DOWNLOAD PDF : Crown Forklift RD Heated Cab 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.

This manual does not contain operation instructions. For operation instructions, refer to the Crown publication, “You and Your Crown Narrow Aisle Stand-up Rider”, (PF-5000).

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 RD capacities, technical information and dimensional specifications, please refer to the following sales literature: RD Literature SF-4270 RD Specifications SF-3894 Copies of publications can be obtained from your Crown dealer or by writing to: Crown 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 shaded box 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: SECTION M1 M2 M3 M4 M5 M6 M7 M8 M9 M 10

MAINTENANCE DESCRIPTION Lubrication and Adjustments Hydraulics Drive Unit Electrical Brake Steering Mast and Main Frame Cylinder Reach Assembly Accessories

SECTION 1 2 3 4 5 6 7 8 9 10

Crown 1980 PF-6238 Rev. 4/86

REPLACEMENT PARTS 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 Reach Assembly Accessories

Printed in U.S.A.*

01 REV. 4/86

ITD - 16 - 001

ITD - 16 - 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 NUMBERING SYSTEM

EXAMPLE: A truck having the model number 35 RDTL-4-34 is a 3500 lb. capacity rider double reach with telescopic limited free lift, an 89″ collapsed height and a 34″ inside straddle width. * Actual rated capacity may vary, depending upon special equipment or modifications. Consult serial number plate.

Printed in U.S.A.*

01 REV. 4/86

ITD - 16 - 002

ITD - 16 - 002

SAFETY

General Maintenance Instructions

General Maintenance Instructions WARNING An injury could occur.

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

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

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

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

• Fully lower the load engaging means.

• Put the directional control in neutral.

• Apply the parking brake.

• Turn off the lift truck.

• Remove the key.

• Chock the wheels of the lift truck.

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

• Use chocks or other positive positioning devices.

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

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

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

• Apply the brake.

• Put the directional control in neutral.

Crown 1976 PF2821 Rev. 6/22

•

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

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

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

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

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

Hold the steering wheel tightly and brace your feet.

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

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

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

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

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

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

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

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

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

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

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

3

SAFETY

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

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

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

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

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

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

• For tow tractors, see ASME B56.9.

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

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

MA-04.0-002 07 Rev. 6/22

4

Crown 1976 PF 2821 Rev. 6/22

SAFETY

Cleaning of Material Handling Equipment

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

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

Using a power washer

CAUTION

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

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

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

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

Material damage can occur.

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

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

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

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

Crown 2000 PF11969 Rev. 9/21

MA-1140-050 05 Rev. 9/21

5

SAFETY

Cleaning of Material Handling Equipment Crown Cleaning Products Cleaner Type

Part Number

Package Quantity

Degreaser and cleaner

363105-001 363105-012

19 oz can (12) 19 oz cans

All-purpose cleaner

363114-001 363114-012

19 oz can (12) 20 oz cans

Glass cleaner

363101-001 363101-012

19 oz can (12) 19 oz cans

Waterless hand cleaner

363111-001 363111-012

15 oz tube (12) 15 oz tubes

Pumiced and smooth hand cleaner

363112-001 363112-004

1 gal jug (4) 1 gal jugs

Wall-mounted deluxe soap dispenser

363122

Use with P/N 363112-001

Tough on grease

063009-005

1 gal jug

Citrus degreaser spray

363156-001 363156-012

32 oz spray bottle (12) 32 oz spray bottles

Citrus degreaser spray

363157-101 363158-101

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

Citra-sol degreaser

363146-001 363146-012

19 oz can (12) 19 oz cans

Battery cleaner

363124-001 363124-012

18 oz can (12) 18 oz cans

MA-1140-051 05 Rev. 9/21

6

Crown 2000 PF11969 Rev. 9/21

LUBRICATION & ADJUSTMENT Lubrication and Adjustment

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

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

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

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

Figure 14990

Crown 1987 PF7886-1 Rev. 1/11

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

29

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

Lubrication Identification Chart Type of Lubricant

Part Number

A

Gear Lube 80W-90 (Typical)

363506-001 363506-012

1 Quart (12) 1 Quart Cans

AA

Automatic Transmission Fluid (Multi-Purpose)

363503-001 363503-012

1 Quart (12) 1 Quart

AAA

Universal Hydraulic & Transmission Fluid

363513-001 363513-012

1 Quart (12) 1 Quart

AAAA

Synthetic Gear Oil 75W-90

363514-001 363514-012

1 Quart (12) 1 Quart

Grease (Multi-Purpose)

063002-034 063002-045

14.5 oz Cartridge (40) 14.5 oz Cartridges

BB(1)

Grease (Low Temperature)

063002-017 063002-046

14.5 oz Cartridge (40) 14.5 oz Cartridges

BBB

Food Grade Grease (Multi-Purpose)

363002-001 363002-030

14 oz Cartridge (30) 14 oz Cartridges

BBBB

Grease (Multi-Purpose) Premium

063002-025 063002-026

14.5 oz Cartridge 5 Gallon

B

Package Quantity

C

Oil (SAE 40)

CC

Engine Oil (10W30)

363500-001 363500-012

1 Quart (12) 1 Quart

D

Hydraulic Oil

363504-101 363504-106

1 Gallon (6) 1 Gallon

DD(1)

Hydraulic Oil (Low Temp)

363505-101 363505-106

1 Gallon (6) 1 Gallon

DDD

Hydraulic Oil - DTE24

063001-021

1 Gallon

E

Channel Grease

063002-024 063002-022

14.5 oz Cartridge 35 lb Pail

F

Gear Grease

063002-024 063002-022

14.5 oz Cartridge 35 lb Pail

Chain & Cable Lube

363107-001 363107-012

15 oz Can (12) 15 oz Cans

Premium Chain & Cable Lube

363115-001 363115-012

12 oz Can (12) 12 oz Cans

Final Finish - Rubber & Vinyl Dressing

363129-001 363129-012

11 oz Can (12) 11 oz Cans

G

H

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

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

30

Crown 1987 PF7886-2 Rev. 1/11

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

Part Number

I

Grease (Lift Pump Coupling)

063002-039 127801S

1 lb 1 oz

J

Brake Fluid - Dot 5

063004-002 063004-003

12 oz 1 Gallon

K

Grease (Wheel Bearing)

063002-034 063002-045

14.5 oz Cartridge (40) 14.5 oz Cartridges

L

Metal Assembly Spray

063002-021

11 oz Spray

M

Silicone Grease (Clear)

063002-020

5.3 oz Tube

Brake & Parts Cleaner

363102-001 363102-012

14 oz Can (12) 14 oz Cans

Low VOC Brake & Parts Cleaner

363103-001 363103-012

14 oz Can (12) 14 oz Cans

Non-Flammable Brake & Parts Cleaner

363116-001 363116-012

19 oz Can (12) 19 oz Cans

O

Penetrating Lubricant

363104-001 363104-012

20 oz Can (12) 20 oz Cans

P

Premium Formula Multi-Purpose Grease

363108-001 363108-012

11 oz Can (12) 11 oz Cans

Q

White Lithium Grease

363110-001 363110-012

11 oz Can (12) 11 oz Cans

R

Choke & Carburetor Cleaner

363109-001 363109-012

15 oz Can (12) 16 oz Cans

Contact Cleaner - Non-Flammable

363106-001 363106-012

10 oz Can (12) 10 oz Cans

Contact Cleaner

363128-001 363128-012

11 oz Can (12) 11 oz Cans

T

Electrical Connector Oxidation & Corrosion Inhibitor

127189-001

30 cc

U

Battery Cleaner

363124-001 363124-012

18 oz Can (12) 18 oz Cans

V

Battery Protector

363125-001 363125-012

15 oz Can (12) 15 oz Cans

W

Food Grade Machine Lubricant

363127-001 363127-012

12 oz Can (12) 12 oz Cans

X

Food Grade Silicone Spray

363126-001 363126-012

11 oz Can (12) 11 oz Cans

Coolant

363509-101 363509-106

1 Gallon (6) 1 Gallon

Extended Life Coolant

363511-101 363511-106

1 Gallon (6) 1 Gallon

N

S

Y

Crown 1987 PF7886-3 Rev. 1/11

Package Quantity

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

31

LUBRICATION & ADJUSTMENT Lubrication and Adjustment

Alternate Lubricants & Fluids Chart Type of Lubricant

Product Name

Manufacturer/ Distributor

A

Gear Lube 80W-90 (Typical)

Crown

Crown

AA

Automatic Transmission Fluid (Multi-Purpose)

Crown

Crown

AAA Universal Hydraulic & Transmission Fluid Crown

Crown

AAAA Synthetic Gear Oil 75W-90

Crown

Crown Mobil Union 76 Co. Shell Burmah Castrol Exxon

B

Grease (Multi-Purpose)

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

BB

Grease (Low Temp) (2)

Lubriplate Alvania RA(1) Helveum O(1)

Fiske Bros Refining Co. Shell Burmah Castrol

BBB Food Grade Grease (Multi-Purpose)

Petro Canada Purity FG

Petro Canada

BBBB Grease (Multi-Purpose) Premium

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

Mobil Shell Chevron

C

Oil (SAE 40)

D

Hydraulic Oil

Crown

Crown

DD

Hydraulic Oil (Low Temp) (2)

Crown

Crown

Mobil DTE 24

Mobil

DDD Hydraulic Oil - DTE24 (3) E

Channel Grease

Factran #2

Standard Oil Co.

F

Gear, Channel & Shaft Grease

Molykote BR-2 Plus

Dow Corning

Chain & Cable Lube

Crown

Crown

Premium Chain & Cable Lube

Crown

Crown

H

Final Finish - Rubber & Vinyl Dressing

Crown

Crown

I

Grease (Lift Pump Coupling)

Nyogel 774F-MS

NYE Lubricants

J

Brake Fluid - Dot 5

Q2-1141 Silicon Brake Fluid

Dow Corning

Grease (Wheel Bearing)

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

Mobil Exxon Fiske Bros. Refining Co.

G

K

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

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

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

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

32

Crown 1987 PF7886-4 Rev. 1/11

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

Product Name

Manufacturer/ Distributor

L

Metal Assembly Spray

Dow Corning

Dow Corning

M

Silicon Grease (Clear)

Dow Corning 111 Compound

Dow Corning

Brake & Parts Cleaner

Crown

Crown

Low VOC Brake & Parts Cleaner

Crown

Crown

Non-Flammable Brake & Parts Cleaner

Crown

Crown

O

Penetrating Lubricant

Crown

Crown

P

Premium Formula Multi-Purpose Grease Crown

Crown

Q

White Lithium Grease

Crown

Crown

R

Choke & Carburetor Cleaner

Crown

Crown

S

Contact Cleaner

Crown

Crown

T

Electrical Connector Oxidation & Corrosion Inhibitor

Nye Grease

NYE Lubricants

U

Battery Cleaner

Crown

Crown

V

Battery Protector

Crown

Crown

W

Food Grade Machinery Lubricant

Crown

Crown

X

Food Grade Silicone Spray

Crown

Crown

Y

Extended Life Coolant

N

Crown 1987 PF7886-5 Rev. 1/11

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

33

Notes:

34

MAINTENANCE SECTION 1

LUBRICATION

Crown 1979 PF-5028-1

01 REV. 2/80

M1.0–14–001

Printed in U.S.A.

M1.0–14–001

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.

NOTE Be sure battery connectors are disconnected.

For regular maintenance, access to the component sections is accomplished by removing the console, door, floorboard, and contactor panel cover. The console is secured to the top of the power unit with five (5) fasteners. Loosen fasteners and remove the console to perform maintenance to the lift pump(s) and motor(s), multi-function, and EV-1. Remove six screws securing the contactor cover and remove cover for maintenance to the contactors, power steering switch, selector circuit assembly, and top of caster. Unlatching and swinging door open allows maintenance to be performed on the power steering pump and motor, hydraulic reservoir, brake reservoir, hydraulic oil filter, drive brake linkage, torque generator, and drive motor, and steering system.

Remove the two (2) self-locking bolts at the left side of the floorboard and lift out to service the brake master cylinders and the undercarriage pivot.

To perform maintenance to certain areas of the mast or carriage assembly it may be necessary to remove the safety shield. The safety shield is mounted to supports and the supports are bolted to the mainframe. Remove five (5) bolts securing support to mainframe and two (2) bolts securing guard assembly to support. Remove support, guard assembly, and safety shield carefully.

For SCR Maintenance Instructions, see appropriate section in this service 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 should be used.

Sources of these lubricants may be from almost any of the oil companies; those listed below are typical and any lubricant with equal specifications may be used. (See Chart 1-1) †On trucks equipped to operate in below freezing temperatures, low temperature hydraulic oil must be used.

* Denotes allowable substitutes.

Contact factory if unavailable.

CHART 1-1 Crown 1979 PF-5028-2

01 REV. 2/80

M1.0–14–002

Printed in U.S.A.

M1.0–14–002

MAINTENANCE LUBRICATION CHART

See chart 1-3 for lube type designation explanation. † - Check C - Change L - Lubricate

AR - As Required

CHART 1-2

LUBE TYPE 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 1-3

Crown 1979 PF-5028-3

01 REV. 2/80

M1.0–14–003

Printed in U.S.A.

M1.0–14–003

MAINTENANCE

ILLUSTRATION 1-4 Crown 1979 PF-5028-4

01 REV. 2/80

M1.0–14–004

Printed in U.S.A.

M1.0–14–004

MAINTENANCE

INSPECTION AND ADJUSTMENT CHART

CHART 1-5

Crown 1979 PF-5028-5

M1.0–14–005

Printed in U.S.A.

M1.0–14–005

MAINTENANCE

ILLUSTRATION 1-6 Crown 1979 PF-5028-6

01 REV. 2/80

M1.0–14–006

Printed in U.S.A.

M1.0–14–006

MAINTENANCE Illustration 1-7 and charts 1-6 & 1-7 pertain to the RR and RD Heated Cab and are to be used in conjunction with previous charts and illustrations on pages M1.0 - 14 - 001 thru M1.0 - 14 - 006.

C0446

ILLUSTRATION 1-7

Crown 1990 PF-8742-1

M1.0 - 14.1 - 050

Printed in U.S.A.*

M1.0 - 14.1 - 050

MAINTENANCE

NOTE A mixture of 80% low temperature hydraulic oil (63001-6) and 20% standard hydraulic oil (63001-1) is required for the RR and RD Heated Cab. LUBRICATION CHART

† = Check

See Illustration 1-7 for Index Locations See Chart 1-2 for Lube Type designation explanation (M1.0 - 04 - 002).

Chg. = Change AR = As Required (Pts.) No. Lube Fittings

CHART 1 - 6

INSPECTION AND ADJUSTMENT CHART

See Illustration 1-7 for Index Locations Refer to appropriate section of service manual for additional information concerning inspection and/or adjustment.

CHART 1 - 7

Crown 1990 PF-8742-2

M1.0 - 14.1 - 051

Printed in U.S.A.*

M1.0 - 14.1 - 051

MAINTENANCE WINDOWS The Heated Cab Trucks are equipped with windows that are fully suspended in rubber moulding. The front, right, entry and service door windows are equipped with defrosters.

Window Removal

A special tool, wedge insertion tool, (Crown 103792) will greatly aid in the installation of the wedge locking strips. To use the tool: a. Feed the strip through the throat of the tool head (see Illustration 1.5-2) leaving approximately 1 in. (25mm) of strip exposed beneath the head.

1. Disconnect battery.

2. If window is equipped with defroster(s), disconnect leads.

b. Insert the tool into the “V” slot in the main molding body.

3. While holding the window in place, remove locking strip.

c. Once started, with both the strip and body ends flush, clamp the end with your thumb and push the tool through the slot.

CAUTION

If the tool seems to push relatively hard, apply a little heat to the molding and tool head. This will liquify the film which covers the molding and act as a rubber lubricant.

Wear gloves to protect your hands from sharp edges and accidental breakage.

A1126

3. Press the wedge locking strip into the molding to secure.

ILLUSTRATION 1.5-1

4. Gently push one corner of the window out of the molding.

If the molding seems to be relatively rigid (resistant to pressure) apply a little heat to the molding. This will liquify the film which covers the molding and act as a rubber lubricant. The molding will also become more flexible.

5. Pull and lift window from the truck.

Window Installation 1. Inspect window molding and filler strip for deterioration, cracks, etc. and replace if necessary.

A0402

2. Using a dull putty knife, flatblade screwdriver, etc., insert the window into molding. Be careful not to damage molding or glass.

CAUTION

ILLUSTRATION 1.5-2

4. To insure a smooth, water tight seal, apply low heat to the entire molding edge and locking strip.

5. If window is equipped with defrosters, connect leads and check operation.

The window is not secure until the locking strip is installed. Hold window in place until assembly is complete.

Crown 1990 PF-8749-1 Rev. 9/90

Printed in U.S.A.*

01 REV. 9/90

M1.5 - 14.1 - 001

M1.5 - 14.1 - 001

INSPECTION & LUBRICATION SAE Torque Values

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

Grade

Grade Identification (on Head)

Specification

Bolt and Screw Size (in)

SAE - Grade 2

1/4 through 1-1/2

SAE - Grade 5

1/4 through 1-1/2

SAE - Grade 8

1/4 through 1-1/2

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

Fig. 1 (14916-02)

Crown 1979 PF5067 Rev. 2/16

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

71

INSPECTION & LUBRICATION SAE Torque Values

Torque Chart Bolt Diameter

Grade 5

Grade 8

Dry Torque Specification

Dry Torque Specification

in

ft Ib

kg-m

Nm

ft lb

kg-m

Nm

1/4

9±3

1.2 ± 0.4

12 ± 4

13 ± 4

1.8 ± 0.5

17.5 ± 5.5

5/16

18 ± 5

2.5 ± 0.7

24.5 ± 7

25 ± 5

3.5 ± 0.7

34 ± 7

3/8

32 ± 5

4.4 ± 0.7

43.5 ± 7

48 ± 10

6.6 ± 1.3

65 ± 13.5

7/16

50 ± 10

6.9 ± 1.4

67.5 ± 13.5

75 ± 10

10.4 ± 1.4

102 ± 13.5

1/2

75 ± 10

10.4 ± 1.4

101.5 ± 13.5

112 ± 15

15.5 ± 2.0

152 ± 20.5

9/16

110 ± 15

15.2 ± 2.0

149 ± 20.5

163 ± 20

22.5 ± 3.0

221 ± 27

5/8

150 ± 20

20.7 ± 2.8

203.5 ± 27

225 ± 30

31.1 ± 4.1

305 ± 41

3/4

265 ± 35

36.6 ± 4.8

359 ± 47.5

400 ± 50

55.2 ± 6.9

542 ± 68

7/8

420 ± 60

58.1 ± 8.3

569 ± 81

640 ± 80

88.3 ± 11.0

868 ± 108

1

640 ± 80

88.5 ± 11.1

868 ± 109

960 ± 115

132.5 ± 15.9 1300 ± 156

1 1/8

800 ± 100

110.6 ± 13.8 1085 ± 136

1 1/4

1000 ± 120

138 ± 16.6

1356 ± 163

1 3/8

1200 ± 150

166 ± 20.7

1630 ± 203

1 1/2

1500 ± 200

207 ± 27.7

2034 ± 271

Torque specifications for bolts related to hydraulic valves.

5/16

13 ± 2

1.8 ± 0.3

17.5 ± 2.5

3/8

24 ± 2

3.3 ± 0.3

32.5 ± 2.5

7/16

39 ± 2

5.4 ± 0.3

53 ± 2.5

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

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

72

Crown 1979 PF5067 Rev. 2/16

INSPECTION & LUBRICATION SAE Torque Values

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

Grade

Grade Identification (on Head)

Specification

Bolt and Screw Size (in)

SAE - Grade 2

1/4 through 1-1/2

SAE - Grade 5

1/4 through 1-1/2

SAE - Grade 8

1/4 through 1-1/2

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

Fig. 1 (14916-02)

Crown 1979 PF5067 Rev. 2/16

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

71

INSPECTION & LUBRICATION SAE Torque Values

Torque Chart Bolt Diameter

Grade 5

Grade 8

Dry Torque Specification

Dry Torque Specification

in

ft Ib

kg-m

Nm

ft lb

kg-m

Nm

1/4

9±3

1.2 ± 0.4

12 ± 4

13 ± 4

1.8 ± 0.5

17.5 ± 5.5

5/16

18 ± 5

2.5 ± 0.7

24.5 ± 7

25 ± 5

3.5 ± 0.7

34 ± 7

3/8

32 ± 5

4.4 ± 0.7

43.5 ± 7

48 ± 10

6.6 ± 1.3

65 ± 13.5

7/16

50 ± 10

6.9 ± 1.4

67.5 ± 13.5

75 ± 10

10.4 ± 1.4

102 ± 13.5

1/2

75 ± 10

10.4 ± 1.4

101.5 ± 13.5

112 ± 15

15.5 ± 2.0

152 ± 20.5

9/16

110 ± 15

15.2 ± 2.0

149 ± 20.5

163 ± 20

22.5 ± 3.0

221 ± 27

5/8

150 ± 20

20.7 ± 2.8

203.5 ± 27

225 ± 30

31.1 ± 4.1

305 ± 41

3/4

265 ± 35

36.6 ± 4.8

359 ± 47.5

400 ± 50

55.2 ± 6.9

542 ± 68

7/8

420 ± 60

58.1 ± 8.3

569 ± 81

640 ± 80

88.3 ± 11.0

868 ± 108

1

640 ± 80

88.5 ± 11.1

868 ± 109

960 ± 115

132.5 ± 15.9 1300 ± 156

1 1/8

800 ± 100

110.6 ± 13.8 1085 ± 136

1 1/4

1000 ± 120

138 ± 16.6

1356 ± 163

1 3/8

1200 ± 150

166 ± 20.7

1630 ± 203

1 1/2

1500 ± 200

207 ± 27.7

2034 ± 271

Torque specifications for bolts related to hydraulic valves.

5/16

13 ± 2

1.8 ± 0.3

17.5 ± 2.5

3/8

24 ± 2

3.3 ± 0.3

32.5 ± 2.5

7/16

39 ± 2

5.4 ± 0.3

53 ± 2.5

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

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

72

Crown 1979 PF5067 Rev. 2/16

HYDRAULIC Hydraulic Schematic Symbols

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

VENTED RESERVOIR with the lines below the fluid level

FILTER or STRAINER

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

PILOT or DRAIN LINE limited flow

LINES CROSSING

M

ELECTRIC MOTOR operates in one direction and speed

M

ELECTRIC MOTOR operates in one direction in a speed that changes

M

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

HYDRAULIC PUMP fixed displacement, operates in one direction

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

HYDRAULIC MOTOR operates in two opposite directions

LINES CONNECTED GAUGE pressure QUICK DISCONNECT (disconnected)

PLUGGED PORT (test port)

FLOW METER

GAUGE temperature

ACCUMULATOR gas charged, diaphragm type

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

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

169

HYDRAULIC Hydraulic Schematic Symbols

PRESSURE SWITCH

CYLINDER double-acting cylinder, unequal area

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

ACTUATOR MANUAL

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

SOLENOID one coil or winding

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

CYLINDER single-acting cylinder, with cushion SOLENOID DUAL

COMPONENT ENCLOSURE manifold block

ACTUATOR MANUAL LEVER

SOLENOID PROPORTIONAL

VALVE PILOT CHECK (pilot to open)

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

170

Crown 1979 PF5066-2 Rev. 6/12

HYDRAULIC Hydraulic Schematic Symbols

ORIFICE THROTTLE fixed

VALVE SHUTTLE

ORIFICE THROTTLE adjustable VALVE SINGLE COUNTERBALANCE in manifold

FLOW CONTROL PRESSURE COMPENSATED fixed

FLOW CONTROL PRESSURE COMPENSATED fixed with reverse flow bypass

FLOW DIVIDER/COMBINER

FUSE VELOCITY BYPASS FLOW CONTROL controlled flow, pressure adjusted

VALVE RELIEF fixed

VALVE RELIEF adjustable

VALVE CHECK

VALVE MANUAL SHUTOFF

P T

T P

TORQUE GENERATOR

L R

STEER UNIT hydrostatic

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

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

171

HYDRAULIC Hydraulic Schematic Symbols

VALVE two-way valve with two positions

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

VALVE three-way valve with two positions

VALVE four-way valve with two positions

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

VALVE four-way valve with three positions

VALVE two-way valve with all positions

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

VALVE four-way valve with all positions

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

172

Crown 1979 PF5066-4 Rev. 6/12

MAINTENANCE

SECTION 2

HYDRAULICS

Crown 1979 PF-5016-1 Rev. 5/90

Printed in U.S.A.*

01 REV. 5/90

M2.0 - 14 - 001

M2.0 - 14 - 001

MAINTENANCE

HYDRAULIC SYSTEM The hydraulic system in your truck is powered by gear type pumps which supply the hydraulic pressure for lift, reach (RR & RD models only), steering and any other auxiliary functions your unit may be equipped with.

Maximum pressure for the lift, steering, etc., are limited by relief valves. Normal relief valve settings are noted in section M2.3 of this manual.

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 in the back of this manual.)

LIFT CIRCUIT A 100 mesh filter (Item 1) mounted in the reservoir, filters hydraulic oil as it enters the suction line of the lift pump (Item 2).

Pressurized oil from the lift pump flows through lift manifold (Item 3). Oil then enters the lift control valve (Item 7) where it is either directed to the lift cylinder (Item 5) or bypassed to the reservoir, depending on the position of the control handle.

Before entering the lift cylinder, the oil passes through SVD and a flow regulator (Item 4) unrestricted. When the control handle is positioned for lowering, SVD (Item 3) shifts and the oil in the lift cylinder is permitted to return to the reservoir. This allows the oil to flow through the flow regulator (Item 4) which meters the oil returning to the reservoir, controlling the cylinders rate of descent.

Although solenoid valve SVE (Item 20) is in the lift circuit, it is engergized when an accessory function is selected. Without SVE and if an operator would quickly sequence from lift to accessory, the forks would tend to drift upward as the lift pump gradually stopped. Instead, SVE directs this flow of oil to the reservoir instead of the lift cylinder.

POWER STEERING/ACCESSORY CIRCUIT The filter (Item 1), filters the oil for the power steering/ accessory pump (Item 10). The oil enters SVA, accessory manifold (Item 8), to the torque generator (Item 9) which is used for power steering or accessories. When the control handle is in the reach/extend position (RR & RD models), the oil passes through SVA, the accessory control valve (Item 11), through dual pilot check valve (Item 12). The oil now flows through the reach manifold (Item 13), enters the cap end of the reach cylinders (Item 14) to extend reach assembly. As the oil passes the check valve, a pilot supply of oil unseats the check valve in the opposite line and returns the oil from the rod end of the reach cylinders, through the accessory control valve, through SVA, the torque generator, through the return line filter (Item 6), to the reservoir.

When the control handle is in the reach/retract position, the control valve shifts, diverting the oil into the opposite line to the reach cylinders, retracting the reach assembly. The oil then travels through the system as above returning to the reservoir.

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

RESERVOIR With all cylinders in the retracted position and after all air has been bled from the hydraulic system, the level of oil in reservoir is to be between 0.5 in. (13mm) to 1.5 in. (38mm) above bottom of fill strainer. The total capacity of hydraulic system at this level should be approximately 6 gallons (23 liters).

Crown 1979 PF-5016-2 Rev. 5/90

NOTE For additional capacity, trucks with a collapsed height of 149 in. (3785mm)/341 in. (8660mm) of lift height are equipped with an auxiliary reservoir requiring approximately 1 quart (1 liter) of additional oil.

Printed in U.S.A.*

01 REV. 5/90

M2.0 - 14 - 002

M2.0 - 14 - 002

MAINTENANCE

D0095

ILLUSTRATION 2-1

Crown 1979 PF-5016-3 Rev. 5/90

Printed in U.S.A.*

01 REV. 5/90

M2.0 - 14 - 003

M2.0 - 14 - 003

MAINTENANCE

FILTER

HYDRAULIC LINES AND FITTINGS 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.

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

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.

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 snuggly 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).

4. All connections are to be leak free.

NOTE

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.

Do not use hydraulic brake fluid.

WARNING

AVOID HIGH PRESSURE FLUIDS–Escaping fluid under pressure can penetrate the skin causing serious injury. Relieve pressure before disconnecting hydraulic lines. Tighten all connections before applying pressure.

Keep hands and body away from pin holes which eject fluids under high pressure. Use a piece of cardboard or paper to search for leaks. Do not use your hand.

Any fluid injected into the skin under high pressure should be considered as a serious medical emergency despite an initial normal appearance of the skin. There is a delayed onset of pain, and serious tissue damage may occur. Medical attention should be sought immediately by a specialist who has had experience with this type of injury.

Crown 1979 PF-5016-4 Rev. 5/90

Printed in U.S.A.*

01 REV. 5/90

M2.0 - 14 - 004

M2.0 - 14 - 004

MAINTENANCE

DRIFT TEST 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 The lift measurement is to be taken from the tip of the fork to the floor.

CAUTION

Never stand or work under a suspended load.

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 0.5 in. (13mm) per minute, over a period of five minutes (2.5 in. [63mm] 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 The maximum permissable fork tilt drift on trucks equipped with a tilting carriage is 0.5 inch (13mm) in five minutes.

Measurement is taken at a 24 inch (600mm) load center.

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 1979 PF-5016-5 Rev. 5/90

Printed in U.S.A.*

01 REV. 5/90

M2.0 - 14 - 005

M2.0 - 14 - 005

MAINTENANCE

C0449

POWER UNIT COMPONENT LOCATION ILLUSTRATION 2-2

Crown 1979 PF-5016-6 Rev. 5/90

Printed in U.S.A.*

01 REV. 5/90

M2.0 - 14 - 006

M2.0 - 14 - 006

MAINTENANCE

C0450

MAIN FRAME AND REACH CARRIAGE COMPONENT LOCATION ILLUSTRATION 2-3

Crown 1979 PF-5016-7 Rev. 5/90

Printed in U.S.A.*

01 REV. 5/90

M2.0 - 14 - 007

M2.0 - 14 - 007

HYDRAULIC Pump Maintenance

Pump Maintenance

Figure 9221-01

Pump - Gear

Oil Seal Removal

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

The oil seal (index 11) is best removed by applying pressure simultaneously to the pump inlet and outlet ports. This has the effect of pressurizing the seal cavity and forcing out the oil seal while ensuring that the pressure on each side of the lobe seals (item 3 & 4) is equalized so that these seals are not displaced. If the oil seal is distorted and leaking badly, it may not be possible to build up sufficient pressure to remove it in this way. In this case, disassemble the pump as far as step 5 of the "DISASSEMBLY PROCEDURE" and clamp the mounting flange securely in a soft-jawed vice. The seal can then be removed with the use of a seal removing tool. Be careful not to damage the mounting flange seal bore or the drive shafts sealing surface.

Before beginning the disassembly, scribe match marks on the body assembly, the end cover and mounting flange to insure that the pump will be reassembled properly. This pump can be assembled for either clockwise or counter-clockwise rotation as viewed from the end of the splined drive gear assembly. Arrows are molded in to the body assembly and the word "ROTATION" appears on the mounting flange to aid in determining the pumps rotation. Note which direction the arrow is pointing next to the word "ROTATION" prior to disassembly.

Crown 1982 PF5372-1 Rev. 9/06

M2.1-10.0-001 01 Rev. 9/06

117

HYDRAULIC Pump Maintenance Oil Seal Replacement 1. Make sure the seal housing in the pump mounting flange is clean and free from burrs.

2. Pack the space between the lips of the seal with a high melting point, mineral based grease.

3. Seat the oil seal.

–

–

If the mounting flange has been removed: Start the oil seal squarely into the housing, with the garter spring facing inward and press home to the full depth of the recess.

If the pump is assembled: Slide an "Assembly Sleeve" (available from Crown [#93170]) over the shaft splines until it comes in contact with the shaft shoulder.

Lightly grease the sleeve. Slide the oil seal, with the garter spring facing inwards, over the sleeve and start it squarely into the housing.

7. Hold the pump body vertically with the mounting flange end downward and with one hand underneath to prevent the bushings (index 5) from falling out. Tap the side of the body with a rawhide mallet to dislodge the lower bushings, and slide them carefully out of the body. Keep the bushings as a pair and place them on or near the mounting flange.

8. Invert the body and lift out the drive (index 9) and the idler (index 8) gears.

9. Remove the remaining pair of bushings as described in step 7 and place on or near the end cover.

Parts Inspection Wash all metal parts thoroughly with a good cleaning fluid. Inspect, in the order disassembled, for wear and damage.

4. Press the seal into the full depth of the recess.

5. Remove the Assembly Sleeve.

Pump Disassembly 1. Remove the bolts which hold the pump to the lift motor.

2. Lightly mark or scribe the end cover (index 2), the body (index 7) and the mounting flange (index 10) to ensure re-assembly in the correct relationship.

Also note the direction of rotation of the pump.

3. Loosen the bolts and lockwashers (index 1) and pull out the bolts.

4. Remove the end cover (index 2) and carefully lift out the two backing washers (index 3), the lobe seals (index 4) and the body "O" ring seals (index 6). The body seal is a moulded rubber seal on early pumps but changed to an "O" ring on newer units (Specify when ordering).

5. Fit an "Assembly Sleeve" tool (available from Crown [#93170]) over the splines on the drive shaft before withdrawing the mounting flange. Lightly tap the mounting flange clear of the two hollow dowels in the pump body and slide it squarely off of the shaft.

6. Carefully lift out the body "O" ring seal (index 6), the two backing washers (index 3) and the lobe seal (index 4).

M2.1-10.0-002 01 Rev. 9/06

118

Body To obtain high efficiency the design allows for the tips of the gear teeth to wipe the walls of the body bores when the pump is running. Pressure will force the gears against the inlet side of the bores a wear pattern will be visible in this area. If excessive wear of the bushing inserts or gear journals occurs this wear pattern will deepen to form a step in the bore. Examine the body bores and if a pronounced step is felt the body should be rejected. It is not advisable to fit worn bushings into a new body. Check to make sure the two hollow dowels are not loose.

Composite Bushings Examine the bearing inserts for signs of wear and check the bushing faces adjacent to the gears for scoring or pitting. Make sure the holes and slots in the bushings are not plugged. Light scored on the bushings faces can be polished out on a lapping plate.

NOTE If new bushings are to be used in an old body, check for any burrs at the edge of the wear track. If present, this burr must be polished out or it may hold the bushing faces away from the gears and increase the internal leakage.

Crown 1982 PF5372-2 Rev. 9/06

HYDRAULIC Pump Maintenance Gears Examine the gears for discoloration, caused by overheating. Check the shafts for scoring. Make sure the contact marks on the teeth are evenly distributed across each tooth surface and that none of the teeth are chipped.

NOTE Bushings and/or gears are matched for widths within 0.005 mm (0.0002 in) and can only be sold and replaced as a matched pair.

End Cover Examine the cover to insure flatness and inspect for scoring and pitting.

Mounting Flange Check for damage and check the condition of the oil seal. If the seal needs replacement refer to the "Oil Seal Replacement" section.

Lobe Seal

Backing Washers

Figure 9222-01

Crown 1982 PF5372-3 Rev. 9/06

M2.1-10.0-003 01 Rev. 9/06

119

HYDRAULIC Pump Maintenance

Clockwise Rotation Cover End

Mounting Flange End

Flat

Bushing Lobes

Bushing Lobes

Assemble Drive Gear in this Bore

Assemble Drive Gear in this Bore Cover End

Flat

Mounting Flange End

Bushing Lobes

Flat

Assemble Drive Gear in this Bore Assemble Drive Gear in this Bore Counter-Clockwise Rotation Figure 9223-01

Pump Reassembly Make sure that all pump components are perfectly clean and lubricated with the hydraulic oil to be used in the pump, prior to assembly.

1. Prepare the bushings (index 5) for mounting flange end of the body for assembly as follows: (Refer to Figure 9222-01) Place the bushings on the workbench with their lobes up and the flats in contact. Lubricate the lobe seal (index 4) with a mineral based grease and fit it around the bushing lobes. Fit a backing washer (index 3) inside each lobe seal. When fitted correctly, the backing washer must be level and flush with the top surface of the bushing lobes.

2. Prepare the bushings for the cover end of the body for installation into the pump in the same manner.

M2.1-10.0-004 01 Rev. 9/06

120

3. Pack the space between the lips of the oil seal (index 11) with a high melting point, mineral based grease.

4. Pick up the body and hold it with the hollow dowels up and with the fingers of one hand inside the bores of the body, ready to support the bushings.

5. Pick up the mounting flange bushing complete with lobe seal and backing washers, and slide them into the body bores with the lobes facing outwards and away from the flat at the intersection of the body bores. The bushings must be inserted squarely into the bores and must be kept square to each other. Do not use force when installing the bushings. If the bushings should cock in the bores, remove them and examine for scored body walls.

Light scoring can be stoned out with a fine grit hand stone.

Crown 1982 PF5372-4 Rev. 9/06

HYDRAULIC Pump Maintenance 6. Lubricate the body seals "O" ring (index 6) with a mineral based grease and seat it in the body.

7. Refer to Figure 9223-01to find the position of the drive gear bore for the direction of rotation you require. Lay the pump body on its side and slide the drive gear (index 9) through the drive gear bore (as called out in Figure 9223-01) so that the shaft protrudes out of the hollow dowel end of the body.

8. Slide the "Assembly Sleeve" (#93170) over the end of the splined shaft. Hold the drive gear journal with one hand and slide the mounting flange (index 10) squarely over the shaft and onto the two hollow dowels, flush against the body. The "Assembly Sleeve" provides a lead-in for the oil seal. Remove the "Sleeve" and clamp the mounting flange in a soft jawed vice with the pump body above the flange. If the sleeve is stuck on the splines it can be removed by tightening a 1/4"-28 bolt into the end of the "Assembly Sleeve".

9. Check that the bushings are flush against the mounting flange face and that the lobe seals (index 4) and backing washers (index 3) have not become dislodged. Check to see that the arrow on the body, adjacent to the word "ROTATION" is pointing in the correct pump rotation.

10. Mesh the idler gear (index 8) with the drive gear. If the original gears are being replaced on a new shaft, make sure that the marked side of the teeth are in contact so the bedded-in position of the teeth is maintained.

11. Pick up the bushings for the end cover side of the pump, complete with lobe seals and backing washers and slide them over the gear journals with the lobes facing outward and away from the flats in the bores. Again, the bushings must be installed squarely and without force.

Start Up Procedure A pump that has been re-assembled with new gears, bushings or body must be carefully broke-in before it is subjected to full load working conditions.

When test rig facilities are not available the following procedure must be carried out: 1. Install the pump on the application.

2. Where the pump speed is variable set the speed to 1500 rev/min; otherwise run the pump at its normal operating speed.

3. Run the pump at this speed for a period of 10 minutes at minimum pressure, that is, with the hydraulic system unloaded.

4. If the pump operating pressure can be directly controlled, ensure that the pressure is progressively increased up to full working requirements over the first hour of operation. In circumstances where the pressure cannot be directly controlled the same effect can be obtained by progressively increasing the work load on the machine, over the same period of time.

5. During this period make frequent checks of the pump casing temperature, or the oil temperature, if a temperature gauge is included in the system.

The temperature should not exceed that experienced under normal working conditions. If the temperature does rise excessively then it is possible that the pump has been assembled incorrectly and it must be dismantled to check this. If no fault is found then further period of running-in at low pressure, as in step 3, must be carried out.

12. Lubricate the body seal "O" ring (index 6) and seat it in the body.

13. Place the end cover in position, aligning the scribe marks made earlier.

14. Insert the bolts and lockwashers into the body and hand tighten into the tapped holes in the mounting flange. Apply a torque load of 4.7 to 5 kgm (34 to 36 ft lbs) to each bolt head.

15. Pour a small amount of hydraulic oil into the ports and check the pump for freeness and direction of rotation.

Crown 1982 PF5372-5 Rev. 9/06

M2.1-10.0-005 01 Rev. 9/06

121

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 - 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 SECTION 3

DRIVE UNIT

Crown 1979 PF-3550-1

M3.0–14–001

Printed in U.S.A.

M3.0–14–001

MAINTENANCE DRIVE UNIT Your Crown Narrow Aisle Rider lift truck has a single drive unit located at the left rear corner of the power unit. The drive unit is a double reduction gearbox incorporating spiral bevel gears for strength, quietness and smooth operation. The unit is totally enclosed and oil is pumped throughout to give maximum lubrication to both bearings and gears. The drive motor, located on the left side of the undercarriage, directly above the drive unit, is equipped with a hydraulically released, spring applied, brake system.

9. Lower the rear of the power unit down and install the four 3 /4″ bolts at the undercarriage pivot. (Tighten bolts, do not torque at this time.)

10. Stabilize the drive unit and raise the rear of the truck until the drive unit will clear the power unit.

11. Move drive unit to a clean work area if further disassembly is necessary.

12. Reverse steps 1 thru 11 to install drive unit.

B. DRIVE UNIT REPAIR

NOTE Removal of motor for replacement of brushes is not necessary, as an access hole through hydraulic reservoir and battery compartment wall will allow brush replacement with the drive motor intact.

A. DRIVE UNIT REMOVAL CAUTION

Be sure battery is disconnected before preforming any maintenance operation.

1. Disconnect battery and remove from compartment; pull door hinge pin up and remove door.

2. Disconnect the positive (+) cable from the power steering motor; disconnect the A-2 cable from the drive motor.

3. Replace the vent plug in the cap of the brake reservoir with a non-vented plug and remove the reservoir from the steering bracket.

NOTE Do not remove the suction line from the brake reservoir at this time.

4. Remove the drain plug in the bottom of the drive unit casting with a .250 in. (6.35 mm) hex key wrench and allow gear oil to drain.

5. Remove the four 3/4″ bolts at the undercarriage pivot, tighten to 225–250 ft/lb (31.3–34.7 m/kg) at assembly; remove the hinged floor board assembly and the contactor panel cover.

6. Disconnect the S-1, S-2, A-1, and the positive (+) power steering cable from the contactors and pull cables from guides on power unit.

ILLUSTRATION 3-8 Refer to Illustration 3-8 and 3-9 1. Pinion Disassembly (Motor)

7. Raise the rear of the truck with a floor jack until the four socket head bolts and the two dowel pins are below the skirt of the power unit; place jack stands beneath power unit before beginning work on undercarriage. Remove the six lug bolts and the drive tire assembly from the drive unit; tighten lug bolts to 100 ft/lbs (13.9 mkg) at re-assembly.

8. Remove the four 3/4″ socket head bolts and the two dowel pins at the left side of the undercarriage. Tighten to 250 ft/lb (34.7 mkg) at assembly.

Crown 1979 PF-3550-2

a. Remove retaining ring (56). b. Attach a “slide hammer” puller to the pinion shaft and pull the pinion shaft from drive unit. c. Remove bearing (51) from pinion shaft. Record number and position of shims (53) for reference during assembly. d. Remove “upper” o-ring (48) from drive unit casting.

Printed in U.S.A.

02 REV. 9/80

M3.0–14–002

M3.0–14–002

MAINTENANCE Pinion Assembly (Motor)

DRIVE MOTOR (62)

SCREW (63)

OIL SEAL (55) RETAINING RING (56)

UNDERCARRIAGE ASSEMBLY

“O” RING SPACER (54) SHIM PAK (53)

BEARING (59)

BEARING RETAINER (52) STEERING GEAR (57) BALL BEARING (51) DRIVE UNIT CASTING (1)

PINION SHAFT (MOTOR) (50) IDLER GEAR (45) BALL BEARING (44) “O” RING (48)

STUD ASSEMBLY (67)

BEARING RETAINER (49) DOWEL PIN (69)

NEEDLE BEARING (64) NEEDLE BEARING SLEEVE (65)

BOLT (68)

FELT SEAL (66)

ILLUSTRATION 3-9 e. Remove ring gear (57) and idler gear shaft (46). c. Slide idler gear (45) into position and install idler shaft Remove cover (40), nut (38) and lock-washer (37). Lift (46). Install woodruff key (36), reduction gear (35), lockreduction gear (35) from top of pinion shaft (19). The washer (37), and nut (38) to top of pinion shaft (14). woodruff key (36) should remain in top of pinion shaft Secure cover (40) and install ring gear (57).

(19). d. Press bearing (51) onto pinion shaft (50). Place retainer f. Slide the idler gear (45) aside and remove the “cupped” retainer (49), with bearing (44), from drive unit casting (1) and inspect “lower” o-ring (48).

2. Pinion Assembly (Motor) a. Inspect and/or replace “lower” o-ring (48) if needed; lubricate o-ring with clean hydraulic oil to prevent possible damage when installing “cupped” retainer (49) and bearing (44). b. Fill retainer (49) one-third to one-half full with gear oil that is of the same type used in drive unit. Press bearing (44), with seal up, into “cupped” retainer (49) and install into drive unit casting. DO NOT OVER-FILL RETAINER; too much oil will cause the bearing seal to be damaged when the idler shaft is pressed in.

Crown 1979 PF-3550-3

(52) on top of bearing (51) and place into drive unit casting. e. Measure the distance from top of retainer (52) to the bottom of the snap ring groove, record the distance for future reference. f. Measure width of spacer (54); add shims (53) until the distance is within .005″ of the distance obtained in step “d” above.

NOTE Measure width of snap ring “groove” and width of snap ring; add shims to take up any additional “play” at this point. Shims are available in the following thickness: .008″, .010″, and .013″. g. Install “upper” o-ring (48) into casting; lubricate o-ring with clean hydraulic oil to Printed in U.S.A.

02 REV. 9/80

M3.0–14–003

M3.0–14–003

MAINTENANCE Idler Gear Assembly

IDLER SHAFT (46) “O” RING (47) STEERING GEAR (57)

BALL BEARING (44) RETAINING RING (43)

PINION SHAFT (50)

IDLER GEAR (45)

DRIVE UNIT HOUSING (1)

prevent possible damage when installing spacer (54).

ILLUSTRATION 3-10 c. Remove nut (20) from axle (11).

h. Press seal (55) into spacer (54); install in casting on top of shims (53). i. Install retaining ring (56) and check for “end play”.

d. Remove the oil pump located in the bottom of drive unit casting. (Refer to Illustration 3-11). Removal of oil pump assembly at this time is necessary to prevent possible damage to the pump when the axle is removed.

3. Reduction Gear Replacement a. Remove ring gear (57) from drive unit casting. b. Remove cover (40), located above spiral bevel pinion and reduction gear. c. Remove spanner nut (38), and lockwasher (37), and reduction gear (35).

TUBING IS INSTALLED THROUGH CORED HOLE IN CASTING

4. Idler Gear Replacement a. Remove ring gear (57) from drive unit casting. b. Remove cover (40), located above spiral bevel pinion and reduction gear. c. Remove spanner nut (38), lockwasher (37), and reduction gear (35). d. Remove cover (23) and gasket (22) from side of drive unit. e. Remove the six screws (31) that secure the spiral bevel pinion in the drive unit. Remove the pinion from drive unit. f. Remove idler shaft (46) with o-ring (47) from drive unit casting. g. Remove idler gear (45) and spacers (42). h. Remove bearings (44) from idler gear. Inspect and replace bearings if required into new idler gear. i. Revere steps “a” thru “i” to re-assemble.

5. Spiral Bevel Gear Replacement a. Remove gear cover (23) and gasket (22). b. Remove bolts (21) and lockwashers that lock nut (20) to the spiral bevel gear to the drive unit axle.

ILLUSTRATION 3-11 Crown 1979 PF-3550-4

Printed in U.S.A.

02 REV. 9/80

M3.0–14–004

M3.0–14–004

MAINTENANCE Axle Assembly

DRIVE UNIT HOSING (1)

SPACER (28) BEARING CUP (27)

DRIVE TIRE (8)

BEARING CONE (26) SPIRAL BEVEL PINION (19) LUG BOLT (9)

CAM (14) SHIM PAK (18) SPIRAL BEVEL (19) SCREW (21)

AXLE (11)

NUT, SPECIAL (20)

COVER (23) SEAL (12) BEARING CONE (17) BEARING CUP (16)

OIL PUMP ASSEMBLY HUB (10)

BEARING CUP (15) BEARING CONE (13)

ILLUSTRATION 3-12 e. Remove spiral bevel gear (19) from axle. The use of a puller may be necessary to remove gear from axle. f. With the use of a rubber rawhide mallet or an arbor press, drive the axle from the casting. The bearing (17) and shims (18) will be forced off the axle at this time.

Note the number and position of shims for future reference.

CAUTION

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

SPIRAL BEVEL GEARS ARE INSTALLED AS SETS, DO NOT MISS MATCH.

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.

g. Pinion Assembly 1. Place bearing cone (26) onto pinion followed by bearing cup (27); place spacer (28) on top of bearing cup.

2. Press bearing cup (27) into bearing retainer (30) and place on top of spacer (28).

3. Place bearing cone (26), special washer (32), lockwasher (33), and locknut (34) on pinion shaft.

4. Tighten locknut (34) to eliminate all end play.

Crown 1979 PF-3550-5

Printed in U.S.A.

02 REV. 9/80

M3.0–14–005

M3.0–14–005

MAINTENANCE Spiral Bevel Pinion Shaft Assembly

LOCKWASHER (33) LOCKNUT (34) BEARING CONE (26) WASHER, SPECIAL (32) BEARING RETAINER (30) BEARING CUP (27)

SPACER (28)

SPIRAL BEVEL PINION (19) BEARING CUP (27) BEARING CONE (26)

ILLUSTRATION 3-13 h. Positioning of Pinion Shaft Assembly into Drive Unit Casting

SHIM LOCK SURFACE

1. Measure pinion gear assembly from end of the gear to the bottom of the bearing retainer. SEE ILLUSTRATION 3-14.

BEARING CUP DIAMETER GEAR AND AXLE CENTERLINE

ILLUSTRATION 3-15

ILLUSTRATION 3-14 Crown 1979 PF-3550-6

Printed in U.S.A.

02 REV. 9/80

M3.0–14–006

M3.0–14–006

MAINTENANCE 2. Measure distance from centerline of axle to shim stock surface. SEE ILLUSTRATION 3-15, dimension 9.062″ ± .016″.

3. Subtract the pinion gear assembly measurement from the shim stock surface length.

NOTE The spiral bevel pinion must be installed in the drive unit in such a manner that the “x” on the bottom of the pinion mates with the “x”s located on the O.D. of the gear.

4. Read measurement etched on bottom of pinion gear.

5. Subtract figure obtained in step 3 from figure obtained in step 4.

6. Make up appropriate shim pack to equal figure in step 5; place pinion gear assembly and shim pack into casting and tighten the six bolts (31) (Refer to Illustration 3-8), to 26 ft/lb. (3.6 mkg).

NOTE Take measurement for varification purposes from the end of the pinion gear to the centerline of the axle. If measurement is incorrect, add or remove shims as needed.

The following maintenance procedure pretains to all units built prior to June 3, 1980. i. Axle Assembly and Seal Replacement 1. Place seal (12) on axle; press bearing cone (13) onto axle after pre-heating bearing cone to 250° F.; preheat cam (14) to 250° F. and press into position on axle.

2. Place axle assembly into drive unit casting; heat bearing cone (17) to 250° F. and press onto axle.

3. Seat oil seal and axle bearings; add shim pak (18) to axle. Refer to Illustration 3-8.

4. Blue all teeth on spiral bevel gear, “ring” gear, and place gear on axle; align “x”s etched on “ring gear” with “x” etched on bottom of pinion gear. Refer to Illustration 3-16.

ILLUSTRATION 3-16 ILLUSTRATION 3-17 Crown 1979 PF-3550-7

Printed in U.S.A.

02 REV. 9/80

M3.0–14–007

M3.0–14–007

MAINTENANCE 5. Place nut (20) on axle assembly and tighten to seat components. (175 ft/lb-24.3 mkg)

Inspect the 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 seal can be installed slightly deeper into the seal retainer. Any severe wear, nicks, or scratches present on the sealing surface of the axle will necessitate its replacement.

6. Check for backlash; backlash should be from .005 to .007 according to feel. An axial movement of .003 will change backlash .002.

Remove nut from axle and add or subtract shims to obtain proper amount of backlash, replace nut and check backlash.

4. Clean the seal seating area thoroughly. Apply a light coat of gasket sealer (Crown No. 65005-1) to the O.D. of the new seal. Before installation wipe the sealing element, or lip, with the lubricant being retained.

7. Check foot print in the following manner: • Apply enough force to either pinion or ring gear to cause drag.

5. Slip the new seal gently on to the axle and squarely up against the seal retainer making sure the lip of the seal faces the fluid to be sealed.

• Rotate either gear a minimum of 2 full turns in either direction.

• Compare the Illustration 3-17.

resulting

footprint

6. Seat the seal into the seal retainer. Use a hardwood 2″ × 4″ × 6″ and a rawhide mallet and gently seat the seal squarely into the retainer. Do not hammer directly on the seal and avoid cocking the seal when seating.

Check and make sure the new seal outer surface is flush with the seal retainer.

with

NOTE Disregard any shaft angle or cross contact error. If a profile error exists correct by repeating steps 1 thru 6 of pinion shaft positioning.

The following maintenance procedure pretains only to units built after June 3, 1980.

Axle Seal Replacement 1. Raise the rear of the truck so that the drive wheel does not make contact with the floor. Place the necessary hardwood blocks under truck in this position to prevent any injury if hoist or jack should fail.

SEAL (IN PROPER POSITION)

SURFACES TO BE INSPECTED

SEAL RETAINER AXLE

2. Remove drive tire from end of axle.

ILLUSTRATION 3-19

3. Drill two (2), one-eighth (.13) in., holes 180° apart through the outer wall, only, of the seal to be replaced.

Use a “slide” puller, similar to the one shown below, and remove the old seal. Screw the puller into the face of the seal. After the threads are sufficiently secured into the seal, operate the puller gently but firmly until one side of the seal is removed. Move to the other side, if necessary, and repeat. Do not scratch or nick the seating area of the seal or the sealing surface on the axle.

Axle Disassembly (Units built after June 3, 1980 only)

SLIDE PULLER INSPECTION WINDOW

ILLUSTRATION 3-20

ILLUSTRATION 3-18

Crown 1979 PF-3550-8

Printed in U.S.A.

02 REV. 9/80

M3.0–14–008

M3.0–14–008

MAINTENANCE 1. Remove the safety wire (25) from the screws locking the special axle nut to the hub. This safety wire can be cut off and thrown away; it must not be re-used.

2. Remove screws (23), lockwashers (24), and special axle nut (22).

3. Remove the spiral bevel gear (21). By inserting a brass rod thru the inspection window and tapping with a rubber rawhide mallet the spiral bevel gear can be driven from the hub. Rotate the axle at the same time until gear is off. If tapped holes, 3/8–24 UNF, are available in the gear, a puller can be used.

NOTE Check the quantity and thickness of shim pack (20) for future reference.

4. Remove the hub (19). A gear puller will be required to remove the hub from axle (8).

5. Use an arbor or hydraulic hand press and remove the axle from the drive unit casting. The outer bearing (18) will be forced off the axle at this time.

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

6. To remove the cam (16), inner bearing (14), and cup (15) an appropriate type puller should be used.

3. The bearing cones (14 & 18), the cam (16), and the hub (19) must be preheated for proper assembly. The hub must be pre-heated to 350° to 400° F. The bearing cones & cam must be heated to 250° F. CAUTION

Do not heat the bearings beyond this temperature.

Damage to bearings will occur if temperature is allowed to go beyond 250° F. The hub should reach its required temperature in 25 to 30 minutes. The bearings & cam should reach their required temperature in approximately 15 minutes. Use an electric oven or electrically heated oil bath that are thermostatically controlled to pre-heat components.

4. Use an arbor or hydraulic hand press and press bearing cone (14) onto axle; press cam (16) onto axle. Apply a light coat of grease to the seating area of the bearings & cam before pressing into position. Install axle into drive unit casting and press bearing (18) into position on axle.

5. Measure the distance from the cone back-face of bearing (18); record this “A” dimension for future reference.

Measure the thickness of the hub (19), add .001 to .002 for clearance. Subtract this “B” dimension from “A” dimension equals “C” dimension. Set the “HubPositioning” gage at the “C” dimension.

HUB POSITIONING GAGE

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.

CAUTION

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

SPIRAL BEVEL GEARS ARE INSTALLED AS SETS, DO NOT MISS MATCH. Axle Assembly (Units built after June 3, 1980)

ILLUSTRATION 3-21

1. Clean the axle thoroughly. If the axle needs replacing, the splined hub must be replaced also. The axle and hub are sized into matched sets at the factory & must be replaced as a set. Likewise, if the splined hub needs replacing the axle must be replaced.

6. Apply a coating of anti-seize compound (Crown No. 65005-3) to the splined area of the axle. Press hub (19) into position on axle using “Hub-Positioning” gage. Turn or rotate the axle shaft assembly by hand to check for proper pre-load of bearing set-up.

2. Inspect & clean the two bearing cups, (15 & 17), in the drive unit casting.

Crown 1979 PF-3550-9

Printed in U.S.A.

02 REV. 9/80

M3.0–14–009

M3.0–14–009

MAINTENANCE

POSITION DIAL INDICATOR ARM HERE FOR T.I.R. MEASUREMENT ON SPIRAL BEVEL GEAR

POSITION DIAL INDICATOR ARM HERE FOR T.I.R. MEASUREMENT ON HUB

ILLUSTRATION 3-22 7. Put together a shim pack (20). An initial pack made up of two .020″, two .007″, & one .005″ shims, which equals a shim pack thickness of .059″, is a recommended starting point. A shim pack as described, or similar, should yield a backlash of .005 to .007. Backlash in this instance is checked by feel only.

8. Take a total indicator reading with a dial indicator, with the arm positioned as shown, on the hub. If a T.I.R. reading of more than .003 is obtained, the hub must be removed, rotated approximately 90° and reinstalled until a reading of .003 or less is obtained.

9. Apply a light coat of grease to the hub diameter where the spiral bevel gear will be seated. Place the shim pack, with a thickness range of .055 to .059, onto hub backface. Blue all teeth on spiral bevel gear. Locate the “X” etched on the bottom of the spiral bevel pinion; position this mark so that it will be towards the open side of the drive unit housing & will mesh between the pair of “X”s etched on the spiral bevel.

Crown 1979 PF-3550-10

ILLUSTRATION 3-23

Printed in U.S.A.

02 REV. 9/80

M3.0–14–010

M3.0–14–010

MAINTENANCE 10. Place the spiral bevel gear onto the hub backface. Use only a soft-face or rubber rawhide mallet to help seat gear.

On units equipped with a spiral bevel gear with a (4) four bolt pattern, place the special nut (22) on axle; tighten to a minimum of 300 ft./lbs. (41.7 mkg). Clean the four mounting bolts thoroughly and apply locktite compound (Crown No. 61004-4) properly to the threads and install.

Tighten these bolts to 50 ft./lbs. (6.9 mkg). On units equipped with a spiral bevel gear with an (8) eight bolt pattern locktite the eight bolts and install; tighten bolts to 90 ft./lbs. (12.5 mkg). Install the flatwasher, lockwasher, and locknut on the axle shaft. Tighten the locknut to 90 ft./lbs. (12.5 mkg) and lock a tang of the lockwasher into an appropriate slot of the locknut.

NOTE Do not overstress “safety wire”. Extreme care must be taken when twisting wires to insure they are tight but not overstressed to the degree that breakage will occur under a light load or vibration.

• After wiring the last fastener, twist the wire ends to form a pigtail of 6 to 10 twists; cut off excess wire. Bend pigtail in such a manner to prevent it from being snagged.

• Check the completed wiring and make sure the safety wire is not cracked or peeled as a result of kinking, nicking, or over-twisting.

TYPICAL SAFETY WIRE ROUTING

11. Check for backlash; backlash should be from .005 to .007. An axial movement of .003 will change backlash .002. Remove spiral bevel gear and add or subtract shims to obtain the desired amount of backlash, replace gear & check backlash.

12. Check foot print in the following manner: • Apply enough force to either the pinion or “ring” gear to create drag.

• Rotate either gear a minimum of two full turns in either direction.

• Compare the resulting footprint with patterns shown in ILLUSTRATION 3-17.

NOTE Disregard any shaft angle or cross contact error. If a profile error exists, correct by repeating steps 1 thru 6 of H. Positioning of Pinion Shaft Assembly into Drive Unit Casting.

13. After proper backlash has been obtained and components of axle assembly has been properly assembled, lockwire the bolts securing the spiral bevel gear to the hub. The lockwire used is especially designed for this purpose.

The following guidelines should be used when securing fasteners with safety wire: • In an application where several fasteners are to be secured with one piece of safety wire, the wire holes in the bolt head should be in approximately the same relationship to each other.

DO NOT OVERTORQUE OR UNDERTORQUE BOLTS TO OBTAIN PROPER RELATIONSHIP. • The direction of the wrap and twist of the wire should be made in such a manner that the loop around the bolt comes under the strand protruding from the hole to keep the loop down.

• Route the wire so that the wire tension will keep the bolt from coming loose.

Crown 1979 PF-3550-11

ILLUSTRATION 3-24

Printed in U.S.A.

02 REV. 9/80

M3.0–14–011

M3.0–14–011

MAINTENANCE Oil Pump Assembly

d. Install o-rings (2) and (3) onto pump body. e. Oil pump body and port thoroughly and screw pump assembly into casting until seated.

AXLE BEARING CONE

CAM “O” RING (3)

BEARING CUP

DRIVE UNIT HOUSING

f. Replace drain plug and fill drive unit with 1 1/2 pints of gear oil. g. To check oil pump output remove pipe plug (15) and observe oil flow from port.

PISTON (9) SPRING (8) BALL (7)

“O” RING (2)

PLUG, SPECIAL (6)

OIL PUMP HOUSING

SPRING (5) BALL (4)

TUBING IS INSTALLED THROUGH CORED HOLE IN CASTING

ILLUSTRATION 3-25 C. DRIVE UNIT LUBRICATION SYSTEM 1. Disassembly of Oil Pump (Refer to Illustration 3-25 & 3-26) a. Remove drain plug (23); drain oil from drive unit. b. Remove oil pump housing (1) from drive unit. c. Take oil pump assembly to clean work area for further disassembly. d. Check o-rings (2) and (3) for damage. e. Remove piston (9), spring (8), and ball (7) from oil pump housing. f. Remove special pipe plug (6), spring (5), and ball (4) from oil pump housing. g. Thoroughly clean housing and all parts.

2. Oil Pump Assembly NOTE Inspect all component parts and drive unit casting for dirt and burrs before assembly. a. Place ball (4) and spring (5) into oil pump housing (1).

ILLUSTRATION 3-26

b. Place ball (7), spring (8), and special pipe plug into piston (9). Lubricate piston with oil to aid in smooth action and install piston into oil pump housing. c. Visually check the alignment of the cam on axle to be sure of proper contact with oil pump piston when installed in drive unit casting.

Crown 1979 PF-3550-12

Printed in U.S.A.

02 REV. 9/80

M3.0–14–012

M3.0–14–012

MAINTENANCE

LOCATED ON POWER UNIT

ILLUSTRATION 3-27 D. UNDERCARRIAGE INSPECTIONS AND ADJUSTMENTS (Refer to Illustration 3-27)

NOTE The articulation adjustment bolts are located above point “A” as shown in Illustration 3-27. With the truck in a level condition, adjust the distance between top of undercarriage and the bottom of adjusting bolt to the specified dimension and tighten jam nut.

1. When removing undercarriage note the number and position of washers (50) and replace in same position at assembly.

2. The four 3/4″ dia. bolts (52) that clamp pivot shaft (53) to the power unit must be tightened to 225–250 ft/lb (31–35 mkg).

E. DRIVE TIRE REPLACEMENT

NOTE Under normal maintenance operations it is recommended the undercarriage not be removed completely from the power unit.

3. Adjust the amount of undercarriage articulation to .38 in. (10 mm) ± .04 in. (1 mm) at both stop locations unless otherwise noted on a label at both locations.

1. When replacing the drive tire, make sure the composition and size are such that maneuver-ability & braking requirements are maintained. The drive tire is a “press-on” type; press the old drive tire off the hub and press the new tire on. The outside of the hub must be pressed flush with outside edge of the tire. Refer to Illustration 3-12.

DRIVE UNIT ASSEMBLY CHECK LIST Thoroughly clean drive unit housing and all parts.

Keep matched gears or lapped gears in their original pairs.

Always replace both members of a spiral bevel gear set.

Properly mesh the teeth marked with “X” on spiral bevel gear set.

Set spiral bevel pinion to correct mounting distance to obtain desirable “foot print”.

Check gear set for recommended “backlash”.

Be sure all locknuts, bolts, plugs, etc., are in place and tightened to their recommended torque value.

Check gear oil for proper level in unit before operating under a loaded condition.

Crown 1979 PF-3550-13

Printed in U.S.A.

02 REV. 9/80

M3.0–14–013

M3.0–14–013

MAINTENANCE DRIVE UNIT REPAIR/REBUILD The drive unit used on your Crown Lift Truck, is a double reduction gearbox incorporated spiral bevel gears for strength, quietness and smooth operation. The unit is totally enclosed and oil is pumped throughout to give maximum lubrication to both bearings and gears.

DRIVE UNIT COMPONENT OVER VIEW Shown in the illustrations below is a parts breakdown and two cross sectional views of the drive unit components. The views shown may vary slightly between the RR, RS, RD, SP 3000, TS and TSP trucks.

2910S RR, RS, & RD SHOWN

RR, RS, & RD SHOWN

1199S-02

2911S 4295MI Crown 1994 PF10344-1

Printed in U.S.A.

01 REV. 6/95

M3.0–1430–050

M3.0–1430–050

MAINTENANCE FIELD INSPECTIONS AND REPAIRS This drive unit location facilitates the inspection of the drive unit as well as the replacement of the drive axle seal. To inspect the drive unit, the bottom side cover can be removed. This will allow access to the drive unit lower half which consists of the axle nut and spiral bevel gear.

REMOVING AXLE SEAL

To remove the drive axle seal, drill two holes 180 degrees apart into the seals steel lip. Attach a small sheet metal screw to the end of a slide hammer. Insert the screw into each of the holes and gently remove seal.

2876P

INSTALLING NEW AXLE SEAL

When installing the new seal apply a thin coat of sealant (part # 065005-001) to the outer diameter of the seal. Next push seal into place. To seat the seal, place a wood block over the seal and use a rubber mallet to drive in as shown. This will prevent damage to the seal.

2875P

NOTE RR truck shown. Access to axle on SP 3000, TS and TSP trucks may vary. Refer to appropriate truck service manual, section M3.0.

Crown 1994 PF10344-2

M3.0–1430–051

Printed in U.S.A.

M3.0–1430–051

MAINTENANCE DRIVE UNIT DISASSEMBLY Once the drive unit is removed it is ready to be taken to the bench for disassembly.

1. REMOVING RETAINING RING FROM MOTOR PINION GEAR To begin drive unit disassembly, remove the retaining ring from the motor pinion gear area.

3048P

2. SLIDE PULLER ON MOTOR PINION GEAR The pinion gear is drilled and tapped to facilitate use of a slide hammer for removal as shown. If the pinon gear and associated components are to be reused, record the position and number of shims removed.

3049P

3. REMOVING PINION AREA O-RING FROM CASTING Remove the O-Ring from the pinion area of the housing.

3050P Crown 1994 PF10344-3

M3.0–1430–052

Printed in U.S.A.

M3.0–1430–052

MAINTENANCE

4. REMOVING UPPER PINION GEAR Remove the locknut securing the upper reduction gear to the pinion gear. Remove the pinion mounted reduction gear as shown.

3051P

5. REMOVING IDLER GEAR SHAFT Insert a 5/16" course thread screw into the idler gear shaft and remove it with a pry bar.

3052P

6. REMOVING 6 BOLTS FROM PINION BEARING RETAINER Remove the 6 bolts from the pinion bearing retainer.

3053P

Crown 1994 PF10344-4

M3.0–1430–053

Printed in U.S.A.

M3.0–1430–053

MAINTENANCE

7. PULLING PINION GEAR The pinion gear can now be pulled as an assembly with bearings and spacer. If the pinion gear and bearings are reused record and retain the shim pack. Once the pinion assembly is removed the idler gear and spacers can now be removed. Inspect the bearings and gear for excessive wear. The gear and bearings can be replaced separately.

3054P

8. REMOVING MOTOR PINION GEAR, BEARING AND RETAINER Remove the motor pinion gear bearing and bearing retainer from the drive housing. The bearing cup can be driven out from the bottom. Now remove the O-ring from the housing bore that seals the bearing and retainer just removed.

3055P

9. STUD BEARING REMOVAL When the motor pinion gear and lower bearing are removed the stud bearing can be driven out from the top. If the drive unit is not to be rebuilt, but the stud bearing requires replacement it can be removed separately. To remove the stud bearing, split the bearing shell with a chisel. Use pliers to bend the retainer over and remove the stud bearing.

3056P

Crown 1994 PF10344-5

M3.0–1430–054

Printed in U.S.A.

M3.0–1430–054

MAINTENANCE

10. OIL PUMP REMOVAL Remove the oil pump from the housing. This will facilitate removal of the drive axle. Inspect the oil pump for contaminates or damage. Rebuilding or replacement of the oil pump is recommended before drive unit reassembly.

3057P

11. REMOVING LOCKNUT FROM AXLE Remove axle locknut. Due to the thread locking adhesive the locknut may need to be heated during removal.

Cut the wirelocks and remove the 8 bolts that secure the ring gear to the hub.

3058P

12. REMOVING GEAR AND SHIMS The spiral bevel gear can be removed with a slide hammer using a 3/8" course threaded bit.

3059P

Crown 1994 PF10344-6

M3.0–1430–055

Printed in U.S.A.

M3.0–1430–055

MAINTENANCE

13. SPIRAL BEVEL GEAR REMOVED Behind the spiral bevel gear is the shim pack used to control backlash between the spiral bevel gear and the pinion. These shims can be reused provided the axle, hub or related components are not removed or replaced.

3060P

14. REMOVING HUB WITH PULLER The hub is heat press fitted to the axle. Depending on wear pulling may require the use of a puller and heat. If the hub can be removed without a puller, the hub and axle assembly should be replaced.

The axle can be removed. Do not use the seal flange for support if pressing is required to remove the axle, use the housing. Replace the seal.

3061P

15. PRESSING OR DRIVING OUT BEARING RACE If the bearings are to be replaced, remove the two cups from the housing as shown.

3062P

Crown 1994 PF10344-7

M3.0–1430–056

Printed in U.S.A.

M3.0–1430–056

MAINTENANCE ASSEMBLING DRIVE UNIT

1. DRIVE UNIT COMPONENTS Shown are all the components that make up the drive unit.

Before reassembly be sure to inspect all components for wear or damage. Install the housing components which include the bearing cups and oil pump tubing.

3063P

2. PINION COMPONENTS The pinion assembly can be completely disassembled when bearing removal is required. Inspect and replace any components showing signs of wear.

3044P

3. INSTALLING PINION Install the pinion assembly with a starting shim pack of .050 or five .010 in. (1.3 or five .25 mm) shims. With the pinion gear in place install two bolts 180 degrees apart and tighten.

3064P

Printed in U.S.A.

Crown 1994 PF10344-8

01 REV. 6/95

M3.0–1430–057

M3.0–1430–057

MAINTENANCE

4. PINION HEIGHT ADJUSTMENT TOOL PART NUMBER 116207 The tool shown is required to accurately determine the correct pinion gear height or pinion gear to spiral gear relation. After the bearing cups are installed insert the tool with the nut side toward the axle seal retainer. Tighten the nut until it is snug.

3065P

5. TOOL INSTALLED The face of the tool shown has a radius of exactly 1 in.

(25mm) from the center of the axle bore.

3066P

6. SLIDING PARALLEL Place the sliding parallel supplied in the kit between the tool and the pinion gear. Squeeze the sliding parallel firmly together and tighten down the screws.

3067P

Crown 1994 PF10344-9

M3.0–1430–058

Printed in U.S.A.

M3.0–1430–058

MAINTENANCE

7. MEASURING THE SLIDING PARALLEL Remove the sliding parallel. With a micrometer measure the dimension of the sliding parallel and record. In this example the measured dimension is 1.378 in. (35mm).

3068P

8. ETCHED PINION GEAR DIMENSION Located on the bottom of the pinion gear is a etched dimension that represents the distance from the bottom of the pinion gear to the center of the axle bore. In this example the etched dimension is 2.378 in. (60mm).

3069P

9. AXLE CENTER TOTAL

3045P

Crown 1994 PF10344-10

M3.0–1430–059

The dimension stamped on the bottom of the pinion gear, in the previous step, is used to identify the proper depth of the pinion gear to the axle center line. The pinion height tool measures exactly 1 in. (25mm) from the center to any side (radius). In this example the sliding parallel measured exactly 1.378 in. (35mm). These two numbers added together equal 2.378 in. (60mm) which exactly matches the dimension on the bottom of the pinion assembly. The measured dimension and the pinions etched measurement should not be more than + .003 in. (.08mm) difference. If the measured dimension did not check within the maximum tolerance the shims under the pinion gear will require adjustment. The shims are available in .008, .010 and .013 in. (.2, .25 and .3mm) thickness.

Printed in U.S.A.

M3.0–1430–059

MAINTENANCE 10. AXLE INSPECTION Inspect the axle before installation to insure there are no nicks or scratches.

Before installing bearings on the axle heat each bearing and the pump cam to 250°F (120°C) for approximately 25 minutes. To insure proper heating only use a temperature controlled oven or oil bath. Heating the bearings by any other method or exceeding the 250°F (120°C) will cause bearing damage.

The hub should be heated to 450°F (232°C) for approximately 35 minutes. Heating the hub will ease installation and insure proper seating.

3070P

11. AXLE ASSEMBLED After the axle is assembled install it.

3071P

12. PRESSING THE HUB Press the hub onto the axle.

3072P

Crown 1994 PF10344-11

M3.0–1430–060

Printed in U.S.A.

M3.0–1430–060

MAINTENANCE

13. UPPER HOUSING ASSEMBLY The axle and hub are assembled into the drive unit, begin assembly of the upper half. Install the drive motor pinions lower bearing and cup. Pre-lubricate the bearing by filling it 1/4 of the way with drive unit oil.

3073P

14. IDLER GEAR Temporarily remove the main pinion assembly. Install the idler gear and spacer. To ease installation grease each spacer and place it on the bearing of the idler gear.

3074P

15. TIMING MARK ON PINION AND SPIRAL BEVEL GEAR

3075P

Crown 1994 PF10344-12

M3.0–1430–061

The pinion gear and spiral bevel gear are matched sets and should never be replaced individually. Each of the gears are marked with X’s. To time the gears correctly, the pinion gears X should be placed between the two X’s on the spiral bevel gear. Before installation of either gear, mark the tooth of the pinion gear and outside surface of the spiral bevel gear with a black marker.

Printed in U.S.A.

M3.0–1430–061

MAINTENANCE

16. PINION GEAR INSTALLATION Install the pinion gear and proper shim pack. Install the bolts for the pinion gear and tighten. Install the woodruff key on the pinion gear shaft and install the gear.

3076P

17. TIGHTENING NUT Tighten the nut with Crown tool part number 100253-001.

Once the nut is tight bend the tab over on the locking washer.

3077P

18. IDLER GEAR SHAFT INSTALLATION Position the idler gear and align the spacers. Install a 5/16" course thread screw into the idler shaft. Carefully tap the shaft until it is fully seated.

3078P

Crown 1994 PF10344-13

M3.0–1430–062

Printed in U.S.A.

M3.0–1430–062

MAINTENANCE

19. DRIVE MOTOR PINION INSTALLATION Install the drive motor pinion and bearing.

3079P

20. SEATING DRIVE MOTOR PINION Using a piece of 2 3/8 pipe, carefully drive the pinion and bearing until fully seated.

3080P

21. O-RING INSTALLATION Lubricate and install the O-ring.

3081P

Crown 1994 PF10344-14

M3.0–1430–063

Printed in U.S.A.

M3.0–1430–063

MAINTENANCE

22. SHIMS AND SPACER The size of the shim pack must be determined. Shim sizes include .008, .010 and .013 in. (.2, .25 and .3mm).

3082P

23. BEARING DEPTH To determine the proper shim pack size, measure the dimension from the top of the pinion bearing to the top of the drive unit housing and record. In this example it is 1.125 in. (30mm). Install the snap ring, measure its depth and record. Example .275 in. (7mm).

3083P

24. SPACER DIMENSION Measure the spacer thickness and record. Example .720 in. (18mm).

3084P

Crown 1994 PF10344-15

M3.0–1430–064

Printed in U.S.A.

M3.0–1430–064

MAINTENANCE

25. SNAP RING THICKNESS Measure the snap ring thickness. Example .095 in.

(2.4mm).

3085P

26. MEASUREMENT ILLUSTRATION With the previously recorded dimensions calculate the shim pack required. Take the total depth dimension 1.125 in. (30mm), subtract the dimensions of the snap ring, spacer, and snap ring depth. .275 in. (7 mm) Snap ring depth .095 in. (2.4mm) Snap ring thickness + .720 in. (18.3mm) Spacer thickness 1.090 in. (27.6mm) Total measured dimensions 1.125 in. (30mm) Top of bearing to top of drive unit housing - 1.090 in. (27.6mm) Total measured dimension .035 in. (.9mm) + .030 in. (.8mm) Added Dimension .065 in. (1.7mm) Total

3046P

The snap ring groove inherently adds an additional .030 in. (.8mm) that was not measured during the previous procedure. For this reason add .030 in. (.8mm) to your total measurement. In this example the total shim pack measures .065 in. (1.7mm). The dimension tolerance is +.003 in. (.08mm), therefore a shim pack of four .010 in. (.25mm) shims and two .013 in. (.3mm) shims will provide a total of .066 in. (1.7mm) meeting our dimension.

27. SPACER AND SHIM INSTALLATION Install the shims and spacer with the 2 3/8 pipe as shown.

After the spacer is seated install the snap ring.

3086P

Crown 1994 PF10344-16

Printed in U.S.A.

01 REV. 6/95

M3.0–1430–065

M3.0–1430–065

MAINTENANCE

28. COVER INSTALLATION Install the cover and fasten the screws.

3087P

29. SPIRAL BEVEL GEAR INSTALLATION The shims between the spiral bevel gear and hub are used to set the backlash between the spiral bevel and pinion gears. The shim sizes available are .005, .007 and .020 in. (.13, .18 and .5mm). Begin with three .020 in. (.5mm) shims and install the gear. Install at least two of the spiral bevel gear bolts and tighten.

3088P

30. NUT INSTALLATION Install the axle nut and torque to a 100 ft. lbs. (135Nm).

3089P

Crown 1994 PF10344-17

M3.0–1430–066

Printed in U.S.A.

M3.0–1430–066

MAINTENANCE

31. CHECK BACKLASH With the use of a dial micrometer, measure the backlash of the gear at the axle nut. This dimensions should be between .003 to .006 in. (.08 to .15mm) total. Be sure to place the micrometer feeler arm tip, or ball, on the very edge of the nut cutout as shown. The addition of shims will increase backlash while the removal of shims will decrease the backlash. A change of .006 in. (.15mm) shim will change this dimension by .002 in. (.05mm), or a 3-1 ratio.

3090P

32. SPIRAL BEVEL INSTALLATION Install the remaining gear bolts and tighten. Next install the lock retainer wire around each of the bolts.

3091P

TORQUE REQUIRED 14 FT./LBS. (1.9 MKG)

TORQUE REQUIRED 100 FT./LBS. (13.8 MKG)

TORQUE REQUIRED 90-110 FT./LBS. (12.4-15.2 MKG)

3116S

Crown 1994 PF10344-18

M3.0–1430–067

Printed in U.S.A.

M3.0–1430–067

MAINTENANCE

33. AXLE NUT INSTALLATION Remove the axle nut and apply red thread lock adhesive to the axle threads.

3092P

34. NUT INSTALLED Install and torque the axle nut to a 100 ft. lbs. (135Nm).

3093P

35. OIL PUMP INSTALLATION Install the oil pump. Install the lower cover and gasket.

3094P

Crown 1994 PF10344-19

M3.0–1430–068

Printed in U.S.A.

M3.0–1430–068

MAINTENANCE

36. CHECKING PUMP OPERATION Fill the drive unit with oil. Use an old motor coupling connected to a 1/2 drill to operate the drive unit. Remove the pipe plug at the top of the drive unit and look for oil flow as the drive unit turns. Oil should start to flow out of the pipe plug hole. If oil does not appear the oil pump or pump lines are malfunctioning and disassembly will be required.

3095P

Crown 1994 PF10344-20

M3.0–1430–069

Printed in U.S.A.

M3.0–1430–069

MAINTENANCE SECTION 4

ELECTRICAL

Crown 1979 PF-5017-1

M4.0 - 14 - 001

Printed in U.S.A.

M4.0 - 14 - 001

MAINTENANCE ELECTRICAL

Brake Switches (BRS)

The electrical system of your Crown Narrow Aisle Stand-up Rider is powered by either a 24 volt or 36 volt battery, check information plate, 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 travel, the operator must be standing in the operator compartment, and in the operating position.

A brake switch is located on the brake mounting plate assembly which attaches to the drive motor top. The switch is tripped by means of an actuator connected to the spring adjustment rod. Adjustment is made 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 the top and bottom nuts and move the actuator bar up or down until it actuates the switch when pressure is applied to the brake pedal.

Smooth and effortless speed control in either forward or reverse directions is made possible by use of multifunction 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 is 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 fork height on TL models.

(The “SCR” section will further explain how the variable control operates. ) All travel power is shut off when the 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 4-28 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 wheel is free of floor.

SWITCHES All switches should be checked regularly to assure safe and efficient operation.

Crown 1979 PF-5017-2

M4.O - 14 - 002

A second brake switch is located beneath the brake pedal. The switch allows current to flow only when the brake pedal is completely depressed. As the brake pedal is released the switch will cut power to the control circuit. No adjustment of this switch is required.

Power Steering Switch (STS) The power steering switch is located at the bottom and to the front of the contactor compartment. The switch is actuated by an actuator bar attached to the under side of the floorboard. As the operator leaves the operator compartment the floorboard is forced up.

The power steering switch is actuated and the power steering circuit is shut off. This switch does not require any adjustment.

NOTE By depressing the brake pedal fully, the floorboard will also by fully depressed.

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.

Lift Limit Switch (LMS) The lift limit switch (Crown No. 83327), reduces maximum travel speed when the forks reach a pre-determined height. On TF and TT models the limit switch is actuated when the second stage mast is raised. On TL models the switch actuates when the forks reach a height of 68” (plus or minus 1 inch).

Sequence Switch (SQS) The sequence switch, when depressed, selects the trucks 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.

Printed in U.S.A.

M4.0 - 14 - 002

MAINTENANCE

ILLUSTRATION 4-28 TYPICAL SCHEMATIC WIRING DIAGRAM Crown 1979 PF-5017-3

M4.0-14-003

Printed in U.S.A.

M4.0 - 14 - 003

MAINTENANCE Raise Switch (RAS)

GAGES

The raise switch is located at the top and toward the center of the multi-function control mounting bracket. This switch must be adjusted in such a manner that it is actuated just as the control handle is raised. The console must be removed in order to perform any maintenance to this switch. When two speed raise is used a second switch is mounted along side this switch. The high speed raise switch is not actuated until the control handle is raised to its maximum raise position.

Hour Meter (TT)

Multi-Function Switches (MFS-1, MFS-2) The Multi-Function Switches are located above and slightly to the right of the accessory valve. MultiFunction 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 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/Lift Interrupt The Discharge Meter and Lift Interrupt is used to monitor the state-of-charge of the lift truck’s battery.

As the state-of-charge (specific gravity) falls below a pre-determined level, the truck’s lift contactor will drop-out, permitting no further lifting operations.

The Discharge Meter shows the state of charge of the battery. The pointer will move from “F”, full charge green zone, towards “E”, discharged red zone, as the battery is discharged. As the pointer moves to the solid yellow zone, the “reserve warning light”, in the interrupt gage, will begin to flash. This is a signal to the operator that he has approximately 5% battery capacity before his truck’s lift contactor 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.

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.

Crown 1979 PF-5017-4

M4.0 - 14 - 004

Printed in U.S.A.

M4.0 - 14 - 004

MAINTENANCE

TYPICAL CURRENT READINGS (AMPS)

I Lift 2500 Ib. 3500 lb.

4500 Ib. Reach extend (empty) (loaded)

36 Volt Dual Pump Single Pump empty/relief 160/260 325/510 160/285 325/570 170/312 340/590

I

24 Volt

170/440

76/108 96/108

50/80 75/80

retract (empty) (loaded)

60/80

94/108

75/80

100/108

up

(empty) (loaded)

60/80 75/80

92/108 100/108

down

(empty) (loaded)

58/80 58/80

72/108 72/108

Tilt

Steering

Travel 2500 lb.

3500 lb.

4500 Ib.

I

idle/relief

I

1 2 / 4 5

1 5 / 6 5

77/90 77/100 87/104

90/100 90/105

Printed in U.S.A.

Crown 1979 PF-5017-5 Rev. 12/81

01 REV. 12/81

M4.0 - 14 - 005

M4.0 - 14 - 005

MAINTENANCE ELECTRICAL Freezer Cab Units with the heated cab are powered by a 36 volt battery. Traction and Lift systems are the same as on a standard unit.

DEF Defroster Switch (Illustration 4.0-1)

There are four types of heaters for the cab and componentry which include: (1) The cab heater, which is located in the operator compartment floor behind the power unit skirt, is a thermostatically controlled, forced air heater with two heat settings. The fan in this unit can be run independently of the heaters. (2) The defrosters consist of transparent heaters on the inside of the outer glass. (3) Resistors, mounted next to switches, are heaters used to keep switches from freezing up. (4) Strip heaters on the contactor panel keep ice build-up from the contactors.

The defroster switch is a rocker type switch in the switch and indicator panel of the console. When this switch is placed in the “on” position, an indicator light in the switch illuminates and the transparent heaters in the glass shields are turned “on”. A timer keeps the defrosters on for approximately 20 minutes. When the defrosters are timed off, the indicator light in DEF will go out. At this time DEF again has to be depressed to turn the defrosters on. This switch does not require adjustment.

Additional freezer cab accessories include: wipers to remove frost and moisture from shields; and an intercom system to remove sound enclosure effect of the cab and assist in communication with someone outside of cab without opening door.

SWITCHES All switches should be checked regularly to assure safe and efficient operation. When adjustments are performed to any switches, make certain the locking devices are tightened to maintain correct adjustment. Also verify the operation of the switches before installing covers.

A1116

ILLUSTRATION 4.0-1

DLS Dome Light Switch (Illustration 4.0-2) When this switch, located in the switch and indicator panel of the console, is placed in the “on” position, the dome light will illuminate. The dome light switch is a rocker type switch and does not require adjustment.

A1117

Crown 1990 PF-8745-1

M4.0 - 14.1 - 001

ILLUSTRATION 4.0-2

Printed in U.S.A.*

M4.0 - 14.1 - 001

MAINTENANCE DRS Door Switch (Illustration 4.0-3)

HTS-1 & HTS-2 Cab Heater Switches (Illustration 4.0-5)

The door switch is located in the door post between the entry and service doors. The traction system of the truck is inoperative when the entry door is open because of this switch. To adjust this switch, remove two (2) screws holding cover in place, loosen mounting plate screws and move switch so normally open (NO) contacts close when door is closed. Secure adjustment and install cover.

Switches that operate the cab heater at the two (2) heat settings are located in the switch and indicator panel of the console.

When HTS-1 is placed in the “on” position, the thermostatically controlled cab heater operates at its low heat setting and operates the fan in the heater. When HTS-2 is placed in the “on” position, the thermostatically controlled cab heater operates at its high heat setting and operates the fan in the heater. When these switches are placed in the “on” position, indicator lights in the rocker portion of the switch will illuminate whenever the heating elements are operating. These switches require no adjustment.

A1118

ILLUSTRATION 4.0-3

FNS Fan Switch (Illustration 4.0-4) The fan switch is a rocker type switch located in the switch and indicator panel of the console. When this switch is placed in the “on” position, the fan in the cab heater will operate even if the heating elements are not on. The fan will also operate when the heating elements are turned on without turning the fan switch to “on”. This switch does not require adjustment.

A1120

A1119

ILLUSTRATION 4.0-5

ILLUSTRATION 4.0-4

Crown 1990 PF-8745-2

M4.0 - 14.1 - 002

Printed in U.S.A.*

M4.0 - 14.1 - 002

MAINTENANCE THS-1 & THS-2 Thermal Switches (Illustration 4.0-6)

WWS Shield Wiper Switch (Illustration 4.0-8)

THS-1 and THS-2 are temperature controlled switches (thermostats) which turn heaters on and off automatically. THS-1 controls strip heaters that are on the contactor panel. THS-2 controls heaters that are on the multifunction control. The thermostats are located in near proximity of the heaters they control. No adjustments are required for these switches.

The Shield Wiper Switch (WWS) is located in the switch and indicator panel of the console. When WWS is placed in the “on” position, the wipers will operate. This switch does not require adjustment.

A1121

ILLUSTRATION 4.0-6

THS-4 Thermal Switch (Illustration 4.0-7) THS-4 is an adjustable thermostat which controls the temperature of the cab through the cab heater. When the cab reaches the set temperature of THS-4, the thermostat contacts open and the heater turns “off”. As the temperature drops, the thermostat contacts will close and the heater will turn “on”. THS-4 is located on the relay panel, in the compartment below the operator backrest.

Turn the knob on THS-4 clockwise to increase cab temperature.

A1123

VOL Volume Control (Illustration 4.0-9) VOL is the volume control for the intercom system and is located in the switch and indicator panel of the truck. Turning the volume control knob clockwise increases the volume realized from the speakers.

A1124

A1122

ILLUSTRATION 4.0-8

ILLUSTRATION 4.0-9

ILLUSTRATION 4.0-7

THS-5 Thermal Switch (Illustration 4.0-6) THS-5 is an overtemperature thermostat and is located in the cab heater. If temperature exceeds the temperature limit of THS-5, the thermostat’s contact will open and turn off the heater. When heater temperature drops below the thermostat’s lower limit, the contact will close and allow the heater to turn on if required. THS5 does not require adjustment.

Crown 1990 PF-8745-3

M4.0 - 14.1 - 003

Printed in U.S.A.*

M4.0 - 14.1 - 003

MAINTENANCE ROCKER SWITCH REPLACEMENT When rocker switches are installed, the raised portion of the rocker is toward the symbol on the panel when the associated circuit is off. The following description explains the rocker position as related to switch contact condition of the switches.

110749 ROCKER SWITCH (FNS, DLS, WWS) This switch has two (2) isolated portions with two (2) contacts in each portion. Regardless of the switches rocker position, an open and closed switch contact is available in each portion. Refer to Illustration 4.0-10 for terminal arrangement and switch open and closed conditions.

The terminal toward the end of the switch with the raised portion of the rocker is closed to the center (common) terminal. The terminal toward the end of the switch with the lowered portion of the rocker is open to the center (common) terminal. Switch contact conditions change when rocker is placed in opposite position.

110748 ILLUMINATED ROCKER SWITCH (HTS-1, HTS-2) This switch has an indicator light as part of the switch rocker. For the indicator to operate properly, the battery positive supply voltage for the circuit controlled by this switch must be connected to the center terminal.

B0299 B0299

ILLUSTRATION 4.0-10

Crown 1990 PF-8745-4

M4.0 - 14.1 - 004

ILLUSTRATION 4.0-11

When the raised portion of the switch rocker is toward end of switch with terminal for the light, the switch is in the “off” position.

Printed in U.S.A.*

M4.0 - 14.1 - 004

MAINTENANCE 111402 ILLUMINATED MOMENTARY CONTACT SWITCH (DEF) An indicator light, which is wired independently of the switch, is part of the switch rocker. The switch contact is normally open (N.O.).

B0299

ILLUSTRATION 4.0-12

Crown 1990 PF-8745-5

M4.0 - 14.1 - 005

Printed in U.S.A.*

M4.0 - 14.1 - 005

MAINTENANCE

C0447

Crown 1990 PF-8745-6

M4.0 - 14.1 - 006

ILLUSTRATION 4.0-13

Printed in U.S.A.*

M4.0 - 14.1 - 006

MAINTENANCE

C0448

Crown 1990 PF-8745-7

M4.0 - 14.1 - 007

ILLUSTRATION 4.0-14

Printed in U.S.A.*

M4.0 - 14.1 - 007

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 fuses with the same type and rating as specified. Refer to following chart for listing of all fuses.

FUSE

LOCATION

CIRCUIT

TYPE & SIZE

CROWN PART NO.

FU-7 FU-8 FU-9 FU-10

Contactor Panel Multifunction Control Relay Panel Relay Panel

Contactor Panel Heaters Multifunction Control Heaters Cab Heater Relays, Fan, Dome Light, Wipers Defroster Relay, Defrosters

ABC-15, 15A ABC-15, 15A ABC-15, 15A ABC-15, 15A

94362-2 94362-2 94362-2 94362-2

FU-11 FU-12 FU-13 FU-14

Relay Panel Relay Panel Relay Panel Relay Panel

Cab Heater Cab Heater Cab Heater Cab Heater

ABC-15, 15A ABC-15, 15A ABC-15, 15A ABC-15, 15A

94362-2 94362-2 94362-2 94362-2

Crown 1990 PF-8745-8

M4.0 - 14.1 - 008

Printed in U.S.A.*

M4.0 - 14.1 - 008

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

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

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

ABBR.

COLOR

NUMBER

FUNCTION

FUNCTION

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

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

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

G/W

Green Stripe/White

59 **

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

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

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

4233 Crown 1978 PF3452-1 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–001

M4.1–12.0–001

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

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

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

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

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

6011SI

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

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

Part No. 084571 084570 084569 084568 090963 084572 084573 086749

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

Crown 1978 PF3452-2 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–002

M4.1–12.0–002

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

Component

Abbreviation

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

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

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

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

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

Crown 1978 PF3452-3 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–003

M4.1–12.0–003

ELECTRICAL WIRING 3804

Maintained Contact Switches Operator Actuated

Momentary Contact Switches Operator Actuated

Normally Open

Normally Open

Normally Closed

Held Open

Center Off

Normally Closed

Double Throw

Held Closed

2 Circuit

Multiple Pole Break Before Make

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

Key Switch

Momentary Contact Switches Mechanically Actuated Normally Open

Off Momentary Contact Switches Mechanically Operator Actuated

Normally Open Held Closed

Normally Open

Normally Closed Held Open

Held Closed

Normally Closed

Held Open

Normally Closed Open On Rise

Close On Rise

Double Throw

2 Circuit

Crown 1978 PF3452-4 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–004

M4.1–12.0–004

ELECTRICAL WIRING 3805

Thermistor PM Motor

T

Rheostat

Mov or Transzorb Suppressor

Wound Motor Armature Motor Field

Current Shunt

Lamp

Zener Diode Diode

SCR

Connection Point Tach Sensor Power Termination Mast Cable

I

Encoder

Common Isolated LED

B

Battery Negative Fuse

Horn

Transformer

SIP Resistor Coil Battery Solenoid Valve or Relay With Suppression

Inductor

Normally Closed

Polarized Capacitor

Normally Open

Non-Polarized Capacitor

Plug PC

LVDT

Connector CA

Resistor

Jack JC Test Point

Potentiometer

Crown 1978 PF3452-5 Rev. 11/02

Printed in U.S.A.

06 REV. 11/02

M4.1–12.0–005

M4.1–12.0–005

MAINTENANCE 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

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 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 LIMIT SWITCH CARD (LSC) ADJUSTMENT

A1135

The limit switch card is used with a mast limit switch (LMS-2) on 45RR and 30RD series trucks, to limit traction speed when fork height exceeds 271 inches (6.9m). On the 40 RR, the limit switch card is used with a mast limit switch (LMS-1 ) to limit traction speed after mast is staging.

45RR and 30RD Turn potentiometers CS and LS fully counterclockwise before beginning adjustment procedure. Turning adjustments clockwise increases traction speed.

Raise forks with capacity load so mast limit switch (LMS-2) resets (approximately 271 inches [6.9m]). With traction control at maximum traction speed position, adjust potentiometer LS to obtain a maximum speed of 1.0 mile per hour (1.6 kilometer per hour), 1.5 feet per second (0.5 meter per second).

40RR Turn potentiometers CS and LS fully counterclockwise before beginning adjustment procedures. Turning adjustments clockwise increases traction speed. With capacity load and forks below staging (LMS-1 actuated), move traction control to maximum traction speed position. Adjust LS to obtain 4.1 mile per hour (6.6 kilometer per hour), 6 feet per second (1.8 meter per second).

Operate truck at 0.5 mile per hour (0.8 kilometer per hour), 40 feet per minute (12 meter per minute). Raise forks until LMS-1 resets (above staging) and adjust CS to remove any noticeable change in traction speed.

After adjustments are complete, apply sealant (Crown no.

65102- ) to potentiometers.

Lower forks to actuate LMS-2 (below 271 inches [6.9m]).

Operate truck at 0.5 mile per hour (0.8 kilometer per hour), 40 feet per minute (12 meter per minute). Raise forks to lift height so LMS-2 resets and adjust CS to remove any noticeable change in speed.

After adjustments are complete, apply sealant (Crown no.

65102-1) to potentiometers.

Crown 1990 PF-8750

M4.2 - 14 - 300

Printed In U.S.A.*

M4.2 - 14 - 300

MAINTENANCE SEQUENCE CONTROL Purpose The purpose of the Sequence Control is to expand the operation of the multifunction control from 2 functions (lift/lower & tilt) to 2, 3 or 4 functions (lift/lower, reach, tilt, sideshift). By moving a jumper on the logic board (explained later in this section), or using a different logic board (see parts breakdown), the same control can be used for 2, 3 or 4 functions.

The control comes in two (2) versions; 24 volt and 36 volt.

The difference between the two versions is the value of R1, mounted in the control box enclosure, and the lamp driver board. Refer to parts breakdown for part numbers.

Description The sequence control can power six (6) different coil circuits (pump motor contactors and hydraulic solenoid valves) and two (2) sets of indicator lights. Each set of indicator lights has a bulb to indicate which function is selected.

Illustration 4.3-1 illustrates the receptacle and connector interconnection wiring of the sequence control box enclosure. All interconnections between the sequence control box and truck components are made through connectors JC1 and JC2, mounted in the bottom of the control enclosure.

Inputs to the control go through 9 pin connector JC1. Outputs from the control go through the 15 pin connector JC2.

Receptacles XC1, XC2, XC3 and XC4 accept the card edge connectors of the individual boards. Refer to Sequence Control Component Identification later in this section for location and identification of these various components.

Operation This control uses digital logic circuits to determine if all conditions are correct to allow and execute a function change.

It is not necessary, however, to know and understand digital logic in order to service and maintain this control.

Refer to the Simplified Block Diagram of Illustration 4.3-2 for the following control explanation. Numbers within the circuit board outlines relate to pins in the receptacle for that board.

Power for the sequence control is supplied to the power supply board from battery positive and battery negative.

Battery positive goes through dropping resistor R1 before going to the power supply board. Outputs of the power supply board are; regulated + 12 volts d.c. for the digital logic circuits of the logic board, filtered 16/24 volts d.c. (depending on truck system voltage) required by the lamp driver board and battery negative.

SEQUENCE CONTROL WIRING ILLUSTRATION 4.3-1

Printed in U.S.A.

Crown 1979 PF-5029-1 Rev. 10/86

02 REV. 10/86

M4.3–14–001

M4.3–14–001

MAINTENANCE

ILLUSTRATION 4.3-2 Printed in U.S.A.

Crown 1979 PF-5029-2 Rev. 10/86

02 REV. 10/86

M4.3–14–002

M4.3–14–002

MAINTENANCE Control decisions are made by monitoring the conditions of the multifunction switches (MFS-1 & MFS-2) and sequence switch (SQS). The multifunction switches (MFS-1 & MFS-2) indicate when the multifunction control handle is in neutral and the sequence switch (SQS) indicates, when depressed, that the next function is requested. Certain conditions must be present before the control will sequence to the next function. First, MFS-1 and MFS-2 must indicate that the multifunction control handle is in neutral (N.O. contacts open and N.C. contacts closed) and second, SQS depressed. Whenever MFS-1 or MFS-2 are not in a static state (control handle not in neutral), the SQS input is disabled. SQS can be depressed but the control will not sequence.

When SQS is held depressed, the control handle can be moved through neutral to obtain the opposite direction of the function selected without the control sequencing. If SQS is released and the function selected is operated or in operation, the control will automatically sequence to the lift/lower function when the control handle is returned to neutral.

When SQS is released after the control handle is returned to neutral, the control will remain in the same function until SQS is again depressed, which sequences the control to the next function.

When a switch operates, it does not close once and stay closed. Instead it closes, bounces open and recloses a number of times before remaining closed. Since digital logic circuits operate very fast and could read each bounce as a switch operation, the switch inputs are conditioned by latching circuits (located on logic board). The latching circuits electronically eliminate switch bounce which could cause erratic control operation.

The logic board output contains the signals required for the lamp driver board to illuminate the proper indicators which indicate the function selected, and the signals for the coil driver board to energize the coils necessary to allow the selected function to operate.

The electronic switches of the coil driver board and lamp driver board receive the information from the logic board and turn “ON” and “OFF” as requested. The electronic switches of the lamp driver board connect 16/24 volts d.c. (depending on truck system voltage) to the associated indicator lamp when turned “ON”. Electronic switches of the coil driver board connect the associated coil to battery negative when turned “ON”.

The coil driver board has built-in current limit circuitry which protects the coil driver board circuitry from overload if a coil, or suppressor across the coil, short circuits. One of two (2) LEDs will illuminate when the coil, or suppressor across the coil selected is short circuited. The left LED will illuminate when a short exists in the P1, SVA or SVD coil circuit (Illustration 4.3-8). The LED to the right will illuminate when a short exists in the P2, SVB or SVC coil circuit. Remember that the LED will illuminate only when the coil is energized.

NOTE When a short exists in the P1 or P2 coil circuit, the associated raise switch (RAS-1, RAS-2) must also be closed before the LED will illuminate.

Chart 1 shows which solenoid or contactor is energized for each function.

Outputs of the latching circuits are monitored by the sequence count control circuitry. The sequence count control circuitry is the “memory” and “decision making” circuitry of the sequence control. The control circuitry remembers which function it is in and when the proper input information is received, requesting a function change, sequences to the next function, decides which contactors or hydraulic solenoid valves must be energized and which indicator lights must be lit to obtain and indicate the function requested.

X = Component Energized.

CHART 1

The sequence count control information is transferred to the output buffer circuitry. Output buffers simply isolate the logic board circuitry from electrical noise which may be present in other control circuitry connected to the output of the logic board.

Printed in U.S.A.

Crown 1979 PF-5029-3 Rev. 10/86

02 REV. 10/86

M4.3–14–003

M4.3–14–003

MAINTENANCE SEQUENCE CONTROL COMPONENT IDENTIFICATION

COIL DRIVER BOARD LOGIC BOARD

JC1

LAMP DRIVER BOARD POWER SUPPLY BOARD

JC2

ILLUSTRATION 4.3-3

ILLUSTRATION 4.3-4

POWER SUPPLY BOARD

XC4

NEGATIVE

XC3 REGULATED OUTPUT (11-13 V.D.C.)

INPU (BATTERY VOLTS)

XC2

U101

R1

CARD EDGE CONNECTOR

C101

XC1 ILLUSTRATION 4.3-6

ILLUSTRATION 4.3-5

The power supply board supplies the voltages necessary for the operation of the sequence control.

Printed in U.S.A.

Crown 1979 PF-5029-4 Rev. 10/86

02 REV. 10/86

M4.3–14–004

M4.3–14–004

MAINTENANCE LAMP DRIVER BOARD

COIL DRIVER BOARD LED ILLUMINATES WHEN A SHORT CIRCUIT EXISTS IN THE P1, SVA OR SVD COIL CIRCUIT.

LED ILLUMINATES WHEN A SHORT CIRCUIT EXISTS IN THE P2, SVB OR SVC COIL CIRCUIT.

CARD EDGE CONNECTOR

ILLUSTRATION 4.3-7 CARD EDGE CONNECTOR

The lamp driver board contains eight (8) electronic switches that turn “ON” indicator lamps which indicate the function selected.

ILLUSTRATION 4.3-8 The coil driver board contains six (6) electronic switches, of greater power handling capabilities than those of the lamp driver board, to control hydraulic solenoid valves and pump contactors.

LOGIC BOARD (Prior to 10/86)

LOGIC BOARD (After 10/86)

CARD EDGE CONNECTOR CARD EDGE CONNECTOR

ILLUSTRATION 4.3-10

ILLUSTRATION 4.3-9 The logic board contains the “memory” and “decision making” circuitry of the sequence control. This board determines which lights are “ON” for each function and which coils are energized to perform each function.

The logic board contains the “memory” and “decision making” circuitry of the sequence control. This board determines which lights are “ON” for each function and which coils are energized to perform each function.

Printed in U.S.A.

Crown 1979 PF-5029-5 Rev. 10/86

02 REV. 10/86

M4.3–14–005

M4.3–14–005

MAINTENANCE LOGIC BOARD JUMPER (Prior to 10/86) The only variation that exists between the logic boards for 1, 2 or 3 auxiliary functions is the placement of a jumper wire (Illustration 4.3-11). In emergency cases (board required not in stock) this jumper can be replaced to provide the number of auxiliary functions required.

Tools Required — 40 watt soldering iron

3. Insert wire in hole of circuit board for required number of functions.

4. While holding wire with needle nose pliers, heat the hole from the backside of the circuit board with soldering iron until solder on board melts and allows wire to extend through the board.

5. Apply additional solder while heating board and wire simultaneously, until sufficient solder is present.

Allow to cool without moving the wire.

— diagonal cutter — needle nose pliers

NOTE

— 22 gauge solid copper wire of sufficient length.

When making connection for 2 auxiliary functions, it is recommended to install an insulating sleeve on the jumper wire to prevent accidental shorting to TP-7.

— 60/40 Rosin core solder — insulating sleeving (if required) Procedure

6. Once cool, wrap opposite end of wire around wire connected to common. Apply solder to connection.

1. Using diagonal cutter, cut the existing jumper wire close to the board opposite the common point. The section of wire will then be used as a connection point.

7. Board is now ready for use.

2. Tin (coat with solder) the copper wire to reduce amount of heat required when connecting to circuit board.

ILLUSTRATION 4.3-11 Printed in U.S.A.

Crown 1979 PF-5029-6 Rev. 10/86

02 REV. 10/86

M4.3–14–006

M4.3–14–006

MAINTENANCE LOGIC BOARD JUMPER (After 10/86) Tools are not required to move jumper. Determine number of auxiliary functions (Reach, Tilt, Sideshift) are present on truck. Compare jumper location on board with jumper location required for your truck shown in Illustration 4.3-12. If jumper is not in position required, pull jumper straight out from board and position over correct pins. Push jumper onto pins until jumper is against pin mounting block.

Placement of jumper (Crown no. 62161), shown in Illustration 4.3-12, on the Logic Board determines number of auxiliary functions the Logic Board will accommodate.

The jumper is a plug type device which electrically connects the two (2) pins, jumper is placed over.

1 AUXILIARY FUNCTION

2 AUXILIARY FUNCTIONS

3 AUXILIARY FUNCTIONS

ILLUSTRATION 4.3-12 Printed in U.S.A.

Crown 1979 PF-5029-7 Rev. 10/86

02 REV. 10/86

M4.3–14–007

M4.3–14–007

MAINTENANCE SEQUENCE CONTROL BENCH TEST

KEYING PLUG

The test circuit in Illustration 4.3-15 is used to bench test the sequence control. Voltage checks at JC2-1 through JC2-6 verify coil driver outputs. Voltage checks at JC2-7 through JC2-14 verify lamp driver outputs.

If the logic board is not working properly, however, a problem may appear to be with the coil driver or lamp driver.

One method of verifying which board is faulty is through substitution with known good boards. Another method is checking the input voltages to the coil driver board and lamp driver board, which are the outputs of the logic board.

An extender board (Crown No. 90116) must be used to make these voltage checks accessable.

RECEPTACLE

RECEPTACLE

ILLUSTRATION 4.3-14 The conductors on the extender board are referenced by numbers in Chart 2. The conductors are counted from left to right.

1 22

0 = Less than 3 Volts D.C. 1 = More than 8 Volts D.C. *Conductors of Extender Board are counted left to right.

CHART 2

CARD EDGE CONNECTOR

CONDUCTORS

ILLUSTRATION 4.3-13 Before the extender board can be installed, the logic board and keying plug must be removed from receptacle XC-4. To remove the keying plug, first note the location for proper installation. Using a needle nose pliers, grasp the key and pull straight, away from the receptacle.

Insert the extender board in receptacle XC-4, and insert the logic board in receptacle on extender board so component side of board is the same direction as when installed in the sequence control box.

Chart 2 lists the voltage levels present at the inputs of the coil driver board and lamp driver board. Conductors 13 through 18 are associated with the coil driver board and conductors 19 through 22 are associated with the lamp driver board. If voltage levels are as listed, a problem with the coil driver board or lamp driver board is present. If the voltage levels are not as listed, a problem with the logic board is present. Voltage readings are taken in reference to the negative end of capacitor C101 on the power supply board.

(See Illustration 4.3-6)

Printed in U.S.A.

Crown 1979 PF-5029-8 Rev. 10/86

02 REV. 10/86

M4.3–14–008

M4.3–14–008

MAINTENANCE Test Circuit PARTS REQUIRED 1 - 77133-1, switch (any SPDT switch)

6 - 62033-1, 50 ohm, 50 watt, Ohmite Resistors #270-50-0400D

1 - 62037-1, male connector

8 - 86043, Indicator Bases 8 - 86042, #52 bulbs, 14.4v, 0.1 Amp.

1 - 62037-3, male connector 23 - 62036-4, contacts

1 - 73889, fuse holder

1 - length of 18 awg stranded wire

1 - 84190, fuse

1 - 24 or 36 volt battery as required

2 - 77656, switches (any SPDT switch)

ILLUSTRATION 4.3-15 Printed in U.S.A.

Crown 1979 PF-5029-9 Rev. 10/86

02 REV. 10/86

M4.3–14–009

M4.3–14–009

MAINTENANCE Test Operation 8. Release MFS-1.

1. Turn on power—Selector circuit shall be in Mode #1. Check voltages.

9. Depress MFS-2 and hold. Check voltages.

2. Depress MFS-1 and hold. Check voltages.

10. Release MFS-2.

3. Release MFS-1

11. Release SQS.

4. Depress MFS-2 and hold. Check voltages.

12. Repeat step 6 thru 11 for Mode 3.

5. Release MFS-2.

13. Repeat step 6 thru 11 for Mode 4.

6. Depress SQS and hold. Selector should be in Mode 2. Check voltages.

14. Depress SQS. Selector should be in Mode 1.

7. Depress MFS-1 and hold. Check voltages.

TEST SEQUENCE

1. Voltages measured with respect to battery negative 2. 2.5 Volts for CA2-1 thru CA2-6 is maximum allowable 3. 8.0 Volts for CA2-7 thru CA2-14 is minimum allowable 4. “S” equals battery voltage (24 or 36) 5. O Volts for CA2-7 thru CA2-14 shall not exceed 0.01 Volts 6. “X” indicates switch actuated.

Printed in U.S.A.

Crown 1979 PF-5029-10 Rev. 10/86

02 REV. 10/86

M4.3–14–010

M4.3–14–010

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 CONTACTORS Crown has tested and applied these contactors according to the requirements of our vehicle. No modifications or changes should be made in the layout, physical arrangement or electrical connections without written permission from Crown.

The information contained in this section pertains to the contactors listed below.

Contactor

Voltage

Model Usage

104140

24

SP36,42 & 48,TWR/TR, RR,RS,RD SP36,42 & 48, TWR/TR, RR,RS,RD,FC PE,PC,TWR/TR RC,SC,RR,RS,RD RC,SC,RR,RS,RD,FC RC,SC,RR,RS,RD PE,PC,PR,TWR/TR PE,PC,PR,TWR/TR FC FC RR,RS,RD RR,RS,RD

104483 105706 106109 109740 109747 111634 111635 112218 112220 116001 116002

24 24 36 24 24 24 24 36/48 36/48 24 36

Inspection The following information is intended to assist during periods of normal maintenance and to provide checks for maintaining adjustments. As these devices are tested and adjusted at the factory, they should normally not require further adjustments. However, if factory adjustments are tampered with or otherwise changed, the checks contained in the following information may be made.

CONTACTS In normal operation, the contacts may become blackened, discolored, and roughened. This will not interfere with proper operation and cleaning is not necessary. The contacts should be replaced if the silver contact facing is completely eroded through to the backing material. The silver contact facing may transfer to either the moving or stationary contact and cause buildup on one contact. This can be expected under certain conditions and does not require contact dressing or filing. It is recommended that contacts always be replaced in mating pairs.

COILS Remove coil from circuit by removing wires from terminals, including suppressor. Coil resistance should be as follows:

1737PS

ILLUSTRATION 4.4-1

Coil

Voltage

Resistance

104438 104496 106446 109764 112222 112268

24 24 36 24 36/48 24

11.5 to 14.1 ohms 11.5 to 14.1 ohms 21 to 27 ohms 10.5 to 13.5 ohms 28.2 to 36.2 ohms 14 to 18 ohms

CONTACT AND SPIRAL RETURN SPRINGS

WARNING

Before any inspection, adjustments, servicing, parts replacement or any other act is performed requiring physical contact with the electrical working components or wiring of these contactors; disconnect battery, raise traction wheels clear of floor and place hardwood blocks under truck frame.

These springs should be replaced if signs of corrosion or discoloration from overheating are present.

SPIRAL RETURN SPRING 0282

CONTACT SPRING

ILLUSTRATION 4.4-2

3966 Crown 1991 PF-9022-1 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–040

M4.4–11.0–040

MAINTENANCE SUPPRESSORS 104141 & 109738 Suppressors: A visual inspection of this suppressor is necessary. Remove from coil. A faulty suppressor will be cracked or broken.

104496 & 104497 Suppressor: This suppressor is a resistordiode network. When meter, on R x 10K scale, is attached with polarity shown in Illustration 4.4-3, a meter reading of less than 5,000 ohms should be realized. Reverse meter leads. Meter should indicate infinite resistance.

0280

ILLUSTRATION 4.4-3

109636 Suppressors: This suppressor contains a diode.

When meter, on R x 10K scale, is attached with polarity shown in Illustration 4.4-4, a meter reading of near 0 ohms should be realized. Reverse meter leads. Meter should indicate infinite resistance.

0281

ILLUSTRATION 4.4-4

7. Assemble stationary tips (Index 14, 15, 16) and bus clamps (Index 25).

8. Assemble stationary tips (Index 27, 28).

9. Assemble clamps (Index 24) and screws (Index 29).

10. Position stationary contact (lndex 14) on bus clamps.

11. Assemble covers and long screws. Start screws in tapped holes of base plate. Tighten screws in one turn increments, using a diagonal pattern. Tighten screws to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

COILS (Refer to Illustration 4.4-6) 1. Loosen eight (8) screws (Index 33).

2. Lift contact assembly, including bus base (Index 13), from frame (Index 4) as an assembly.

3. Remove frame (Index 4).

4. Lift coil (Index 3) from post on base plate (Index 1).

Note position of coil terminals in relation to base plate for assembly.

5. Position replacement coil on base plate, as noted at disassembly, and locate projections on base plate in indentations of coil.

6. Position frame (Index 4) over coil and locate projections on magnet frame in indentation of coil.

7. Make certain small end of spiral spring (Index 5) is forced over small diameter of plunger (Index 7) as shown in Illustration 4.4-5.

Component Replacement 104483, 105706, 109747, 111634 Contactors CONTACTS (Refer to Illustration 4.4-6) 1. Loosen eight (8) long screws (Index 33). Lift covers (Index 31) and screws from contactor.

2. Remove stationary tip (Index 14). Loosen and remove screws (Index 29) and clamps (Index 24).

3. Remove stationary tips (Index 27, 28) and bus clamps (Index 25). Turn movable tips 90 degrees and remove stationary tips (Index 14, 15, 16).

4. Loosen and remove 10-32 nut (Index 23) from armature and movable contact tip assembly with 3/8 inch socket or nut driver.

5. Replace contacts.

6. Assemble movable contacts on armature shaft and tighten nut (Index 23) to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

1738PS

ILLUSTRATION 4.4-5

8. Position contact assembly on frame.

9. Assemble covers and long screws. Start screws in tapped holes of base plate. Tighten screws in one turn increments, using a diagonal pattern. Tighten screws to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

Crown 1991 PF-9022-2 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–041

M4.4–11.0–041

MAINTENANCE 0052

1 2 18

4

19

3

17

19 21

20

23

26

22

2

6

26 13

5

7

9

4

11 25

24

14

15

10

8

12 6

29 14 16

30

18

27

25 28

21

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

20

23

29

33

17

19 30

32

19

24

31

26 ASSEMBLED VIEW

22

26

Part Name

Index

Plate Magnetic Base Screw M4 Coil Frame Spring Armature Assembly (Includes Index 7 Thru 12) Plunger Washer Washer Guide Lockwasher Nut Stud Base Bus Tip Stationary Tip Stationary Tip Stationary Bushing Plunger Carrier Movable Tip Washer Spring Guide

20 21 22 23 24 25 26 27 28 29

30

31 32 33

Part Name Spring Bus Insulation Upper Flatwasher Locknut #10 Clamp Clamp Bus Tip Movable Tip Stationary Tip Stationary Screw M8 Lockwasher Flatwasher Screw M8 Lockwasher Flatwasher Cover Lockwasher Screw #10

ILLUSTRATION 4.4-6 Crown 1991 PF-9022-3 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–042

M4.4–11.0–042

MAINTENANCE 104140, 106109, 109740, 111635, 112218, 112220, 116001, 116002 Contactors COIL (Refer to Illustration 4.4-7)

CONTACTS (Refer to Illustration 4.4-7) 1. Remove nut (Index 25) from armature. Lift washer, spring retainer, spring and spring guide washer (Index 24, 23, 22, 21) from armature.

2. Lift movable contact (Index 20) from armature. Install replacement contact.

3. Assemble spring guide washer, spring, spring retainer and washer on armature.

4. Install nut on armature and tighten to 14-18 inchpounds torque (1.6 - 2.0 Newton meters).

5. Remove four (4) long screws (Index 17) and remove the stationary tip clamps (Index 15) from contactor assembly.

6. Remove stationary contacts.

7. Install replacement contacts and secure in place with stationary tip clamps. Tighten four screws, in one turn increments, using a diagonal pattern. Tighten screws to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

1. Remove four (4) long screws (Index 17) and stationary tip clamps (Index 15).

2. Remove stationary contacts.

3. Lift stationary tip carrier (Index 13) with the armature assembly (Index 26) from the contactor assembly.

4. Remove magnet frame (Index 5).

5. Lift coil (Index 14) from post on base plate (Index 1).

Note position of coil terminals in relation to base plate for assembly.

6. Position replacement coil on base plate, as noted at disassembly, and locate projections on base plate in indentations of coil.

7. Position magnet frame over coil and locate projections on magnet frame in indentation of coil.

8. Make certain the small end of spiral spring (Index 6) is forced over small diameter of plunger (Index 7) as shown in Illustration 4.4-5. Assemble armature assembly and stationary tip carrier on top of magnet frame.

9. Install stationary contacts and stationary tip clamps.

10. Start four (4) screws in tapped holes of base plate.

Tighten screws, in one turn increments, using a diagonal pattern. Tighten to 14-18 inch-pounds torque (1.6 - 2.0 Newton meters).

Crown 1991 PF-9022-4 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–043

M4.4–11.0–043

MAINTENANCE 0053

1

2 3

4

18 20 22

19

6

24 26

21

8 10

5

23

7

25

12 9

14

11

13 ASSEMBLED VIEW

15

17 16

Index 1 2 3 4 5 6 7 8 9 10 11 12 13

Part Name

Index

Plate Magnetic Base Suppressor Screw M4 Coil Frame Spring Plunger Washer Washer Guide Lockwasher Nut Stud Carrier Stationary Tip

14 15 16 17 18 19 20 21 22 23 24 25 26

Part Name Tip Stationary Clamp Stationary Tip Lockwasher Screw #10 Bushing Plunger Carrier Movable Tip Tip Movable Washer Spring Guide Spring Retainer Spring Flatwasher Locknut #10 Armature Assembly (Includes Index 7 Thru 12)

ILLUSTRATION 4.4-7 Crown 1991 PF-9022-5 Rev. 8/95

Printed in U.S.A.

03 REV. 8/95

M4.4–11.0–044

M4.4–11.0–044

MAINTENANCE 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 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

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3

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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 MOTORS

B. Brush Replacement: 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.

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 × 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.

Drive Motor A. Motor Removal: 1. Place rear of truck on blocks to allow drive motor side of under carriage to articulate down completely.

2. Disconnect battery plug.

3. Remove door—unlatch and remove hinge pin.

4. Depress brake pedal, remove brake drum, and spacer.

5. Remove brake mounting plate assembly—Do not disconnect brake line or remove brake switch wires; support brake assembly to the side of the truck, do not “kink” brake line.

6. Remove all electrical connections from drive motor.

7. Remove four bolts at base of drive motor.

8. Lift motor straight up and off of pinion shaft.

Crown 1979 PF-5019-1

M4.7–14–001

NOTE Removal of motor for replacement of brushes is not necessary, as an access hole through hydraulic reservoir and battery compartment wall allow brush replacement with the drive motor intact.

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. Motor Installation: 1. Replace motor and secure bolts.

2. Connect all electrical cables to motor; tighten terminal stud nuts to 9 Ft/Lbs. (Max).

3. Replace brake mounting plate assembly.

4. Depress brake pedal and replace brake drum with spacer.

Lift Motor A. Brush Inspection: 1. Disconnect battery plug.

2. Remove console and end cover plate.

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

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

5. Brushes should be changed when they reach a length of 9/16″ or will reach that length before the next scheduled maintenance inspection.

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

Printed in U.S.A.

M4.7–14–001

MAINTENANCE 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 Replacement fans are available if broken during removal.

4. Clean the shaft out to remove all of the old grease and any metal chips or fillings.

5. Press the new spline into the shaft until the shoulder is within 1/16″ of the armature shaft. (SEE ILLUSTRATION 4-6).

2. Press the spline retaining pin out of the shaft. (SEE ILLUSTRATION 4-4).

PRESS NEW SPLINE IN TO THIS DIMENSION

USE EXISTING RETAINING PIN HOLE AS GUIDE FOR 3/8” DRILL

ILLUSTRATION 4-6

ILLUSTRATION 4-4

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.

NOTE

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.

Crown 1979 PF-5019-2

M4.7–14–002

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.

Printed in U.S.A.

M4.7–14–002

MAINTENANCE CAUTION

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.

Power Steering and Accessory Motor A. Brush Inspection:

ILLUSTRATION 4-7 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. (SEE ILLUSTRATION 4-8).

PRESS FAN ONTO THIS DIMENSION

1. Disconnect battery plug.

2. Unlatch and swing door open.

3. Remove two bolts in operator compartment that secure the motor bracket in an upright position.

4. Rotate top of motor out.

5. Clean brush band area of motor and remove band.

6. 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).

7. Brushes should be changed when they reach a length of 7/16″ or will reach that length before the next scheduled inspection.

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

USE “LOCTITE” ON THIS AREA OF THE SHAFT

ILLUSTRATION 4-8

Crown 1979 PF-5019-3

M4.7–14–003

Printed in U.S.A.

M4.7–14–003

MAINTENANCE

Crown 1979 PF-5019-4

M4.7–14–004

Printed in U.S.A.

M4.7–14–004

MAINTENANCE TROUBLE SHOOTING PROCEDURES 1. Recommended test equipment A. Volt-ohm meter – Simpson 260 or equal; sensitivity 20,000 ohm/volt D.C., 5,000 ohm/volt A.C.; ranges required 0-50 volts D.C., 0-250 volts A.C. B. Test jumper approximately 36″ long (No. 10 wire) with clips on both ends (2 required).

C. Battery cell tester on hydrometer.

D. For SCR controlled units, see SCR Operation and Maintenance section of manual for additional test equipment.

On units equipped with the EV1 System an analyzer can be helpful in testing switches in the control circuit.

2. Procedure for checking individual components A. Battery – cell tester operation will vary with different models. See manufacturer’s instructions supplied with your instrument. When using a hydrometer, the specific gravity of a fully charged battery should be 1.280. Check each cell. All cells should have close to same reading.

B. Charger – consult charger manufacturer’s instructions for his recommended test procedures.

CAUTION

Power circuit. Remove Power fuses, jack truck so drive wheels are clear of floor and place blocks under truck frame before making following checks. Disconnect battery before making resistance checks.

C. Contactor – connect one end of test jumper to coil positive terminal. Make sure other coil terminal is connected to battery negative. Connect other end of test jumper to control side of control circuit fuse. The contactor should pull in.

See contactor information elsewhere in this section for additional checks.

D. Switches – disconnect lead from one side of switch. With volt-ohm meter on resistance scale, place test prods across switch terminals. If normally open (N.O.) type contacts are being checked, the meter should read a very high (infinite) resistance. Meter should read zero ohms if normally closed (N.C.) contacts are checked. When the switch is depressed the resistance reading should be opposite.

E. Diode – to check the diode, disconnect the leads and check resistance between the terminals.

Resistance should be 7-12 ohms in the conducting ( ) direction, and 50,000 ohms or higher in the non-conducting ( direction.

)

Crown 1978 PF-3381-1 Rev. 4/85

F. Discharge indicator – connect one end of test jumper to the positive terminal, the other end to battery positive.

Meter should show reading. Check leads to key switch and control fuse.

G. Fuses – some blown fuses can be detected by a visual inspection; however, others will require checking with a volt-ohm meter. Remove fuse from circuit, place meter in the R x 1 position, place test prod on each end of fuse.

Meter should read zero ohms. Be sure to investigate cause of blown fuse.

H. Horn – to check, use jumper lead from battery positive to positive terminal on horn. Horn should sound. On SCR controlled units, remove lead from positive horn terminal to hash filter to eliminate hash filter as a cause of malfunction. Retest and if it does not sound, place a jumper from negative horn terminal to battery negative to check the negative leads.

I. Hour meter – connect one end of jumper to positive hour meter terminal and the other end to battery side of power fuses. Meter should run. If not, check continuity from negative terminal to battery negative. If meter still does not run, remove lead from positive hour meter terminal to hash filter to eliminate hash filter as a possible cause of the malfunction and retest.

J. Drive motor – remove motor brushes from motor and examine. Carbon portion should be as listed on “Motor Information Chart” elsewhere in this section; if not, brushes should be replaced. Replace brushes and disconnect cables A1, A2, S1 and S2 from contactors.

CAUTION

Watch for moving lift.

Connect cables A1 and S2 together. Connect one end of test jumper to cable S1 and connect the other end of test jumper to battery side of 100A fuse. Connect A2 lead to battery negative. Motor should run. If not, check cables for good connection at motor. Check for continuity between cables, S1, S2 and A1, A2.

K. Pump motor – connect test jumper across power terminals on pump contactor. Motor should run.

CAUTION

Test jumper may become warm because of high motor current.

If motor does not run, check motor brushes and check for continuity in motor field and armature. Brushes should be as listed on “Motor Information Chart”, elsewhere in this section.

Printed in U.S.A.

01 REV. 4/85

M4.8 - 11 - 001

M4.8 - 11 - 001

MAINTENANCE L. Solenoids – to check solenoids, connect jumper lead to positive lead of solenoid. Connect other end of jumper to positive battery terminal. Solenoid should activate. If solenoid still does not activate, disconnect lead from positive terminal of solenoid to veristor to eliminate veristor as the cause of the malfunction and retest.

M. Key switch – check with jumper from terminal wire to discharge indicator.

A conclusive test cannot be performed on this style filter with a conventional analog meter. A meter should indicate an open circuit, on the R x 10,000 ohm scale, in both directions. If this suppressor is the suspected problem, replace with a known good component.

S. Dual Suppressor Block (Crown nos. 82495, 86322 & 93757) -

N. Power on light – check wire from key switch to light and wire from negative discharge indicator to light. Light will not function if key switch is not in proper working condition.

O. SCR Components – consult the SCR section of the manual for procedures on checking components associated with the SCR control system, as well as suppressors, hash filters and potentiometer.

P. Power Solenoid – Typically used on pump motors.

Remove power fuse from circuit. Connect a volt-ohm meter on the resistance scale across the solenoid power contacts. Meter should read a high resistance (infinite).

Connect test jumper between the coil positive terminal and the control side of control circuit fuse. The solenoid should actuate, indicated by a meter reading of zero ohms.

This style filter is checked in the same manner as the single suppressor block. If this suppressor is the suspected problem, replace with known good component.

T. Switch Suppressor Block (Crown nos. 85484 & 86755) -

Q. Double Diode Block (Crown no. 75256)-

To check a double diode block, connect the negative meter lead to terminal 2 and the positive meter lead to terminal 1 then terminal 3. The meter indication should be a short circuit. Connect the positive meter lead to terminal 2 and the negative lead to terminal 1 then terminal 3. The meter indication should be open circuit.

To check this style filter, connect the negative meter lead to one terminal and the positive meter lead to the other terminal for approximately 5 seconds. Reverse the meter leads. The VOM needle should deflect and return to infinity when on the Rx 10,000 ohm scale.

U. Hash Filter (Crown no. 77732) -

R. Single Suppressor Block (Crown nos. 77728, 85670 & 91181) This style filter is checked in the same manner as the switch suppressor block.

Crown 1978 PF-3381-2 Rev. 4/85

Printed in U.S.A.

01 REV. 4/85

M4.8 - 11 - 002

M4.8 - 11 - 002

MAINTENANCE

TROUBLESHOOTING CHART

Insert the extender board in receptacle XC4, and insert logic board in receptacle on extender board so component side of board is the same direction as when installed in the sequence control box.

The following flowcharts are simple and easy-to-follow tables that outline various symptoms and corrective actions required.

The conductors on the extender board are referred to by numbers in the troubleshooting flowcharts. The conductors are counted from left to right.

Disconnect the battery before proceeding and visually check for loose wiring, signs of overheating components, etc. Re-connect the battery as needed for the specific check, and be familiar with both component testing and replacement procedures before proceeding.

A check of leakage from battery positive connector to frame and battery negative connector to frame should be made a part of normal maintenance. With the battery disconnected, check resistance on the RX1000 scale, from the frame to the battery connector positive terminal; a reading of less than 20,000 ohms can cause misleading symptoms.

Repeat this check to the battery negative terminal. A resistance reading of less than 20,000 ohms should be corrected before proceeding.

WARNING

Disconnect battery. Raise drive wheels clear of floor and position blocks under truck frame. Reconnect battery only as necessary for voltage checks.

Extender Board For certain checks, an extender board (Crown No. 90116) will be required. Before the extender board can be installed, the logic board and keying plug must be removed from receptacle XC4. To remove the keying plug, first note the location for proper installation. Using a needle nose pliers, grasp the key and pull straight, away from the receptacle.

NOTE Tests outlined in the charts of the Symptom Flowcharts must be made with a meter with a sensitivity of at least 20,000 ohms/volt in the D.C. range or a logic probe. Less sensitivity in the D.C. range may cause circuit loading and erroneous voltage readings.

Crown 1979 PF-6001-1-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 001

M4.9 - 14 - 001

MAINTENANCE

FLOWCHART SYMPTOM INDEX Symptom

Page

(1) Truck completely inoperative.

M4.9 - 14 - 003

(2) No traction (Hydraulic functions operate).

M4.9 - 14 - 004

(3) No power steering (Power steering pump does not run).

M4.9 - 14 - 005

(4) No lift.

M4.9 - 14 - 006

(5) High speed lift does not operate. Normal lift okay.

(36 volt truck with dual lift pump).

M4.9 - 14 - 008

(6) No lowering.

M4.9 - 14 - 009

(7) Wrong function operating. Lights sequence properly.

M4.9 - 14 - 010

(8) One or more functions do not operate. Lights sequence properly.

M4.9 - 14 - 011

(9) Two or more functions operate at same time. Lights sequence properly.

M4.9 - 14 - 012

(10) No hydraulic functions operate, no function lights illuminate.

(Traction okay, steering okay).

M4.9 - 14 - 013

(11) One or more lights malfunction. Hydraulic functions operate properly.

M4.9 - 14 - 015

(12) Power fuses blown (FU-1) (FU-2) (FU-3) (FU-4).

M4.9 - 14 - 016

(13) Control fuse blown (FU-5).

M4.9 - 14 - 017

Coil Circuit Checking.

M4.9 - 14 - 018

Crown 1979 PF-6001-2-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 002

M4.9 - 14 - 002

MAINTENANCE

TROUBLESHOOTING FLOWCHART BY SYMPTOM

Crown 1979 PF-6001-3-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 003

M4.9 - 14 - 003

MAINTENANCE

Crown 1979 PF-6001-4-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 04

M4.9 - 14 - 004

MAINTENANCE

Crown 1979 PF-6001-5-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 05

M4.9 - 14 - 005

MAINTENANCE

Crown 1979 PF-6001-6-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 006

M4.9 - 14 - 006

MAINTENANCE

0 = Less than 3 Volts D.C. 1 = More than 8 Volts D.C. * Conductors of Extender Board are counted left to right.

Crown 1979 PF-6001-7-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 007

M4.9 - 14 - 007

MAINTENANCE

Crown 1979 PF-6001-8-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 008

M4.9 - 14 - 008

MAINTENANCE

0 = Less than 3 Volts D.C. 1 = More than 8 Volts D.C. * Conductors of Extender Board are counted left to right.

Crown 1979 PF-6001-9-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 009

M4.9 - 14 - 009

MAINTENANCE

Crown 1979 PF-6001-10 Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 010

M4.9 - 14 - 010

MAINTENANCE

Crown 1979 PF-6001-11-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 011

M4.9 - 14 - 011

MAINTENANCE

Crown 1979 PF-6001-12-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 012

M4.9 - 14 - 012

MAINTENANCE

Crown 1979 PF-6001-13-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 013

M4.9 - 14 - 013

MAINTENANCE

Crown 1979 PF-6001-14-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 014

M4.9 - 14 - 014

MAINTENANCE

0 = Less than 3 Volts D.C. 1 = More than 8 Volts D.C. * Conductors of Extender Board are counted left to right.

Crown 1979 PF-6001-15-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 015

M4.9 - 14 - 015

MAINTENANCE

Crown 1979 PF-6001-16-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 016

M4.9 - 14 - 016

MAINTENANCE

Crown 1979 PF-6001-17-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 017

M4.9 - 14 - 017

MAINTENANCE

Coil Circuit Checking

Chart 1 lists the coils and the pins to check in PC2. Chart 2 indicates the solenoids that are energized for each function. Chart 3 lists which solenoids to check when the function selected is not the function operating.

Making voltage checks between battery negative and pins on PC2 will verify a problem to a portion of the truck system, depending on the voltage reading. If a reading of battery volts is obtained when attempting to use the function in question, a failed coil driver board is probable cause. If 0 volts is obtained, the coil or interconnecting wiring can be assumed open. Verify with a continuity check. When a very low voltage reading is obtained, a shorted suppressor, a shorted coil (indicated by a lit LED on the coil driver board), a hydraulic system problem or a mechanical binding in the functions assembly should be checked.

* Voltages can be checked at alternate test point, however, if voltage reading does not verify symptom, check at PC2.

CHART 1

X = Component Energized. . = Powered by Power Steering Pump.

CHART 2

CHART 3 Crown 1979 PF-6001-18-Rev. 3/85

Printed in U.S.A.

01 REV. 3/85

M4.9 - 14 - 018

M4.9 - 14 - 018

MAINTENANCE SECTION 5

BRAKES

Crown 1979 PF-5021-1

M5.0–14–001

Printed in U.S.A.

M5.0–14–001

MAINTENANCE BRAKE SYSTEM

Brake Bleeding

The brake system used on your NARROW AISLE RIDER TRUCK consists of two brake assemblies operating together. A drive brake, located at the top of the drive motor, and a caster brake, located under the right rear corner of the power unit. The drive brake is hydraulically released when the brake pedal is depressed. As the operator lets up on the brake pedal, a spring applies the brake by expanding the brake shoes inside the brake drum. The caster brake is hydraulically applied with a spring force as the operator lets up on the brake pedal; hydraulic pressure forces the shoes out against the brake drum. The caster brake is released when the brake pedal is depressed. The caster brake linkage is designed in such a manner that the spring force used to apply the brakes is released as the brake pedal is depressed, thus the hydraulic pressure is removed. Internal springs pull the brake shoes away from the drum as the hydraulic pressure is removed.

It may become necessary to bleed the brake system to remove air trapped in the lines. Best results are obtained if the system is bled by using a pressure bleeder such as K-D tools #255 or Wagner Lockheed #FL-444 Fluid Ball or equal. The following procedure should be used to bleed the system if a pressure bleeder is used: 1. Unlatch and open door; fill brake reservoir with brake fluid.

2. A bleed valve is located at the end of the slave cylinder (23) mounted on the drive brake mounting plate (SEE ILLUSTRATION 5-7). Attach a drain hose to the bleed valve for the purpose of catching and reusing the excess 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 brake pedal in raised position, open valve on pressure bleeder. Open bleed valve on slave cylinder approximately 1/2 turn counterclockwise.

5. Close bleed valve after all air has been forced out of the system and there is a steady flow out of the drain line.

TO DRIVE BRAKE MASTER CYLINDER

6. Remove guard (15) from caster assembly. (SEE ILLUSTRATION 5-8) Attach drain hoses to the bleed valves (34).

7. With the brake pedal depressed, open one bleed valve at a time, approximately 1/2 turn counterclockwise. Close bleed valve after all air has been forced out of the system and there is a steady flow out of the drain line.

8. Disconnect drain lines and pressure bleeder.

9. Check and fill reservoir if necessary.

10. Replace guard on caster assembly.

BLEED VALVE (1)

If a pressure bleeder is not available, the following procedure can be used: 1. Check brake reservoir for proper fluid level and inspect system to be sure all connections are tight.

2. A bleed valve is located at the end of the slave cylinder (23) mounted on the drive brake mounting plate (SEE ILLUSTRATION 5-7). Attach a hose to the bleed valve and place the other end into the brake reservoir.

3. Open the bleed valve, turn approximately 1/2 turn counterclockwise.

ILLUSTRATION 5-7

Crown 1979 PF-5021-2 Rev. 6/82

Printed in U.S.A.

04 REV, 6/82

M5.0–14–002

M5.0–14–002

MAINTENANCE TO CASTER MASTER CYLINDER

DRIVE CARRIAGE

BLEED VALVE (2)

ILLUSTRATION 5-8 6. Open one bleed valve at a time, approximately 1/2 turn counterclockwise.

4. Pump the brake pedal, open bleed valve until pedal stops at bottom, then close valve. Repeat until a steady stream flows, without entrapped air.

7. Pump the brake pedal, open bleed valve until pedal stops at top, then close valve. Repeat until a steady stream flows, without entrapped air.

CAUTION

Do not allow the fluid in brake reservoir to drain so low as to draw air into the system.

8. Disconnect drain lines and replace guard on caster assembly.

5. Remove guard (15) from caster assembly. Attach drain hoses to the bleed valves (34). (SEE ILLUSTRATION 5-8)

9. Check brake reservoir and fill to recommended level.

Crown 1979 PF-5021-3 Rev. 6/82

Printed in U.S.A.

04 REV. 6/82

M5.0–14–003

M5.0–14–003

MAINTENANCE Fluid Level

3. Depress brake pedal and deep depressed while performing maintenance on caster brake. A 50 lb.

(22.5 kg) weight, approximately, will be needed to keep the pedal depressed.

Brake fluid is added to the reservoir mounted on the steering bracket, to the right of the oil filter. The reservoir should be filled to 1/2″ (12.7 mm) to 3/4″ (19 mm) from the top. Use Dow Corning Q2-1141 Silicone Brake Fluid.

NOTE If brake pedal is not kept depressed while the caster brake drums are removed, both pistons in manifold block will be forced from manifold.

Brake Lines Use care to avoid kinking any brake lines. Permanent damage to the line will result if this occurs.

4. Remove retaining ring (46) and pull brake drum (45) from axle assembly (19). Inspect condition of drum, especially for grooves worn in the inside by worn lining.

Lining Replacement A. Drive Brake 1. Raise the rear of the truck until the drive wheel and caster are off floor, approximately 6 inches. Place a hardwood block under the center pivot of the undercarriage and lower truck onto block.

5. Remove adjustor spring (27) and piston spring (28).

Remove adjusting screw with components (22), (23), (24). Remove bolt (30) securing linings to axle assembly and remove secondary brake shoe (26) and primary brake shoe (25).

2. Unlatch door, remove hinge pin and set door aside.

3. Remove the fan (17) from brake drum (32). (SEE ILLUSTRATION 5-7)

6. Place new linings in position and bolt to axle assembly (backing plate). The primary and secondary shoes will only fit properly if positioned to the correct side of the manifold block (36). The primary shoe will mate with the plunger (41) and the secondary shoe will mate with the end cap (35).

4. Remove bolt (16) and lockwasher (33) located in the center of the brake drum; depress brake pedal and remove brake drum.

5. Inspect condition of drum, especially for grooves worn in the inside by worn linings.

NOTE Spray the areas of the caster secondary brake shoes, washers, & axle with dry lubricant, Crown part no. 63002-21. (REFER TO ILLUSTRATION 5-17) Use care not to allow any of this lubricant to come in contact with the lining material or braking surfaces of the brake assembly.

6. Remove the two springs connecting the brake shoes and the two springs holding the shoes to the backing plate. Trucks manufactured from Feb. 1982 utilize a nut and threaded stud to secure the brake shoes to the backing plate.

7. Place new linings in position and secure to the backing plate. Attach springs connecting the linings.

LUBRICATE (BOTH SIDES)

NOTE Position brake springs on trucks manufactured before Feb. 1982 so that the long hooks are not connected to the same shoe.

8. Depress brake pedal and install brake drum. Put lockwasher with tab, in place on top of brake drum and tighten the bolt securing the brake drum to the drive motor shaft to 55 ft./lbs. (7.6 mkg).

9. Install fan on brake drum.

AXLE ASSEMBLY

B. Caster Brake 1. Raise and block the rear of the truck in such a manner that the caster is off the floor.

LUBRICATE

LUBRICATE (BOTH SIDES)

2. Remove four lug bolts (48) on each caster wheel and remove caster wheel (47). (SEE ILLUSTRATION 5-8).

WASHER BRAKE SHOE (SECONDARY)

ILLUSTRATION 5-17

Crown 1979 PF-5021-4 Rev. 6/82

Printed in U.S.A.

04 REV. 6/82

M5.0–14–004

M5.0–14–004

MAINTENANCE 7. Turn adjustors (23) to obtain shortest possible length. Position adjustor at top of shoes.

Master Cylinder (Removal) 1. Remove floorboard from operator compartment. Two self-locking bolts at the left side of the floor-board secure it to the power unit.

NOTE The adjustors on each side must be positioned as shown in Illustration 5-8, or proper adjustment cannot be made.

Install piston spring (28) in the lower position of brake shoes. Install the adjustor spring in the upper position. The adjustor spring (27) is stronger than the piston spring and must be installed in its proper position in order for the brakes to function properly.

2. Unlatch and open door. Attach a drain line to the bleeder screw of the slave cylinder on the drive brake mounting bracket or caster bleed screws. Open bleed screw approximately 1/2 turn and force out the fluid by pumping the brake pedal. Discard the fluid properly.

3. Disconnect all flexible lines to master cylinder (31).

The master cylinder for the drive brake uses a double spring (25 & 26) on the push rod. (18) The single spring (15) is used on the master cylinder for the caster brake. (REFER TO ILLUSTRATION 5-9)

8. Place brake drum on axle assembly and attach retaining ring to axle end. Bolt caster wheel to brake drum. (50 ft./lb., 6.9 mkg) 9. The brake pedal can be released and the blocks removed from under the rear of the truck.

ILLUSTRATION 5-9 Crown 1979 PF-5021-5 Rev. 6/82

Printed in U.S.A.

04 REV. 6/82

M5.0–14–005

M5.0–14–005

MAINTENANCE NOTE

2. Re-connect ball joint (2) on caster brake master cylinder linkage to pivot arm (1). (REFER TO ILLUSTRATION 5-9) Remove the floorboard from operator compartment, two self-locking bolts at the left side secure it to the power unit.

It is recommended that any maintenance performed on the master cylinders should be as a pair instead of individually.

4. To remove the caster brake master cylinder turn adjusting nut (17) CCW until it is even with the end of threads on clevis assembly (12). Push down on pivot arm (1) to compress spring (15) and insert punch in hole of clevis assembly (12).

3. Push down on brake pedal. The heel of brake pedal must maintain contact with the floorboard. Measure the distance between the master cylinder support and the threaded end of clevis. This distance should be approx. 1.62 inches (41 mm). (REFER TO ILLUSTRATION 5-16)

5. Disconnect ball joint (2) from pivot arm assembly (1).

Remove bolts (14) and (32) that secure master cylinder assembly to the power unit. Remove bolt (9) and pull out shaft.

NOTE The correct adjustment is obtained by increasing or decreasing the distance between ball joints (2) and (4) of the caster brake linkage. (REFER TO ILLUSTRATION 5-9) After obtaining the correct adjustment dimension and with the brake pedal completely depressed, the caster brake should be released. If the caster brake is not released at this time, increase the 1.62 in. (41 mm) dimension in increments of .06 in. (1.5 mm) until the caster brake is released.

6. Remove master cylinder assembly from truck and take to clean work area for any further disassembly.

Brake Adjustment A. Brake Pedal Adjustment 1. Disconnect the ball joint (2) on the caster brake master cylinder linkage from the pivot arm (1).

(REFER TO ILLUSTRATION 5-9) Adjust the distance between ball joints (2) and (4), on the drive brake linkage until the heel of the brake pedal is 4.38 inches (111 mm) above the floorboard (REFER TO ILLUSTRATION 5-15)

MOUNTING BRACKET

MASTER CYLINDER

THREADED END OF CLEVIS

Brake Pedal

Floorboard

ILLUSTRATION 5-16

Pivot Arm

B. Drive Brake Plate Adjustment ILLUSTRATION 5-15

(REFER TO ILLUSTRATION 5-10) 1. With brake assembly in the “off” position remove and rotate brake arm (7) two (2) notches or 20° from the centerline position. (SEE ILLUSTRATION 5-10 FOR BRAKE ARM POSITION.) Locate the clamping bolt (8) and nut of brake arm with head of bolt toward the center of the plate assembly (1).

NOTE It is important that the brake pedal not be adjusted too high above the floorboard. This could cause the push rod (55) in the caster brake master cylinder (31), (REFER TO ILLUSTRATION 5-9), to be pulled out against the cupped washer (7), (REFER TO ILLUSTRATION 5-12), before the heel edge of the pedal hits the floorboard.

Crown 1979 PF-5021-6 Rev. 6/82

Printed in U.S.A.

04 REV. 6/82

M5.0–14–006

M5.0–14–006

MAINTENANCE 3. Bleed the brake lines. Adjust switch bar (12) to actuate switch (9) when the brake pedal is depressed completely. On trucks manufactured from Feb. 1982, the brake shoe clearance with the drum can be adjusted in the following manner: shorten the push rod until the shoes contact the brake drum while holding the brake pedal down. The push rod must be lengthened until the drum can be rotated freely by hand. (REFER TO ILLUSTRATION 5-19) Lock the adjustment at this point with locknut.

CLEVIS LOCKNUT

PIN

ILLUSTRATION 5-19 4. Install compression spring (14) and adjust the overall length of spring, including the cupped washers (15), to 5.00 inches (125 mm), with the brake in the “on” position (pedal released) (REFER TO ILLUSTRATION 5-20).

ILLUSTRATION 5-10 On trucks manufactured from Feb., 1982, the following brake assembly should be followed. Be sure the brake assembly is in the “off” position and attach the lever assembly to the center-line position (REFER TO ILLUSTRATION 5-18).

ILLUSTRATION 5-20

BRAKE PLATE ASSEMBLY

ILLUSTRATION 5-18 2. Connect the push rod (22) and pivot rod (2) to lever arm on brake assembly (30). (REFER TO ILLUSTRATION 5-7)

Crown 1979 PF-5021-7 Rev. 6/82

Printed in U.S.A.

04 REV. 2/82

M5.0–14–007

M5.0–14–007

MAINTENANCE C. Caster Brake Adjustment

CAUTION

The caster wheels are adjusted so they are on the verge of, but DO NOT SLIDE on a smooth, dry, level, concrete surface when the brakes are suddenly applied as the truck is traveling in the forward direction, at maximum speed, with a capacity load. CASTER WHEEL SLIDE SHOULD BE KEPT TO A MINIMUM TO PREVENT FLAT SPOTTING.

1. Block rear of truck in such a manner that the caster wheels are off the floor. With the brake released, the pedal down, line the access hole in caster wheel and brake drum with the adjusting screw (23). (SEE ILLUSTRATION 5-8) NOTE The caster should be in the same position as shown in Illustration 5-8 when assembling or performing maintenance. This is to insure that the adjusting screw at the top of the brake assembly is positioned properly.

4. Brake re-adjustment will be required to compensate for lining wear due to normal truck use.

2. Insert a brake adjusting spoon until it contacts the adjusting screw. Push spoon downward toward floor (this moves the shoes apart). Adjust shoe out until the shoes contact the drum. Next, back off the adjusting screw (3 to 4 clicks) until the drum rotates freely. (SEE ILLUSTRATION 5-11) 3. Adjust spring at the caster brake master cylinder to an over-all length of 5.38″ (137 mm), (REFER TO ILLUSTRATION 5-16. This spring setting must be maintained; any additional braking force must be obtained by adjusting the spring force applied to the drive tire.

COLLAPSE EXPAND

ILLUSTRATION 5-11

After the caster brakes are adjusted, adjust the spring on the drive motor so the truck will stop within the requirements shown on the stopping distance chart below.

STOPPING DISTANCE CHART

Note: The stopping distances and adjustments listed are in accordance with specifications called out by ANSI B56.1, 1969–75.

Crown 1979 PF-5021-8 Rev. 6/82

Printed in U.S.A.

04 REV. 6/82

M5.0–14–008

M5.0–14–008

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 1979 PF-5024-1

M6.0–14–001

Printed in U.S.A.

M6.0–14–001

MAINTENANCE DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

REVERSE STEERING

FORWARD STEERING ILLUSTRATION 6-10

STEERING The narrow aisle Rider Reach/Rider Straddle is equipped with a power assisted steering system. Steering in your truck is accomplished with the use of a steering handle 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 a sprocket assembly (#83333), adjusting sprocket, and the steering sprocket. The routing of the roller chain in this manner is “reverse” steering, which is standard equipment. To obtain “forward” steering, an idler sprocket assembly is added. The roller chain is routed on the “inside” of the steering sprocket and on the “outside” of the idler sprocket, adjusting sprocket, and sprocket assembly (#83333). Connecting the steering bracket assembly to the carriage assembly is a shaft assembly and a universal joint assembly. In the carriage assembly, a pinion gear, connected to the universal joint assembly, is meshed with an idler gear located on the underside of the carriage assembly. The idler gear transfers the steering force to the drive unit through a ring gear that is mounted to the top of the drive unit.

Crown 1979 PF-5024-2

M6.0–14–002

Reverse Steering (Standard) (SEE ILLUSTRATION 6-10) 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 counterclockwise, 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 sprocket is added to the steering bracket assembly. With a longer roller chain, the chain is routed to the “inside” of the steering sprocket, instead of the “outside” as for reverse steering. The chain is routed to the “outside” of the remaining sprockets; idler, adjusting, and sprocket assembly #83333.

Printed in U.S.A.

M6.0–14–002

MAINTENANCE Chain Adjustment (SEE ILLUSTRATION 6-11) 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, sprocket bearings and roller chain for wear and lubrication.

NOTE The steering handle spinner should be positioned at 8 o’clock with the drive wheel positioned for straight travel.

Threading Diagram for Steering

ADJUSTING SPROCKET

ADJUSTING SPROCKET STEERING SPROCKET

ADJUSTING SCREW

JAM NUT

ADJUSTING SCREW

STEERING SPROCKET

JAM NUT CHAIN

CHAIN

STEERING BRACKET ASSEMBLY

SPROCKET ASSEMBLY #83333

STEERING BRACKET ASSEMBLY

SPROCKET ASSEMBLY #83333

Reverse Steering

Forward Steering ILLUSTRATION 6-11

Crown 1979 PF-5024-3

M6.0–14–003

Printed in U.S.A.

M6.0–14–003

MAINTENANCE STEERING SYSTEM DIRECTION OF TRAVEL

DIRECTION OF TRAVEL

FORWARD STEERING

REVERSE STEERING 1900

ILLUSTRATION 6-10

The narrow aisle Rider Reach/Rider Straddle is equipped with a power assisted steering system. Steering in your truck is accomplished with the use of a steering handle 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 a sprocket assembly (083333), adjusting sprocket, and the steering sprocket. The routing of the roller chain in this manner is “reverse” steering, which is standard equipment. To obtain “forward” steering, an idler sprocket assembly is added. The roller chain is routed on the “inside” of the steering sprocket and on the “outside” of the idler sprocket, adjusting sprocket, and sprocket assembly (083333). Connecting the steering assembly to the carriage assembly is a shaft assembly and a universal joint assembly.

In the carriage assembly, a pinion gear, connected to the universal joint assembly, is meshed with an idler gear located on the underside of the carriage assembly. The idler gear transfers the steering force to the drive unit through a ring gear that is mounted to the top of the drive unit.

Reverse Steering (Standard) (SEE ILLUSTRATION 6-10) 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 counterclockwise, 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 sprocket is added to the steering bracket assembly. With a longer roller chain, the chain is routed to the “inside” of the steering sprocket, instead of the “outside” as for reverse steering. The chain is routed to “outside” of the remaining sprockets; idler, adjusting, and sprocket assembly (083333).

930222

3684NC-37094

Crown 1993 PF-9707-1

Printed in U.S.A.

M6.0 - 1430 - 001

M6.0 - 1430 - 001

MAINTENANCE Chain Adjustment (SEE ILLUSTRATION 6-11) The steering chain, located in the steering bracket assembly is to be adjusted until 1/8 in. (3 mm) to 3/16 in. (5 mm) bow (in or out) is possible on slack side of the 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, sprocket bearings, and roller chain for wear and lubrication.

NOTE The steering handle spinner should be positioned between 7 and 9 o’clock with the drive wheel positioned for straight travel.

Threading Diagram for Steering

ADJUSTING SPROCKET ADJUSTING STEERING SPROCKET SCREW

ADJUSTING SPROCKET ADJUSTING STEERING SPROCKET SCREW IDLER SPROCKET

JAM NUT

JAM NUT CHAIN

CHAIN

STEERING BRACKET ASSEMBLY

STEERING BRACKET ASSEMBLY

SPROCKET ASSEMBLY 083333

SPROCKET ASSEMBLY 083333

Reverse Steering

Forward Steering

1907S

Crown 1993 PF-9707-2

M6.0 - 1430 - 002

ILLUSTRATION 6-11

Printed in U.S.A.

M6.0 - 1430 - 002

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 SECTION 7

MASTS

Crown 1979 PF-5026-1

Printed in U.S.A.

01 REV. 3/80

M7.0–14–001

M7.0–14–001

MAINTENANCE

ILLUSTRATION 7-7 MAST

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.

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.

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.

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 Crown 1979 PF-5026-2

Printed in U.S.A.

01 REV. 3/80

M7.0–14–002

M7.0–14–002

MAINTENANCE TT (Triple Telescopic Full Free Lift) Mast

Steps 7 thru 15 Cover TT Mast Assembly

(REFER TO ILLUSTRATION 7-7)

7. Remove cylinder (Cluster Cylinder, TT) A. Remove flow control valve with connector (Have container in position to catch oil from cylinder at this time).

The “TT” is a three stage mast assembly providing a high lift height while maintaining a low collapsed height. The “TT” incorporates a four cluster cylinder assembly, similar to the cylinder assembly used on the “TF” mast assembly.

The carriage assembly ascends completely to the top of the mast, through the extension of the two side cylinders.

As these cylinders complete their stroke, the carriage assembly contacts a pair of stops. The second and third stage masts begin to ascend. The main cylinders extend, pushing the third stage mast from the first stage mast while pulling the second stage mast up (by means of lift chains) until the maximum lift height is attained. The base of the rear main cylinder tube is bolted to the bottom crossbrace on the second stage mast.

B. Connect hoist to top crossbrace on third stage mast; raise mast high enough to disconnect hydraulic lines and cables from the base of the third stage mast. Disconnect the hydraulic line connecting the two center cylinders; do not disconnect at base of the single cylinder.

C. Remove the lift chains from the side cylinders.

D. Remove the 5/8″ bolt holding the cylinder cluster to the top of the third stage mast; loosen, do not remove at this time, the two 3/8″ bolts holding the cylinder cluster at the base of the second stage.

A lift chain is attached to the top of the first stage mast and is routed through pulley assemblies located at the base of the second stage mast. A lift chain attaches to the back of the carriage assembly and is routed through yoke assemblies on the side cylinders, to chain anchors on the backside of the side cylinders.

E. Raise the third stage mast approximately 6 inches and place a hardwood block below the third stage, place the block under the channel of the third stage, support the cylinder cluster while blocking the mast.

F. Install a forged 5/8″-18 eye-bolt in the top of the center cylinder of the cylinder cluster; connect a hoist to the eye-bolt and support the cylinder in an upright position. Remove the two 3/8″ bolts holding the ram of the center cylinder to the bottom of the second stage.

Disassembly (REFER TO ILLUSTRATION 7-7) 1. Unplug and remove battery.

2. Remove load backrest and forks from carriage.

3. Remove safety shield.

G. With a pry bar positioned under the ram of the center cylinder, pry up and out at the same time. As the ram clears the base of the second stage, gently lower the ram and cylinder cluster assembly. As the cylinder cluster is lowered the guides at the top of the center cylinders will disengage allowing the cylinder cluster to be moved to a clean work area if cylinder disassembly is necessary.

4. Connect a hoist to the carriage assembly and raise to get slack in chains and remove yoke assemblies from side cylinders, TF or TT; remove the roller bar if TL. 5. Unhook chains and hydraulic lines on carriage assembly, and lower carriage to the floor.

NOTE

CAUTION

If your unit is equipped with a reach assembly, extend the reach when removing from the mast assembly. The reach assembly can be kept in an upright position, much easier if it is extended. If your unit is not equipped with a reach assembly, use a hardwood block under the forkplate to keep the carriage upright.

Be sure to avoid any damage to rams or hydraulic lines during cylinder removal.

8. Connect a hoist to the top of the third stage and raise, remove hardwood block under the channel of the third stage. Remove the two retaining bolts at the bottom of the third stage mast; disconnect lift chains and hydraulic lines from the base of the third stage.

6. Connect a hoist to the top crossbrace of the mast and raise the mast until the carriage can be slid forward to clear the mast, then lower to collapsed position.

9. Raise the third stage until it can be pulled out of the second stage, remove column rollers and be sure at this point to record the number and position of all shims for reference at reassembly.

10. Remove column rollers from the top of the second stage, record the number and position of all shims.

Crown 1979 PF-5026-3

Printed in U.S.A.

01 REV. 3/80

M7.0–14–003

M7.0–14–003

MAINTENANCE 11. Remove the cam follower bearing from the stud at the top of the single center cylinder.

20. Lift the cylinder assembly clear of the mast assembly and move to a clean work area if further disassembly is necessary.

12. Remove cylinder (Rear Single Cylinder, TT)

NOTE

A. Connect a cylinder clamp around the top of the cylinder below the cam bearing block; connect hoist to the cylinder clamp.

To remove second stage mast from mainframe see step 15.

NOTE

B. Support the cylinder assembly with the hoist while removing the two bolts securing the cylinder to the crossbrace of the second stage; remove the two bolts securing the ram to the base of the main frame.

Cylinder removal is not a recommended practice “most” repairs can be accomplished with the cylinder assembly remaining in the truck If the amount of room overhead 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 should be followed if the removal from power unit is necessary:

C. Lift the cylinder assembly clear of the main frame and move to clean work area if cylinder disassembly is necessary.

13. Remove lift chains, hydraulic lines, and cables from the pulleys at the base of the second stage mast.

1. Remove battery, flow control valve with connector.

14. Connect a hoist to the top of the second stage mast and raise until the stops (Item 35) can be removed from the top of the channels in the main frame.

2. Remove load backrest, forks, and carriage assembly.

3. Remove safety shield and overhead guard.

15. Raise the second stage mast until it can be removed from the main frame; remove the column rollers from the bottom of the second stage and the top of the main frame. (Record the number and position of all spacers when removing column rollers for reference at reassembly.)

4. Disconnect a cables and hydraulic lines from power unit to mast assembly.

5. Raise the rear of the truck enough to get a 4″ × 4″ × 36″ hardwood block under the baseplate of the power unit and the base plate of the mast assembly. This block should carry the weight of power unit and the mast assembly when the mounting bolts are removed. The block is positioned parallel with the base plates.

Steps 16 and 17 Cover TL Mast Assembly 16. Attach cylinder clamp near the top of the cylinder assembly, attach hoist to the clamp and support the cylinder assembly while the nut is removed from the stud assembly at the top of the second stage.

6. Loosen the four bolts at the baseplate; remove the four bolts, two on the left—two on the right, at the top of the power unit. The weight of the power unit and mast assembly should be solid on the hardwood block at this point.

17. Remove the two 3/8″ bolts securing the ram to the base of the main frame; lift the cylinder assembly and move to a clean work area if further disassembly is required.

7. Remove the four bolts across the base of the power unit.

NOTE

8. Attach a hoist to the top of the main frame; raise just enough to take weight off the block; roll the mast assembly away from the power unit.

To remove second stage mast from mainframe see step 15.

Steps 18 thru 20 Cover TF Mast Assembly

9. Move the mast assembly to an area large enough to allow the mast to be laid down and the second stage mast extended fully.

18. Remove the 5/8″-18 bolt connecting the top of the cylinder assembly to the second stage; attach a hoist to the top crossbrace of the second stage and raise enough to get a 8″ (Approx.) hardwood block under the second stage.

10. Lower the mast assembly, with outriggers up, very carefully. Keep the hoist directly over the top of the main frame while lowering to prevent the base plate from sliding on the floor.

19. Install a forged “I” bolt, 5/8″-18, to the top of the cylinder assembly; attach hoist to “I” bolt and support the cylinder while the two 3/8″ bolts are removed from the bottom of ram.

Crown 1979 PF-5026-4

Printed in U.S.A.

01 REV. 3/80

M7.0–14–004

M7.0–14–004

MAINTENANCE 11. Refer to disassembly procedure in this section at this time if further disassembly is required.

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.

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.

Reassembly (REFER TO ILLUSTRATION 7-7) (MAINFRAME UPRIGHT AND MOUNTED TO POWERUNIT)

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.

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 multipurpose grease (Crown No. 63002-7).

6. Connect a hoist to the top crossbrace of 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.

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.

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.

OUTSIDE CALIPER

7. Apply a small amount of multi-purpose grease to the contact areas of the masts.

8. Attach lift chains to the top of the main frame (TT only); bolt poly stops to the base of the main frame.

9. Bolt poly stops to the bottom of the second stage (TT only); raise the second stage mast until the internal stops can be installed through the second stage “I” beam and bolted to the main frame.

(Steps 10 thru 25 are for TT Models Only) INSIDE CALIPER

10. Attach a cylinder clamp to the top of the single center cylinder just below the cam bearing mounting block; position cylinder in mast and bolt ram to bottom of mainframe with two 3/8″ bolts.

ILLUSTRATION 7-8 NOTE

NOTE

The column roller studs are canted, so be certain to take the measurement on the correct portion of the roller (narrowest dimension possible).

Be sure button rest is positioned correctly under ram.

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).

Crown 1979 PF-5026-5

Printed in U.S.A.

01 REV. 3/80

M7.0–14–005

M7.0–14–005

MAINTENANCE 19. Guide the cylinder cluster, while raising, and bring the ram of the center cylinder into position at the base of the second stage; position the button rest under the ram and with two 3/8″ bolts, bolt ram loosely to second stage.

THIS HYDRAULIC SYSTEM IS USED ONLY ON “TT” MAST ASSEMBLY

TO REACH HYDRAULICS

POWER UNIT

20. Lower cylinder cluster and align the hydraulic line from the ram of center cylinder in the cluster; connection of the hydraulic line to the single main cylinder will be made later, (See Step 24).

21. Remove the “I” bolt in top of cylinder cluster; attach hoist to the top crossbrace of the third stage; raise third stage and remove hardwood block.

TO POWER UNIT HYDRAULICS

ILLUSTRATION 7-9 11. Bolt the flange on the cylinder tube to crossbrace at bottom of second stage; disconnect cylinder clamp.

12. Measure the area of the second stage where the column rollers on the third stage will travel with an inside caliper.

13. Prepare the third stage mast in the same manner as for second stage; (See steps 1 thru 7 for installing third stage into the second stage mast assembly). Install retaining bolts (Item 58) at base of third stage.

22. Lower third stage mast and guide the roll pin in top of center cylinder into the hole in the mounting bracket on third stage; bolt the cylinder cluster assembly to the top of third stage with a 5/8″-18, (Crown No. 60020-6), bolt and lockwasher. Locktite should be applied to the bolt at assembly. Tighten the two 3/8″ bolts at the bottom of the cylinder cluster.

23. Connect hoist to the top of both the second and third stage, raise until the pulley assemblies, (ITEM 47 ILLUSTRATION 7-7) can be installed near the base of the second stage; route the lift chains from top of main frame through pulleys and connect to third stage; route the hydraulic lines (ITEM 3, ILLUSTRATION 7-9) through pulleys and connect to bulkheads on third stage.

24. Connect the hydraulic line from front center cylinder ram to rear cylinder tube.

CAUTION

14. Plumb hydraulic fitting, (Item 7) hydraulic tube assembly, (Item 8) and hydraulic hose assembly, (Item 9) to the ram of the center cylinder in the cylinder cluster.

(SEE ILLUSTRATION 7-9) 15. Install cam follower bearings to the top of the single center cylinder. (SEE ILLUSTRATION 7-7, ITEMS 60 AND 61) 16. Block the third stage mast six to eight inches above the second stage with a hardwood block, (2″ × 4″ × 8″ Approx. size). Place hardwood block under channel of third stage.

17. Install a 5/8″-18 forged “I” bolt in the top of the center cylinder of the cylinder cluster, connect to hoist and raise cylinder cluster to a vertical position.

18. Engage the cam follower bearings at the top of the single center cylinder with the support channel at the rear of the main cylinder of the cluster assembly; the channel must engage the bearings from the bottom. Pull the bottom of the cylinder cluster away from the base of the mast to get the channel low enough to engage the bearings from the bottom.

Always block masts when working on masts in an elevated position, even though connected to a hoist.

25. Lower the second and third stage masts to collapsed position.

26. Attach lift chains to the two side cylinders; an access hole is provided through the battery compartment wall.

(TF and TT models only) 27. Connect hoist to the top crossbrace of third stage; raise mast and connect hydraulic lines to bulkheads near base of third stage; lower third stage mast to its home position. (TT Models only) 28. Install yoke assemblies on rams of both side cylinders; route lift chains, hydraulic lines, and cable through yokes. (TF and TT Models only) 29. Prepare carriage assembly in the same manner as used to install a mast. (See steps 1 thru 4) 30. Connect hoist to top crossbrace of second stage (TF, TL) or third stage (TT), and raise mast. Position carriage assembly beneath the mast assembly; lower mast and guide the column rollers on carriage into mast assembly.

Crown 1979 PF-5026-6

Printed in U.S.A.

01 REV. 3/80

M7.0–14–006

M7.0–14–006

MAINTENANCE 31. Connect the hoist to the carriage assembly; raise carriage assembly in mast assembly; remove the yoke assemblies from the side cylinders (TF, TT only), lay the yokes on top of power unit, continue to raise carriage until the lift chains, hydraulic lines, and cables can be connected to the carriage assembly.

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″.

32. Lower carriage assembly and replace yoke assemblies on side cylinders (TF, TT only).

Rust and Corrosion An oil film must be present on lift chains at all times. Never degrease or steam clean chains.

If the amount of room overhead will not allow the masts to be raised enough for assembly into the mainframe, the mainframe laid down. The preceding reassembly procedure can be used as such. Hook-ups should be made at the center of mast and cylinder assemblies for balance.

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.

When bolting the mainframe to power unit refer to disassembly procedure in this section and reverse the steps.

33. Install flow control valve with connector; connect all hydraulic lines and cables to power unit from mast assembly.

Tight Joints

34. Bolt on overhead guard, install safety shield.

All joints must flex freely. Inability to flex indicates an inadequate lubrication schedule.

35. Secure forks and load backrest on carriage assembly.

Protruding or Turned Pins

36. Place battery in compartment and run operational check.

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.

CAUTION

Be sure all stops and safety devices are in place before cycling mast to check for proper operation.

LIFT CHAINS

Chains Anchors and Pulleys

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.

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.

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:

Crown 1979 PF-5026-7

Printed in U.S.A.

01 REV. 3/80

M7.0–14–007

M7.0–14–007

LIFTING MECHANISM Lift Chain

Lift Chain Correct lift chain maintenance is necessary for the safe operation of the lift truck. It is necessary to do intermittent maintenance on the lift chains for the maximum service life. Incorrect maintenance intervals can cause unsatisfactory lift chain performance.

WARNING Falling loads can cause injury.

Lift chains, chain anchors, chain pins, and their attachments are safety components. Their failure can cause the load to fall, causing serious injury or death.  Replace damaged lift chains and their components with original spare parts before returning the lift truck to operation.  Always replace lift chains in pairs.

Cleaning and lubricating the lift chain See the INSPECTION AND LUBRICATION section for the applicable lubricant and planned maintenance intervals for the lift truck.

Note: The frequency of lubrication changes with the conditions of operation and environment.

Cleaning the lift chains Note: The initial factory lubricant on the lift chains prevents corrosion. Do not clean or remove the lubricant from the new lift chains.

Lubricating the lift chain Lubricate the lift chains at the specified maintenance intervals for maximum service life. A layer of lubricant between the chain components and on all lift chain surfaces is necessary to: – Decrease the wear on the joint

WARNING Cracks in the lift chains can cause injury Incorrect cleaning can cause cracks in the lift chain and can result in serious injury or death.  Do not clean lift chains with steam, cold cleaning agents, or agents that cause corrosion. This can damage the lift chains.  Clean the lift chains only with Crown chain and cable lubricant or Crown Premium chain and cable lubricant.

– Prevent corrosion – Decrease the frequency of turned pins – Decrease tight joints in the roller chain – Cause smooth lift chain movement – Decrease the lift chain tension Special tools and equipment: – Crown chain and cable lubricant, P/N 363107-001 – Crown premium chain and cable lubricant, P/N 363115-001 1. Spray the lubricant onto the lift chain.

WARNING Incorrect or missing safety procedures and safety equipment can cause death or injury.

Use the correct protective equipment and obey all safety procedures to do work on a lift truck.

2. See Figure 1. The oil must go into the lift chain joints (1).

– Lubrication on the lift chain and in the joints prevents wear and provides maximum service life.

 Obey all recommended safety precautions in the applicable Crown Service Manual.  Use the correct protective items, such as eye protection, work gloves, and safety-toe shoes.

Crown 2020 PF5856 Rev. 2/20

M7.5-18.0-001 10 Rev. 2/20

147

LIFTING MECHANISM Lift Chain

1

1

Fig. 1 (33490)

Inspecting the lift chain See the INSPECTION AND LUBRICATION section for the applicable lubricant and planned maintenance intervals for the lift truck.

Checking the lift chains for wear

Fig. 2 (33491)

Special tools and equipment:

4. Replace the lift chain if the elongation is more than 3% or will be more than 3% before the next maintenance interval.

– Chain wear scale, P/N 106440, or steel tape measure As the lift chain bends on and off the pulleys, the joints gradually wear. Material wears off the outside diameter of the pin and the inside diameter of the holes for the pins on the inner plates. This wear causes the lift chain to elongate.

Measuring the lift chains for wear with a chain wear scale

– Do not repair a chain link by removing a worn section of a lift chain and installing a new piece.

– If the lift truck has two lift chains, replace both lift chains at the same time.

– If a part of the lift chain is worn, replace both lift chains at the same time.

1. Raise the forks 152 mm (6 in).

2. Select a section of the lift chain that moves over a pulley during operation.

3. See Figure 2. Measure the lift chain with a chain wear scale (1).

– Use Scale A for lift chains with a pitch of 19 mm (0.75 in) or 25 mm (1.0 in) – Use Scale B for lift chains with a pitch of 16 mm (0.625 in) Note: The pitch is the distance between the pins.

M7.5-18.0-002 10 Rev. 2/20

148

Crown 2020 PF5856 Rev. 2/20

LIFTING MECHANISM Lift Chain Measuring the lift chains for wear with a steel tape measure 1. Raise the forks 152 mm (6 in).

2. Select a section of the lift chain that moves over a pulley during operation.

3. See Figure 3. Measure the lift chain pitch (1) from the center to the center of two chain pins of an outer plate.

Checking the lift chain elongation 1. Using the chain link number found in the Lift Chain Wear table, count the chain links on the lift truck.

2. See Figure 3. Measure the length (2) from the center of the first chain pin to the center of the last chain pin.

Note: The pitch is the distance between the pins.

3. Calculate the percent of lift chain elongation (x).

Percent of the lift chain elongation = [measured length /(new length/100)]-100 Example: The lift chain pitch is 25 mm (1.0 in). The Lift Chain Wear table shows that the new length for this lift chain pitch is 305 mm (12.0 in). The measured length with the steel tape measure is 309 mm (12.2 in). x = [309 / (305 / 100)] - 100 x = 309 / 3.05 - 100 x = 101.3 - 100 x = 1.3 In this example, the lift chain elongation is 1.3%.

4. Replace the lift chain if the elongation is more than 3% or if it will be more than 3% before the next maintenance interval. See the Lift Chain Wear table.

– Do not repair lift chains by removing a worn section of a lift chain and installing a new piece.

– If the lift truck has two lift chains, replace both lift chains at the same time.

– If a part of the lift chain is worn, replace both lift chains.

Fig. 3 (33492)

4. See the pitch value in the Lift Chain Wear table to find the number of chain links that are necessary for the measurement.

Lift Chain Wear Pitch

Chain Links

mm

in

25.4

1.0

19.05

New Length

Wear Limit

mm

in

mm

in

12

305

12.0

314

12.375

0.75

16

305

12.0

314

12.375

15.88 0.625

20

318

12.5

327

12.875

Crown 2020 PF5856 Rev. 2/20

M7.5-18.0-003 10 Rev. 2/20

149

LIFTING MECHANISM Lift Chain Checking the lift chains for damage Lift Chain Inspection Damage Example

Damage and Symptom Noise •

•

Mild squeaking or loud creaking during opera- • tion

Joint corrosion •

Cause

•

Red or brown color (1) • in the joint area

1

Surface corrosion •

2

Red or brown color (2) on the connecting plates

•

Insufficient lubrication in the lift chain joints

Solution 1. Check the lift chain elongation.

When the lift chain goes • over the pulley the movement in the joints causes friction.

If the lift chain is within the tolerance level, clean and lubricate the lift chain.

•

If the lift chain elongation is out of the tolerance level, replace the lift chain.

Insufficient lubrication

1. Replace the lift chain.

Grease or oils that do not 2. Lubricate the lift chain. go into the joint 3. Increase the frequency of the planned maintenance intervals.

Insufficient lubrication or anti-corrosion

1. Remove the corrosion from the lift chain with the correct cleaning agent.

•

If it is not possible to remove the corrosion, replace the lift chain.

2. Check the lift chain for pitting and other corrosion.

•

If other pitting is found or corrosion, replace the lift chain.

3. Increased frequency for planned maintenance intervals is necessary because of the conditions in the operating environment.

Images and technical information provided with the permission of Rexnord Kette GmbH • www.rexnord.com Figures 28009, 28010, 28011, 28012, 28013, 28014, 28015, 28016, 28017, 28018, 28019, and 28020 are used in this table.

M7.5-18.0-004 10 Rev. 2/20

150

Crown 2020 PF5856 Rev. 2/20

LIFTING MECHANISM Lift Chain Lift Chain Inspection Damage Example

Damage and Symptom Rigid joints •

3

4

•

Cause

Solution

Insufficient lubrication

1. Replace the lift chain.

The lift chain joints do not return to the extended position easily.

2. Increase the frequency of the planned maintenance intervals.

Turned lift chain pins

•

•

Note: Turned chain pins are 2. Increase the frequency a result of rigid joints. of the planned maintenance intervals.

One or more chain pins (4) turned.

Loose lift chain pins •

5

•

The lift chain is not aligned correctly and is operating against mast sections or at the side of the pulley.

•

The lift chains tension is not equal.

The outer plates (6) are worn down.

6

Nicks or distortion •

Insufficient lubrication

1. Replace the lift chain.

1. Replace the lift chain.

One or more chain Note: Loose chain pins are a 2. Increase the frequency pins (5) are protruding. result of rigid joints. of the planned maintenance intervals.

Too much outer wear •

•

Insufficient lubrication

Parts of the lift chain have nicks (7) or are distorted.

•

1. Measure the width of the wear zone and calculate the percentage of wear in relation to the overall width of the plate.

•

If the wear is greater than or equal to 5% of the full width, replace the lift chain. Correct the alignment of the lift components and pulleys after replacing.

•

If the wear is less than 5% of the full width, correct the alignment of the lift components and the pulleys.

The lift chain hits against 1. Remove the cause of parts of the mast. the nicks or distortion.

2. Replace the lift chain.

7 Images and technical information provided with the permission of Rexnord Kette GmbH • www.rexnord.com Figures 28009, 28010, 28011, 28012, 28013, 28014, 28015, 28016, 28017, 28018, 28019, and 28020 are used in this table.

Crown 2020 PF5856 Rev. 2/20

M7.5-18.0-005 10 Rev. 2/20

151

LIFTING MECHANISM Lift Chain Lift Chain Inspection Damage Example

Damage and Symptom Broken plates •

8

9

•

The head section of the plate is missing or • the crack is protruding.

Broken pins •

Cause

•

The outer plate (9) is lifted out a small distance

Solution

Fatigue crack because of 1. Find and correct the overload cause of the overload.

Corrosion

2. Replace the lift chain.

Pitting on the pins because of corrosion. Pitting permanently damages the pin.

1. Replace the lift chain.

1. Clean the lift chain and check for damage.

2. Increase the frequency of the planned maintenance intervals.

Note: These defects are not easy to see in the initial stages of inspection.

10

Contamination

•

Incorrect lubricant used.

•

•

The lift chain was not cleaned before lubrication.

A thick layer of dirt mixed with oil or grease (10) is on the lift chain.

•

If the lift chain is not damaged, lubricate it with the correct lubricant.

•

Replace the lift chain if it is damaged.

2. Increase the frequency of the planned maintenance intervals.

11

Hydrogen absorption

•

•

2.

Note: Electrolysis always makes hydrogen. Solvents made with chlorine also emit 3. hydrogen.

Non-distorting brittle fracture (11), only on the outer plate

Lift chain elongation •

•

The lift chain came into contact with hydrogen.

Wear caused by movement in the joints.

1. Replace the lift chain.

Check the operating conditions for sources of hydrogen.

See the cleaning the lift chains for instructions.

1. Replace the lift chain.

The lift chain elongaNote: Check if increasing tion check found the lift Note: This type of wear is the frequency of the chain to be out of the typical. planned maintenance intertolerance level. vals can increase the life of the lift chain.

Images and technical information provided with the permission of Rexnord Kette GmbH • www.rexnord.com Figures 28009, 28010, 28011, 28012, 28013, 28014, 28015, 28016, 28017, 28018, 28019, and 28020 are used in this table.

M7.5-18.0-006 10 Rev. 2/20

152

Crown 2020 PF5856 Rev. 2/20

LIFTING MECHANISM Lift Chain Replacing the lift chain 1. Find the part number for the lift chain in the service and parts manual. Make sure that the replacement lift chain is applicable to the lift truck.

Note: The lift chains must be replaced as a pair. Equal lift chain tension cannot easily be kept between the new lift chain and the existing lift chain.

2. If the lubricant dried or there is no lubricant, soak the new lift chains in heavy engine oil for a minimum of 30 min before installing.

3. After removing the existing lift chains from the mast, carefully examine the chain anchors and pulleys.

1. Use the grinding wheel to remove the top head of the pin (4) flush with the pin link plate (1). Be careful not to damage the pin link plate.

2. Put the flat washer (2) above the opening of the work surface.

– The flat washer holds the bottom pin link plate (1) and prevents damage to the lift chain components while pushing the pin through the lift chain.

3. Put the lift chain on its side and seat the pin in the flat washer (2).

4. Remove the pin from the lift chain through the top pin link plate (1).

4. Replace the chain anchors that are broken, cracked, or are worn.

3

5. Replace the pulleys that are worn and examine the pulley bearings for wear.

4

1

6. Do not paint the new lift chains.

7. Install the new lift chains with new pins. Do not use the existing pins.

8. After connecting the new lift chains to the chain anchors, adjust the lift chain tension for the correct fork or platform height.

– The correct lift chain installation and mast adjustment increase the service life.

Disconnecting a chain leaf

2 Fig. 4 (33505)

See Figure 4.

Special tools and equipment: – A stable work surface with an opening that is larger than the pin diameter. The work surface must be of sufficient thickness to let the pin (4) extend below the work surface to push it through the pin link plate (1) on the bottom.

– A flat washer (2) with an inside diameter more than the pin diameter and a height that is equal to the head height of the pin.

– A grinding wheel (3).

– A punch with a diameter that is less than the pin diameter.

– A hammer or press.

Crown 2020 PF5856 Rev. 2/20

M7.5-18.0-007 10 Rev. 2/20

153

Notes:

154

LIFTING MECHANISM Fork Inspection

Fork Inspection

WARNING If the fork locking pin is not fully engaged, the fork could become unintentionally disengaged.

DANGER This section shows causes of fork failure. Fork failure causes loss of equipment, damaged materials, bodily injury, and loss of life. Inspect and measure the forks at each planned maintenance interval to check for wear, overload, fatigue, bends, and so on.

WARNING

Abrasion See Figure 1.

Abrasion gradually reduces the thickness of the fork.

Make sure that the fork thickness is within the specifications. Do not allow the forks to rub against the floor during operation. If the forks rub the floor when the mast is vertical, then check the lift chain adjustment.

 Use the proper fork for how it was designed to be used.  Avoid using fork extensions.  Do not modify the forks.  Only qualified personnel can make repairs.  Visually inspect the forks each work day.

(a)

100 90 80 70 60 (b)

50 40 30 20 10 0

0

10

20

30

40

50

60

70

80

90

100

(c)

Fig. 1 (16858-02) (a)

Fork wear versus load capacity

(b)

Percentage remaining of specified fork load capacity

Fork wear at the fork heel must not exceed 10% of the original thickness. When the fork heel has worn 10% of the original thickness, 80% of rated capacity is the Crown 1988 PF7393 Rev. 10/21

(c)

Percentage reduction in fork blade thickness

maximum load that the forks can support. The rated capacity of the fork decreases exponentially as the fork wears. Use the fork wear calipers, a measuring instruM7.8-04.2-001 07 Rev. 10/21

329

LIFTING MECHANISM Fork Inspection

ment such as a vernier, or a quality 160 mm (6.0 in) scale. For allowable fork wear thickness, see the Allowable Fork Wear table.

2

Allowable Fork Wear Standard Fork Thickness

1

Allowable 10% Wear Fork Thickness

mm

in

mm

in

31.5

1.25

28.5

1.12

38.0

1.50

35.0

1.38

44.5

1.75

39.5

1.56

51.0

2.00

46.0

1.81

57.0

2.25

51.0

2.00

63.5

2.50

57.0

2.25

3

Fig. 3 (16855-02)

1. See Figure 4. To set the outside jaws, hold the calipers square across the shank and measure the thickness of the middle of the shank (1).

Measuring fork wear with the fork wear calipers Special tools and equipment: • Fork wear calipers, P/N 107330 See Figure 2. The fork wear calipers have two measuring points or jaws. The inside jaws (2) measure 10% less than the outside jaws (1).

1 Fig. 4 (16856-02)

1

2

2. See Figure 5. Check if the inside jaws of the calipers pass over the flanks of the fork blade at any point between the end of the taper and the heel of the fork blade (1).

Fig. 2 (16854-02)

See Figure 3. The fork wear calipers are used to measure the area (3) on the shank (2) to measure the fork blade (1). This area (3) on the shank (2) receives almost no wear.

1 Fig. 5 (16857-02)

3. Check the caliper setting again by measuring the shank. Make sure that the caliper setting did not change.

M7.8-04.2-002 07 Rev. 10/21

330

Crown 1988 PF7393 Rev. 10/21

LIFTING MECHANISM Fork Inspection

Overloading WARNING 1

Fork damage.

Overloading can cause permanent damage to the forks.  Know the load capacity of the forks and lift truck.

See Figure 6.

Fork load capacity and load center are stamped (1) on the fork.

2 Fig. 7 (16860-02)

1

2. Make a visual inspection for cracks during daily operator checks. When a more accurate inspection is necessary, use dye penetrants or Magnaflux.

3. Replace the forks when cracks are found.

Fig. 6 (16859-02)

Fatigue See Figure 7.

A fatigue crack starts in the fork heel area of the fork.

Cracks can be detected in the early stages by inspecting the fork heel area.

Inspecting the fork for fatigue 1. Check for cracks that go across the fork in an area up to 130 mm (5.0 in) either side of the outer fork heel radius (1) and (2). The cracks indicate that an area is weakened or damaged.

Crown 1988 PF7393 Rev. 10/21

M7.8-04.2-003 07 Rev. 10/21

331

LIFTING MECHANISM Fork Inspection

Bent or Twisted Forks Overloading, hitting solid objects, or picking up loads that are uneven can bend or twist the fork, resulting in replacing the fork. The maximum allowable difference in fork tip height from one fork to another is 3% of the fork length.

See Figure 8. The angle (1) between the top of the fork blade to the back surface of the shank must be less than 93°. Replace the fork if the angle is greater than 93°. Contact a Crown Equipment Corporation representative for additional information on repairing the forks.

the result in step 3, replace the fork. The dimension indicates that the fork is bent more than 93°.

Hanger See Figure 10.

1. Check for cracks or damage to the fork pins, spring, handle, and roll pin (1).

2. Check for cracks or damage to the area of fork attachment (2).

3. Check the fork carriage for excessive wear or cracks. Repair or replace parts if necessary.

WARNING If the fork locking pin is not fully engaged, the fork could become unintentionally disengaged.

1

4. Check the condition of the fork locking pin, spring, handle, and roll pin for proper operation, if the forks have these parts installed.

1

Fig. 8 (16861-02)

Using a carpenters square to check the fork 1. See Figure 9. Hold the square (1) against the shank above the radius of the fork heel.

1

2 Fig. 10 (16863-02)

2

3

Fig. 9 (16862-02)

2. Measure the distance (2) closest to the radius of the fork heel of the fork blade and square.

3. Add 31.8 mm (1.25 in) to this measurement and note the dimension.

4. Measure the distance (3) between the end of the square and blade. If the distance is greater than

M7.8-04.2-004 07 Rev. 10/21

332

Crown 1988 PF7393 Rev. 10/21

MAINTENANCE SECTION 8

CYLINDERS

Crown 1979 PF-5020-1

M8.0–14–001

Printed in U.S.A.

M8.0–14–001

MAINTENANCE CYLINDERS - GENERAL

Seals

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.

LIFT CYLINDER

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 or truck.

SCREWDRIVER 6” SHAFT LENGTH (MIN.) 5/32” SHAFT DIAMETER (MAX.)

The material covered in this section applies to all TL, TF, and TT lift cylinders.

NO. 8 METAL SCREW (HEADLESS) TAPE WELD (GRIND OFF EXCESS TO A MAX. DIA. OF 5/32”)

ILLUSTRATION 8-2

Disassembly

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.

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 1979 PF-5020-2

M8.0–14–002

Printed in U.S.A.

M8.0–14–002

MAINTENANCE Rod U-Cup Installation SEAL PULLING TOOL

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.

CYLINDER TUBE

PUSHER ROD

RAM

CRITICAL SEAL SEATING AREA

SEAL GROOVE ALIGNMENT PLUG

ILLUSTRATION 8-3

ILLUSTRATION 8-4

NOTE

b. A soft metal or plastic pusher rod is needed.

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 ILLUSTRATION 8-4 AND 8-9). 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.

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).

TOOL BODY

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.

PIN 1 PIN 2

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.

ILLUSTRATION 8-5

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 1979 PF-5020-3

M8.0–14–003

Printed in U.S.A.

M8.0–14–003

MAINTENANCE CYLINDER TUBE

2. Installation Procedure

SLEEVE SEAL

a. Slip the U-cup over the fixed pin (SEE ILLUSTRATION 8-5, PIN 1) and bend it over pin 2 as shown.

FORCING TOOL

b. Continue bending U-cup until pin 3 can be pushed through the U-cup loop which locks U-cup in position. c. Insert installation tool with mounted U-cup into cylinder bore until aligned with U-cup installation groove (SEE ILLUSTRATION 8-6).

COLLAR

CRITICAL SEAL SEATING AREA

ILLUSTRATION 8-9 Cylinder Assembly After packings and seals are in place and the ram assembly has been installed, reattach the cap.

ILLUSTRATION 8-6 d. Withdraw pin 3 so that U-cup loop snaps into installation groove (ILLUSTRATION 8-7).

CAUTION

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

Screw the cap clockwise until the cap is tight and flush with the top of the cylinder tube.

Cylinder Bleeding

ILLUSTRATION 8-7 e. Withdraw pin 2 and U-cup will completely snap into installation groove (ILLUSTRATION 8-8).

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.

Cylinder - Summary

ILLUSTRATION 8-8 f. Withdraw installation tool.

Cylinder U-Cup Installation

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.

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.

Crown 1979 PF-5020-4

M8.0–14–004

Printed in U.S.A.

M8.0–14–004

MAINTENANCE CYLINDERS 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 and wipers are removed, thoroughly wash all metallic 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 assembly. Whenever new packings are required, new wiper rings should also be installed.

Lift Cylinder

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.

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 or truck.

The material covered in this section applies to all TL, TF, and TT lift cylinders.

0389S

0388S

ILLUSTRATION 8-1

Disassembly

ILLUSTRATION 8-2

Unfasten and remove the cap as explained in “Disassembly”. 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 (4mm self-tapping) screw to the end of a screwdriver. The screwdriver must have at least 6 in. (150mm) of shank length with no larger than 5/32 in. (4mm) shank diameter.

After attaching the screw to the screwdriver, grind off excess weld to a diameter of 5/32 in. (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.

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.

930222

3684ND-37094

Crown 1993 PF-9708-1

Printed in U.S.A.*

M8.0 - 1430 - 001

M8.0 - 1430 - 001

MAINTENANCE Insert the tools between the ram and the cylinder walls, 180 degrees 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.

CAUTION

Close inspection of seal seating critical areas should be made before the new seal is installed (See Illustration 8-4 AND 8-9). 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 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.

ILLUSTRATION 8-3

0390S

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.

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 re-installing new seals.

Crown 1993 PF-9708-2

M8.0 - 1430 - 002

Printed in U.S.A.

M8.0 - 1430 - 002

MAINTENANCE Rod U-Cup Installation

2. Installation Procedure a. Slip the U-cup over the fixed pin (See Illustration 8-5, PIN 1) and bend it over PIN-2 as shown.

A. SMALL U-CUP 1. Installation Tools

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

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.

c. Insert installation tool with mounted U-cup into cylinder bore until aligned with U-cup installation groove (See Illustration 8-6).

1903

d. Withdraw PIN 3 so that U-cup loop snaps into installation groove (Illustration 8-7).

ILLUSTRATION 8-4

1901

ILLUSTRATION 8-6

b. A soft metal or plastic pusher rod is needed.

2. 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).

1904

e. Withdraw PIN 2 and U-cup will completely snap into installation groove (Illustration 8-8).

1905 1902

ILLUSTRATION 8-5

Crown 1993 PF-9708-3

M8.0 - 1430 - 003

ILLUSTRATION 8-7

ILLUSTRATION 8-8 f. Withdraw installation tool.

Printed in U.S.A.

M8.0 - 1430 - 003

MAINTENANCE Cylinder U-cup Installation

Cylinder Assembly

For “lip first” installation, a sleeve similar to that shown in illustration 8-9 should be used to protect the seal from damage on the threads and shoulders.

After packings and seals are in place and the ram assembly has been installed, reattach the cap.

CAUTION

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

Cylinder Bleeding

1906

ILLUSTRATION 8-9

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 excess oil.

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.

Crown 1993 PF-9708-4

M8.0 - 1430 - 004

Printed in U.S.A.

M8.0 - 1430 - 004

MAINTENANCE

ILLUSTRATION 8-14 REACH CYLINDER The reach cylinders on your Rider Reach Truck are double acting piston type cylinders. Extreme care should be taken when any adjustments or repairs are made. The relationship of ports, cushion chamber, and hydraulic lines need to be maintained to prevent problems in reassembly or replacement of parts.

around the outside of the cushion chamber and cylinder tube has oil present, the “O” ring or back-up ring is probably bad and should be replaced. The inability to extend and retract the load indicates the piston “U” cup of the reach cylinder seals are bad and the cylinder will have to be disassembled.

When an excessive amount of hydraulic oil is evident at the rod end of the reach cylinder, the U-cup seal or wiper ring is probably bad and should be replaced. If the area

Before proceeding with disassembly, throughly clean the outside of the cylinder to remove all dirt and grease build-up.

Crown 1979 PF-5022-1

M8.5–14–001

Printed in U.S.A.

M8.5–14–001

MAINTENANCE

ILLUSTRATION 8-15 Disassembly Manually extend the cylinder rod and place the tube assembly in a vise. Care should be taken at this time to avoid overtightening as tube damage will result. Remove the seal adjustor (Item 21) by turning counterclockwise until it is free of the tube. The adjustor seal can now be removed from the rod and the U-cup seal and wiper ring can be replaced. The “U-cup” seal will remain in the tube and the special tool explained earlier will have to be used to remove seal.

When extracting the piston assembly from the cylinder bore, never allow the rod to come in contact with any sharp edges. To remove piston rod, place the nut (Item #7) attached to the cushion chamber end of the rod in a vise.

The cylinder tube can now be removed from the piston assembly.

CUSHION CHAMBER

Before installing new seal and wiper ring make sure the threaded area of rod is clean and free of any burrs or sharp edges which may damage the new seal. The threads on rod should be covered with tape before new seal is installed. The new seal will be installed followed by the adjustor seal with wiper ring. The adjustor seal will be turned clockwise until tight with tube.

SPANNER WRENCH

To remove cushion chamber, it should be first noted the position of the retaining ring and hydraulic ports for reassembly purposes.

On reach cylinders, using a wire retaining ring, carefully rotate the cushion chamber to back end “A” of the retainer out of the cylinder slot. A spanner wrench should be used to rotate the cushion chamber. The cushion chamber is machined to accommodate the use of a spanner with 1/4″ pin size and 2″ circle diameter. When end “B” is exposed, pull the retainer from the positioning hole in the cushion chamber and remove. Remove the cushion chamber. The “O” ring and back-up are now accessable for replacement (SEE ILLUSTRATION 8-16).

WIRE RETAINNING RING CYLINDER

END “B” “A” SLOT

ILLUSTRATION 8-16

Crown 1979 PF-5022-2

M8.5–14–002

Printed in U.S.A.

M8.5–14–002

MAINTENANCE 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.

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 8-19

CRITICAL SEAL SEATING AREA

ILLUSTRATION 8-20 ILLUSTRATION 8-17 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.

ILLUSTRATION 8-21

ILLUSTRATION 8-18 Snap one side of the U-cup into the installation groove in piston (ILLUSTRATION 8-17). Hold U-cup in installation groove with thumb while inserting tool (ILLUSTRATION 8-18) in guide hole. Apply a downward force on installation tool while rotating handle 360° (ILLUSTRATION 8-19, 8-20 & 8-21).

This will snap U-cup into groove (ILLUSTRATION 8-22).

Crown 1979 PF-5022-3

M8.5–14–003

ILLUSTRATION 8-22

Printed in U.S.A.

M8.5–14–003

MAINTENANCE Cylinder Assembly After all packings and seals are in place and the piston assembly has been installed, reattach the cushion chamber. Make sure at this time that when the wire retaining ring has been installed, the port in cushion chamber is positioned correctly. The proper relationship of the hydraulic ports must be maintained to avoid damage to hydraulic lines during operation.

Crown 1979 PF-5022-4

M8.5–14–004

Before the rod packing is slipped over the piston rod and seated, be certain all burrs, dirt, and any other material that may damage the new packing are removed. The threads on piston rod should be wrapped with tape to prevent damage to packings upon installation. The adjustor seal is now installed and turned into position; turn until tight against tube.

Place jam nut and rod end onto cylinder rod. The cylinder assembly is now ready to be installed into the reach carriage assembly.

Printed in U.S.A.

M8.5–14–004

MAINTENANCE

ILLUSTRATION 8-23 TILT CYLINDER (OPTIONAL) The tilt cylinder is mounted at the base of the carriage assembly.

The tilt cylinder is a double acting piston type cylinder. Extreme care should be taken when performing any type of repair. In event of excessive oil leakage around the cap end of the cylinder or its inability to tilt the load, the cylinder will have to be removed from the truck and repaired.

NOTE Check the wire retaining ring to determine correct turning direction for removal. If the cap is turned the wrong direction, and the end of the retaining ring is allowed to slip inside the cylinder, removal of ring is very difficult.

Disassembly Before proceeding with disassembly, thoroughly clean the outside of the cylinder to remove all dirt and grease build-up. Place the cylinder in a vise. Care should be taken to avoid over tightening, as tube assembly (Item 14) damage may result. With the use of an adjustable spanner wrench, similar to the one shown in Illustration 8-24, a face spanner wrench with 3/16″ pins and a pin spread of 2.625 inches is needed. Rotate the gland until the wire retaining ring (Item 13) is completely unwound from the inside of the cylinder.

ILLUSTRATION 8-24

Crown 1979 PF-5023-1

Printed in U.S.A.

M8.6 - 14 - 001

M8.6 - 14 - 001

MAINTENANCE Before removing the rod assembly, push the gland,(Item 3), down into the cylinder, away from the retaining ring grove area.

Using a scraper or similar tool, remove any raised material or burrs from the edge of the grove. If burrs, etc., are not removed, piston removal may be difficult.

Carefully remove the rod assembly which includes the gland (Item 3), the rod (Item 1), the piston (Item 9), the locknut (Item 2), and lockwasher (Item 11), out the end of the tube assembly.

Inspect the tube assembly for any signs of scoring. If scoring is evident, the tube assembly must be replaced. The tube assembly should be honed to remove any remaining burrs.

Rod Disassembly Clamp the end of the rod containing the ball bushing in a vise.

Unlock and remove locknut with appropriate size spanner wrench. Slide all components off of the rod. Inspect the rod for scoring. If scoring is evident, the rod must be replaced.

NOTE When cleaning piston and gland, be sure to clean seal seating areas. Protect eyes and face when using compressed air.

After all parts are thoroughly cleaned, place in a dirt free area until ready for reassembly.

Cylinder Reassembly Apply a coat of hydraulic oil (Crown No. 63001-1) to all seals before they are assembled. Install all seals by hand. After the seals are installed, slide the gland onto the piston end of the rod.

Install piston and fasten locknut; be sure piston is seated properly against the rod shoulder. After installing the rod assembly into the tube assembly, align the hole in the gland with the slot in the cylinder wall and carefully press the gland into position.

CAUTION

Seal Replacement With the use of a small hooked tool, carefully pull the seals from their mounting grooves.

CAUTION

Never use a screwdriver to remove seals, as damage and leakage may result.

Care should be taken when inserting the gland to prevent sharp edges from damaging new seals and packings.

Once the gland is in place and the positioning hole is visible through the cylinder slot, insert the hooked end of the wire retaining ring into the positioning hole. Turn the gland clockwise until the tapered end of the retainer is flush with the cylinder tube.

After all seals are removed, inspect the contact surfaces on the piston and the gland for scoring. If slight scoring is evident, sand with a fine emery paper until high areas are removed. Heavily scored components must be replaced. After all parts are inspected, wash all cylinder components in a good grade solvent and dry with air pressure.

Crown 1979 PF-5023-2

Printed in U.S.A.

M8.6 - 14 - 002

M8.6 - 14 - 002

REACH ASSEMBLY REACH ASSEMBLY

INSPECTION CHECKS

The reach assembly on your Narrow Aisle Rider Reach Truck is designed to lift, transport, and deposit materials from racks where outriggers cannot enter into or under. After the truck is positioned in front of the load, the reach sequence is selected, and the carriage extended to the proper lifting position. Speed of extending can be controlled by the amount of movement at the control handle. The handle is raised to extend and lowered to retract, providing the reach sequence has been selected. (See sequence section of maintenance for in-depth operation of sequence control). After extending to engage forks under the load properly, the load is lifted, fully retracted, and lowered to a safe travel height.

Poly Stop

WARNING

Wear appropriate protective items, such as safety glasses, steel toe shoes, etc. whenever performing maintenance work. To avoid injury, do not place fingers, hands, or arms through mast or position them at a pinch point at any time.

Located at bottom/center of the support assembly is a poly stop. The poly stop prevents metal to metal contact when the reach assembly is fully retracted. The poly stop should be shimmed to make contact with the carriage assembly as reach cylinders are fully retracted.

The poly stop at top of the inner arm uses spacers for correct position. Draw socket head screw snug, do not over tighten.

The number of washers can be determined with the truck operational. The poly stop bumper should compress 0.25 in.

(6 mm) to 0.50 in. (13mm) when fully retracted with a 2000 Ib. (905 Kg) load. Use thread locking adhesive to secure the screw into position. Torque screw 28-32 in.lbs. (3.2-3.6 Nm).

Reach Cylinder Adjustment Extend mechanism completely. From retracted position, the distance to the top front edge of fork carriage assembly should be 42.50 in. (1080mm) or 40.50 in. (1030mm) if equipped with side shift. (The measurement must be taken at the top of the reach mechanism). With reach cylinders fully extended, the cylinder rod can be turned to obtain the correct dimension. Refer to illustration 9-1.

42.50 IN. (1080MM) REACH 40.50 IN. (1030MM) W/SIDE SHIFT

3630

Crown 1995 PF-10477-1

M9.0–1630–001

ILLUSTRATION 9-1

Printed in U.S.A.

M9.0–1630–001

REACH ASSEMBLY 56

A

57 28

7

30

32

29

6

31

62 19 8 7 59 58 33

9

60

SB64

3

10 11

17

59

4 5 14

26

17

37

61

34

39

33

10 62

19

16

25

31 57 32 30

2

2

16

19

18 21

20

29

49 43 48

41 25 A

18 33

33

35 13

58

36

56

19

16

22 24 16

38

23

55

15

39

54

28

1 27

59

42 45 53 44 50

40

46

52

12 50

47 51 1693S-01

ILLUSTRATION 9-2

Disassembly (SEE ILLUSTRATION 9-2 ) 1. Remove four screws holding load backrest (not shown) to fork plate (41) and remove load backrest.

2. Remove screw (12) in bottom cross member of fork plate.

4. Raise mast and put two 2" x 4" x 15" hardwood blocks under second stage TL mast, or two 2" x 4" x 27" hardwood blocks under second stage of TT mast.

Extend reach assembly and place 2" x 4" x 8" hardwood block in either left or right channel of reach support assembly (1).

3. Remove forks (not shown) from fork plate.

Crown 1995 PF-10477-2

M9.0–1630–002

Printed in U.S.A.

M9.0–1630–002

REACH ASSEMBLY 5. Retract reach assembly until column roller (21) on outer arm (13 or 14) is resting on hardwood block. The hardwood block will not allow assembly to retract when the reach cylinders are removed.

6. Disconnect battery, chock wheels.

7. Remove roll pin (48) from tilt cylinder shaft (49) with brass punch or other soft material rod.

Remove two roll pins (43) from pivot shafts (42) at top of fork plate. Use hoist or other suitable means to support fork plate, and remove pivot shafts.

Remove hydraulic lines from tilt cylinder (46) to manifold block (not shown) on support assembly. (Allow hydraulic pressure to bleed off slowly). Remove four screws holding tilt cylinder in carriage assembly (40).

Remove tilt cylinder, if further disassembly is required take to a clean working area. Consult cylinder section of this manual for proper disassembly procedure.

If ball bushing (51) in tilt cylinder rod end requires replacement, remove retaining rings (50) and use an arbor press to remove and replace it.

8. Attach hoist to top cross bar of carriage assembly (40).

Remove roll pins (29) in pivot shafts (25) which connect outer arms to carriage assembly. Remove pivot shafts and raise carriage assembly to clear carriage rollers (22) on inner arm assembly (9).

9. Remove roll pin (37) from pivot shaft (36) at rod end of reach cylinders (34). Remove pivot shafts (36) at rod end. Disconnect hydraulic lines from bulkhead located near top of reach cylinders. Remove retaining rings (39) from upper pivot shafts (38) and remove pivot shafts. Reach cylinders should be replaced on support assembly in same position as they were removed.

13. Remove column rollers (21) from outer arms (13 & 14).

Record number and position of all spacers for reference during reassembly.

14. Remove roll pins (19) and retaining rings (33) from locknuts (58) at lower end of secondary outer arms (54 & 55). Remove locknut with a hook type spanner wrench.

15. Remove roll pins and retaining rings from locknuts (18) at pivot center of secondary outer arms.

16. Remove secondary outer arms (54 & 55) and thrust washers. Record location of thrust washers for reference during reassembly.

17. Remove roll pins (19) and retaining rings (33) from locknut (58) at upper end of primary outer arm (13 & 14). Remove locknut with a hook type spanner wrench.

18. Remove roll pin (19) and retaining ring (33) from locknut (18) at pivot center of primary outer arm (13) only.

19. Carefully remove primary outer arm (13) and thrust washers. Record location of thrust washers for reference during reassembly.

20. Carefully remove secondary inner arm assembly (9).

Record location of thrust washers on primary outer arm (14) for reference during reassembly.

21. Remove roll pin (19) and retaining ring (33) from locknut (18) at pivot center of primary outer arm (14).

22. Remove primary outer arm (14). Record location of thrust washers for reference during reassembly.

23. Remove hoist from primary inner arm (6) and attach to reach support (1).

10. Remove right and left hand brackets (61 & 26).

11. Using two lifts connect hoists to primary inner arm assembly cross brace (6) and to secondary inner arm assembly cross brace (9). Lift until column rollers on outer arm assemblies can be rotated out of support assembly channel.

24. Disconnect chains and hydraulic lines from reach support (1). Remove rest of reach assembly from truck and set on floor.

25. Remove roll pins (29) in pivot shafts (25) of primary inner arm. Use hoist or other suitable means to support primary inner arm and remove pivot shafts.

12. Remove column rollers (22) from secondary inner arm assembly (9).

Crown 1995 PF-10477-3

M9.0–1630–003

Printed in U.S.A.

M9.0–1630–003

REACH ASSEMBLY Bushing Replacement (Reach Assembly Components) When removing old bushing be sure seating area of bushing is not damaged in any manner. If damage does occur remove all burrs and rough edges completely.

BALL BUSHING INSTALLATION TOOL .005 IN. .13MM SMALLER THAN THE BALL BUSHING O. D.

When installing new bushings in a lubricated area be sure hole in bushing is in proper alignment with the lubrication fitting to allow proper lubrication flow.

.19 IN. 5MM BALL BUSHING

Apply a light coat of grease to bushing seat to ease installation and reduce possibility of damage to new bushings.

A bushing installation tool, shown in illustration 9-3, will aid greatly in proper installation of new bushings.

CUT-AWAY VIEW OF THE COUNTERBORE

BUSHING INSTALLATION TOOL EQUAL TO THE LENGTH OF THE BUSHING .005 IN. .13MM SMALLER THAN THE BUSHING O. D. .062 IN. 1.6MM CHAMFER

.005 IN. .13MM SMALLER THAN THE BUSHING I. D.

ILLUSTRATION 9-3

3627

NOTE The installation tool can also be used effectively to remove worn or damaged bushings. Various sizes of bushings will necessitate use of various sizes of installation tools.

.125 IN. 3.2MM 3628

ILLUSTRATION 9-4

Center Pivot Repair and Adjustment When replacing thrust washers (16) on both sides of the outer arm assembly, apply a light coat of grease to all surfaces.

NOTE Be sure all areas of contact are thoroughly cleaned and free of any burrs or debris that could damage new thrust washers.

To properly adjust, tighten the nut on the center pivot assembly snug to eliminate any abnormal drag. Loosen nut and retighten to 65 in. lbs., then continue to tighten to next nearest groove pin location.

Ball bushings are removed and installed with greater ease when using an installation tool similar to the one shown in illustration 9-4.

NOTE Close inspection of all new bushings after installation is necessary to be sure wear surfaces are intact.

Crown 1995 PF-10477-4

M9.0–1630–004

Printed in U.S.A.

M9.0–1630–004

REACH ASSEMBLY Reassembly NOTE Before proceeding with reassembly, all parts should be clean and free of any burrs or rough edges which could damage new bushings or other parts during assembly. Apply a thin coat of grease to all bushings, thrust washers, and pivot shafts.

1. Refer to illustration 2. Install inner arm assembly (6) into reach support (1).

Install pivot shafts (25) simultaneously, rather than one at a time. Pivot shafts are slotted on the end to obtain proper alignment for installation of roll pin (29).

2. Put reach support assembly and primary inner arm back into mast and reconnect chain. Remove hoist from reach support and connect to primary inner arm (6).

3. Install thrust washer (16) at center pivot. Slide outer arm (14) onto center pivot stud. Install thrust washer, locknut (18), roll pin (19), and retaining ring (33).

NOTE

8. Slide both secondary outer arms over center pivot of secondary inner arm (9) as well as into lower hole on primary inner arm (6). Install thrust washer (16), locknut (18), roll pin (19) and retaining ring (33) on center pivots of inner arm (9), and thrust washer (62), locknut (58), roll pin (19), and retaining ring (33) on lower pivots.

9. Use an inside caliper to measure area of support assembly where column roller (21) on outer arm will travel, record measurement.

10. Install column rollers (21) to outer arms (13 & 14).

Measure distance between column rollers with an outside caliper. Subtract this dimension from dimension obtained in step 9 to determine the amount of shims required. Balance out the number of shims (Example: 2 shims right, 2 shims left). If an uneven number of shims are required, note to which side the extra shim was added and install all other odd shims to that side.

11. Lift unit and install column rollers back into support assembly channel. Place 2" x 4" x 8" hardwood block in right or left channel of reach support assembly.

Lower reach assembly until column roller (21) is resting on hardwood block.

Refer to Center Pivot Repair and Adjustment, (located in this section) for proper adjustment information of center pivot.

12. Remove hoist from cross brace of secondary inner arm (9).

4. Install thrust washer (56) on upper pivot of primary outer arm (14). Using second hoist install secondary inner arm (9) on outer stud of primary outer arm (14).

Install thrust washer (62), locknut (58), roll pin (19), and retaining ring (33).

13. Measure distance between outer arms at top. (13.25 inches 336.55mm). Measure distance between pivot blocks welded on fork carriage assembly (40). These dimensions should indicate that the outer arms will fit properly in the fork carriage assembly.

5. Place thrust washer (16) on center pivot of primary inner arm (6) and thrust washer (56) on primary outer arm (13).

NOTE

6. Install primary outer arm (13) on secondary inner arm (9) and on primary inner arm (6). Install thrust washer (16), locknut (18), roll pin (19), and retaining ring (33) on center pivot, and thrust washer (62), locknut (58), roll pin (19), and retaining ring (33) on outer pivot.

Failure of the outer arms to fit into carriage assembly properly indicates inner arm assembly, carriage assembly, or outer arm assembly is bent or deformed in some way.

7. Place thrust washer (56) on lower pivot of secondary outer arms (54 & 55) and thrust washer (16) on center pivots of secondary inner arm (9).

Crown 1995 PF-10477-5

M9.0–1630–005

Printed in U.S.A.

M9.0–1630–005

REACH ASSEMBLY 14. Attach carriage rollers (22) to inner arm assembly studs.

15. Guide fork carriage assembly onto inner arm carriage rollers.

16. Install pivot shafts (25) and roll pins (29).

17. Install R. H. bracket (61) and L. H. bracket (26) on reach support.

18. Install reach cylinders. a. Install pivot shafts (38) and retaining rings(39). b. Extend cylinder manually and install pivot shafts (36) and roll pins (37). c. Connect hydraulic lines from reach cylinders to bulkheads near top of reach cylinders.

19. Place bushings (47) on tilt cylinder (46) pivot studs and install tilt cylinder assembly in carriage assembly.

(Check serial number plate to obtain capacity of truck to obtain proper tilt cylinder assembly. This information is also needed to obtain proper fork plate assembly (41) and tilt cylinder shaft (49).

20. Connect all hydraulic lines from tilt cylinder to manifold block at top of support assembly.

21. Position fork plate assembly (41) with a hoist and install pivot shafts (42) and pins (43).

22. Extend tilt cylinder piston rod and install tilt cylinder shaft (49) and pin (48). Remove hardwood block from reach support channel, and two hardwood blocks from mast second stage. Remove hoist from primary inner arm (6) cross brace.

23. Run an operational check on reach assembly. (Refer to Reach Cylinder Adjustment in this section for adjustment procedure).

24. Install forks and load backrest. Install bolt (12).

Crown 1995 PF-10477-6

M9.0–1630–006

Printed in U.S.A.

M9.0–1630–006