. 1/98

M4.2–10.0–205

M4.2–10.0–205

MAINTENANCE The handset is now ready to be disconnected.

NOTE If you do not wish to change the setting, depress the ESC key in the lower right corner of the keypad to exit the setting mode.

WARNING

Refer to the Charts on following pages. If the value displayed on the handset is not as shown in the chart, press the CONT key. This will cause the setting number to change value (number will change to adjustment knob position) and begin to flash. Turn the adjustment knob on the handset to obtain the setting listed. When the proper reading is obtained, press the CONT or STORE key. This saves the reading in the control card memory. Depress the ESC key located at the lower right corner of the key pad to exit this setting. The handset should return to the netural mode displaying all 8's.

If the 8's are not displayed depress the continue key to return to the neutral mode. Make adjustments as necessary to the remaining functions in the same manner as described.

Before connecting or disconnecting the handset, lift the drive wheels clear of floor and place hardwood blocks under truck frame. Turn keyswitch “OFF”, disconnect battery and discharge capacitor 1C of the traction and pump (if applicable) control.

After tune up procedures are complete, turn keyswitch to “off” and disconnect the battery. Unplug handset and connect plug removed to connect handset.

To access function settings greater than 15, depress the CONT key simultaneously with a number key, starting with 1 for function 16, 2 for function 17, etc.

When all settings are completed, exit the setting mode by pressing the ESC key twice. The display will show a -01 or the battery state of charge (075 for example, illustration 5).

This indicates that the adjustments were stored.

3409

3413

ILLUSTRATION 5

Crown 1992 PF-9408-2 Rev. 5/96

Printed in U.S.A.

02 REV. 5/96

M4.2–10.0–206

M4.2–10.0–206

MAINTENANCE Before making any adjustments to the traction control card, make certain the accelerator potentiometer is set correctly.

Refer to Section M4.5 (Multifunction Control) on RC trucks.

Charts 1 and 2 list the settings for the Tune Up Function Codes on RC and RC 3000 trucks.

Charts 3 and 4 list the settings for the Tune Up Function Codes on SC trucks.

FUNCTION CODE

2 3 4 * 5 6 7 11 † 12 †† 12 14 15 * 16 17

SETTING Truck Capacity(LBS.)/Mast Type

DESCRIPTION

Creep Speed Controlled Acceleration (CA) Current Limit (C/L) Plugging Distance 1A Dropout Current Level (1ADO) Dual Traction Motor Control (PCA-4) Speed 1 (Turn Speed Limit) Speed 2 (No 1A Above Free Lift) Speed 2 (Entry Switch Speed Limit) Internal Resistance Compensation Battery Voltage Accelerator Position Plug (proportional) Card Type Selection

2500/TL 2500/TF

3000/TL 3000/TF

2500/TT 3500/TL 3500/TF

3000/TT

200 14 255 * 255 150 0 70

200 14 255 * 255 150 0 70 150 17 38 * 2

200 14 255 * 255 150 0 70 150 17 38 * 2

200 14 255 * 255 150 0 70 150 17 38 * 2

17 38 * 2

3500/TT 4000/TL 4000/TF 4000/TT 200 14 255 * 255 150 0 70 150 17 38 * 2

200 14 255 * 255 150 0 70 150 17 38 * 2

* Refer to Chart 2 for settings of Function 5 and Function 16. † RC3000 trucks equipped without entry bar and RC trucks (manufactured to 2/1/98). †† RC3000 trucks equipped with entry bar (manufactured from 2/1/98).

CHART 1 FUNCTION CODE

5 16

SETTING Truck Capacity(LBS.)/Mast Type

117 59

2500/TL 2500/TF

3000/TL 3000/TF

2500/TT 3500/TL 3500/TF

3000/TT

3500/TT 4000/TL 4000/TF

128 65

139 72

150 78

161 85

172 92

4000/TT 183 98

193 105

204 112

NOTE For plug braking to operate correctly, both functions must be set as listed for truck capacity/mast type. If it is desirable to increase or decrease the amount of braking force, determine which column the truck being adjusted falls under by checking the current settings of the control. To increase the braking force (shorten braking distance), change settings of truck to the next column.to the right To decrease the braking force (increase braking distance), change settings of truck to the next column to the left.

CHART 2 Crown 1992 PF-9408-3 Rev. 1/98

Printed in U.S.A.

03 REV. 1/98

M4.2–10.0–207

M4.2–10.0–207

MAINTENANCE Before making any adjustments to the traction control card, make certain the accelerator potentiometer is set correctly.

Refer to Section M4.0 (Accelerator) for SC trucks.

Charts 1 and 2 list the settings for the Tune Up Function Codes on RC and RC 3000 trucks.

Charts 3 and 4 list the settings for the Tune Up Function Codes on SC trucks.

FUNCTION CODE

2 3 4 * 5 6 7 11 12 14 15 * 16 17

SETTING Truck Capacity(LBS.)/Mast Type

DESCRIPTION

Creep Speed Controlled Acceleration (CA) Current Limit (C/L) Plugging Distance 1A Dropout Current Level (1ADO) Dual Traction Motor Control (PCA-4) Speed 1 (Turn Speed Limit) Speed 2 (No 1A Above Free Lift) Internal Resistance Compensation Battery Voltage Accelerator Position Plug (proportional) Card Type Selection

3000/TL 3000/TF 3500/TL 3500/TF

3000/TT

3500/TT

200 14 255 * 255 150 0 70 17 38 * 2

200 14 255 * 255 150 0 70 17 38 * 2

200 14 255 * 255 150 0 70 17 38 * 2

* Refer to Chart 4 for settings of Function 5 and Function 16.

CHART 3 FUNCTION CODE

5 16

SETTING Truck Capacity(LBS.)/Mast Typel

Plugging Distance Accelerator Position Plug (proportional)

128 65

3000/TL 3000/TF 3500/TL 3500/TF

3000/TT

3500/TT

139 72

150 78

161 85

172 92

NOTE For plug braking to operate correctly, both functions must be set as listed for truck capacity/mast type. If it is desirable to increase or decrease the amount of braking force, determine which column the truck being adjusted falls under by checking the current settings of the control. To increase the braking force (shorten braking distance), change settings of truck to the next column.to the right To decrease the braking force (increase braking distance), change settings of truck to the next column to the left.

CHART 4 Printed in U.S.A.

Crown 1992 PF-9408-4 Rev. 5/96

02 REV. 5/96

M4.2–10.0–208

M4.2–10.0–208

MAINTENANCE TROUBLESHOOTING RR, RS, RD, RC, SC series trucks with M5 card (EV100) GENERAL

M4.2 - 10 - 401

VOLTAGE READINGS

M4.2 - 10 - 402

PICTORIAL WIRING DIAGRAM

M4.2 - 10 - 403

SYMPTOM FLOWCHARTS 1) Directional contactors do not operate.

2) Contactors operate. Little or no power, no SCR hum.

3) Contactors operate. Little or no power, normal SCR hum.

4) Contactors operate. Little or no power, abnormal SCR hum.

5) Only one directional contactor operates.

6) Contactors operate. Full SCR speed immediately, no control with accelerator, audible SCR hum.

7) Contactors operate. PMT opens contactor.

8) Excessive 1 A dropout time causes PMT. 9) Motor current uncontrollable with C/L trimpot.

10) 1 A contactor operates when keyswitch closes.

11) Forward and reverse contactors operate without satisfying static return to off (SRO) by returning directional control to neutral.

12) 1A contactor will not operate.

13) Stiff plug. Severe reversal.

14) Soft plug. Very soft reversal.

15) Fuse blown.

16) Stiff plug. (Dual traction motor trucks) 17) Truck stops when turning either direction. (Dual traction motor trucks) 18) Truck slow to respond and unable to reach top speed. (Dual traction motor trucks)

M4.2 - 10 - 404 M4.2 - 10 - 406 M4.2 - 10 - 408 M4.2 - 10 - 409 M4.2 - 10 - 410 M4.2 - 10 - 411 M4.2 - 10 - 412 M4.2 - 10 - 413 M4.2 - 10 - 414 M4.2 - 10 - 415

M4.2 - 10 - 416 M4.2 - 10 - 417 M4.2 - 10 - 418 M4.2 - 10 - 419 M4.2 - 10 - 419 M4.2 - 10 - 420 M4.2 - 10 - 422 M4.2 - 10 - 423

CAUTION

Care must be taken when replacing the EV100 control card. Installation of the wrong control card may not allow control to function or will cause improper operation. Consult chart in TUNE-UP section and parts breakdown for type and part number control card required.

4920 Crown 1989 PF-8379-1 Rev. 2/96

Printed in U.S.A.

03 REV. 2/96

M4.2–10.0–400

M4.2–10.0–400

MAINTENANCE GENERAL

Voltage Readings

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

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

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

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

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

WARNING

Traction wheels must be clear of floor and free to rotate during all the following checks unless otherwise specified. Care must be taken whenever doing "live" checks. At all other times disconnect the battery and discharge the commutation capacitor (1C).

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

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

The readings in Chart 1 are in reference to battery negative.

When checking voltages at connectors of control card, make certain the meter probe is making good contact to the pin in the connector to ensure accurate readings.

Crown 1989 PF-8379-2 Rev. 10/92

Printed in U.S.A.

01 REV. 10/92

M4.2–10.0–401

M4.2–10.0–401

MAINTENANCE TERMINAL

I/O DESCRIPTION

CONDITION

VOLTAGE

TB11-1

Accelerator input.

Key “on”, accelerator at creep speed.

Key “on”, accelerator at top speed.

3 - 4.0 .5 - 0

TB11-2

Brake switch input

Any switch between battery and directional switches open.

Any switch between battery and directional switches closed.

*0 Battery volts

TB11-3

Seat switch input.

Key switch open.

Key and seat switch closed.

0 Battery volts

TB11-4

Control card power supply input.

Key switch open.

Key switch closed.

0 Battery volts

TB11-5

Forward directional switch input.

Any switch between battery and card open.

All switches between battery and card closed.

0 Battery volts

TB11-6

Reverse directional switch input.

Any switch between battery and card open.

All switches between battery and card closed.

Battery volts

PCA-1

Not used

PCA-2

Not used

PCA-3

Not used

PCA-4

Mast limit switch input.

Limits speed to approx. 70% of maximum speed.

Mast within free lift range (LMS-1 closed) Mast staging (LMS-1 open)

0 7.5 - 8 volts

PCA-5

Turn limit switch input

Steered wheels in straight ahead position Steered wheels turned to cut-out traction system “ B”

7.5 - 8 volts

Steered wheels in straight ahead position Steered wheels turned to cut-out traction system “A”

7.5 - 8 volts

No direction selected Immediately after forward direction selected 36 V battery 24 V battery Across energized contactor coil

Battery volts

No direction selected Immediately after forward direction selected 36 V battery 24 V battery Across energized contactor coil

Battery volts

No direction selected Immediately after reverse direction selected 36 V battery 24 V battery Across energized contactor coil

Battery volts

PCA-6

PCB-1

PCB-2

PCB-3

Turn limit switch input

Forward contactor driver “B” (Dual traction motor)

Forward contactor driver “A”

Reverse contactor driver “B” (Dual traction motor)

0

0

21 - 23 volts 11 - 12 volts 12 - 14 volts

21 - 23 volts 11 - 12 volts 12 - 14 volts

21 - 23 volts 11 - 12 volts 12 - 14 volts

* On most trucks, before direction is selected, voltage at TB11-2 will read 2-3 volts less than battery .

CHART 1 (Continued on next page) Crown 1989 PF-8379-3 Rev. 10/92

Printed in U.S.A.

01 REV. 10/92

M4.2–10.0–402

M4.2–10.0–402

MAINTENANCE TERMINAL PCB-4

PCB-5

PCB-6

I/O DESCRIPTION

CONDITION

VOLTAGE

Reverse contactor driver “A”

No direction selected Immediately after reverse selected 36 V battery 24 V battery Across energized contactor coil

Battery volts

Operating within the SCR range Immediately after energizing 1A 36 V battery 24 V battery Across energized contactor coil

Battery volts

Not in plugging mode.

Beginning of plug mode, steered wheels straight ahead 36 V battery 24 V battery Across energized contactor coil

Battery volts

1A contactor driver

D contactor driver (See Caution)

21 - 23 volts 11 - 12 volts 12 - 14 volts

21 - 23 volts 11 - 12 volts 12 - 14 volts

21 - 23 volts 11 - 12 volts 12 - 14 volts

CHART 1 (continued) CAUTION

Portions of this check are to be performed while plugging the truck. Plugging should not be performed when traction wheels are raisedclearof the floor. This can create excessive voltages which can be harmful to the control. Make certain space is available to test plugging safely for these checks.

PCZ-9

PCZ-8

TB11-5

1663S Crown 1989 PF-8379-4 Rev. 10/92

Printed in U.S.A.

01 REV. 10/92

M4.2–10.0–403

M4.2–10.0–403

MAINTENANCE 1665S

TROUBLESHOOTING FLOWCHART BY SYMPTOM

CAUTION

Make certain correct control card is in use. Refer to parts (1) DIRECTIONAL CONTACTORS DO NOT OPERATE breakdown and chart in TUNE-UP section for type and part number of card required.

Check control circuit voltage, positive to negative

Battery volts

Plug in battery, key switch OFF. Measure voltage at TB11-4 of control card. Should be less than 4 volts.

No voltage

Check power and control fuses Less than 4 volts Replace

Fuse open

Fuses okay

More than 4 volts Close key switch. Voltage at T2 should be half battery volts.

Check for shorted wiring and condition of key switch.

Close all switches between battery and directional switches. Compare voltages at TB11 terminals 2, 3, 4, 5 and 6 with voltage chart.

Insufficient charge

Near zero volts Near battery volts

Half battery volts Check thermal protector for short

Check battery state of charge

Sufficient charge

Charge

Check condition of battery connectors, interconnecting cables and termination points

Check for shorted 1A contactor tips or shorted 1 REC which operates PMT. Poor condition or loose

Voltages not as described

Check switches and interconnecting wiring

Voltages as described

Tighten or replace as necessary

Close all switches, except directional switch. Wait 1 second, close forward direction switch. Voltage at TB11-6 Should remain near zero volts. Voltage at TB11-5 should be battery volts.

Crown 1989 PF-8379-5 Rev. 10/92

Printed in U.S.A.

01 REV. 10/92

M4.2–10.0–404

M4.2–10.0–404

MAINTENANCE

Crown 1989 PF-8379-6

Printed in U.S.A.*

M4.2 - 10 - 405

M4.2 - 10 - 405

MAINTENANCE 5064

CAUTION Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

(2) CONTACTORS OPERATE. LITTLE OR NO POWER AND NO SCR HUM.

Check voltage at positive contactor panel terminal. Should be battery volts.

Battery volts

Check voltage at T2 of SCR panel.

With contactors closed, should be zero volts.

No voltage

Check battery state of charge

Zero volts

Charged Not zero volts Check battery connector condition and interconnecting wiring.

Check for open circuit between T2 and negative terminal of contactor panel.

Monitor voltage at TB11-1 of control card. Should be 3-4 volts at creep sppeed, dropping to .2 volts or less at top speed.

Normal

No voltage

Replace control card

Voltage lower

Voltage higher

Check 3REC and 5REC for short circuit

Check condition of 2REC

Crown 1989 PF-8379-7 Rev. 2/96

Check fuse (FU-1)

Voltage remains at 3 - 4 volts.

Check voltage at T3 of Reactor/ Choke. Should be 1/8 battery volts.

24 volt truck - 3 volts 36 volt truck - 4.5 volts

(Continued on Next Page)

Okay

Check wiring and operation of accelerator potentiometer

Faulty.

Replace

(Continued on Next Page)

Printed in U.S.A.

03 REV. 2/96

M4.2–10.0–406

M4.2–10.0–406

MAINTENANCE 3808S

Okay

Check for 23Fil or 25 REC short circuit

Okay

Check motor for short circuit

Okay

Replace Control Card

Crown 1989 PF-8379-8 Rev. 5/95

Printed in U.S.A.

02 REV. 5/95

M4.2–10.0–407

M4.2–10.0–407

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-9

Printed in U.S.A.*

M4.2 - 10 - 408

M4.2 - 10 - 408

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

NOTE A 25 REC which checks good with an ohmmeter, can cause misoperation of 5 REC under load and allow 1A to close on demand at lower than normal motor volts.

Crown 1989 PF-8379-10

M4.2 - 10 - 409

Printed in U.S.A.*

M4.2 - 10 - 409

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-11

M4.2 - 10 - 410

Printed in U.S.A.*

M4.2 - 10 - 410

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-12

M4.2 - 10 - 411

Printed in U.S.A.*

M4.2 - 10 - 411

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-13

M4.2 - 10 - 412

Printed in U.S.A.*

M4.2 - 10 - 412

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-14

M4.2 - 10 - 413

Printed in U.S.A.*

M4.2 - 10 - 413

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-15

M4.2 - 10 - 414

Printed in U.S.A.*

M4.2 - 10 - 414

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-16

M4.2 - 10 - 415

Printed in U.S.A.*

M4.2 - 10 - 415

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-17

M4.2 - 10 - 416

Printed in U.S.A.*

M4.2 - 10 - 416

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-18

M4.2 - 10 - 417

Printed in U.S.A.*

M4.2 - 10 - 417

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-19

M4.2 - 10 - 418

Printed in U.S.A.*

M4.2 - 10 - 418

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

(15) FUSE BLOWN

The following procedure should be adopted when checking out both, blown power fuses or control fuses.

Disconnect battery and discharge main commutation capacitor (1C).

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

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

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

Crown 1989 PF-8379-20

M4.2 - 10 - 419

Printed in U.S.A.*

M4.2 - 10 - 419

MAINTENANCE CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-21

M4.2 - 10 - 420

Printed in U.S.A.*

M4.2 - 10 - 420

MAINTENANCE

Crown 1989 PF-8379-22

M4.2 - 10 - 421

Printed in U.S.A.*

M4.2 - 10 - 421

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-23

M4.2 - 10 - 422

Printed in U.S.A.*

M4.2 - 10 - 422

MAINTENANCE

CAUTION

Make certain correct control card is in use. Refer to parts breakdown and chart in TUNE-UP section for type and part number card required.

Crown 1989 PF-8379-24

M4.2 - 10 - 423

Printed in U.S.A.*

M4.2 - 10 - 423

MAINTENANCE CONTACTORS The purpose of these instructions is to instruct the user on proper care and maintenance to obtain satisfactory service from these devices. Crown has tested and applied these contactors according to the requirements of our vehicle. No modifications or changes should be made in the layout, physical arrangement or electrical connections without permission from Crown.

NOTE Before any adjustments, servicing, parts replacement or any other act is performed requiring physical contact with the electrical working components or wiring of this contactor, disconnect battery, discharge capacitor(s) and have drive wheels jacked up and free of the floor.

75- AMPERE CONTACTORS

ILLUSTRATION 4-10 Voltage Spike Suppression

When these contactors are used in conjunction with static control, it is often necessary to suppress the voltage spike which results when coil current is interrupted. This is done to prevent damage to static components such as silicon controlled rectifiers, transistors, etc.

Use only those voltage spike suppressors which are factory specified and supplied by the truck manufacturer.

When connecting the suppressors across the coil, polarity must be maintained in accordance with Illustration 4-11.

ILLUSTRATION 4-11 MAINTENANCE AND ADJUSTMENTS

The following information is intended to assist during periods of normal maintenance and to provide checks to determine if the contactors are in proper operating condition.

ILLUSTRATION 4-9 Connections

The power connections are ¼ - 20 screws which should be tightened to 45 to 60 inch-pounds (5.1 to 6.8 newton meters [N•m]). It is recommended that this tightening be done with a screwdriver, spin tight, or a socket on a shaft extension. If a wrench is used, take care that the head or body of the wrench does not come in contact with the molded side plate (See lllustration 4-10).That is, do not use the molded side plate as a pivot point.

As these devices are adjusted, inspected, and tested at the factory, they should not normally require further adjustments. However, any time a part has been replaced, the following checks should be made.

Power Contacts

In normal operation, the contacts will become blackened, discolored, and roughened. This will not interfere with proper operation, and cleaning is not necessary. The contacts should be replaced before the silver-alloy contact facing is completely eroded through to the backing material, or before the wipe is

© Crown 1978 PF-3282-1

Printed in U.S.A.

M4.4 - 11 - 001

M4.4 - 11 - 001

MAINTENANCE reduced to zero. The siIver alloy may transfer from one contact and cause buildup on the mating contact.

This can be expected under certain conditions and does not require contact dressing or filing. When replacing only one contact of a mating pair, remove any high peaks or beads of material on the contact that is not replaced.

MEASURE NORMALLY OPEN WIPE WITH .040" (1.0 mm) DIA. ROD AT THIS END; THE DISTANCE BETWEEN THE MOLDED MOVABLE CONTACT ASSEMBLY AND THE ARMATURE

Power Contacts Adjustments With the contactor mounted or held in its normal operating position, check the contact wipes and gaps. These checks are most easily made with small rods or drills of a diameter equal to the dimensions given below. These contractors are double break (two sets of contacts per circuit) and the gaps must be measured on both sets of contacts.

Normally open gap

— 0.050 inches (1.27 mm) minimum each side

Normally closed gap — 0.050 inches (1.27 mm) minimum each side Normally open wipe

— 0.040 inches (1.0 mm) minimum

ILLUSTRATION 4-13

Normally closed wipe — no check NOTE The normally open wipe measurement given is with new contacts and will decrease as the contacts wear.

Illustrations 4-12 and 4-13 show de-energized and energized positions, and where to measure.

The only means of adjusting to obtain these measurements is by moving the side plates in or out on the frame. If adjustment is necessary, make sure that the side plates are relatively square with respect to each other and with the U-frame. Recheck the electrical interlock adjustments and, if necessary, re-adjust per “Electrical Interlocks” in this section.

Replacement of Parts It is necessary to disassemble these devices in order to replace any part except the electrical interlock or its operator. For this reason, you may find it to your advantage to replace the entire contactor whenever a complete set of contacts or a new coil is needed.

However, if you desire to replace a part, use the following procedures: 1. Disconnect the contactor and remove it from the vehicle.

2. To replace the coil, first unsolder the coil leads from the coiI terminal strips; then remove the screws which fasten the molded side plates to the frame.

ILLUSTRATION 4-12

© Crown 1978 PF-3382-2

M4.4 - 11- 002

3. Now, slide the frame and coil out from between the molded side plates. If the core does not have a head, it is now possible to remove the coil without disassembling the core and the frame. If the core does have a head, you must remove the screw which holds the core to the frame. It may be necessary to hold the core with a pair of pliers.

Printed in U.S.A.

M4.4 - 11- 002

MAINTENANCE 4. Replace the coil, and reassemble the core to the

frame. Be sure the special conical Iockwasher is in place and that the screw is tightened.

5. Slide the frame and coil assembly back between the molded side plates with the armature spring positioned as shown in Illustration 4-14.

ELECTRICAL INTERLOCKS An auxiliary snap-action electrical interlock can be mounted on most forms of these contactors (See Illustration 4-15). This electrical interlock has one normally open pole and one normally closed pole. It must be adjusted to operate in the following manner.

6. Replace the screws in the side plates, making sure the stationary contacts and the coil terminal strips are positioned in their respective slots in the side plates.

7. Check the power contact gaps and wipes per the Power Contact Adjustments section of this instruction publication. Make sure the armature spring is properly seated as shown in Illustration 4-14.

ILLUSTRATION 4-15 1. With a 0.010-inch (0.25 mm) thick shim or rod between the armature and the U-frame at the top, the interlock must operate when the coil is energized or when the armature is manually operated.

ILLUSTRATION 4-14 8. The side plates can be moved by the amount the holes are larger than the screws. Try to align the side plates as squarely as possible with the frame.

9. To replace a worn contact or set of contacts, first disconnect the contactor and remove it from the vehicle.

2. With a 0.030-inch (0.76 mm) thick shim or rod, using the same procedure, the interlock should not operate. The interlock mounting bracket has slotted mounting holes and can be moved in or out to obtain these requirements. If it is necessary to do this, recheck the contact adjustments per this section.

a. Remove the bottom molded side plate. Note that by leaving the top molded side plate attached to the frame, the normally open contact adjustments will not be changed. b. Replace the worn contacts and reassemble the contactor, taking care that the stationary contact strips, the coil terminal strips, and the armature tongues are all properly positioned in their respective slots in the side plates. Make sure the armature spring is positioned as shown in Illustration 4-14. c. Check the contact gaps and wipes and if necessary, re-adjust per the description in this section.

© Crown 1978 PF-3382-3

Printed in U.S.A.

M4.4 - 11- 003

M4.4 - 11- 003

MAINTENANCE

ILLUSTRATION 4-16

100 AMP CONTACTORS MAINTENANCE AND ADJUSTMENTS NOTE All power should be removed from the contactor before making any inspection or adjustment.

The following information is intended to assist during periods of normal maintenance and to provide checks for maintaining adjustments. As these devices are tested and adjusted at the factory, they should not normally require further adjustments. However, if factory adjustments are tampered with or otherwise changed, the checks contained in the following information may be made.

Contacts All contactors covered in this instruction use the same contact tip. This contact tip is a button type with a facing of silver alloy material on a backing of copper.

In normal operation, the contacts will become blackened, discolored, and roughened. This will not interfere with proper operation and cleaning is not necessary. The contacts should be replaced before the silver contact facing is completely eroded through to the backing material. The

© Crown 1978 PF-3383-1

M4.4 - 11 - 011

silver contact facing may transfer to either the movable or stationary contact and cause buildup on one contact. This condition can be expected under certain conditions and does not require contact dressing or filing. It is recommended that contacts always be replaced in mating pairs.

Contact Gaps and Wipes The contact gaps and wipes for these contactors are predetermined by the dimensions of the parts of the contactor and vary only with the dimensional tolerances. The allowable minimum values are given, and to insure proper electrical operation, these values should not be decreased (See Illustration 4-17).

N.O. Tip Gap – Contactor De – energized .....................................0.20 inches N.O. Tip Wipe – Contactor in Energized Position ................................0.08 inches N.C. Tip Gap – Contactor in Energized Position ................................0.15 inches N.C. Tip Gap – N.O. Tips just touching .........................................0.07 inches All values given are for new tips and should be measured at the closest point between mating surfaces.

Printed in U.S.A.

M4.4 - 11 - 011

MAINTENANCE

Tip-to-Tip Alignment

Contact Tip Forces

N.O. Tips — With the contactor in its energized position and the movable tip support centered in its guide, the tips must align within 0.06 inches in all directions.

The initial force is measured with the armature blocked in such a position that the movable contact support is free of the backstop or that the normally closed contacts are not touching. Then pass a loop of fine wire around the movable contact at its center. Pull with a spring balance held in such a position that the line pull is approximately perpendicular to the contact surface of the movable contact. Initial contact force is indicated when the movable contact support just starts to move away from the armature at the same point as the contact wipe is measured (See Illustration 4-17).

N.C. Tips — With the contactor in its de-energized position and the movable tip support centered in its guide, the tips must align within 0.06 inches top to bottom and 0.09 inches side to side.

The final force is measured with the armature seated against the core and the normally open contacts fully wiped in. Again pull on a loop of fine wire in the same manner as noted above for checking the initial force. The final force is indicated when the movable contact just starts to move away from the stationary contact. Note that the value given for final contact force is with new contacts.

Armature Spring Adjustment With the contactor in its energized position, the dimension between the armature support bracket and the spring cup washer is .93 ± .015 inches — see Illustration 4-17.

Measure the armature spring setting with a push scale at the center of the normally open contact stud. The force required to just start the armature moving is 1.5 ± .25 pounds. For the IC2800M253 and M254, if the value listed above is correct, the N.C. tip pressure will be correct.

ILLUSTRATION 4-17 Replacement of Contacts To replace the N.O. tips, just remove the locknut that attaches the tip to its support and replace the tip. (See Illustration 4-16).

To replace the N.C. tips, first remove the N.C. stationary tip support, (see Illustration 4-16), then remove the locknuts to replace the tips.

When replacing the tips, the special locknuts should be tightened to a torque of 20 to 30-inch pounds.

After replacing the tips, check to see that the movable tip support does not bind in its guide. Also check the tip alignment, tip gaps and tip wipes as listed in previous paragraphs.

Electrical Interlock Adjustments With the contactor held in its mounted position, insert a 0.010 inch thick shim between the armature and the coil core. The interlock must operate when the armature is closed. Listen for a snapping noise to determine if the interlock has operated. Furthermore, with a 0.010 inch thick shim between the interlock operator and the plunger, the plunger must not bottom when the armature is fully seated against the core. This adjustment is to insure that the plunger has some travel left. If these requirements are not met, loosen the interlock bracket mounting screws and slide the bracket in or out. Care should be taken to insure that the shunt will not interfere with the interlock operator.

© CROWN 1978 PF-3383-2

Printed in U.S.A.

M4.4 - 11 - 012

M4.4 - 11 - 012

MAINTENANCE

Replacing Interlocks

Replacing Coils

Should it be necessary to replace the interlock, this can be done by removing the mounting screws located on the interlock. Make sure the letters A and B or 1A, 1B, 2A and 2B (see Illustration 4-18) are in the same order as on the interlock that was removed. Replacing the interlock in this manner should not have disturbed any of the interlock adjustments. However, check the adjustments in the manner prescribed in the section on Interlock Adjustments.

It is recommended that the contactor first be removed from the panel, then proceed as follows: 1. Remove the 1⁄4 - 20 bolt that secures the shunt to the frame.

2. Remove the 10 - 32 screws that mount the armature support and, if used, the interlock bracket to the contactor frame. (See Illustration 4-16).

3. Loosen slightly, the two bolts that mount the armature stop for the IC2800M250 or the stationary N.C. tip support on the IC2800M253 or M254.

4. Remove the bolt that secures the core to the frame and remove the core from inside the coil.

5. Remove the coil, move the armature stop or N.C. tip support in order to gain clearance to remove the coil.

6. Install the new coil and replace parts and hardware in reverse order. Care should be taken to see that the bolt mounting the core is securely tightened to insure a good magnetic circuit between the core and frame.

7. If these instructions are followed carefully, it will only be necessary to readjust the electrical interlock as previously described in these instructions. However, the contact gap, wipe, and alignment as given in previous paragraphs should be checked.

ILLUSTRATION 4-18

Crown 1978 PF-3383-3

M4.4 - 11 - 013

Printed in U.S.A.

M4.4 - 11 - 013

MAINTENANCE 150-AMPERE CONTACTORS DISASSEMBLY AND ASSEMBLY Two main categories of these contractors are used.

The single-pole normally open types, and the single-pole double-throw types which have one normally open and one normally closed contact (Illustration 4-19). The assembly and disassembly of these devices will be covered individually.

ILLUSTRATION 4-19

Single-pole, Double-throw Type (One Normally Open and One Normally Closed Contact)

ILLUSTRATION 4-20

Disassembly (Refer to Illustration 4-20 for exploded view and ‘parts index).

1. Remove all electrical connections and remove the contactor from the vehicle for easier servicing.

2. Loosen the four long bolts in each corner, remove the top contact retainer, and the long bolts.

3. Remove the two top stationary normally closed contacts.

4. Remove the two contact spacers.

5. Remove the two bottom stationary contacts.

6. Remove the armature and movable-contact assembly.

7. Remove magnet frame and coil from base.

8. Loosen and remove the 10 - 32 nut from the armature and movable-contact assembly using a 3/8” socket or nut driver. Note the order in which the parts are removed from the stud.

© Crown 1978 PF-3384-1

M4.4 - 11 - 021

Parts Index 1. Long bolt with #8 Iockwasher 2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

Top contact retainer Top stationary contact Contact spacer Bottom stationary contact Armature and movable-contact assembly (Includes Indexes 7 thru 17) 10-32 nut No. 10 Iockwasher No. 10 flatwasher Movable-contact carrier Shim Movable contact Spring cup (snaps into 12) Contact spring Bottom stationary-contact support Armature Spiral return spring Magnet frame Coil Base Bus connector

Printed in U.S.A.

M4.4 - 11 - 021

MAINTENANCE Assembly (Refer to Illustration 4-20 for exploded view and parts index).

Before assembly, all parts should be cleaned, inspected for wear and replaced if required. Assembly is performed in reverse order from disassembly with the following precautions required: 1. Force the small end of the spiral spring over the small diameter on the armature assembly. (See illustration 4-22).

2. Reassemble the armature parts 7 to 17 and tighten the 10-32 nut to 14 to 18 inch-pounds torque (1.6 to 2.0 Newton meters).

3. Locate the projections on the magnet frame in the indentations on top of the coil with frame oriented as in illustration 4-20.

4. Add the armature and movable-contact assembly.

5. Properly seat the stationary contacts in the slots of the molded stationary contact support and add the two contact spacers.

6. Add the two top stationary contacts and top contact retainer. Insert bus connector before proceeding to Step 7.

7. Tighten the four long bolts in a uniform manner using a diagonal tightening sequence. Tighten the bolts with 14 to 18 inch-pounds torque (1.6 to 2.0 Newton meters).

DISASSEMBLY AND ASSEMBLY Single-pole, Single-throw Type (One Normally Open Contact) Disassembly (Refer to Illustration 4-21 for exploded view and parts index).

1. Remove all electrical connections and remove the contactor from the vehicle for easier servicing.

2. Loosen the four long bolts in each corner and remove the two contact spacers.

3. Remove the two stationary contacts.

4. Remove armature and movable-contact assembly.

5. Remove magnet frame and coil from the base.

6. Loosen and remove the 10 - 32 nut from the armature and movable contact assembly using a 3/8” socket or nut driver. Note the order in which the parts are removed from the stud. (See Illustration 4-21).

© Crown 1978 PF-3384-2

M4.4 - 11 - 022

ILLUSTRATION 4-21 Parts Index 1. Long bolt with #8 Iockwasher 2. Contact spacer 3. Stationary contacts 4. Armature and movable-contact assembly (includes Indexes 5 thru 15) 5. 10-32 nut 6. No. 10 Iockwasher 7. No. 10 flatwasher 8. Contact spring retainer 9. Contact spring 10. Movable contact 11. Shim 12. Movable-contact carrier 13. Stationary-contact support 14. Armature 15. Spiral return spring 16. Magnet frame 17. Coil 18. Base

Printed in U.S.A.

M4.4 - 11 - 022

MAINTENANCE Assembly (Refer to Illustration 4-21 for exploded view and parts index).

Before assembly all parts should be cleaned and inspected for wear and replaced if required. The assembly is performed in the reverse order from the disassembly with the following precautions required:

Contactor

Free Length “A” in inches (mm)

79567 79771 79772

0.73 to 0.79 (18.5 to 20.1)

83872 83872

0.67 to 0.73 (17.3 to 18.5)

1. Force the small end of the spiral spring over the small diameter on the armature assembly. (See illustration 4-22).

2. Reassemble the armature parts 5 to 15 and tighten the 10-32 nut to 14 to 18 inch-pounds torque (1.6 to 2.0 Newton meters).

3. Locate the projections on the magnet frame in the indentations on top of the coil with frame oriented as in Illustration 4-21.

4. Add the armature and movable-contact assembly.

5. Properly seat the stationary contacts in the slots of the molded stationary-contact support and add the two contact spacers.

6. Tighten the four long bolts with 14 to 18 inchpounds torque (1.6 to 2.0 Newton meters).

Contact Spring The free length should be between the limits shown in the table and should be replaced if it showns signs of having been overheated or of corrosion.

Contactor

Free Length “A” in inches (mm)

79567, 79771 79772, 83872

0.38 to 0.40 (9.6 to 10)

coils CAUTION

ILLUSTRATION 4-22

MAINTENANCE AND INSPECTION OF PARTS Contacts Contacts must be replaced before they have worn through contact button to the base copper material.

Spiral Return Spring The free length should be between the limits shown in the table and should be replaced if it shows signs of corrosion.

© Crown 1978 PF-3384-3

M4.4 - 11 - 023

The coils have voltage suppression cast integral with the coil. If a test voltage is applied in the wrong direction or if the coil is connected back wards, permanent damage may result. Observe the polarity mark on the coil during maintenance.

If the contactor fails to operate, measure the voltage being applied to the coil terminals. The coils on the contactor have been designed to actuate the contactor on reduced battery voltage and with approximately three volts drop in the electronic circuit so that all contractors should operate at or below 65 percent of rated battery voltage. Replace the coil if the contactor does not operate to the full stroke on 65 percent voltage or if the coil shows signs of being overheated.

Printed in U.S.A.

M4.4 - 11 - 023

MAINTENANCE 104483 CONTACTOR (150 Ampere) 104140 CONTACTOR (150 Ampere) The purpose fo these instructions is to instruct the user on proper care and maintenance to obtain satisfactory service from these devices. Crown has tested and applied these contactors according to the requirements of our vehicle. No modifications or changes should be made in the layout, physical arrangement or electrical connections without permission from Crown.

WARNING

Before any inspection, adjustments, servicing, parts replacement or any other act is performed requiring physical contact with the electrical working components or wiring of these contactors; disconnect battery, raise drive wheels clear of floor and place hardwood blocks under truck frame.

Inspection The following information is intended to assist during periods of normal maintenance and to provide checks for maintaining adjustments. As these devices are tested and adjusted at the factory, they should not normally require further adjustments. However, if factory adjustments are tampered with or otherwise changed, the checks contained in the following information may be made.

COIL Remove coil from circuit by removing wires from terminals, including suppressor. Coil resistance should be within 11.5 to 14.1 ohms.

SUPPRESSOR Suppressors on these series contactors vary, depending on application. Each suppressor is covered by application.

Pump Contactor Suppressor; A visual inspection of this suppressor is necessary. Remove from coil. A faulty suppressor will be cracked or broken.

1A Contactor Suppressor; This suppressor is a resistordiode network. When meter, on R x 10K scale, is attached with polarity shown in Illustration 4.4-2, a meter reading of less than 5,000 ohms should be realized.

Reverse meter leads. Meter should indicate infinite resistance.

Fwd/Rev Contactor Suppressor; This suppressor is a resistor-diode network. When meter, on R x 10K scale, is attached with polarity shown in Illustration 4.4-2, a meter reading of less than 5,000 ohms should be realized. Reverse meter leads. Meter should indicate infinite resistance.

CONTACTS In normal operation, the contacts will become blackened, discolored, and roughened. This will not interfere with proper operation and cleaning is not necessary. The contacts should be replaced before the silver contact facing is completely eroded through to the backing material. The silver contact facing may transfer to either the moving or stationary contact and cause buildup on one contact. This can be expected under certain conditions and does not require contact dressing or filing. It is recommended that contacts always be replaced in mating pairs.

104140 (Pump, 1A)

104483

(Fwd/Rev.) ILLUSTRATION 4.4-1

Crown 1986 PF-7587-1

M4.4 - 11 - 031

ILLUSTRATION 4.4-2 Spiral Return Spring The free length should be within limits shown in table.

This spring should be replaced if signs of corrosion or overheating are present.

Contactor

Free Length “A” In inches (mm)

104483 104140

0.67 to 0.73 (17.3 to 18.5) 0.73 to 0.79 (18.5 to 20.1)

ILLUSTRATION 4.4-3

Printed in U.S.A.*

M4.4 - 11 - 031

MAINTENANCE CONTACT SPRING The free length should be within limits shown in table.

This spring should be replaced if signs of corrosion or overheating are present.

Contactor

Free Length “A” In Inches (mm)

104483 104140

0.38 to 0.40 (9.6 to 10) 0.38 to 0.40 (9.6 to 10) ILLUSTRATION 4.4-4

Index

Part Name

1 2 3 4 5 6 7

Plate, Magnetic Base Suppressor (For R) Screw Coil (24 V.) Frame Spring Armature Assembly (Includes Index 8 thru 13) Plunger Washer Washer, Guide Lockwasher Nut Stud Base, Bus Tip Assembly, Stationary Tip Assembly, Stationary Tip Assembly, Stationary Bushing, Plunger Carrier, Movable Tip Washer, Spring Guide Spring Bus Insulation, Upper Washer Nut Clamp Clamp, Bus Tip Assembly, Movable Tip Assembly, Stationary Tip Assembly, Stationary Screw Lockwasher Washer Screw Lockwasher Washer Cover Lockwasher Screw

8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34

ILLUSTRATION 4.4-5

Crown 1986 PF-7587-2

M4.4-11-032

Printed in U.S.A.

M4.4-11-032

MAINTENANCE Component Replacement 104483 Contactor (FWD/REV) CONTACTS (Refer to illustration 4.4-5) 1. Loosen eight (8) long screws (Index 34). Lift covers

(Index 32) and screws from contactor.

2. Remove stationary tip (Index 15). Loosen and remove screws (Index 30) and clamps (Index 25).

3. Remove stationary tips (Index 28, 29) and bus clamps (Index 26). Turn movable tips 90 degrees and remove stationary tips (Index 15, 16, 17).

4. Loosen and remove 10-32 nut (Index 24) from armature and movable contact tip assembly with 3/8 inch socket or nut driver.

5. Replace contacts.

6. Assemble movable contacts on armature shaft and tighten nut (Index 24) within 14-18 inch-pounds torque (1.6 -2.0 Newton meters).

7. Assemble stationary tips (Index 15, 16, 17) and bus clamps (Index 26).

8. Assemble stationary tips (Index 28, 29).

9. Assemble clamps (index 25) and screws (Index 30).

10. Position stationary contact (Index 15) on bus clamps.

11. Assemble covers and Ions screws. Start screws in tapped holes of base plate. Tighten screws in one turn increments, using a diagonal pattern. Tighten screws within 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

COILS (Refer to Illustration 4.4-5) 1. Loosen eight (8) screws (Index 34).

2. Lift contact assembly, including bus base (Index 14), from frame (Index 5) as an assembly.

3. Remove frame (Index 5).

4. Lift coil (Index 4) from post on base plate (Index 1).

Note position of coil terminals in relation to base plate for assembly.

5. Position replacement coil on base plate, as noted at disassembly, and locate projections on baseplate in indentations of coil.

6. Position frame (Index 5) over coil and locate projections on magnet frame in indentation of coil.

7. Make certain small end of spiral spring (Index 6) is forced over small diameter of plunger (Index 8) as shown in Illustration 4.4-6.

Crown 1986 PF-7587-3

M4.4 - 11 - 033

ILLUSTRATION 4.4-6 8. Position contact assembly on frame.

9. Assemble covers and long screws. Start screws in tapped holes of base plate. Tighten screws in one turn increments, using a diagonal pattern. Tighten screws within 14-18 inch-pounds torque (1.6 -2.0 Newton meters).

104140 Contactor (PUMP, 1A) CONTACTS (Refer to Illustration 4.4-7) 1. Remove nut (Index 25) from armature. Lift washer, spring retainer, spring and spring guide washer (index 24, 23, 22, 21) from armature.

2. Lift movable contact (Index 20) from armature. Install replacement contact.

3. Assemble spring guide washer, spring, spring retainer and washer on armature.

4. Install nut on armature and tighten to 14-18 inchpounds torque (1.6 -2.0 Newton meters).

5. Remove four (4) long screws (Index 17) and remove the stationary tip clamps (Index 15) from contactor assembly.

6. Remove stationary contacts.

7. Install replacement contacts and secure in place with stationary tip clamps. Tighten four screws, in one turn increments, using a diagonal pattern. Tighten screws within 14-18 inch-pounds torque (1.6-2.0 Newton meters).

Printed in U.S.A.*

M4.4 - 11 - 033

MAINTENANCE COIL (Refer to Illustration 4.4-7)

1. Remove four (4) long screws (Index 17) and sta2.

3.

4.

5.

6.

tionary tip clamps (Index 15).

Remove stationary contacts.

Lift stationary tip carrier (Index 13) with the armature assembly (Index 26) from the contactor assembly.

Remove magnet frame (Index 5).

Lift coil (Index 14) from post on base plate (Index 1).

Note position of coil terminals in relation to baseplate for assembly.

Position replacement coil on base plate, as noted at disassembly, and locate projections on base plate in indentations of coil.

7. Position magnet frame over coil and locate projections on magnet frame in indentation of coil.

8. Make certain the small end of spiral spring (Index 6) is forced over small diameter of plunger (Index 7) as shown in Illustration 4.4-6. Assemble armature assembly and stationary tip carrier on top of magnet frame.

9. Install stationary contacts and stationary tip clamps.

10. Start four (4) screws in tapped holes of base plate.

Tighten screws, in one turn increments, using a diagonal pattern. Tighten within 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

Index Part Name 1 2

3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26

Plate, Magnet Base Suppressor (Used Only On Pump Contactor) Suppressor (Used Only On 1A Contactor) Screw Coil (24 V.) Frame Spring Plunger Washer Washer, Guide Lockwasher Nut Stud Carrier, Stationary Tip Tip Assembly, Stationary Clamp, Stationary Tip Lockwasher Screw Bushing, Plunger Carrier, Movable Tip Tip Assembly, Movable Washer, Spring Guide Spring Retainer, Spring Washer Nut Armature Assembly (Includes Index 7 thru 12)

ILLUSTRATION 4.4-7

Crown 1986 PF-7567-4

M4.4-11-034

Printed in U.S.A.*

M4.4-11-034

MAINTENANCE MULTI-FUNCTION CONTROL

15 17

16

14

32

34 35

1725S

Accessory Function Valve See Section 2.3

ILLUSTRATION 4-23

Your Crown Narrow Aisle Stand-up Rider utilizes a sequential multi-function control handle that eliminates multiple hydraulic levers. The multi-function control, for the right hand, gives the operator complete control of the Crown Stand-up Rider. On RR, RS, RD trucks, the operator controls travel speed, direction, lift, lower, reach, tilt, horn, and other hydraulic functions with the right hand. The operator can choose the desired function by pressing the red button in the control handle that instantly changes the hydraulic mode. A set of indicator lights on the console and a set of lights mounted overhead indicate to the operator which function has been selected.

button must be depressed while the handle is operated. The control handle will automatically return to a neutral position when released.

On counter-balanced trucks (RC) the operator controls travel speed, direction, lift, lower, tilt, and horn with the multifunction control handle. To perform the tilt function the blue

Proper care and maintenance of the multi-function is necessary to obtain satisfactory performance. The following information is intended to aid in keeping the multi-function in good operating condition.

The multi-function control is located at the top and in the center of the power unit; the console must be removed to perform any maintenance to the multi-function. A high pressure lift valve, a low pressure accessory valve, potentiometer, lift switch(es) (RR, RS, RD), multi-function switches, directional and 1A switches(1A switches not present on trucks with EV100 SCR Traction controls), with connecting linkage make up the multi-function control.

4221-TRAI Crown 1979 PF-5090-1 Rev. 2/94

Printed in U.S.A.

04 REV. 2/94

M4.5 - 14 - 001

M4.5 - 14 - 001

MAINTENANCE Lift Valve (REFER TO ILLUSTRATION 4-23) The lift valve (47) is located on the right-hand side of the mounting assembly (1). The valve linkage must be connected before the valve assembly is tightened to the mounting assembly. Hold the control handle in the maximum lowered position and tighten the valve to the mounting assembly. This will prevent possible spool sticking. Mounting bolt torque should not exceed 15 ft./lbs.

NOTE

To adjust spool, remove slip (59) and pin (58), loosen nut (52), turn yoke (51), clockwise to shorten “up” travel of spool, and counterclockwise to lengthen “up” travel. Replace pin (58) and measure spool travel. When properly adjusted, replace clip (59) and tighten nut (52).

The spool adjustment is the only adjustment this valve requires. The spool is not “self-centering”.

Control Handle Position The control handle vertical adjustment must be set in such a manner that as the control handle is at its maximum lower position the handle is 5 in. (127mm) above horizontal position. Adjust the adjusting rod (10) in the rod ends (9) to obtain this condition. Tighten nut (8) at this time to lock the adjusting rod. An approximate distance from the centerline of one rod end to the other, with the handle adjusted properly is, 3.44 in.

(90mm).

The hydraulic fitting should be installed into the “out” port of the lift valve before it is bolted to the mounting assembly.

Before connecting the spool to the linkage, make sure the paint on the top of the spool is towards the valve ports. Spool sticking will be less likely when connected in such a manner.

3.44 "

The spool in the lift valve is “self-centering” and should have .31 in. (8 mm) maximum travel each direction. The spool can travel approximately .13 in. (3mm) before any oil flow is permitted through the work port. The primary raise switch should be adjusted to pull in the lift pump contactor at this time.

Accessory Valve (REFER TO ILLUSTRATION 4-23) The accessory valve (50) is located on the left hand side of the mounting assembly (1). The spool must be connected to the multi-function linkage in such a manner to allow for .19 in.

(5mm) spool travel each direction.

1982P

ILLUSTRATION 4-25

All horizontal “play” or free travel of the control handle is eliminated by adjusting the spring adjusting blocks (27), SEE ILLUSTRATION 4-23. Loosen nut (29) and adjust blocks to a point that the spring will return the control handle from either direction to a neutral position without any free travel.

.19 in.

NOTE All valve linkages must be connected and free of all excessive free travel before control handle is adjusted.

.19 in.

1981P

ILLUSTRATION 4-24

Crown 1979 PF-5090-2 Rev. 3/93

Printed in U.S.A.

03 REV. 3/93

M4.5 - 14 - 002

M4.5 - 14 - 002

MAINTENANCE Directional Switches and 1A Switches (1A switches not present on trucks with EV100 SCR Traction controls)

Raise Switch(es) (RR, RS, RD only) RAS1, RAS2 (RR, RD, RS 3000 series trucks only have switch present when equipped with high speed raise)

The forward (F), reverse (R) and 1A switches are located on the multi-function control. These switches are actuated by cams located on the control handle assembly. The forward (F) switch will actuate with approximately 12 degrees movement of control handle away from the operator.

The raise switch (Index 64, Illustration 4-23) is located on the multi-function control. The switch is activated by an actuator (60) located on the valve linkage shaft assembly (7). The raise switch will actuate with just slight up movement in the control handle. The spool can travel approximately .13 in. (3mm) before any oil flow is permitted through the work port. The primary raise switch should be adjusted to pull in the lift pump contactor at this time. To adjust this switch simply turn set screw (Index 62, Illustration 4-23) in or out. The switch must be adjusted to allow it to reset when the control handle is in the neutral position. On models with dual lift pumps, a second raise switch will be mounted along side this switch.

NOTE 12 degrees of handle movement is equal to approximately 2 teeth on the gear of the shaft assembly (Index 15, Illustration 4-23).

Adjust this switch accordingly by loosening mounting screw (index 37, Illustration 4-23) slightly and turning adjusting screw (index 36, Illustration 4-23) clockwise or counterclockwise. The reverse (R) switch will actuate with approximately 12 degrees movement of the control handle toward the operator. Switch adjustment procedure for the reverse switch is the same as the forward switch adjustment.

The No. 2 raise switch should be adjusted to actuate just prior to full travel in the up direction of the multi-function control handle. Adjustment of this switch accomplished by repeating procedure used in adjusting raise switch No. 1.

NOTE

Raise Switch (Single Lift Pump)

When the forward and reverse switches are set correctly, the switches will actuate when the potentiometer resistance reading is between 4300 and 4600 ohms.

1A Forward Switch

Raise Switch (Dual Lift Pump)

1A Reverse Switch Multi-Function Switch #1

Multi-Function Switch #2

Forward Switch (F)

1983P

Reverse Switch (R)

1984P

ILLUSTRATION 2-27

Multi-Function Switch(es) (RR, RS, RD only) MFS1, MFS2

ILLUSTRATION 4-26

The 1A forward switch and 1A reverse switch will actuate when the control handle is just before the full forward and full reverse positions respectively. These switches are adjusted in the same manner as the forward switch.

When the control handle is within 2 degrees of the neutral position, all switches must reset. Resistance on the potentiometer will be below 200 ohms when the switches reset.

Multi-function switch No. 1 is located directly above the accessory valve and below the valve linkage shaft assembly. The switch is activated by an actuator (Index 2, Illustration 4-23) on the valve linkage shaft assembly. The switch should be adjusted to actuate with just slight up movement of the control handle. Adjust the multi-function switch No. 1 to actuate “just” prior to the actuating of the primary raise switch.

Crown 1979 PF-5090-3 Rev. 2/94

Printed in U.S.A.

04 REV. 2/94

M4.5 - 14 - 003

M4.5 - 14 - 003

MAINTENANCE Multi-function switch No. 2 is located above multi-function switch No. 1. The switch is activated by the same actuator that activates switch No. 1. It is adjusted to actuate with just slight down movement in the control handle, follow same adjusting procedure as stated above.

Multi-Function Switch(es) (RC only) On all “RC” trucks, the multi-function switches are adjusted the same as Raise Switches. Refer to Raise Switches (RR, RS, RS only) for adjustment procedure.

SCR SPEED CONTROL (POTENTIOMETER)

0271S

Before adjustment the entire multi-function control handle must be completely assembled and wired except for the gear (Index 25) and cotter pin (Index 26). The cotter pin secures the gear to the “pot”. The “pot” is securely fastened to its mounting bracket by use of a set screw (Index 30). (REFER TO ILLUSTRATION 4-23 and ILLUSTRATION 4-28) Adjustment By placing leads of an ohmmeter between the center terminal and either end terminal of the “pot”, rotate the “pot” shaft so that a maximum ohms is read on the meter. With the “pot” in this position and the handle grip in the neutral position, slide the gear (Index 25) onto the pot shaft so that the hole in the “pot” shaft, the hole in the gear and the mating gear teeth all “line up”. Now pin the gear to the pot shaft with cotter pin (Index 26).

Set Screw

Potentiometer

1985P

ILLUSTRATION 4-29

The potentiometer can be adjusted or positioned at its maximum ohm reading outside the multi-function assembly in the following manner: Attach a jumper to outside terminals, place leads of ohm meter to either of the outside terminals and center terminal of “pot”. Rotate the “pot” shaft to obtain maximum ohm reading on meter, disconnect meter leads and place “pot” in the multi-function assembly. (REFER TO ILLUSTRATION 4-29) For fine adjustment, again attach ohmmeter leads so that a reading is taken between the center terminal of the “pot” and either end terminal. Loosen pot mounting screw (Index 30, Illustration 4-23) so that the “pot” can be rotated slightly to obtain a maximum ohm reading on the meter. Once this reading is obtained, tighten set screw (30) securely.

To check adjustment of pot assembly in multi-function control attach leads of ohm meter to green and brown wires. The meter should read from 4300 to 4600 ohms when forward or reverse switches close. Now move the handle grip in either direction; meter reading should drop to between 0 and 200 ohms just before 1A switch closes.

Replacement To replace the potentiometer, remove the cotter pin holding the gear to the top of the “pot” shaft. The set screw holding the pot mounting secure needs to be loosened to allow the pot to be removed from the bottom of the bracket. Install new potentiometer; align tab on pot with notch in lower flanged bearing. The adjustment procedure can be followed now as described in “adjustment”.

ILLUSTRATION 4-28

Crown 1979 PF-5090-4 Rev. 3/93

Printed in U.S.A.

03 REV. 3/93

M4.5 - 14 - 004

M4.5 - 14 - 004

ELECTRICAL SYSTEM Battery

Battery

Removal (Roll Out)

The care and maintenance of the battery is very important to get efficient truck operation and maximum battery life.

To remove a battery from a truck to a battery roller stand, park truck with brakes applied. Disconnect battery connectors- and remove battery side panels. Roll battery onto the roller stand which is the same height and as long or longer than the battery. Caution must be taken not to allow any metallic object to come in contact with the top of the cell, as this may cause a short circuit when the battery is rolled in or out of the truck.

Checking Battery electrolyte level should be checked before each charge of the battery. The level should be maintained at one-half inch above plates or just below the lower lip of the filler hole at all times. If low, add either approved local supply or distilled water (consult battery manufacturer) preferably at the end of charge. Do not overfill. For maximum battery life, specific gravity readings should be taken daily and recorded on a pilot cell.

The pilot cell should be changed on a monthly basis with readings taken on all cells at semiannual or annual intervals. Do not take specific gravity readings immediately after adding water. The water and electrolyte must be thoroughly mixed by charging before a reliable reading can be taken. The normal full charge specific gravity should be between 1.265 and 1.280.

Removal (Hoist) When the removal of a battery from a truck is required, park the truck with brakes applied and disconnect battery connectors. (On "SC" units the overhead guard has a chain access cutout to permit the use of an overhead crane or chain lift). Attach spreader bar to ends of battery and lift out. Caution must be taken not to allow any metallic object to come in contact with the top of the cell, as this may cause a short circuit when the battery is removed.

Crown 1978 PF3379-1 Rev. 10/06

Cleaning Always keep vent plugs tightly In place when cleaning battery. When properly watered and charged, the battery will remain clean and dry. All that is necessary Is to brush or blow off any dust or dirt which may accumulate on them. However, if electrolyte is spilled or overflows from the cell. it should be neutralized with a solution of baking soda and water (one pound soda to a gallon of water). To do this, remove the battery from the truck and clean with the solution of soda and water brushing the soda solution to get the solution beneath the connectors and removing the grime from the covers. Then rinse the battery with cool water from a low pressure hose to remove the soda and loosened dirt. If batteries stay wet consistently, they may be either overcharged or overfilled. This condition should be Investigated and corrected.

M4.6-11.0-001 01 Rev. 10/06

ELECTRICAL SYSTEM Battery Charging Charging requirements will vary depending on use of truck. Batteries discharged by more than one-third should be charged daily. If tees than one-third discharge, recharging should be delayed; however, they should be recharged at least once a week. If usage of truck makes it necessary, more than one battery should be available to provide ample power to the unit at all times.

CAUTION Never smoke or bring flame near the battery. Gas formed during charging is highly explosive and can cause serious injury.

Consult the charger manufacturer's manual covering your charger for hints on operation and maintenance.

Some of the basic rules are as follows: 1. Placing battery on charge: – Park truck at charging station with forks lowered and key removed.

–

Unplug battery from truck.

–

Be sure charger control is in the off position.

– Connect battery to charger and be sure connectors are mated all the way.

– Set timer for specified time. Set for Normal (Daily Charge, all except one night a week when the Equalize [Weekend] Charge should be used).

–

Check ammeter to be sure it shows charge.

2. Removing battery from charge: –

Be sure the charger is turned off.

– Break the connectors, using both hands with a straight pulling motion.

– Hang up the charger cable to prevent damage.

(Broken connectors can cause poor connections and connector failures).

–

Make daily battery checks.

– Connect battery to truck. Be sure connectors are mated all the way.

M4.6-11.0-002 01 Rev. 10/06

Crown 1978 PF3379-2 Rev. 10/06

MAINTENANCE

ILLUSTRATION NO. 1 DISCHARGE METER/LIFT INTERRUPT (BDI) The purpose of a “Discharge Meter/Lift Interrupt” is to monitor and protect the battery and electrical components of the lift truck. In order to operate your truck efficiently, you must know the capacity and state of charge of the battery during the time-of discharge.

Utilizing this information enables the battery to be recharged or replaced at the proper time, which is generally at 80% discharge or 1.74 volts per cell (VPC).

The “Curtis 933” is made up of two components, the meter and controller. REFER TO ILLUSTRATION NO. 1.

ILLUSTRATION NO. 2

Crown 1982 PF-5314-1

M4.6 - 11 - 100

Printed in U.S.A.

M4.6 - 11 - 100

MAINTENANCE METER OPERATION The meter indicates the state of charge of the truck’s battery. Equipped with a fully charged battery the pointer will move from “F" full charge - green area) towards ”E” (discharged -red area) as the battery is discharged. When the pointer moves to the solid yellow area the ’’reserve warning” light, in the meter, will start to flash. This means the operator has approximately 5% battery capacity available until the lift contractor will be locked out. If the truck is continued in operation with a “low” battery, the pointer will move to the red area and lift lock-out will occur preventing deep discharge and battery damage. As the discharged battery is recharged or replaced with a battery having at least 907. of full charge the interrupt will reset.

CONTROLLER OPERATION AND ADJUSTMENTS The controller, as designed for lift trucks, has been factory adjusted to settings that are satisfactory in most applications. The “reset-level” setting is “B”.

The “B” setting equals 2.1 VPC or 25.2 open circuit voltage for a 24 V battery or 37.8 open circuit voltage for a 36 V battery. The specific gravity (SG) of the battery at 2.1 VPC is approximately 1250. A battery meeting these conditions can be installed in the truck and the instrument will reset. A. battery with a lower VPC reading than 2.1 VPC may not reset at the “B” setting. A battery whose condition has declined due to age or poor maintenance may charge to a lower VPC reading and in order to utilize this battery it may be necessary to lower or decrease the “reset-level” of the controller. Example: A 24 V battery with a shorted cell may only read 23.1 open circuit volts, 2.1 x 11 = 23.1.

NOTE This adjustment should only be done to allow time to make necessary repairs to the battery.

Continued use could cause permanent damage to battery, charger and truck.

To adjust, remove the “pot” protector by hand turning in a CCW direction. Turn the shaft toward the “A” setting, this lowers the VPC requirement to a point that reset can be accomplished, 2.08 VPC, etc. Adjustments made from “B” toward “E” will increase the VPC required to reset, 2.125 VPC, etc. Battery condition, size, and the truck’s duty cycle must be taken into consideration if the “B” reset-level setting is not satisfactory.

Crown 1982 PF-5314-2

M4.6 - 11 - 101

ILLUSTRATION NO. 3 The “specific-gravity alarm” setting is “N”. This setting represents 1.74 VPC, 20.9 open circuit voltage for a 24 V battery, or 31.32 open circuit voltage for a 36 V battery. As the battery is discharged and reaches 1.74 VPC, the “specific-gravity alarm” will activate causing lift to be locked-out, preventing component and battery damage due to deep discharge. A 100% discharged battery will have a reading of 1.7 VPC. The 1.74 VPC represents 80% discharge. The recommended practice is to recharge batteries when they reach 80% discharge. The specific gravity at 1.74 VPC should be 1150. The adjustment from “N” toward “K” will decrease the VPC needed to activate the alarm.

Adjustment from “N” toward “P” will increase the VPC necessary to activate the “specific-gravity alarm”.

The trucks duty cycle, battery size and battery condition must be considered if the “N” setting is not sat is factory.

CAUTION Should a battery capable of reset be connected to the truck it will take approximately 10 seconds before the meter will read properly and reset to occur. If the discharged battery is then re-connected to the truck it will take 20 to 30 minutes before lock-out will occur, This additional discharge to the battery can cause severe component and battery damage due to deep discharge.

Printed in U.S.A.

M4.6 - 11 - 101

MAINTENANCE

ILLUSTRATION NO. 4 OPERATIONAL TEST

AMPERE-HOUR METER

An “1122E” tester can be used to check a malfunctioning instrument or a replaced meter and/or controller. Use the following procedure to run a satisfactory. operational test:

An “Ampere-Hour” meter monitors and displays current draw as it occurs and records the accumulated total ampere-hours used. The ampere-hour meter connects between the battery and the truck. With a properly charged battery in the truck, the truck is put through a duty cycle which represents the work it is required to perform during its shift. The elapsed time is recorded with a stop watch. From these figures it can be computed to determine when lock-out should occur. REFER TO ILLUSTRATION NO. 5.

(A) Disconnect the battery from truck.

(B) Install the ”1122E” switch according to illustration No. 4; the switch should be in the “OFF” position at installation.

Remove the leads from battery positive and lamp positive terminals from the controller. Secure these leads to the appropriate position on the “1122” tester. Connect the tester to the two terminals of the controller where the above leads were removed.

(C) Connect a fully charged battery to the lift truck.

Move tester switch to “RESET”. Meter should indicate full in approximately ten seconds. Check truck’s lift mode.

(D) Move tester switch to “RUN”. Meter should slowly move to the yellow area. The red warning light should flash as the pointer reaches the solid yellow. The pointer should move into the upper third of the red area after approximately 25 to 30 minutes. Check the truck for lift lock-out.

(E) Move tester switch to the “OFF” position and wait ten seconds. Move switch to “RESET”. The meter should indicate full. Check truck’s lift mode.

Function Run Lift 15” Place Back out Turn Run Turn Run Lift 1“ Run Lift 10” Side Shift Stack Load Totals

Time (seconds)

Accumulated Ampere-hours

10 12

30 8 2 2

.347 1.114 1.158 1.281 1.308 1.919 1.956 2.130 2.194 3.444 3.955 4.094 4.177

87

4.200

1

3 1 11

1

5 1

ILLUSTRATION NO. 5

NOTE if the operational test checks okay on a unit it may be beneficial to use an ampere-hour meter to determine ampere-hours used at interrupt.

Crown 1982 PF-5314-3

Printed in U.S.A.

M4.6 - 11 - 102

M4.6 - 11 - 102

MAINTENANCE

ILLUSTRATION NO. 6 A fully charged battery has a capacity rating by the battery manufacture; this is called ampere-hour rating, The amount of time it takes to discharge a battery depends on how hard the battery is worked.

High current rates or hard work cut down the discharge time. Example: A 226 ampere-hour (A. H.) battery is worked at a 452 amperes per hour rate. This battery will reach 100% discharge in 30 minutes. A 600 A.H. battery doing work at 100 amperes-hour will reach 100% discharge in 6 hours. REFER TO ILLUSTRATION NO. 6.

Only 80% of the rated capacity is available for actual work. At about 80% discharged, the voltage drops off

Crown 1982 PF-5314-4

M4.6 - 11 - 103

quickly causing high current draws that are harmful to the truck and battery. Batteries should be changed at 80% discharged.

Open circuit voltage and specific gravity are related as to how hard a battery is worked. Open circuit voltage and specific gravity reading will vary with different current rates. SG readings taken immediately after using a battery will change depending on the stabilization of the acid throughout the electrolyte, which can take up to 24 hours. This reading can drop as much as 20 points. However, the open circuit voltage may rise up to a tenth of a volt per cell. REFER TO ILLUSTRATION NO. 6.

Printed in U.S.A.

M4.6 - 11 - 103

MAINTENANCE To compute average current use the following formula:

Accumulated ampere-hours x

(EXAMPLE)

4.2

X

3600 sec./hr.

Total Time 3600 87

= Average current.

= 173.8

Refer to illustration no. 7 to determine the approximate worktime of a battery.

ILLUSTRATION NO. 7 To determine the approximate worktime of a battery at the average current rate use the following procedure: (A) Refer to the battery’s identification plate for the number of ampere-hours available. Example: 600 A.H. at the 6-hour rate.

(B) Divide the ampere-hours available by 6 to obtain average current. Example: 600-6 = 100 amperes.

(C) Divide the average current needed in the example used earlier, 174 amperes, by the 6-hour discharge

current, 100, to obtain the ratio of the average current required to the 6-hour discharge current.

(D) Use the graph in illustration no. 7 and 1.7 ratio equals 3 hours to reach 100% discharge and 21/2 hours of work time until 80% discharge is reached.

Lock-out should occur at approximately the time when the battery reaches 80% discharge. If the instrument is doing this it is operating correctly.

Crown 1982 PF-5314-5

Printed in U.S.A.

M4.6-11 - 104

M4.6 - 11 - 104

MAINTENANCE

TROUBLE-SHOOTING Symptom:

Remedy:

Gage will not reset.

Check battery state-of-charge, both voltage and specific gravity. The “B” setting equals 2.12 volts per cell. Batteries charged to 1265 or better will have this voltage. The “A” setting equals 2.055 volts per cell equaling a 1210 specific gravity. If a battery is not able to produce reset at the “A” setting, the battery and/or charger must be checked.

Truck comes in too soon for a battery charge.

Check specific gravity of battery when the meter light comes on. Do not turn the “specific gravity alarm” towards “K” if the specific gravity of the battery corresponds to more than 80% discharge (1140 for most batteries). More running time can be obtained by turning the specific gravity alarm from “N” setting towards “K”, providing the battery does not show 80% discharge.

Gage sticking.

Disconnect battery. Connect ohmeter to pin 2 and then tapping pin 3 with other lead. Do not clip onto pin 3, you might burn out the 1 milliampere meter movement. As you tap pin 3 the gage pointer will jump, if not, the meter should be replaced.

Gage will not return to exact location when power is removed and reapplied.

The Memory Cell in controller may be losing power. Replace or exchange controller.

“Reserve Warning Light” does not illuminate.

Check bulb, meter wiring, battery voltage.

“Reserve Warning Light” illuminates continuously.

Check battery voltage and meter.

Lift not locked-out when gage pointer enters red area of gage.

Check relay wiring, relay, and meter.

NOTE

The discharge meter/lift interrupt can be checked out on the truck with the use of a “1122” tester in approximately 30 minutes.

Crown 1982 PF-5314-6

M4.6 - 11 - 105

Printed in U.S.A.

M4.6 - 11 - 105

MAINTENANCE CURTIS MODEL 933/3 BATTERY DISCHARGE INTERRUPT (BDI) DISCHARGE N

1 2 3 4 5 6 7 8

O

P

M L C

K D

BATTERY

F INDICATOR

+

–

E 1/2

B

E

A

1/10

RESET

CURTIS 933 CURTIS CONTROLS DIVISION Manufactured in The USA

MODEL 933/3 Made in the USA Patent Pending This is a Static Sensitive Device Only Authorized Service Technicians

METER WITH POINTER

TWO WIRE METER (Red LEDs)

THREE WIRE METER (Red LEDs)

BDI/HOUR METER w/ 10 LED'S (Green & Yellow)

CONTROLLER 4245-01

ILLUSTRATION 4.6-1

The CURTIS MODEL 933/3 consists of two (2) components: the meter and the controller. Refer to Illustration 1.

The purpose of the Battery Discharge Interrupt (BDI), is to monitor and protect the battery and other electrical components of the lift truck. When the battery is not replaced or recharged at the correct time, generally at 80% discharge or 1.74 volts per cell (VPC), the battery will experience high current draws that will damage battery and electrical components. To avoid continued discharge at this level, a contact in the controller of the BDI which is placed in the lift pump circuit, opens and inhibits the lift function until the battery is recharged or a freshly charged battery is installed in the truck.

Meter Operation Your meter may have either an indicator pointer or LED levels.

The indicator pointer meter shows the state-of-charge of the battery. The pointer will move from the green ball (full charge zone) to the red ball (discharged zone) as the battery is discharged. As the pointer moves to the solid yellow area, a reserve warning light will begin to flash. This flashing light indicates approximately 5% battery capacity available before the lift contactors will be locked out. If the battery continues to be discharged, the pointer will move to the red ball zone. The red ball zone indicates lift lockout to prevent deep discharge of the battery and electrical component damage. When the battery is recharged or replaced with a fully charged battery, the meter will reset to the level of the recharged or replaced battery.

charged battery. If the battery continues to be discharged, the last LED will be turned on and the last two LEDs will flash alternately. Lift lockout will then occur until battery exchange or recharge takes place.

Controller Operation/Adjustment The controller, designed especially for lift trucks, has been adjusted at the factory to settings of "B" for reset and "N", for discharge. These settings have been found to be satisfactory in most industrial applications.

The reset setting of "B" equals 2.1 volts per cell (VPC), 25.2 open circuit voltage for a 24 volt battery, 37.8 open circuit voltage for a 36 volt battery. The specific gravity (SG) of the battey at 2.1 VPC is approximately 1250. As a battery charged to this level is connected to the truck the instrument will reset. A battery charged to less than 2.1 VPC will not cause reset. A battery's condition, or capacity, will decline due to age and/or improper maintenance and a 2.1 VPC reading is not possible. To utilize a battery in this condition it is necessary to make a reset adjustment toward "A". On the other hand, new batteries and batteries in better condition may necessitate a reset adjustment from "B" to "E". This adjustment will increase the VPC that are needed to reset the instrument; 2.125 VPC for example. Battery condition, battery size, and the truck's duty cycle must be considered before making any adjustment from the "B" setting.

Example: A 24 volt battery with a shorted cell may only read 23.1 open circuit volts; 2.1 VPC x 11 = 23.1.

NOTE

The LED meter also monitors the battery. When the battery is at full charge, the 1st LED is illuminated. As the battery discharges, the illuminated LED is turned off and the next LED is turned on. When the next to last is illuminated, the battery should be recharged or exchanged with a fully Crown 1982 PF-5315-1 Rev. 7/96

This adjustment should only be done to allow time to make necessary repairs to the battery.

Continued use could cause permanent damage to battery, charger and truck.

Printed in U.S.A.

03 REV. 7/96

M4.6–11.0–200

M4.6–11.0–200

MAINTENANCE A lower reset adjustment may be necessary. Remove the potentiometer protector by hand turning in a CCW direction.

Turn the shaft, with arrow on top, toward the "A" setting to lower or decrease the VPC necessary to allow reset to occur.

This decrease may be 2.08 VPC for example. Refer to Chart 1 for discharge and reset VPC settings.

DISCHARGE O P

INCREASE

N

M

L

K

The discharge setting of "N" equals 1.74 VPC, 20.9 open circuit voltage for a 24 volt battery, 31.32 open circuit voltage for a 36 volt battery. As the battery is discharged to 1.74 VPC, the discharge alarm will activate causing the truck's lift contactor(s) to be locked out. Lockout prevents deep-discharge of the battery causing battery damage and possible truck electrical component damage. The "N" setting, 1.74 VPC, represents 80% battery discharge; 1.70 VPC equals a 100% discharged battery. The 80% discharge point is the recommended point for battery recharge or replacement.

The specific gravity (SG) at 1.74 VPC is approximately 1150.

To change the discharge setting, remove the potentiometer protector by hand turning in a CCW direction. Turn shaft, with arrow on top, from "N" toward "K" to lower or decrease the VPC necessary to activate the discharge alarm and cause lift lockout. Adjustments made fron "N" toward "P" will increase the VPC needed to cause lift lockout. Consider the battery condition, battery size, and the truck's duty cycle before making any adjustments from the "N" setting.

CAUTION

D E

INCREASE

C

Should a battery capable of reset be connected to the truck it will take approximately 10 seconds before the meter will read properly and reset to occur. If the discharged battery is then reconnected to the truck it will take 20 to 30 minutes before lockout will occur. this additional discharge to the battery can cause severe component and battery damage due to deep discharge

B

A

WIRING DIAGRAM

RESET

Battery Positive 4055

ILLUSTRATION 4.6-2

Discharge Pot Setting VPC P O * N M L K Beyond K

1.82 1.78 1.73 1.68 1.63 1.57 1.56

Existing Lift Switch

RESET Pot Setting VPC E D C * B A Beyond A

Existing Lift Contactor Coil

Fast Test Input 4 5 3

Panel

2.18 2.15 2.12 2.09 2.06 2.00

Meter

Battery Connector Break Existing Connection

1 2 3 4 5 6 7 8

933/3 + Battery – Meter + Battery Led – Lift – Battery – Battery

Battery Negative 4054

ILLUSTRATION 4.6-3

* Factory Setting CHART 4.6-1

Crown 1982 PF-5315-2 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–201

M4.6–11.0–201

MAINTENANCE To Battery Positive (+)

Controller Tester "1141"

"1142" Tester

DISCHARGE N

Button 1 2 3 4 5 6 7 8

2

8

O

P

M L C

K D

E

B A

RESET

CURTIS 933 CURTIS CONTROLS DIVISION Manufactured in The USA

MODEL 933/3 Made in the USA Patent Pending This is a Static Sensitive Device Only Authorized Service Technicians

Controller 4056

ILLUSTRATION 4.6-4

Operational Test Should a unit fail to function properly or be replaced by a new unit, a fast-run-down controller tester "1141", when used with "1142" tester, will cause the meter to go from "full" to "lockout" in approximately one (1) minute. The "1142" tester can be used alone and will cause the meter to go from "full" to "lock-out in approxomately 30 minutes. The following procedure should be followed when using the "1141" and/or "1142" testers: (A) Disconnect trucks' battery.

(E) If battery is completely charged the meter will go to "full". Check that the truck's lift mode is functional.

(F) Move the "1142" switch to RUN position, starting the normal 30 minute discharge. Push button on "1142" tester, speeding up the rate of discharge.

(G) As the pointer goes into the solid yellow zone the "reserve warning" light flashes. When the pointer reaches the red ball lift lockout takes place. Check truck's lift mode.

Refer to Illustration 4.6-4 For B & C. NOTE (B) Connect "FasTest 1141" to controller (black lead to terminal #8 of controller and blue lead to terminal #2 of controller).

(C) Disconnect the battery positive lead from terminal #1 of controller. Connect spade terminal of "1142" tester to terminal #1. Connect battery positive to screw terminal of "1142".

"1142" tester used by itself will necessitate an approximate 30 minute discharge time.

NOTE If the operational test checks okay on a unit it may be benificial to use an ampere-hour meter to determine ampere-hours used at interrupt.

(D) Move "1142" switch to RESET position. Wait ten seconds and connect battery to truck.

Crown 1982 PF-5315-3 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–202

M4.6–11.0–202

MAINTENANCE Ampere-Hour Meter

Function

An "Ampere-Hour" meter monitors and displays current draw as it occurs and records the accumulated total amperehours used. The ampere-hour meter connects between the battery and the truck. With a properly charged battery in the truck, the truck is put through a duty cycle which represents the work it is required to perform during its shift. The elasped time is recorded with a stop watch. From these figures it can be computed to determine when lockout should occur. Refer to Chart 2.

A fully charged battery has a capacity rating by the battery manufacture; this is called ampere-hour rating. The amount of time it takes to discharge a battery depends on how hard the battery is worked. High current rates or hard work cut down the discharge time. Example: a 226 ampere-hour (A.H.) battery is worked at a 452 amperes per hour rate. This battery will reach 100% discharge in 30 minutes. A 600 A.H. battery doing work at 100 ampere-hour will reach 100% discharge in 6 hours. Low battery voltage causes contactors to chatter, sluggish motor starts and causes internal heating of the battery which shortens its life. Refer to Illustration 6.

Time (seconds)

Accumulated Ampere-Hours

Run Lift 15 in. (380mm) Place Back Out Turn Run Turn Run Lift 1 in. (25mm) Run Lift 10 in. (255mm) Sideshift Stack Load

10 12 1 3 1 11 1 5 1 30 8 2 2

0.347 1.114 1.156 1.281 1.308 1.919 1.956 2.130 2.194 3.444 3.955 4.094 4.177

Totals

87

4.200

CHART 4.6-2 1.265 S.G. 180.8 A.H. 1.245 S.G. 246 A.H. 1.220 S.G. 355 A.H. 1.195 S.G. 408 A.H. 1.180 S.G. 480 A.H. 1.169 S.G. 525 A.H.

Recommended Max. Discharge 80% Specific Gravity

% of Total Capacity at Given Rate to 6 Hr. Rate

1.300 1/2 Hr., 226 A.H., 452 Amps.

1.0 Hr., 330 A.H., 330 Amps.

1.270

2.0 Hr., 444 A.H., 222 Amps.

37.5%

3.0 Hr., 510 A.H., 170 Amps.

1.240

6.0 Hr., 600 A.H., 100 Amps.

49%

10.0 Hr., 656 A.H., 65.6 Amps.

1.210

74% 1.180 85% 1.150

0

10

20

30

40

50

60

70

80

90

100

100% 109%

% of Rated Ampere-Hour Capacity 4057

ILLUSTRATION 4.6-5

Crown 1982 PF-5315-4 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–203

M4.6–11.0–203

MAINTENANCE Only 80% of the rated capacity is available for actual work.

At about 80% discharged, the voltage drops off quickly causing high current draws that are harmful to the truck and battery. Batteries should be changed at 80% discharged.

Open circuit voltage and specific gravity are related as how hard a battery is worked. Open circuit voltage and specific gravity will vary with different current rates. SG readings taken immediately after using a battery will change depending on the stabilization of the acid throughout the electrolyte, which can take up to 24 hours. This reading can drop as much as 20 points. However, the open circuit voltage may rise up to a tenth of a volt per cell. Refer to Illustration 6.

To determine the approximate worktime of a battery at the average current rate use the following procedure:

(B) Divide the ampere-hours available by 6 to obtain average current. Example: 600 ÷ 6 = 100 amperes.

(C) Divide the average current needed in the example used earlier, 174 amperes, by the 6 hour discharge current, 100, to obtain the ratio of the average current required to the 6 hour discharge current.

Example: 174 = 1.7 ratio 100 (D) Use the graph in Illustration 6 and 1.7 ratio equals 3 hours to reach 100% discharge and 2 1/2 hours of work time until 80% discharge is reached.

Lockout should occur at approximately the time when the battery reaches 80% discharge. If the instrument is doing this it is operating correctly.

(A) Refer to the battery's identification plate for the number of ampere-hours available. Example: 600 A.H. at the 6 hour rate.

To compute average current use the following formula: Accumulated ampere-hours x

(Example)

4.2 x

3600 sec./hr Total Time 3600 sec./hr 87

= Average current

= 173.8

Ratio of Current Drain to 6.0 Hr. Discharge Current

5

4

3

Capacity to 100% Discharge

2 Capacity to 80% Discharge (Work Time) 1

0 4058

1

2

3

4

5

6

7

Hours ILLUSTRATION 6

Crown 1982 PF-5315-5 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–204

M4.6–11.0–204

MAINTENANCE Troubleshooting Symptom:

Remedy:

Gage will not reset.

Check battery state-of-charge, both voltage and specific gravity (SG). The "B" setting equals 2.12 volts per cell (VPC). Batteries charged to 1250 or better will have this voltage. The "A" setting equals 2.055 VPC equaling 1210 SG. If a battery is not able to produce reset at the "A" setting, the battery and/or charger must be checked.

Truck comes in too soon for battery recharge/change.

Check specific gravity (SG) of battery when the meter light comes on. Do not turn the SG alarm towards "K" if the SG of the battery corresponds to more than 80% discharge (1150 for most batteries). More running time can be obtained by turning the SG alarm from "N" setting towards "K", providing the battery does not show 80% discharge. Under no circumstances should the adjustment be made if the SG corresponds to more than 80% discharge at the 6 hour rate.

Gage sticking.

Disconnect battery. Connect ohmeter to pin 4 and then tapping pin 3 with the other lead. DO NOT slip onto pin 3, you might burn out the 1 millampere meter movement.

As you tap pin 3 the gage pointer will jump, if not, the meter should be replaced.

Gage moves erratically or bounces.

Probable cause is noise pickup from unsurpressed contactor coil(s). Check suppression circuits on all contactor coils and replace defective circuits. If all suppressor circuits are operational, the controller and or gage could be defective.

Reserve Warning Light does not illuminate.

Check meter wiring and/or battery voltage. Meter defective.

Reserve Warning Light illuminate continuously.

Check meter wiring and/or battery voltage. Meter defective.

Lift not locked out when gage pointer enters red area of gage

Remove wire from pin 6 on the controller and try to lift. If lift is functional problem is in truck wiring. If lift is not functional reconnect wire to pin 6. Connect either tester 1141 or 1142 or both to controller. Run gage to red ball. Verify gage light is blinking. Lift should not work. If lift does work, replace controller and gage.

Lift lockout occurring unusually early.

Run the lift motor and check the voltage directly across the (This condition only pertinent after the truck has been battery terminals. Repeat this check at terminals 1 and 8 on operating successfully for serval months with the fuel gage) the controller. The readings should be within 0.5 volts of each other. Possible causes: high resistance in truck to battery connector.

Specific gravity (SG) is very low at lockout.

This can occur with a lightly worked truck where there is very little lifting and a lot of travel. Make a course adjustment by turning the discharge pot from "N" to "P" and measure SG after several cycles of operation. Fine tune by turning back towards "O" if SG is to high.

Crown 1982 PF-5315-6 Rev. 9/95

Printed in U.S.A.

01 REV. 9/95

M4.6–11.0–205

M4.6–11.0–205

MAINTENANCE

ILLUSTRATION 1 DISCHARGE METER/LIFT INTERRUPT (BDI)

The purpose of a “Discharge Meter/Lift Interrupt” is to monitor and protect the battery and electrical components of the lift truck. In order to operate your truck efficiently, you must know the capacity and state of charge of the battery during the time of discharge.

Utilizing this information enables the battery to be recharged or replaced at the correct time, which is generally at 80% discharge or 1.74 volts per cell (VPC).

The “Anderson 850” consists of the meter, controller, and relay, refer to illustration 1.

TYPICAL WIRING DIAGRAM ILLUSTRATION 2 Crown 1982 PF-5392-1

M4.6 - 11 - 500

Printed in U.S.A.

M4.6 - 11 - 500

MAINTENANCE METER OPERATION

The meter indicates the state-of-charge of the truck’s battery. The pointer will move from “F” (green, full charge zone), towards the “E” (red, discharged zone), as the battery is discharged. As the pointer moves to the solid yellow area the “reserve warning light”, an LED in the meter, will begin flashing. This flashing light informs the truck’s operator there is approximately 8% battery capacity available before the truck’s lift contractor will be locked out. If the truck is continued in operation with a “low” battery, the pointer will move to the red zone, causing lift lockout, preventing deep discharge, and battery damage.

As the discharged battery is recharged or replaced with a fully charged battery the meter will reset to the level of the recharged or replacement battery.

prevents any further lifting operations. A battery at 80% discharged should have a volts per cell (VPC) reading of 1.74 VPC. A 24V. battery will have an open circuit voltage of 20.88. A 36V. battery will have an open circuit voltage of 31.32 at 80% discharged. A battery connected to the truck with higher voltage readings will cause the relay to close and lifting operations can continue as long as the battery remains above this level.

OPERATIONAL TEST Should a unit fail to function properly or be replaced by a new unit, a quick check of operation should be done before beginning to trouble-shoot.

NOTE If the operational test checks okay on a unit it may be beneficial to use an ampere-hour meter to determine ampere-hours used at interrupt.

RELAY OPERATION A signal from the controller will open the relay when the truck’s battery reaches 80% discharged and

TROUBLE-SHOOTING SYMPTOM

REMEDY

Pointer moves below “E” and light remains on constantly.

lCheck controller switch for voltage mismatch. Check for discharged or defective battery. Check meter.

Pointer moves below “E” and light does not come on.

Check for defective meter.

Pointer pegs above “F” without momentary deflection to “E”.

Check for stuck pointer.

I

Pointer remains at “F” without momentary deflection to “E”.

Check meter wiring. Check for defective meter.

I

I

Relay locks out lift when pointer is still in green area.

Short terminals #2 and #4 on relay. If lift still doesn’t operate, check relay wiring.

I

I

Relay doesn’t lock out lift when pointer enters red area.

Check relay wiring. Check for defective relay or defective meter.

I

I

Relay locks out lift as warning light comes on and pointer Check for defective meter. is not in red zone.

I

Pointer deflects during operation.

Check routing of meter wiring for magnetic interference.

Meter readings are questionable.

Check battery connector, cabling, & volts per cell.

Note: Two models of the “Anderson 850” have been installed on trucks. They look identical and operate basically the same but the meters and controls are not interchangeable. Trucks equipped with the latest style will indicate empty when not connected to power. For further information on identification contact your lift truck dealer.

Crown 1982 PF-5392-2

M4.6 - 11 - 501

Printed in U.S.A.

M4.6 - 11 - 501

C

MAINTENANCE

ELECTRICAL SYSTEM - GENERAL

Brake Switches (BRS)

The electrical system of your “RC” stand-up rider is powered by a 36 volt battery providing maximum efficiency of operation. A key switch is used to turn on and off all electrical controls; and must be in the “on” position before travel or lift can be accomplished. To perform any operation, the operator must be standing in the operator compartment, and in the operating position. On earlier model trucks built prior to October, 1979, various hydraulic functions can be performed by the operator from outside the operator compartment.

A brake switch is located on the left and right brake mounting plate assembly, which is mounted to the end of each drive motor. The switch is tripped by means of an actuator connected to the spring adjustment rod. Adjustment is made so that when the brake is in the “off” position, the switch will activate, allowing power to the control circuit. The brake pedal will be completely depressed at this time. When pressure is relieved from the brake pedal, the brake will apply, as the switch cuts off power to the control circuit. To adjust, loosen switch mounting bracket and move switch until it is actuated when the brake pedal is completely depressed.

Smooth and effortless speed control in either forward or reverse directions is made possible by use of multi-function control in conjunction with the SCR control. By moving the multi-function control forward (away from operator) or reverse (toward operator), a potentiometer in the control provides infinite control of speed, from creep to maximum, by regulating the battery voltage applied to the drive motor. For maximum speed the multi-function control, in either full forward or reverse position, causes the SCR system to be by-passed and full battery voltage applied to the drive motor.

A time delay is used to provide smooth acceleration before the bypass can cut in.

NOTE Maximum speed is automatically reduced when the second stage mast is raised on TF and TT models or above 68 inches (1725 mm) fork height on TL models.

NOTE On trucks built before February, 1974, brake switches are not adjustable.

Power Steering Switch (STS) The power steering switch is located below the spring loaded floorboard in the front, right hand corner of the operator compartment. The switch is actuated by the floorboard when it is fully depressed. As the operator exits the operator compartment the spring loaded floorboard is forced up and the power steering circuit is shut off. This switch does not require any adjustment.

NOTE

(The “SCR” section will further explain how the variable control operates.)

All travel power is shut off when brakes are applied by means of brake switches which prevent undesirable loading of the drive system during braking.

The entire control system is fused, with the power circuits independently protected by individual fuses for the power steering, lift and travel. (See Illustration 4-1 for a typical schematic wiring diagram).

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

CAUTION

Before making checks, disconnect battery or jack up truck and block so drive wheels are off the floor.

SWITCHES

By depressing the brake pedal fully, the floorboard will also be fully depressed.

Trucks built prior to November, 1979, did not have a power steering switch. The floorboard was bolted to the floor of the operator compartment and the power steering system was activated by the key switch.

Horn Switch (HNS) The horn switch, when depressed, sounds the horn. The horn switch is located in the control handle (black button). If maintenance is to be performed, a set screw, located beneath the switch, must be loosened. With the set screw loose, the switch can be pulled from control handle.

Sequence Switch (SQS) The sequence switch, when depressed, selects the trucks tilt function. The switch must remain depressed while performing the tilt function. The sequence switch is located in the control handle (red button). If any maintenance is to be performed, a set screw, located beneath the switch, must be loosened. With the set screw loose, the switch can be pulled from the control handle.

All switches should be checked regularly to assure safe and efficient operation.

Crown 1980 PF6244-1 Rev. 7/98

5806 Printed in U.S.A.

02 REV. 7/98

M4.0–10.0–001

M4.0–10.0–001

C

MAINTENANCE 6712

V TB4-4

TT IL

HNS

CA1-7

TB4-3

HN

HF S

AXS-4

v AXS-3 v

K4 TB6-1 TB5-1 TB5-7 CA1-3

K2

SQ5

v

TB5-8 CA1-5

K2

SV1

TB5-2 K1

MFS-2

MFS-1

TB5-11

v K2

K3

Closed When Guard Raised

TB5-10

LMS-5

4

TB6-6

TB6-11 K3

TB6-8

SB7-2 v

SB7-3 TB6-10

TB6-9 K3

AXS-1 Down

TB6-3 v K4

Up

HR14

CA1-12

FS

CA1-1

RB

TB1-1 TB2-1

32REC

K6-2

K6-6

K6-5

K6

30REC K6-1

TB2-10

L5

TB1-5

L4

T4 Internal Terminal 9 Red Red Board 3

FU-5

Anderson BDI A

T1

Org

Brn

1REC

S

ACK-60/ECK-60

2

1 HR1

FB

RA

T2

VIO

Drive B

+

1 HR3

2

1 HR4

RA

FA

FA

Int. 6 Term.

13 BD. 14

Drive A

23 FIL

1 HR9

2 1 HR10 2 1 HR14 2 1 HR15

4B REC

Grn

DMC

2 1 HR16

Blue

2 1 HR17

Yel

2

1

Sensor

4A REC

3 REC

5

THS2

1 FU7 2 SFE-14 K5 4

Pump Motor

P

FU-3

1 HR2

2

10

FU-1

2 2 1AD

1A ALS-200/AOK-200 FU-4

3 1

1

RB

V Wht/Blk

1 HR6

2

3

TB2-6

RB

ECK140 ACK140

Red

SFE-14 TB2-17 TB4-1

A

TB1-2 TB1-4 R/W TB4-2 KYS

Wht

Blk

2

1 HR5

1A-2 TB2-16 CA1-10 1A-1 45 TB1-14 R6 Blu LMS-1 TB2-15 29 R5 Brn TB1-15 CA1-11 CA1-15 R9 FU-6 TB1-14 R4 20 AGX-1/4

FB

1 HR7

2

FU-2

2 12 4 5

11

STS Curtis BDI

L3

2

2

R3

23REC

TB2-4 TB2-18

T3

PMTD

R10

ECK140 ACK140

TB3-1 TB3-2 TB2-2

Wht

23R

BRS-1

SB3

8

22 REC

1C

1X 5REC

SB4

L7

TB1-6

R8 Ext. SCR Terminal Board

L9

7 Gray

TB1-9 TB2-9

FA

L10

1

TB1-7 4 TB2-7

TB1-10 LMS-3

1A G/W

2 1 HR8

1

4 2

TB2-11

RA

K6-8

2 1 HR13

LMS-2

FB

YEL V

DMC

5 3 TB1-11

BLK

TB1-12 TB2-12 TB1-13 TB2-13

6

TB2-8 V TB1-3 TB2-3

RS

R/S

K5

SV3

TB1-8

V

BRS-2

v

v

SB7-1 D

Freezer/Corrosion Units Only

TB6-2

TB6-5

AXS-2

TB2-5

P

SV2

TB6-7

LMS-1A

TB3-4

LMS-4

SB7-5

2

1

2 1

2 1

HR11

TB5-5 CA1-9

SB7-4

HR12

CA1-13

TB5-3 CA1-4

K6-A K6-3

K6-4

v

K1

G/W

CA1-2 K1 TB5-6 K2

Grn

CA1-5

TB5-9

K1

FU8 1 SFE-14

THS1

Power Steering Motor

TYPICAL SCHEMATIC WIRING DIAGRAM

ILLUSTRATION 4-1 Crown 1980 PF6244-2 Rev. 7/98

Printed in U.S.A.

02 REV. 7/98

M4.0–10.0–002

M4.0–10.0–002

C

MAINTENANCE

Lift Limit Switch (LMS) The lift limit switch (083328) reduces maximum travel speed when the forks reach a pre-determined height. On TF and TT models the limit switch is activated when the forks extend above free lift. On TL models the switch actuates when the forks reach an elevation of 68 inches (1725 mm) plus or minus 1 inch (25.4 mm).

Turn Limit Switches The turn limit switches are located on the outer race of the steer wheel (approximately 180° apart). These switches are individually actuated by a step on the steer wheel yoke.

When the steer wheel is turned to the right, the right drive motor will cut out and vice versa.

An electrical inspection for these switches is as follows: When operating the truck straight ahead or back, two of the four directional contactors should be closed. When turning the truck to the right, the lower set of directional contactors will open. When turning the truck to the left, the upper set of directional contactors will open.

On trucks built prior to December, 1976, where an M210 SCR system is incorporated, the following electrical inspection is used: When operating the truck ahead or back, two of the four directional contactors should be closed. When turning the truck to the right, one directional contactor will open. When turning the truck to the left, the opposite directional contactor will open. If there is any deviation in the above described directional contactor operation, check for electrical malfunctions or limit switch arm positioning.

The turn limit switch (083327) is a dual circuit switch which can be adjusted to actuate in both directions or just right or left. Located in the head assembly is an adjusting wheel which is visible from both the right and left side. The wheel has four indexing notches located 90° apart which are to be lined up with the lines on the right and left sides of the switch head. Serration’s cover the outside diameter of the adjusting wheel except under three of the four notches (See Illustration 4-2). By aligning these notches (with and without serration’s) different patterns can be obtained. (See Illustration 4-3).

Multi-Function Switches (MFS-1, MFS-2) Trucks built prior to November, 1979, did not have these switches. The lift pump contactor are activated with a valve switch on the bottom of the lift control valve. Correct positioning of this valve switch is to be flush against the valve. See hydraulic section for additional information on valve switch adjustments.

The Multi-Function Switches are located above and slightly to the right of the accessory valve. Multi-Function switch 1 is

the bottom switch and is actuated just as the control handle is raised. Multi-Function switch 2 is the top switch and is actuated as the control handle is lowered. The console must be removed to perform maintenance to these switches.

Directional Switches and 1A Switch The forward switch (FS), reverse switch (RS) and 1A switches are located on the multi-function mounting bracket, directly below the control handle pivot point. The console must be removed to perform maintenance to these switches. As the control handle is pushed away from the operator the forward switch is actuated. As the control handle reaches its maximum amount of movement away from the operator the 1A switch is actuated.

The reverse switch (RS) is actuated as the control handle is pulled toward the operator. As the control handle reaches its maximum amount of movement toward the operator the 1A switch is actuated and maximum travel speed is obtained.

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

Discharge Meter A discharge meter is used to maintain the lift truck’s battery voltage while the key switch is in the “ON” position. Observe the operation of the gage. Should the indicator needle drop into the red area, it is recommended that a specific gravity test be taken with a hydrometer to more accurately determine the battery condition. Depending on the test results, the battery should either be recharged or exchanged with a fully charged battery.

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

The discharge/lift interrupt meter shows the state of charge of the battery. The pointer will move from “F”, full charge, towards, “E”, discharged red zone, as the battery is discharged. As the pointer moves to the yellow zone, the “warning light”, in the gage, will come on. This is a signal to the operator that he has approximately 5% battery capacity before his truck’s lift contactor(s) will be locked out. If the truck is continued in operation with a “low” battery, the pointer will move to the red zone. At this time, lift lock-out will occur, preventing deep discharge and battery damage.

Crown 1980 PF6244-3 Rev. 7/98

Printed in U.S.A.

02 REV. 7/98

M4.0–10.0–003

M4.0–10.0–003

C

MAINTENANCE 6740S

Right Side

Left Side Adjusting Wheel ILLUSTRATION 4-2

To have limit switch trip in both directions

View of wheel from right side

View of wheel from left side

To have limit switch trip in the right side only

View of wheel from right side

View of wheel from left side

To have limit switch trip in the left side only

View of wheel from right side

View of wheel from left side

ILLUSTRATION 4-3

Crown 1980 PF6244-4 Rev. 7/98

Printed in U.S.A.

02 REV. 7/98

M4.0–10.0–004

M4.0–10.0–004

C

MAINTENANCE

CURRENT READINGS Chart 1 lists typical battery current (amp) draw for motors on Crown RC trucks. Taking current readings on a truck and comparing to the chart can help localize a problem. For instance; Battery discharges prematurely. Current readings taken are within normal current draws listed in the chart. This may indicate a problem with the battery. Above normal current draw on an individual test however, would indicate a problem with that particular truck function. To take current readings, connect an ammeter (Crown No. 090115) across shunt in series with a battery cable and perform the tests as described.

2500 TF TL TT Lift 3000 TF TL TT Lift 3500TF TL TT Lift 4000TT Tilt *A *B Overhead Guard

EMPTY 150-170 150-170 145-154 160-180 160-180 155-175 155-175 155-175 150-170 175-195 210-230 35-45 20-25

RELIEF 230-260 280-310 300-330 270-300 340-370 360-390 270-300 310-340 360-390 360-390

Steering

IDLE 10-15

RELIEF 35-45

Lift

Traction Motor Test With no load, take current reading after truck has reached full speed (1A).

Lift Pump Motor Test For the operating test, take current reading with no load and mast staging. For relief test, take current reading when carriage is against stops.

Traction

NOTE

*A *B *C *D

Do not operate power steering motor at relief for extended periods of time. Unnecessary wear or damage may occur if relief valve setting is too high.

Power Steering Pump Motor Test 6741

Take current reading for test while truck is stopped and no other functions operating. For relief test, take current reading with steering held against stops.

2500 3000 3500 4000

210-230 85-90

NO LOAD *D *C 140-160 120-140 145-165 125-145 150-170 130-150 N/A 130-150

Operated from lift pump (Prior to 11/79) Operated from steering pump (After 11/79) All units built prior to 12/80 All units built after 12/80 TYPICAL CURRENT READINGS (AMPS) CHART 1

NOTE Do not operate power steering motor at relief for extended periods of time. Unnecessary wear or damage may occur if relief valve setting is too high.

Auxiliary Function Amp Test Take current readings for operating test with no load and function approximately half-way through its cycle. Take current reading for relief test function held at one extreme.

NOTE Do not operate at relief for extended periods of time. Unnecessary wear or damage may occur if relief valve setting is too high.

Crown 1980 PF6244-5 Rev. 7/98

Printed in U.S.A.

02 REV. 7/98

M4.0–10.0–005

M4.0–10.0–005

C

MAINTENANCE

FUSES Whenever a fuse opens (blows), an electrical malfunction is normally indicated. The associated circuitry should be checked for short circuits before a new fuse is installed. Never jumper a fuse or serious damage to associated circuitry may occur.

Always replace fuse with the same type and rating as specified. Refer to following chart for listings of all fuses.

FUSE FU-1 FU-2 FU-3 FU-4 FU-5 FU-6 FU-7 FU-8

LOCATION Contactor Panel Contactor Panel Contactor Panel Contactor Panel Contactor Panel SCR Panel Power Unit Wall Power Unit Wall

6742

CIRCUIT Traction Traction Lift Power Steering Control Circuit Accelerator Circuit Freezer Condition Freezer Condition

TYPE & SIZE ACK-140, ECK-140 ACK-140, ECK-140 AOK-200, ALS-200 ECK-60, ACK-60 SFE-14 AGX-1/4 SFE-14 SFE-14

CROWN P/N 076924-005 076924-005 076924-002 076924-001 071902-002 084668 071902-002 071902-002

CHART 2

RELAYS Relays are used in the control circuit to allow more than one circuit to be changed open or closed by the actuation of a switch by the operator. In some cases relays are used to reduce current flow through the operator controlled switch.

Control circuit relays have suppressors connected directly across the coil. Suppressors are varistor type which normally crack the epoxy coating if they fail.

Normally open contacts ( ) of a relay should exhibit infinite resistance when power is not applied to the coil.

Normally closed contacts ( ) should be near zero ohms when power is not applied to the coil.

Depressing the sequence switch (SQS) and moving the control handle up or down to close MFS-1 or MFS-2 will energize the K2 relay, closing the normally open contact and opening the normally closed contact, K2 normally open contact across SQS normally open contact and K2 normally closed contact with SQS normally closed contact requires the control handle to be returned to neutral before the main hydraulic function can be accessed. K2 normally closed contact in series with solenoid SV2 opens, which locks out the main hydraulic circuit.

K1

Main - Auxiliary Hydraulic Relays - K1 & K2

K2

Relays K1 and K2 are mounted on the cover assembly of the lockout control box. Terminal strip TB5 is used to make interconnections between the relays and the truck control circuit. The lockout control box is located above the traction SCR control. An additional terminal board (TB4) is mounted on the cover assembly for interconnections between the key switch, hour meter, volt meter and the truck control circuit.

When the raise/lower function is used, the sequence switch on the control handle is released. When the control handle is moved up or down, a multi-function switch (MFS-1, MFS-2) is closed. When one of these switches close, Relay K1 energizes, closing the normally open contacts and opening the normally closed contact. K1 normally open contact across the sequence switch (SQS) normally closed contact, require the control handle to be returned to neutral before the control will sequence to an auxiliary hydraulic function. K1 normally open contact in series with the pump control circuit closes, allowing operation of the main pump when MFS-1 is closed.

K2 K2

K1 K1

K2 K1

1 6743

2

3

4

5

6

7

8

9

10 11

ILLUSTRATION 4-4

Resistance of the K1 coil, measured between terminals 1 and 9, should be approximately 550 ohms. K2 coil resistance between terminals 7 and 9 should be approximately 550 ohms.

Crown 1980 PF6244-6 Rev. 7/98

Printed in U.S.A.

02 REV. 7/98

M4.0–10.0–006

M4.0–10.0–006

C

MAINTENANCE

To check diodes, place meter on Rx10K scale, connect positive meter lead to terminal 3 and negative meter lead to terminal 4. Meter should indicate near zero ohms. Reverse meter leads. Meter should indicate infinite resistance. Repeat this check for all diodes in the cover assembly.

Retractable Overhead Guard Interlock Relays K3 & K4

Freezer Condition Relay - K5 Relay K5 is mounted on a bracket under the console, behind the multi-function control. K5 is energized whenever the key switch is turned ON, closing the normally open contacts.

When the normally open contacts close, power is applied to the thermal switches.

K3 & K4 relays are mounted on the cover of the overhead guard interlock control box. Terminal strip TB6 is used to make interconnections between the relays and the truck control circuit. The control box is located below the console, behind the retractable overhead guard controls.

When the retractable overhead guard controls are in neutral and power is applied to the control, K3 is energized, closing the normally open contacts. Whenever pressure switch LMS-5 opens due to high pressure (guard all the way up or down) K3 drops out and will not energize until overhead guard controls are returned to neutral. When K3 drops out, power is interrupted to solenoids SV3 and SV4 which stops oil flow to the overhead guard cylinder.

Relay K4 is energized whenever the main raise/lower function is selected. The normally closed contact requires that the multi-function control handle is in neutral before the overhead guard can be raised or lowered.

1 7 4

3 8 6

FREEZER CONDITION RELAY

6745

ILLUSTRATION 4-6 Resistance to the coil checked across the coil should be approximately 550 ohms.

Overhead Guard/Fork Height Relay - K6

K4

K3

K4 K3

K3

1

2

3

4

6744

5

6

7

8

9

10

11 TB6

ILLUSTRATION 4-5

Resistance of the K3 coil, measured between terminals 6 and 11, should be approximately 550 ohms. K4 coil resistance measured between terminals 1 and 6, should be approximately 550 ohms.

K6 is used on trucks with retractable overhead guard. This relay works with LMS-1A and LMS-4. LMS-1A opens when forks are above a predetermined height. LMS-4 is open when the overhead guard is retracted. Whenever LMS-1A is closed, K6 is energized, closing the normally open contacts.

With K6 energized, the overhead guard can be raised or retracted. When the forks exceed a predetermined height, LMS-1A opens and relay K6 drops out. When K6 drops out, the overhead guard cannot be raised or retracted. If the overhead guard is retracted (LMS-4 open) when the forks reach the predetermined height, the main pump circuit is opened, turning the main pump off.

To check diodes, place meter on Rx10K scale. Connect positive meter lead to terminal 3 and negative meter lead to terminal 4. Meter should indicate near zero ohms. Reverse meter leads. Meter should indicate infinite resistance. Repeat check for other diode.

1

2

3

4

5

6

OVERHEAD GUARD/FORK HEIGHT INTERLOCK 6746

ILLUSTRATION 4-7

Coil resistance, measured between terminals 5 and 6, should be approximately 550 ohms.

Crown 1980 PF6244-7 Rev. 7/98

Printed in U.S.A.

02 REV. 7/98

M4.0–10.0–007

M4.0–10.0–007

MAINTENANCE SECTION 5

BRAKES

Crown 1982 PF-5393-1

Printed in U.S.A.

M5.0 - 10 - 001

M5.0 - 10 - 001

MAINTENANCE

BRAKE ASSEMBLY L.H. (SHOWN) ILLUSTRATION 1

ILLUSTRATION 2 Crown 1982 PF-5393-2

Printed in U.S.A.

M5.0 - 10 - 002

M5.0 - 10 - 002

MAINTENANCE

BRAKE SYSTEM The brake system used on your “RC” lift truck consists of two hydraulic brake assemblies operating together. Each drive motor is fitted with a complete brake assembly, including internal expanding brake shoes and a finned brake drum, located on the commutator end of the motor. The brake system is designed to be released hydraulically by depressing the brake pedal. As the operator lets up on the brake pedal, a spring, located on the drive motor brake linkage, applies the brake by expanding the brake shoes inside the brake drum. The pedal movement is transferred into hydraulic pressure by means of a master cylinder which is attached to the pedal beneath the floorboard in the operator compartment. The master cylinder is connected to a manifold block which directs brake fluid to a slave cylinder mounted on each drive motor brake linkage. The slave cylinder changes the hydraulic pressure into linear motion and mechanically activates the brake linkage.

If a pressure bleeder is not available, the following procedure can be used.

1. Check brake fluid reservoir for proper fluid level. Inspect system to be sure all connections are tight.

2. Bleeder valves are located at the slave cylinders which are mounted under the drive motors, on the brake plate linkage. Attach drain hoses to the bleeder valves for the purpose of catching and reusing the excess brake fluid.

A clear line is preferred so you can see air bubbles flow through line until clear.

3. Open bleed valve, turn approximately 1⁄3 turn counterclockwise. Pump the brake pedal, open bleed valve until pedal stops at bottom, then close valve. Repeat this procedure until a steady stream flows, without entrapped air.

Bleed one slave cylinder at a time.

CAUTION

Do not allow the fluid in brake reservoir to drain so low as to draw air into the system.

Brake Bleeding It may become necessary to bleed the brake system to remove any air that has been trapped in the lines. Best results are obtained if the system is bled by using a pressure bleeder such as KD tools #255 or Wagner Lockheed #FL444 Fluid Ball or equal. The following procedure should be used to bleed the brake if a pressure bleeder is used.

1. Open power unit door. Fill brake reservoir with brake fluid.

2. Locate the bleed valves at the end of the slave cylinders which are located under the drive motors, on the brake plate linkage. Attach drain hoses to the bleed valves for the purpose of catching and reusing the excess brake fluid. A clear line is preferred so you can see air bubbles flow through line until clear.

3. Attach pressure bleeder to the brake reservoir.

CAUTION

Do not apply more than 50 P.S.I. to avoid damage and possible rupture of reservoir.

4. With the brake pedal in the raised position, open valve on pressure bleeder. Open bleed valve on slave cylinder, one at a time, approximately 1⁄2 turn counter-clockwise.

5. Close bleed valve after all air has been forced out of the system and there is a steady flow of fluid out of the drain line. Repeat the operation for the second slave cylinder.

6. Disconnect drain lines and pressure bleeder. Check and fill reservoir if necessary.

4. Disconnect drain lines and check brake reservoir for proper fluid level.

Fluid Level Brake fluid is added to the reservoir mounted near the torque generator and oil filter element. The reservoir should be filled between 1⁄2″ (12.7 mm) to 3⁄4″ (19 mm) from the top.

Use Dow Corning QZ-1141 Silicone Brake Fluid (#63004).

On early model RC trucks heavy duty automotive type brake fluid was used. The silicone brake fluid currently being used in all brake systems and available from Crown is compatible with all other types, non-corrosive, and does not react with painted surfaces.

Brake Lines Exercise care to avoid kinking any brake lines. Permanent damage to the line will result if this occurs.

Lining Replacement To replace the lining it will be necessary to remove the brake drum. This is done by removing nut and washer located in center of the brake drum. Slide drum off to inspect its condition, especially for grooves worn in the inside by the worn lining. Remove the two springs connecting the brake linings and the two springs holding the linings to the backing plate.

When new linings are installed it will be necessary to readjust the stopping distance adjustment screw and the shoe clearance adjustment screw. Refer to illustration 3.

Crown 1982 PF-5393-3

Printed in U.S.A.

M5.0 - 10 - 003

M5.0 - 10 - 003

MAINTENANCE

ILLUSTRATION 3

Loosen the two sets of lock nuts “C” and “D” which hold the adjustments secure. (Refer to illustrations 3 and 4). Turn the shoe clearance adjustment screw to obtain a distance of .5″ (12 mm) at the “A” dimension. Turn the stopping distance adjustment screw to get an approximate distance of 1.12″ (28.4 mm) at the “B” dimension.

With the brake shoes and compression spring in place, position the brake arm on the serrated end of the cam shaft so that the hole in the brake arm is aligned with the hole in the yoke. The holes in yoke rod are for reference only. The length of rod that protrudes through the adjusting bar should be approximately the same for each brake assembly to allow for uniform braking. The dimensions stated above are initial settings, more exact adjustments must be made after the brake assemblies have been mounted in the truck.

Depress brake pedal and install brake drum. Put lockwasher with tab, in place and tighten the bolt securing the brake drum to the drive motor shaft to 55 ft./lbs. (7.6 mkg).

Shoe clearance should be set with the drive wheel off the floor. Rotate the drive wheel by hand and adjust the screw so that the brake shoes rub the drum. Back-off the adjustment screw until no resistance between shoes and drum can be felt while rotating the drive wheel.

Brake Adjustment 1. Set the clearance between the brake drum and brake shoe as stated earlier.

2. Loosen lock nuts “C”. Refer to Illustration 4. The stopping distance adjustment screw is located at the rear of the brake assembly. Adjust screw so that the empty truck, traveling at maximum speed in either direction, stops in 69″ to 81″ on a level, dry, concrete surface. Tightening the spring decreases stopping distance and loosening the spring increases stopping distance.

Be sure to adjust both brakes the same. Equal effort braking is essential to safe operation of the truck. After adjustments are complete, tighten securely all lock nuts.

Crown 1982 PF-5393-4

Printed in U.S.A.

M5.0 - 10 - 004

M5.0 - 10 - 004

MAINTENANCE

ILLUSTRATION 4

Switch Adjustment

Master Cylinder Removal

The drive motor cut out switches, located on each brake assembly, should be actuated when the brake pedal is depressed. Us a weight to depress the brake pedal, approximately 50 lb. (22.5 kg). Adjust the brake switch bracket assembly so that the switch is actuated by the yoke assembly. When the brake pedal is released the switch should not make contact with the yoke assembly. Adjust both switches to allow equal braking. Refer to illustration 4.

1. Remove the spring loaded floorboard from operator compartment. Two self-locking screws at the left side of the floorboard secure it to the power unit.

Brake Compression Springs The brake compression springs used in the brake system must be maintained to obtain proper brake performance.

When servicing the springs and replacement may be necessary, be aware of the drive unit ratio of your truck. RC trucks manufactured after March 1, 1981 had a 22:1 ratio.

Prior to this date all drive unit ratios were 14:1. This ratio determines which springs are to be ordered as replacements.

Springs on the drive motor linkage should be used together with the springs found on the master cylinder as a set.

Springs must not be mixed or switched. The springs used on the master cylinder must be strong enough to over ride springs on the drive motor linkage to allow the brakes to release. Springs that may be misplaced will cause the brakes to malfunction, and possibly create an unsafe condition.

RC trucks manufactured before November, 1979 did not have a spring loaded floor board; two screws located toward the front of the floorboard must be removed. The master cylinder was secured to a support beneath the floorboard.

2. Disconnect all flexible lines to master cylinder. Make provisions to catch all brake fluid that will escape.

3. Remove screw securing master cylinder to underside of floorboard. Remove the roll pin from clevis and lever that link the brake pedal to the push rod of the master cylinder.

4. Remove master cylinder from truck and take to clean work area for any further disassembly.

When installing the master cylinder back into the truck, connect the brake pedal in such a manner that will allow for full travel of the master cylinder plunger. Full travel is necessary to obtain maximum performance from the brake system.

Crown 1982 PF-5393-5

Printed in U.S.A.

M5.0 - 10 - 005

M5.0 - 10 - 005

MAINTENANCE

TROUBLE-SHOOTING GUIDE

CHART 5

Crown 1982 PF-5393-6

Printed in U.S.A.

M5.0 - 10 - 006

M5.0 - 10 - 006

MAINTENANCE

ILLUSTRATION 1 BRAKE SYSTEM

Brake Bleeding

The brake system on RC lift trucks consists of two hydraulic brake assemblies operating together. Each drive motor is fitted with a complete brake assembly, including rotor, caliper with pads, slave cylinder bracket, brake mounting bracket and related mechanical brake parts. The brake assemblies, left and right are mounted to the commutator end of the respective drive motor. The brake system is designed to be released hydraulically by pushing down on the brake pedal. As the operator lets up on the brake pedal, a spring located on the brake linkage, applies the brake by forcing the brake pads against each side of the brake rotor. The pedal movement is transferred into hydraulic pressure by means of a master cylinder which is attached to the brake pedal beneath the floorboard in the operator compartment. The master cylinder is connected to a manifold block which directs brake fluid to a slave cylinder mounted on each drive motor brake bracket. The slave cylinder changes the hydraulic pressure into linear motion and mechanically activates the brake linkage to release the brake.

It may become necessary to bleed the brake system to remove any air that has been trapped in the lines. Best results are obtained if the system is bled by using a pressure bleeder such as KD tools #255 or Wagner Lockheed #FL-444 Fluid Ball or equal. The following procedure should be used to bleed the brake if a pressure bleeder is used.

1. Open power unit door. Fill brake reservoir with brake fluid.

2. Locate the bleed valves at the end of the slave cylinders which are located under the drive motors, on the brake plate linkage. Attach drain hoses to the bleed valves for the purpose of catching and reusing the excess brake fluid. A clear line is preferred so you can see air bubbles flow through line until clear.

3. Attach pressure bleeder to the brake reservoir.

CAUTION

Do not apply more than 50 P.S.I. to avoid damage and possible rupture of reservoir.

Crown 1984 PF-5782-1

Printed in U.S.A.

M5.0 - 10 - 010

M5.0 - 10 - 010

MAINTENANCE

ILLUSTRATION 2

Crown 1984 PF-5782-2

Printed in U.S.A.

M5.0 - 10 - 011

M5.0 - 10 - 011

MAINTENANCE

4. With the brake pedal in the raised position, open valve on pressure bleeder. Open bleed valve on slave cylinder, one at a time, approximately 1⁄2 turn counter-clockwise.

5. Close bleed valve after all air has been forced out of the system and there is a steady flow of fluid out of the drain line. Repeat the operation for the second slave cylinder.

6. Disconnect drain lines and pressure bleeder. Check and fill reservoir if necessary.

If a pressure bleeder is not available, the following procedure can be used.

1. Check brake fluid reservoir for proper fluid level. Inspect system to be sure all connections are tight.

Brake Pad Replacement To replace worn out brake pads the following procedure must be followed. Always replace pads in pairs.

NOTE When pads are 1/16″ (1.5 mm) minimum thickness, replacement is recommended.

Place a weight on the brake pedal to keep the brake mechanism in the “off” position, approximately 50 lb. (22.5 kg).

Remove the cotter pin from the front hanger pin and slide pin to free worn pad. Do not remove hanger pin from mounting bracket completely. Pin needs to be moved only far enough to free pads.

2. Bleeder valves are located at the slave cylinders which are mounted under the drive motors, on the brake plate linkage. Attach drain hoses to the bleeder valves for the purpose of catching and reusing the excess brake fluid.

A clear line is preferred so you can see air bubbles flow through line until clear.

3. Open bleed valve, turn approximately 1⁄3 turn counterclockwise. Pump the brake pedal, open bleed valve until pedal stops at bottom, then close valve. Repeat this procedure until a steady stream flows, without entrapped air.

Bleed one slave cylinder at a time.

CAUTION

Do not allow the fluid in brake reservoir to drain so low as to draw air into the system.

4. Disconnect drain lines and check brake reservoir for proper fluid level.

ILLUSTRATION 3

Fluid Level Brake fluid is added to the reservoir mounted near the torque generator and oil filter element. The reservoir should be filled between 1⁄2″ (12.7 mm) to 3⁄4″ (19 mm) from the top.

Use Dow Corning QZ-1141 Silicone Brake Fluid (#63004).

The silicone brake fluid currently being used in all brake systems and available from Crown is compatible with all other types, non-corrosive, and does not react with painted surfaces.

Inspect the rotor for scratches, nicks and excessive wear.

Replace rotor if any of these signs exist. Do not attempt to clean up or machine the rotor(s) with a lathe. Should the rotor need replacement it is necessary to remove the brake bracket from the motor.

Move the brake tie rod from position “B” to position “A” at the brake lever. Refer to illustration 4.

Brake Lines Exercise care to avoid kinking any brake lines. Permanent damage to the line will result if this occurs.

WARNING

Before performing maintenance on brakes, be sure to block wheels to prevent movement in either direction.

ILLUSTRATION 4

Crown 1984 PF-5782-3

Printed in U.S.A.

M5.0 - 10 - 012

M5.0 - 10 - 012

MAINTENANCE Turn the switch adjustment screw approximately 10 turns counter-clockwise; 1/8″ hex key stock, approx. 6″ long will make this adjustment much easier and more exact. Install new brake pads and front hanger pin. The brake springs may have to be compressed or overridden to make proper installation.

Remove weight from brake pedal and pump the pedal to reposition or return the slave cylinders to their normal operating position.

Refer to “brake adjustment” in this section and proceed to adjust brakes.

Brake Adjustment (Refer to Illustration 5) Adjustments can be made by adjusting the spring force adjusting nut until brake pads are approximately half worn (1/8″, 3.3 mm). Then move the brake tie rod from position “A” to “B”. Refer to illustration 4. Check the spring adjusting screws on each brake assembly and make sure both have approximately the same amount of exposed threads. Use a 5/8″ deep-well socket to make adjustment.

Place a weight on the brake pedal, approx. 50 lb. (22.5 kg) to keep pedal down completely. Disconnect battery. Move the multi-function handle into reverse and secure in this position.

Connect an ohm meter across TB2-2 & TB2-3. TB2 is located on the contactor panel near the power disconnect handle. Adjust both brake switches in such a manner that the ohm meter indicates both switches are closed. Utilize an ohm meter to verify switch operation.

Turn one adjusting screw counter-clockwise until the switch opens (clicks). At this point, turn clockwise until switch closes (clicks), and turn an additional four (4) revolutions clockwise for final adjustment.

Move to the other switch and turn adjusting screw counterclockwise until switch opens (clicks). From this point, turn clockwise until switch closes and turn an additional four (4) revolutions clockwise for final adjustment. A 1/8″ hex key should be used to make this adjustment.

ILLUSTRATION 5

Crown 1984 PF-5782-4

Printed in U.S.A.

M5.0 - 10 - 013

M5.0 - 10 - 013

MAINTENANCE

Move the multi-function handle to the neutral position. Connect battery. Adjust the brake force spring adjusting nut until approximately 2 1/2 in. of exposed spring adjusting screw is showing as a starting point. Proceed to obtain a stopping distance of 69″ to 81″. This distance must be with an empty truck on level, dry concrete when traveling at maximum speed in a forward direction (forks first). Turn the adjusting nut counter-clockwise to shorten the stopping distance and turn clockwise to lengthen the stopping distance.

Make sure the switch adjustor is turned all the way out and bleed the slave cylinder(s). Pump the brake pedal several times to be sure the slave cylinder pistons are all the way out. Do not attach the slave cylinder mounting bracket to the motor mount until the above has been accomplished.

Place a weight on the brake pedal, approx. 50 lb. (22.5 kg).

At this point attach the slave cylinder bracket to brake mounting bracket, do not tighten completely at this time.

Slide the slave cylinder bracket until the push rod contacts the slave cylinder plunger. Mark the slave cylinder bracket at this point. Refer to illustration 6.

Check the movement of each spring plunger for the same amount of travel. If they are not equal, adjust the brake force adjusting nut counter-clockwise on the spring plunger with the most movement. Check stopping distance.

After obtaining the acceptable stopping distance check for proper switch adjustment.

Master Cylinder Removal 1. Remove the spring loaded floorboard from operator compartment. Two self-locking screws at the left side of the floorboard secure it to the power unit.

2. Disconnect all flexible lines to master cylinder. Make provisions to catch all brake fluid that will escape.

3. Remove screw securing master cylinder to underside of floorboard. Remove the roll pin from clevis and lever that link the brake pedal to the push rod of the master cylinder.

ILLUSTRATION 6 Remove the weight from the brake pedal. Slide slave cylinder bracket forward .25 in. (6.4 mm) and tighten bracket in this position.

Turn the brake stop screw in until it contacts the brake caliper, refer to illustration 7. Turn screw counter-clockwise one-half turn (180°) and lock in this position. This will give approx. .016″ gap between pad and rotor. Proceed to adjust brakes accordingly. Do not change this adjustment as the pads wear.

4. Remove master cylinder from truck and take to clean work area for any further disassembly.

When installing the master cylinder back into the truck, connect the brake pedal in such a manner that will allow for full travel of the master cylinder plunger. Full travel is necessary to obtain maximum performance from the brake system.

Slave Cylinder Adjustment If the slave cylinder is removed or replaced the following procedure must be followed.

ILLUSTRATION 7

Crown 1984 PF-5782-5

Printed in U.S.A.

M5.0 - 10 - 014

M5.0 - 10 - 014

MAINTENANCE

TROUBLE-SHOOTING GUIDE

CHART 1

Crown 1984 PF-5782-6

Printed in U.S.A.

M5.0 - 10 - 015

M5.0 - 10 - 015

BRAKES ADJUSTMENTS

WARNING

Before performing maintenance on brakes, be sure to block drive tires to prevent movement in either direction.

Disconnect battery.

Stopping Distance Adjustment GENERAL NOTES The brake system is adjusted at the factory to provide optimal braking performance for smooth dry concrete floors and standard tire conditions. Upon installation, the brake adjustment should be checked. It may be necessary to modify the factory setting to properly accommodate the particular floor conditions.

CAUTION

The customer shall verify that the stopping distance in any part of the application doesn’t prevent the operator from performing a specific task safely, or result in braking characteristics that are significantly different from other similar vehicles being used in the facility. An alternative is for the customer to train the operator to reduce travel speed and/or allow for longer stopping distances.

CAPACITY

EXPOSED THREAD ROD LENGTH

3000 lbs. (1360 kg.)

3500 lbs. (1590 kg.)

4000 lbs. (1815 kg.)

2.00 in. (51 mm) 1.75 in. (44 mm) 2.06 in. (52 mm)

EXPOSED THREADED ROD LENGTH

• Refer to Illustration 1 and set the adjusting nut so that the exposed threaded rod length matches the dimension shown.

• With an empty truck accelerate to maximum speed for at least 50 ft. (15M) before applying the brakes. Make a minimum of 10 stops, 5 in each direction. An empty RC truck traveling at maximum speed for 80 ft. (25M) on level, dry concrete in forward direction (forks first) typically should stop in a distance of 69 to 81 in. (1750 to 2060 mm). If this distance is not obtained, turn brake force spring adjusting nut counterclockwise to shorten stopping distance and clockwise to lengthen stopping distance.

ADJUSTING NUT ILLUSTRATION 1

1159-01

BRAKE PEDAL LINKAGE

Brake Pedal Linkage Adjustment 4 IN. (100 mm)

• Refer to Illustration 2.

• If the brake pedal linkage is disassembled or replaced, adjust linkage so that the length of the ball joints and threaded rod, when assembled, measures 4 inches (100 mm).

1160

ILLUSTRATION 2

6158 Crown 1992 PF9312-1 Rev. 6/99

Printed in U.S.A.

04 REV. 6/99

M5.0–10.0–020

M5.0–10.0–020

BRAKES Master Cylinder Spring Adjustment • Refer to Illustration 3 • If the master cylinder linkage is disassembled or replaced, the master cylinder spring will require adjustment. To adjust:

TURN NUTS SO THEY JUST TOUCH BRACKET THEN BACK-OFF 1/16 TO 1/8 IN. (1.5 TO 3 mm)

1. Place weight ( approximately 50 lb. [22 kg.]) on brake pedal.

2. Turn nuts on master cylinder clevis so they just touch spring bracket.

3. Back nuts away from bracket 1/16 to 1/8 in. (1.5 to 3 mm) to prevent linkage and master cylinder from binding when brake pedal is depressed.

BRACKET

1161

ILLUSTRATION 3

4. Secure nuts against each other and remove weight from brake pedal.

FLUID LEVEL Brake fluid is added to the reservoir mounted near the torque generator and oil filter element. Use Dow Corning Q2-1141 Silicone Brake Fluid. The silicone brake fluid currently being used in all brake systems and available from Crown is compatible with all other types, non-corrosive, and does not react with painted surfaces. Order 063004-002 for 12 ounces (0.35 liter) of brake fluid or 063004-003 for 1 gallon (3.8 liter).

• The reservoir fluid level should be 1/4 to 1/2 in. (6 to 13 mm) from the top.

BRAKE LINES • Exercise care to avoid kinking any brake lines. Permanent damage to the line will result if this occurs.

Crown 1992 PF9312-2 Rev. 6/99

Printed in U.S.A.

04 REV. 6/99

M5.0–10.0–021

M5.0–10.0–021

BRAKES BRAKE BLEEDING (Bleed brakes before putting drive units in) 1/2" (13mm) of threaded rod should be showing on master cylinder clevis rod. When bleeding brake system, best results are obtained if the system is bled by using a pressure bleeder such as United BT-300 or equal.

Bleeding Brakes With Pressure Bleeder 1. Check reservoir fluid level.

2. Attach drain hose to the slave cylinder bleed valve (slave cylinder is mounted between drive motors and brakes). A clear line is preferred so you can see air bubbles flow through line until clear.

3. Attach pressure bleeder to the brake reservoir.

CAUTION

Do not apply more than 10 P.S.I. to avoid damage and possible rupture of reservoir.

4. With the brake pedal in the raised position, open pressure bleeder valve and open bleed slave cylinder valve approximately 1/3 turn counter-clockwise.

5. Close bleed valve after all air has been forced out of the system and there is a steady flow of fluid out of the drain line.

6. Disconnect drain lines and pressure bleeder. Check reservoir fluid level.

Bleeding Brakes Without Pressure Bleeder 1. Check reservoir fluid level.

2. Attach drain hose to the slave cylinder bleed valve (slave cylinder is mounted between drive motors and brakes). A clear line is preferred so you can see air bubbles flow through line until clear.

3. Open slave cylinder bleed valve approximately 1/3 turn counter-clockwise. Pump the brake pedal, approximately 5 to 10 pumps, until a steady stream flows without entrapped air, then close the bleed valve.

CAUTION

Do not allow the fluid in brake reservoir to drain so low as to draw air into the system.

Crown 1992 PF9312-3 Rev. 6/99

Printed in U.S.A.

04 REV. 6/99

M5.0–10.0–022

M5.0–10.0–022

BRAKES FRICTION PLATE AND ROTOR REPLACEMENT

0.220 IN. (5.60 mm) MINIMUM THICKNESS

• Refer to Illustration 4.

0.110 IN. (2.80 mm) MINIMUM THICKNESS

• Always replace left and right brake rotors and friction plate pads in pairs.

SIDE LEVER

ROTOR

• Replace friction plate pads or friction plate assemblies when the pad thickness measures 0.110 in. (2.80mm) or less.

PAD

PAD

• Replace rotors when rotor thickness measures 0.220 in.

(5.60mm) or less.

FRICTION PLATE

FRICTION PLATE

• When the brake is applied, the combined thickness of the rotor and friction plate pads should measure no less than 0.440 in. (11.20mm).

0.440 IN. (11.20 mm) MINIMUM OVERALL THICKNESS

ILLUSTRATION 4

0070

Friction Plate and Rotor Removal 114051 THREADED TUBE

• Refer to Illustration 5.

• Two tools are required to insure that the brake spring assembly remains assembled when disassembling and assembling brakes; 114051 threaded tube and 114050 nut.

114050 NUT

1. Tilt mast forward completely and raise mast approximately 3 feet ( 1 meter).

ILLUSTRATION 5

1162

2. Disconnect battery, block drive tires and block mast.

3. Remove front power unit cover.

4. On units with retractable overhead guard, remove lower front cover mounting cross brace.

BRAKE LEVER

5. Refer to Illustration 6. The brake spring assembly will need to be dissembled from brake lever to access friction plates and rotors. Install tools 114051 threaded tube and 114050 nut on spring bracket threaded rod to insure that spring assembly remains assembled.

114051 THREADED TUBE & 114050 NUT

DISASSEMBLE BRAKE SPRING ASSEMBLY HERE

6. Disassemble brake spring assembly from brake plates and brake lever.

BRAKE SPRING ASSEMBLY BRAKE PLATE 1163

Crown 1992 PF9312-4 Rev. 6/99

ILLUSTRATION 6

Printed in U.S.A.

04 REV. 6/99

M5.0–10.0–023

M5.0–10.0–023

BRAKES BELL CRANKS

LINKAGE

7. Refer to Illustration 7. Disassemble brake lever linkage from bell cranks (only).

REMOVE NUTS & LOCKWASHERS TO DISASSEMBLE LINKAGE FROM BELL CRANKS

1164

ILLUSTRATION 7

CASTLE NUT

BELL CRANK

8. Refer to Illustration 8. Disassemble bell cranks and side levers from both brake assemblies by removing top castle nuts and bottom side lever pin.

SIDE LEVER

PIN

1149

ILLUSTRATION 8

SHIELD NUT

FRICTION PLATE & SPACER

9. Remove components shown in illustration 9.

WASHER INSULATOR SHIM SPRING 1165

ILLUSTRATION 9

SPACER FRICTION PLATE

10. Refer to Illustration 10. Using flatblade screwdriver, small chisel, etc., separate spacer from friction plate and remove roll pins from friction plate.

11. Tension has been applied to hub and rotor spring.

Carefully remove torsion spring.

ROLL PIN

12. Remove lockwasher and bolt from hub.

1166

Crown 1992 PF9312-5 Rev. 6/99

ILLUSTRATION 10 Printed in U.S.A.

04 REV. 6/99

M5.0–10.0–024

M5.0–10.0–024

BRAKES

13. Refer to Illustration 11. Remove rotor and back friction plate.

ROTOR FRICTION PLATE 1167-01

Friction Plate and Rotor Installation

ILLUSTRATION 11 SHIELD NUT

FRICTION PLATE & SPACER

1. Install roll pins in outer friction plates and assemble spacers to plates.

WASHER INSULATOR

2. Install back friction plates and rotors. Align hole in rotor with slot in hub to allow easier assembly of torsion spring.

SHIM SPRING 1165

3. Install lockwasher to hub and bolt to drive motor shaft.

Torque bolt 50 ft. lbs. (68 Nm).

ILLUSTRATION 12

CASTLE NUT

BELL CRANK

4. Assemble torsion spring to hub and rotor. Wind spring at least 180 degrees to apply tension.

SIDE LEVER

5. Assemble components shown in illustration 12 to brake assemblies. Torque shield nuts 8 to 10 ft. lbs. (11 to 14 Nm).

PIN

1149

LINKAGE

6. Refer to Illustration 13. Reassemble bell cranks and side levers to brake assemblies. Do not over tighten castle nut. Bell crank should rotate freely on stud when assembled.

7. Refer to Illustration 14. Equal threads should be showing on both ends of the linkage connecting rods, they should turn freely all the way into the ball joints.

Assemble brake lever linkage to bell cranks.

ILLUSTRATION 13 BELL CRANKS

ASSEMBLE LINKAGE TO BELL CRANKS

1169

Crown 1992 PF9312-6 Rev. 6/99

ILLUSTRATION 14 Printed in U.S.A.

04 REV. 6/99

M5.0–10.0–025

M5.0–10.0–025

BRAKES

8. Assemble brake spring assembly to brake plates and brake lever. Torque nuts that secure spring assembly to brake plates to 18 ft.lbs. (24 Nm). Spring should be centered between brakes.

9. Remove the 114051 threaded tube and 114050 nut from spring bracket threaded rod.

10. Place weight ( approximately 50 lb. [22 kg.]) on brake pedal.

ADJUST THREADED ROD SO THAT FRICTION PLATES ARE TIGHT AGAINST ROTORS THEN LOOSEN TWO REVOLUTIONS CCW SHOULDER BOLT TO BE PARALLEL WITH FRONT WALL

11. Refer to Illustration 15. Adjust threaded rods so that friction plates are tight against rotors and the slave cylinder rod just touches the cylinder piston. The shoulder bolt that connects the two end rods to the brake lever should be parallel with the front wall.

ROD SHOULD JUST TOUCH CYLINDER PISTON 1151

ILLUSTRATION 15

12. Loosen threaded rod approximately two revolutions counterclockwise and secure threaded rod locknuts.

13. Check for a gap between rotors and friction plates, it should be between .020 to .025 in. (.50 to .65mm). If gap is not correct repeat steps 11 and 12.

14. Remove weight from brake pedal.

15. On units with retractable overhead guard, assemble lower front cover mounting cross brace.

16. Assemble front power unit cover.

17. Connect battery, remove blocks from mast and drive tires and drive truck back and forth slowly to check braking. Brakes should apply when brake pedal is raised approximately one inch (25 mm).

18. Check stopping distance see BRAKE ADJUSTMENT at the beginning of this section.

Crown 1992 PF9312-7 Rev. 6/99

Printed in U.S.A.

04 REV. 6/99

M5.0–10.0–026

M5.0–10.0–026

BRAKES TROUBLESHOOTING GUIDE

PROBLEM

PROBABLE CAUSE

REMEDY

Dragging Brakes

•Pad clearance improperly adjusted

•Adjust pad clearance

•Friction plates or rotors distorted

•Replace

•Pads soiled with grease or brake fluid

•Replace

•Incorrect or weak spring

•Replace

•Pedal linkage out of adjustment or binding

•Adjust, free up, lubricate or replace

•Contaminated fluid

•Replace

•Lines and/or connections kinked, collapsed, dented or clogged

•Repair or replace

•Master cylinder not releasing completely

•Check brake pedal connection, contaminated fluid

•Pad clearance improperly adjusted

•Adjust

•Friction plates or rotors distorted

•Replace

•Pads soiled with grease or brake fluid

•Replace

•Springs weak, broken or installed improperly

•Replace or install correctly

•Lines and/or connections kinked, collapsed, dented or clogged

•Repair or replace

•Master cylinder bore rough or corroded

•Repair or replace

•Pedal linkagebinding

•Lubricate and freeup

•Friction plates distorted

•Replace

•Pads worn out, loose, soiled with grease or brake fluid, foreign material embedded

•Replace

•Rotors thin, cracked, loose or

•Replace

•Springs weak or broken

•Replace

Grabbing or pulling

Noise and chatter when brakes applied

1172

CHART 1

Crown 1992 PF9312-8 Rev. 6/99

Printed in U.S.A.

04 REV. 6/99

M5.0–10.0–027

M5.0–10.0–027

MAINTENANCE

ILLUSTRATION 5-12 MASTER CYLINDER

Master Cylinder Disassembly

Operation

1. Pull back the rubber dust cover (5) and remove the circlip (6) with a pair of long-nosed pliers. (REFER TO ILLUSTRATION 5-12

When the brake pedal is depressed the push rod (2) contacts the plunger (3) and forces it up the bore of the cylinder (1). (REFER TO ILLUSTRATION 5-12).

During the first 1/32 inch (0.8 mm) of push rod travel, the spring washer (4) under the valve head is allowed to resume its natural “bowed” shape and closes the port to the reservoir. As the plunger continues to move up the bore, fluid is forced through the brake lines to the slave cylinders.

When the brake pedal is released the plunger moves back with the return of the fluid and the final movement of the plunger compresses the spring washer, lifting the valve seal off its seat and opening the supply tank port. The fluid can now move unrestricted between cylinder and reservoir.

2. Remove the plunger either by shaking the cylinder or by compressed air pressure.

If seals are loose on the plunger and appear oversize, the system is probably contaminated. Compare the old seals with new seals from rebuild kit, DO NOT ALLOW NEW SEALS TO COME IN CONTACT WITH OLD. If the old seals are considerably larger, contamination is again likely and the system should be thoroughly flushed. All seals and hoses should be changed at this time.

3. Inspect the surface of the plunger for any damage of any kind.

If plunger shows any damage at all, the master cylinder must be replaced.

Crown 1979 PF-5027-1

Printed in U.S.A.

M5.4 - 14 - 001

M5.4 - 14 - 001

MAINTENANCE 4. Clean all parts thoroughly that will be reused. Compare parts of assembly with parts in the rebuild kit to determine which parts will be reused.

5. Place the cleaned parts onto a very clean work area.

6. Inspect the plunger and cylinder bore for visible score marks, ridges, and corrosion. Check the bore for smoothness to touch. Very minor imperfections may be eliminated. The use of a very fine emery cloth in the cylinder bore should be the only type of repair attempted to remove any roughness in the cylinder bore.

CAUTION

Removal of any material or anodizing from the cylinder bore during any attempted clean-up operation will cause the cylinder to malfunction.

7. If there is doubt as to the condition of the parts then replace master cylinder. Inspect all remaining parts to be sure they are in good working order.

Master Cylinder Reassembly 1. Use the new parts obtained from Rebuild Kit during reassembly. Lubricate the inner diameter of the new plunger seal with unused brake fluid and fit the seal to the plunger.

2. Fit the valve seal, smallest diameter leading, onto the valve head. Position the spring washer on the valve stem to that it “flares” away from the valve stem shoulder. (SEE ILLUSTRATION 5-13)

6. Smear the sealing areas of the rubber dust cover with grease and fit to the push rod. Position the dust cover on the cylinder body.

NOTE When connecting the push rod it is necessary to maintain the 1/32 inch (0.8 mm) gap between the push rod and the plunger when the push rod is fully returned. In applications where the pedal returns until stopped by the cylinder there is no danger, but when a pedal stop is used care must be taken to maintain proper gap.

7. Install master cylinders in truck, connect lines, and bleed system.

Slave Cylinder At such time when the master cylinders and the brake system require maintenance it is recommended the slave cylinder(s) be included in such maintenance. Providing the working surfaces of the cylinder bore and piston are in good condition, new seals from a Crown Service Kit may be used. If score marks, ridges or corrosion appear on plunger or in cylinder bore, the slave cylinder should be replaced. Slight imperfections may be eliminated with the use of very fine emery cloth. If there is any doubt as to condition of slave cylinder it should be replaced.

CAUTION

Removal of any material or anodizing from the cylinder bore during any attempted clean-up operation will cause the cylinder to malfunction.

Disassembly 1. Remove slave cylinder from truck and disassemble on a clean work area (REFER TO ILLUSTRATION 5-14

ILLUSTRATION 5-13 3. Connect the spring retainer to the spring and compress the spring until the valve stem passes through the keyhole in the spring retainer and engages in the center. Fit the spring subassembly the plunger and press the leaf of the spring retainer to secure. (SEE ILLUSTRATION 5-13) 4. Lubricate the plunger seal and the cylinder bore with unused brake fluid.

5. Insert the plunger assembly fully into the cylinder bore, valve end first, easing the entrance of the plunger seal. Position the push rod and retaining washer and fit the circlip into groove.

ILLUSTRATION 5-14

Crown 1979 PF-5027-2

Printed in U.S.A.

M5.4 - 14 - 002

M5.4 - 14 - 002

MAINTENANCE 2. The new parts in the service kit will indicate which used parts can be discarded. Clean all remaining parts and the cylinder with unused brake fluid. Inspect all other parts to be sure all other parts are in good working condition.

Chart Listing Master Cylinder, Slave Cylinder, & Rebuild Kit.

Assembly 1. Place the new seal on the piston with the flat back of the seal against the shoulder.

2. Lubricate the seal and the cylinder bore with new brake fluid and reassemble the cylinder. Smear the dust cover and the sealing areas with grease to help protect the internal parts.

3. Install slave cylinder to truck and bleed system.

Crown 1979 PF-5027-3

Printed in U.S.A.

M5.4 - 14 - 003

M5.4 - 14 - 003

MAINTENANCE SECTION 6

STEERING

Crown 1980 PF-6250-1 Rev. 6/83

Printed in U.S.A.

01 REV. 6/83 M6.0 - 10 - 001

M6.0 - 10 - 001

MAINTENANCE

Reverse Steering (Standard) (SEE ILLUSTRATION 6-1)

STEERING The stand-up rider series lift truck is equipped with a power assisted steering system. Steering in your truck is accomplished with the use of a steering tiller arm connected to the top of a torque generator. A steering sprocket, connected to the bottom of the torque generator, transfers the steering force by means of a roller chain. The roller chain is routed around the “outside” of the steering shaft, adjusting roller, and sprocket assembly at the base of the torque generator.

The routing of the roller chain in this manner is “reverse steering”, which is standard equipment. To obtain “forward steering”, an idler roller assembly is added. The roller chain is routed on the “inside” of the steering shaft, and on the “outside” of the idler roller, adjusting roller and steering sprocket below the torque generator. A steering chain also connects the steering shaft to the steer wheels under the rear of the truck.

By rotating the steering handle clockwise, the truck will turn to the left when traveling in the forward direction. When the steering handle is turned counter-clockwise, the truck will turn to the right.

Forward Steering (Optional) By rotating the steering handle clockwise, the truck will turn to the right when traveling in the forward direction. When the steering handle is turned counterclockwise, the truck will turn to the left.

To convert your truck from “reverse” steering to “forward” steering, an idler roller must be added to the steering bracket assembly. A longer roller chain is needed, and is routed to the “inside” of the steering shaft sprocket and to the “outside” of the remaining sprockets and rollers.

DIRECTION OF TRAVEL

REVERSE STEERING

FORWARD STEERING

ILLUSTRATION 6-1

Crown 1980 PF-6250-2 Rev. 6/83

M6.0 - 10 - 002

01 REV. 6/83

Printed in U.S.A.

M6.0 - 10 - 002

MAINTENANCE

ILLUSTRATION 6-2 Chain Adjustment FORWARD STEERING (SEE ILLUSTRATION 6-2) The steering chain located in the steering bracket assembly is to be adjusted until 1/8″ to 3/16″ bow (in or out) is possible on slack side of chain. To determine amount of slack, pull one side of chain tight allowing excess chain to accumulate on slack side. Should the chain become loose, loosen the jam nut on the adjustment screw in the adjustment yoke assembly and turn the adjustment screw to obtain correct chain adjustment. Once setting is obtained tighten jam nut to lock assembly.

While making chain adjustment, check all sprockets, rollers, bearings and roller chain for wear and lubrication.

NOTE The steering handle spinner should be positioned at 8 o’clock with the steer wheels positioned for straight travel. This setting is in relation to the operator position.

The truck must be jacked up to adjust steer wheel chain. To adjust steer wheel chain, loosen jam nut, turn adjustor rod located on steer wheel until chain is snug and tighten jam nut. While making chain adjustment, check all sprockets, sprocket bearings and roller chain for wear and lubrication.

Lubricate as specified in Section 1, “Lubrication”.

ILLUSTRATION 6-3

Crown 1980 PF-6250-3 Rev. 6/83

M6.0 - 10 - 003

01 REV. 6/83

Printed in U.S.A.

M6.0 - 10 - 003

MAINTENANCE Lower Universal Joint Adjustment With all steering components and linkage assembled except the upper roller chain and hydraulic hoses to the torque generator, rotate the steering tiller arm and check for smoothness of operation. If the steering is rough or hard to turn, shift the universal joint up or down to a position where the steering operates smoothly and then complete the assembly.

TORQUE GENERATOR

1. Jack up rear of truck and place hardwood blocks beneath rear of truck frame.

2. Loosen and remove the steering chain from steer wheel and lower steering sprocket. Remove snap ring, washer, and sprocket from bottom of steering shaft.

3. Loosen and remove the upper steering chain. Disconnect the top of the steering shaft from the steering assembly bracket and remove shaft from lower bearing.

4. Locate the two clearance notches on the I.D. of lower bearing carrier. Move 90° in either direction from either notch and pivot the old bearing 90°, force down and out.

(Refer to Illustration 6-6) 5. Reverse steps 1 thru 4 for installation of new bearing.

NOTE Clean and inspect the bearing carrier thoroughly before installing new bearing. When installing new bearing make sure the collar of bearing is to the bottom of truck. The two set screws in the bearing collar must be removed; they are not used in this application.

ILLUSTRATION 6-4 Steer Wheel Bearing Installation In the event replacement of the steer wheel bearing is necessary, the following reassembly procedure should be followed. With the outer race inverted in relationship to its mounting position, install the bearing with the open side of the ball separator facing upward. Turn outer race and bearing assembly over and place on yoke. Install shim between yoke and retaining ring to obtain a running clearance of .003″ plus or minus .002″. (See Illustration 6-5) Insert (12) retainer screws and tighten. Secure outer race to power unit and tighten bolts to a torque reading of 85 to 95 ft./lb. (12.5 mkg).

ILLUSTRATION 6-5 Steering Shaft Lower Bearing Replacement The lower steering shaft bearing is located under the rear of power unit. The bearing is seated in a machined bearing carrier that is machined in such a manner that bearing removal and installation must be made in the following manner:

Crown 1980 PF-6250-4 Rev. 6/83

ILLUSTRATION 6-6

Printed in U.S.A.

01 REV. 6/83 M6.0 - 10 - 004

M6.0 - 10 - 004

MAINTENANCE MOTORS CAUTION

Disconnect battery before checking brushes.

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

Remove the brush bands to inspect the commutator and brushes. Check the commutator for any discoloration that may show signs of raised bars or stalls. Blow out all dirt and grit with compressed air.

CAUTION

Do not use emery cloth to clean commutator Check brushes to see that they are not chipped, broken or oil soaked. If any of these conditions exist, they must be replaced. If brushes are dirty, clean with a clean, dry cloth to remove loose particles of dirt. Be sure the brushes slide freely in their holders and make full contact with the commutator. Brushes that are worn beyond one-half their original length should be replaced.

1. Disconnect battery plug.

2. Clean brush band area of motor and remove band.

3. Remove screws holding brush pigtails.

4. Disconnect brush springs or move to side (varies with motor mfg.)

5. Remove brushes.

6. Check commutator for roughness and high spots.

Turn commutator if required.

7. Install new brushes, fasten pigtails and connect or secure brush springs.

8. Check to see that pigtails will not interfere with brush movement as the brushes wear.

9. Replace band.

C. Seal Replacement: On earlier “SC” models using a (80113) drive motor, a seal and spacer kit (80390) is to be used when the seal is replaced. Disassembly of the drive end head is not required to install the new seal and spacer. The seal and spacer must be removed, before the drive end head and bearing, when completely disassembling the motor (See Illustration 4-2).

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

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

ILLUSTRATION 4-2

DRIVE MOTORS A. Motor Removal: 1. Disconnect battery plug.

2. Remove floorboard, kickpanel and side panel.

3. Remove all electrical connections from motor.

4. Remove brake lines and mechanical brake linkage.

5. Remove two bolts accessible from the top side of the drive unit. Support the motor when removing the lower two bolts.

6. Remove motor.

D. Motor Installation: 1. Install new gasket on motor end bell (use gasket sealer as required).

2. Replace motor and secure bolts.

3. Replace brake lines and bleed excess air from lines (See bleeding procedure in “Brake” section of this manual).

LIFT AND TILT MOTOR A. Brush Inspection

B. Brush Replacement: NOTE Removal of motor for replacement of brushes is not necessary as access holes in the front of the power unit allow brush replacement while the drive motors are intact. © Crown 1978 PF-3380-1

M4.7 - 11 - 001

1. Disconnect battery plug.

2. Remove floorboard, kickpanel and side panels.

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

Printed in U.S.A.

M4.7 - 11 - 001

MAINTENANCE 4. Brushes should be changed when they reach a length of 9/16″ or will reach that length before the next scheduled maintenance inspection.

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

3. Use a hammer and chisel or drift punch to drive the spline out of the shaft (See Illustration 4-5), or far enough to install a gear puller on the shoulder of the spline.

B. Spline Replacement (84526) 1. Remove the drive end bearing and fan from the armature shaft. The fan is pressed onto the shaft and will require heating in order to remove it without damage. Heat the hub of the fan with a propane torch and use a puller to remove it from the shaft.

(See Illustration 4-3).

ILLUSTRATION 4-5 If a puller is used, insert a piece of 7/16″ OD rod, approximately 3″ long through the spline to provide a seat for the puller.

ILLUSTRATION 4-3

4. Clean the shaft out to remove all of the old grease and any metal chips or filings.

5. Press the new spline into the shaft until the shoulder is within 1/16″ of the armature shaft.

(See Illustration 4-6).

Replacement fans are available if broken during removal.

2. Press the spline retaining pin out of the shaft as shown in Illustration 4-4

ILLUSTRATION 4-6 6. Using the original retaining pin holes as a guide, (see Illustration 4-7 ) drill a 3/8″ hole through the new spline. Use a drill press to avoid enlarging the holes in the shaft. Clean the spline and shaft out with compressed air to remove all metal chips and filings.

7. Press the new retaining pin into the armature.

ILLUSTRATION 4-4

© Crown 1978 PF-3380-2

M4.7 - 11 - 002

Printed in U.S.A.

M4.7 - 11 - 002

MAINTENANCE NOTE The new retaining pin is a bit longer than necessary and will have to be ground or filed down to the same diameter as the shaft. Be careful not to remove any stock from the armature shaft.

ILLUSTRATION 4-8 ILLUSTRATION 4-7 CAUTION 8. Use Locktite type 75 “Green” on the inside of the fan hub and press the fan onto the shaft until it is 1/16″ past the end of the shaft as shown in Illustration 4-8.

The fan must be a tight fit on the shaft or motor damage can occur. Replace the fan if a tight fit is not accomplished.

9. Before installing the motor, lubricate the new spline with multi-purpose grease (Crown No. 63002-7).

Relubricate the spline in accordance with Crown lubrication section in this manual.

© Crown 1978 PF-3380-3

M4.7 - 11 - 003

Printed in U.S.A.

M4.7 - 11 - 003

MAINTENANCE

† = Shortest Length (Side) * = RC Units Only

Crown 1978 PF-3380-4 Rev. 3/83

Printed in U.S.A.

01 REV. 3/83

M4.7 - 11 - 004

M4.7 - 11 - 004

MAINTENANCE

* = Shortest Length (Side)

Crown 1978 PF-3380-5 Rev. 3/83

Printed in U.S.A.

01 REV. 3/83

M4.7 - 11 - 005

M4.7 - 11 - 005

MAINTENANCE

Crown 1978 PF-3380-6 Rev. 3/83

Printed in U.S.A.

01 REV. 3/83

M4.7 - 11 - 006

M4.7 - 11 - 006

MAINTENANCE SECTION 7

MASTS

Crown 1982 PF-6282-1

Printed in U.S.A.

M7.0 - 10 - 001

M7.0 - 10 - 001

MAINTENANCE

MAST

MAST DISASSEMBLY

Your lift truck has been built with one of three mast assembly types (TL, TF or TT), depending on your particular application. The masts are constructed of hot rolled carbon steel “I” beams and “C”-Channel. They telescope on alloy steel column and carriage rollers which are contoured to the inside radii of the “I” beams and “C”-Channel. The telescopic mast section(s) are nested in the main upright (first stage) to provide maximum visibility for the operator.

The following steps covers all TF, TL & TT masts mounted on the truck:

TL (Telescopic Limited Free Lift) Mast The “TL” is a two stage mast assembly having a single cylinder. The fork carriage will raise 12″ before the second stage mast will begin to telescope from the first stage mast. From that point, the second stage will ascend at 1 ⁄ 2 the fork carriage speed until the maximum lift height is attained. The lift chain is attached to the bottom of the first stage mast and is routed over the roller bar, located on the cylinder, and attaches to the bottom of the fork carriage.

TF (Telescopic Full Free Lift) Mast The “TF” is also a two stage mast assembly which incorporates a three cluster cylinder assembly. The fork carriage will raise to the top of the second stage mast through the extension of the two shorter rams in the cylinder cluster. After these cylinders are fully extended, the remaining cylinder ram will push the second stage from the first stage until the maximum lift height is attained. The lift chain is attached to the sides of the short cylinders and is routed over the yoke assembly and attaches to the bottom of the fork carriage.

TT (Triple Telescopic Full Free Lift) Mast The “TT” is a three stage mast assembly providing a high lift height while maintaining a low collapsed height. The “TT” incorporates two side cylinders and a single “free lift cylinder”. The fork carriage assembly ascends completely to the top of the mast as the single center cylinder is completely extended. As the carriage reaches the top of the mast it contacts a pair of stops, at this time the two side cylinders begin to extend and the 2nd and 3rd stage masts begin to ascend.

As the side cylinders begin to extend, the second stage is forced up and the third stage is also raised at the same time. A pair of lift chains attaches to the bottom of the third stage and to the top of the main frame.

These lift chains are routed through pully assemblies mounted in the top of the second stage mast.

The center cylinder or free lift cylinder is mounted to the third stage with mounting hardware at the base and to the center crossmember. Lift chains are routed from the back of the cylinder through a yoke assembly at the top of the cylinder and to the back of the carriage assembly.

1.Remove load back-rest, raise carriage and remove forks, lower lift cylinders completely.

2.Unplug and remove battery; “SC” trucks have a toe-guard that must be removed.

3.Connect a hoist to the carriage and raise carriage assembly to get slack in the lift chains and any accessory hydraulic hoses, disconnect the chains and any hydraulic lines from the back of the carriage.

4.Remove yoke assemblies from the top of free lift cylinder(s).

5. Lower the carriage completely and connect the hoist to the top crossbrace of the mast in which the fork carriage travels; raise the mast until the carriage can be pulled forward and out of the mast.

Steps 6 thru 15 are “TT” Mast Disassembly procedures only.

6.Disconnect the hydraulic line at the bottom of the free lift cylinder; remove the two screws securing the bottom of the cylinder to the base of the 3rd stage.

7. Remove the u-bolt assembly securing the cylinder to the middle cross-brace, stabilize the cylinder while removing the u-bolt and move cylinder to a clean work area if cylinder disassembly is required.

NOTE A button rest is located under cylinder that is required at reassembly. Do not misplace.

8. Remove stop bolt from 3rd stage mast; remove accessory hose guide if so equipped, at bottom of mast.

9. Disconnect lift chains from 3rd stage; remove the manifold block that secures lift lines at base of the 3rd stage.

10. Connect hoist to the top of 3rd stage mast and raise until it can be pulled from the 2nd stage mast. Remove column rollers and shims making sure of the number and position of all shims for reference at reassembly. Lay the third stage aside and proceed to the top of the second stage.

11. Remove the column rollers from the top of the second stage, record the number and position of all shims.

12. Attach hoist to the top of second stage mast and raise high enough to allow the hydraulic hoses and lift chains to be pulled clear of rollers in the top of second stage.

Crown 1982 PF-6282-2

Printed in U.S.A.

M7.0 - 10 - 002

M7.0 - 10 - 002

MAINTENANCE 13. Lower second stage completely and remove the roll pins securing the side cylinders to the top of the second stage. Remove both internal stops near the top of the first stage, the second stage will have to be raised nearly to its maximum in order to gain access to the internal stops through the webb of the second stage.

14. After removing the internal stops, continue to raise the second until it can be pulled from the top of the first stage. Remove the column rollers from the bottom of the second stage and the top of the first stage. Record the number and position of all shims for reference at reassembly.

15. Disconnect the hydraulic lines at the base of the two side cylinders. Support the cylinders and remove the two screws and button rest securing the cylinders to the base of the first stage. Move cylinders to a clean work area if further disassembly is required.

Steps 16 thru 18 are “TL” Mast Disassembly procedures only.

16. Attach a cylinder clamp near the top of the cylinder assembly and support the cylinder with hoist while the free lift stud is disconnected from the top of the second stage.

17. Disconnect the hydraulic line at the base of the cylinder; remove the two screws at the base of the cylinder and move cylinder assembly to a clean work area for further disassembly.

NOTE Pull lift chains through roller bar and remove tension bars from main frame.

18. Attach a hoist to the top of the second stage mast; remove stops from the top of the first stage; raise the second stage until it can be pulled from the first stage.

Record the number and position of all shims for future reference.

If the amount of overhead clearance will not allow the masts to be raised enough for removal, the mast assembly will need to be unbolted from the power unit and laid down. The following procedure is for power unit removal: 1. Remove load back-rest, forks, and lower lift cylinders completely.

2. Disconnect and remove battery; disconnect the hydraulic lines leading to mast at bulk heads.

3. Remove lift limit switch from mast; attach a hoist to the top of the mast assembly; disconnect the tilt cylinders from the mast assembly.

4. Support the mast assembly with the hoist and remove the bushing clamps securing the mast to the power unit at the mast pivot pins.

5. Lay the mast assembly on its back side (side which normally faces the operator).

6. Refer to disassembly procedure in this section at this time if further disassembly is required.

NOTE With the mast assembly laid down, the cylinder and mast assemblies must be removed by making all hook ups with hoist as near the center of the assembly as possible to maintain balance.

MAST REASSEMBLY 1. Clean both column roller studs at the top of the mainframe. If any paint or rust is evident on the studs, remove with emery cloth and grease with multi-purpose grease (Crown No. 63002-7).

2. Arbitrarily place one shim on each stud and install column rollers. With the use of an inside caliper (SEE ILLUSTRATION 7-8), measure between the two rollers.

Steps 19 thru 21 are “TF” Mast Disassembly procedures only.

19. Remove the bolt securing the top of the lift cylinder to second stage mast. Attach a hoist to the top of the second stage and raise high enough to get an 8″ (approx.) hardwood block under the second stage.

20. Install a forged “I” bolt into the top of the cylinder assembly and attach hoist. Support the cylinder with hoist while the two screws are removed from the base of the cylinder assembly.

21. Lift the cylinder assembly clear of the mast and move to a clean work area if further disassembly is necessary.

NOTE Cylinder removal is not a recommended practice; “most” repairs can be accomplished with the cylinders remaining in the truck.

ILLUSTRATION 7-8

Crown 1982 PF-6282-3

Printed in U.S.A.

M7.0 - 10 - 003

M7.0 - 10 - 003

MAINTENANCE

Crown 1982 PF-6282-4

Printed in U.S.A.

M7.0 - 10 - 004

M7.0 - 10 - 004

MAINTENANCE

NOTE The column roller studs are canted, so be certain to take the measurement on the correct portion of the roller (narrowest dimension possible).

3. Measure the outside of the second stage mast, along the area where the first stage column rollers will travel, with an outside caliper (SEE ILLUSTRATION 7-8).

4. After finding the widest contact point, lock the thumb screws and place the inside and outside calipers together and determine the amount of shim to be added to (or removed from) the column rollers. When shimming column rollers, try to balance out the number of shims (Example: 2 shims right, 2 shims left). If an uneven number of shims are required, note the side to which the extra shim was added and install all other odd shims to that side.

5. Follow the above procedure for measuring the second stage, lower column rollers and the inside of the first stage channels at the rollers contact point. After measurements, shim accordingly.

6. Connect a hoist to the second stage mast; raise the second stage until it will engage the main frame at the top.

Lower the second stage into the main frame and check running clearance.

NOTE When the column rollers are properly adjusted, they should leave a slight paint scrape on the inside rails of the first stage mast and the outside rails of the second stage.

7. Apply a small amount of multi-purpose grease to the contact areas of the masts.

8. Install poly stops to the base of main frame; (TL & TF only).

9. Install lift cylinders and chains; (TT only).

NOTE Be sure button rest is positioned correctly under ram.

10. Install the two side lift cylinders, secure the base of cylinders at the base of the main frame; install the internal stops at the top of first stage.

11. Attach the two side cylinder rods to top of second stage with roll pin; install chain rollers into top of second stage.

12. The hydraulic lift hoses are routed over a pulley at the top of the second stage; this pulley can be installed at this time. A mast assembly used on an “RC” will have the pulley mounted to the left side and an “SC” mast will have the pulley mounted to the right side of the mast.

Left and right as called out here is from the operator position.

13. Install third stage mast in same manner as second; use hardwood blocks and block each mast approx. 12″-15″ apart; connect lift chains to top of first stage, route through top of second, and connect to bottom of third stage.

14. Install hydraulic lift line manifold to the bottom of third stage (left side - RC, right side - SC); the hydraulic lines are installed with the “male” fitting into the manifold block at the bottom of the third stage. Route the hydraulic hoses through the pulley at top of second and connect hoses to connectors in a manifold block mounted to the bottom of the first stage.

15. Install stop bolt to the bottom of third stage; this stop must be installed to opposite side of the mast from lift hoses to prevent hose damage when the mast is extended completely.

16. Install the center cylinder into the third stage.

CAUTION

Always block masts when working on masts in an elevated position, even though connected to a hoist.

With the use of an overhead crane, flip the mast assembly (all three stages) over and attach the toe guard (SC only).

Attach a chain or sling to the top end of the mast assembly and lift mast into position on the truck. Slide the bushings on each power unit mast pivot pin and secure bushing clamps with bolts. Attach the tilt cylinders to the mast with the cylinder pins and insert the keeper pins (roll pins) through the mounting bracket and pivot pin.

The fork carriage column rollers should now be installed along with the poly stop and side thrust rollers (at this time, do not insert roll pins into the side thrust roller studs). The fork carriage can now be introduced into the mast. Adjust the column rollers using the same method used on the mast assemblies.

NOTE Side-thrust rollers are used on “TT” mast assemblies only.

Crown 1982 PF-6282-5

Printed in U.S.A.

M7.0 - 10 - 005

M7.0 - 10 - 005

MAINTENANCE

After all stop adjustments are completed, lower the lift cylinder to the home position and adjust chain anchors so there is 1″ of ground clearance below the forks.

While the fork carriage is at the bottom of the mast, adjust (turn) the top (outside) side thrust rollers (see Illustration 72) on their eccentric studs until the rollers contact the outside lip of the third stage mast. Tighten the thrust rollers’ cap screw from the front of the fork carriage. Run the carriage to the top of the mast and adjust the lower (inside) side thrust rollers until they come in contact with the inside lip of the third stage mast, then tighten. Cycle the carriage through the third stage mast several times and check for tight spots or excessive clearance. If the side thrust roller settings are correct, scribe their relative position on the fork carriage (scribe both stud and carriage) and disassemble. Insert roll pins into

the fork carriage and select one of the five roll pin holes, located in the back of the roller stud, which will position the stud closest to your scribed marks (See Illustration 7-3). Reinsert cap screws and tighten. As a rule of thumb, the maximum side thrust roller clearance due to load cocking should not exceed 1/8″.

Recheck all adjustments and inspect all snap rings and roll pins. Insert cotter pins in the chain anchors threaded shaft and spread tabs.

Crown 1982 PF-6282-6

Printed in U.S.A.

M7.0 - 10 - 006

M7.0 - 10 - 006

MAINTENANCE

LIFT CHAINS The lift chains on your truck were designed for efficient, reliable transmission of lifting force from hydraulic cylinder to the forks. Safe, uninterrupted use of your lift depends on the proper care and maintenance of the lift chain.

After every 100 hours of truck operation, lift chains should be inspected and lubricated. When used in an extremely corrosive environment, inspect chains every 50 working hours. During inspection, check for the following: A. Wear Chain wear (stretch) develops as the joints wear. Allowable wear (stretch) length is not to exceed 3%. On Crown 16 pitch lift chains (73991), when 16 pitches measure 12.375″ the chains must be replaced as a pair. Note that 16 pitches of new chain measures 12.000″.

B. Rust and Corrosion An oil film must be present on lift chains at all times.

Never degrease or steam clean chains.

C. Cracked Plates ILLUSTRATION 7-2 Install all hydraulic components connecting the mast assemblies to the power unit; all electrical components should be reinstalled at this time. Install forks and load backrest onto carriage assembly; place battery into battery compartment and run operational check.

CAUTION

Be sure all stops and safety devices are in place before cycling mast to check for proper operation.

Fatigue cracks, when found, are almost always located through the pitch holes perpendicular to the pitch line.

Stress-corrosion cracks will be found on the ends of individual links and will point to the adjacent pin. If chain inspection reveals either type of crack, both chains must be replaced.

D. Tight Joints All joints must flex freely. Inability to flex indicates an inadequate lubrication schedule.

E. Protruding or Turned Pins Excessive loads and inadequate lubrication will cause the press-fit pins to rotate. Turned pins can be quickly spotted because the flats on the “V” heads are no longer in line. Left uncorrected, these pins will eventually work out and could cause severe damage and extended downtime. Never drive pins back into position, chains must be replaced as a pair.

F. Chain Anchors and Pulleys An inspection of your chain system should include a close examination of chain anchors and pulleys. Also, whenever checking or adjusting chains, make sure the cotter pins in the chain anchors are used and spread properly.

ILLUSTRATION 7-3

Crown 1982 PF-6282-7

Printed in U.S.A.

M7.0 - 10 - 007

M7.0 - 10 - 007

MAINTENANCE TORQUE GENERATOR The torque generator used in this unit consists of two elements in one housing; the gerotor (hydraulic motor) and the companion control valve. The two elements are interconnected by drive links to provide an emergency direct through drive in the event of a hydraulic failure.

The turning effort, (torque) is provided by the gerotor mechanism which consists of an inner star and outer ring.

The inner star has six teeth which orbit in a fixed outer ring with seven lobes. The orbiting effect is created by hydraulic pressure from the control valve to the chambers between the inner star and outer ring lobes and is transformed into a steady circular shaft motion through a double ended splined drive to the power end shaft. This creates a high torque at low R.P.M. The control shaft operates at the same speed as the output shaft. The control valve consists of three basic components: the valvebody, control sleeve, and control spool. There are no external lubrication points on the torque generator. The hydraulic motor and valve mechanism are lubricated on the inside by the hydraulic fluid passing through it.

Repairs to be made on the torque generator should be done in a clean area, and during disassembly the parts should be laid out and inspected, then assembled without any foreign material entering unit. All parts should be cleaned with a degreasing solution and air dried before assembly. Do not wipe any parts with rag or shop towel. A small piece of lint could cause a malfunction of the gerotor or valve mechanism.

Disassembly Before loosening cap bolts scribe a line parallel to the center line of the unit from the power end housing to the control end cap to assist in orientating the parts for reassembly. Note position of power end and control end shaft keyways. Drain oil from unit by rotating the control shaft several times. Place unit in a soft jawed vise with the power end shaft up. Remove the key from the keyway.

Now remove the seven socket head cap screws that secure the power end housing to the control housing. Lift off the power end housing and shaft assembly from the upper wear plate. Slide the power end shaft out of the housing and discard the shaft “O” Ring seal. Note position of the seal washer. Remove the power end drive from the gerotor set. Then remove the gerotor set and wear plates from the control housing and lay these parts out on the bench for inspection. Lift out the control end drive from the center of the control spool in the control housing. Now relocate the unit in the vise to a horizontal position and remove the key from the shaft keyway. Inspect and clean the control end shaft. Carefully remove the four socket head cap screws that secure the control end cap to the

© Crown 1978 PF-3389-1

M6.3–11–001

control housing. Slip off the control end cap and remove the static “O” Ring, shaft “O” Ring seal and seal washer from the control end cap. Now pull the control spool and sleeve out of the control housing. Carefully note the position of the centering springs and push the cross pin from the sleeve. Slide the control spool out of the control sleeve and remove the centering springs. If spool and sleeve are frozen in the control housing, discard the entire control valve assembly and replace. DO NOT replace or interchange control spool, control sleeve or control housing separately as these parts should be replaced in matched assemblies.

Careful inspection of all parts is essential for proper operation after assembly. The centering springs should be checked for abnormal wear or deformation. Check the gerotor wear plates for wear or scoring. A certain amount of polishing due to the rubbing action on the wear plates may occur and should not be taken for wear. If heavy wear is evident, wear plates should be replaced. These parts are precision matched to a fine finish and flatness which prevents high pressure leakage in this area. Inspect the control spool, control sleeve and control housing for scoring or uneven wear. These three pieces are select fit during original assembly and any undue wear or damage to any one part makes it mandatory that they all be replaced as a matched set. Inspect edges of cross pin holes in control sleeve and tapered holes in the control spool for burns or interruptions. These must be removed for proper valve operation. Check cross pin for snug fit in control sleeve, if not, replace. Inspect the stub shafts of the power end shaft and control spool for coupling wear and broken-out keyways. If wear is severe replace part.

Severe coupling wear generally indicates misalignment.

Assembly Insert the control spool into the control sleeve so that the spring slots will line up. DO NOT force these two together.

Due to a very close fit, it may be necessary to insert the spool from the opposite end. Install the two sets of centering springs back-to-back in the spring slots with the notched ends of the springs away from the shoulder of the spool. Center springs in slot so they do not stick out beyond the sleeve. Now insert cross pin. Carefully insert the control sleeve into the bore of the control housing the same procedure used to assemble the spool and sleeve.

Place new “O” Ring seals in the static “O” Ring seal groove and the shaft “O” Ring seal counter- bore of the control end cap. You will notice that the proper size “O” Ring appears to be too large and must be pushed in place. Place the seal washer in the counterbore adjacent to the seal. Install the control end cap over the shaft of the control spool with a twisting motion to prevent damage to the seal. Care should be taken to prevent the control spool and

Printed in U.S.A.

M6.3–11–001

MAINTENANCE sleeve assembly from sliding out of the control housing during assembly procedures. Align the control end cap with the previously scribed line and loosely secure the assembly with four socket head cap screws. Using the original scribed line to aid in relative position of these parts, place the wear plate on the lapped surface of the control housing aligning the larger holes of the wear plate with the tapped holes of the control housing. Observe the control end drive and note the slot in its spline. Insert the spline in control spool and rotate slightly until the slot drops on the cross pin through the spool. With this in place, assemble the gerotor inner star and outer ring and place them on the wear plate. Engage the splined end of the control end drive with the splined hole of the gerotor inner star. Note that it is important that the two teeth of the drive gear be directly in line with the valley between any two points of the inner star. If this alignment is not correct, unit will attempt to operate in reverse when operated with hydraulic pressure. Insert one end of the double ended splined power end drive into the gerotor inner star splined hole. Now place the other wear plate over the gerotor set.

Check power end housing to be sure it is clean. Lubricate shaft “O” Ring seal with clean oil and insert in power end housing “O” Ring counterbore groove. This “O” Ring will appear to be too large for its counterbore and must be pushed in place. Insert the seal washer in the counterbore. Insert the power end shaft into the power end housing with a twisting motion to prevent damage to the seal.

Place the power end housing and shaft over the power end drive splined end and rotate until splined joint is engaged. Check and align power end housing with scribed line. Clean and inspect the seven cap screws.

Apply a drop of grade C-Loctite to each screw, insert and thread them into the seven holes of the power end housing. Slowly tighten the seven cap screws evenly to a torque of 12 to 14 ft./lbs. If power end shaft does not turn freely after cap screws have been tightened, back off tension and retighten screw more even. Turn the unit over and tighten the four cap screws that secure the control end cap.

TROUBLE SHOOTING CHART FOR TORQUE GENERATOR 1. Slow Speed

2. Lack of Power a. Worn pump not delivering sufficient power—repair or replace torque generator. b. Low oil supply—fill reservoir to recommended level. c. Faulty relief valve—check pressure reading.

Replace relief valve.

3. Binding or Locking a. Misalignment of input or output shaft of steering unit—correct misalignment.

4. Oil Fluid Overheating a. Relief valve partially stuck open causing continuous bypass—repair valve. b. Insufficient oil supply—refill reservoir. c. Steering unit not recentering to neutral position.

Check and correct alignment of input shaft.

5. Input Wheel Creep or “Motoring” a. Broken or weak centering springs. Disassemble control end of unit and check springs by placing it on a flat surface and pressing it down to 1/16 inch, release and it should return to 7/32 inch when released. If spring is completely broken, disassemble complete unit and thoroughly clean all parts and reassemble. b. “Sticky” control spool and sleeve. Disassemble control end of unit and inspect for foreign matter or burns between spool and sleeve. Control spool must rotate freely in sleeve.

6. Oil Leaks a. Tighten all cap screws and replace shaft “O” Rings.

7. Output shaft attempting to operate in reverse of input shaft rotation or extreme chatter of input wheel after unit has been repaired. a. Incorrect reassembly of control sleeve and gerotor inner star orientation. Disassemble unit and reposition inner star one splined tooth on control end drive spline.

a. Worn pump—repair or replace pump. b. Pressure relief valve partially stuck in open position.

Disassemble, clean and repair pump. c. Kink or flattened hydraulic line to steering unit— replace line. d. Worn gerotor mechanism in torque booster— disassemble and replace part.

© Crown 1978 PF-3389-2

M6.3–11–002

Printed in U.S.A.

M6.3–11–002

MAINTENANCE MAST Your lift truck has been built with one of three mast assembly types (TL, TF or TT), depending on your particular application. The masts are constructed of hot rolled carbon steel “I” beams and telescope on alloy steel column and carriage rollers which are contoured to the inside radii of the “I” beams. The telescopic mast section(s) are nested in the main upright (first stage) to provide maximum visibility for the operator.

TL (Telescopic Limited Free Lift) Mast

MAST ASSEMBLY PROCEDURE (Off Truck Method) Lay the first stage mast on its back side (side which normally faces the operator) and clean both column roller studs. If any paint or rust is evident on the studs, remove with emery cloth and grease with multi-purpose grease (Crown No. 063002007). Arbitrarily place one shim on each stud and install column rollers. With the use of an inside caliper (see Illustration 7.0-1), measure between the two rollers.

OUTSIDE CALIPER

The “TL” is a two stage mast assembly having a single cylinder. The fork carriage will raise 12 in. (305 mm) before the second stage mast will begin to telescope from the first stage mast. From that point, the second stage will ascend at 50% of the fork carriage speed until the maximum lift height is attained. The lift chain is attached to the bottom of the first stage mast and is routed over the roller bar, located on the cylinder, and attaches to the bottom of the fork carriage.

TF (Telescopic Full Free Lift) Mast The “TF” is also a two stage mast assembly which incorporates a three cluster cylinder assembly. The fork carriage will raise to the top of the second stage mast through the extension of the two shorter rams in the cylinder cluster. After these cylinders are fully extended, the remaining cylinder ram will push the second stage from the first stage until the maximum lift height is attained. The lift chain is attached to the sides of the short cylinders and is routed over the yoke assembly and attaches to the bottom of the fork carriage.

TT (Triple Telescopic Full Free Lift) Mast The “TT” is a three stage mast assembly having a high lift height while maintaining a low collapsed height. The “TT” incorporates a three cluster cylinder assembly, similar to the cylinder assembly used on the “TF” mast assembly. The fork carriage will ascend completely to the top of the mast, through the extension of the two shorter cylinders. As these cylinders complete their stroke, the fork carriage will trip a set of safety latches which permit the second and third stage mast to ascend. The main cylinder will then extend, pushing the second stage mast from the first stage mast while pulling the third stage mast up (by means of lift chains) until the maximum lift height is attained.

The lift chain is attached to the bottom of the first stage mast and is routed over the yoke assemblies located on the two shorter cylinders. It is then threaded around the lower third stage pulleys, over the upper third stage pulleys and attaches to the bottom of the fork carriage.

INSIDE CALIPER 1908S

ILLUSTRATION 7.0-1

The column roller studs are canted, so be certain to take the measurement on the correct portion of the roller (narrowest dimension possible). Measure the outside of the second stage mast, along the area where the first stage column rollers will travel, with an outside caliper (See Illustration 7.0-1).

After finding the widest contact point, lock the thumb screws and place the inside and outside calipers together and determine the amount of shim to be added to (or removed from) the column rollers. When shimming column rollers, try to balance out the number of shims (Example: 2 shims right, 2 shims left). If an uneven number of shims are required, note the side to which the extra shim was added and install all other odd shims to that side.

Follow the above procedure for measuring the second stage, lower column rollers and the inside of the first stage channels at the rollers contact point. After measurements, shim accordingly.

Crown 1978 PF-3387-1 Rev. 6/93

Printed in U.S.A.

01 REV. 6/93

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MAINTENANCE

Roll the second stage mast through the first stage and check running clearance. When the column rollers are properly adjusted, they should leave a slight paint scrape on the inside rails of the first stage mast and the outside rails of the second stage. After adjustment, apply a small amount of multi-purpose grease to the contact areas of the masts.

The fork carriage column rollers should now be installed along with the poly stop and side thrust rollers (at this time, do not insert roll pins into the side thrust roller studs). The fork carriage can now be introduced into the third stage mast.

Adjust the column rollers using the same method used on the mast assemblies.

Pre-assemble the poly stops to the stop block and install on the inside rails at the top of the first stage. The second stage mast should then have one poly stop bolted to the top of the mast, next to the cylinder mounting pad.

Attach the yoke assemblies to the cylinder and insert roll pin fasteners. Install the chain anchors to the bottom of the first stage mast and couple and thread the lift chains (routing can be found on mast assembly drawing in your service manual).

Before installing the cylinder, apply hydraulic sealant to the hydraulic fitting and tighten into cylinder. With the use of an overhead crane, lower the cylinder assembly into the first and second stage. Locate the bottom of the cylinder on the rest button and tighten the two bolts through the bottom of the first stage. Align the top of the cylinder to the top of the second stage, apply thread locking adhesive to bolt, insert and tighten bolt.

Cycle the mast and adjust poly stops on first stage mast to stop the second stage evenly. Check the safety latches to see that the latch catches are no more than 0.125 in. (3 mm) beyond the latch ears. To obtain this dimension, shims may be added below the poly stop on the top of the second stage.

After all stop adjustments are completed, lower the lift cylinder to the home position and adjust chain anchors so there is 1 in. (25 mm) of ground clearance below the forks.

OUTSIDE THRUST ROLLERS

Pre-assemble the third stage latch spring stop pins and chain pulleys and secure pulley pins with snap rings. Clean the column studs and grease. Adjust in the same manner as done on first and second stage mast. After adjusting is completed, grease the rails on the second and third stage.

Pre-assemble the spring stops (roll pins), grease fittings and the locking screw onto the latches and attach to mast latch pins after springs have been properly seated. Insert the snap rings on the end of each latch pin. Apply a drop of thread locking adhesive to the bolts which attach the third stage stop to the third stage mast, insert and fasten.

With the use of an overhead crane, flip the mast assembly (all three stages) over and attach the toe guard (SC only).

Attach a chain or sling to the top end of the mast assembly and lift mast into position on the truck. Slide the bushings on each power unit mast pivot pin and secure bushing clamps with bolts. Attach the tilt cylinders to the mast with the cylinder pins and insert the keeper pins (roll pins) through the mounting bracket and pivot pin.

INSIDE THRUST ROLLERS 2139S

ILLUSTRATION 7.0-2

Crown 1978 PF-3387-2 Rev. 6/93

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MAINTENANCE

While the fork carriage is at the bottom of the mast, adjust (turn) the top (outside) side thrust rollers (see Illustration 7.02) on their eccentric studs until the rollers contact the outside lip of the third stage mast. Tighten the thrust rollers’ cap screw from the front of the fork carriage. Run the carriage to the top of the mast and adjust the lower (inside) side thrust rollers until they come in contact with the inside lip of the third stage mast, then tighten. Cycle the carriage through the third stage mast several times and check for tight spots or excessive clearance. If the side thrust roller settings are correct, scribe their relative position on the fork carriage (scribe both stud and carriage) and disassemble. Insert roll pins into the fork carriage and select one of the five roll pin holes, located in the back of the roller stud, which will position the stud closest to your scribed marks (See Illustration 7.03). Re-insert cap screws and tighten. As a rule of thumb, the maximum side thrust roller clearance due to load cocking should not exceed 0.125 in. (3 mm).

CAP SCREW

RETAINING RING

ROLL PIN ROLLER STUD

MAST ADJUSTING PROCEDURE (On Truck Method) NOTE The mast adjustment procedure, explained below, applies only to “TT” mast assemblies incorporating the detachable third stage rest assembly (Crown part no. 083446).

Before attempting adjustment, move the truck to an authorized maintenance area. Lift and securely block truck so drive tires are off floor.

Unfasten the lift chains at the bottom of the fork carriage and engage the lift lever until the two short cylinders are fully extended. Bolt the chains together directly below the third stage, upper pulleys, using two 0.5 in. x 3 in. machine bolts.

With the use of a long pry bar, trip the safety latches as you begin to lift the third stage mast. Once the latches are away from the second stage catches, they should be disassembled. Continue to raise the mast until the fork carriage is free of the third stage mast. Remove the carriage from the front of the truck.

Lower the mast assembly to the home position and begin adjustment on the column rollers located on the top of the first stage mast. Insert a pry bar on the left side of the mast, between the first and second stage, and try to pry the second stage to the right. While maintaining pressure, scribe a mark along the right edge of the second stage mast, onto the face of the first stage mast.

CAUTION

SIDE THRUST ROLLER

Excessive prying force can deflect the mast channels and give inaccurate readings. Do not pry on or against column rollers.

0323S

ILLUSTRATION 7.0-3 Recheck all adjustments and inspect all snap rings and roll pins. Insert cotter pins in the chain anchors threaded shaft and spread tabs. Your truck is now ready to be put into operation.

Move the pry bar to the right side of the mast and insert it between the first and second stage. Pry the second stage left and again scribe a mark along the right edge of the second stage, onto the face of the first stage. Measure the distance between the scribe marks and note the dimension and location on the face of the second stage mast. Raise the mast assembly until the middle of the second stage mast is directly over the first stage column rollers and repeat the measuring procedure explained above. After measurement is obtained and noted on the mast, raise the second stage to the top of the first stage and repeat measuring procedure.

Crown 1978 PF-3387-3 Rev. 6/93

Printed in U.S.A.

01 REV. 6/93

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MAINTENANCE

NOTE

After all readings are obtained and noted, unfasten the third stage rest assembly (083446) and lower the third stage mast until the column roller, requiring adjustment, is exposed.

Shim accordingly. Once adjustments are completed, reintroduce the third stage into the second stage.

All prying and measuring operations must be performed as close as possible to the column roller requiring adjustment.

CAUTION

Determine the smallest dimension, as this is the amount of shim to be added to the first stage column rollers.

Lower the mast assembly to the home position and proceed to adjust the column roller located on the lower outside rails of the second stage mast. Perform the measuring procedure, explained previously, while the column roller is at the bottom, middle and top of the first stage mast. After all three readings are obtained, determine the smallest dimension as this is the amount of shim to be added to the lower second stage column roller. There are different shim thicknesses available.

Attach a heavy chain to the top second stage cross member and unfasten the lift chain from the third stage upper pulleys by disconnecting the (2) 0.5 in. x 3 in. machine bolts.

Unthread the lifting chain from the yoke assembly, located above the lift cylinders, and unfasten the cylinder mounting bolts (upper and lower).

Care should be taken when re-inserting column rollers into mast “I” beam channels as column roller or column roller bearing damage could result.

Raise the third stage mast and secure the rest assembly.

Lower third stage mast to home position (on second stage poly stop) and unfasten chain. Connect chain to the upper second stage cross member and raise mast to a position where the lift cylinder can be re-installed. Lower mast and secure cylinder fasteners. Disconnect chain from second stage mast and re-attach to upper third stage cross member.

Raise mast and re-introduce fork carriage to third stage mast. Lower mast and after re-routing lift chain, connect chain end to bottom of the fork carriage assembly. Remove blocks and cycle mast assembly to check proper operation.

LIFT CHAINS

With the use of an overhead crane, lift the second stage mast to a position where the lift cylinders can be removed from the truck. Lower the second stage until the second stage lower cross member rests on the bottom of the first stage. Both pairs of column rollers should be exposed. Remove rollers and shim according to dimensions obtained earlier. When shimming column rollers, try to balance out the number of shims (Example: 2 shims right, 2 shims left). If an uneven number of shims are required, note the side to which the extra shim was added and install all other odd shims to that side.

The lift chains on your truck were designed for efficient, reliable transmission of lifting force from hydraulic cylinder to the forks. Safe, uninterrupted use of your lift depends on the proper care and maintenance of the lift chain.

Move the lifting chain to the top third stage cross member and perform the measuring procedure explained previously.

Since the lifting cylinder has been disconnected, all third stage mast movement must be accomplished with the use of the overhead crane.

Chain wear (stretch) develops as the joints wear. Allowable wear (stretch) length is not to exceed 3%. On Crown 16 pitch lift chains (073991), when 16 pitches measure 12.375 in.

(314.35 mm) the chains must be replaced as a pair. Note that 16 pitches of new chain measures 12.000 in. (304.80 mm).

NOTE When measuring and adjusting upper second stage and lower third stage column rollers, the pry bar must be inserted between the second and third stage mast channels, as close as possible to the column roller requiring adjustment.

After every 100 hours of truck operation, lift chains should be inspected and lubricated. When used in an extremely corrosive environment, inspect chains every 50 working hours.

During inspection, check for the following: Wear

Rust and Corrosion An oil film must be present on lift chains at all times. Never degrease or steam clean chains.

Crown 1978 PF-3387-4 Rev. 6/93

Printed in U.S.A.

01 REV. 6/93

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MAINTENANCE

Cracked Plates Fatigue cracks, when found, are almost always located through the pitch holes perpendicular to the pitch line.

Stress-corrosion cracks will be found on the ends of individual links and will point to the adjacent pin. If chain inspection reveals either type of crack, both chains must be replaced.

Tight Joints All joints must flex freely. Inability to flex indicates an inadequate lubrication schedule.

Protruding or Turned Pins Excessive loads and inadequate lubrication will cause the press-fit pins to rotate. Turned pins can be quickly spotted because the flats on the “V” heads are no longer in line. Left uncorrected, these pins will eventually work out and could cause severe damage and extended downtime. Never drive pins back into position, chains must be replaced as a pair.

Chain Anchors and Pulleys An inspection of your chain system should include a close examination of chain anchors and pulleys. Also, whenever checking or adjusting chains, make sure the cotter pins in the chain anchors are used and spread properly.

Crown 1978 PF-3387-5 Rev. 6/93

Printed in U.S.A.

01 REV. 6/93

M7.0 - 11 - 005

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MAINTENANCE SECTION 8

CYLINDERS

© Crown 1978 PF-3388-1

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MAINTENANCE CYLINDERS – GENERAL

SEALS

The material covered in this section applies to all TL, TF and TT lift and tilt cylinders (ram type and piston type).

Great care and cleanliness should be exercised in the disassembly and assembly of any hydraulic cylinders. Wipe all surfaces clean of dirt and oil before attempting disassembly. Care should be taken when removing the ram from the cylinder to prevent damage to the packing on the piston end. After cylinder components are disassembled and seals, “O” rings and wipers are removed, thoroughly wash all metalic parts in solvent and blow dry with compressed air. Carefully inspect the ram assembly and cylinder bore.

Replace if scored, grooved, pitted or worn. Minor damage to the cylinder bore can be removed with the use of a cylindrical honing tool. Place washed components in a clean container until reassembly. Whenever new packings are required, new wiper rings should also be installed.

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

SEAL REMOVAL When an excessive amount of hydraulic oil is evident on the top of the cylinder (or bottom in the case of the middle cylinder on “TF” and “TT” cylinder clusters), where the ram exits from the cap, the rod packing is probably bad and should be replaced. The replacement of the packing can be accomplished without removing the ram assembly from the cylinder tube.

ILLUSTRATION 8-2

ILLUSTRATION 8-1 DISASSEMBLY On earlier model cylinders, using a wire retaining ring as shown in Illustration 8-1, carefully rotate the cap to back end “A” of the retainer out of the cylinder slot. Once end “B” is exposed, pull the retainer from the positioning hole in the cap and remove. On later model cylinders, simply turn the cap counterclockwise and unscrew it from the cylinder tube.

Remove the cap and carefully extract the ram assembly from the cylinder bore, never allowing the ram to come in contact with any sharp edges.

© Crown 1978 PF-3388-2

M8.0 - 11 - 002

Unfasten and remove the cap as explained in “Disassembly”, found elsewhere in this section. If the packing is seated in the cap itself, a hooked tool should be used to remove the packing. If the packing is located below the cap and remains in the cylinder bore after the cap is removed, a pair of special tools can be used to facilitate packing removal (See Illustration 8-2). To make these tools, weld or braze a headless No. 8 metal screw to the end of a screwdriver. The screwdriver must have at least 6″ of shank length with no larger than 5/32″ shank diameter. After attaching the screw to the screwdriver, grind off excess weld to a diameter of 5/32″. Wrap the shank with electrical tape from the tip of the screw to the screwdriver handle.

This will prevent scratching of the cylinder bore or the ram.

Insert the tools between the ram and the cylinder walls, 180° apart, and screw into the face of the packing (See Illustration 8-3). After the threads are sufficiently secured into the packing, evenly pull on the screwdriver handles until the packing is removed.

Printed in U.S.A.

M8.0 - 11 - 002

MAINTENANCE Rod U-Cup Installation A. Small U-Cup 1. Installation Tools a. A groove alignment plug (see Illustration 8-4) is needed which should be flush with groove edge.

Any metal or plastic material which is smooth and lubricated may be used.

ILLUSTRATION 8-3 NOTE Extreme care should be taken to prevent damage to cylinder wall and ram assembly.

At this time, the wiper ring should also be removed since packings and wiper rings should always be replaced in pairs. Thoroughly clean the area where the seals seat. Any burrs, dirt or seal debris must be removed before reinstalling new seals.

CAUTION

Close inspection of seal seating critical areas should be made before the new seal is installed (See Illustrations 8-4, 8-9 and 8-10). Your seal failure may not have been caused by a worn seal, but rather, by burrs, nicks and dirt located on the seal seating area, causing the seal to deform and lose its sealing ability.

SEAL INSTALLATION – General

ILLUSTRATION 8-4

b. A soft metal or plastic pusher rod is needed.

2. Installation Procedure Squeeze U-cup together and insert end into bore first.

When lower end is engaged in installation groove, release U-cup and force upper end downward using pusher rod until U-cup snaps into groove.

B. Large U-Cup 1. Installation Tool An installation tool made of any soft metal or hard plastic machined smooth and free of burrs with a fixed steel pin (pin 1) and two movable pins (pins 2 & 3) is required for this installation method. (See Illustration 8-5).

Tools used to install hydraulic seals should be of soft metal or suitable plastic, free of burrs and sharp edges. Screwdrivers and other similar tools should not be used as they may damage the sealing edges.

The area in contact with the seal should be free of burrs, sharp edges and nicks.

If necessary to force seal over sharp edges, slots or undercuts, protective devices should be used.

Light lubrication should be applied to the seal and installation groove prior to installation. The same oil as will be used later in the cylinder should be applied.

© Crown 1978 PF-3388-3

M8.0 - 11 - 003

ILLUSTRATION 8-5

Printed in U.S.A.

M8.0 - 11 - 003

MAINTENANCE 2. Installation Procedure a. Slip the U-cup over the fixed pin (see Illustration 85, pin 1) and bend it over pin 2 as shown. b. Continue bending U-cup until pin 3 can be pushed through the U-cup loop which locks U-cup in position.

Cylinder U-Cup Installation For “lip first” installation, a sleeve similar to that shown in Illustration 8-9 should be used to protect the seal from damage on threads and shoulders.

c. Insert installation tool with mounted U-cup into cylinder bore until aligned with U-cup installation groove (See Illustration 8-6).

ILLUSTRATION 8-6 ILLUSTRATION 8-9 d. Withdraw pin 3 so that U-cup loop snaps into installation groove (Illustration 8-7).

Piston U-Cup Installation The installation device described below can be used for all U-cups with a cross-section to outer diameter ratio equal to or greater than 1:8. For seals with a smaller ratio, use split designs.

Installation tool: The installation tool consists of a circular pivot with an arm inserted through it. The circular pivot is sized so as to fit in the piston guide hole. The installation tool may be made of steel.

ILLUSTRATION 8-7 e. Withdraw pin 2 and U-cup will completely snap into installation groove (Illustration 8-8).

Cone-shaped installation tools should not be used to install snap-in type piston seals as this will cause the seal to be stretched to a much larger diameter which will require very high assembly force.

ILLUSTRATION 8-8 f. Withdraw installation tool.

ILLUSTRATION 8-10

© Crown 1978 PF-3388-4

M8.0 - 11 - 004

Printed in U.S.A.

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MAINTENANCE

ILLUSTRATION 8-14 ILLUSTRATION 8-11 Installation will be facilitated if piston can be clamped to vise during U-cup installation. Lubrication of seal for this type of installation is mandatory.

Snap one side of the U-cup into the installation groove in piston (Illustration 8-10). Hold U-cup in installation groove with thumb while inserting tool (Illustration 8-11) in guide hole. Apply a downward force on installation tool while rotating handle 360° (Illustrations 8-12, 8-13 & 8-14). This will snap U-cup into groove (Illustration 8-15).

ILLUSTRATION 8-15 CYLINDER ASSEMBLY After packings and seals are in place and the ram assembly has been installed, reattach the cap. On earlier model trucks, align the hole in the cap with the slot in the cylinder wall and carefully press the cap into position.

CAUTION

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

ILLUSTRATION 8-12

Once the cap is in place and the cap hole is visible through the cylinder slot, insert the hooked end of the wire retaining ring into the cap hole. Turn the hex head area of the cap until the tapered end of the retainer is flush with the cylinder tube. On later model trucks, screw the cap clockwise until the cap is tight and flush with the top of the cylinder tube.

ILLUSTRATION 8-13 © Crown 1978 PF-3388-5

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Printed in U.S.A.

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MAINTENANCE CYLINDER BLEEDING

TILT CYLINDER

After the cylinder is re-installed on the truck, but before the truck is put back into operation, air must be bled from the hydraulic system. Without a load on the forks, raise and lower the mast through one complete cycle. With the mast fully lowered, check the hydraulic reservoir and add fluid if necessary. Raise and lower the mast through the complete cycle at least five more times. This action will force any air that may be trapped in the system to the top of the cylinder(s). Loosen the small bleeding screw, located at the top of the cylinder(s) until all air escapes and only oil continues to flow from the screw. Tighten the screw and wipe off all excess oil.

The tilt cylinders on your truck are designed and constructed in much the same way as lift cylinders, consequently, for servicing information refer to “Cylinder” information (found elsewhere in this section) for disassembly, seal replacement, and assembly procedures.

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

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

Tilt Cylinder Adjustment To adjust the mast’s tilt and align the tilt cylinders, connect only one of the two tilt cylinders to the first stage mast.

Extend both cylinders to their maximum stroke and adjust the connected cylinder to give proper mast tilting measurements. (See Chart 8-16). Adjust the clevis on the disconnected cylinder to align with the mounting hole in the mast.

Insert pivot pins and tighten jam nut against the clevis.

Inspect the clevis peep holes located through the threaded end of the clevis. If light is evident, the clevis is not screwed on far enough to give sufficient thread strength. When removing the tilt cylinders, a 3/8″ bolt should be used to facilitate pin removal.

* The mast tilt on your truck may vary from those listed on this chart. Refer to the serial plate for your truck’s degree of tilt.

CHART 8-16

© Crown 1978 PF-3388-6

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Printed in U.S.A.

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MAINTENANCE CYLINDER - REPAIR The purpose of this information is to aid in the repair of the lift cylinder. Many repairs to the cylinder can be made with the cylinder remaining in the truck. In order to safely and effectively perform repairs to the cylinder, the fork carriage or platform and masts must be blocked in a slightly raised position to allow for removal of chains, roller bar, yokes, caps etc. Hard wood blocks should be used to block the fork carriage and each mast assembly. 4 x 4’s (100 x 100mm) of the appropriate length is recommended. The fork carriage or platform may be approximately 36” (915mm) from the floor, the third stage (TT only) approximately 24” (610mm), the second stage approximately 12" (300mm), etc. The blocks should be positioned carefully under each side of the masts and carriage before any repairs are attempted. This procedure allows for lift chains to be disconnected and roller bar or yokes to be safely removed.

The safety shield, etc. will need to be removed when working on “Walkie” type trucks in order to remove related cylinder parts safely and efficiently. Be sure the truck’s brake is applied or all wheels chocked to prevent any truck movement during repairs.

Located in the bottom of some main lift cylinders is a velocity fuse. This device monitors oil flow. Should a break occur in a hydraulic line the cylinder would be locked in position until repairs are made. Refer to Illustration 8.1-1 for component parts and relative position.

blow dry with compressed air. Carefully inspect the ram assembly and cylinder bore. Replace if scored, grooved, pitted or worn. Minor damage to the cylinder bore can be removed with the use of a cylindrical honing tool. Place washed components in a clean container until reassembly. Whenever new packings are required, new wiper rings should also be installed.

Lift Cylinder The material covered in this section applies to all TL, TF and TT lift cylinders.

Inspection Before disconnecting battery and initial cylinder repair, a careful inspection should be made of the cylinder assembly throughout a complete lift and lower sequence.

Check roller bar or yoke area for signs of abnormal wear, damage, etc. Check ram(s) for any signs of nicks, scratches, surface imperfections, etc., that allow abnormal leakage, improper cylinder operation, or create seal damage. Check wiper ring(s) and complete cap area for component wear and/or leakage that is abnormal.

As the cylinder assembly is repaired be aware of component part condition and not only replace a worn or damaged part, but correct or replace a part that may be causing other premature wear.

Disassembly On earlier model cylinders, using a wire retaining ring as shown in Illustration 8.1-2, carefully rotate the cap to back end “A” of the retainer out of the cylinder slot. Once end “B” is exposed, pull the retainer from the positioning hole in the cap and remove. On later model cylinders, simply turn the cap counterclockwise and unscrew it from the cylinder tube. Refer to Illustration 8.1-3. Remove the cap and carefully extract the ram assembly from the cylinder bore, never allowing the ram to come in contact with any sharp edges.

ILLUSTRATION 8.1-1 Great care and cleanliness should be exercised in the disassembly and assembly of any hydraulic cylinders.

Wipe all surfaces clean of dirt and oil before attempting disassembly. Care should be taken when removing the ram from the cylinder to prevent damage to the packing on the piston end. After cylinder components are disassembled and seals, “O” rings and wipers are removed, thoroughly wash all metalic parts in solvent and

ILLUSTRATION 8.1-2 Printed in U.S.A.*

Crown PF-721 7-1 Rev. 4/88

01 REV. 4/88

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MAINTENANCE After attaching the screw to the screwdriver, grind off excess weld to a diameter of 5/32” (4mm). Wrap the shank with electrical tape from the tip of the screw to the screwdriver handle. This will prevent scratching of the cylinder bore or the ram.

ILLUSTRATION 8.1-4

ILLUSTRATION 8.1-3 Seals The seals used in the cylinders are made of an extremely durable, hard polyurethane material which can be deformed temporarily to allow for installation without permanent damage.

Insert the tools between the ram and the cylinder walls, 180° apart, and screw into the face of the packing (See Illustration 8.1-5). After the threads are sufficiently secured into the packing, evenly pull on the screwdriver handles until the packing is removed.

Any time a new seal is installed, packing tools are available from Crown to allow proper installation. Contact your Crown Dealer or refer to Technical Service Bulletin No. 155 for additional information. Remove any and all sharp edges, burrs and/or nicks that may be present on rams etc., that may damage a new seal during installation. Do not attempt to install a seal overexposed threads, shoulders, or any sharp surface, as permanent seal damage may result.

Seal Removal When an excessive amount of hydraulic oil is evident on the top of the cylinder (or bottom in the case of the middle cylinder on “TF” and “TT” cylinder clusters), where the ram exits from the cap, the rod packing is probably bad and should be replaced. The replacement of the packing can be accomplished without removing the ram assembly from the cylinder tube.

Unfasten and remove the cap as explained in “Disassembly”, found elsewhere in this section. If the packing is seated in the cap itself, a hooked tool should be used to remove the packing. If the packing is located below the cap and remains in the cylinder bore after the cap is removed, a pair of special tools can be used to facilitate packing removal (See Illustration 8.1-4). To make these tools, weld or braze a headless No. 8 metal screw to (4mm self-tapping) the end of a screwdriver. The screwdriver must have at least 6" (152mm) of shank length with no larger than 5/32” (4mm) shank diameter.

ILLUSTRATION 8.1-5 NOTE Extreme care should be taken to prevent damage to cylinder wall and ram assembly.

At this time, the wiper ring should also be removed since packings and wiper rings should always be replaced in pairs. Thoroughly clean the area where the seals seat.

Any burrs, dirt or seal debris must be removed before reinstalling new seals.

Printed in U.S.A.*

Crown PF-7217-2 Rev. 4/88

01 REV. 4/88

M8.1 - 04.2 - 002

M8.1 - 04.2 - 002

MAINTENANCE CAUTION Close inspection of seal seating critical areas should be made before the new seal is installed (SEE ILLUSTRATION 8.1-7,8. 1-12 AND 8.1-13).

Your seal failure may not have been caused by a worn seal, but rather, by burrs, nicks and dirt located on the seal seating area, causing the seal to deform and lose its sealing ability.

On piston type lift cylinders it may be difficult to determine when the cylinder’s seals are worn. This is mainly due to the position of the cylinder return line which is located on the top side of the tube assembly. When leakage past the piston packing does occur, the blowby hydraulic oil is directed back to the reservoir through a return line. Conditions that may indicate the piston packing seals are bad are slower than normal lifting time or an inability to lift rated capacity loads. A good check, short of disassembling the cylinder, is to monitor the return line at the point where it enters the reservoir.

Under normal conditions, a very small trickle of oil may be observed as the cylinder begins to bottom out at the end of its stroke. If a steady flow of oil continues throughout the stroke and if an excessive amount of oil returns to the reservoir, the piston packing seals are bad and should be replaced.

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

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

The area in contact with the seal should be free of burrs, sharp edges and nicks.

If necessary to force seal over sharp edges, slots or undercuts, protective devices should be used.

Light lubrication should be applied to the seal and installation groove prior to installation. The same oil as will be used later in the cylinder should be applied.

Rod U-Cup Installation A. Small U-Cup 1. Installation Tools A groove alignment plug (see Illustration 8.1-7) is needed which should be flush with groove edge. Any metal or plastic material which is smooth and lubricated may be used.

ILLUSTRATION 8.1-7 b. A soft metal or plastic pusher rod is needed.

2. Installation Procedure Squeeze U-cup together and insert end into bore first. When lower end is engaged in installation groove, release U-cup and force upper end downward using pusher rod until U-cup snaps into groove.

B. Large U-Cup 1. Installation Tool

ILLUSTRATION 8.1-6

An installation tool made of any soft metal or hard plastic machined smooth and free of burrs with a fixed steel pin (pin 1) and two movable pins (pins 2 & 3) is required for this installation method. (See Illustration 8.1- 8).

CAUTION When replacing piston packing seals, care should be taken to make sure the new packings are positioned in the proper manner. (See IlIustration 8.1-6).

Crown 1985 PF-7217-3

M8.1 - 04.2 - 003

Printed in U.S.A.

M8.1 - 04.2 - 003

MAINTENANCE

ILLUSTRATION 8.1-11 Cylinder U-Cup Installation ILLUSTRATION 8.1-8 2. Installation Procedure

For “lip first” installation, a sleeve similar to that shown in Illustration 8.1-12 should be used to protect the seal f r o m damage on threads and shoulders.

a. Slip the U-cup over the fixed pin (see Illustration 8.1-8, pin 1) and bend it over pin 2 as shown. b. Continue bending U-cup until pin 3 can be pushed through the U-cup loop which locks U-cup in position. c. Insert installation tool with mounted U-cup into cylinder bore until aligned with U-cup installation groove (See Illustration 8.1-9).

ILLUSTRATION 8.1-12 Piston U-Cup Installation ILLUSTRATION 8.1-9 d. Withdraw pin 3 so that U- CUP loop snaps into installation groove (Illustration 8.1-10).

The installation device described below can be used for all U-cups with a cross-section to outer diameter ratio equal to or greater than 1:8. For seals with a smaller ratio, use split designs.

Installation tool: The installation tool consists of a circular pivot with an arm inserted through it. The circular pivot is sized so as to fit in the piston guide hole. The installation tool may be made of steel.

Cone-shaped installation tools should not be used to install snap-in type piston seals as this will cause the seal to be stretched to a much larger diameter which will require very high assembly force.

ILLUSTRATION 8.1-10 e. Withdraw pin 2 and U-cup will completely snap into installation groove (Illustration 8.1-1 1).

Installation will be facilitated if piston can be clamped to vise during U-cup installation. Lubrication of seal for this type of installation is mandatory.

f. Withdraw installation tool.

Crown 1985 PF-7217-4

M8.1 - 04.2 - 004

Printed in U.S.A.

M8.1 - 04.2 - 004

MAINTENANCE

ILLUSTRATION 8.1-13 ILLUSTRATION 8.1-16

ILLUSTRATION 8.1-14 Snap one side of the U-cup into the installation groove in piston (Illustration 8.1-13). Hold U-cup in installation groove with thumb while inserting tool (Illustration 8.1-14) in guide hole. Apply a downward force on installation tool while rotating handle 360° (Illustrations 8.1-15, 8.1-16 & 8.1-17). This will snap U-cup into groove (Illustration 8.1-18).

ILLUSTRATION 8.1-17

ILLUSTRATION 8.1-18

ILLUSTRATION 8.1-15

Crown 1985 PF-7217-5

M8.1 - 04.2 - 005

Printed in U.S.A.

M8.1 - 04.2 - 005

MAINTENANCE Cylinder Assembly After packings and seals are in place and the ram assembly has been installed, reattach the cap. On earlier model trucks, align the hole in the cap with the slot in the cylinder wall and carefully press the cap into position.

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

ILLUSTRATION 8.1-3 Once the cap is in place and the cap hole is visible through the cylinder slot, insert the hooked end of the wire retaining ring into the cap hole. Turn the hex head area of the cap until the tapered end of the retainer is flush with the cylinder tube. Refer to Illustration 8.1-2.

ILLUSTRATION 8.1-2

Crown 1985 PF-7217-6

M8.1 - 04.2 - 006

On later model trucks, apply thread locking adhesive (61004-14) to cap threads. Screw cap clockwise until tight and flush with the top of the cylinder tube. Refer to Illustration 8.1-3.

Printed in U.S.A.

M8.1 - 04.2 - 006

MAINTENANCE 114543 SIDE SHIFT ASSEMBLY (RC, RC 3000 & SC) 113863-001 & 113863-002 SIDE SHIFT ASSEMBLY (60 & 3.0 FC/FP) 113864-001 & 113864-002 SIDE SHIFT ASSEMBLY (40, 50, 55, 2.0 & 2.5 FC/FP) INSPECTION, ADJUSTMENT AND REPLACEMENT Inspect side shift components every 1000 hours when operating truck under normal conditions. In a dirty environment or rough operation, inspect side shifter more frequently.

Lower Slides • Clean the lower slides and truck carriage lower bar.

Inspect for wear and slide contamination.

• Refer to illustration 1. The original thickness of a lower slide is approximately 0.188 in. (4.8 mm). Replace when slide thickness measures 0.094 in. (2.4 mm) or less.

• Replace the lower slide if contamination is present or excessive play becomes evident.

REPLACE LOWER SLIDES WHEN THICKNESS MEASURES 0.094 in. (2.4 mm)

Upper Slides • Always replace all of the upper slides at the same time to ensure even wear and proper side shifter movement.

1374

• Refer to illustration 2. The original thickness of an upper slide is approximately 0.125 in. (3.2 mm) Class II and 0.188 in. (4.8mm) Class III. Replace if slide measures less than 0.0625 in. (1.6 mm) at any point on the round surface.

ILLUSTRATION 1

REPLACE UPPER SLIDES WHEN THICKNESS IS LESS THAN 0.0625 in. (1.6 mm)

• Replace the upper slides if there is an unacceptable clearance [greater than 0.125 in. (3.2 mm) after adjustment] between the lower hooks and the truck carriage.

See Lower Hooks.

• When replacing the upper slides, always replace all of the slides at the same time to ensure even wear and proper side shifter movement.

Cylinder • Inspect the cylinder and fittings for leaks.

• The hydraulic cylinder is a non-serviceable style cylinder. Replace a leaking or defective cylinder.

• If the cylinder rod becomes scored, a minimal amount of scoring may be removed by polishing with fine emery cloth. Deep scoring requires cylinder replacement.

1375

920601

ILLUSTRATION 2

4825

Crown 1992 PF-9446-1 Rev. 5/96

Printed in U.S.A.

03 REV. 5/96

M9.0–10.0–100

M9.0–10.0–100

MAINTENANCE Lower Hooks PART OF SIDE SHIFT ASSEMBLY

• Refer to illustration 3. Inspect and adjust the lower hooks for proper clearance adjustment. The clearance between the lower hook and fork carriage is:

PART OF CARRIAGE

Minimum clearance - 0.063 in. (1.6 mm).

CLEARANCE: 0.063 in. (1.6 mm) to 0.125 in. (3.2 mm)

Maximum clearance - 0.125 in. (3.2 mm).

CAUTION

LOWER HOOK

Clearance between the lower hooks and the truck carriage is very important. The centering lug on the side shift assembly could “jump” out of the center notch of the truck carriage if the clearance isn’t set according to the above specifications.

MOUNTING BOLT

ILLUSTRATION 3

1376

• Refer to illustration 4. Check the torque on the lower hook mounting bolts and set screws.

Torque lower hook mounting bolts 55 ft. lbs. (75 Nm).

Torque lower hook set screws 42 ft. lbs. (57 Nm).

TORQUE 55 ft. lbs.

(75 Nm)

Hydraulic Hoses • Inspect hydraulic hoses for wear.

LUBRICATION Lubrication isn’t required due to special oil impregnated nylon slides. However, lubrication will extend the life of the slides when truck isn’t operated in extremely dirty environments [lubricate the slide contact area using channel grease (063002-024)]. In a dirty environment, the lubrication may attract contamination causing increased wear. The top slides are completely covered and protected from contamination.

The lower slides have a wiper that protects the slide from contamination as long as the truck carriage is not nicked or grooved.

LOWER HOOK TORQUE 42 ft. lbs.

(57 Nm) 1377

ILLUSTRATION 4

CAUTION

Always operate the truck handle in a smooth manner. Sudden movement of the side shifter at high lifts can compromise the stability of the truck, as well as causing damage to the overall system.

Crown 1992 PF9446-2 Rev. 11/94

Printed in U.S.A.

01 REV. 11/94

M9.0–10.0–101

M9.0–10.0–101

MAINTENANCE INSTALLATION

LOCKWASHER NOTE

MOUNTING BOLT

The truck carriage bar must be straight within 0.063 in. (1.6 mm). If the carriage is not straight, the side shifter will not mount or function properly.

The front area of the lower bar must be clean, and free from rust, nicks and grooves. If required, polish the lower bar of the truck carriage.

NUT

SET SCREW

1. Disconnect battery and block drive tires.

2. Refer to illustration 5. Remove the lower hooks from the side shift assembly.

LOWER HOOK ILLUSTRATION 5

1378

3. Lift the side shift assembly onto the truck carriage while holding up on the cylinder to keep the upper slides in place.

PART OF SIDE SHIFT ASSEMBLY

CAUTION

PART OF CARRIAGE

Make sure the centering lug (marked X) on the cylinder anchor fits completely into the center notch of the truck carriage.

CLEARANCE: 0.063 in. (1.6 mm) to 0.125 in. (3.2 mm)

4. Refer to illustration 6. Assemble the lower hooks to the side shift assembly and truck carriage with a clearance between hook and carriage of:

LOWER HOOK

Minimum clearance - 0.063 in. (1.6 mm).

MOUNTING BOLT

Maximum clearance - 0.125 in. (3.2 mm).

CAUTION

1376

ILLUSTRATION 6

Clearance between the lower hooks and the truck carriage is very important. The centering lug on the side shift assembly could “jump” out of the center notch of the truck carriage if the clearance isn’t set according to the above specifications.

TORQUE 55 ft. lbs.

(75 Nm)

Refer to illustration 7. Torque lower hook mounting bolts to 55 ft. lbs. (75 Nm).

5. Refer to illustration 7. Secure the lower hook in place by tightening the set screws to 42 ft. lbs. (57 Nm).

LOWER HOOK

TORQUE 42 ft. lbs.

(57 Nm) 1377 Crown 1992 PF-9446-3

M9.0 - 10 - 102

ILLUSTRATION 7 Printed in U.S.A.

M9.0 - 10 - 102

MAINTENANCE 6. Refer to illustration 8. Connect the hydraulic hoses to the side shifter cylinder.

114543 SIDE SHIFT ASSEMBLY (TT MAST)

114543 SIDE SHIFT ASSEMBLY (TF OR TL MAST)

SIDE SHIFT CYLINDER

SIDE SHIFT CYLINDER

MAST HOSES

MAST HOSES ELBOW NUT BULKHEAD FITTING

BULKHEAD FITTING

REDUCER

113863-001, 113863-002, 113864-001 & 113864-002 SIDE SHIFT ASSEMBLY (TL MAST) SIDE SHIFT CYLINDER

CONNECT HOSE FROM CAP END TO 3B OR 4B

BRACKET WELDED TO LEFT SIDE OF FORK CARRIAGE

3A AND 3B BULKHEADS ARE FOR 1ST ACCESSORY.

4A

CONNECT HOSE FROM ROD END TO 3A OR 4A

4B

4A AND 4B BULKHEADS ARE FOR 2ND ACCESSORY.

3A

BRACKET WELDED TO RIGHT SIDE OF FORK CARRIAGE

3B

113863-001, 113863-002, 113864-001 & 113864-002 SIDE SHIFT ASSEMBLY (TT MAST) BRACKETS WELDED TO LEFT SIDE OF FORK CARRIAGE

4B 4A

3A AND 3B BULKHEADS ARE FOR 1ST ACCESSORY. 4A AND 4B BULKHEADS ARE FOR 2ND ACCESSORY.

1379-01

SIDE SHIFT CYLINDER

CONNECT HOSE FROM CAP END TO 3B OR 4B

3B 3A

CONNECT HOSE FROM ROD END TO 3A OR 4A

BRACKETS WELDED TO RIGHT SIDE OF FORK CARRIAGE

ILLUSTRATION 8

7. Connect battery, remove drive tire blocks and check operation. Side shift the unit several times to insure no hydraulic leakage and smooth operation with no interference.

Crown 1992 PF-9446-4 Rev. 9/92

Printed in U.S.A.

01 REV. 9/92

M9.0 - 10 - 103

M9.0 - 10 - 103

MAINTENANCE

TROUBLESHOOTING Problem

Possible Cause

Possible Solutions

Unit will not side shift

Truck carriage is bent

Straighten carriage

Not enough clearance between the truck carriage and the lower hooks

Adjust lower hooks

Hydraulic hoses kinked

Replace hoses

Truck pressure too low

2000 PSI (95.7 kPa) recommended

Internal leak in side shift cylinder

Replace cylinder

Cylinder tube or piston packing scored

Replace cylinder

Top or bottom slides are worn out

Replace slides

Air in the hydraulic line

Bleed the system

Truck pressure too low

2000 PSI (95.7 kPa) recommended

Air in the hydraulic system

Bleed the system

Top or bottom slides worn out

Replace slides

Air in the hydraulic system

Bleed the system

Side shift cylinder is defective

Replace the cylinder

The centering lug on the cylinder anchor has been sheared off

Replace cylinder anchor

The cylinder anchor is not fully seated on the truck carriage

Check upper truck bar for burrs, wear, or damage

The clearance of the lower hooks is not adjusted properly, allowing the centering lug to “jump” out of the

Readjust the side shift assembly lower hooks

Very slow side shifting

Erratic side shifter movement

Unit will only side shift in one direction

Side shift assembly will not stay positioned in the center of the truck carriage

Crown 1992 PF-9446-5

M9.0 - 10 - 104

Printed in U.S.A.

M9.0 - 10 - 104

MAINTENANCE

GLOSSARY Certain components of the Rider Counterbalance (RC) have been listed in chart form to assist the maintenance mechanic in locating these components on the Wiring Diagrams and in the Parts Breakdown.

The chart is set up in four (4) columns: COMPONENT; DESCRIPTION; DIAGRAM; PARTS BREAKDOWN. The COMPONENT column contains the abbreviation of the component as it appears on the Wiring Diagram and in the Maintenance Section. The DESCRIPTION column then explains the function of that device. The DIAGRAM column gives the page number of the diagram on which the component can be found. The callout in parenthesis following the page number corresponds to the grid callouts on that diagram, locating the component. The PARTS BREAKDOWN column in-

Component Battery Interrupt BDI

Controller Meter Relay Connectors JC1 PC1 Contactors 1A

cludes the parts breakdown page number on which the component is located along with the index number, in parenthesis, if applicable.

In some instances where components have similar configurations, (e.g. switches, fuses, etc.) the components are listed in alphabetical order under that subtitle. All other components are included under the miscellaneous subtitle.

NOTE: This GLOSSARY is to be used primarily with wiring diagrams DIA - 10 - 014, DIA - 10 - 103, DIA - 10 203, DIA - 10 - 302, DIA - 10 - 402, DIA - 10 - 501 and various parts breakdown pages that are effective for all RC trucks manufactured from OCTOBER, 1986.

Description

Diagram

Parts Breakdown

Anderson Curtis Contact (N.C.) Anderson Curtis Curtis Anderson Anderson

DIA - 10 - 014 (A-4) DIA - 10 - 014 (A-4) DIA- 10 - 014 (C-2) DIA - 10 - 302 (A-4) DIA - 10 - 302 (A-3) DIA - 10 - 302 (A-3) DIA- 10 - 103 (C-2) DIA - 10 - 302 (A-4)

4.9 - 11 - 002 4.9 - 05.1 - 050

Connector, Multifunction Control Connector Layout Connector, Multifunction Control Connector Layout

Refer to T. S. B. 173 DIA - 10 - 402 (A-2) Part of Wiring Harness DIA - 10 - 402 (A-2) DIA - 10 - 203 (A-3) Part of Wiring Harness DIA - 10 - 203 (A-3)

Coil, 1A Contacts, 1A (N.O.) Contactor, 1A

D DMC D

Coil, Dual Motor Contacts, Dual Motor (N.O.) Contactor, Dual Motor

FA

Coil, Forward “A” Contacts, Forward “A” (N.C.)(N.O.) Contactor, Forward “A”

DIA - 10 - 014 (B-3) DIA - 10 - 014 (B-4) DIA - 10 - 302 (B-2) DIA- 10 - 501 (B-2) DIA- 10 - 014 (B-2) DIA - 10 - 014 (B-4) DIA - 10 - 302 (C-2) DIA - 10 - 501 (B-2) DIA - 10 - 014 (B-3) DIA - 10 - 014 (B-4) DIA - 10 - 302 (C-3) DIA - 10 - 501 (B-3)

4.9 - 11 - 002 (10) 4.9 - 05.1 - 050 (2) 4.9 - 05.1 - 050 (1) 4.9 - 11 - 002 (4) 4.9 - 11 - 002 (3)

4.4 - 11 - 001 (1) 4.4 - 11 - 001 4.1 - 11 - 002 (14) 4.1 - 11 - 002 (30) 4.1 - 11 - 002 4.1 - 11 - 002 4.4 - 11 - 200 (1) 4.4 - 11 - 200 4.1 - 11 - 002 (24)

Crown 1986 PF-7640-1

Printed in U.S.A.*

M10 - 10 - 001

M8.1 - 04.2 - 001

MAINTENANCE

GLOSSARY, cont’d.

Component Contactors (Cont’d) FB

Description

Diagram

Parts Breakdown

Coil, Forward “B” Contacts, Forward “B” (N.C.)(N.O.) Contactor, Forward “B”

DIA - 10 - 014 (B-3) DIA - 10 - 014 (B-4) DIA - 10 - 302 (C-2) DIA - 10 - 501 (B-2) DIA - 10 - 014 (C-2) DIA - 10 - 014 (B-4) DIA - 10 - 302 (C-2) DIA - 10 - 501 (B-3) DIA - 10 - 014 (B-3) DIA - 10 - 014 (B-4) DIA - 10 - 302 (C-2) DIA - 10 - 501 (B-3) DIA - 10 - 014 (B-3) DIA - 10 - 014 (B-3) DIA - 10 - 302 (C-2) DIA - 10 - 501 (B-2)

4.4 - 11 - 200 (1) 4.4 - 11 - 200 4.1 - 11 - 002 (23)

P

Coil, Pump-lift Contacts, Pump (N.O.) Contactor, Pump

RA

Coil, Reverse “A” Contacts, Reverse “A” (N.C.)(N.O.) Contactor, Reverse “A”

RB

Coil, Reverse “B” Contacts, Reverse “B” (N.C.)(N.O.) Contactor, Reverse “B”

Fuses FU1

Fuse (ACK-140/ECK-140), Traction

FU2

Fuse (ACK-140/ECK-140), Traction

FU3

Fuse (ALS-200/ACK-200), Lift

FU4

Fuse (ACK-60/ECK-60), Power Steering

FU5

Fuse (SFE-14), Control

FU6

Fuse (AGX-1/4), Accel. Circuit

FU7

Fuse (SFE-14), Heater

FU8

Fuse (SFE-14), Heater

Heaters HR1

Heater, Multifunction

HR2

Heater, Multifunction Switch

HR3

Heater, Multifunction Switch

HR4

Heater, Multifunction Switch

HR5

Heater, Lift Limit Switch

DIA - 10 - 014 (B-4) DIA - 10 - 501 (B-3) DIA - 10 - 014 (B-4) DIA - 10 - 501 (B-2) DIA - 10 - 014 (B-4) DIA - 10 - 501 (B-2) DIA - 10 - 014 (A-4) DIA - 10 - 302 (A-2) DIA - 10 - 501 (A-2) DIA - 10 - 014 (A-4) DIA - 10 - 302 (A-1) DIA - 10 - 014 (B-3) DIA - 10 - 302 (B-4) DIA - 10 - 014 (C-4) DIA - 10 - 402 (C-3) DIA - 10 - 014 (C-4) DIA - 10 - 402 (C-3) DIA - 10 - 014 (C-3) DIA - 10 - 402 (C-2) DIA - 10 - 014 (C-3) DIA - 10 - 402 (C-2) DIA - 10 - 014 (C-3) DIA - 10 - 402 (C-2) DIA - 10 - 014 (C-3) DIA - 10 - 402 (C-1) DIA - 10 - 014 (C-3) DIA - 10 - 103 (A-2)

4.4 - 11 - 001 (1) 4.4 - 11 - 001 4.1 - 11 - 002 (13) 4.4 - 11 - 200 (1) 4.4 - 11 - 200 4.1 - 11 - 002 (19) 4.4 - 11 - 200 (1) 4.4 - 11 - 200 4.1 - 11 - 002 (25)

4.1 - 11 - 002 (15) 4.1 - 11 - 002 (15) 4.1 - 11 - 002 (12) 4.1 - 11 - 002 (10)

4.1 - 11 - 002 (9) 4.2 - 11 - 002 (5) 4.9 - 10 - 003 (6) 4.9 - 10 - 003 (6)

4.9 - 10 - 003 (3) 4.9 - 10 - 003 (3) 4.9 - 10 - 003 (3) 4.9 - 10 - 003 (3) 4.9 - 10 - 003 (2)

Crown 1986 PF-7640-2

Printed in U.S.A.*

M10 - 10 - 002

M10 - 10 - 002

MAINTENANCE

GLOSSARY, cont’d.

Component

Description

Diagram

Parts Breakdown

Heaters (Cont’d) HR6

Heater, Steering Limit Switch

4.9 - 10 - 003 (9)

HR7

Heater, Steering Limit Switch

HR8

Heater, Power Steering Switch

HR9

Heater, Brake Switch

HR10

Heater, Brake Switch

HR11

Heater, Contactor Panel

HR12

Heater, Contactor Panel

HR13

Heater, Guard Switch

HR14

Heater, Guard Switch

HR15

Heater, Pressure Switch

HR16

Heater, Auxiliary Switch

HR17

Heater, Auxiliary Switch

HR18

Heater, Brake Switch

DIA - 10 - 014 (C-3) DIA - 10 - 103 (A-3) DIA - 10 - 014 (C-3) DIA - 10 - 103 (A-3) DIA - 10 - 014 (C-2) DIA - 10 - 203 (A-2) DIA - 10 - 014 (C-3) DIA - 10 - 203 (C-2) DIA - 10 - 014 (C-3) DIA - 10 - 203 (C-2) DIA - 10 - 014 (C-4) DIA - 10 - 302 (C-3) DIA - 10 - 014 (C-4) DIA - 10 - 302 (C-1) DIA - 10 - 014 (C-2) DIA - 10 - 103 (C-1) DIA - 10 - 014 (C-3) DIA - 10 - 103 (B-2) DIA - 10 - 014 (C-3) DIA - 10 - 103 (B-1) DIA - 10 - 014 (C-4) DIA - 10 - 103 (A-4) DIA - 10 - 014 (C-4) DIA - 10 - 103 (A-4) DIA - 10 - 014 (C-2) DIA - 10 - 203 (A-1)

Motor & Motor Parts Arm “A” Field “A” Motor Arm “B” Field “B” Motor Armature Field Coil Motor Armature Motor

Armature, Drive Motor “A” Field Coil, Drive Motor “A” Motor, Drive “A” Armature, Drive Motor “B” Field Coil, Drive Motor “B” Motor, Drive “B” Armature, Lift Motor Field Coil, Lift Motor Motor, Lift (Pump) Armature, Power Steering Motor Motor, Power Steering

DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-4) DIA - 10 - 501 (C-3) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-4) DIA - 10 - 501 (C-2) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-4) DIA - 10 - 501 (A-3) DIA - 10 - 014 (B-4) DIA - 10 - 501 (A-2)

3.1 - 11 - 006 (1) 3.1 - 11 - 006 (8) 3.1 - 11 -006 3.1 - 11 - 006 (1) 3.1 - 11 - 006 (8) 3.1 - 11 - 006 2.2 - 10 - 004 (4) 2.2 - 10 - 004 (7) 2.2 - 10 - 004 6.2 - 10 - 004 (10) 6.2 - 10 - 004

Switches 1A-1

Switch, 1A

4.6 - 10 - 015 (48)

1A-2

Switch, 1A

AXS-1

Switch, Accessory Valve

AXS-2

Switch, Accessory Valve

DIA - 10 - 014 (B-3) DIA - 10 - 402 (B-2) DIA - 10 - 014 (B-3) DIA - 10 - 402 (C-2) DIA - 10 - 014 (B-2) DIA - 10 - 103 (B-2) DIA - 10 - 014 (B-2) DIA - 10 - 103 (B-1)

4.9 - 10 - 003 (9) 4.9 - 10 - 003 (11) 4.9 - 10 - 003 (12) 4.9 - 10 - 003 (12) 4.9 - 10 - 003 (13) 4.9 - 10 - 003 (17) 4.9 - 10 - 254 (4) 4.9 - 10 - 254 (5) 4.9 - 10 - 254 (7) 4.9 - 10 - 254 (9) 4.9 - 10 - 254 (9) 4.9 - 10 - 003 (21)

4.6 - 10 - 015 (48) 10 - 10 - 252 (38) 10 - 10 - 252 (38)

Crown 1986 PF-7640-3

Printed in U.S.A.*

M10 - 10 - 003

M10 - 10 - 003

MAINTENANCE

GLOSSARY, cont’d.

Component

Description

Diagram

Parts Breakdown

Switches (Cont’d) AXS-3

Switch Accessory Valve

2.8 - 10 - 154 (38)

AXS-4

Switch, Accessory Valve

BRS-1

Switch, Brake

BRS-2

Switch, Brake

BRS-3

Switch, Brake

FS

Switch, Forward

HNS

Switch, Horn

KYS

Switch, Key

LMS-1

Switch, Limit - Mast

DIA - 10 - 014 (B-1) DIA - 10 - 103 (A-4) DIA - 10 - 014 (B-1) DIA - 10 - 103 (A-4) DIA - 10 - 014 (A-3) DIA - 10 - 203 (C-2) DIA - 10 - 014 (A-3) DIA - 10 - 203 (C-2) DIA - 10 - 014 (A-3) DIA - 10 - 203 (B-1) DIA - 10 - 014 (A-3) DIA - 10 - 402 (B-2) DIA - 10 - 014 (B-1) DIA - 10 - 402 (B-3) DIA - 10 - 014 (A-4) DIA - 10 - 103 (C-2) DIA - 10 - 014 (B-3)

LMS-1A

Switch, Limit - Mast

DIA - 10 - 103 (A-3) DIA - 10 - 014 (A-3)

LMS-2

Switch, Limit - Steer

LMS-3

Switch, Limit - Steer

LMS-4

Switch, Limit - Guard

LMS-5

Switch, Pressure

MFS-1

Switch, Multifunction

MFS-2

Switch, Multifunction

RS

Switch, Reverse

SQS

Switch, Sequence

STS

Switch, Power Steering

THS-1

Switch, Thermal (Thermostat)

THS-2

Switch, Thermal (Thermostat)

Terminal Boards TB1

Terminal Board No. 1 (SCR Panel)

TB2

Terminal Board No. 2 (Contactor Panel)

Crown 1986 PF. 7604-4

M10 - 10 - 004

DIA - 10 - 103 (A-3) DIA - 10 - 014 (B-3) DIA - 10 - 103 (A-3) DIA - 10 - 014 (B-3) DIA - 10 - 103 (A-3) DIA - 10 - 014 (B-2) DIA - 10 - 103 (C-1) DIA - 10 - 014 (B-2) DIA - 10 - 103 (B-1) DIA - 10 - 014 (A-2) DIA - 10 - 402 (B-1) DIA - 10 - 014 (A-2) DIA - 10 - 402 (B-1) DIA - 10 - 014 (A-3) DIA - 10 - 402 (B-2) DIA - 10 - 014 (A-1) DIA - 10 - 402 (B-3) DIA - 10 - 014 (A-4) DIA - 10 - 203 (B-2) DIA - 10 - 014 (C-4) DIA - 10 - 402 (C-3) DIA - 10 - 014 (C-4) DIA - 10 - 302 (C-3) DIA - 10 - 103 (A-3) DIA - 10 - 203 (B-1) DIA - 10 - 302 (C-4) DIA - 10 - 103 (A-1) DIA - 10 - 203 (B-4) DIA - 10- 302 (B-3)

2.8 - 10 - 154 (38) 5.3 - 10 - 007 (37) 5.3 - 10 - 007 (37) 5 - 10 - 007 (45) 4.6 - 10 - 015 (59) 4.6 - 10 - 015 (25) 1 - 10 - 021 (31) 7.1 - 11.1 - 015 (6) 7.2 - 11 - 021 (2) 7.1 - 11.1 - 015 (6) 7.2 - 11 - 021 (2) 6.4 - 10 - 006 (11) 6.4 - 10 - 006 (11) 10 - 10 - 014 (50) 10 - 10 - 504 (11) 4.6 - 10 - 015 (55) 4.6 - 10 - 015 (55) 4.6- 10 - 015 (59) 4.6 - 10 - 015 (26) 1 - 10 - 021 (58) 4.9 - 10 - 003 (4) 4.9 - 10 - 003 (15)

4.2 - 11 - 002 (27)

4.1 - 11 - 002 (35)

Printed in U.S.A.*

M10 - 10 - 004

MAINTENANCE

GLOSSARY, cont’d.

Component

Description

Terminal Boards (Cont’d) TB3 Terminal Board No. 3 (Contactor Panel)

TB4

Terminal Board No. 4 (Relay Assembly)

TB5

Terminal Board No. 5 (Relay Assembly)

TB6

Terminal Board No. 6 (Relay Assembly)

Relays K1

Coil, Relay No. 1 Contact, Relay No. 1 N.O. Contact, Relay No. 1 N.C. Relay No. 1

K2

Coil, Relay No. 2 Contact, Relay No. 2 N.O. Contact, Relay No. 2 N.C. Relay No. 2

K3

K4

K5

K6

Coil, Relay No. 3 Contact, Relay No. 3 N.O. Relay No. 3 Coil, Relay No. 4 Contact, Relay No. 4 N.C. Relay No. 4 Coil, Relay No. 5 Contact, Relay No. 5 N.O. Relay No. 5 Coil, Relay No. 6 Contact, Relay No. 6 N.O. Relay No. 6

Miscellaneous Components Battery

Battery (36 V.)

Chart

Lead/Color Chart

Chart DMC

Power Cable Chart Dual Motor Card

ETB

External Terminal Board - SCR

Diagram

Parts Breakdown

DIA - 10 - 103 (A-2) DIA - 10 - 203 (A-4) DIA - 10 - 302 (A-2) DIA - 10 - 103 (B-3) DIA - 10 - 203 (C-2) DIA - 10 - 103 (B-3) DIA - 10 - 203 (B-2) DIA - 10 - 103 (A-2)

4.1 - 11 - 002 (2)

DIA - 10 - 014 (B-1) DIA - 10 - 014 (A-1) DIA - 10 - 014 (B-2) DIA - 10 - 014 (A-2) DIA - 10 - 103 (B-3) DIA - 10 - 203 (C-2) DIA - 10 - 014 (B-1) DIA - 10 - 014 (A-1) DIA - 10 - 014 (A-2) DIA - 10 - 014 (B-2) DIA - 10 - 103 (B-3) DIA - 10 - 203 (C-2) DIA - 10 - 014 (B-2) DIA - 10 - 014 (A-2) DIA - 10 - 014 (B-2) DIA - 10 - 103 (A-2) DIA - 10 - 014 (A-1) DIA - 10 - 014 (B-2) DIA - 10 - 103 (A-2) DIA - 10 - 014 (B-2) DIA - 10 - 014 (C-4) DIA - 10 - 402 (C-4) DIA - 10 - 014 (B-3) DIA - 10 - 014 (B-3) DIA - 10 - 014 (B-2) DIA - 10 - 103 (A-1)

DIA - 10 - 014 (B-4) DIA - 10 - 501 (B-1) DIA - 10 - 103 (C-4) DIA - 10 - 203 (C-4) DIA - 10 - 402 (A-4) DIA - 10 - 501 (C-1) DIA - 10 - 014 (B-2) DIA - 10 - 302 (A-4) DIA - 10 - 014 (B-3) DIA - 10 - 302 (B-4)

4.8 - 10 - 003 (12) 4.8 - 10 - 003 (10) 4.8 - 10 - 100 (10)

4.8- 10 - 003 (6)

4.8 - 10 - 003 (6)

4.8 - 10 - 100 (6)

4.8 - 10 - 100 (6)

4.9 - 10 - 003 (8)

10 - 10 - 014 (58)

1 - 10 - 021 (46)

4.2 - 11 - 002 (29) 4.2 - 11 - 002 (12)

Crown 1986 PF-7640-5

Printed in U.S.A.*

M10 - 10 - 005

M10 - 10 - 005

MAINTENANCE

GLOSSARY, cont’d.

Component

Description

Miscellaneous Components (Cont’d) HF Horn Filter Block HN

Horn

ITB IL

Internal Terminal Board - SCR Indicator Light

PMTD

Pulse Monitor Trip Driver Block

Pot

Accelerator Potentiometer

PS SB1

Power Steering Solenoid Suppressor Block (Main Lockout Solenoid)

SB2

Suppressor Block (Auxiliary Solenoid)

SB3

Suppressor Block (Brake Switch)

SB4

Suppressor Block (Brake Switch)

SB7

Suppressor Block (Overhead Guard Solenoids)

SB8

Suppressor Block (Brake Switch)

Sensor SV1

Current Sensor Solenoid, Auxiliary

SV2

Solenoid, Main Lockout

SV3

Solenoid, Guard Raise

SV4

Solenoid, Guard Lower

S

T TT

Coil, Power Steering Solenoid Contact, Power Steering Solenoid Solenoid, Power Steering Thermal Protector Hour Meter

T1 - T2 T3 - T4 V

Transformer Transformer Discharge Meter

1AD

1A Driver Block

1 Rec 1X 2 Rec

SCR, No. 1 Choke SCR, No. 2

Diagram

Parts Breakdown

DIA - 10 - 014 (B-1) DIA - 10 - 203 (A-2) DIA - 10 - 014 (B-1) DIA - 10 - 203 (A-2) DIA - 10 - 014 (A-3)(B-4) DIA - 10 - 014 (B-1) DIA - 10 - 103 (C-2) DIA - 10 - 014 (B-3) DIA - 10 - 302 (A-3) DIA - 10 - 014 (B-3) DIA - 10 - 402 (B-3) DIA - 10 - 302 (B-1)

1 - 10 - 008 (6) 1 - 10 - 008 (4) 4.2 - 11 - 002 (14) 1 - 10 - 021 (30) 4.2 - 11 - 002 (2) 4.6 - 10 - 015 (37) 4.1 - 11 - 003 (26)

DIA - 10 - 014 (B-2) DIA - 10 - 203 (C-3) DIA - 10 - 014 (B-2) DIA - 10 - 203 (C-3) DIA - 10 - 014 (A-3) DIA - 10 - 203 (C-2) DIA - 10 - 014 (A-3) DIA - 10 - 203 (C-2)

2 - 10 - 017 (44)

DIA - 10 - 014 (B-2) DIA - 10 - 103 (B-1) DIA - 10 - 014 (A-3) DIA - 10 - 203 (B-2) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-2) DIA - 10 - 203 (C-3) DIA - 10 - 014 (B-2) DIA - 10 - 203 (C-3) DIA - 10 - 014 (B-2) DIA - 10 - 103 (C-1) DIA - 10 - 014 (B-2) DIA - 10 - 103 (C-1) DIA - 10 - 014 (B-1) DIA - 10 - 014 (B-4) DIA - 10 - 501 (A-1) DIA - 10 - 014 (A-4) DIA - 10 - 014 (B-1) DIA - 10 - 103 (C-3) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-3) DIA - 10 - 014 (B-1) DIA - 10 - 103 (B-4) DIA - 10 - 014 (B-3) DIA - 10 - 302 (A-4) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-3)

10 - 10 - 504 (4)

2 - 10 - 508 (52) 5.3 - 10 - 007 (32) 5.3 - 10 - 007 (32)

5 - 10 - 007 (50) 4.2 - 11 - 002 (25) 2 - 10 - 508 (39) 2 - 10 - 017 (3) 10 - 10 - 504 (1) 10 - 10 - 504 (1)

4.1 - 11 - 003 (26) 4.2 - 11 - 002 (9) 1 - 10 - 021 (3) 4.2 - 11 - 002 (7) 4.2 - 11 - 002 (7) 1 - 10 - 021 (2) 4.2 - 11 - 002 (2) 4.2 - 11 - 002 (8) 4.2 - 11 - 002 (7) 4.2 - 11 - 002 (21)

Crown 1986 PF-7640-6

Printed in U.S.A.*

M10 - 10 - 006

M10 - 10 - 006

MAINTENANCE

GLOSSARY, cont’d.

Component

Description

Miscellaneous Components (Cont’d) 3 Rec Diode, Flyback 4 A Rec Plugging Diode, “A” Drive Motor 4 B Rec Plugging Diode, “B” Drive Motor

5 Rec 22 Rec 23 Fil 23 R 25 Rec 30 Rec

SCR, No. 5 Filter, 2 Rec Filter, 3 Rec Resistor Filter, 5 Rec Filter, “A” Motor Contactor

32 Rec

Filter, “B” Motor Contactor

33 Rec

Filter, Dual Motor Contactor

77728

Suppressor, Power Steer Solenoid

Diagram

Parts Breakdown

DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-3) DIA - 10 - 302 (B-1) DIA - 10 - 501 (B-2) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-3) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-4) DIA - 10 - 014 (B-3) DIA - 10 - 302 (B-2) DIA - 10 - 014 (B-3) DIA - 10 - 302 (B-2) DIA - 10 - 014 (B-2) DIA - 10 - 302 (C-2) DIA - 10 - 014 (B-1) DIA - 10 - 302 (A-1)

4.2 - 11 - 002 (16) 4.2 - 11 - 002 (18) 4.2 - 11 - 002 (18)

4.2 - 11 - 002 (20) 4.2 - 11 - 002 (22) 4.2 - 11 - 002 (15) 4.2 - 11 - 002 (17) 4.2 - 11 - 002 (22) 4.1 - 11 - 002 (6) 4.1 - 11 - 002 (6) 4.1 - 11 - 002 (22) 4.1 - 11 - 002 (27)

Crown 1986 PF-7640-7

Printed in U.S.A.*

M10 - 10 - 007

M10 - 10 - 007

MAINTENANCE To better understand the SCR control system used in this unit it is necessary to know what an SCR is, how it is used to control the drive motor speed, and all other travel functions.

WHAT IS AN SCR? The Silicon Controlled Rectifier (SCR) is a semiconductor rectifier that can be used as a switch; it may assume either a conducting or non-conducting state (On or Off).

The SCR System – The SCR is placed between the battery and drive motor where it is switched on and off providing pulses to the motor. Motor speed is determined by the average voltage applied across the motor determined by the average of the on-off times seen by the motor. Low speed is obtained with the potentiometer providing maximum ohms to the oscillator section of the control card.

To better understand how the system works, refer to the enclosed diagram and follow the circuit operation as follows.

CIRCUIT OPERATION (See Illustration 3) The control circuit is energized by closing the key switch, brake switch and placing the direction and speed controller in the operating position. This applies power to the control card turning on the PMT drive, which will close the selected directional contactor, completing the circuits to the drive motor.

The control card then supplies a gate pulse to 2 REC turning it on to a conducting state, allowing current to flow from the battery through 1C, 2 REC, 1X, T1-T2, motor field, motor armature, sensor, and back to the battery. After 1C charges, 2 REC shuts off, due to lack of holding current, the control card then checks that 1C is charged.

SCHEMATIC

ILLUSTRATION 1 Its operation is like a diode in that it will allow current to flow in one direction only, blocking current in the other direction. This is where the similarity ends; the SCR when connected to a power source will not conduct until a turn-on signal is supplied to the gate. Once turned on, the SCR will conduct even with no signal on the gate, until the current flow through the SCR is reduced to zero, either by removing all power or by supplying a reverse voltage momentarily between the cathode and anode.

The control card then supplies a gate pulse to 1 REC turning it on to a conducting state, allowing current to flow from the battery through 1 REC, T1-T2, motor field, motor armature, sensor, and back to the battery. 5 REC turns on and allows current to flow T4-T3, 1C, 1 REC, 5 REC back to T4-T3. This current charges 1C positive (card term. 7 is now positive). This voltage is now stored on the capacitor until it is time to turn off 1 REC. This charging cycle occurs in less than 1 milli-second (.001 seconds) and 5 REC shuts off.

Current continues to flow in 1 REC until the control card turns on 2 REC. When 2 REC conducts, capacitor 1C discharges around the circuit composed of 1C, 1 REC, 2 REC and 1X. This discharge current opposes the battery current through 1 REC so that the resultant current is zero. With reverse voltage across 1 REC, 1 REC is turned off. Current continues to flow in the 2 REC, 1C and battery loop until the capacitor (card term. 7) is fully charged negative. This charge exceeds battery voltage by an amount which is a function of motor current, and 2 REC turns off. Illustration 4 shows the pulsing of current from the battery.

A0022

ILLUSTRATION 2

Crown 1979 PF-5030-1 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 001

M4.2 - EV1 - 001

MAINTENANCE

ELEMENTARY WIRING SCHEMATIC ILLUSTRATION 3

Crown 1979 PF-5030-2 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 002

M4.2 - EV1 -002

MAINTENANCE During the off time, the energy stored in the motor, by virtue of its inductance, will cause current to circulate through the motor around the loop formed by 3 REC. Thus providing what is called “flyback current”.

Illustration 5 shows the nature of the motor current which is composed of both battery current and the inductive flyback current. It should be noted that the average motor current measured will be greater than the average battery current. The SCR control, in effect, converts battery current at battery volts into a higher motor current and lower motor volts.

CONTROL FEATURES Oscillator — The oscillator section of the card has two adjustable features and one fixed feature. With the accelerator potentiometer at maximum ohms, the creep speed can be adjusted with a trimpot on the card. Top speed is fixed by card design, and is obtained with the accelerator potentiometer at minimum ohms. The control will provide 85-95 percent of available voltage in the SCR mode.

Illustration 6 shows the oscillator frequency curve.

The time for the next cycle to start is determined by the time that the control card takes to oscillate. This frequency of oscillation is controlled by the potentiometer in the accelerator and automatic circuitry in the card. Slow speed is obtained by having maximum ohms in the potentiometer. As the resistance in the potentiometer decreases, the speed of the motor increases. With level operation, the SCR circuit is capable of delivering approximately 85 to 90 percent speed. For full speed operation, the 1A contactor is closed to apply full battery voltage across the motor.

A0017

Oscillator Freqency Curve ILLUSTRATION 6 With the accelerator potentiometer at maximum ohms, the creep speed can be adjusted with a trimpot on the card. Top speed is fixed by card design, and is obtained with the accelerator potentiometer at minimum ohms.

A001

Battery Current ILLUSTRATION 4

The rate at which the oscillator may increase its % ON time is limited by “Controlled Acceleration”. The minimum time required to go from creep speed to the 1A pickup point may be varied by an indexed trimpot (C/A) on the card, adjustable from approximately 0.5 seconds to 1.0 seconds.

The % ON time has a range of approximately 5 to 95 percent. The center operating condition of the oscillator is at 50 percent ON time with a nominal 1.7 milliseconds ON time and 1.7 millisecond OFF time. This corresponds to a maximum operating frequency of about 300 hertz. At creep the ON time will decrease to approximately 0.8 milliseconds while OFF time will become in the order of 20 milliseconds. At full SCR operation, this condition will be reversed (short OFF time, long ON time). This variation of ON and OFF time of the oscillator produces the optimum frequencies through the SCR range. See Illustration 6.

A001

Motor Current ILLUSTRATION 5 Crown 1979 PF-5030-3 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 003

M4.2 - EV1 - 003

MAINTENANCE Current Limit This circuit monitors motor current by utilizing a sensor in series with the armature. The information detected across the sensor is fed back to the card so current may be limited to a preset value. If heavy load currents are detected, this circuit overrides the oscillator and limits the average current to a value set by the C/L adjustment pot.

The C/L setting is based on the maximum thermal rating of 1 REC and the peak voltage on the capacitor. Because of the flyback current through 3 REC, the motor current usually runs 2 to 3 times the battery current limit value.

The current limit is set with the (C/L) trimpot.

Plugging Slowdown is accomplished when reversing by providing a small amount of retarding torque for deceleration. If the vehicle is moving and the directional control is moved from forward to reverse, the motor field is reversed.

During the 1 REC off times the motor armature, driven by the inertia of the vehicle, acts as a generator. This generated current passes through 4 REC and the sensor.

The plug signal is initiated by the fact that the directional switch has moved from one direction to the other. The oscillator section assumes a plug current limit mode and regulates the armature current to obtain the desired braking torque. During the plugging mode the control oscillates at about 10 HZ resulting in a smooth plug. The distance of stopping can be set with the (plug) trimpot.

Ramp Start This non-adjustable feature provides full SCR torque to restart a vehicle on an incline. The memory for this function is the directional switch. When stopping on an incline, the directional switch must be left in its original or off position to allow the control to assure full power when restarted.

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

1A Control The 1A contactor has 6 modes of control: 1. Demand Pickup (fixed feature of the card) — If the oscillator has attained a % ON time equivalent to a motor voltage of 80 to 85 percent of the available battery volts, the 1A contactor will automatically pick up.

The 1A switch in the accelerator is not necessary for this function. On “H3” cards, this feature may be eliminated by adding a jumper from R9 to R4.

2. Timed Pickup — This feature works with the 1A switch in the accelerator. The time-delay pickup of 1A is provided by a circuit in the card. This feature allows 1A to be picked up after a time delay without reaching the demand point, and is normally used to apply full power at near stall conditions. This time delay is adjustable by means of a 1A time trimpot on the card.

3. Thermal Holdoff — This feature prevents the 1A contactor from closing as a function of time with the truck in severe thermal cutback to avoid torque jumps.

When a truck starts to go into thermal cutback, the 1A time will gradually increase to infinity as the control goes deeper into thermal cutback. On “E” and later cards, this feature may be eliminated by adding a jumper from R2 to R4.

4. Current Holdoff — This is accomplished by not wiring in the 1A switch in the accelerator, otherwise 1A will close at stall after the 1A time delay. If the percentage on is reduced below 80%, the 1A timer is shut off and 1A will not operate until the vehicle can accelerate to a point where the demand pickup will automatically close the 1A contactor.

5. 1A Plugging Holdoff — This built-in feature is designed to prevent 1A closure anytime during plugging.

6. 1A Dropout (1ADO) — This adjustable feature can be set to open the 1A contactor if the traction motor is subjected to excessive currents. The dropout is adjustable with the (1A DO) trimpot. Opening the start switch or depressing the brake, or returning the directional switch to neutral will unlock the dropout circuit and allow 1A to pick up on demand or time as mentioned above.

Pulse Monitor Trip This function contains three features: The look ahead, the look again, and the automatic look again reset.

If 1 REC is shorted or 1A is welded, PMT will look ahead and prevent F or R from closing if either condition exists.

If 1 REC fails to commutate, or if 1A power tips remain closed when they should be open, the control will open F or R contactor. PMT will then look again by testing for a fault and, if none, reclose F or R. If the fault still exists, the F or R will reopen and remain open.

If 1A closes before a second commutation failure, the look again counter will automatically reset. This eliminates the inconvenience of resetting the PMT with the key switch if the tripping is due to random noise.

Crown 1979 PF-5030-4 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - RV1 - 004

M4.2 - EV1 - 004

MAINTENANCE When the PMT circuit prevents F or R from closing, the PMT circuit can be reset only by opening the Key switch.

Static Return To Off This built-in feature of the control requires the driver to return the directional control to neutral anytime he leaves the vehicle and returns. If the seat switch or key switch is opened, the control will shut off and cannot be restarted until returned to neutral. A time delay is built into the seat switch input, .75 second, to allow momentary opening of the seat switch if a bump is encountered.

Coil Drive Modules These modules are located typically on the contactor portion of the control. They are the power devices that operate F, R and 1A contactor coils. These modules pick up or drop out these coils on command from the control card. All modules are equipped with reverse battery protection in that if the battery is connected incorrectly, none of the contactors controlled can be closed electrically.

Thermal Protector (TP)

limits, the thermal protector will lower the maximum current limit and not allow 1 REC to exceed its temperature limits. Even at a reduced current limit, the vehicle will normally be able to reach sufficient speed for full 1A operation, thereby allowing the panel to cool. As the panel cools, the thermal protector will automatically return the control to full power.

Filters Hash filters and varistors prevent damage to the control circuit that can be caused by voltage spikes (Momentary surges when circuits are made or broken) from contactors, solenoids, etc.

Low Voltage Batteries under load, particularly if undersized or more than 80 percent discharged, will produce low voltages at the SCR control terminals. The EV-1* control is designed for use down to 50 percent of the nominal battery volts.

Low battery volts may cause the control to not operate correctly but the PMT should open the F or R contactor in the event of a commutation failure.

This temperature sensitive device is mounted in the 1 REC heat sink. If the 1 REC temperature exceeds design

Oscillator Card Changes

* Only on cards up to Rev. B-2 (See card nameplate) NOTE 1 - Can replace any card, however, requires group 1 thermal protector as described in feature 2.

NOTE 2 - Can replace any card, however, requires jumper between R4 on control card and battery negative.

Crown 1979 PF-5030-5 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 005

M4.2 - EV1 - 005

MAINTENANCE Oscillator Card Change Features 1. Optional reduced current limit. Adding a connector from R1 to R2 will reduce motor current (by about 50 amperes when used with the EV-1B control).

2. Low thermal cutback. Reduction in current limit is adequate only when the panel is mounted on a good heat sink. 1A thermal holdoff occurs at a low temperature. Thermal protector (group 1) must be used with this card.

3. No PMT look again reset. The PMT look again counter will not reset when 1A closes.

4. 1 REC synch circuit. 1 REC synchronizing circuits shut off 1 REC gate pulse causing failure to gate 1 REC with certain motors.

5. Non-optional 1A thermal holdoff. The provisions for disabling 1A thermal holdoff by adding a connector from R2 to R4 is not available.

6. Optional no 1A on demand and soft ramp start.

Adding a connector from R9 to R4 softens the initial torque on ramp start in some applications, and also prevents 1A from picking up on demand.

7. Microprocessor based design. Battery negative connection to R4 required.

8. Not to be used as service replacements. Could cause malfunction on units not originally equipped with same card number.

A0023

9. Card interchangeable on all EV1 systems used on Crown trucks.

ILLUSTRATION 7

Oscillator Card Identification

AUXILIARY CARDS

Oscillator cards used on EV1 traction SCR controls are IC3645OSC type cards. The last three (3) digits are the card revision numbers. A label below the adjustment potentiometers on the outer case contains these identification numbers.

Limit Switch Cards SP Models prior to 9/84 - (ILLUSTRATION 8) The limit switch card is used to place a fixed amount of resistance in the oscillator circuit to limit the maximum speed the unit will travel in the SCR range, but can be bypassed for top speed operation when platform is lowered.

A0024

ILLUSTRATION 8

Crown 1979 PF-5030-6 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 006

M4.2 - EV1 - 006

MAINTENANCE

PC Models — (Illustration 8) The limit switch card is used to place a fixed amount of resistance in the oscillator circuit to limit the maximum speed the unit will travel in the SCR range when operated as a walkie, but can be bypassed by the high speed switch. (See component testing section for more specific resistance values.)

PE Models — (Illustration 9) The limit switch card is used to place a fixed amount of resistance in the oscillator circuit to limit the maximum speed the unit will travel in the SCR range when used as a walkie, but is bypassed by

A0026

ILLUSTRATION 10 SP Models after 9/84 - (Illustration 10) The limit switch card is used to place a variable amount of resistance in the oscillator circuit to limit the maximum speed the unit will travel in the SCR range when operated with forks elevated above 24 inches.

NOTE The following procedures refer to adjustments located on the limit switch card which is mounted in the electrical box on the platform, behind the control pod. Refer to Illustration 11 for placement of potentiometers on this card.

Adjustments should be made with no load on forks. The speed lane should be 40 feet long. Before setting creep speed, run the truck through the 40 ft. speed lane, six times, plugging at each stop. Raise the forks so that the mast limit switch is activated and run the truck through the speed lane six times, utilize plugging at each stop.

The truck is now ready for card adjustments.

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

The Limit Switch Card adjustments, CS & LS, are single turn potentiometers. Attempting to turn more may damage the potentiometers.

A0025

ILLUSTRATION 9 the high speed switch in the cross bar. This is used in conjunction with a diode block and relay (RA) which also controls the speed away from the operator when the safety reversing switch is activated.

Turn adjustment clockwise to increase speed.

Crown 1979 PF-5030-7 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 007

M4.2 - EV1 - 007

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

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

The control can also be cleaned with Freon TF* degreaser.

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

A0027

ILLUSTRATION 11 1. Set SCR CARD creep adjustment for an empty travel speed of approximately 2″ per second when the twist grip is moved enough to pull in either the forward (F) or reverse (R) contactor.

2. Raise the forks so that the mast limit switch is activated. Move twist grip to maximum speed position.

Adjust limited speed adjustment on Limit Switch Card so that an empty SP36 or SP42 travels 40′ in 10.9 to 12.15 seconds (2.5 mph). An SP48 should be adjusted to travel 40′ in 13.6 to 15.15 seconds (2.0 mph).

3. Set creep speed adjustment on Limit Switch Card for an empty travel speed of approximately 2″ per second when twist grip is moved enough to pull in either the forward (F) or reverse (R) contactor. The mast limit switch must be activated during this time.

NOTE After all adjustments have been set, seal cover with silicon rubber compount. (Crown No. 65031-2) Dual Motor Card (dual drive motor trucks only)

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

Meter All voltage and resistance readings refered to in the Maintenance Instructions were taken with an analog type meter with 20,000 ohms/volt dc input impedance and ± 2% full scale accuracy, e.g. Simpson 260.

If a meter other than that specified is used, it is possible to obtain readings that do not compare with what is described. This does not mean that the component being checked is defective. For example, some digital meters are capable, when checking a diode in circuit, of reading resistance that is in parallel with the diode. When compared to the testing procedure, the diode would be considered defective, when in reality the meter is not reading the diodes but the parallel resistors resistance. Some meters also are sensitive enough to read electrical noise which may be present. In some instances a voltage reading could exceed battery volts.

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

See later in EV1 section.

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

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

Tune Up New or Mistuned Card. Panels are factory adjusted for a particular motor and truck and should not need adjustment. The card is supplied with single turn potentiometer adjustments and the box is marked with “dial” setting.

Turning pots C.W. increases the particular function, for example, C.W. adjustment increases creep speed, acceleration rate, current limit, 1A time, stiffness of plug, etc.

With a new card, turn all pots fully CCW to “1′, then set each pot to the setting for the particular truck as listed.

Potentiometer settings apply only to truck models listed.

Crown 1979 PF-5030-8 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 008

M4.2 - EV1 - 008

MAINTENANCE

A0028

ADJUSTMENT POTENTIOMETERS (trimpots) ILLUSTRATION 12 Use Chart 1 for 1H3 cards and Chart 2 for 5H9 cards.

SP36 SP42 SP48 PE, PC, PR, SSR RC, SC RR, RS, RD (24 Volt) RR, RS, RD (36 Volt) TR, TWR

* CREEP 81⁄2 7 71⁄2 51⁄2 7 1/2 61⁄2 41⁄2 6

* C/A 4 41⁄2 41⁄2 4 3 3 3 2

C/L 5 9 9 61⁄2 9 9 8 5

1A TIME 3 6 6 7 6 6 51⁄2 21⁄2

1ADO 21⁄2 7 7 7 31⁄4 31⁄4 31⁄4 2

* PLUG 4 41⁄2 41⁄2 6 5 6 6 4

FWPU N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A.

FWDO N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A.

* Check these adjustments to meet the specifications listed for your unit as follows and adjust as necessary.

CHART 1 SP36 SP42, SP48 PE, PC, PR, SSR RC SC RR, RS, RD (24 Volt) RR, RS, RD (36 Volt) TR, TWR

* CREEP 3 3 3 3 3 51⁄2 3 3

* C/A 2.5 3 3 11⁄2 11⁄2 11⁄2 11⁄2 2

C/L 9 9 9 9 9 9 9 9

1A TIME 21⁄2 51⁄2 6 51⁄2 51⁄2 51⁄2 5 41⁄2

1ADO 2 2 2 31⁄2 31⁄2 2 2 21⁄2

* PLUG 3 31⁄2 2 7 6 3 3 51⁄2

FWPU N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A.

FWDO N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A.

* Check these adjustments to meet the specifications listed for your unit as follows and adjust as necessary.

CHART 2 Creep Speed SP36-SP42 – Raise forks so that mast switch is activated. Move control handle to maximum speed. Adjust creep speed so empty truck moves 44 feet in 12 to 13 seconds (2.5 MPH).

SP48 – Raise forks so that mast switch is activated.

Move control handle to maximum speed. Adjust creep speed so empty truck moves 44 feet in 15 to 16 seconds (2.0 MPH).

PE-PC-TWR-TR – Turn high speed switch off if used. Move control handle to maximum speed. Adjust creep speed so empty truck moves 44 feet in 7 to 8 seconds (4 MPH).

PR-SSR-RR-RS-RD-RC-SC – Raise forks so that mast switch is activated. Move speed control just enough to

pull in either the F or R contactor. Adjust the creep speed trimpot so empty truck moves at a rate of approximately 2 inches per second.

Current Limit (C/L) Equipment required: Shunt and meter-500 AMP. Connect shunt in series with the battery and connect meter. Turn C/L fully counterclockwise. Place truck against obstacle.

Block 1A contactor tips open. Jumper brake switch. Leave brake applied and move control handle to maximum speed. Adjust C/L between; 180 to 225 amps for RC and SC, 190 to 225 amps for RR, RS, RD, SP, PE, PC, TWR, TR, PR and SSR. Motor must not turn while adjusting.

(Turn adjustment clockwise to increase current). Do not stall motor more than 30 seconds at a time and allow to cool between test. After setting remove jumper and block.

Crown 1979 PF-5030-9 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 009

M4.2 - EV1 - 009

MAINTENANCE Controlled Acceleration (C/A) Turn 1A Time adjustment fully clockwise. With forks lowered and an empty truck, move control handle rapidly to maximum speed. Adjust C/A until a smooth, jerk-free increase of speed is obtained (approximately 1 - 1 1/2 seconds to full SCR speed). Turn 1A Time adjustment fully counterclockwise.

1A Time With forks lowered and an empty truck, move control handle rapidly to maximum speed. Adjust 1A Time until a smooth, jerk-free transition from SCR speed to 1A bypass speed is experienced (approximately 1 1/2 - 2 seconds). Turning adjustment clockwise increases rate of acceleration.

1A Drop-Out Equipment required: Shunt and meter-750 AMP. Connect shunt in series with the battery and connect meter. Turn 1A drop-out fully clockwise. Place truck against obstacle.

Jumper brake switch. Release brake and move control handle to maximum speed forward or reverse (1A switch closed). (Turn adjustment clockwise to increase current at which drop-out occurs). After 1A contactor has pulled-in load motor by applying brake until “drop-out amps” is obtained.

Slowly adjust 1A drop-out till 1A contactor drops out. This adjustment is time dependent. Turning adjustment too fast will give incorrect setting.

Release brake and return control handle to neutral. Again pull in 1A contactor and load to “hold amps”. 1A contactor shall not drop out within 2 seconds. Load to “drop out amps”.

1A contactor shall drop out within 1 second. Do not stall motor more than 15 seconds at a time and allow to cool between test. After setting remove jumper.

Plug With forks lowered and with an empty truck, run truck in forward direction with 1A contactor pulled in. Move control handle rapidly to maximum reverse direction. Adjust plugging so that truck stops in 11 to 13 feet, except RR, RS and RD trucks which stop in 13 to 15 feet. Turning adjustment clockwise decreases plugging distance.

After all adjustments have been set, seal cover with silicone rubber compound (Crown No. 65031-2).

CHART 3

Crown 1979 PF-5030-10 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 010

M4.2 - EV1 - 010

MAINTENANCE TYPICAL PHYSICAL ARRANGEMENT AND IDENTIFICATION OF COMPONENTS

A0029

(1)

Main SCR (1 REC)

(10) Plugging Diode (4 REC)

(2)

Thermal Protector

(11) Turn-off SCR (2 REC)

(3)

Commutating Capacitor (1C)

(12) Charging SCR (5 REC)

(4)

Oscillator Card

(13) Power Connections

(5)

Card Adjustments

(14) Filters for 2 and 5 REC

(6)

Quick Card Release

(7)

Card Terminal Board

(15) Motor Current Sensor (Located behind middle power connector)

(8)

Card Connector

(9)

Flyback Diode (3 REC) Transformer and choke (1X) located in encapsulated block under capacitor. 3 REC filter (23 Fil) located under pigtail of the diode.

(16) 23 R Resistor

ILLUSTRATION 13 Crown 1979 PF-5030-11 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 011

M4.2 - EV1 - 011

MAINTENANCE Replacement – EV1 Components

3. Disconnect all transformer leads.

When replacing stud type semiconductors such as 2, 3, 4 and 5 REC, it is not necessary to torque these devices to a specific value. However, the device should be screwed into the heat sink and tightened to a snug fit. SCR gates, not screw connected, terminate inside card plug. Remove card connector for access to stab terminals.

4. Remove 2 REC, 5 REC and Snubbers.

5. Remove 4 mounting bolts and lift transformer free.

INSTRUCTIONS FOR REMOVAL OF CARD 1. Pry open the latches carefully with a screwdriver as shown in Illustration 14.

The use of a heat transfer grease (Crown No. 93983) is recommended.

When replacing module semiconductors such as 1 REC: 1. Remove all module connections.

2. Remove module by backing out the two screws at the device sides.

3. If a 1 REC, remove the thermal protector.

4. Clean the insulator surface with a clean rag and isopropyl alcohol.

5. Inspect insulator surface for tears or cracks. If defective, replace. Wipe a light layer of machine oil on base and smooth insulator into position.

6. Coat insulator with a light coat of heat transfer grease.

A0030

ILLUSTRATION 14 2. Discharge capacitor 1C. 3. Remove the four (4) screws shown in Illustration 15.

7. Install thermal protector in new module. Tighten until snug.

8. Set new module on insulation and start screws back into the base. Be sure to use original hardware and flat washers. Run screws in to “Finger tight”. Check to see that the bottom of the heat sink is flat against the insulator. Alternately tighten the two screws by 1⁄4 turn until firm.

9. Replace all connections removed in step 1.

CAPACITOR (EV-1A & B)

A0031

1. Remove card completely. See card removal procedure.

2. Remove card box right support.

ILLUSTRATION 15 4. Jack out the right and left-hand terminal board, using a screwdriver in the slots, (leaving the wires intact) as shown in Illustration 16.

3. Remove nuts from capacitor connections and slide capacitor away.

4. Reverse procedure to install new capacitor.

22 REC AND 25 REC When replacing these devices, use original hardware in the same holes, as the inserts are used for electrical connections to the transformer.

TRANSFORMER/CHOKE 1. Remove card box and card supports. See card removal procedure.

A0032

2. Remove capacitor.

ILLUSTRATION 16

Crown 1979 PF-5030-12 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 012

M4.2 - EV1 - 012

MAINTENANCE 5. Jack out the bottom plug with a screwdriver as shown in Illustration 17.

CAUTION

Discharge Capacitor before proceeding to prevent component damage.

The card can be removed by hinging 10 degrees and pulling out, or, if panel components (not related to card hinge mountings) are to be replaced, disregard card removal instructions above except Step 1 and the card will hinge up to 90 degrees.

Main SCR Control Card All troubleshooting is written to check all outside devices and eliminate them as the source of symptoms. The conclusion being then, that the card is faulty. See card removal sequence in replacement section.

Capacitor 1C Disconnect battery and discharge capacitor. Measure ohms through the capacitor using the R x 10,000 scale.

Meter should read zero and then swing to above 100,000 ohms. Replace capacitor if above reading is not obtained.

Contactors F, R, 1A, and P NOTE 1. Control is arranged so that F and R do not break current. Check to see that 1A drops out ahead of F or R. NOTE 2. Most contactor coils are polarity sensitive. The left-hand terminal must be connected to positive.

A0033

ILLUSTRATION 17

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

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

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

A0018

ILLUSTRATION 18 Potentiometer in Accelerator To check operation of the potentiometer, disconnect battery and disconnect wires at card terminal R4 and R5.

Connect a VOM to wire removed with scale set to R x 100. With accelerator in creep speed position, the ohms reading should be 4800 to 6000 ohms. If infinity reading is obtained, check AGX 1/4 A fuse. With accelerator in top speed position, reading should be 200 ohms or less.

If readings are not obtained, refer to maintenance section procedure for adjustment in truck manual. With wire disconnected as above, check for resistance of 1 megohm or higher from pot wires to truck frame.

Crown 1979 PF-5030-13 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 013

M4.2 - EV1 - 013

MAINTENANCE Drive Module 24-48V (IC3645CPM1RDA2)

(2) CATHODE (3)

ANODE (1)

a. Connect circuit as shown in Illustration 19. b. Voltmeter should read battery volts with switch open.

LAMP

c. Close switch and meter reading should be 2 volts or less.

6 V. d. Move load resistor to terminal 4 and repeat steps b. and c.

CATHODE (3)

BL

BATT. POS. 24/36 VOLTS

AC

RE

SW. 1

2

3

4

4.7 k OHMS 2 WATTS

ITE WH

3938

BATT. NEG.

SCR’s (1 REC, 2 REC, & 5 REC) These are silicon control rectifiers. Before checking, disconnect battery and discharge capacitor 1C. Disconnect one power connection on the rectifier. Disconnect gate leads of SCR’s at the card plug. To check an SCR, it is necessary to have a 6-volt battery and a 6-volt lamp.

b. The lamp should not light. If the lamp does light, the SCR is shorted and must be replaced.

d. If lamp cannot be lit under step b. the SCR is open and must be replaced.

NOTE If you do not have a test light to check the SCR’s as described above, they may be checked for shorts or opens by use of a VOM.

a. Connect the positive lead to the anode (1) and the negative lead to the cathode (3) as shown in Illustration 20 and 21.

CATHODE (3)

ANODE (1)

THICK END

GATE (2)

(TOP VIEW)

ILLUSTRATION 21

c. If check a. was satisfactory, test the SCR for its ability to be turned on by the gate. Touch gate, point 2, to point 1. If gate is operative, the lamp should come on and must remain on when the gate is removed.

ILLUSTRATION 19

3937

ANODE (1)

D

GATE (2) 50 V D.C. SCALE

3936

K

1. Measure resistance from anode to cathode (R x 100 scale). If SCR is shorted (zero ohms), it must be replaced.

2. Measure resistance from gate lead (white lead) to cathode and then from cathode to gate lead (R x 1 scale). If resistance reads either zero ohms (shorted) or infinity (open), replace the SCR. When reassembling SCR’s, refer to Replacement Procedures.

ILLUSTRATION 20

Crown 1979 PF-5030-14 Rev. 7/95

Printed in U.S.A.

03 REV. 7/95

M4.2–EV1–014

M4.2–EV1–014

MAINTENANCE Hour Meter Module (IC3645CPM1HMB1) 26 REC Check individual diode circuits with continuity light or Simpson. (See Chart 4.)

A0019

ILLUSTRATION 23 Thermal Protector (TP) Remove both connections from TP and with a VOM read less than 200 ohms terminal to terminal, if heat sink is at room temperature. Set VOM to highest ohm scale and check pins to heat sink, reading should be infinity.

A0036

ILLUSTRATION 22

Filter Block (HF) 22 REC, 25 REC, 23 FIL, etc.

Rectifier

To check, disconnect all wires from filter block. With VOM on RX 10,000 scale, touch the lead to the filter terminals to charge the filter. After a few seconds, reverse the meter leads and touch the filter terminals. The VOM needle will deflect and return to infinity. If this capacitor action is not observed, replace the filter block.

When checking diodes, disconnect battery and discharge capacitor 1C to prevent burning out the ohmmeter. When replacing rectifiers, refer to Replacement Procedures.

3 and 4 REC:

NOTE

Disconnect one lead or flexible connection, 3 and 4 REC are diodes with about 7 to 12 ohms in the conducting direction (+ c|−− −) measured on the RX1 scale, and 50,000 ohms or higher, in the non-conducting direction (− c|−− +) measured on the RX 10,000 scale.

If system has symtoms to indicate 22 REC or 25 REC to be defective, interchange 22 REC and 25 REC and try again. If problem is corrected, 25 REC was marginal and should be replaced. If problem is not corrected replace both filters with known good filters.

VOM METER CHECKS

NOTE: When using meter with positive and negative DC switch, be sure meter is set to + DC for check 1, 3 and 5. Meter switch can be reversed to - DC without changing leads for checks 2, 4 and 6.

CONTINUITY LIGHT CHECK

CHART 4

Crown 1979 PF-5030-15 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 015

M4.2 - EV1 - 015

MAINTENANCE Filter Block – 23 RES, etc.

Limit Switch Card

Should these filters fail, it will be evidenced visually by a severe cracking or should read approximately 5 ohms in either direction when checked with an ohmmeter and one lead disconnected.

SP42 (80760-1) a. Check resistance between terminals 51 & 52 resistance should be 20,000 ohms. b. Check resistance between terminals 53 & 54 resistance should be 1,000 ohms.

Transformer and Choke

SP42 (80760-2) a. Check resistance between terminals 51 & 52 resistance should be 15,000 ohms. b. Check resistance between terminals 53 & 54 resistance should be 1,300 ohms.

TRANSFORMER – CHOKE ASSEMBLY

PE - PC (80760-3) to 9/78 a. Check resistance between terminals 51 & 52 resistance should be 39,000 ohms. b. Check resistance between terminals 53 & 54 resistance should be 560 ohms.

PE - PC (83227-2) from 9/78 a. Check resistance between terminals 51 & 52 resistance should be 9,100 ohms. b. Check resistance between terminals 53 & 54 resistance should be 1,500 ohms. c. Check resistance between terminals 51 & 55 resistance should be 3,400 ohms.

A0037

ILLUSTRATION 24 a. Remove shunt from T2; connect to open circuit. b. With VOM on RX1 scale, connect meter leads between T1 and T2 of the transformer. Resistance should be zero ohms. c. Remove 2 REC filters (22 REC) and position leads so they do not touch transformer connections. d. With VOM on RX1 scale, connect meter leads between T3 and T4 of the transformer. Resistance should be zero ohms. e. With VOM on RX 10,000 scale, connect meter leads between T1 and T3 of the transformer. The resistance reading should be infinite resistance. If not, replace transformer. f. With VOM on RX1 scale, connect meter leads between 1X terminals on the transformer and choke block. Resistance should be zero ohms. If a high resistance, replace transformer choke block.

Crown 1979 PF-5030-16 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 016

M4.2 - EV1 - 016

MAINTENANCE

B0002

SCR MODULE PICTORIAL WIRING DIAGRAM

Crown 1979 PF-5030-17 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 017

M4.2 - EV1 - 017

MAINTENANCE TROUBLESHOOTING CHART The pulsing of the main SCR is too fast for conventional instruments to measure. When the control is functioning properly, a low hum can be heard.

Malfunctions of the SCR will generally fall into one of two categories. They are either no power or full power, when operating in the SCR control range and malfunctions of other features.

These simple and easy-to-follow tables outline the various symptoms and the corrective action to be taken.

Before proceeding, visually check for loose wiring, maladjusted linkage to accelerator switch, signs of overheating of components, etc.

CAUTION

Before touching electrical components, disconnect the battery, discharge capacitor 1C, and jack the drive wheels off the floor.

Reconnect the battery as needed for the specific check. Be familiar with both component testing and replacement procedures before proceeding.

If capacitor 1C terminals are not accessible, discharge capacitor by connecting from SCR POS terminal to 2 REC anode. Check resistance on R x 1000 scale from frame to SCR power and control terminals. A resistance of less than 20,000 ohms can cause misleading symptoms. Resistance less than 1000 ohms should be corrected first.

Tools and test equipment required are: (a) 6-volt lamp, 6-volt battery, clip leads, volt-ohm meter (20,000 ohms per volt) and general hand tools, or (b) EV-1 System Analyzer, voltohm meter (20,000 ohms per volt) and general hand tools.

Volt-ohm meter, used for voltage and resistance tests, had 20,000 ohms per volt input impedance with + 2% accuracy full scale on the dc ranges, e.g. a Simpson 260. If meter other than specified is used, be familiar with the meters capabilities so voltage readings and resistance checks obtained are not misleading.

Use the following chart as a reference for voltage readings under various conditions at card test points. If using an Analyzer, use instruction with Analyzer.

Function of EV1 Card Terminals for IC36450SC (All Cards) (All measurements taken with respect to TBR4) Terminal Board No.

Description

Condition

Voltage

L1

Not presently used

L2

Not presently used

L3

Key switch input

Key open Key closed

0 Volts Battery volts

L4

SRO Input

Key or seat open Key & seat closed

0 Volts Battery volts

L5

Accelerator start and brake switch input

Key, seat, brake, or start (accelerator switch) open

0 Volts

Key, seat, brake and start (accelerator switch) closed

Battery volts

No current

1.75 Volts (Approx.)

500 Amps average motor current model “B”

3.25 Volts (Approx.)

Key open Key & seat closed

0 Volts Battery volts

L6

Motor current sensor output

L7

Seat switch input

L8

Not presently used NOTE

If any switch is open before a directional switch is closed, voltage will be 2 to 3 volts less than battery voltage.

Crown 1979 PF-5030-18 Rev. 7/95

Printed in U.S.A.

03 REV. 7/95

M4.2–EV1–018

M4.2–EV1–018

MAINTENANCE

Terminal Board No. L9

Description

Condition

Voltage

Direction switch input from positive side of “F” coil brake & direction “F” closed

Key open Key, seat, start (accel. sw.),

0 Volts Battery volts

L10

Direction switch input from positive side of “R” coil

Key open Key, seat, start (accel. sw.), brake & direction “R” closed

0 Volts Battery volts

R1

Card power supply

Key off Key on

0 Volts 8.2 Volts

R2

Not presently used

R3

Output to PMT Driver

Key off

0 Volts

Direction contactor picked up

2 Volts

Key, seat, start, brake & direction selected (wire removed from R3)

8 Volts (Approx.) or 5–10 Milliamps (See Note 1)

R4

Common Return to card for accelerator pot & 1A switch

Key off, use VOM and read from R4 to “Neg.” Battery disconnected

Less than 1 ohm

R5

Accelerator pot input

Key on & Accelerator “creep”

3.6 Volts (Approx.)

Accelerator top speed

0 Volts (Approx.)

R6

1A switch input

Key on 1A switch closed

Above 7 Volts 0 Volts

R7

% on time output (when used with “B” card remove wire)

Key on Run control with accelerator at top SCR

2.2 Volts (Approx.)

6.0 Volts (Approx.)

R8

1A driver output

1A Contactor open 1A Contactor closed

0 Volts 2 Volts (Approx.)

Top SCR speed (wire removed from R8)

8 Volts (Approx.) or 5–10 Milliamps (See Note 1)

R9

FW driver output

Not used

R10

Plugging output logic

Not plugging mode Plugging mode

0 Volts 8 Volts

NOTE Connect milliammeter from terminal to R4. If contactor picks up during this test, replace driver. If zero milliamps, open lead and recheck to eliminate possible driver short from terminal 1 to 2.

Crown 1979 PF-5030-19 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 019

M4.2 - EV1 - 019

MAINTENANCE ALL TESTING SHOULD BE DONE WITH TRUCK JACKED UP AND HARDWOOD BLOCKS PLACED UNDER TRUCK FRAME DO NOT OPERATE FROM BATTERY CHARGER FAILURES WHICH CAUSE REDUCED OR NO MOTOR TORQUE WITH SCR CONTROL Symptom 1. Contactors do not pick up. No control voltage from positive to negative.

Probable Cause a. Check power and control fuses. Replace if defective. b. Check battery for low specific gravity and connections for looseness or broken fittings. Should have battery volts at positive power terminal.

2. Contactors do not pick up. Control volts present from positive to negative with proper polarity.

Note: All readings at card check points use R-4 as negative test point. a. Check key switch.

Use VOM on 50 V.D.C. scale.

Test for battery volts at L-3 with: Key switch open, reading should be zero volts; key switch closed, reading should be B.V. (Battery Volts). If zero, replace key switch or leads. b. Check seat switch or SRO input.

Use VOM on 50 V.D.C. scale.

Test for battery volts at L-4 and L-7 with: Key and seat switch open, reading should be zero volts; key and seat switch closed, reading should be B.V. If zero, replace seat switch or leads. c. Check brake, start (accelerator), and cutout switches.

Use VOM on 50 V.D.C. scale.

Test for battery volts at L-5 with: Key, seat, brake, etc. switches open, reading should be zero volts.

Sitdown Units Key, seat, brake, accelerator switches closed, reading should be B.V. If zero at L-5, check at TB3-3 for B.V. A zero reading here would indicate the brake switch to be defective. B.V. at TB3-3 would indicate the accelerator switch to be defective.

Stockpicker Units Key, brake and travel cutout switches closed, reading should be B.V. If zero at L-5, check at TB3-16, TB3-17 and TB3-7, etc. to isolate which of the switches or leads are defective.

Stand-up Rider units (RC-PE-PC-PR-SSR-RR-RS) Key and brake switches closed, reading should be BV. at L-5. If zero, replace brake switch or leads.

Crown 1979 PF-5030-20 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 020

M4.2 - EV1 - 020

MAINTENANCE Symptom

Probable Cause d. Check directional (F and R) switches.

Use VOM on 50 V.D.C. scale.

Test for battery volts at L-9 and L-10: Key, seat, brake, etc. switches open, reading should be zero volts.

Key, seat, brake, cutout, start switches and directional switches closed, (as applicable) reading should be B.V. at L-9 for forward and L-10 for reverse. If zero, replace defective directional switch or leads. Note: On sitdown units, the directional switch must be closed after seat switch for system to turn on. e. Check contactor coils (F and R) Use a jumper lead.

Connect jumper lead from negative coil terminal to battery negative. Close key switch, seat, brake switches, etc. Contactor should close. If not, replace defective contactor or leads. Test each coil. f. Check PMT driver.

Use VOM on 50 V.D.C. scale.

Connect negative meter lead to terminal 2 of driver and positive lead to terminal 3. Close switches for forward operation. Meter reading should be 2 volts or less. Repeat same test with positive meter lead on terminal 4 with switches closed for reverse operation. If more, test for signal of 2 volts at R-3 (8 volts with lead disconnected) of card. If voltage at 3 and/or 4 are high and a reading of 2 volts at R-3, replace driver. If voltage is zero at R-3, replace card.

Alternate: Connect milliammeter (10 ma scale) from R3 to R4. Should read 5-10 milliamps. If not, open Key switch, open lead from R3 to PMT driver, reclose all switches except Direction switch, wait over one second and close FORWARD Direction switch. If reading is not 5-10 milliamps, replace control card. If reading is good, the coil or wiring to the PMT driver is open or the PMT driver is defective. Check driver. g. Two possibilities remain keeping F or R from picking up: (1) PMT operating normally (a) Check 1 REC for short (b) Check 1A for welded tips (c) Close key switch.

Check volts at T2 (pin 10). Should be about 50% of battery volts. Above 70% locks out 1 REC. (Control card contains a 10 K bridge from pin 5 to L3 and pin 6). If near battery volts, check for shorted 1A tips or a shorted 1 REC. If near zero volts, check for shorted 3 REC. (2) Replace control card

Crown 1979 PF-5030-21 Rev 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 021

M4.2 - EV1 - 021

MAINTENANCE Symptom

Probable Cause

3. Contactors close. NO power and NO SCR HUM WITH ACCELERATOR IN SCR range.

a. Check SCR power fuse.

Use VOM on 50 V.D.C. scale.

Test for battery volts between positive and negative power terminal studs. If zero, replace fuse. b. Check accelerator circuit. Ref. voltage at RS Use VOM on R x 100 ohm scale.

Disconnect battery. Connect meter lead to R-4 and R-5.

Test: Resistance reading should be approximately 5000 ohms with accelerator in creep speed position and decrease to 200 ohms or less as the 1A switch closes. If reading is infinity, replace fuse and retest. An erratic reading also indicates potentiometer should be replaced even though the correct resistance reading is obtained at both ends of the speed range. c. Check 1 REC. Use continuity light.

Disconnect the gatelead. Disconnect power lead to anode or cathode.

Test: Connect negative to cathode. Connect positive to anode. If light comes on, 1 REC is shorted. If light does not come on, continue test.

Connect jumper between gate terminal and anode. The light should come on and stay on when jumper is removed. If not, 1 REC is open. If this test is done with a three volt flashlight of a continuity tester, it may not be conclusive. The voltage supply may not be adequate to keep the SCR latched on. d. Check 2 REC for open.

Use continuity light or VOM. Disconnect red, white, and black leads. Connect negative tester lead to cathode.

Test: Connect positive tester lead to anode. If light comes on 2 REC is shorted. If light does not come on, continue test. Connect jumper between white gatelead and anode. If light does not come on the SCR is open. Normally, the light should come on. If it does come on and remains on when jumper is removed, 2 REC is good. When using a VOM, consult component testing procedures for readings. e. Check power circuit.

Use VOM on R x 1 scale.

Test: For continuity from 1 REC cathode to battery negative (i.e. motor field and armature, F and R contactor and cables). f. Check current sensor.

Use VOM on R x 1 scale.

Disconnect yellow and green leads from internal terminal board.

Test: Connect meter leads across leads from sensor. Reading should be less than 2 ohms.

Crown 1979 PF-5030-22 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 022

M4.2 - EV1 - 022

MAINTENANCE Symptom

Probable Cause g Check 23 FIL. h. Check control card by replacing.

4. Contactors close, little or no power. Normal SCR hum.

a Check 3 REC for open circuit.

Use continuity light or VOM. Disconnect cathode lead.

Test: With negative lead to cathode and positive lead to anode, light should come on. If not, replace 3 REC. Reverse leads. Light should not come on.

If light does come on, replace 3 REC. When using VOM, consult component testing procedures for readings. b Check 4 REC for short circuit.

Use continuity light or VOM. Disconnect cathode.

Test: Use same test as used in 4a. c. Check thermal protector.

Use VOM. Disconnect one lead.

Test for open. Should be approximately 200 ohms at room temperature.

5. Contactors close. No or little power. Abnormal SCR hum.

a. Check 2 REC for short.

Use continuity light or VOM. Disconnect red, white, and black leads.

Test: Connect negative tester lead to cathode.

Connect positive tester lead to anode. If light comes on, 2 REC is shorted. If light does not come on, continue test. Connect jumper between white gatelead and anode. If light does not come on and remain on when jumper is removed, the SCR is open. Normally, the light should come on. When using VOM, consult component testing procedures for 2 REC. b. Check 5 REC for short.

Use continuity light or VOM. Disconnect red, white, and black leads.

Test: Use same test as in 5a. c. Check 22 REC and 25 REC for short.

Use VOM on R x 10,000 ohm scale.

Remove 22 REC and 25 REC from circuit.

Test: Connect meter lead across terminals. Meter should deflect slightly; reverse meter leads. Again a slight deflection should occur. Then drop to infinity. If other than infinity reading is obtained, replace.

Crown 1979 PF-5030-23 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 023

M4.2 - EV1 - 023

MAINTENANCE Probable Cause

Symptom 6. One contactor closes with normal operation, but opposite contactor will not close.

a. Check directional switches.

Use VOM on 50 V.D.C. scale.

Test: Connect negative meter lead to R-4 and check for battery volts at L-9 for forward or L-10 for reverse with key, seat, brake, etc. switches closed. If a reading of B.V. is not obtained, replace defective directional switch or leads. b. Check directional contactor coils.

Use jumper lead.

Connect jumper lead from negative coil terminal to battery negative. Close key, seat, brake, etc. switches. Contactor should close. If not, replace defective contactor or leads. c. Check PMT driver.

Use VOM on 50 V.D.C. scale.

Test: Connect negative meter lead to terminal 2 of driver and positive lead to terminal 3. Close switches for forward operation. Meter reading should be 2 volts or less. Repeat same test with positive meter lead on terminal 4 with switches closed for reverse operation. If more, test for signal of 2 volts at R-3 (8 volts with lead disconnected) of card. If voltage at 3 and/or 4 are high and a reading of 2 volts is obtained at R-3, replace driver. If voltage is zero at R-3, replace card. d. Check control card by replacing. a. Check 1C capacitor for low resistance.

Use VOM on R x 10,000 scale.

Disconnect lead from capacitor terminal.

Test: Connect the VOM leads across the capacitor terminals. The meter should swing to zero ohms, then gradually swing to above 100,000 ohms. Check from one of the capacitor terminals to its case.

Reading should be at least 50,000 ohms. If either reading is low, replace capacitor.

7. Contactor closes, little power. No SCR hum.

b. Check current limit setting. See setting in Illustration 10 for your unit.

8. PMT trips after operating in 1A and acceleration is returned to SCR range.

Crown 1979 PF-5030-24 Rev. 5/87

a. Check for delay in 1A contactor dropout.

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 024

M4.2 - EV1 - 024

MAINTENANCE

FAILURES WHICH CAUSE FULL MOTOR TORQUE WITH SCR CONTROL Symptom

Probable Cause

1. Contactors close. Full SCR speed immediately with audible hum. NO PMT trip.

a. Check accelerator circuit.

Use VOM on R x 100 scale.

Disconnect lead from R-4 or remove 1/4 A fuse.

Test: Connect meter leads to R-5 and lead removed from R-4 or fuse holder (Pot. side). Resistance should be approximately 5000 ohms in neutral and decrease to less than 200 ohms as 1A switch is closed. If this reading is not obtained, replace potentiometer. On units with limit switches, be sure limit switch is in closed position. b. Check control card by replacing.

2. Contactors close twice and then remain open. PMT operation.

a. Check 5 REC for open circuit.

Use continuity light or VOM. Disconnect red, white, and black leads.

Test: Connect negative tester lead to cathode.

Connect positive tester lead to anode. If light comes on, 2 REC and/or 5 REC are shorted. If light does not come on, continue test.

Connect jumper between white gatelead and anode.

If light does not come on and remain on when jumper is removed, the SCR is open. Normally, the light should come on. If it does come on, this concludes the test using a continuity light. If using a VOM, consult component testing. b. Check 2 REC for open circuit.

Use continuity light or VOM. Test: Same as in 2a. c. Check 1C capacitor for short.

Use VOM on R x 10,000 scale.

Discharge capacitor and disconnect lead from one terminal.

Test: Connect the VOM leads across the capacitor terminals. The meter should swing to zero ohms, then gradually swing to above 100,000 ohms. Check from one of the capacitor terminals to its case.

Reading should be at least 50,000 ohms. If readings are less than shown, replace capacitor. d. Check 22 REC and 25 REC. Use VOM on R x 10,000 scale.

Remove 22 and 25 REC. Test: Connect meter leads across REC to be tested. Meter should momentarily deflect toward zero ohms and then back to infinity. Reverse meter leads. Meter will have a slight movement if REC is good. If test shows REC to be good, it still may be necessary to substitute with a known good REC.

Crown 1979 PF-5030-25 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 025

M4.2 - EV1 - 025

MAINTENANCE Probable Cause

Symptom

e Check control card by replacement. f. Check transformer.

Consult component testing for procedure.

3. Contactors close, but truck double trips under stall SCR operation. Stall current higher than normal and uncontrollable with C/L trimpot.

a. Check current sensor.

Use VOM or R x 1 scale.

Remove either green or yellow lead from internal board.

Test: For less than 2 ohms, resistance between the green and yellow leads. If more than 2 ohms, replace sensor. Check connection of sensor on heat sink and terminal block. b. Check control card by replacing.

MISOPERATION OF FEATURES

Probable Cause

Symptom

a. Check 1A driver.

Use VOM on R x 1 scale.

Remove lead from terminal 3 or 1A driver.

Test: For zero or low ohm between terminals 2 and 3. If low, replace 1A driver.

1. 1A contactor closes with key switch.

b. Check resistance from R4 to SCR negative. If not zero, the control card has been damaged, probably by a high-current input to R4 burning open a run on the card. Check for possible shorts and improper leads being connected to this terminal. Normally only the accelerator pot, 1A switch from R6, and B card use R4 as a negative. c. Check control card by replacing.

2. 1A will not close at run (percent pick up). Units equipped with H-3 and H-9 cards will function only as timed pick up if a jumper is added between R9 to R4.

a. Check connection from control card R-8 to 1A driver terminal 1. b. Check coil continuity. c. Jumper 1A driver terminal 2-3 and close key switch to operate 1A coil. d. Jumper a 4700 ohm resistor (2 watt) from positive to card terminal R-8, with key switch closed, 1A should close. e. Check that motor volts (T2 to neg.) use more than 85% of battery volts. If not, control may be in thermal cutback. Should read 19-21 volts on 24V. units and 29-31 volts on 36V. units. f. Replace control card.

Crown 1979 PF-5030-26 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 026

M4.2 - EV1 - 026

MAINTENANCE Symptom

Probable Cause

3. 1A will not close at SCR stall (time pick up). [Check truck diagram to see if 1A switch closes card circuit R-4 to R-6.]

a. Check 1A switch circuit between card terminals R-4 — R-6.

Use VOM on 50 V.D.C. scale.

Test: For voltage on R-6 with negative meter lead on R-4. Reading should be approximately 7 volts with 1A switch open and zero volts with 1A switch closed. If reading does not drop to zero with switch closed, replace defective switch or leads. b. Measure volts across TP. If volts are above 1.6, (0.6 on B cards) control is in thermal cutback. Allow to cool and recheck 1A action. c. Turn 1A trimpot fully CCW and recheck. d. Check continuity of violet wire from T2 to pin 10. e. Replace control card.

4. PMT does not open F or R contactor.

a. Check PMT Driver Operate drive and place jumper between R3 and R4.

If contactor does not drop out, replace PMT driver. b. Check PMT operation of card.

Operate drive in low speed SCR range. Be sure wheels are turning freely. Push 1A contact tips closed manually. F or R should open, if not, replace control card.

5. Stiff plug. Severe reversal.

a. Check plug adjustment setting on card. b. Check 4 REC for open circuit.

Use VOM or continuity light.

Test: For less than 50 ohms in conducting direction. c. Replace control card. d. See Dual Motor Card Troubleshooting later in EV1 Section.

6. Very soft reversal.

a. Check plug adjustment setting on card.

See plug setting in Illustration 10. b. Replace control card.

7. Blown power fuse. Very hot power cables.

a. Check 3 REC for short. (Possible damage also to 1 REC and transformer module).

Use VOM or continuity light.

Test: For zero or low ohms in non-conducting or both directions.

Crown 1979 PF-5030-27 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 027

M4.2 - EV1 - 027

MAINTENANCE Symptom

Probable Cause

8. Pump contactor closes when either F or R direction is selected. On units equipped with 26 REC.

a. Hour meter feeder diode 26 REC shorted 3 to 4.

Use VOM or continuity light.

Test: For zero ohms in both directions.

9. One direction okay; opposite direction picks up both F and R. On units equipped with 26 REC.

a. Hour meter feeder diode 26 REC shorted 1 to 4 or 2 to 4.

Use VOM or continuity light.

Test: For zero ohms in both directions.

10. Either direction selected picks up both F and R.

a. Hour meter feeder diode 26 REC shorted 1 to 4 and 2 to 4.

Use VOM or continuity light.

Test: For zero ohms in both directions.

Crown 1979 PF-5030-28 Rev. 5/87

Printed in U.S.A.*

02 REV. 5/87

M4.2 - EV1 - 028

M4.2 - EV1 - 028

SCR MAINTENANCE AND OPERATION To better understand the SCR control system used in this unit it is necessary to know what an SCR is, how it is used to control the drive motor speed and all other travel functions.

WHAT IS AN SCR? The Silicon Controlled Rectifier (SCR) is a semiconductor rectifier that can be used as a switch; it may assume either a conducting or non-conducting state (On or Off).

ILLUSTRATION 2

ILLUSTRATION 1 The appearance of the SCR is much like a diode. Its operation is like a diode in that it will allow current to flow in one direction only, blocking current in the other direction.

This is where the similarity ends; the SCR when connected to a power source will not conduct until a turn on signal is supplied to the gate. Once turned on thy SCR will conduct, even with no signal on the gate, until the current flow through the SCR is redued to zero, either by removing all power or by supplying a reverse voltage to the cathode.

THE SCR SYSTEM The SCR is placed between the battery and drive motor where it is switched on and off providing pulses to the motors. The frequency of these pulses determines the speed at which the motors will operate. For example, a pulse rate of 50 cycles per second results in a slow speed and a pulse rate of 350 cycles per second results in a high speed. Since it is the average voltage that determines the motor speed (See ILLUSTRATION 2), the resultant average voltage at a low pulse rate provides a low voltage to the motor, therefore a low speed. When the pulse rate is high, the resultant average voltage to the motor is high resulting in a high speed.

© CROWN CONTROLS CORPORATION 1972 PF-2150-1 Rev. 4/76

SCR - 210 - 100

The rate at which the SCR pulses is determined by the position of a potentiometer (variable resistor) in the accelerator control of the truck. This potentiometer controls the frequency at which the oscillator turns on the SCR. The result of varying the frequency is stepless speed control.

The battery power is being pulsed on and off to the motors through the SCR, it is taking current from the battery only during the on time; therefore, just as the motors see the average voltage, the battery also only sees the average current, (see ILLUSTRATION 3) or current flow only during the on time. To make use of the current generated by the motors during the off time (which we refer to as fly-back current), a diode is used around the motors to allow this flyback current to flow through the motors resulting in a higher motor current than battery current, (see ILLUSTRATION 4) as motor current is a combination of battery current and flyback current. This results in battery savings especially in low speed operation.

Printed in U.S.A.

SCR - 210 - 100

ILLUSTRATION 3

The oscillator section will oscillate only when it receives positive power through the F or R interlocks, a synchronizing control signal from the anode of 1 REC (wire 33, FUB, wire 32 to terminal 6), and the capacitor is charged. The oscillator signal is fed through wire 37 (terminal 4) to the gate of 1 REC, the main SCR. This is the gate signal which will switch 1 REC to the conducting state. When 1 REC is conducting, current flow is from battery positive through the power fuse, the drive motors, the blocking diodes (BR-B & BR-A), the transformer (T2 - T1), and 1 REC to battery negative. The initial rising D.C. current through T2 - T1 induces a voltage from T4 to T3, and drive T4 positive. An oscillator in the card fires 5 REC by applying a gate pulse through wire 35 (terminal 3) and 5 REC assumes a conducting state. Current then flows from T4 through 5 REC, 1 C and back to T3 charging the capacitor negative until the transformer saturates, reducing the current flow to zero. When the current drops to zero, 5 REC shuts off. When the transformer saturates, 2 REC is fired by a gate pulse through wire 30 (terminal 12) turning 2 REC on. When 2 REC assumes a conducting state, the capacitor 1 C discharges around the circuit of 1 C, 1 REC, 2 REC and 1 X. This discharge current opposes the battery current through 1 REC so that the resultant current is zero. With reverse voltage across 1 REC (the main SCR), 1 REC is turned off.

This explanation has been for one complete cycle or pulse, of circuit operation. ILLUSTRATION 3 shows the pulsing of current from the battery.

ILLUSTRATION 4 To obtain maximum speed, bypass contactors are used to apply full battery volts across the drive motors. This provides maximum truck speed, torque, and efficiency when called for.

THE SCR CONTROL CIRCUIT OPERATION Refer to the wiring diagrams supplied with this manual.

Connecting the battery applies voltage to wire 5, negative to wire 13, charging the capacitor 1 C through wire 31. The control circuit is energized by the closing of the key switch, placing the speed controller in the operating position and closing the brake switches. When the control is moved either forward or reverse, current will flow from battery positive through the 14 amp fuse, the key switch, the brake switches, the F or R directional switch, the F or R normally closed interlock switches, the contactor coils, and the turn switches to battery negative. When the F or R contractors are energized, power is applied to both drive motor circuits, which are connected to T 2 through diodes BR-B & BR-A. At the same time, positive control power is fed through the F or R interlocks (FA-B & FB-B or RA-B & RB-B) and the 1 A contactor coils (1 A-A & 1 A-B) through wire 41, terminal 7, and the oscillator circuit in the SCR card.

© CROWN CONTROLS CORPORATION 1972 PF-2150-1 Rev. 4/76

SCR - 210 - 101

During the off time the energy stored in the motor, by virtue of its inductance will cause current to circulate through the motors around a circuit formed by the 3 REC’s thus providing the current called flyback current. ILLUSTRATION 4 shows the motor current which is made up of battery current during the on time and fly-back current during the off time.

This causes the average motor current to be greater than the average battery current. Therefore, the SCR control is converting the battery current at battery voltage to a higher motor current at a lower motor voltage.

The time for the next cycle to start is determined by the time that the oscillator section of the card takes to oscillate. This frequency of oscillation is determined by the potentiometer in the accelerator or controller. Slow speed is obtained by having maximum resistance (approximately 5000 ohms) in the potentiometer. As the resistance decreases the pulse rate (oscillator frequency) increases and motor speed increases. With level operation, the SCR circuit is capable of delivering up to approximately 90% of full speed. When full speed is desired, the controller (accelerator) is moved for maximum speed

Printed in U.S.A.

SCR - 210 - 101

closing the 1 A switchette. This energizes the 1 A contactor, which applies full battery potential to the drive motors by bypassing the SCR control providing maximum motor speed.

The SCR System has several adjustments available that provide smooth operation and protect the truck and operator as well as the SCR System Components in Card 1 of the System. In Card 1 are the following: Current Limit, Creep Speed, Top Speed, Plugging, and 1 A Timer. Other items that protect the System and provide smooth operation are: 1 A Contactors, Thermal Protector, Filters, and the Limit Switch Card.

CURRENT LIMIT The current limit section of the card provides protection to the motors and control by limiting the currents during acceleration and stall. This circuit is sensitive to load current and overrides the oscillator circuit under heavy loads so as to limit the pulse frequency, which limits the average current to a value based on the maximum rating of 1 REC. This current limit is adjustable by means of the Current Limit Trimpot on Card 1. However, due to the “fly-back current” through 3 REC, the motor current usually runs 2 to 3 times this current limit value.

OSCILLATOR The oscillator section of the card has two adjustable modes and one fixed feature. When the controller is moved just enough to engage the F or R switch, and the speed control potentiometer is at maximum resistance, the truck’s minimum speed can be adjusted by means of the CREEP SPEED TRIMPOT, on Card 1. With the speed control potentiometer at minimum resistance, the TOP SCR SPEED TRIMPOT adjusts maximum SCR speed. The fixed feature is controlled acceleration. If the controller is moved to maximum speed instantly, this controlled acceleration feature will provide a gradual buildup of pulses, thus giving a smooth acceleration to top SCR speed. This feature also provides a smooth reacceleration during a plugging reversal of direction.

PLUGGING Slowdown is accomplished when reversing by providing a small amount of retarding torque for deceleration. If the truck is moving and the direction lever is moved from forward to reverse, the motor field is reversed. During the 1 REC off time the motor armature, driven by the inertia of the truck, acts as a generator. This generated current passes through 4 REC and the resistor 1 RS. A signal taken across 4 REC and 1 RS is fed to Card 1 to control the field current and provide a soft stopping action. The distance or severity of the reversal is set by means of a PLUGGING TRIMPOT on the card.

© CROWN CONTROLS CORPORATION 1972 PF-2150-3 Rev. 4/76

SCR - 210 - 102

1 A TIMER A time-delay pickup of 1 A is provided by a circuit in Card 1. This allows the truck to accelerate through the SCR range before 1 A’s pick up even if the accelerator 1 A switch is closed immediately. This time delay is set by means of a 1 A TIME TRIMPOT on Card 1. An additional feature of the timer circuit is that 1 A is rendered inoperative any time plugging is in process.

1 A CONTACTOR (By-pass contactors around the SCR control) - The 1 A contactors are used to provide top truck speed, torque and efficiency when called for. The 1 A contactors are picked up when the accelerator is moved to its extreme end of travel.

THERMAL PROTECTOR A thermal protector (TP) is mounted on the heat sink between 1 REC and 2 REC. This is a temperature sensitive device which increases resistance with an increase in temperature. During the normal operating range, the thermal protector has a resistance of approximately 50 ohms. If the temperature of the 1 REC heat sink exceeds 80° C., the resistance of the thermal protector increases.

Being in series with the accelerator potentiometer, this increased resistance decreases the speed of the truck.

The truck will operate at a reduced speed until the temperature reaches a safe value, then full SCR power will be available.

FILTERS Hash filters and varistors prevent damage to the control circuit that can be caused by voltage spikes (momentary surges when circuits are made or broken) from contactors, solenoids, etc.

LIMIT SWITCH CARD The limit switch card is used to place a fixed amount of resistance in the oscillator circuit to limit the maximum speed the unit will travel in the SCR range but can be bypassed for top speed operation.

MAINTENANCE 1. GENERAL a. The SCR control, like all electrical apparatus, does have some thermal losses. The semi-conductor junctions have finite temperature limits above which these devices will be damaged. For these reasons, normal maintenance should guard against any action which will expose the components to excessive heat, such as steam cleaning; or which will reduce the heat dissipating ability of the control, such as restricting air flow.

Printed in U.S.A.

SCR - 210 - 102

b. The control should never be steam cleaned. In dusty areas, use low pressure air to blow off the control. In oily or greasy areas, use Miller-Stephenson Chemical Company’s “Freon” TF Degreaser or a mild solution of detergent or denatured alcohol to wash off the control. Blow completely dry with low pressure air.

g. Check the SCR potentiometer (see the trouble shooting procedure section for adjusting procedures) to assure that the ohms resistance in potentiometer in the top SCR range is less than 200 ohms, normally 150 ohms or less.

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

3. TUNE-UP PROCEDURE To accomplish a complete tune-up it will be necessary to follow all the steps in this procedure.

d. The truck should not be plugged when the truck is jacked up and the drive wheel is in a free wheeling position. This can create excessive voltage that can be harmful to the control.

a. Turn CURRENT-LIMIT TRIMPOT fully clockwise.

e. If it is necessary to replace any of the semi-conductors (1, 2, 3, 4, or 5 REC), it is not necessary to torque these devices to a specific value. However, they should be tightened to a snug fit. The use of a good non-conducting grease such as Dow Corning No. 5 Compound or GE Versilube G-350M is recommended. Adjust locking devices to prevent semi-conductor from becoming loose.

c. Turn AUXILIARY TRIMPOT fully counterclockwise.

2. GENERAL TUNE-UP INFORMATION ON THE SCR CARD 1 a. The panel is factory adjusted for a particular motor and truck and should not need adjustment when used with this motor and truck. Touch-up adjustments and checks may be made without following the complete tune-up procedure except as noted in 2b and 2c, merely follow tune-up procedures for that function. b. TOP SCR SPEED setting is a factory made and sealed setting! Under normal conditions, this setting should not be touched.

If setting is required, the complete tune-up procedure must be followed. c. If the card is used to control motors which were not factory installed, the settings may be out of optimum adjustment to the extent that they do interact and the complete tune-up procedure must be followed. d. All adjustments are such that clockwise rotation increases function being adjusted. e. To accomplish this tune-up, the following test equipment will be required: 500-ampere, 50 millivolt, D.C. shunt 50-millivolt D.C. meter 50-volt D.C. meter (50 V.D.C. Scale on VOM) f. Battery with equal or greater ampere-hour capacity than used on truck, charged to 1.250 or higher specific gravity.

© CROWN CONTROLS CORPORATION 1972 PF-2150-4 Rev. 4/76

SCR - 210 - 103

b. Turn PLUGGING TRIMPOT fully clockwise. (Steps A and B prevent any interaction when setting the speed adjustment.) d. CREEP SPEED Jack up the truck so that the drive wheels are free to rotate.

The brake interlocks are to be jumpered out so that power and brakes can be applied at the same time.

Measure motor volts from positive (wire 5) to T 2 (wire 1) as F or R contactor closes. Volts should be between 1.2 and 1.8 volts.

Increasing creep speed increases stiffness at the end of a plug and stiffens controlled acceleration. e. TOP SCR SPEED Connect the shunt, the millivoltmeter and the voltmeter to measure battery current and motor volts. Connect the shunt and millivoltmeter between battery negative and 1 REC (or between truck receptacle and battery plug).

Connect voltmeter between battery positive and T 2 on the SCR panel. Connect a jumper from wire 4 (terminal 5 of Card 1) to negative (pigtail of 1 REC).

NOTE Be sure to insulate or wrap the jumper connection to wire 29 to prevent accidental contact of this point to the truck frame. If this point touches the truck frame, it will damage the control card.

Jack up the truck so that the drive wheels are free to rotate.

The brake interlocks are to be jumpered so that power and brakes can be applied at the same time.

Do not operate motors at high speeds with no load or plug the motors when the drive wheels are jacked up.

Check TOP SCR SPEED by first moving the accelerator until the F or R contactor operate. Do not move accelerator to the point where 1 A picks up.

Apply the brakes until battery current is about 75 - 80 amps.

Printed in U.S.A.

SCR - 210 - 103

Adjust the TOP SCR SPEED TRIMPOT until the voltmeter reads motor volts of between 25 - 31 volts. Disconnect shunt, voltmeter, and jumper to wire 4 if only making a check of this setting. f. CURRENT LIMIT Turn the current limit trimpot fully counterclockwise.

Check to be sure the plugging trimpot is turned fully clockwise.

Connect the shunt, the millivoltmeter and the voltmeter to measure battery current and motor volts.

Connect the shunt and millivoltmeter between battery negative and 1 REC (or between truck receptacle and battery plug). Connect a jumper from wire 4 (terminal 5 of Card 1) to negative (pigtail of 1 REC).

NOTE Be sure to insulate or wrap the jumper connection to wire 29 to prevent accidental contact of this point to the truck frame. If this point touches the truck frame, it will damage the control card.

Jack up the truck so that the drive wheels are free to rotate.

The brake interlocks are to be jumpered so that power and brakes can be applied at the same time.

Depress the accelerator until F or R operate but not the 1 A contactor.

Apply the brakes until the wheels come to a standstill and remain at a standstill.

Slowly turn the CURRENT LIMIT TRIMPOT in a clockwise direction until the current reaches a value of 200 amps.

NOTE The current limit value of 200 amps represents the typical maximum value for this control, this value must not be exceeded.

DO NOT STALL the motor for more than 5 to 10 seconds at a time. Allow time for motor cooling between stalls. Do not operate motor at high speeds or plug the motor with wheels jacked up.

After setting to correct value, disconnect meter and remove jumper from wire 4. g. STATIC PLUGGING To adjust the static plugging, the truck should be in its normal running condition and on the ground. Turn the PLUGGING TRIMPOT fully counterclockwise. This will give the longest distance for stopping. Adjust trimpot until a stopping distance of approximately five (5) feet is obtained. h. 1 A TIMER The 1 A TIMER is factory set at approximately one and one-half (1 1/2) seconds on all models.

Check truck performance. If the 1 A contactor picks up © CROWN CONTROLS CORPORATION 1972 PF-2150-5 Rev. 4/76

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too early, resulting in jerky operation, turn the 1 A Timer trimpot CW to increase time delay, to a value that provides desired operation. i. After all the trimpots have been adjusted, the covers should be sealed with a silicon rubber compound (Crown No. 65031) to discourage further adjusting by unauthorized personnel.

TROUBLE SHOOTING PROCEDURES 1. RECOMMENDED TEST EQUIPMENT a. Volt-Ohm meter–Simpson 260 or equal. b. Small 36 volt test battery. c. 3-volt battery and 3 volt lamp (or a test flashlight such as Bright Star No. 1618CT circuit continuity tester or equal). d. Test jumper leads.

2. PROCEDURES COMPONENTS

FOR

CHECKING

INDIVIDUAL

Before touching electrical components, disconnect the battery and discharge capacitor 1 C. a. CARD 1 Cannot be tested with a VOM. Card should be considered operative until all checks in trouble shooting chart have been performed depending upon symptoms. If checks in trouble shooting chart do not result in location of defective parts, change Card 1. b. CAPACITOR 1 C Disconnect battery and discharge capacitor. Disconnect leads to one side of capacitor. Measure ohms through the capacitor using the RX10,000 scale. Meter should read zero ohms and then swing to above 100,000 ohms.

Replace capacitor if above reading is not obtained. c. CONTACTOR COIL AND ACCESSORY FILTERS

Disconnect battery and discharge capacitor 1 C. 1) Separate Filters These filters should be checked as follows: Disconnect the leads to the filter block. Connect a 36-volt D.C. test battery in series with the varistor and a volt-ohm meter set on the l ma. scale as shown in ILLUSTRATION 5. If the varistor is good, there will be a noticeable deflection of the meter needle when the leads are touched to the filter block terminals. If no deflection is obtained, replace the filter block.

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1618CT circuit continuity tester is excellent for this test.)

Connect the positive lead to the stud (1), connect negative lead to the pigtail (3) as shown in ILLUSTRATION 6.

ILLUSTRATION 5 2) Integral Coil Filter When this filter fails, it will be evident by a severe cracking of the coils in the vicinity of the coil terminals. d. HASH FILTERS Disconnect leads to the filter block. With VOM on R X 10,000 scale, touch leads to the filter terminals to to charge the filter. After a few seconds, reverse the leads and touch the filter terminals. The VOM needle should deflect and then return to infinity. If not, replace the filter block. e. 43 & 44 REC Disconnect leads to the rectifier block. With VOM on R X 10,000, connect meter leads to terminals 1 & 3, meter should deflect and then return to infinity.

Reversing leads should give same results. Then connect the positive meter lead to terminal 2 and negative lead on terminal 3 with VOM on the R X 1 scale meter should read infinity. Reverse leads so positive lead is on terminal 3 and negative lead is on terminal 2, meter should read 7 to 12 ohms. f. RECTIFIERS To check the rectifiers (3 REC, 4 REC, BR-A, & BRB), disconnect the pigtail and check the resistance begween the pigtail and the stud end. Resistance should be 7-12 ohms in the conducting direction, and 50,000 ohms or higher in the non-conducting direction.

When replacing diodes use a heat transfer grease and tighten to a snug fit. g. SCR’S (1 REC, 2 REC, 5 REC)

Before checking, disconnect battery and discharge capacitor 1 C. Disconnect pigtail of 1 and 2 REC or the negative lead to terminal of 5 REC. Disconnect gate leads of SCR’s at the card terminal board.

To check an SCR, it is necessary to have a 3-volt battery and a 3-volt lamp as shown in ILLUSTRATION 6, (or a test flashlight such as a BRIGHT STAR No. © CROWN CONTROLS CORPORATION 1972 PF-2150-6 Rev. 4/76

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1) The lamp should not light. If the lamp does light, the SCR is shorted and must be replaced.

2) If check (1) was satisfactory, test the SCR for its ability to be turned on by the gate. Touch gate (Point 2) to Point 1. If gate is operative, the lamp should come on and must remain on when the gate is disconnected.

3) If lamp cannot be lit under step (2), the SCR is open and must be replaced.

4) If you do not have a test light to check the SCR’s as described above, they may be checked for shorts or opens by use of the VOM. a) Measure resistance from stud to pigtail (RX100 scale). If SCR is shorted (zero ohms), it must be replaced. b) Measure resistance from gate lead (white lead) to pigtail and then from pigtail to gate lead (R X 1 scale). If resistance reads either zero ohms (shorted) or infinity ohms (open), replace the SCR. When reassembling or replacing use a heat transfer and tighten to a snug fit.

ILLUSTRATION 6

h. POTENTIOMETER IN ACCELERATOR 1) Operational Check To check operating of the potentiometer, disconnect battery and disconnect wire 29 from thermal protector or SCR terminal board. Connect VOM from wire 29 to negative 13 with scale set to R X 100. With accelerator in creep-speed position, the ohm reading should be 5000 ohms; with accelerator in top-speed position, reading should be approximately 150 ohms or less. These readings should be obtained in either direction. If these readings are not obtained, loosen potentiometer and adjust rotation of potentiometer relative to accelerator shaft to obtain these readings or replace.

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With wires disconnected as above, check for resistance of 1 megohm or higher from pot wires to truck frame.

2) Replacement a) Connect leads to new potentiometer and mount in place except for gear No. 76883 and roll pin No. 60000-40. The roll pin holds gear to the potentiometer shaft. b) Course-Place leads of VOM between center terminal and either side of potentiometer. Rotate potentiometer shaft until a resistance reading of 5000 ohms is read on meter, with control handle grip in neutral position, slide gear No. 76883 onto potentiometer shaft so that hole in potentiometer shaft, and the hole and teeth of gear No. 76883 all line up as close as possible, then insert roll pin No. 60000-40 in hole to lock gear. c) Fine Adjustment-Loosen nut holding potentiometer to mounting bracket with ohm meter leads between center and outside terminals of potentiometer. Slightly move potentiometer to obtain a resistance reading of 5000 ohms then securely tighten nut.

d) Check Adjustment of Potentiometer in ControlAttach leads of meter to wire No. 198 (Brown Stripe) and wire No. 225 (Brown). Meter should read 5000 ohms in neutral position. Move handle grip in either direction, ohm meter should drop between 0 and 150 ohms before 1, 1 A switch closes. i. THERMAL PROTECTOR (TP) Remove both connections from TP and with a VOM read approximately 30-50 ohms terminal to terminal, if heat sink is at room temperature. Set VOM to highest ohm scale and check pins to heat sink, reading should be infinity. j. LIMIT SWITCH CARD To check card 77279, disconnect leads to the card.

Set VOM on R X 1. Place the positive lead on terminal 52 and negative lead on terminal 51. Resistance should be 7-12 ohms. Reverse the leads. Resistance should be infinity. With the positive meter lead on terminal 52 and the negative meter lead on terminal 54, resistance should be 7-12 ohms. Reverse the leads.

Resistance should be infinity. Place meter leads on terminals 53 and 54. Resistance should be 1700 ohms. Place meter leads on terminals 54 and 55, resistance should be 10,000 ohms.

* Disconnect and Insulate wires 35-37 when taking these readings.

Note 1: Check the potentiometer, thermal protector, and wiring. This will be about 7 volts if the external circuit is open. If it is below 5 volts with BV on terminal 7 and wire 4 open, replace the card.

Note 2: Starting with a discharged capacitor, plugging in the battery should bring the capacitor up to voltage in about 1 to 2 seconds.

If near zero, check for shorted 5 REC. If low, check for leaky capacitor.

Note 3: These readings are the average voltage of a pulsed supply that will vary somewhat with the creep and top speed settings. © CROWN CONTROLS CORPORATION 1972 PF-2150-7 Rev. 4/76

SCR - 210 - 106

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TROUBLE SHOOTING CHART Trouble shooting in the SCR System can be simplified by reviewing the following symptoms listed in bold type and remembering that the malfunctions all cause either: (1) No travel or power, (2) Low power, (3) Full power, (4) or a failure of one of the special functions. Many of these checks can be performed by the use of jumper leads to pinpoint the defective part.

1. NO TRAVEL OR POWER a. Contactors do not pull in (and no lift). Check: Control circuit fuse Battery connector Key switch Battery for low specific gravity Power cables for loose or poor connections b. Contactors do not pull in (and lift O.K.) Check: Battery of correct polarity Brake switches Directional switches Directional contactors F or R interlock switches Control harness for broken or damaged leads These components can be checked as follows: by the use of jumper leads and meter.

Raise drive wheels off the floor.

Connect jumper lead from battery positive to positive side of F or R coil. If contactor doesn’t pull in, check coil for continuity. Also jumper negative to opposite terminal to check for opens in the negative connections and turn switches. After checking the contactors and the negative circuit, move to the positive side of the F and R interlocks. Coils should pick up. This proves F and R electrical interlocks. Continue using the jumper to the positive side of the component in the circuit such as the directional switch, brake switch, etc. c. Contactors pull in with NO SCR hum. Check: Power cirucit fuse F and R interlocks 1 A contactor coil F and R contactor—-power contacts Wiring from heat sink to battery Potentiometer Thermal protector 1 REC for open gate SCR card No. 1 These components can be checked as follows: by the use of jumper wires and meter.

© CROWN CONTROLS CORPORATION 1972 PF-2150-8 Rev. 4/76

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Raise drive wheels off the floor.

With F or R picked up, disconnect wire 45 at point 8 on SCR terminal board, check for control volts positive at SCR terminal board (wire 41) to negative (wire 13). If there is zero volts at this point, check F or R normally open interlocks and 1 A coil for continuity. If polarity is reversed, check battery connections. If that check does not show the cause of failure, leave wire 45 disconnected and F or R picked up, check for control volts positive at point 6 (wire 32) to negative (wire 13). If there is zero volts at this point, check: fuse, FUB, F or R power contacts, continuity of wiring from battery positive, motors and diodes to 1 REC heat sink.

Check 1 C capacitor volts point 13 (wire 31) to negative (wire 13). Must be over 1/2 battery volts or 18 volts to pulse. If near zero, check 1 C and 5 REC for shorted condition.

Again with the wire G 45 disconnected from the SCR terminal board and F or R picked up, measure approximately 6 volts from (wire 4) to negative (wire 13) with accelerator potentiometer at near creep speed. Volts will drop to zero as accelerator is moved toward full speed. If readings are not correct, place a jumper between wires 29 and 4 to bypass the thermal protector. Again check for the 6 volts from 4 to negative 13, if voltage now drops from 3 to zero volts as the control is operated, replace thermal protector.

If the above tests will produce no voltage change, place a jumper between wires 4 and 13. This bypasses the accelerator and the truck should now run at top SCR speed. If top speed is obtained, check accelerator pot per SCR trouble shooting procedures instructions. If control fails to operate, turn creep speed trimpot clockwise. If volts from terminal 15 to 14 are not zero, check wiring. If volts from terminal 9 to 1 are not zero, remove wire from terminal 9 and recheck. If still not zero, replace card. d. Contactors pull in SCR range in forward or reverse only. Check: Potentiometer Potentiometer Switch 2. LOW POWER a. Contactors close, but very little power, and barely audible SCR hum. Check: 1 REC for an open condition in the conducting direction. b. Contactors close. Very little or no power with slow SCR pulsing, even when accelerator is in top SCR position. Check:

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PHYSICAL ARRANGEMENT OF COMPONENTS

(1) Charging SCR (5 REC) (2) Commutating Capacitor (1 C) (3) Card Control Fuses (4) Oscillator Card (5) Oscillator Card Adjustments (6) Turn-off SCR (2 REC) (7) Thermal Protector

© CROWN CONTROLS CORPORATION 1972 PF-2150-9 Rev. 4/76

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(8) Main SCR (1 REC) (9) Pulse Transformer (10) Plugging Diode (4 REC - 2 REQ.) (11) Choke (1 X) (12) Plugging Diode (43 REC & 44 REC) (13) Filter (1 X)

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Raise drive wheels off the floor.

Creep speed adjustment Current limit adjustment SCR Card 1 If current limit is full, counterclockwise speed will be slow. Check Card 1 for battery volts from terminal 14 to 1, and zero volts from 14 to 15. Check volts from terminal 9 to 1. If more than 1 volt, replace card. c. Contactors close. Very little power with a normal SCR hum. Check: 4 REC for short 3 REC for open condition. If 3 REC is found to be open, check 1, 2, and 5 REC for proper operation.

3. FULL POWER IMMEDIATELY a. Contactors close—full SCR speed immediately.

Check: Potentiometer for proper resistance Wires 29 and 4 for grounds Potentiometer shorted to ground Creep speed setting on card b. Contactors close. Full speed immediately with no audible hum. Check: Welded power tips on 1 A contactor Open gate in 5 REC 5 REC for open condition Continuity of wiring from 2 REC cathode thru 1 X, to 1 C thru T 3, T 4, to 5 REC anode, and 5 REC cathode to 1 REC cathode.

Capacitor 1 C 1 REC for short

© CROWN CONTROLS CORPORATION 1972 PF-2150-10 Rev. 4/76

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2 REC for open 2 REC for open gate 2 REC for shorted condition in the conducting direction 4. FAILURES IN THE AUXILIARY FUNCTIONS a. 1 A contactor fails to close. Check: 1 A contactor coils 1 A timer section of card 1 A switch Limit Switch

Raise drive wheels off the floor.

Check the 1 A contactor coil by closing the directional switches, use a jumper from battery negative to 41 on the SCR terminal board. 1 A should pick up. This checks 1 A coil. Move jumper from 41 to terminal 45.

The 1 A contactor should now pick up in approximately 1 second. This checks the timer section of the card. b. Severe reversal or very soft reversal on both drive units. Check: Wires 5 and 9 for continuity Fuse FUA c. Severe reversal or very soft reversal on either A or B Drive unit. Check: 4 REC’s 43 REC 44 REC d. No top SCR speed or 1 A bypass. Check: Limit Switch Limit Switch Card

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MAINTENANCE

DUAL MOTOR CARD (for trucks with dual drive motors only) The Dual Motor Card is used in dual drive motor systems, to control the dual motor contactor “D”. Contactor “D” connects the motor armatures in parallel during a “plug” when both motors are being used for plugging. This prevents the motors from acting as “generators” connected in series, which causes uncontrollable torque.

Refer to illustration 24. The dual motor card will energize the “D” contactor when: (1) battery positive is at terminal 6; (2) the PMTD is “on”, and the turn switches are closed, pulling terminals 3 and 4 to near battery negative; (3) the truck is being plugged, applying approximately 8 volts to terminal 2.

During normal truck operation and when one motor is being used (making a turn) the “D” contactor will remain open.

When using both drive motors and the truck is “plugged”, the opposite directional contactors are energized which reverses the signals at L9 and L10 of the external terminal board (oscillator card). When this occurs, a “plug” signal is sent to terminal 2 of the dual motor card from terminal R10 of the oscillator card. If both turn switches are closed and the PMTD is “on”, the “D” contactor will energize and remain energized until the plug signal is removed at the end of a plug or when a turn is made, opening a turn switch.

The “D” contact will close momentarily when the opposite direction of travel is selected, even though plugging was not used.

ILLUSTRATION 24

Crown 1985 PF-7077-30

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MAINTENANCE

Troubleshooting The failures with the Dual Motor Card (DMC) will normally be in these two symptoms: (1) STIFF PLUG; and (2) TRUCK STOPS WHEN TURNING. Perform the steps under the appropriate symptoms to isolate the problem to a specific component in the truck electrical system.

CAUTION

The checks listed are to be performed while “plugging” the truck. Plugging should not be performed when the truck is jacked up and drive wheels in a free wheeling position. This can create excessive voltages that can be harmful to the control. Be sure space is available to test plugging and operate safely when plugging the truck for these checks, drive the truck straight so both turn switches are closed.

SYMPTOM (1) STIFF PLUG

1. With keyswitch “ON”, check voltage between terminals 6 and 1 of DMC. Should be battery volts.

2. Check voltages between terminals 3 and 1, 4 and 1 of DMC while plugging the truck. Voltage should be less than 2 vdc. If voltage is in excess of 2 vdc, replace PMTD.

3. Check voltage between terminals 2 and 1 of DMC while plugging the truck. Voltage should be approximately 8 vdc. If voltage is not present, check operation of oscillator card.

4. Check voltage between terminals 5 and 1 of DMC. During normal truck operation, voltage should be battery volts. While plugging the truck, the voltage should drop below 2 vdc. If voltage does not drop, replace DMC. 5. Check condition of “D” contactor. Resistance of coil should be approximately 100 ohms. Check contactor tip condition and check for mechanical binding.

Fix or replace as necessary.

6. Check current sensor for proper operation.

SYMPTOM (2) TRUCK STOPS WHEN TURNING

1. Check “D” contactor for welded or mechanically bound tips. Fix or replace as necessary.

2. Check voltage between terminals 2 and 1 of DMC. During normal truck operation, voltage should be 0 volts. While plugging the truck, voltage should be 8 vdc. If voltage remains 8 vdc during normal truck operation, check operation of oscillator card.

Crown 1985-PF-7077-31

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M4.2 - EV1 - 031

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