Daewoo Doosan Forklift BC15T, BC18T, BC20T Electric Lift Trucks MicroController Control System Manu

SB2163E00 Dec. 1998

Specifications Systems Operation Testing & Adjusting MicroController Control System Models : BC15T, BC18T, BC20T Models : (P/N A200202) for Electric Lift Trucks

Important Safety Information

Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly.

Read and understand all safety precautions and warnings before operating or performing lubrication, maintenance and repair on this product.

Basic safety precautions are listed in the ÒSafetyÓ section of the Service or Technical Manual. Additional safety precautions are listed in the ÒSafetyÓ section of the owner/operation/maintenance publication.

Specific safety warnings for all these publications are provided in the description of operations where hazards exist. WARNING labels have also been put on the product to provide instructions and to identify specific hazards.

If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and on the product labels are identified by the following symbol.

WARNING Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information.

Operations that may cause product damage are identified by NOTICE labels on the product and in this publication.

DAEWOO cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or operating technique not specifically recommended by DAEWOO is used, you must satisfy yourself that it is safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the operation, lubrication, maintenance or repair procedures you choose.

The information, specifications, and illustrations in this publication are on the basis of information available at the time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service given to the product. Obtain the complete and most current information before starting any job. DAEWOO dealers have the most current information available.

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Index Specifications Component Measurements .......................................5 Contactors .................................................................5 Control Panel (Layout)...............................................9 Current Measurements ..............................................5

Operational Circuit Elements ...................................20 Accelerator Control .............................................22 Battery Discharge Indicator (BDI).......................20 Central Vehicle Monitoring System.....................20 Contactors ..........................................................22 Current Sensor (shunts) .....................................22 On Board ÒRun TimeÓ Diagnostics......................20 (Fault Detection) Resistor (Charging).............................................22 Wait Mode...........................................................22

Direction & Accelerator ..............................................8 Display Layout ...........................................................7 Introduction to Mosfet ................................................6 Mosfet (transistor) module connections.....................6 Mosfet (transistor) module measurements ................6

Power Module (Layout) ...........................................17 Program Features....................................................34 Returning to Dafault Settings .............................35

Systems Operation

Symbol Library.........................................................15 Accessory Circuits ...................................................22 DC-DC Converter ...............................................22 Hour Meter Circuit ..............................................22

Testing And Adjusting Actuation Circuit.......................................................23 Built-In Diagnostic Operation ...................................41 Accessing Stored Error Codes ...........................42 ÒRun TimeÓ Diagnostics ......................................41 (Lift Truck in Operation) ÒSelfÓ Diagnostics................................................42 (Lift Truck in Operation)

Drive Circuit .............................................................29 Bypass Circuit.....................................................31 Electrical Braking (plugging)...............................31 Steering Circuit ...................................................33 Thermal Protection Circuits ................................32 General Information .................................................18

Component Tests.....................................................92 Accelerator Control .............................................94 Capacitor (Head) ................................................94 Central Vehicle Monitoring System Self Test ..............................................................94 Conductor and Switch Continuity .......................94 Contactor (Bypass activation).............................94 Contactor Components.......................................95 DC-DC Converter ...............................................95 Diode Replacement ............................................96 Diodes.................................................................95 Logic Unit Quick Reference Voltage Check .......92 Mosfet Module Replacement..............................96 Resistor (Charging).............................................97 Thermal Switch ...................................................97

Glossary ...................................................................11 Hydraulic Pump Motor Circuit..................................25 Lift Bypass Circuit...............................................28 Lift Control Circuit ...............................................27 Power Steering Circuit........................................26 Tilt and Auxiliary Control Circuit..........................28

Location of Control Panel Components...................16 Logic Unit.................................................................18

Control and Power System Operational Checks .....39

MicroController Control System

3

Index

Electrical System Adjustments ...............................98 Battery Discharge Indicator (BDI).......................99 Adjustment Current Limit Test and Adjustment ...................101 Electrical Braking (Plugging) ............................101 Parking Brake Switch .........................................98 Tilt and Auxiliary Speed Adjustment ...................98 Tilt and Auxiliary Switches ..................................98 Preparation Tests and Checks.................................37 System Tests and Adjustment .................................89 Discharging Head Capacitor...............................89 (HEAD CAP) Logics Removal ..................................................90 ÒRun TimeÓ Tests ................................................90 Test Equipment ...................................................89 Troubleshooting .......................................................36 Troubleshooting Check List ................................36 Troubleshooting Problem List ..................................43

MicroController Control System

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Systems Operation

Specifications Component measurements Component

Meter Scale

Meter Positive (+) Test Lead

Meter Negative (-) Test Lead

Desired Indication

Diodes (voltage indication) All

Diode

Anode

Cathode

0.3 to 0.9 volts

All

Diode

Cathode

Anode

OL

Positive side of

Negative side of

0 then change to

capacitor (+)

capacitor (-)

above 10K ohms

HEAD CAPACITORS (resistance indication) Head Capacitor

200K½

CONTACTOR COILS (resistance indication)

1

Directional, Line

200½

X

Y

28.8 to 43.2 ohms 1

Bypass

200½

X

Y

60.8 to 91.2 ohms 1

Measured resistance with one terminal disconnected

Current Measurements 36V SYSTEM CURRENT VALUES (AMPS)

2 3

FUNCTION

Current Limit (LEFT)

Current Limit (RIGHT)

Current Limit (PUMP)

CURRENT LIMIT

250 Amps

250 Amps

450 Amps 3

2

2

Factory setting (see programmable features) Factory setting. (NONE ADJUSTABLE)

MicroController Control System

5

Systems Operation

Power Mosfet Module Measurements SPECIFICATIONS Multimeter Setting

(+) Test Lead

(-) Test Lead

Results

Resistance (200K½ range)

MODULE B+ terminal

MODULE B- terminal

0 then change to above 10K½

Resistance (200K½ range)

MODULE D terminal

MODULE B- terminal

0 then change to above 10K½

Diode

MODULE B- terminal

MODULE D terminal

0.15 to 0.9 volts

Diode

MODULE D terminal

MODULE B+ terminal

0.15 to 0.9 volts

Resistance (20K½ range)

MODULE G1 terminal

MODULE B- terminal

14K½ to 16K½

Resistance (20K½ range)

MODULE G2 terminal

MODULE B- terminal

14K½ to 16K½

Resistance (20K½ range)

MODULE G3 terminal

MODULE B- terminal

14K½ to 16K½

Resistance (20K½ range)

MODULE G4 terminal

MODULE B- terminal

14K½ to 16K½

Power Mosfet Module Connections The MOSFET gate does NOT draw current and so there is no longer any need for a large power resistor. The pulsing signal from the logics, which is a 5 volt signal, is applied to the driver board mounted on the mosfet, and the driver board converts this 5 volt signal to 15 volts where it is applied to the mosfet gate through an integrated circuit. (chip).

3 4

2

ILBS001P

The MOSFET power MODULE consists of a heatsink, a flyback diode, two head capacitors, and four power MOSFET transistors connected in parallel. There are four mosfets connected in parallel in order to increase the module maximum current beyond that which one mosfet could handle. Each module has itÕs own head capacitors and flyback diode to simplify the manufacture and servicing of the BC18T series truck.

1

(1) Source Connection. (2) Gate Connection.

(3) Drain Connection. (4) Negative Connection.

Introduction to MOSFETS

The MOSFET transistors can pulse at a much higher frequency than the BIPOLAR transistor and so the truck is much quieter in operation.

Previous electric trucks manufactured by DAEWOO have used a power transistor as a solid state switch to control the heavy current flow in the motors. This power transistor was of a type known as a BIPOLAR because of the technology used. The bipolar was a CURRENT operated device.

In order to turn on the bipolar and enable it to carry heavy motor current, a second (smaller) current was supplied to the base terminal. This current was usually supplied through a large power resistor.

The BC18T series uses a new type of transistor known as a MOSFET. This transistor is a VOLTAGE operated device. In order to turn on the MOSFET and enable it to carry heavy current, a voltage (usually about 15 volts) is supplied to the gate terminal.

MicroController Control System

6

Systems Operation

Display Layout

1

2

S D

ILBD001S

(1) Tighten screws that fasten the Decal-LED to a torque of ................2.0 to 2.5 N¥m (18 to 22 lb¥in) (2) Tighten screws that fasten the Logic-Slave to a torque of .....................0.5 to 0.7 N¥m (4 to 6 lb¥in)

MicroController Control System

7

Systems Operation

Direction & Accelerator

1

1

North Pole

A DETAIL A

ILBD002S

(1) Torque bolts and nut that hold Handle-Direction to Support AS to .........10 to 14 N¥m (90 to 125 lb¥in)

MicroController Control System

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Systems Operation

Control Panel (Layout) 2

5

7

7

7

A 1 6

4

7

3 6 7 A

6

7

7

1

2

7

7

2

SECTION A-A 7 ILBD003S

MicroController Control System

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Systems Operation

NOTE : Apply a small amount of D557047 Themal joint Compound on the surface of the power module diode or thermal switch that contacts the heatsing.

NOTE : Apply Sealant (Loctite catalogue No. and name No.242, Adhesive/Sealant) on the threads of all screws that are used to fasten components on the control panel.

(1) Apply Sealant (Loctite catalogue No. and name No.242, Adhesivel/Sealant) to the bolts used to fasten the contactors to the back-plate and tighten to a torque of ...................................2 to 3 N¥m (18 to 27 lbg¥in)

(2) Tighten bolts that fasten power modules to backplate to a torque of ............................21 to 35 N¥m (189 to 315 lb¥in)

(3) Tighten diodes D5L and D5R to a torque of .............................34 to 46 N¥m (306 to 414 lb¥in)

(4) Apply Sealant (Loctite catalogue No. and name No.242, Adhesivel/Sealant) and tighten standoffs to back-plate to a torque of ............................40 to 60 N¥m (360 to 540 lb¥in).

(5) Apply Sealant (Loctite catalogue No. and name No.242, Adhesivel/Sealant) and tighten standoff to back-plate to a torque of .............................12 to 18 N¥m (108 to 162 lb¥in)

(6) Apply Sealant (Loctite catalogue No. and name No.242, Adhesive/Sealant) on portion of setscrew threads that are in the insulator and control panel plate. Tighten bolts to a torque of .....................................5 to 7 N¥m (45 to 63 lb¥in)

(7) Use a backup wrench to hold bolts and tighten the nuts that fasten the cables or bus bars to the connections to a torque of .....................................5 to 7 N¥m (45 to 63 lb¥in)

MicroController Control System

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Systems Operation

Systems Operation Glossary NAME Accelerator Activate

Ammeter Ampere (or Amp) Analog to Digital Converter Anode Armature Battery BDI Brush Buss Bar Capacitor Cathode CVMS Circuit

Coil Commutator Conduct Conductor Connector Contactor Assembly

Contactor Coil Contactor Tips or Contacts

Continuity Control Circuits

Counter Electromotive Force (CEMF) Current Current Limit

MicroController Control System

DESCRIPTION A device that converts mechanical movement into a digital voltage pattern to the logics for variable motor speed drive.

Word used with a component or circuit to change from the normal condition to the ÒactivatedÓ condition because of an application of force or electricity.

An electric meter used to measure current flow in amperes.

The unit of measurement of current flow. The amount of current hat one volt can push through a resistance of one ohm.

A device that converts an analog voltage into a pattern of digital HIGH and LOW voltage signals.

The positive (+) side of a diode.

The rotating portion of an electric motor or generator.

Two or more cells connected together for a supply of electric current.

Battery Discharge Indicator. An electrically controlled display showing the operator the state of battery charge.

A conductor normally a block of carbon that makes sliding contact between the stationary and moving parts of the motor or generator.

A heavy electrical conductor to which other smaller wires are connected.

Device used to store electrical energy for short periods of time.

The negative (-) side of a diode.

Central Vehicle Monitoring System.

A way for current to go from the positive (+) side of an electrical power source to the negative (-) side of an electrical power source. This can be through wires and electrical components.

A component made from many circles or turns of wire used to concentrate a magnetic field.

An armature component used to transfer current from the brushes to the armature windings.

To allow the flow of current.

A material that provides a path for current flow.

Part of a wire assembly or harness that connects with another wire assembly or harness. Used for ease of assembly and disassembly.

An electrical component consisting of an electromagnetic coil and a set of heavy contactor tips. Control current passes through the coil building a magnetic field which closes or opens the contactor tips.

An electromagnet used to close or open contact tips in a contactor assembly.

The portion of a switch, relay or contactor where the circuit can be opened or closed.

Having the ability to allow current flow.

The wires and components carrying low current used to signal the logic unit, turn on main components, or support auxiliary circuits (indicated by narrow lines on a schematic).

An opposing voltage set up by a collapsing or increasing magnetic field within a coil, or by an armature rotating within a magnetic field.

The movement of flow of electricity through a conductor. A circuit must be complete for current to flow.

The maximum allowable armature current of a stalled drive motor during pulsing.

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Systems Operation

NAME Current Shunt

Deactivate

Digital Signal Diode Display Drain Electrical Braking Electromagnet Electromotive Force (EMF) Field Windings Filter Fuse Gate Grounded

Hall Effect Switch Harness Heat Sink Hour Meter Indicator Input Insulator LED Logics or Logic Unit

Magnetic Field Microprocessor MOSFET (transistor)

Normal Condition

MicroController Control System

DESCRIPTION A precision low-value resistor connected in series with the armature of a motor. The logics uses the measured voltage drop across the shunt to control maximum current allowed in selected power circuits.

To change from the activated condition back to the normal (deactivated) condition. It can be caused by the application of force, the removal of force, or the removal of electricity.

A signal in which the elements may be either of two distinct values. For example high voltage, low voltage.

A semiconductor device that allows current to flow in one direction, from the anode to the cathode.

An electrical device that converts voltage inputs to a visual output.

A terminal of a MOSFET transistor through which the main current flows.

(See MOSFET).

Electrically trying to rotate the drive motor opposite to the direction of truck movement.

A coil of wire, most often wound on an iron core, which produces a strong magnetic field when current is sent through the coil.

The force that causes an electric current to flow in a circuit. This force is measured in volts.

The stationary coils that produce a magnetic field in motors and generators.

An electrical device or component for restriction or suppression of undesired voltage spikes.

A component in an electrical circuit that will open the circuit if too much current goes through it.

The terminal of a MOSFET transistor to which the control voltage is applied. (see MOSFET transistor) A wire or wires that are in contact with the metal chassis of the vehicle (ground). Can be caused by a loss of insulation from the wire, or by connecting the wire to the vehicle.

A type of low current transistor which can turn ON when a magnetic field is placed close to it.

An assembly made of two or more wires that are held together.

A mounting frame used for semiconductor cooling.

An electrically activated device used to record the amount of usage a truck receives.

A lamp or LED that gives an indication of some vehicle condition when it turns on or flashes.

A voltage change at the incoming connection of a component.

A material that has a very large resistance so that it will not let current flow through it.

Light Emitting Diode - a diode that emits light (lights) when current flows in the forward direction.

The main printed circuit board containing a microprocessor and circuits to condition the voltage signals that go into or come out of the logics. It electronically monitors and controls the truckÕs functions.

The area around a magnet where magnetic forces can be detected.

A small computer chip preprogrammed to control the various electrical functions on a lift truck.

A semiconductor component used in electric lift trucks as an electronic switch. A MOSFET most often has 3 terminals, a GATE (G), a DRAIN (D), and a SOURCE (S). The main current flow is between the drain and the source. This main current flow is controlled by a VOLTAGE on the gate.

Words used with a switch or relay. Their normal condition is their condition when they are not controlled by the application of force, temperature, pressure, or electricity.

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Systems Operation

NAME Normally Closed (N.C.) Normally Open (N.O.) OFF-Time Ohm ON-Time Open Circuit Output Overload Pin Plugging Plugging Current Limit Potentiometer Power Circuits Power Transistor Pulsing Relay

Resistor Schematic

Semiconductor Series Wound Motor Short Circuit Shunt Socket Solid State

Source Switch Systems Terminal Thermal Switch Turn ON MicroController Control System

DESCRIPTION A switch or relay whose contacts are closed in the normal condition.

A switch or relay whose contacts are open in the normal condition.

The amount of time current does not flow through a transistor.

The unit of measurement of resistance. The amount of resistance that will let one volt push only one ampere of current through it.

The amount of time current flows through a transistor.

Wiring or components of a circuit that have no continuity.

The current flow from a component which initiated from a voltage change at the componentÕs input.

The presence of voltage or current which is greater than an electrical circuit or component is designed to handle.

The male contact of a connector that fits into a female contact (socket) of another connector.

A portion of electrical braking where the generated current is directed back through the armature.

The maximum allowable current at the drive motor armature during the plugging portion of electrical braking.

An adjustable resistor to preset electronic controls for proper specifications.

The main current carrying components and conductors (indicated by the heavy lines on a schematic).

A component in the power circuit which allows main motor current to pass through when turned on.

Current flow in a circuit being turned on and off.

An electrical component consisting of an electromagnetic coil and a set of small contactor tips. Control current passes through the coil, building a magnetic field which closes or opens the contactor tips. When the contactor tips are closed, low current can flow in a separate isolated circuit.

A component made of a material that has a specific resistance to the flow of current.

A line drawing of an electrical or electronic assembly which uses symbols to show individual components. It shows how the components, wires and connectors function electrically.

Components such as, transistors, diodes, thyristors, etc. having electrical characteristics between a conductor and an insulator.

A motor in which the armature is connected in series with the field windings.

An electrical connection between two or more components that is not desired.

A precision low-value resistor.

The female contact of a connector that slips over a male contact (pin) of another connector.

Reference to semiconductor components or circuits that use semiconductor components that have no moving parts, such as diodes and transistors.

A terminal of a MOSFET transistor through which the main current flows. (see MOSFET transistor) A component used to control an electric circuit. It can close or open a circuit.

The electrical components, circuits, and connections that deliver power to perform specific tasks.

An electrical connection point on an electrical component.

A switch that activates at a set temperature.

When an electrical component conducts current.

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Systems Operation

NAME Varistor Volt

Watt

Wire Wiring Diagram

Zener Diode

MicroController Control System

DESCRIPTION A component terminated across the horn connections to eliminate voltage spikes when the horn is activated.

The unit of measurement of electromotive force. One volt is the force needed to make one ampere of current flow through one ohm of resistance in a circuit.

The unit of measurement of power. The amount of power used when one volt pushes one ampere of current through a resistance of one ohm.

The result of amperes (current) multiplied by volts (voltage) is watts (power).

A conductor used to provide a path for current to flow to and from electrical components.

A drawing using visual representation of components the way they actually look. It is used to show the locations of components and the connections between them.

A special diode used to regulate voltage or as an overvoltage (too high a voltage) protector.

14

Systems Operation

Symbol Library

2

3

4

5

6

9 7

1

8 10

16 20

ARM. 11

12

P1-10

13

14 15

19 18

17

ILBD004S Schematic Symbols (1) Power Mosfet. (2) Shunt. (3) NPN Transistor. (4) PNP Transistor. (5) Thermal Switch. (6) Battery. (7) Resistor. (8) Diode.

(9) Normally Closed Contacts. (10) Normally Open Contacts. (11) Male Terminal of Connector (Pin).

(12) Female Terminal of Connector (Socket). (13) Wire Connection. (14) No Wire Connection. (15) Contactor Coil. (16) Armature.

(17) Field Windings. (18) Capacitor. (19) Fuse. (20) Switch.

MicroController Control System

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Systems Operation

Location of Components on Panel

6

9 A

8

7

5

4

1 A 3

10 11

2 SECTION A-A

ILBD005S (1) Logic Unit (Logics). (2) Power Modules-Drive. (3) Bypass Contactor. (4) Diodes-Plugging (D5L, D5R). (5) Line Contactor.

(6) Fuse. (7) Shunt-HYD. (8) Power Module-HYD. (9) Thermal Switch-HYD. (10) Direction Contactors. (11) Shunts-Drive.

MicroController Control System

16

Systems Operation

Power Module (Layout)

2

1

3

4

ILBD006S

(1) Mosfets. (2) Diode. (3) Capacitors. (4) Driver Board.

MicroController Control System

17

Systems Operation

General Information The truck power circuit is arranged so that the direction contactors connect both drive motors to move the truck FORWARD when the contactors are at rest. If reverse is selected then both direction contactors will energize and change over the motor armature connections to move the truck in REVERSE. The 2 drive motors are controlled independently as a function of steer wheel angle. If the steer wheel is straight ahead then both motors will receive the same ÒONÓ time, the actual % ÒONÓ being determined by accelerator position. As the steering wheel turns more and more the ÒONÓ time to one motor is cut to 50% of the other motor, and this is reduced to zero ÒONÓ time as the steer wheel turns further,. Finally the motorÕs direction contactors change over and the motor is given 75% of ÒONÓ time in the opposite direction to the other motor. This provides a sort of Òelectronic differentialÓ to assist in steering.

The power panel is the control center and the Logic Units are the decision making part of the panel.

There are 2 logic units. One is mounted on the control panel and is called the MASTER logics and the second one is mounted under the dash at the front of the truck and is known as the SLAVE logics.

The slave logics communicates with the master logics using serial digital communication.

The slave logics receives inputs from the lift, tilt, auxiliary, etc. switches. The accelerator pedal operates a spring loaded ÒstripÓ which moves up & down inside the slave logic box. This strip carries a magnet and changes the status of hall effect transistors inside the slave logic. The position of the strip determines the speed demand. In a similar fashion the direction switch operates a second strip which affects the status of 2 more hall effect transistors to determine which direction is being requested.

The speed of the hydraulic motor is controlled by the inputs from microswitches mounted on the tilt, lift. and auxiliary (if fitted) levers. There are 2 lift speeds, a low speed (speed 1) and a high speed (speed 2).

Speed 1 is pre-set but can be adjusted by the operator during setup. Speed 2 is full speed with the transistors pulsing 100% ÒONÓ. The lift ramp (time taken to reach 100% ÒONÓ time) is also pre-settable from 0.5 seconds to 2 seconds.

The slave logics also contain a built in Battery Discharge Indicator (BDI) with lift interrupt and also built in run time diagnostic capabilities. Various vehicle operating features can be programmed by placing a magnet against the letter ÒSÓ on the slave logic cover and then turning ON the key.

Similarly if the magnet is placed against the letter ÒDÓ then the operator can check the operation of all the switches and the accelerator .

The steering system is activated when the truck is powered up and the line contactor closes. The truck uses a combined power steering / hydraulic system where the hydraulic fluid for steering is provided by a series motor, pump, and priority valve.

LOGIC UNIT - MASTER The master logic unit is mounted on the power panel and consists of a printed circuit board inside a metal enclosure.

There are 2 drive motors, one for each wheel. The speed of both drive motors and the pump motor are controlled by pulsing transistors ON and OFF and controlling contactor operation. The drive circuit pulses the transistors to provide travel speed control up to 80% full speed after which the bypass contactor closes.

The drive circuit includes a failure protection circuit which detects malfunctions of the drive power circuit, a plugging circuit to provide electrical braking, and a current limit to prevent excessively high currents during transistor pulsing.

MicroController Control System

There are no adjustments available inside the slave logic unit. The printed circuit card carries a set of flying leads which terminate in sealed AMP connectors.

(1) Connector P1 (2) Connector P2 (3) Jumper JP1 (4) Jumper JP2 (5) Resistor R118 (6) Reverse Direction IC5 (7) Forward Direction IC6 (8) Accelerator IC7 ~ IC14 (9) Diagnostic IC16 (10) Setup IC15 (11) Connector P3 (12) Connector P4 (13) Connector P8

18

Systems Operation

Logic Units - Master & Slave

11 3 4

5

1

2 8

7

6

12

9

10

13

ILBD007S

MicroController Control System

19

Systems Operation

Operational Circuit Elements

On Board ÒRun TimeÓ Diagnostics (Fault Detection)

Central Vehicle Monitoring System

ÒRun timeÓ diagnostics use letters and numbers on the seven segment LED portion of the CVMS and international pictorial symbols on the LED to signal both improper operating sequences and truck circuit defects.

The Central Vehicle Monitoring System (CVMS) forms part of the slave logic and consists of a seven segment light emitting diode (LED) together with 4 individual LEDÕs. The CVMS interacts with the slave and master logics and functions as a battery discharge indicator (BDI) , and also provides on board diagnostic data on the operational condition of the truck. During normal operation it provides ÒRun timeÓ diagnostics and during troubleshooting it provides ÒSelf diagnosticsÓ. It also is used as an indicator when in the ÒSetupÓ mode which is used to pre-set various operating features of the truck, and to access stored error codes.

Display = Park Brake Indicator If the park brake is applied, the park brake red LED will be ON to notify the operator that the brake is applied and the drive operation is prohibited.

Display = ÒBlankÓ Main Fuse has blown or possible short Display = ÒFull OnÓ Serial communications have been cut.

Display = ÒEÓ (Flashing) Key On, No Operator Warning Anytime the battery is connected, the key switch is turned ON and no one is in the seat the letter ÒEÓ will flash on and off. The truck will not operate until the seat switch is closed.

Display = ÒEÓ (Not Flashing) Static Return to Off (SRO) The logics have a Static Return to Off (SRO) circuit which assure the direction switch has been returned to neutral and the accelerator has returned to the full upright position after the key switch has been turned ON and the seat switch closed. This safeguards against an accidental actuation of direction and speed when an operator resumes operation of an idle truck. If SRO occurs, the direction lever can be moved to neutral and/or the accelerator pedal released. The direction can now be selected and the accelerator pedal depressed to start normal lift truck operation.

ILBD008S

Battery Discharge Indicator The logics monitors the battery voltage during truck operation and shows the level of battery charge on the 7 segment display. A Ò9Ó indicates a fully charged battery. As the battery discharges down the display decreases to Ò8Ó, Ò7Ó, Ò6Ó, etc. down to 2. When the display reaches Ò1Ó , it will roll from Ò0Ó to ÒFÓ to alert the operator of low battery level. If the battery should reach level Ò0Ó the lift interrupt will be activated.

The lift, tilt, and auxiliary functions will be drastically reduced in speed, operating only with steering flows, and the travel speed will be cut in half. At this point the battery is greater than 80% discharged. The logic unit will remember that the battery has been discharged to lift interrupt, and require a fully charged battery to reset the remembered interrupt. See program feature ÒAÓ.

MicroController Control System

Overtemperature Symbol A normally closed thermal switch is constantly monitored by the electronics. If the control panel overheats then the switch will open and the electronics will turn on the appropriate LED. Truck performance will also be affected, as appropriate.

20

Systems Operation

Display = ÒF&0 - F & 9Ó, ÒF&AÓ, ÒF&EÓ, Failure Protection Circuits

Display = ÒF&7Ó Drive System Problem (Right) flyback failure

The Failure Protection Circuit (detailed below) guards against a condition which could cause the operator to loose control of the lift truck. If one of the failure protection circuits is activated, the display will alternately flash the letter ÒFÓ and a number. The logics will deactivate the line contactor to prevent normal operation of the truck.

The Master logic monitors the voltage on the drain of the drive motor MOSFETS and the signal to the gate of these MOSFETS. If the drain remains at battery voltage while the gate changes voltage, the ÒF&7Ó will appear on the display and the truck will shut down.

Display = ÒF&8Ó Pump System Problem - flyback failure

Display = ÒF & 0Ó Excessive Current in Bypass The Master logic monitors the voltage on the drain of the pump motor MOSFETS and the signal to the gate of these MOSFETS. If the drain remains at battery voltage while the gate changes voltage, the ÒF&8Ó will appear on the display and the truck will shut down.

Display = ÔF & 1Ó Direction Switch Error Display = ÒF & 2Ó MOSFET drive problem (Left) The Master logic monitors the voltage on the drain of the drive motor MOSFETS and the signal to the gate of these MOSFETS. If the drain remains at battery negative voltage while the gate changes voltage, the logic will assume that the MOSFETS in the drive system are failed. The ÒF&2Ó will appear on the display and the truck will shut down.

Display = ÒF&AÓ Angle Circuit Problem Steer angle commands are monitor by the Master logic. If a problem occurs with the steer switches or itÕs associated connector / wiring then the line contactor will open and an ÒF&AÓ will appear on the display and the truck will shut down.

Display = ÒF&3Ó MOSFET Drive Problem (Right) Display = ÒF&CÓ Serial Communication Problem The Master logic monitors the voltage on the drain of the drive motor MOSFETS and the signal to the gate of these MOSFETS. If the drain remains at battery negative voltage while the gate changes voltage, the logic will assume that the MOSFETS in the drive system are failed. The ÒF&3Ó will appear on the display and the truck will shut down.

Both the Slave and Master LogicÕs monitor the serial communication link between the two logic boards. If no communication occurs for 1/2 Second the ÒF&CÓ will appear on the display and the truck will shut down.

Display = ÒF&dÓ Pressure Switch Problem

Display = ÒF&4Ó Drive System Problem - Short FET or Bypass Contactor

The Slave logic monitors the status of the pressure switch during the first 3 seconds of operation of the lift truck. If the pressure switch remains open for this time period, the logics assume that the switch is either unplugged or defective and will display ÒF&dÓ only while the truck is in neutral. This error is not saved in memory. The truck will operate normally except that the pump motor will run at the ÒBoostÓ level continuously.

The Master logic monitors the voltage on the drain of the drive motor MOSFETS and the signal to the gate of these MOSFETS. If the drain remains at battery negative voltage on both MOSFET modules while the gate changes voltage, the ÒF&4Ó will appear on the display and the truck will shut down.

Display = ÒF&6Ó Drive System Problem (Left) flyback failure

Display = ÒF&EÓ EPROM Error

The Master logic monitors the voltage on the drain of the drive motor MOSFETS and the signal to the gate of these MOSFETS. If the drain remains at battery voltage while the gate changes voltage, the ÒF&6Õ will appear on the display and the truck will shut down.

MicroController Control System

The EPROM contains the Setup operations of the truck, when the truck is first started the microprocessor reads these contents to verify the function of the truck. If the EPROM is not programmed (see programmable features) or has been damaged, the line contactor will open and ÒF&EÓ will appear on the display.

21

Systems Operation

Wait Mode

Accessory Circuits

If the seat switch is closed, key turned to ON, and the direction lever left in neutral for more than 6 seconds (see programmabler features) with no other operator requests, then the line contactor will open.

The truck will remain in this condition until the operator activates the direction lever, accelerator pedal, or a control valve lever, at which time the line contactor will close again and the truck is ready for normal operation.

Horn Circuit The horn will operate when the battery is connected and the horn button is pushed. Current flows from battery positive through the key fuse, horn switch, and horn back to battery negative.

Hour Meter Circuit The Hour meter is active whenever the key switch is turn ON and the seat switch is closed. The positive terminal of the hour meter is supplied battery voltage form the key switch. The negative terminal of the hourmeter goes to the seat switch wire # 7B. The hourmeter is polarity insensitive and the positive and negative terminals can be switched without damage to the hourmeter.

Current Sensor (Shunts) There is a current sensing shunt connected in series with each of the 3 motors, and the voltage drop across these shunts is detected and amplified by the electronics to provide a measurement of motor current.

Resistor (Charging)

DC/DC Converter (Note: The DC/DC converter is optional)

A charging resistor is used to maintain voltage on the head capacitors whenever the battery is connected and the line contactor is open. This voltage reduces arcing of the line contactor tips during line contactor closing. This resistor is mounted inside the Master Logics.

The DC/DC converter changes the lift truck battery voltage to 12 volts. This 12 volts is used to power accessories such as floodlights, brakes / side lights, and back-up alarms.

The positive of the 12 volt output is common to the positive of the battery voltage.

The negative of the 12 volt output is pulsed to maintain a steady 12 volt supply to the accessories.

The 12 volt output of the converter is protected against short circuits and overloading by an internal current limit circuit, and an internal fuse protects against reverse battery connection.

Contactors The control panel is equipped with intermittent duty contactors. The logics controls the voltage supplied to the contactor coils. When a contactor is first activated, full battery voltage is supplied to the coil.

After the contactor tips have closed, the logics will pulse the coils to reduce the voltage across the coil to between 22-26 volts.

WARNING

Accelerator Control

Do not connect the 12 volt negative output of the DC/DC converter to battery negative. Damage to system components may occur.

The accelerator control is solid state device that is incorporated in the Slave logic enclosure and that generates different voltage patterns to the microprocessor internal to the Slave logic. The patterns provide speed levels including one level for no speed and one for bypass operation.

Internal to Slave logic are eight Hall Effect switches that are used to generate these patterns. The accelerator contains a magnet and as it passes over the Hall Effect switches the switch closes, the pattern created by the sequence of open and closed switches form the accelerator control.

Steer Angle Control The two drive motors are controlled independently as a function of the steer wheel angle. (see steering circuits) MicroController Control System

22

Systems Operation

Actuation Circuit

ILBD009S

NOTE : The circuit diagrams have shaded lines for illustration of current flow in each circuit. Other circuits can be activated at the same time , but each one is shown separately to illustrate current flow in each individual circuit.

MicroController Control System

NOTE : Whenever any switches or sensing circuits feed signals into the SLAVE logic this information is automatically passed to the MASTER logics through the digital serial communication link on wire # 100 and wire # 101.

23

Systems Operation

This circuit provides power to the master and slave logics. It must be activated before power steering, hydraulics, or drive will operate.

5. A charging resistor is used to maintain voltage on the head capacitors whenever the battery is connected and the line contactor is open. This voltage reduces arcing of the line contactor tips during line contactor activation. The charging resistor is installed in parallel with the line contactor tips. Current flows from battery positive through the P1-5, charging resistor, P1-4 line fuse, and into the head capacitors on each power MOSFET module. Current also flows from the negative side of all the head capacitors into battery negative. This circuit will maintain a voltage across the head capacitor equivalent to approximately two thirds of battery voltage.

The charging resistor (R118, 1.5 k½) is located inside the Master Logics.

1. When the battery is connected and the keyswitch is closed, current flows from battery positive through the key fuse, key switch, wire # 4, P26-1, to the master logic connector P3-1. The master logic connection to battery negative is at P2-1.

Power also flows from the key switch to the slave logic on P4-1.

The CVMS is an integral part of the slave logic and receives power automatically when the slave logic receives power. The CVMS will do a Òlamp testÓ which will light all the warning lights for approximately 1 second.

2. The logics will start to perform a series of ÒRun TimeÓ diagnostic checks. The slave logics will begin to communicate with the master logics by sending digital pulses on P8-2 and P8-4 (Slave logic) and P3-11 and P3-12 on the master logic.

3. When the seat switch is closed, current will flow from the master logics through P3-6 through wire 7# to the seat switch to battery negative. The logics then activates the line contactor by allowing current to flow from master logics P2-20 through the line contactor coil and back to the logics through P2-19 and through an internal transistor to battery negative.

4. With the line contactor tips closed the logics continues its checks for any ÒRun TimeÓ faults. If no faults are detected the display will indicate the battery charge level, the power steering system operates, the pump and drive power circuits receive battery voltage, and the master logics receives battery voltage on P1-8 which indicates that the power fuse is OK.

MicroController Control System

24

Systems Operation

Hydraulic Pump Motor Circuit

ILBD010S

MicroController Control System

25

Systems Operation

Only one hydraulic pump motor is used for all power steering, lift, tilt, and auxiliary hydraulic functions.

To activate the pump circuit, the seat switch, key switch, and line contactor must be closed first as explained in the topic, Actuation Circuit. The power steering, lift, tilt, and auxiliary circuits are explained as follows.

Both the percentage ON time at ÒIDLEÓ and at ÒIN USEÓ are pre-set and can be changed by the operator. (See programmable features) The power MOSFET module contains a flyback diode for the hydraulic motor circuit. This circuit uses the current created by the collapsing magnetic field of the field windings in the pump motor to keep current flowing when the power MOSFETS in the module are OFF. When these MOSFETS are OFF current flows through PS2, D4P, shunt S1, PA1 and the pump motor armature back to the field. When the pump motor power MOSFETS are pulsing the flyback circuit causes the average pump motor current to be greater than the average battery current through the pump motor power MOSFETS. (Except at 100% ÒONÓ)

Power Steering Circuit The power steering (PS) circuit has 2 speeds (PS idle and PS in use). independent of the lifting speeds.

NOTE : The circuit diagrams have shaded lines for illustration of current flow in each circuit. Other circuits can be activated at the same time , but each one is shown separately to illustrate current flow in each individual circuit.

After the line contactor is closed the master logics generates a positive pulsing signal (approximately 5 volts) on the signal input to the pump motor power MOSFET module at pin 1 of the module connector.

This is a rapidly changing signal that can only be viewed on an oscilloscope.

When this signal is high (at +5V) then the driver board on the module converts this signal to +15V and feeds it to all four of the power MOSFETS on the pump module. This causes all 4 MOSFETS to turn ON and a high amperage motor current can flow from battery positive through the pump motor and through the MOSFET module to battery negative.

When the signal is low (0V) then the driver board removes the +15V from all four power MOSFETS on the pump module and the mosfets turn OFF and pump motor current can no longer flow to battery negative.

The percentage ON time of this signal from the master logics is also the percentage ON time of the power MOSFET module. The module is pulsed at 8% (See programmable features) and therefore supplies 8% of battery voltage to the pump motor.

If the steering wheel is turned, hydraulic pressure increases and a pressure switch located in the steering gear load sensing hose, will open. This causes the voltage at the slave logic connector P4-7 to change from a LOW (less than 1 volt) to a HIGH (about 5V). When a HIGH is present the master logics knows that more hydraulic flow is required and will increase the ON time of the pump motor power MOSFET module.

MicroController Control System

26

Systems Operation

Lift Control Circuit

ILBD011S

NOTE : The circuit diagrams have shaded lines for illustration of current flow in each circuit. Other circuits can be activated at the same time , but each one is shown separately to illustrate current flow in each individual circuit.

MicroController Control System

27

Systems Operation

This control accepts a two speed lift control signal and tilt / aux lever signals. All signals are provided by microswitches which are activated whenever the appropriate lever is operated. The lift lever operates two microswitches corresponding to lift speed 1 and lift speed 2.

Tilt Control Circuit The tilt and auxiliary circuits are controlled by separate slave logic inputs at P4-2 (Tilt), P4-5 (Aux1), and P4-6 (Aux2). A separate microswitch is used for each function. Each switch will connect their respective slave logic input to battery negative when activated. The master logics will then pulse the pump motor power MOSFET module to control the pump motor to a pre-set speed.

The speed of each function is pre-set but can be changed by the operator. (See programmable features)

As the lift lever is pulled back switch #1 operates first and initiates lift speed one which is pre-set but can be changed by the operator. (See programmable features). As the lift lever is pulled further back then switch #2 operates and initiates lift speed 2 which changes the pump power MOSFET moduleÕs ON time to 100% and thus provides maximum lift speed.

The time taken to reach full lift speed (LIFT RAMP) is pre-set but can be changed by the operator. (See programmable features)

Lift Bypass Contactor

The current through the pump motor flows through the pump motor current sensing shunt and produces a small voltage across this shunt. This voltage is proportional to the current in the shunt, and is sensed and amplified by the master logic and used as an indication of level of current in the motor.

NOTE : The Lift Bypass Contactor is Optional When the lift lever is pulled all the way back and the pump motor power MOSFET module is pulsing at 100% then the master logics activates the pump bypass contactor by allowing current to flow from master logics P2-20 through the pump bypass contactor coil and back to the logics through P2-15 and through an internal transistor to battery negative.

As the pump motor increases in speed the pump motor armature produces a counter electromotive force (EMF) which is a voltage opposing the applied battery voltage and tends to reduce the current in the motor. If the load on the pump motor is excessive then the motor slows down and little counter EMF is produced As the ON time increases the current in the pump motor rises higher and higher. This current is sensed by the master logics and when it reaches the level pre-set by the pump current limit circuit the master logics prevents any further increase in ON time for the pump motor. Once the current no longer reaches the pre-set Òcurrent limitÓ level then the master logics allows further increase in percentage ON time.

The master logics continuously monitors the current in the pump motor at all times and thus protects the power MOSFET modules and the pump motor from excessive current When the operator pulls the lift lever the microswitch closes and the voltage at P4-3 on the slave logic moves from a HIGH (about 5 volts) to a LOW (less than 1 volt). The master logics senses this changing voltage and begins to send pulses to the pump motor power MOSFET module at the percentage ON time pre-set previously by the operator. If the lift lever is pulled back even further then the voltage at P4-4 on the slave logic moves from a HIGH (about 5V) to a LOW (less than one volt) and the master logic responds by increasing the ON time of the pump motor power MOSFET module to 100%.

MicroController Control System

28

Systems Operation

Drive Circuit

ILBD012S

NOTE : The circuit diagrams have shaded lines for illustration of current flow in each circuit. Other circuits can be activated at the same time, but each one is shown separately to illustrate current flow in each individual circuit.

MicroController Control System

29

Systems Operation

With the actuation circuit complete the slave logics monitors the position of the strip connected to the accelerator pedal which is free to slide inside the slave logic. This strip carries a magnet and when the accelerator is depressed this magnet moves past a line of hall effect transistors mounted on the slave logic printed circuit board. This movement causes a change in voltage as it passes over each hall effect device, and this changing pattern of voltage is used by the master logics to determine what drive motor speed is being requested by the operator.

The percentage ON time of the pulsing voltages at P2-5 and P2-6 is also the percentage ON time of the power MOSFETS in the left and right drive motor power MOSFET modules. The percentage ON time out of the logics is determined by how far the accelerator is depressed.

When the power MOSFETS in a drive motor power MOSFET module is ON current flows through the field windings of the drive motor and a magnetic field is created around the motor windings. When the MOSFETS are turned OFF battery current through the windings stops and the magnetic field collapses .

This collapsing magnetic field induces current which continues to flow in the drive motor while the MOSFETS are OFF. This currents assists in powering the drive motor during this time.

In similar fashion the strip connected to the direction switch can move over one of two hall effect devices, one of which is activated if the direction lever is moved to FORWARD, and the other if the direction lever is moved to REVERSE. If forward is selected and the accelerator pedal is pushed down then the master logics begins sending a pulsing voltage to both the left (at P2-6) and right drive (at P2-5) motor power MOSFET modules. This is a rapidly changing signal that can only be viewed on an oscilloscope.

This induced current flows from the field winding S2 cable, through the flyback diode, the current sensing shunt, the contactor tips, the motor armature, the contactor tips and back to the field at cable S1.

Because there is still current flowing in the motor when the current from the battery has stopped (because the MOSFETS are off) the AVERAGE current in the drive motor (during pulsing) is greater than the average current drawn from the battery (Except at 100% ON).

The driver boards attached to each drive motor power MOSFET modules convert this (5V) pulsing signal into a 15V pulsing signal which is passed on to the four power mosfets contained in each module.

When this voltage is HIGH (15V) then the mosfets turn ON and high amperage current can flow from battery positive, through left drive motor shunt S2, through the left drive motor forward contactor tips, the motor armature, left drive motor forward contactor tips, motor field, and left drive motor power MOSFET module to battery negative. In a similar fashion high amperage current also flows through the right drive motor.

The current through each drive motor flows through their respective current sensing shunts and produces a small voltage across these shunts. This voltage is proportional to the current in the shunt. These voltages are sensed and amplified by the master logic and are used as an indication of level of current in the motor.

As the lift truck increases in speed the drive motor armature produces a counter electromotive force (ÒEMFÓ or ÒvoltageÓ) which opposes the applied battery voltage and tends to reduce the current in the motor. If the motor armature is unable to move (or can only move slowly) then no counter EMF is produced and as the ON time increases the current in the drive motor rises higher and higher. This current is sensed by the master logics and when it reaches the level pre-set by the current limit circuit the master logics prevents any further increase in ON time for that particular motor. Once the current no longer reaches the pre-set Òcurrent limitÓ level then the master logics allows further increase in percentage ON time.

With forward selected the direction contactors DO NOT ACTIVATE .* This is because the power circuit is wired such that with the direction contactors at REST both drive motors are connected so as to move the fork lift truck forward. (* See section on proportional steering) If reverse is selected then the master logics activates the direction contactors by allowing current to flow from master logics P2-20 through the forward and reverse contactor coils and back to the logics through P2-17 (left drive motor direction contactor coil) and through P2-18 (right drive motor direction contactor coil) and finally through internal transistors to battery negative. This action connects both drive motors so as to move the fork lift truck in reverse.

MicroController Control System

The master logics continuously monitors the current in both drive motors at all times and thus protects the power MOSFET modules and the drive motors from excessive current.

30

Systems Operation

Bypass & Electrical Braking (Plugging) Circuit

ILBD013S

MicroController Control System

31

Systems Operation

Bypass Circuits

Thermal protection circuit

The bypass circuit bypasses both drive motor power MOSFET modules and connects both drive motors idirectly across the battery , applying full battery voltage to both drive motors. If the accelerator pedal is fully depressed and the master logics has pulsed both drive power MOSFET modules through 80% ON time then the master logics will allow current to flow from P2-20, through the bypass contactor coil and back to the master logics at P2-16 and finally to battery negative through an internal transistor to battery negative.

Control panel A thermal switch mounted in the pump motor power MOSFET module heatsink monitors the heatsink temperature. This switch is normally closed and when the heatsink reaches a pre-determined temperature the switch opens. This causes the voltage on master logic pin P1-7 to go from a LOW (less than 1 volt) to a HIGH (about 5V). The master logics responds by limiting the maximum allowed percentage ON time for the pump motor, and by turning ON the yellow overtemperature light on the CVMS panel.

An ÒE&3Ó will be stored as an error code.

Electric Braking (Plugging) When the heatsink cools back down the switch will close again, the overtemperature light will go out, and the pump motor will be allowed to run at full power once again.

Electrical braking permits the lift truck operator to slow, stop, and change the direction of travel electrically without using the service brake. This action allows for a smooth shuttle operation while saving wear on the service brakes.

Electrical braking begins when the operator selects a direction opposite to the lift truck motion while keeping the accelerator depressed. The master logics senses the voltage at each drive motor S1 terminal. When the operator plugs the truck the counter electromotive force (Back EMF) produced by the armature no longer opposes the applied battery voltage since the direction contactors activate and reverse the connections to the armatures.

Considering the left drive motor, the back EMF now pushes current out of the armature, through the direction contactor tips, plug diode D5L, current sensing shunt S2, direction contactor tips, and back to the armature. This forces the voltage at the S1L cable to become MORE POSITIVE than battery positive voltage due to the voltage drop across D5L. The master electronics senses this situation and reduces the percentage ON time to the left drive motor and controls this ON time so that the left drive motor current remains at a pre-set level. This level can be changed by the operator. (see programmable features).

An identical sequence of events occurs to the right drive motor circuit.

MicroController Control System

32

Systems Operation

At -90 degrees the third microswitch operates and the voltage at master logic pin P3-2 goes to a HIGH. The master logics now activates the left hand drive motor direction contactor and pulses the left hand drive power MOSFET module at a maximum percentage ON time of 75%.

Steering Circuits When the steering wheel is turned clockwise or counterclockwise then the rear wheel turns accordingly and a cam attached to the turn spindle of the rear wheel also turns. There are four microswitches which are activated by this cam at preset angles of the rear wheel.

These actions cause the left hand drive motor to turn in REVERSE and assist in steering.

If the truck is being driven, say, forward and the rear wheel is Òstraight aheadÓ (0 degrees) then both left and right drive motors will be pulsed at the same percentage ON time. As the steering wheel is slowly turned, say, to the left then rear wheel together with itÕs cam rotates and at -45 degrees the first microswitch operates.

This causes the voltage on master logic pin P3-4 to go from a LOW (less than 1 volt) to a high (about 5 volts). The master logic responds by cutting the percentage ON time of the left drive motor to a maximum of 50%.

In a similar fashion turning the steering wheel to clockwise causes the rear wheel and itÕs attached cam to rotate clockwise. Once again three microswitches operate at the same angles of rotation and produce the same results as above except in the right hand drive motor instead of the left.

The table below shows the relationship between rear wheel angle, voltages at the appropriate master logic pins (P3) and steering microswitch connector pins (P20) controlled by the steering microswitches, and the resulting percentage ON time for each motor.

As the wheel is turned further then at -75 degrees the second microswitch operates and this causes the voltage on master logic pin P3-3 to join pin P3-4 at a HIGH. The master logics now cuts the percentage ON time to the left hand drive motor to ZERO. (The left hand power MOSFET drive module cease to pulse).

The left hand drive motor is no longer being supplied with power and is free to rotate.

Rear Wheel

P3-2

P3-3

P3-4

P3-5

ON Time

ON Time

Angle

(P20-4)

(P20-3)

(P20-2)

(P20-1)

(Left)

(Right)

0V

100%

100%

Wheel STRAIGHT:0V

0V

0V

Steering wheel turning CLOCKWISE:45 Deg

0V

0V

0V

5V

100%

50%

75 Deg

0V

0V

5V

5V

75%

0%

90 Deg

5V

0V

5V

5V

75%

-75%

Steering wheel turning COUNTERCLOCKWISE:45 Deg

0V

0V

5V

0V

50%

100%

75 Deg

0V

5V

5V

0V

0%

75%

90 Deg

5V

5V

5V

0V

-75%

75%

MicroController Control System

33

Systems Operation

Programmable Features:

8. To program this value into memory place the magnet over the Setup indicator then remove the magnet. The next feature number should be flashing on the display. When the display is flashing ÒFÓ all of the features have been programmed into EPROM space.

There are 15 programmable features that effect the operation of the lift truck. A table of these features, the default settings, the minimum setting, and the maximum setting are shown below: Feature Number Minimum Maximum DEFAULT (Flashing) (Factory Setting)

Description

0

1

9

4

Lift1 Speed

1

1

4

4

Lift2 Ramp (0.5 5 Secs per increment)

2

1

9

4

Tilt Speed

3

1

9

2

Aux1 Speed

4

1

9

2

Aux2 Speed

5

1

5

1

Acceleration Ramp

6

1

A

5

Current Limit Left Motor

7

1

A

5

Current Limit Right Motor

8

1

A

5

Plugging Current Limit

9

1

A

5

Battery Offset Value

A

1

6

4

Discharged Battery Reset Value

b

1

9

3

Steering PWM

c

1

9

3

Idle PWM

d

1

6

3

Seat Switch Timer (Seconds)

After programming a feature or features, the forklift should be tested to verify that the option is correct.

Lift 1 Speed Feature Ò0Ó: This feature sets the pulsing duty cycle to the hydraulic pump motor power MOSFETS when the first switch of the lift lever is activated. The higher the duty cycle the faster the speed of the motor. The motor duty is 33% + (value x 3%), Default is 4, so the duty = 33% + (4 x 3%) = 45% Lift 2 Acceleration Ramp Feature Ò1Ó: This feature sets the time it will take the truck to accelerate the hydraulic pump motor power MOSFETS from 0% to 100% ON from when the second switch of the lift lever is activated.

Programming Features: To change individual features use the following procedure:

1 = 0.5 Seconds 2 = 1 Second 3 = 1.5 Seconds 4 = 2 Seconds (Factory Setting)

1. Place the direction switch in neutral and turn off the key switch 2. Place the magnet over the Setup indicator on the Slave logic.

Tilt Speed Feature Ò2Ó: This feature sets the pulsing duty cycle to the hydraulic pump motor power Mosfets when the switch of the tilt lever is activated. The higher the duty cycle the faster the speed of the motor. The motor duty is 22% + (value x 7%). Default is 4, so the duty = 22% + (4 x 7%) = 50%

3. Turn the key switch to ON. 4. The display should show a flashing Ò0Ó. This indicates feature Ò0Ó is selected.

5. Cycling the magnet on and off the Setup mark advances the display to the next feature number.

Cycle the switch until the feature number of the parameter to be programmed is flashed on the display.

Aux1 Speed Feature Ò3Ó: This feature sets the pulsing duty cycle to the hydraulic pump motor power MOSFETS when the switch of the Aux1 lever is activated. The higher the duty cycle the faster the speed of the motor. The motor duty is 30% + (value x 7%). Default is 2, so the duty = 30% + (2 x 7%) = 44%

6. With the desired feature number being flashed, move the direction lever to forward. The display will stop flashing and show the value the feature is presently programmed to.

Aux2 Speed Feature Ò4Ó: This feature sets the pulsing duty cycle to the hydraulic pump motor power MOSFETS when the switch of the Aux2 lever is activated. The higher the duty cycle the faster the speed of the motor. The motor duty is 30% + (value x 7%). Default is 2, so the duty = 30% + (2 x 7%) = 44%

7. To increase the value, cycle the direction lever to neutral then back to forward. The display will increment one number. To decrease the value, cycle the direction lever to neutral then back to reverse. The display will decrement one number.

Repeat this cycle until the desired value for the feature is shown.

MicroController Control System

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Systems Operation

Acceleration Ramp Feature Ò5Ó: This feature is the time it will take the truck to accelerate from a complete stop to the time the bypass contactor will activate.

1 = 1.86 Seconds (Factory Setting) 2 = 2.15 Seconds 3 = 2.43 Seconds 4 = 2.72 Seconds 5 = 3 Seconds

Battery Offset Value Feature Ò9Ó: This feature sets the offset added or subtracted from the BDI. The nominal value is 5, each increment below 5 subtracts one level and each increment above 5 adds one level. This value should be set according to the actual battery voltage as read with a digital meter. (See programming features) Discharged Battery Reset Value Feature ÒAÓ: This feature sets the level of battery charge required to enable the hydraulics after a lift interrupt occurs.

The BDI must read a voltage greater than the equivalent BDI display number set in this feature.

The factory setting is set at BDI level Ò4Ó.

Current Limit Left Motor Feature Ò6Ó: This feature sets the current limit level for the left motor during normal operation. When the current limit is reached the logics will prevent any further increase of ON time.

1 = 210 Amps 2 = 220 Amps 3 = 230 Amps 4 = 240 Amps 5 = 250 Amps (Factory Setting) 6 = 260 Amps 7 = 270 Amps 8 = 280 Amps 9 = 290 Amps A = 300 Amps

Boost Steering Speed Feature ÒbÓ: This feature sets the pulsing duty cycle to the hydraulic pump motor power mosfets when the pressure switch is activated. The higher the duty cycle the faster the speed of the motor. The motor duty is 15% + (value x 2%). Default is 3, so the duty = 15% + (3 x 2%) = 21 % Idle Speed Feature ÒCÓ: This feature sets the pulsing duty cycle to the hydraulic pump motor power MOSFETS when the no hydraulic functions are activated. The higher the duty cycle the faster the speed of the motor. The motor duty is 5% + (value x 1%). Default is 3, so the duty = 5% + (3 x I %) = 8%

Current Limit Right Motor Feature Ò7Ó: This feature sets the current limit level for the right motor during normal operation. When the current limit is reached the logics will prevent any further increase of ON time.

1 = 210 Amps 2 = 220 Amps 3 = 230 Amps 4 = 240 Amps 5 = 250 Amps (Factory Setting) 6 = 260 Amps 7 = 270 Amps 8 = 280 Amps 9 = 290 Amps A = 300 Amps

Seat Switch Timer Feature ÒdÓ: This feature varies the time that the truck will operate after the seat switch has opened. Times between one and six seconds can be programmed. The default is 3 seconds. (See programming features)

Returning to Default Settings: Plugging Current Limit Drive Motors Feature Ò8Ó: This feature sets the offset from the current limit level for both motors to be used during the plugging operation. When the plugging current limit is reached the logics will prevent any further increase of ON time. The nominal value is 5, each increment below 5 subtracts 10 Amps and each increment above 5 adds 10 Amps.

MicroController Control System

All the programmable features can be returned to their default (factory) settings as follows:With the key switch OFF select reverse and have someone pull back all the way on the LIFT lever.

Place the magnet over the SETUP indicator on the slave logic.

Turn ON the keyswitch.

The display will read a Ò0Ó followed by a flashing ÒdÓ and the programmable features will now be back to their factory settings.

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Systems Operation

Testing And Adjusting Troubleshooting

Troubleshooting Check List

The following Troubleshooting Check List is an aid in troubleshooting BCXXT lift trucks. The troubleshooting check list, ÒRun TimeÓ diagnostic indications, ÒSelfÓ diagnostic tests, problem list and problem flow charts will assist in:-

1. Perform Preparation Tests and Checks.

2. Correct any display problems and ÒRun TimeÓ diagnostic faults.

3. Correct the ÒSelfÓ diagnostic faults.

1. Defining the problem and verifying a problem exists.

4. Perform Operational Checks.

2. Performing the checks in a logical order.

5. Correct ÒOther ProblemsÓ in the Troubleshooting Problem List.

3. Making the necessary repairs.

6. Perform Operational Checks to verify repairs.

4. Verifying the problem has been resolved.

WARNING The lift truck can move suddenly. Battery voltage and high amperage are present. Injury to personnel or damage to the lift truck is possible.

Safely lift both drive wheels off the floor. Put blocks of wood under the frame so the drive wheels are free to turn. During any test or operation check, keep away from drive wheels.

Before any contact with the control panel is made, disconnect the battery and discharge HEAD CAP. RingÕs, watches and other metallic objects should be removed from hands and arms when troubleshooting the control system.

NOTICE Damage can be caused to the test equipment. Make resistance and continuity checks only after the battery is disconnected.

NOTICE Damage can be caused to the control panel. Do not use steam or solvent to clean the controls. Use pressure from an air hose with a maximum pressure of 205 kPa (30 psi) to clean the control panel when necessary. Make sure the air pressure supply is equipped with a water filter.

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Systems Operation

Hydrometer Test

Preparation Tests and Checks

Test each cell of the battery with a hydrometer.

If the specific gravity indication is below 1.140, the battery must be charged. The battery is fully charged if the indication is 1.265 to 1.285.

Battery Tests A weak battery can cause or contribute to problems in the Controller and power circuits. Verify the battery is good before investigating other possibilities.

NOTE: The indication between cells should not differ more than .020. If it does, the battery needs an equalizing charge or needs to be repaired.

1. Verify proper polarity at the battery connector and the Power panel. Positive cable should be at the line contactor and negative at the negative connection point.

Battery Maintenance

2. If the lift truck is operational, perform a battery load test.

NOTE: It is important that all batteries be charged and maintained according to the battery manufacturers instructions.

3. If the truck is not operational and the battery is suspected, perform a cell voltage or specific gravity test.

The care and maintenance of batteries is most important to maximum battery life and efficient truck operation. Periodic inspection and service will increase the life of batteries. Special attention should be given to the rules that follow:

Battery Load Test

1. Keep batteries clean at all times. Cleaning will prevent corrosion, current leakage and shorts to chassis. Tighten all vent plugs, wash the battery with water and a brush, then dry with an air hose.

It may be necessary to use a baking soda solution if water alone will not clean the top of the battery.

1. Turn the range switch on the multimeter to read battery voltage.

2. Connect the battery.

3. Connect the multimeter leads between positive (+) cable connection , and negative (-) cable connection .

2. Add enough water to cover the plates before charging. This will ensure the proper chemical reaction over the entire plate surface. After charging is complete, add water until it is about 12.7 mm (0.50 in) above the plates. Use distilled water or water that has tested free from minerals.

4. In a safe area, operate the hydraulic system (hold tilt lever to maximum position momentarily) while reading the voltage indicated on the multimeter.

5. If the indication is less than 33.1 volts the battery needs to be charged or repaired before continuing to troubleshoot.

3. Charge the battery correctly. A battery should be discharged to 80 % of its capacity then fully recharged. It should cool four to eight hours to allow the voltage to stabilize before being put back in use. The battery should have an equalizing charge (an extra three or four hour charge at a low finish rate) once a mouth to make sure all cells are in a fully charged condition. Properly charged batteries should be identified to prevent low batteries from being installed in trucks.

Cell Voltage Test With the truck powered up and the power steering motor running, measure the voltage at each cell.

Normal voltage should be between 1.95V and 2.12V per cell. If the voltage on each cell is below 1.95V the battery must be charged or repaired before continuing to troubleshoot.

4. Operation with a low battery must be prevented.

Low battery operation may damage the battery and will cause higher than normal current in the electrical system. High current draw due to a low battery will damage contactor tips and shorten motor brush life.

NOTE : The indication between cells should not differ more than 0.05 volts. If it does, the battery must have an equalizing charge or be repaired.

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5. The batteryÕs maximum temperature is critical. The electrolyte temperature should never exceed 43ûC (110ûF) either while operating or charging.

Overcharging a battery will cause over heating and warp the battery plates. Maximum battery life will result from maintaining 25 ûC (77 ûF) electrolyte temperature. Most of the charging equipment is fully automatic but should be checked periodically to assure proper working order.

Resistance to Chassis Checks Resistance between any point in the truck wiring and the chassis should be a minimum of 10,000 ohms or more. Many malfunctions are caused by shorts to chassis. Usually, two shorts must exist before a malfunction will occur. But, since batteries can have chassis leakage, only one short to chassis in the truck wiring can cause problems. To prevent problems because of shorts, do the following:

6. Keep accurate battery records. Regular battery readings should be taken with a battery tester or voltmeter and a written record kept. Specific gravity and voltage of each cell should be checked and recorded at least once each month. This inspection should be made after an equalizing charge. Readings should never be taken directly after water has been added. Records of all battery maintenance should be made and filed so it will be known which batteries are being abused or wearing out.

Repairs should be made immediately otherwise the battery may become damaged. Batteries stored in a discharged condition may be difficult to recharge due to sulfate formation.

1 Disconnect the battery and discharge the HEAD CAPS. 2. Randomly measure any component connection or wiring connection in respect to the lift truck chassis for a minimum resistance of 10,000 ohms. Any test point with low resistance must have the short to chassis removed.

3. Always keep batteries clean to minimize current leakage to the chassis.

4. Routinely clean the brush dust from the motors.

5. Be sure that all attachments, such as horns and lights are designed for no chassis connection (a two wire system).

Visual Checks 1. Verify all components and wires are in their proper place. Check fuses, components, contactor tips, wires and connections. Verify that they are not burned, broken or loose.

Removal of Shorts to Chassis

2. Verify there is no mechanical binding or interference in the contactors.

When a short is found, it must be cleared even if the machine has normal operation. It is necessary to narrow the field of possible problem areas before inspection of individual wires and components.

3. Visually check the parking brake switch, the lift switch and accelerator linkage (plastic strip in Slave logics) for adjustment or interference problems.

When a low resistance circuit is located, it should be opened at various points. This will permit the shorted wire or component to be pin-pointed for repair or replacement.

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Systems Operation

Control and Power System Operational Checks All operational checks are to begin with the battery connected, directional switch in neutral, drive wheels off the ground and the accelerator and parking brake released.

4. Depress the accelerator fully. The bypass contactor should activate The drive wheels will turn forward at full speed. Fully release the accelerator and allow the wheels to come to a stop.

NOTE: Perform all operational checks before returning to the Troubleshooting Check List.

Check 5: Reverse Drive Performance 1. Select reverse and depress the accelerator slightly. The direction contactors should activate and the drive wheels should turn slowly in reverse.

Check 1: Key Switch, Seat Switch and Power Steering

2. Slowly increase the amount of accelerator depression. The direction contactors should remain activated. The drive wheels should turn slowly in reverse and gradually increase in speed.

1. Activate the key and seat switch. The line contactor activates and the hydraulic pump motor should turn on at slow speed (idle).

2. Turning the steering wheel will increase the hydraulic pump motor speed (boost-up).

3. Depress the accelerator fully. The direction contactors should remain activated and the bypass contactor should activate. The drive wheels will turn in reverse at full speed.

3. After one to six seconds the line contactor deactivates and the motor turns off.

Check 6: Electrical Braking (Plugging) Performance.

Check 2: Lift Performance 1. Slowly pull the lift control lever. The hydraulic pump motor should increase in speed with no mast movement.

NOTICE Do not perform this test with the lift truck in bypass mode. Damage to the drive train can result.

2. Gradually pull the lift control lever all the way, the mast should start to move and the motor will further increase to itÕs second (full) speed The lift bypass contactor (if fitted) will then operate.

1. Select forward direction and depress the accelerator to the point before bypass occurs.

While keeping the accelerator in this position change the direction lever to reverse. The direction contactors should activate and there should be a smooth deceleration of forward tire rotation. After a slight delay there should be a smooth acceleration of reverse tire rotation.

Check 3: Tilt and Auxiliary Performance 1. Slowly pull and push the tilt and auxiliary levers.

The hydraulic pump motor activates at one of the preset speeds with each lever movement.

Check 4: Forward Drive Performance

2. Keep the accelerator in the same position and change the direction lever to forward. The direction contactors should de-activate and there should be a smooth deceleration of reverse tire rotation. After a small delay there should be a smooth acceleration of forward tire rotation.

1. Turn steering wheel so that the truck rear wheel is set Òstraight aheadÓ. Engage the parking brake.

Select forward direction and depress the accelerator slightly. The motor should NOT turn.

2. Release the parking brake, select forward direction and depress the accelerator slightly. The drive wheels should turn forward slowly 3. Slowly increase the amount of accelerator depression. The drive wheels should turn slowly forward and slowly increase in speed.

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Check 7: Steering Performance 1. Lift up the front of the fork lift truck so that both front wheels are SAFELY supported off the floor.

2. Turn steering wheel so that the truck rear wheel is set Òstraight aheadÓ.

Select forward direction and depress the accelerator so that the pedal is about 50% depressed. (Maintain the accelerator position throughout the rest of this test.) Both drive motors should turn at about half speed.

3. Slowly turn the steering wheel counter clockwise.

When the truck rear wheel reaches an angle of about 45 degrees the left wheel should slow down, and at about 75 degrees it should stop rotating..

4. Continue to turn the steering wheel counterclockwise. When the rear wheel reaches an angle of 90 degrees then the LEFT drive motor direction contactor should activate and the LEFT drive motor should turn IN REVERSE at a speed slightly slower than the RIGHT drive motor (which is still turning forward).

5. Turn the steering wheel clockwise until the rear wheel is Òstraight aheadÓ.

Both drive motors should now be turning FORWARDS and at the SAME SPEED. 6. Repeat the above procedure (items 2 through 6) except turn the steering wheel CLOCKWISE this time. The results should be the same as above except that it is the RIGHT motor which slows down, stops, and then reverses direction while the LEFT drive motor continues unaffected at a constant speed.

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Systems Operation

Display = ÒF&3Ó MOSFET Drive Problem (Right) Lift truck will not operate. See troubleshooting problem 28. Possible cause failed power transistor for RIGHT drive motor.

Built - In Diagnostic Operation The logics and the display provide built-in diagnostic analyzer functions. Several diagnostic functions occur while the lift truck is in operation. These are called ÒRun timeÓ diagnostics. The other diagnostics are called ÒSelfÓ diagnostics . They are performed when the lift truck is not in operation by initiating the diagnostics using a magnet.

Display = ÒF&4Ó Drive System Problem - Short FET or Bypass Contactor Lift truck will not operate. See troubleshooting problem 29. Possible cause failed power transistor module.

Display = ÒF&6Ó Drive System Problem (Left) flyback failure Lift truck will not operate. See troubleshooting problem 31. Possible cause failed power transistor module.

ÒRun - TimeÓ Diagnostics The diagnostic functions that follow would occur during normal lift truck operation and are shown on the 7 segment display.

Display = ÒF&7Ó Drive System Problem (Right) flyback failure Lift truck will not operate. See troubleshooting problem 32. Possible cause failed power transistor module.

NOTE: Improper lift truck operation with normal battery indication should be checked with Òself diagnosticsÓ.

Display = ÒF&8Ó Pump System Problem- flyback failure Lift truck will not operate. See troubleshooting problem 33. Possible cause failed power transistor module.

Display = Park Brake Indicator Lift truck will not operate. See troubleshooting problem 9. Possible cause, faulty park brake switch..

Display = ÒBlankÓ Lift truck will not operate. See troubleshooting problem 1. Possible cause blown main fuse.

Display = ÒF&AÓ Angle Circuit Problem Lift truck will not operate. See troubleshooting problem 34. Possible cause faulty steering wheel microswitches.

Display = ÒFull OnÓ Lift truck will not operate. See troubleshooting problem 2. Possible cause open wiring or logic board failure.

Display = ÒF&CÓ Serial Communication Problem Lift truck will not operate. See troubleshooting problem 35. Possible cause defective logic.

Display = ÒEÓ (Flashing) Key On, No Operator Warning Lift truck will not operate. See troubleshooting problem 23. Possible cause faulty seat switch.

Display = ÒF&dÓ Pressure Switch Problem Lift truck will still operate. See troubleshooting problem 36. Possible cause defective pressure switch.

Display = ÒEÓ (Not Flashing) Static Return to Off (SRO) Lift truck will not operate. See troubleshooting problem 24. Possible cause static return to off.

Display = ÒF&EÓ EPROM Error Lift truck will not operate. See troubleshooting problem 37. Possible cause defective logic.

Display = ÒF&0Ó Excessive Current in Bypass Lift truck will not operate. See troubleshooting problem 25.

Display = ÓF&1Ó Direction Switch Error Lift truck will not operate. See troubleshooting problem 26.

Display = ÒF&2Ó MOSFET Drive Problem (Left) Lift truck will not operate. See troubleshooting problem 27. Possible cause failed power transistor module for LEFT drive motor MicroController Control System

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Systems Operation

ÒSelf DiagnosticsÓ (Lift Truck Not In Operation)

Accessing Stored Error Codes The BC18T series trucks remember the last 8 error codes displayed. This is useful in case the truck has had an intermittent problem, but the operator cannot remember which code appeared on the display. Also by analyzing the contents of the last 8 error codes, and looking for overcurrent indications, it may be possible to determine what sort of application the truck has been working in.

The diagnostic procedure should be used to aid in troubleshooting after a problem occurs. It will help to find a faulty switch or accelerator. . Complete all the tests before returning to the Troubleshooting Check List. To enter Diagnostics, place the magnet over the Diagnostic indicator on the Slave logic and turn the key switch. When the truck is started in Diagnostic mode, it reads the status of all the switches to be analyzed in the diagnostic procedure and saves this to an array and displays a Ò0Ó. The truck has a second array in memory of all of the inactive states of the switches on the truck. If the truck is started in Diagnostic mode and any switch is in the active state the status of the switch is ignored. When any of the active state switches are returned to their inactive state the display remains unaffected. Only when a switch is then returned to the active state does the display change. The devices under test are: Lift switches, Tilt switches, Auxiliary switches, Park Brake switch, Service brake switch, Seat switch, Direction switch, and Accelerator. When the Direction switch is under test the direction contactors will also be tested.

When the truck is in Forward the contactors will remain in the forward position. When the truck is placed in Reverse the direction contactors should close and place the truck in the reverse position.

The stored error codes are accessed after entering the Diagnostic procedure in the following method: After entering the Diagnostic mode place the magnet over the diagnostic indicator again.

If there are error codes stored the display will be flashing the first stored code.

To increment through the stored codes place the direction lever into neutral then into reverse.

If you have reached the end of the stored error codes display will show a ÒdÓ If there were no stored error codes the display will show a ÒdÓ.

To delete the stored codes, place the direction lever into forward, the display will flash a ÒdÓ.

NOTE : This test does not check all the logic circuits, so the logics may pass the test and still have a failure.

Display = Ò0Ó Ready for Test.

Display = ÒIÓ Switch under test has changed from the inactive to the active state.

Display = Ò2Ó Lift2 switch has changed from the inactive to the active state.

Display = Ò0 - FÓ When the accelerator is tested it will display the position it is placed.

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Troubleshooting Problem List

23 24 25 26 27 28 29 30 31 32 33 34 35 36 37

TROUBLESHOOTING PROBLEM LIST CENTRAL VEHICLE MONITORING SYSTEM (CVMS) PROBLEMS CVMS does not work - no lights are lit CVMS remains frozen in the Òlamp testÓ phase Central Vehicle Monitoring System (CVMS) goes through lamp test and displays flashing ÒEÓ until seat switch is closed then CVMS goes blank. No drive or pump motor operation.

SELF DIAGNOSTIC PROBLEMS Seat switch circuit defective Direction switch circuit defective Lift switch circuit defective Tilt switch circuit defective Auxiliary switch circuit defective Park brake switch circuit defective Accelerator circuit defective Service brake switch circuit defective ÒRUN TIMEÓ DIAGNOSTICS PROBLEMS Display = Ò0Ó , drive and power steering are normal. No hydraulics (lift or tilt) operation Hourmeter does not work Current limit adjustments cannot be made to left or right drive motor Slow steering, but pump motor does turn. Drive system operation normal Pump motor runs at high power steering speed continuously. Drive operation normal.

Drive motor does not operate or operates at low power or is erratic. Pump motor operation normal.

Normal truck operation until electric braking is selected. Pump motor operates normally Auxiliary lighting and/or alarm does not function correctly. Lift and drive operation normal.

(No DC-DC converter fitted) Auxiliary lighting and/or alarm does not function correctly. Lift and drive operation normal.

(DC-DC converter fitted) No drive operation. Normal hydraulics operations and display is normal.

No bypass contactor activation. Drive otherwise normal FAILURE CODE PROBLEMS Display = ÒEÓ (Flashing) Key ON. No operator warning Display = ÒEÓ (Not flashing) Static Return to Off Display = ÒF&0Ó Excessive current in bypass Display = ÒF&1Ó Direction switch error Display = ÒF&2Ó Mosfet drive problem (LEFT) Display = ÒF&3Ó Mosfet drive problem (RIGHT) Display = ÒF&4Ó Drive system problem Pump motor runs at full speed whenever line contactor is closed Display = ÒF&6Ó Drive system problem (LEFT) Display = ÒF&7Ó Drive system problem (RIGHT) Display = ÒF&8Ó Pump system problem Display = ÒF&AÓ Steering circuit problem Display = ÒF&CÓ Serial communication problem Display = ÒF&dÓ Pressure switch problem Display = ÒF&EÓ Eprom error

38

Overtemp light on display is illuminated lift & drive performance reduced.

Problem # 1 2 3

4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

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PROBLEM 1 Central Vehicle Monitoring System (CVMS) does not work, no lights are lit.

POSSIBLE CAUSE Key fuse open; Key switch defective; Wiring defective; Logics defective; Battery polarity incorrect on control panel

CHECKS Unplug battery and check that battery positive is connected to the power fuse and battery negative is connected to bypass contactor Incorrect connection

Checks OK

Repair connection

Turn on key and Check for battery voltage between P26-5 at keyswitch and battery negative on control panel.

No voltage

B+ present

Disconnect battery and Check key fuse. If OK turn off key, discharge head caps, check continuity from key fuse through P25-1 at control panel to battery positive on control panel.

Repair or replace if possible.

Check for battery voltage between P4-1 at Slave logic connector and battery negative on control panel.

B+ present

No voltage

Unplug battery, discharge head caps and check continuity between P8-1 at Slave logics through P25-4 at control panel to battery negative on control panel.

Unplug battery, discharge head caps, and check continuity between P4-1 at Slave logics and P26-1 at keyswitch.

Continuity OK Master and/or Slave logics defective

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Troubleshooting

PROBLEM 2 Central Vehicle Monitoring System (CVMS) remains frozen in the lamp test phase

POSSIBLE CAUSE Wiring defect; Logics defect

CHECKS Unplug battery, discharge head caps, and check continuity between the following:P3-11 at master logics to P8-2 at slave logics P3-12 at master logics to P8-4 at slave logics Continuity OK

Reading open

Repair or replace as necessary Plug in battery, turn on key, and measure voltage between P3-1 at master logics and battery negative on control panel.

No voltage

OK

Unplug battery, discharge head caps. Check continuity from P3-1 at master logics to key switch.

Repair or replace as necessary

MicroController Control System

Master and/or Slave logics defective

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Troubleshooting

PROBLEM 3 Central Vehicle Monitoring System (CVMS) goes through lamp test and displays flashing ÒEÓ until seat switch is closed then CVMS goes blank. No drive or pump motor operation.

POSSIBLE CAUSE Main power fuse blown; Wiring defect; Bypass tips welded; Mosfet module shorted

CHECKS Disconnect battery, discharge head caps, and check power fuse Fuse blown

Fuse OK

Replace fuse and check for shorts

Plug in battery, turn on key, and measure voltage between power fuse and battery negative on control panel.

No voltage

Voltage rises slowly towards 36V

Unplug battery; Discharge head caps; Check bypass contactor for welded tips. Check bypass contactor for free movement Welded

Not welded

Repair or replace as necessary

With meter on 2K range check resistance between power fuse and battery negative on control panel.If meter immidiately reads above 2K discharge head caps until meter reads <200 ohms then remove discharge resistor.

Stays < 200 ohms

< 200 ohms then rises slowly to above 2K

Lift floorplate and Disconnect LEFT and RIGHT drive motor S2 cables at the drive motor.

Disconnect one of the cables at the pump motor.

Repeat resistance check. <200 ohms

Ò0Ó then rises slowly to above 2K

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Troubleshooting

Check for low resistance path between battery positive and battery negative

Replace cables one at a time until resistance remains less than 200 ohm.

Note cable which causes this:S2L - defective LEFT drive mosfet module S2R - defective RIGHT drive mosfet module PUMP - defective PUMP mosfet module.

Replace module as appropriate

Check for continuity between P1-8 at Master logics and power fuse on control panel.

Open

Checks OK

Repair or replace as necessary

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Master logics defective

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Troubleshooting

PROBLEM 4 Seat switch circuit defective

POSSIBLE CAUSE Seat switch defective; wiring defective; Logic defective

CHECKS Disconnect battery and check continuity between P3-6 at Master Logics and battery negative on control panel.

Should be closed circuit when seat is pressed on and open circuit when seat is released.

No continuity

Constant continuity

Master and / or Slave logics defective

Disconnect seat switch connector P11 Push on seat switch and check continuity from P11-1 to P11-2 (Across seat switch) Continuity

Check OK

No continuity

Replace seat switch

Check continuity between P3-6 at Master Logics and P11-2 (Truck harness side) & P11-1 & Bat Neg on control panel.

Repair or replace wire.

Disconnect seat switch connector and recheck Constant continuity

Check for short circuit between P3-6 at Master Logics and battery negative at control panel. Repair or replace wire

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Check OK

Replace seat switch

Troubleshooting

PROBLEM 5 Direction switch circuit defective

Truck drives forward but will not drive in reverse

Truck always drives in reverse

POSSIBLE CAUSE

POSSIBLE CAUSE

Defective direction switch or direction contactor or wiring; Defective Master and/or Slave Logics

Defective direction switch or direction contactor or wiring; Defective Master and/or Slave logics

Turn on keyswitch, operate seat switch, select reverse, Set steer wheel in the straight ahead position Check that both direction contactors activate.

Contactors activate

Contactors do not activate

Check contactor tips for continuity

Turn off key. Select neutral.Turn on key. Check voltage on P2-17 and P2-18 at Master logics. Should be B+ in neutral and about 15V in reverse.

Check OK

Always B+

Always low

Check contactor for mechanical binding.

Remove steering column cover and check that movement of direction lever cause attached plastic strip to move in and out of Slave Logic enclosure

Remove steering column cover and check that movement of direction lever cause attached plastic strip to move in and out of Slave Logic enclosure

Checks OK

Movement OK

Movement OK

Replace slave logics

Unplug battery. Discharge head capacitors. With meter on 200 ohm range check resistance between P2-20 to P2-17 and P2-20 to P2-18 at master logics. Reading should be 28.8 to 43.2 ohms.

Reads OK

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Troubleshooting

Master and / or Slave logics defective

Contactor coil open or connections between coil and Master logics defective.

Repair or replace as necessary.

Turn off key. Select neutral.Turn on key. Check voltage on P2-17 and P2-18 at Master logics. Should be B+ in neutral and about 15V in reverse.

Always low

Reads OK

Unplug battery. Disconnect plug P2 from Master Logics. Check for short circuit between panel harness side of P2-17 and P2-18 and B- on control panel Reads OK

Master and / or Slave logics defective

MicroController Control System

Check contactor tips for welded condition. Repair or replace as necessary

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Troubleshooting

PROBLEM 6 Lift switch circuit defective

POSSIBLE CAUSE Lift switch or switches defective; Wiring defective; Master and / or Slave logic defective

CHECKS Power up truck and measure voltage at microswitch relevant to problem lift speed (wire # 13 for lift speed 1 or wire # 86 for lift speed 2) Should be about 5 volts at rest and less than 1 volt when lift lever is operated Always 5 volts

Always less than 1 volt

Unplug battery. Discharge head caps.

Remove connectors from lift microswitch and check continuity across switch.

Operate switch and re-check Replace as necessary

Unplug battery. Discharge head caps.

Remove connectors from lift microswitch and check continuity across switch.

Operate switch and re-check Replace as necessary

Switch OK

Switch OK

Check continuity from wire # 1 at both lift microswitches and battery negative on control panel.

Unplug microswitch.

Check voltage at P4-3 (for lift speed 1problem) or P4-4 (for lift speed 2 problem) at slave logic Should be about 5 volts.

Repair or replace as necessary

Zero

Unplug battery. Discharge chead capacitors.

Check for short circuit between P4-3 and battery negative on control panel. Repeat for P4-4.

Reads OK

Slave logics defective

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Troubleshooting

PROBLEM 7 Tilt switch circuit defective

POSSIBLE CAUSE Tilt switch defective; Wiring defective; Master and/or Slave logics defective

CHECKS Power up truck and measure voltage at tilt microswitch. (wire # 89) Should be about 5 volts at rest and less than 1 volt when tilt lever is operated Always 5 volts

Always less than 1 volt

Unplug battery. Discharge head caps.

Remove connectors from tilt microswitch and check continuity across switch.

Operate switch and re-check Replace as necessary

Unplug battery.Discharge head caps.

Remove connectors from tilt microswitch and check continuity across switch.

Operate switch and re-check Replace as necessary

Switch OK

Switch OK

Check continuity from wire # 1 at tilt microswitch through P25 at control panel to Battery negative on control panel. Repair or replace as necessary

With microswitch unplugged check voltage on P4-2 at slave logics Should be about 5 volts.

Zero

Unplug battery. Discharge head capacitors.

Check for short circuit between P4-2 and battery negative on control panel.

Repair or replace as necessary.

Reads OK

Slave Logics defective

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Troubleshooting

PROBLEM 8 Auxiliary switch circuit defective

POSSIBLE CAUSE Aux switch or switches defective; Wiring defective; Master and / or Slave logics defective

CHECKS Power up truck and measure voltage at microswitch relevant to Aux speed giving problem. (wire # 88 for aux speed 1 or wire # 87 for aux speed 2) Should be about 5 volts at rest and less than 1 volt when lever is operated Always 5 volts

Always less than 1 volt

Unplug battery. Discharge head caps. Remove connectors from microswitch and check continuity across switch. Operate switch and recheck Replace as necessary

Unplug battery.Discharge head caps.

Remove connectors from microswitches and check continuity across switch.

Operate switch and re-check Replace as necessary

Switch OK Switch OK

Check continuity from wire # 1 at both Aux microswitches through P25 at control panel to battery negative on control panel. Repair or replace as necessary

With microswitch unplugged check voltage at P4-5 (for aux speed 1problem) or P4-6 (for aux speed 2 problem) at slave logics Should be about 5 volts.

Zero

Unplug battery. Discharge chead capacitors.

Check for short circuit between P4-5 and battery negative on control panel. Repeat for P4-6.

Short

Repair or replace as necessary

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Reads OK

Slave Logics defective

Troubleshooting

PROBLEM 9 Park brake switch circuit defective

POSSIBLE CAUSE Park brake switch defective; Wiring defective; Master and/or Slave logics defective

CHECKS Power up truck and measure voltage at park brake microswitch. (wire # 91) Should be less than 1 volt at rest and about 5V when park brake is applied Always 5 volts

Always less than 1 volt

Unplug battery. Discharge head caps. Remove connectors from microswitch and check continuity across switch. Operate switch and recheck Replace as necessary

Unplug battery. Discharge head caps.

Remove connectors from microswitches and check continuity across switch.

Operate switch and re-check Replace as necessary

Switch OK Switch OK

Check continuity from wire # 1 at park brake microswitch through P25 at control panel to Battery negative on control panel. Repair or replace as necessary

With microswitch unplugged check voltage on P4-8 at slave logics Should be about 5 volts.

Zero

Unplug battery. Discharge chead capacitors.

Check for short circuit between P4-8 and battery negative on control panel.

Short

Repair or replace as necessary

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Reads OK

Slave Logics defective

Troubleshooting

PROBLEM 10 Accelerator circuit defective

POSSIBLE CAUSE Accelerator defective; Master and/or Slave logics defective

CHECKS Remove floorplate. Remove metal cover on accelerator mechanism.

Check that pressing on accelerator spring loaded hook causes plastic strip to move freely within slave logic enclosure. Repair or replace as necessary Moves OK

Manually push down on hook until plastic strip is almost completely out slave logic enclosure Check that circular magnet is present in end of plastic strip.

(Magnet can be seen only when hook is pushed until strip is almost out of Slave logic enclosure).

Magnet OK

Master and / or slave logics defective

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55

Troubleshooting

PROBLEM 11 Service brake switch circuit defective

POSSIBLE CAUSE Service brake switch defective; Wiring defective; Master and/or Slave logics defective

CHECKS Power up truck and measure voltage at service brake microswitch. (wire # 15) Should be about 5 volts at rest and less than 1 volt when brake is operated Always 5 volts

Always less than 1 volt

Unplug battery. Discharge head caps.

Remove connectors from microswitch and check continuity across switch.

Operate switch and re-check Replace as necessary

Unplug battery.Discharge head caps.

Remove connectors from microswitch and check continuity across switch.

Operate switch and re-check Replace as necessary

Switch OK

Switch OK

Check continuity from wire # 1 at service brake microswitch through P25 at control panel to Battery negative on control panel. Repair or replace as necessary

With microswitch unplugged check voltage on P4-9 at slave logics Should be about 5 volts.

Zero

Unplug battery. Discharge chead capacitors.

Check for short circuit between P4-9 and battery negative on control panel.

Short

Repair or replace as necessary

MicroController Control System

56

Reads OK

Slave Logics defective

Troubleshooting

PROBLEM 12 Display = Ò0Ó; Power steering normal. Very slow hydraulics operation

POSSIBLE CAUSE Battery discharged; BDI incorrectly set; Master and/or Slave logics defective

CHECKS Connect a digital voltmeter between B+ (at the line fuse) and B- (at the bypass contactor) on the control panel.

Locate the battery state of charge table in the specifications section of this book.

Switch on the keyswitch and confirm that the reading on the CVMS for the state of battery charge corresponds to the correct reading in the table for the voltage indicated on the voltmeter Battery discharged

Reading OK. Battery OK

Charge or replace battery

Master and / or slave logics defective

MicroController Control System

57

Reading incorrect

Adjust BDI (See programmable features)

Troubleshooting

PROBLEM 13 Hourmeter does not work

POSSIBLE CAUSE Battery discharged; Wiring defective; Hourmeter defective.

CHECKS Turn on key switch and check for battery voltage on wire # 4D at the hourmeter.

Voltage OK

No voltage

Unplug battery, discharge head caps Press on seat switch and test for continuity between wire # 7C at the at the control panel at the control panel Reading OK

Unplug battery. Discharge head capacitors.

Check for continuity between wire # 4D and P26-1 at the keyswitch.

Repair or replace as necessary.

Circuit open

Replace hourmeter

Check for continuity between wire # 7C at the hourmeter and wire # 7B at the seat switch.

Repair or replace as necessary

MicroController Control System

58

Troubleshooting

PROBLEM 14 Current limit adjustments cannot be made to left or right drive motor

POSSIBLE CAUSE Wiring defect; Logics defective.

CHECKS Unplug battery, discharge head capacitors, and check continuity between the following points and the line fuse:Master logic P2-11, P2-12, P2-13, P2-14.

No continuity

Readings OK

Check for damage or breaks in wires running from the above points and the 2 drive motor shunts which are bolted to the direction contactors.

Repair or replace as necessary

MicroController Control System

Master and / or slave logics defective

59

Troubleshooting

PROBLEM 15 Steering slow but pump motor does turn. Drive operation normal

POSSIBLE CAUSE Pressure switch defective; Wiring defect. Logics defective; Boost power steering speed incorrectly set.

CHECKS Power up truck, press on seat switch, and select a direction so that pump motor runs continuously at slow speed.

Unplug pressure switch inside steering column.

Pump motor speed should increase to ÒBOOSTÓ level.

Speed does not change

Speed increases

Replace pressure switch

Unplug battery, discharge head caps, and check for short circuit between wire # 78B at pressure switch and B- on control panel.

(NOTE:- wire # 1N, the other wire at the pressure switch plug, DOES connect to B-.)

Reading OK

Defective Master and / or slave logics

MicroController Control System

60

Troubleshooting

PROBLEM 16 Pump motor runs at high power steering speed continuously Drive operation normal

POSSIBLE CAUSE Pressure switch defective or disconnected; ; Wiring defect; Logics defective; ÒIdleÓ power steering speed incorrectly set.

CHECKS Power up truck, press on seat switch, and select a direction so that pump motor runs continuously.

Unplug pressure switch inside steering column and short the 2 connectors on the TRUCK side of the wiring harness Pump motor speed should reduce to ÒIDLEÓ level.

Speed does not change

Speed increases

Replace pressure switch

Remove short between connector pins.

Power up truck and measure voltage on wire # 78B at pressure switch plug (Truck harness side) Should read about 5 volts.

Reading OK

No voltage

Unplug battery, discharge head capacitors, Check for continuity between wire # 1N at pressure switch through P25 at control panel to B- at control panel.

Reading OK

Open circuit

Master and / or Slave logic defective

Repair or replace as necessary

Unplug battery and check for continuity between wire # 78B at pressure switch connector and P4-7 at Slave logics Reading OK

No continuity

Master and / or Slave logics defective

MicroController Control System

Repair or replace as necessary

61

Troubleshooting

PROBLEM 17 Drive motor does not operate or operates at low power or is erratic.

Pump motor operation normal.

POSSIBLE CAUSE Accelerator control defective; Current limit set too low; Wiring defective; Direction contactors defective; Logics defective.

CHECKS Check accelerator control (see problem 10) Check current limit. (If it cannot be adjusted see problem 14) Checks OK

Check drive motor cables and brushes and contactor tips for open circuit or bad contact.

Check connections to power mosfet modules.

Checks OK

Open circuit

Master and / or Slave logics defective

Repair or replace as necessary

MicroController Control System

62

Troubleshooting

PROBLEM 18 Normal truck operation until electric braking is selected.

Pump motor operation normal.

POSSIBLE CAUSE Plugging current limit incorrectly set; Wiring defective; Direction contactor circuit defective; Logics defective.

CHECKS Check plugging current limit setting. (see programmable features) Check wiring to shunts (see problem 14).

Check for normal forward and reverse drive (without plugging the truck) Checks OK

Check continuity between the following points:P2-8 at master logics and the S1 cable of the RIGHT drive motor. (S1R) P2-7 at the master logics and the S1 cable of the LEFT drive motor. (S1L) (S1L and S1R can be accessed at the direction contactors) Checks open circuit

Repair or replace as necessary

Checks OK

Check plugging diodes D5L and D5R for open circuit.

Check direction contactor tips for continuity Checks OK

Master and / or slave logics defective

MicroController Control System

63

Troubleshooting

PROBLEM 19 Auxiliary lighting and/or alarm does not function correctly.

Lift and drive operation normal. (NO DC/DC CONVERTER FITTED)

POSSIBLE CAUSE Open fuse; Wiring defective; Switch defective; Shorted load; Open load;.

CHECKS With the faulty auxiliary circuit activated, check for voltage on the load side of the auxiliary fuse.

No voltage

Checks OK

Check for short circuits Replace auxiliary fuse.

Check for voltage on the load side of the auxiliary switch Checks OK

Check for voltage at the negative connection of the load No voltage

No voltage

Repair or replace open wire from fuse or replace defective switch

Voltage

Repair or replace open wire going to BRepair or replace open wire from the auxiliary switch or replace the defective auxiliary component

MicroController Control System

64

Troubleshooting

PROBLEM 20 Auxiliary lighting and/or alarm does not function correctly.

Lift and drive operation normal. DC/DC CONVERTER FITTED

POSSIBLE CAUSE Open fuse; Wiring defective; Switch defective; Shorted load; Open load; Defective plug at DC/DC converter; Excessive load on converter; Loss of input voltage to DC/DC converter; Defective DC/DC converter

CHECKS Power up the truck and measure from the DC/DC converter OUTPUT + (P29-5) to the OUTPUT - (P29-6) No voltage output Go to # 1

Voltage above 13V

Voltage below 11V

Voltage 11 to 13V

Go to # 2

Go to #3

See problem 19

MicroController Control System

65

Troubleshooting

#1 (No voltage output) Measure the voltage at the DC/DC converter from the POSITIVE input (P29-2) to the NEGATIVE input (P29-1) Battery voltage

No voltage

Measure the voltage at the converter from OUTPUT + (P29-5) to battery negative Battery voltage

No voltage

Replace the DC/DC converter

Measure the voltage at the converter from the (ENABLE) input (P29-3) to the DC/DC converter to battery negative Battery voltage

No voltage

Repair or replace wiring from the keyswitch to the (ENABLE) input of the DC/DC converter.

Test the fuse at the DC/DC converter for continuity.

Fuse OK

Fuse open

Replace fuse. If converter continues to fail, replace converter.

Remove the load connections at the OUTPUT + (P29-5) and the OUTPUT (P29-6) converter plug Measure the voltage from OUTPUT + (P29-5) to OUTPUT (P29-6) at the DC/DC converter.

11 to 13 volts

< 11V or > 13V

Replace the DC/DC converter

MicroController Control System

66

Troubleshooting

Check for a short circuit in each auxiliary circuit.

Repair or replace as necessary Checks OK

Replace the DC/DC converter

Measure the voltage from the battery positive cable at the line contactor to the NEG. INPUT (P29-1) of the DC/DC converter.

Battery voltage

No voltage

Repair open negative connection from converter INPUT - (P29-1) and battery negative

Check for open fuse or wiring between the line contactor and the INPUT + (P29-2) of the DC/DC converter.

Open fuse

Open wiring

Repair or replace as necessary

Replace fuse and check wiring for shorts. If no shorts are found and the fuse continues to fail, replace the DC/DC converter.

MicroController Control System

67

Troubleshooting

PROBLEM 20 (CONTINUED) # 2 (OUTPUT VOLTAGE EXCEEDS 13 VOLTS)

CHECKS Remove all connections from OUTPUT+(P29-5) and OUTPUT-(P29-6) at the converter plug. Power up the truck and measure the voltage between OUTPUT + (P29-5) and OUTPUT - (P29-6) 11 to 13 volts

Above 13 volts

Check the output load circuits for incorrect wiring or shorts to battery negative.

Replace DC/DC converter

PROBLEM 20 (CONTINUED) # 3 (OUTPUT VOLTAGE LESS THAN 11 VOLTS)

CHECKS Switch off all loads on DC/DC converter and re-measure output voltage at the converter plug.

Reading less than 11V

Reading 11V to 13V

Check maximum load on DC/DC converter.

Excessive load will cause converter to Òcurrent limitÓ and output voltage will fall.

Power up the truck and Measure the voltage at the converter plug from INPUT + (P29-2) to INPUT - (P29-1) 35 volts or above

Below 35 volts

Remove all connections at the converter plug from OUTPUT + (P29-5) and OUTPUT - (P29-1) Power up the truck and measure the voltage between OUTPUT + (P29-5) and OUTPUT - (P29-1) 11 to 13 volts

Below 11 volts

Perform ÒBattery LoadÓ tests Battery low

Battery good

Charge or replace battery

Check all DC/DC converter input connections from the battery, fuse, and keyswitch. Repair or replace as necessary Check for a short circuit or low resistance in the auxiliary circuits.

MicroController Control System

Replace DC/DC converter 68

Troubleshooting

PROBLEM 21 No drive operation. Normal hydraulics operation and display is normal.

POSSIBLE CAUSE Service brake switch out of adjustment; Brakes locked on

CHECKS Check service brake switch using Òself diagnosticsÓ (See problem 11) Check brakes

MicroController Control System

69

Troubleshooting

PROBLEM 22 No bypass contactor operation. Drive system otherwise normal.

POSSIBLE CAUSE Accelerator defect; Wiring defect; Bypass contactor defect; Steering circuit defect; Logics defect.

CHECKS Is the rear wheel in the Òstraight aheadÓ position Wheel not straight

Wheel straight

Straighten wheel and retry.

Still no bypass contactor operation

Lift the front wheels safely off the ground. Power up the truck.

Measure the voltage between the power fuse and battery negative on the control panel.

Fully depress the accelerator and when the wheels reach full speed note the voltmeter reading.

Now measure the voltage between the power fuse and the S2L terminal at the bypass contactor.

Fully depress the accelerator and when the wheels reach full speed note the meter reading.

It should be within 2 volts of your previous reading.

Repeat for S2R. 2V or more below reading

Reads OK

Check Accelerator in diagnostics (See troubleshooting problem 10)

Power up the truck and Check the voltage between battery negative and the bypass coil contactor positive terminal ( wire # 38B).

Should be battery voltage.

No or low voltage

Reads OK

Unplug the battery, discharge the head caps, and check continuity between the bypass contactor positive terminal and P2-20 at the master logics.

Repair or replace as necessary.

MicroController Control System

70

Troubleshooting

Power up the truck and with the wheels still safely off the ground measure the voltage between battery negative on the control panel and the negative terminal of the bypass contactor coil (wire # 35B).

This should read battery voltage.

Now fully depress the accelerator. When the wheels reach full speed the voltage should drop to about 15V. Reads OK

No or low voltage or always B+

Unplug battery, discharge head caps and check continuity between negative terminal of bypass contactor coil and P2-16 at master logics Repair or replace as necessary.

Reads OK

Check bypass contactor coil for high resistance.

Replace as necessary.

Reads OK

Go to troubleshooting problem 33. (Steering circuits) Checks OK

Defective Master and / or Slave logics

MicroController Control System

71

Troubleshooting

PROBLEM 23 Display = ÒEÓ (Flashing) Key ON No operator warning

POSSIBLE CAUSE Defective seat switch; Logics defective; Wiring defect;

CHECKS Check seat switch using Òself diagnosticsÓ Switch defective

Checks OK

Go to problem 4

Master & or Slave logics defective

PROBLEM 24 Display = ÒEÓ (Not flashing) Static Return to Off

POSSIBLE CAUSE Controls operated in incorrect sequence; Defective direction switch and / or accelerator.

CHECKS Turn off keyswitch. Select neutral. Release accelerator.

Turn on key. Select FWD or REV. Press accelerator.

Display = ÒEÓ

Truck OK

Check accelerator and direction switch using Òself diagnosticsÓ (See problems 5 and 10) MicroController Control System

ÒEÓ was caused by operation of controls incorrectly.

72

Troubleshooting

PROBLEM 25 Display = ÒF&0Ó Excessive current in bypass

POSSIBLE CAUSE Truck overloaded; Truck being driven up too steep a ramp; Logics defective;

CHECKS Check to see if fault occurs only when truck is carrying heavy load and / or climbing ramp Display = ÒF&0Ó with light load

Truck OK normally

Ensure that truck is not carrying excessive load and / or climbing too steep a ramp.

Does the truck and plug drive normally BEFORE bypass contactor is energized?

Drive not normal

Truck OK

Master and / or Slave logics defective

Check current limit for drive and plug systems (See programmable features and problems 17 and 18) Setup OK

Master and / or Slave logics defective

MicroController Control System

73

Troubleshooting

PROBLEM 26 Display = ÒF&1Ó Direction switch error

POSSIBLE CAUSE Slave logics defective

Replace Slave logics

MicroController Control System

74

Troubleshooting

PROBLEM 27 Display = ÒF&2Ó Mosfet drive problem (LEFT)

POSSIBLE CAUSE Mosfet module defective; Driver board (LEFT) defective; Bypass contactor tips welded; Drive motor circuit open; Defective direction contactor; Defective logics.

CHECKS Unplug battery; Discharge head capacitors; Check bypass contactor for welded tips; Check bypass contactor for free movement.

Not welded

Welded

Repair or replace contactor tips; Check BDI adjustment and battery; Check current limit adjustment.

With meter on 200 ohm range measure resistance between line fuse on control panel and S2L at bypass contactor. < 1 ohm

> 1 ohm.

Check LEFT drive motor for open circuit.

Check LEFT direction contactor tips

Unplug battery; Discharge head caps; Check continuity between P1-11 at master logics and left drive motor S2 cable at bypass contactor.

Checks OK

Open circuit

Unplug battery. Discharge head caps.

With meter on 2K range check resistance between power fuse and battery negative on control panel.

If meter immidiately reads above 2K discharge head caps until meter reads <200 ohms then remove discharge resistor.

Stays < 200 ohms

Repair or replace wiring between P1-11 and LEFT mosfet drive module

<200 ohms then rises slowly to above 2K

LIft floor plate and remove S2 cable from LEFT drive motor and re-check

Check LEFT drive module driver board Checks OK

Defective

Reading slowly rises to above 2K.

Replace defective LEFT drive mosfet module.

MicroController Control System

Master and/or Slave logics defective

75

Replace driver board Check module with new driver board attached.

Troubleshooting

PROBLEM 28 Display = ÒF&3Ó Mosfet drive problem (RIGHT)

POSSIBLE CAUSE Mosfet module defective; Driver board (RIGHT) defective; Bypass contactor tips welded; Drive motor circuit open; Defective direction contactor; Defective logics.

CHECKS Unplug battery; Discharge head capacitors; Check bypass contactor for welded tips. Check bypass contactor for free movement.

Not welded

Welded

Repair or replace contactor tips; Check BDI adjustment and battery; Check current limit adjustment.

With meter on 200 ohm range measure resistance between line fuse on control panel and S2R at bypass contactor. < 1 ohm

> 1 ohm.

Check RIGHT drive motor for open circuit.

Check RIGHT direction contactor tips

Unplug battery; Discharge head caps; Check continuity between P1-10 at master logics and right drive motor S2 cable at bypass contactor.

Checks OK

Open circuit

Unplug battery. Discharge head caps.

With meter on 2K range check resistance between power fuse and battery negative on control panel.

If meter immidiately reads above 2K discharge head caps until meter reads <200 ohms then remove discharge resistor.

Stays < 200 ohms

Repair or replace wiring between P1-10 and RIGHT mosfet drive module

<200 ohms then rises slowly to above 2K

LIft floor plate and remove S2 cable from RIGHT drive motor and re-check

Check RIGHT drive module driver board Checks OK

Defective

Reading slowly rises to above 2K.

Replace defective RIGHT drive mosfet module.

MicroController Control System

Master and/or Slave logics defective

76

Replace driver board Check module with new driver board attached.

Troubleshooting

PROBLEM 29 Display = ÒF&4Ó Drive system problem

POSSIBLE CAUSE Both drive mosfet modules defective; Both driver boards defective; Bypass contactor tips welded; Defective logics; Line contactor not closing; Open power fuse;

CHECKS Unplug battery; Check bypass contactor for welded tips; Check bypass contactor for free movement.

Not welded

Welded

Repair or replace contactor tips Check BDI adjustment and battery Check current limit adjustment.

Check power fuse.

Fuse OK

Fuse blown

Repair fuse. Check for shorts

Plug in battery, turn on key, and check voltage between ÒXÓ terminal of line contactor coil and battery negative on control panel.

Battery voltage

No voltage

Check voltage between P2-20 at master logics and battery negative on control panel.

Battery voltage

Repair break between P2-20 and ÒXÓ terminal on coil.

No voltage

Master logics defective

Unplug battery, discharge head caps, and check continuity between ÒYÓ terminal of line contactor coil and P2-19 at master logics.

Repair or replace as necessary.

Reads OK

MicroController Control System

77

Troubleshooting

Disconnect both terminals from line contactor coil and check coil resistance.

Reading should be 28.8 ohms to 43.2 ohms.

Reads OK

Out of range.

Replace contactor

Check line contactor for mechanical binding Repair or replace as necessary.

Contactor OK

Check continuity between P1-10 at master logics and right drive motor S2 cable and between P1-11 at master logics and left drive motor S2 cable.

(Cables can be accessed at bypass contactor.)

Reads OK

Open circuit

Unplug battery. Discharge head caps.

With meter on 2K range check resistance between power fuse and battery negative on control panel.

If meter immidiately reads above 2K discharge head caps until meter reads <200 ohms then remove discharge resistor.

Stays < 200 ohms

Repair or replace wiring as necessary

<200 ohms then rises slowly to above 2K

Replace both mosfet modules

MicroController Control System

Check both drive module driver boards Checks OK

Defective

Master and/or Slave logics defective

Replace driver board(s) Check module(s) with new driver board(s) attached.

78

Troubleshooting

PROBLEM 30 Pump motor runs full speed at all times

POSSIBLE CAUSE Pump mosfet module defective; Driver board (PUMP) defective; Pump bypass contactor tips welded (Pump bypass contactor is optional); Logics defective; Lift 2 switch shorted.

CHECKS Unplug battery; Check pump bypass contactor (if fitted) for welded tips; Check pump bypass contactor (if fitted) for free movement.

Check Lift 2 switch in diagnostics Not welded / not fitted

Welded

Repair or replace contactor tips; Check BDI adjustment and battery; Check pump current limit adjustment.

Unplug battery. Discharge head caps.

Check pump power mosfet module for short circuit between ÒDÓ terminal and ÒNEGÓ terminal Checks OK

Shorted

Replace module

Check pump module driver board Checks OK

Defective

Master and/or Slave logics defective

MicroController Control System

Replace driver board Check module with new driver board attached.

79

Troubleshooting

PROBLEM 31 Display = ÒF&6Ó Drive system problem (LEFT)

POSSIBLE CAUSE LEFT drive mosfet module and / or driver board defective; Wiring defective; Logics defective

CHECKS Unplug battery; Discharge head caps; Lift floorplate.

Disconnect the S2 cable from the LEFT drive motor With a test meter on the ÒdiodeÓ range measure between this cable and the plug diode heatsink on the control panel (POS meter lead to cable) 0.2V to 0.9V

Open or less than 0.15 V

Replace LEFT mosfet module and driver board

With a test meter on the ÒdiodeÓ range measure between this cable and battery negative on the control panel (NEG meter lead to cable) 0.2V to 0.9V

Open or less than 0.15 V

Replace LEFT mosfet module and driver board

Measure between each ÒGÓ terminal on the mosfet module and the battery negative terminal on the module 14K - 16K

Less than 200 ohm

Replace LEFT mosfet module and driver board

Check continuity between the following points:(P1 & P2 are on the master logics; P5 is the connector on the module) P5-1 to P2-6;

P5-2 to P1-6;

Checks OK

Open circuit

Replace LEFT mosfet module driver board

MicroController Control System

P5-6 to P2-2;

80

Repair or replace wiring as necessary Troubleshooting

PROBLEM 32 Display = ÒF&7Ó Drive system problem (RIGHT)

POSSIBLE CAUSE RIGHT drive mosfet module and / or driver board defective; Wiring defective; Logics defective

CHECKS Unplug battery; Discharge head caps; Lift floorplate.

Disconnect the S2 cable from the RIGHT drive motor With a test meter on the ÒdiodeÓ range measure between this cable and the plug diode heatsink on the control panel (POS meter lead to cable) 0.2V to 0.9V

Open or less than 0.15 V

Replace LEFT mosfet module and driver board

With a test meter on the ÒdiodeÓ range measure between this cable and battery negative on the control panel (NEG meter lead to cable) 0.2V to 0.9V

Open or less than 0.15 V

Replace RIGHT mosfet module and driver board

Measure between each ÒGÓ terminal on the mosfet module and the battery negative terminal on the module 14K - 16K

Less than 200 ohm

Replace RIGHT mosfet module and driver board

Check continuity between the following points:(P1 & P2 are on the master logics; P6 is the connector on the module) P6-1 to P2-5;

P6-2 to P1-6

Checks OK

Open circuit

Replace LEFT mosfet module driver board

MicroController Control System

P6-6 to P2-2

81

Repair or replace wiring as necessary Troubleshooting

PROBLEM 33 Display = ÒF&8Ó PUMP system

POSSIBLE CAUSE PUMP mosfet module and / or driver board defective; Wiring defective; Logics defective

CHECKS Unplug battery; Discharge head caps; Lift floorplate.

Disconnect the S2 cable from the PUMP motor With a test meter on the ÒdiodeÓ range measure between this cable and the plug diode heatsink on the control panel (POS meter lead to cable) 0.2V to 0.9V

Open or less than 0.15 V

Replace PUMP mosfet module and driver board

With a test meter on the ÒdiodeÓ range measure between this cable and battery negative on the control panel (NEG meter lead to cable) 0.2V to 0.9V

Open or less than 0.15 V

Replace PUMPmosfet module and driver board

Measure between each ÒGÓ terminal on the mosfet module and the battery negative terminal on the module 14K - 16K

Less than 200 ohm

Replace PUMP mosfet module and driver board

Check continuity between the following points:(P1 & P2 are on the master logics; P7 is the connector on the module) P7-1 to P2-4;

P7-2 to P1-6

Checks OK

Open circuit

Replace LEFT mosfet module driver board

MicroController Control System

P7-6 to P2-2

82

Repair or replace wiring as necessary Troubleshooting

PROBLEM 34 Display = ÒF&AÓ Steering circuit problem

POSSIBLE CAUSE Steering microswitch problem; Wiring defective; Logics defective

CHECKS If the power steering is operational center the rear wheel then unplug battery. If not operational unplug the battery and turn the steering wheel until the rear wheel is centered. (The steering wheel will be stiff but it will turn the rear wheel) Disconnect connector P3 from the Master logics and check continuity between the following pins on the truck harness side of P3 and battery negative on the control panel P3-2 ;

P3-3 ;

P3-4 ;

P3-5;

ALL READINGS SHOULD BE CONTINUITY Checks OK

1 or more readings open

Unplug P2-20 at steer microswitches and check continuity between the following points on the truck harness side:P20-1 to P3-5;

P20-2 to P3-4;

P20-4 to P3-2;

P20-5 to Battery Negative on control panel.

All readings OK

1 or more readings open

Unplug each steering switch and check across each switch for continuity Check that switch operating cam is in correct position and not damaged. Repair or replace as necessary.

MicroController Control System

P20-3 to P3-3;

83

Repair or replace as necessary

Troubleshooting

The following test checks the operation of each steering microswitch.

It will be necessary to repeat the test for each microswitch. As the steering wheel is turned each microswitch will open as the rear wheel gradually rotates LEFT or RIGHT Unplug the steering switch connector P20.

Starting with the rear wheel centered slowly turn the steering wheel while constantly measuring for continuity between P20-5 and the pin number being checked The following readings should be obtained:- (angles are approximate) 1) TURNING STEERING WHEEL CLOCKWISE Pin Number

Rear wheel angle when switch opens

P20-1 P20-2 P20-3 P20-4

45 Deg 75 Deg Does not change 90 Deg

2) TURNING STEERING WHEEL COUNTERCLOCWISE Pin Number

Rear wheel angle when switch opens

P20-1 P20-2 P20-3 P20-4

Does not change 45 Deg 75 Deg 90 Deg Incorrect reading(s)

All readings OK

Check all steering switches for correct operation

MicroController Control System

Master and / or Slave logics faulty

84

Troubleshooting

PROBLEM 35 Display = ÒF&CÓ Serial communication problem

POSSIBLE CAUSE Wiring defective; Logics defective;

CHECKS Unplug the battery and check continuity between the following points:P3-11 at Master logics to P8-2 at Slave logics P3-12 at Master logics to P8-4 at Slave logics Checks OK

Open circuit

Master and / or Slave logics defective

Repair or replace as necessary

MicroController Control System

85

Troubleshooting

PROBLEM 36 Display = ÒF&dÓ Pressure switch problem

POSSIBLE CAUSE Pressure switch defective; Wiring defective; Logics defective;

CHECKS Power up truck, press on seat switch, and select a direction so that pump motor runs continuously.

Unplug pressure switch inside steering column and short the 2 connectors on the TRUCK side of the wiring harness Pump motor speed should reduce to ÒIDLEÓ level.

Speed does not change

Speed reduces

Replace pressure switch

Remove short between connector pins.

Power up truck and measure voltage between wire # 78 at pressure switch plug (Truck harness side) and battery negative on control panel Should read about 5 volts.

Reading OK

No voltage

Check for continuity between wire # 1Y at pressure switch through P25 at control panel to B- at control panel.

Reading OK

Master and / or Slave logics defective

Open Circuit

Repair or replace as necessary

Unplug battery and check for continuity between wire # 78 at pressure switch connector and P4-7 at Slave logics Reading OK

No continuity

Master and / or Slave logics defective

Repair or replace as necessary

MicroController Control System

86

Troubleshooting

PROBLEM 37 Display = ÒF&EÓ Eprom error

POSSIBLE CAUSE Truck not programmed; Logics defective;

CHECKS With keyswitch OFF select reverse Pull the lift lever all the way back & tie it in this position.

Place programming magnet against the ÒsetupÓ position & then turn on key.

Display will read Ò0Ó then flashing ÒdÓ (This has programmed the truck with the default settings.)

Turn off key & then turn ON again.

Truck still gives ÓFEÓ

Master and / or Slave logics defective

MicroController Control System

87

Troubleshooting

PROBLEM 38 Overtemp light on display is illuminated lift & drive performance reduced.

POSSIBLE CAUSE Pump system overheated; Thermal switch defective; Wiring defective; Logics defective.

CHECKS The thermal switch is located on the PUMP motor power mosfet module.

Unplug the battery, discharge the head capacitors, and then unplug the thermal switch. Short the 2 pins in the truck harness side of the thermal switch connector. Plug in the battery, turn on the key.

Fault remains

Fault cleared

Unplug the battery, discharge the head caps, and check continuity between the following points:Switch open P30-1 (thermal switch) to battery negative on control panel - wire 1K P30-2 to P1-7 at Master Logics (wire 46B) Repair or replace as necessary.

Turn OFF the key. Check for continuity across the thermal switch Still open

Is the heatsink too hot (> 80ûC = 176ûF) Allow to cool and re-check.

Readings OK

Still open Replace master Logics Check thermal switch in oven. It should close between 69 to 77ûC (156 to 171ûF) and open between 81 to 89ûC (178 to 192ûF) Replace as necessary.

MicroController Control System

88

Troubleshooting

Resistor

System Tests and Adjustments

Prior to servicing the control panel, a resistor is required to discharge the head capacitors.

A 82 ohms, 80 watts resistor, available through parts, is a inexpensive and convenient device.

Can also use 39 ohms, 80 watts resistor, A short length (e.g. 1 foot) of # 18AWG should be soldered to each of the resistor terminals.

Test Equipment

Hydrometer Hydrometers are usually available from any battery supplier. Battery maintenance is a crucial part of maintaining the electric vehicle. The ability to measure specific gravity and adjust the battery discharge indicator to match battery manufacturers specifications is an important part in the total maintenance of the electric vehicle.

ILBS002P

There are various pieces of electric truck test equipment that Daewoo recommends for all service personnel. This equipment is available from a number of world wide manufacturers and local electronic suppliers. Contact your Daewoo dealer or the factory for further recommendations.

Discharging Head Capacitor (HEAD CAP) WARNING

Handheld Multimeter

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

A digital multimeter that measures DC voltage, resistance, and has a diode tester, is required. It is recommended that a high quality meter that is drop protected, or comes with a drop proof case, be purchased. Autoranging features, fast becoming an industry standard, are convenient for the service personnel, but are not required for servicing the lift truck. A variety of miniature test leads, alligator clips, and needle probes are also useful, and some of these usually come with the multimeter.

Clamp-on Current Probe The electric lift truck testing and adjusting procedures require the measurement of average DC currents.

Currents in excess of 600 amps may be present, so a clamp-on meter that will exceed this level is required. It is also highly recommended that a device that has a voltage output, as will as a visible display, be used. This makes viewing and adjusting currents from the operatorÕs seat possible. The jaws of the current probe should be able to accept at least a 19mm (.75 inch) cable diameter.

ILBS003P

1. Disconnect the battery and discharge the head capacitor.

2. Connecrt an 82 ohms, 80 watts resistor between the PLUGGING HEATSINK and the battery negative side of the BYPASS contactor. Hold the resistor in position for 10 seconds. This will discharge the capacitors.

Can also use 39 ohms, 80 watts resistor.

MicroController Control System

89

Testing And Adjusting

Logics Removal

ÒRun TimeÓ Tests

WARNING

WARNING

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

2 WARNING The lift truck can move suddenly. Battery voltage and high amperage are present. Injury to personnel or damage to the lift truck is possible.

Safely lift both drive wheels off the floor. Put blocks of wood under the frame so the drive wheels are free to turn. During any test or operation check, keep away from drive wheels.

1

Key ON, No Operator Warning, Display = ÒEÓ (Flashing) 1. Connect the battery.

2. Turn key to ON with no one on the seat.

3. The display should show the letter ÒEÓ flashing on and off. The line contactor should NOT activate.

4. With an operator on the seat or by pressing on the seat the letter ÒEÓ should be replaced by an indication of state of battery charge, and the line contactor should activate.

ILBD014S (1) Screws. (2) Serew.

1. Disconnect the battery and discharge the head capacitor.

2. Loosen screws (1) that hold logic cover.

3. Remove the logic cover.

4. Disconnect connectors P1, P2 and P3. When disconnecting connectors pull on plastic connector housing, not on the wires.

5. Remove screw (2) which hold logics to control panel.

6. Remove logics.

MicroController Control System

90

Testing And Adjusting

Static Return to OFF (SRO), Display = ÒEÓ (Not Flashing)

Drive Power Circuit Failure Protection, Display = ÒF&2Ó or ÒF&3Ó

1. Connect the battery and sit on the seat.

1. With blocks safely under the frame so the drive wheels are free to turn, connect the battery.

Close the seat switch and turn the key to ON. Select forward. The line contactor will energize and the pump motor will turn slowly.

2. Select a direction before turning key to ON. 3. Turn key to ON. An ÒEÓ (Not Flashing) should appear on the display and the drive system should NOT operate.

2. Use an insulated object and manually push and hold the bypass contactor (BYP CTR) closed.

4. Return the direction lever to neutral, then back to forward or reverse. The ÒEÓ (Not Flashing) should be replaced by an indication of state of battery charge and the drive system should operate.

WARNING The drive wheels will turn rapidly.

5. Turn key to OFF. Depress and hold the accelerator pedal.

3. The line contactor should deactivate. The display should alternate between the letter ÒFÓ and the number Ò2Ó. (or ÒFÓ and the number Ò3Ó.)

6. Park brake must be released.

7. Turn the key to ON. An ÒEÓ (Not Flashing) should appear on the display and the drive system should NOT operate.

4. Release the bypass contactor. Turn key to OFF then back to ON. The lift truck should operate normally.

8. Release the accelerator pedal The ÒEÓ (Not Flashing) should be replaced by an indication of state of battery charge and he drive system should operate.

Overtemperature Protection To turn on overtemperature indicator:1. Disconnect the battery and discharge the head capacitor.

2. Disconnect the control panel thermal switch (mounted on the PUMP power mosfet module) 3. Connect the battery, close the seat switch, and turn the key ON. The overtemperature indicator should light.

4. If the stored error codes are checked an ÒE&3Ó should be found.

MicroController Control System

91

Testing And Adjusting

Component Tests

Logic Unit Quick Reference Voltage Check

WARNING

The chart that follows is a quick reference of the expected voltages at the logic pin connectors. All voltage measurements are made with respect to battery negatives.

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

WARNING The lift truck can move suddenly. Battery voltage and tigh amperage are present. Injury to personnel or damage to the lift truck is possible. Safely lift both drive wheels off the floor. Put blocks of wood under the frame so the drive wheels are free to turn. During any test or eperation check, keep away from drive wheels.

NOTICE Do not use steam or solvent to clean the controls. Damage can be caused to the control panel. Use pressure from an air hose with a maximum pressure of 205 kPa (30 psi) to clean the control panel when necessary. The air supply must be equipped with a water filter.

1. Put blocks of wood under the frame so both drive wheels are free to turn.

NOTE : When control wires and power cables or bus bars are to be connected to the same bolt or stud, place all control wires together on the top of the bus bar or power cable.

2. Disconnect the battery and discharge the head capacitor.

Use the wiring diagram and electrical schematic to locate components referred to by name in the procedures that follow. All wires must be located as shown on the wiring diagram and schematic.

3. Remove the Master logic from itÕs supports and place it on a suitable support by the side of the truck.

4. Remove the master logic cover.

5. Connect the multimeter negative lead to control panel battery negative.

6. Set the multimeter to the 200 volt DC range.

7. Use the multimeter positive lead with an Needle Tip to measure the voltages under normal and activated conditions as shown in the Logic Voltage Reference chart.

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92

Testing And Adjusting

LOGIC VOLTAGE REFERENCE Logic Wire Terminal #

Function

*Normal Voltage

Activated Voltage

Test Procedure

P1-1

1L

Bat Neg.

0

0

P1-2

-

Not Used

-

-

Logic Card Negative -

P1-3

-

Not Used

-

-

-

P1-4

34C

B+ via Line Contactor

B+

above 20V

B+=line ctcr closed; >20V=open

P1-5

3A

Line contactor B+ side

P1-6

6A

+15V

P1-7

46A

P1-8

34A

P1-9

-

P1-10

B+

B+

-

14-16V

14-16V

-

Thermal switch (Pump)

0V

5-7V

Unplug thermal switch

B+ via line contactor

B+

B+

B+=line ctcr closed; >20V=open

Not Used

-

-

-

37A

Right mosfet ÒDÓ terminal

B+

0V to B+

Varies with right motor speed

P1-11

41A

Left mosfet ÒDÓ terminal

B+

0V to B+

Varies with left motor speed

P1-12

45A

Pump mosfet ÒDÓ terminal

B+

0V to B+

Varies with pump motor speed

P2-1

1A

Bat Neg.

0V

0V

Logic card negative

P2-2

102A

Mosfet module B- return

0V

0V

Mosfet module negative connection

(after line fuse)

P2-3

-

Not Used

-

-

P2-4

70A

Pump PWM signal

0V

0V to 1.5V

Varies with pump motor speed

-

P2-5

52A

Right PWM signal

0V

0V to 1.5V

Varies with right motor speed

P2-6

47A

Left PWM signal

0V

0V to 1.5V

Varies with left motor speed

P2-7

51A

Left plug signal

B+

0V to B+

Varies with left motor speed

P2-8

49A

Right plug signal

B+

0V to B+

Varies with right motor speed

P2-9

104A

Pump motor shunt (+)

B+

B+

-

P2-10

103A

Pump motor shunt (-)

B+

B+

-

P2-11

43A

Left drive shunt (+)

B+

B+

-

P2-12

25A

Left drive shunt (-)

B+

B+

-

P2-13

42A

Right drive shunt (+)

B+

B+

-

P2-14

29A

Right drive shunt (-)

B+

B+

-

P2-15

30A

Pump contactor coil

B+

14-16V

P2-16

35A

Bypass contactor coil

B+

14-16V

-

P2-17

19A

Left contactor coil

B+

14-16V

-

P2-18

20A

Right contactor coil

B+

14-16V

-

P2-19

26A

Line contactor coil

B+

14-16V

-

P2-20

38A

B+ to contactor coils

B+

B+

-

Pump Contactor is Optional

*NOTES : ÒNormalÓ = Battery connected, key switch and seat switch closed, park brake released, line contactor closed.

MicroController Control System

93

Testing And Adjusting

Conductor and Switch Continuity

Central Vehicle Monitoring System (CVMS) Self Test

1. Set the multimeter to the 200½ range.

The CVMS does a lamp test at power up. All 4 warning lights and all 7 segments on the LED will light for about 1 second. After 1 second the CVMS will indicate the trucks present condition. Refer to troubleshooting section for each individual problem.

2. Use the multimeter to perform the continuity test. If continuity exists, the measurement will be less than 1 ohm. If the measurement is more than this, continuity does not exist and the problem will have to be repaired.

Contactor (Bypass Activation)

Accelerator Control

WARNING

WARNING

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

Refer to ÒSelf-DiagnosticsÓ Accelerator Control in Troubleshooting section.

NOTICE Damage can be caused to the control panel. Do not switch the direction lever from one direction to the other (plug the lift truck) when the drive wheels are off the ground and in rotation at full speed.

Capacitor (Head) WARNING

1. Connect the battery and close the seat switch.

2. Turn the key to ON and release the parking brake.

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

3. Select a direction and rapidly depress the accelerator pedal all the way to the floor.

4. Measure and record the time it takes the bypass contactor to close. This should be 1.0 to 3 seconds after the accelerator is fully depressed.

Head capacitor refers to all 6 of the head capacitors hooked together as installed in the control panel. If the capacitors hooked together fail the Head Capacitor Test, then disconnect the B+ terminal of each mosfet power module at a time and repeat the test until the module containing the faulty capacitor(s) is located.

5. If the recorded value from Step 4 is less than 0.1 seconds, the logics may need to be replaced.

(During normal operation this time will vary with the load on the truck).

6. If the recorded value from Step 4 is more than 3 seconds, check the bypass contactor tips for free movement. Check wiring for bad connections, and check current limit.

1. Disconnect the battery and discharge the head capacitor.

2. With the meter on the 2K½ range place the POSITIVE probe on the line fuse and the NEGATIVE probe on the battery negative terminal on the panel.

3. The reading must rise above 2K½.

MicroController Control System

94

Testing And Adjusting

4. Check contactor tip gap with a feeler gauge as shown.

Refer to Specifications section for correct settings.

Contactor Components WARNING Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

1. Disconnect the battery and discharge the head capacitor.

2. Disconnect all leads to the X and Y terminals of the coil.

3. Set the multimeter to the 200½ range.

4. Connect the positive multimeter lead to terminal Y and the negative multimeter lead to terminal X .

ILBS004P

5. It must be within specifications. See Component Measurements in Specifications section.

DC-DC Converter

6. If the coil is not within specifications, the contactor assembly will to be replaced.

Refer to problem 20 in the Troubleshooting section.

Coil Pulsing

Diodes

1. With the contactor coil leads connected, set the multimeter to the 200 volts DC range.

WARNING

2. Connect the multimeter negative lead to the negative coil terminal Y and the meter positive lead to the coil positive terminal X .

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

3. Connect the battery and activate the controls necessary for the contactor to be activated.

4. After the contactor activates the multimeter must indicate 15 to 25 volts. If the voltage is not correct and the contactor passed the Coil Resistance test, the logics must be replaced.

1. Disconnect the battery, discharge the head capacitors, and remove the Master Logics.

2. Disconnect the diode anode lead wire.

Contactor Tips

3. Set the multimeter to the diode test position.

1. Visually inspect the tips to verify they are not welded, melted, burned, or pitted.

4. Connect the positive multimeter lead on the diode anode lead wire. Connect the negative multimeter lead to the plugging heatsink. The multimeter should read 0.3 to 0.9 volts.

2. Press and release the tips quickly to verify there is no binding.

3. Visually inspect the contactor assembly. Verify foreign objects donÕt interfere with normal contactor operation.

MicroController Control System

5. Reverse the multimeter leads. The multimeter should read ÒOLÓ. If any of the measurements are not correct, replace the diode.

95

Testing And Adjusting

Diode Replacement

Mosfet Module Replacement

ILBS005P

ILBS006P

WARNING

WARNING

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

1. Disconnect the battery and discharge the head capacitors.

1. Disconnect the battery, discharge the head capacitor, and remove the Master logics.

2. Remove the Master logics.

2. Unplug the connector from the module

3. Disconnect the wire lead and remove the diode.

3. Disconnect buss bars / cables from all three power terminals on the module.

4. Wipe clean contact surfaces. Put a small amount of D557047 Thermal Joint Compound on contact surfaces but not on the threads.

4. Remove the three Allen head bolts that hold the assembly to the baseplate.

5. Install the diode and tighten to the a torque of 40 L 6 N¥m.

5. The underside of the module will be coated with D557047 Thermal Joint Compound.

Carefully remove the module.

6. Connect all wires that were removed.

6. To replace the module, wipe clean contact surfaces. Put a small amount of D557047 Thermal Joint Compound on the underside of the module.

7. Install the module with the Allen head bolts and tighten to 28 L 7 N¥m.

8. Replace the buss bars / cables to the three module power terminals.

9. Plug in the connector NOTE : Ensure that any sensing wires are placed on TOP of the stack of bus bars, cables, etc. Do not trap the sensing (signal) wire ring terminal between high amperage bus bars or cables.

MicroController Control System

96

Testing And Adjusting

Resistor (Charging) WARNING

NOTICE Damage to the thermal switch will occur. Do not heat the thermal switch over an open flame.

Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

The Thermal Switch will open circuit if the temperature is 81 to 89ûC (178 to 192ûF) and close (short circuit) at 69 to 77ûC (156 to 171ûF).

The head capacitor pre-charge resistor is located inside the Master Logics enclosure.

It can be tested as follows:-

If the thermal switch is removed from the heatsink it can be tested in an oven.

See troubleshooting Problem 38. Possible cause, system overtemp.

1. Unplug the battery, discharge the head capacitor, and remove the Master logics.

2. Set the multimeter on the 2K½ range.

3. Measure the resistance between P1-4 and P1-5 on the Master logics.

The reading should be between 1.3K½ and 1.7K½.

If the reading is outside this range the Master Logics must be replaced.

Thermal Switch

ILBS007P

WARNING Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

MicroController Control System

97

Testing And Adjusting

Electrical System Adjustments Tilt and Auxiliary Switches

Parking Brake Switch

Because each tilt and auxiliary switch can turn on the pump motor, it is recommended that only one be connected to start with. After adjusting the first switch, proceed with the next one.

WARNING Battery voltage and high amperage are present.

Injury to personnel is possible. Disconnect the battery and discharge the tead capacitor (HEAD CAP) before any contact is made with the control panel

1. Disconnect the battery and discharge the head capacitor. Disconnect all but one switch.

2. With valve spool in neutral position, adjust the switch so that the switch roller is centered on the operating arm.

1. Close the seat switch and turn the key ON. 3. Connect the battery, close the seat switch, and turn the key ON. Readjust the switch if necessary so that the pump motor runs when the lever is operated.

2. Release the parking brake and put the truck in forward.

3. Depress the accelerator. With the tires in rotation, slowly depress the parking brake.

Tilt and Auxiliary Speed Adjustment

4. The wheels should stop rotating as soon as the parking brake is depressed.

The ÒPark BrakeÓ light in the CVMS should illuminate.

See Programmable Features.

5. If the light does not illuminate remove the cover on the park brake assembly.

Remove the 2 screws holding the park brake microswitch assembly.

Loosen the adjusting screws and move the switch slightly and then re-tighten the screws. Replace the switch assembly and re-check. Repeat until the adjustment is correct.

MicroController Control System

Rapid Tune up Procedure All the programmable features can be reset to the default (factory) setting in one operation. See Programmable Features.

98

Testing And Adjusting

Battery Discharge Indicator (BDI) Adjustment

BDI Adjustment Procedure

Accurate adjustment of the BDI is only possible with a battery of the correct voltage, and at a voltage within the range of the display. If a lift interrupt has occurred, with a Ò0Ó on the display. it may be necessary to reprogram Feature ÒAÓ to reset the interrupt, and then make the necessary adjustments.

1. Ensure that the key switch is OFF, and select neutral with the direction lever.

1. Set the multimeter to measure battery voltage.

Connect the multimeter positive lead to the battery positive cable at the line contactor.

Connect the multimeter negative lead to the battery negative cable on the bypass contactor.

3. Remove the magnet and then replace it to the setup mark.

The display will change to a flashing Ò1Ó.

2. Place the magnet against the ÒSetupÓ mark on the slave logics and hold it there while turning ON the key switch. The display will show a flashing Ò0Ó.

4. Repeat this process until the display shows a flashing Ò9Ó.

2. Plug in the battery, turn ON the keyswitch, and note the reading on the display.

Compare this reading and the reading on the multimeter to the table below.

If the multimeter reading does not agree with the reading on the CVMS then the BDI will need to be adjusted.

5. Remove the magnet.

6. Place the direction lever in FORWARD. The display will now shown the level to which the BDI is presently adjusted. THIS READING WILL SHOWING A VALUE FROM Ò0Ó to ÒAÓ WHICH REPRESENTS HOW MUCH THE BDI IS SET ABOVE OR BELOW THE NOMINAL OF Ò5Ó.

IT NO LONGER REPRESENTS STATE OF BATTERY CHARGE.

Write down the CVMS reading and the multimeter reading DISPLAY

7. Look up the CVMS reading (which you wrote down) in the table and compare it to the multimeter reading.

BATTERY DISCHARGE INDICATOR ADJUSTMENT CHART

9

ABOVE 37.6 VOLTS

8

37.3 TO 37.6 VOLTS

7

36.9 TO 37.2 VOLTS

6

36.5 TO 36.8 VOLTS

5

36.1 TO 36.4 VOLTS

4

35.7 TO 36.0 VOLTS

3

36.3 TO 35.6 VOLTS

2

34.9 TO 35.2 VOLTS

DECREMENTING

34.5 TO 34.8 VOLTS

0

BELOW 34.5 VOLTS

8. If the display is not correct, move the direction lever to neutral, and then move it either to FORWARD or to REVERSE depending on whether the CVMS reading is too LOW or too HIGH as follows:-

¥CVMS reading too LOW:- Move direction lever to FORWARD.

¥CVMS reading too HIGH:- Move direction lever to REVERSE.

Now return direction lever to neutral.

9. Place the magnet over the setup position again and then remove it.

The display will go to a flashing ÒAÓ.

10. Switch OFF the key.

11. Switch the key ON again. The CVMS will now be reading the state of battery charge once again.

Once again note the display reading and the multimeter reading and compare them to the table. If the reading is still incorrect repeat the procedure until the reading agrees with the table.

MicroController Control System

99

Testing And Adjusting

BDI Adjustment With Display at Ò0Ó.

If the logic has already gone into lift interrupt (Display = 0) it is not possible to adjust the BDI until a battery above a certain pre-programmed voltage is connected to the vehicle.

The factory default setting to reset the lift interrupt is level Ò4Ó. This level can be adjusted. (See programmable features) By reprogramming Feature ÒAÓ from the factory default of 4, to a temporary value of 0, it will become possible to adjust the BDI with a battery voltage below the normal reset level. After adjustment of the BDI, reprogram feature ÒAÓ back to the default setting of 4.

MicroController Control System

100

Testing And Adjusting

Current Limit Test and Adjustment 8. Damage to the drive motor will result. Do not stall the drive motor for longer than absolutely necessary. To protect the drive motor from excessive currents, allow for the motors to cool between stalls, and let the motor run between stalls.DonÕt forget to re-connect the service brake switch prior to putting the vehicle back into operation.

WARNING The lift truck can move suddenly. Injury to personnel or damage to the lift truck is possible.

Safely lift the drive wheels off the floor. Put blocks of wood under the frame so both drive wheels are free to turn. Keep away from drive wheels that turn.

NOTE : Current limit is preset at the factory and should not be adjusted unless the truck malfunctions, or the logic board is replaced. Only qualified service personnel with the correct instrumentation should adjust current limits.

Electrical Braking (Plugging) Current Test and Adjustment 1. Make sure current limit is adjusted to specification before adjusting electrical braking (plugging) current.

1. Put blocks of wood under the frame so both drive wheels are free to turn.

2. Remove the floor plate, and disconnect the service brake switch.

2. Connect clamp-on ammeter around the Al cable to measure drive motor current. Use multimeter to read current remotely from the operatorÕs seat.

3. Connect the clamp-on ammeter around the A1 cable to measure drive motor current. Use a multimeter to read current remotely from the operatorÕs seat.

3. Drive the lift truck forward between 3/4 speed and full speed.

DO NOT ALLOW BYPASS TO ENERGISE While maintaining accelerator position, change the direction control to reverse.

4. Connect the battery. Close the seat switch and turn the key to ON. 5. Release the park brake.

4. The truck will slow almost to a stop, and then accelerate in the opposite direction.The current should be read prior to the time the wheels change direction. The value should be equal to current limit if the programmable feature is at the default setting (Ò5Ó).

To adjust plugging current see ÒProgrammable FeaturesÓ.

6. Select a direction and depress the service brake so that the wheels do not turn. Depress the accelerator to approximately 3/4 of the way down. To prevent bypass operation ensure that the accelerator is not depressed all the way down. To get an accurate current reading the wheels must not slip.

NOTICE Damage to the drive motor will result. Do not stall the drive motor for longer than absolutely necessary. To protect the drive motor from excessive currents, allow for the motors to cool between stalls, and let the motor run between stalls.

7. Damage to the drive motor will result. Do not stall the drive motor for longer than absolutely necessary. To protect the drive motor from excessive currents, allow for the motors to cool between stalls, and let the motor run between stalls.The current measurement must be within specification (200A min 300A max) To adjust the current limit see ÒProgrammable FeaturesÓ.

MicroController Control System

101

Testing And Adjusting