Raymond Forklift 101T Walkie Pallet Truck Maintenance Manual SN 99-07500 and up - PDF DOWNLOAD

Maintenance Instructions

Model 101T Walkie Pallet Truck Serial No.: 99-07500 and up

PDMM-0072

Issued: 1/4/99

1: How To Use This Manual

How to Use This Manual

1:

Map of the Manual How to Use This Manual

Map of the Manual

Manual Design Safety

Page Revision Record Systems Overview

Vehicle Specifications Table of Contents General System Data

Scheduled Maintenance

Start Page Theory of Operations

Electrical & Hydraulic T.S. Guidelines

Trouble Shooting

Definitions Component Procedures

Alphabetical List of Component Procedures Fault Codes Component Location Photos

Appendix Programmable Maintenance Tool

Index

Troubleshooting Charts

Manual Design The Raymond® Pallet Truck Maintenance Manual is designed with the following objectives in mind: • Provide technical coverage for expected levels of user expertise • Anticipate your needs and reduce your decisions regarding maintenance • Reduce page flipping through a “one-stop shopping” approach The two-line running page header at the top of each page tells you the following: • Name of the manual (Raymond® Pallet Truck Maintenance Manual) • Current chapter title (e.g., this page How to Use This Manual) • Current topic (e.g., this page Manual Design) We suggest you get in the habit of turning to the page first when you use this manual.

The START page asks a few simple questions to guide you to the proper chapter.

• How to Use This Manual explains the manual format and design and contains the Table of Contents and START page.

• Safety explains warning and caution notes, general safety rules and safety rules for batteries, static, jacking, and welding.

• Systems Overview includes truck specifications and theory of operation information.

• Scheduled Maintenance outlines the recommended schedule of preventive services to keep your truck working most efficiently.

• Troubleshooting is a set of “decision-tree” charts designed to take you from a symptom to a specific sequence of tests in order to isolate a failing component.

•

The START TROUBLESHOOTING chart (on page 5-27) will guide you to the individual troubleshooting symptom chart you need.

•

Once you’re familiar with the symptoms listed, you may instead simply find the symptom chart from the List of Troubleshooting Charts (page 5-25).

•

When you complete a troubleshooting procedure, be sure to follow the steps in End of Troubleshooting Procedures chart (page 5-30).

• Component Procedures gives step-by-step procedures for testing, removal, installation, and adjustment of individual truck components. Components are listed in an order which considers: •

Frequency of attention

•

Physical attachment (e.g., brake must be removed before drive motor)

•

Functional relation (e.g., drive motor and drive unit components are grouped together)

To find a component procedure, you may use one of three methods: •

Look up the component name in the List of Component Procedures (page 6-2).

•

Find the component in the Component Locator Photos (page 6-5).

•

Look up the component name in the Index (page 8-1).

• Appendix contains reference information such as torque values and lubricants.

• Index lists subjects alphabetically.

Page Revision Record 1:snHow To Use This Manual

This page is a record of the latest revised pages in this manual. Whenever a page is revised, we update this section and include it in the revision. This lets you keep track of the latest revised pages for this manual.

If no date appears in the “Revised” column, it means that the page has never been revised since the manual was first issued.

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Safety

2:

Definitions Throughout this manual, you will see two kinds of safety reminders:

WARNING Warning means a potentially hazardous situation exists which, if not avoided, could result in death or serious injury.

CAUTION

Caution means a potentially hazardous situation exists which, if not avoided, could result in minor or moderate injury or in damage to the truck or nearby objects.

General Safety Do not operate or work on this truck unless you are trained, qualified and authorized to do so and have read the Owner/Operator Manual.

Know the truck’s controls and what they do.

Do NOT operate this truck if it needs repair or if it is in any way unsafe.

Operate this truck only from the operator’s position.

Before working on this truck, always turn the key switch to OFF and disconnect the truck’s battery connector (unless this manual tells you otherwise).

Do NOT wear watches, rings, or jewelry when working on this truck.

Follow the scheduled lubrication, maintenance and inspection steps.

Follow exactly the safety and repair instructions in this manual. Don’t take “shortcuts.”

Do NOT use an open flame near the truck.

Do NOT use gasoline or other flammable liquids for cleaning parts.

Clean up any hydraulic fluid, oil or grease that has leaked or spilled on the floor.

Always park this truck indoors.

Do not park this truck in a cold storage area overnight.

Do NOT wash this truck with a hose.

Do NOT add to or modify this truck until you contact your local Raymond Dealer to receive written manufacturer approval.

Battery Safety WARNING As a battery is being charged, an explosive gas mixture forms within and around each cell. If the area is not properly ventilated, this explosive gas can remain in or around the battery for several hours after charging. Be sure there are no open flames or sparks in the charging area. An open flame or spark can ignite this gas, resulting in serious damage or injury.

WARNING Battery electrolyte is a solution of sulfuric acid and water. Battery acid causes burns. Should any electrolyte come in contact with your clothing or skin, flush the area immediately with cold water. Should the solution get on your face or in your eyes, flush the area with cold water and get medical help immediately.

Wear personal protective equipment to protect eyes, face and skin when checking, handling or filling batteries. This equipment includes goggles or face shield, rubber gloves (with or without arm shields) and a rubber apron.

Make sure a shower and eyewash station are nearby in case there is an accident.

A battery gives off explosive gases. NEVER smoke, use an open flame, or use anything that gives off sparks near a battery.

Keep the charging area well-ventilated to avoid hydrogen gas concentration.

Turn the key switch OFF before disconnecting the battery from the truck at the battery connector. Do not break live circuits at the battery terminals. A spark often occurs at the point where a live circuit is broken.

Do not lay tools or metal objects on top of the battery. A short circuit or explosion could result.

Keep batteries clean. Corrosion causes shorts to the frame and possibly sparks.

Keep plugs, terminals, cables and receptacles in good condition to avoid shorts and sparks.

Keep filler plugs firmly in place at all times except when the electrolyte level is checked, when water is added to the cells or when the specific gravity is checked.

Make sure the vent holes in the filler plugs are open to allow the gas to escape from the cells.

Do not allow cleaning solution, dirt or any foreign matter to enter the cells.

Vent Hole

Make sure you install the correct size battery. A smaller or lighter weight battery could seriously affect truck stability. See the truck’s spec plate for more information.

Never plug a battery charger into the truck’s battery connector. Plug the battery charger only into the battery connector from the battery.

Follow the charging procedures in the Battery Instruction Manual and in the Battery Charger Instruction Manual.

Static Safety Electronic circuit boards and devices used on the Raymond Walkie Pallet Truck can be damaged by the discharge of static electricity, called electrostatic discharge.

Static charges can accumulate from normal operation of the truck as well as movement or contact between non-conductive materials (plastic bags, synthetic clothing, synthetic soles on shoes, styrofoam coffee cups, etc.)

Accumulated static can be discharged through human skin to a circuit board or component by touching the parts. Static discharge is also possible through the air when a charged object is placed close to another surface at a different electrical potential. Static discharge can occur without your seeing or feeling it.

Whenever working on or near static-sensitive electronics, always use static discharge precautions.

1. Place a static discharge wrist strap around your wrist. Connect the ground lead to the wrist strap connector.

2. Connect the ground clamp to an unpainted, grounded metal surface on the truck frame.

3. If you will be removing or installing staticsensitive components, place them on a properly grounded static mat.

4. To transport static-sensitive components, including failed components being returned, place the components in an antistatic bag or box (available from your Dealer).

The wrist strap and associated accessories should be tested monthly to verify they are working properly. A defective static discharge wrist band will not alert you that it is bad.

Figure 2-1 shows the components of the Raymond antistatic field service kit, part number 1-187-059. The kit includes a wrist strap, ground cord and static-dissipative work surface (mat). Follow the instructions packaged with this kit.

Wrist straps are available in quantities of 25, as part number 1-187-058/001.

A wrist strap tester is available as part number 1-187-060.

Contact your local Raymond Dealer for information.

Jacking Safety Sometimes you may need to jack the truck off the floor to perform maintenance procedures.

When doing so, observe the proper safety precautions: 1. Lower the forks completely. Remove any load.

2. Place all controls in neutral.

3. Block the wheels to prevent movement of the vehicle.

4. Disconnect the battery connector.

5. Place the jack under the designated jacking points.

WARNING Use extreme care whenever the truck is jacked up. Keep hands and feet clear from vehicle while jacking the truck. After the truck is jacked, place solid blocks beneath it to support it. DO NOT rely on the jack alone to support the truck.

Fork Section 1. Using the lift button, raise the forks to maximum height.

2. Block the fork section as shown in Figure 2-2. The tractor section will remain on the floor.

3. Lower the forks onto blocks.

4. Turn the key switch OFF and disconnect the battery connector.

Tractor Section 1. Place the jack in the designated jacking position.

2. Jack one side of the truck so that the drive tire is off the floor no more than 1" (2-1/2 cm).

3. Block that side of the truck in place.

4. Jack the other side of the truck level with the first side.

5. Block that side of the truck in place.

NOTE: After working on a vehicle, test all controls and functions to assure proper operation.

Tie-down for Transport To transport your Raymond Walkie Pallet Truck in an over-the-road vehicle or rail car, follow these steps: 1. Lower the forks and locate the truck in the center of the transport vehicle.

2. Using a suitable lifting device, remove the battery. See “Battery” on page 6-8.

3. Position the adjustable chain over and through the battery compartment.

4. Position an additional adjustable chain over and through the battery compartment.

5. Position the chain ends of one chain toward the front of the vehicle bed and the chain ends of the other chain to the back of the vehicle bed and draw taut. See Figure 2-3.

NOTE: This will secure the truck to the vehicle bed and prevent tip-over and forward or backward movement.

6. Secure the battery according to the battery manufacturer’s instructions. If equipped, remove the battery cover or storage tray from the top of the battery and store separately.

Towing To safely tow a Raymond Walkie Pallet Truck: 1. Lower the forks and remove any load.

2. Turn the key switch OFF and disconnect the battery connector.

3. Using a suitable towing vehicle, lift the tractor end of the truck until the drive tire is no more than 1" (2-1/2 cm) off the floor.

4. Tow the truck slowly in the tractor -first direction.

Welding Safety WARNING Flame cutting or welding on painted surfaces may produce potentially harmful fumes, smoke and vapors.

Prior to performing flame cutting or welding operations, it is recommended that the coating be removed in the vicinity where the operation(s) will be performed.

Coating removal may be by mechanical methods, chemical methods or a combination of methods. Flame cutting and/or welding operations should be carried out only in well ventilated areas using local exhaust if necessary.

Before working on this truck, make sure that: • Fire protection equipment is nearby.

• You know where the nearest eyewash station is.

• Disconnect the battery before you attempt to inspect, service or repair the lift truck.

Discharge residual charge in the motor controller by connecting a load across the controllers B+ and B- (such as a contactor coil or by pressing the horn button).

• Check for shorts to frame as described on page 5-5. If any shorts are detected, remove them before you proceed with the welding operation.

• Clean the area to be welded.

• Protect all truck components from heat, weld spatter and debris.

• Attach the ground cable as close to the weld area as possible.

• Do not perform any welding operations near the electrical components.

• If welding must be done near the battery compartment, remove the battery from the truck.

• When you are finished welding, perform all ground tests and electrical inspections before the vehicle is operated.

Systems Overview

3:

Truck Model Identification

Vehicle Specifications Category

Model 101T

Maximum Load Capacity

4,000 lb (1,816 kg)

Upright Height

50.8 inch (129.1 cm)

Overall Length (Handle Raised)

up to 81.8 inch (207.8 cm)

Overall Width

30.0 inch (76.2 cm)

Maximum Lift Height

9.25 inch (23.5 cm)

Regular Speed, Maximum

3.9 mph (6.3 kph)

Stopping Distance

6 ft. (1.83 m)

Battery Compartment Width

9.0 inch (22.8 cm)

Battery Voltage

24 volts

Minimum Battery Weight

200 lb (91 kg)

Maximum Battery Weight

660 lb (299 kg)

Truck Weight Without Battery

830 lb (377 kg)

Wheel: Drive

10.5 x 5" Rubber

Wheel: Load*

3.25 x 5" Polyurethane (2)

* Install load wheels with at least 1 shim on each side and a maximum of 1/16" (1.58 mm) end play.

WARNING The total weight of the load must include the pallet and the container or the device holding the load.

General System Data

Battery Connector Gauge Console Battery

Control Handle

Load Wheels

Fork Section

Drive Unit

Special Tools Programmable Maintenance Tool The optional Programmable Maintenance Tool (PMT) (P/N 950-180) allows you to test, program (or configure) and diagnose the motor controller in the truck. See Figure 3-3.

The PMT is powered by the host controller through the four-pin connector located at the bottom of the controller.

Theory of Operation Lift/Lower The lift/lower system consists of an electrically operated hydraulic pump assembly and related components.

The hydraulic pump assembly consists of a positive displacement rotary gear pump with reservoir mounted to an adapter. A DC electric motor is mounted to the opposite side of the pump adapter. An adjustable relief valve, check valve and a solenoid operated lowering valve are located within the adapter.

With the forks elevated, the normally closed solenoid valve and the check valve prevent hydraulic fluid from returning to the reservoir.

Lift When the battery is plugged in, the key switch is on and the lift button is pressed: • Lift switch (SW12) closes.

• Lift pump contactor closes, causing the lift pump to operate.

• Hydraulic fluid is drawn through the 100 micron screen in the reservoir into the lift pump and is forced into the lift cylinder.

• As the pump rotates, oil is forced out the pressure port through the lift hose to the lift cylinder. Oil cannot return to the reservoir because of the closed pressure relief valve and closed lowering solenoid valve.

• Hydraulic pressure in the lift cylinder raises the forks.

Lift cutout switch (SW10) will interrupt power to the lift motor when the forks reach a preset lift limit.

• When the lift switch is open, the pump contactor coil is deenergized. This stops the lift motor and pump. The forks are held in position by hydraulic fluid trapped in the cylinder by the check valve, the static position of the relief valve and the closed lowering solenoid.

Relief valve will open if the hydraulic pressure exceeds the preset limit.

Lower When the battery is connected, the key switch is on and the lower button is pressed: • Lift switch is closed.

• Lowering solenoid opens.

• Hydraulic fluid in the lift cylinder returns to the hydraulic reservoir through the lowering valve and the flow control valve.

• The forks lower.

Directional/Speed Control The following descriptions assume the battery is charged and connected and key switch (SW1) is ON. The control handle must be in the proper position to close the brake (deadman) switch (SW2) and release the brake. See “Brake (Deadman) Switch” on page 5-7. When the brake (deadman) switch is closed, main contactor (M1) is energized. (NOTE: when the control handle is released and the brake (deadman) switch opened, main contactor (M1) will remain energized for several seconds before deenergizing.)

Forward When the twist grip/butterfly control is rotated in the forward direction from neutral: • Forward directional switch (SW3) is closed and B+ voltage is applied to PMC-12 of the motor controller.

• The resistance across the throttle potentiometer (VR-4 to VR-2) increases from zero ohms to a maximum of 6.5K ohms. Throttle input voltage is then generated at PMC-6 with respect to PMC-7.

• Once the throttle input voltage is above the neutral band threshold the motor controller begins to provide current flow through the drive motor armature at M-. It also provides current flow through the field windings in the proper polarity at S1 and S2.

• The drive wheel begins to rotate in forward direction at a speed proportionate to throttle input.

Reverse When the twist grip/butterfly control is rotated in the reverse direction from neutral: • Reverse directional switch (SW4) is closed and B+ voltage is applied to PMC-11 of the motor controller.

• The resistance across the throttle potentiometer (VR-4 to VR-2) increases from zero ohms to a maximum of 6.5K ohms. Throttle input voltage is then generated at PMC-6 with respect to PMC-7.

• Once the throttle input voltage is above the neutral band threshold the motor controller begins to provide current flow through the drive motor armature at M-. It also provides current flow through the field windings in the proper polarity (S1 and S2).

• The drive wheel begins to rotate in reverse direction at a speed proportionate to throttle input.

Emergency Reverse If the emergency reverse switch (belly button switch) is closed with the control handle lowered (SW2 closed) in travel mode, the control system will provide an immediate, rapid acceleration in the reverse (forks first) direction: • Emergency reverse switch (SW7) is closed applying B+ voltage to PMC-13.

• Travel inputs (VR, SW3, SW4) are ignored.

• The polarity of the field voltage at S1 and S2 is reversed by the motor controller.

• The motor controller provides maximum torque immediately after the emergency reverse switch is closed and current limit is automatically set to the higher plugging value (approximately 300 Amps).

• Maximum reverse travel will continue until the emergency reverse switch is released.

Once the emergency reverse switch is activated, the motor controller inhibits the forward direction. To reset the truck for normal travel, the handle must be cycled to “brake applied” position (SW2 open). Turning the key switch OFF and then ON will also reset the motor controller.

Motor Controller The basic functions of the motor controller include: • The direction control section controls the drive motor direction by manipulating the drive motor field polarity according to the directional switch inputs (SW3, SW4).

• The throttle control section controls the drive motor speed and torque by monitoring relative position change of the wiper in the travel potentiometer with respect to the static neutral position. Infinitely variable motor speed is accomplished by separate control of field and armature currents.

• The emergency reverse circuitry controls the override of the directional travel control.

• Controls main contactor (M1) operation.

• The diagnostics section continuously monitors the travel circuits for fault conditions and responds appropriately, shutting down travel in some cases.

Scheduled Maintenance

4:

Maintenance Guidelines Following a regularly scheduled maintenance program: • Promotes maximum truck performance • Prolongs truck life • Reduces costly down time • Avoids unnecessary repairs Scheduled maintenance includes: • Lubrication • Cleaning • Inspection • Service Perform all of the scheduled checks and maintenance during the suggested intervals.

The intervals given in this guide are based on normal operating conditions. When operating under abnormal or severe conditions, perform these services more often as required to keep the unit in good operating condition.

See page 7-2 in the Appendix for lubrication equivalents. Refer to the manufacturer’s supplements for components not listed on the following pages.

Daily Perform the daily checks and report any faults or abnormal conditions to your supervisor.

Item

Daily or Eight Hour Checklist

Battery

Check cleanliness and exterior condition. See “Battery Exterior Cleaning” on page 6-9.

Check the charge.

Check the weight.

Check the connector. Make sure all powered functions are shut down when disconnected.

Make sure the battery is properly installed.

Check the “free play” of the battery. Make sure the battery does not move more than 1/2 inch (13 mm).

General Operation

Check that the horn operates when you press the horn button. (Battery must be connected.)

Check the speed and directional controls.

Check the steering operation.

Check the lifting and lowering functions.

Check the operation of the emergency reverse button.

Note any unusual noise during operation, and report it to your supervisor or maintenance personnel.

Brake

Verify the drive motor does not run while the brake is applied.

Check that the control handle returns to the vertical position when released.

Decals

Warning/Safety/Operational decals must be in place and legible. Notify your local Raymond Dealer if any decal is defective.

Hydraulic System

Wheels/Tires

Check for oil leaks.

Check the condition of the drive wheel and load wheels.

Remove any steel chips and foreign material to prevent damage to the wheels.

Check for gouging and chunking of the surface. If damaged, report to your supervisor or maintenance personnel.

Every Two Months or 250 Operating Hours Perform daily checks plus the following: Item

Every Two Months or Every 250 Hours

Grease Fittings

Lubricate all grease fittings. See “Grease Fittings” on page 4-7.

Forks

Check the lift limit switch for lift motor cut-out. Adjust if necessary.

Lubrication Points Lift Cylinder

Hydraulic System

General

Lubricate all levers, shafts and leakage points.

Check the lift cylinder for leaks. Replace cylinder if necessary. See “Hydraulic Ram” on page 6-75.

Check for proper fluid level—within 1" (25.4 mm) of filler plug. Add fluid if necessary. See “Lubrication Equivalency Chart” on page 7-2.

Check hydraulic connections and mountings.

Check the tightness of the pump and motor hardware.

Check hoses, tubes and fittings for leaks. Replace hoses or seals. See “” on page 6-77. Clean the fill/vent plug. See “Hydraulic Unit” on page 6-77.

Check for loose hardware. Tighten if necessary.

Check the tightness of the drive unit mounting bolts.

Tighten if necessary.

Electrical System

Visually inspect all cables for damage. Replace if necessary.

See “Power Cables” on page 6-16.

Check for electrical shorts to frame. See “Checking for Shorts from Battery to Truck Frame” on page 5-4.

Drive Wheel

Check the tightness of the retaining nut on the drive wheel mounting. Tighten to 250 ft. lbs. (339.2 Nm).

Drive Unit

Check for oil leaks. If leaks are found, check the oil level. If the oil level is low, determine the cause. See “Drive Unit” on page 6-57.

Check and lubricate the transmission pivot bearing.

Contactors

Clean and inspect contactors. Replace worn or burnt tips.

See “Contactors” on page 6-41.

Motor Brushes

Check the condition of brushes, springs and holders.

Check that the brush length exceeds the minimum length.

Drive motor—.62" (15.7 mm) Hydraulic pump motor—1/2" (13 mm)

Brake (deadman) Switch

Check adjustment. See “Brake (Deadman) Switch” on page 6-25.

Item

Every Two Months or Every 250 Hours

Load Wheel

Check and lubricate the load wheel bearings and linkage.

Brake

Check the brake shoes for wear. Replace if necessary. See “Brake” on page 6-45.

Battery System

Clean the battery and the truck. See “Battery Exterior Cleaning” on page 6-9.

Annually or Every 1500 Operating Hours Perform the Every Two Month checks plus the following:

Item Drive Housing

Annually or Every 1500 Hours Change the oil in the drive housing.

See “Drive Housing Lubrication” on page 6-62.

Grease Fittings

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Troubleshooting

5:

How to Use This Chapter This chapter uses a set of “decision-tree” charts designed to take you from a symptom to a specific sequence of tests in order to isolate a failing component.

• Use the START TROUBLESHOOTING Chart TS-1 on page 5-27 to guide you to the individual symptom chart you need.

• Once you’re familiar with the symptoms listed, you may instead simply look up the symptom chart from the List of Troubleshooting Charts on page 5-25.

As you work with a troubleshooting symptom chart, you may be instructed to test various electrical connector pins.

Every time you complete a troubleshooting procedure, be sure to follow the steps in End of Troubleshooting Chart END1 on page 5-30.

If the troubleshooting symptom charts do not isolate the problem, or if the symptoms are not consistent or repeatable, go to the General Troubleshooting Chart GEN1 on page 5-28.

This chart will help you approach the problem in a systematic and logical manner.

Each chart begins with a lozenge-shaped symbol containing the title and symptom.

Charts are identified as H for Hydraulic and T for Travel. The logic generally flows top to bottom and left to right. A symbol shaped like a baseball home plate means the chart is continued on another page (either a continuation of the current chart, or a different chart). Continuation charts have a suffix number added. A continuation chart begins with a circle-shaped symbol containing the chart number and suffix.

For example, look at Chart H-3 on page 5-38.

One logic path is continued on Chart H-3-2, which is the next page. Another logic path from Chart T -12 goes to the End of Troubleshooting Chart END1, which is on page 5-30.

Electrical Troubleshooting Guidelines Many problems are caused by a faulty or dirty battery. Make sure the battery is clean. Check the electrolyte level and state of charge. See “Battery” on page 6-8. Be sure to block the truck whenever a troubleshooting procedure requires turning the key switch ON. This will avoid accidents caused by unexpected truck travel.

CAUTION

Unless otherwise directed, disconnect the battery connector when you check electrical circuits or components with an ohmmeter.

Electrical current can damage the ohmmeter.

Save time and trouble by looking for simple causes first.

Visually inspect all wiring and electrical components for: • Loose connections or connectors • Loose or broken terminals • Damaged terminals, blocks, or strips.

• Broken wiring and shorted conditions (especially those that are close to metal edges or surfaces) Use an ohmmeter to check for wiring continuity.

For information on pin, connector, and harness connections, see “Wiring Harness” on page 6-17 and see “Electrical Connector Locator Chart” on page 5-12.

Checking for Shorts from Battery to Truck Frame 1. Turn the key switch OFF and disconnect the battery connector.

2. Use a voltmeter set on a 50 volt DC scale.

3. Attach the voltmeter leads as follows: •

Negative (-) lead to an unpainted, grounded surface on the truck frame

•

Positive (+) lead to the positive battery terminal, see Figure 5-1

4. The voltmeter should show no more than 3 volts.

5. Now attach the voltmeter leads as follows: •

Negative (-) lead to the negative battery terminal

•

Positive (+) lead to an unpainted, grounded surface on the truck frame

6. The voltmeter should show no more than 3 volts.

7. If you get more than a three volt reading in Step 4 or 6: a. Remove the battery from the truck. See “Battery” on page 6-8. b. Thoroughly clean the battery. See “Battery Exterior Cleaning” on page 6-9. c. Reinstall the battery. d. Repeat steps 2 through 6 to see if this has eliminated the problem. e. If excessive voltage is still found, have the battery checked for internal leakage.

Checking for Shorts from Components to Truck Frame 1. Turn the key switch OFF and disconnect the battery connector.

2. Use an ohmmeter and measure the resistance to an unpainted, grounded surface on the frame at B+, B-, and all fuses. See Figure 5-2.

A resistance reading of less than 1000 ohms indicates a serious short to frame. If this condition exists, locate the source of low resistance or short to frame using step 6. Do not continue until this condition is corrected.

3. Remove the battery from the truck. See “Battery” on page 6-8.

4. Connect the battery lead to the truck.

5. Use an ammeter to measure the leakage current to an unpainted, grounded surface on the frame at B+, B-, all fuses and all motors. If the current is less than 0.001 ampere (1mA), the truck system passes. If the current exceeds 1mA, go to step 6.

6. To find the cause of the low resistance, disconnect the power cables from each motor or major sub-assembly to determine if that item is causing the low resistance.

Hydraulic Troubleshooting Guidelines When you check voltage at solenoids, make sure hydraulic lines and components are fully installed.

Use an ohmmeter to check for wiring continuity to solenoids. Use an ammeter to check for proper current to solenoids and contactor coils (refer to specific component tests).

CAUTION

Unless otherwise directed, disconnect the battery connector when you check electrical circuits or components with an ohmmeter.

Electrical current can damage the ohmmeter.

Visually inspect all hydraulic lines and components for: • Leaking connections or connectors • Loose or broken fittings • Damaged tubing, hoses, vents, or seals

Definitions Acceleration Rate The time required for the controller to increase from 0% to 100% duty cycle (PWM) when a continuous 100% throttle request is applied.

Acceleration rate is an adjustable parameter within program mode. See “Motor Controller Parameter Settings (User Access Only)” on page 5-21.

Brake (Deadman) Switch The switch (also known as deadman switch) in the truck that must be closed to allow truck travel. It is activated by the control handle position. The switch acts to protect against travel while the brake is applied. The handle must be positioned between 10 degrees of vertical and 10 degrees of horizontal in order for the brake (deadman) switch to be closed, allowing travel. See Figure 5-3.

Continuity A continuous and uninterrupted path between two or more locations in an electrical circuit, typically having a resistance of less than 1 ohm.

Creep Speed Creep speed is activated when a direction is first selected. It is the speed at the minimum throttle setting (minimum PWM). See “Pulse Width Modulation” on page 5-9. The output maintains creep speed until the throttle is rotated out of the throttle minimum setting (10% of throttle). Creep speed is adjustable from 0-10% PWM duty cycle. The factory default value is 0%.

Current Limiting A protective function of the motor controller to prevent excessive current levels from damaging drive components. The controller has adjustable current limit parameters for the drive current, brake (plugging) current, field current max, and field current min.

10

10

Emergency Reverse Emergency reverse is activated when the brake is released, KSI is activated, and the emergency reverse switch (BB, or “belly button” switch) is pressed. After the BB switch is released, normal controller operation is not resumed until neutral (no direction) is selected or until the brake is cycled (brake, then brake release).

However, repeatedly pressing the BB switch will reactivate the emergency reverse function each time.

Fault Codes The motor controller provides fault information by flashing fault codes via the status LED built into the controller cover. See “Fault Codes” on page 5-14.

High Pedal Disable (HPD) The HPD feature prevents the truck from being started while the throttle is applied. The motor controller can be programmed to have HPD based on either the brake (deadman) switch or key switch input. The Model 101T is Type “1” (only key switch input required prior to 25% throttle).

Neutral Braking The automatic process by which the drive motor creates torque opposite to the direction of travel when the throttle is returned to neutral with the control arm in travel position. This is a programmable parameter (Neutral Braking). See “Motor Controller Parameter Settings (User Access Only)” on page 5-21.

Open Circuit A lack of a continuous path between two or more electrical connections. Usually greater than one megohm resistance.

Overtemperature (Motor Controller) Overtemperature of the motor controller is 85° C (185° F) and above. At overtemperature the drive current limit is linearly decreased from full set current down to zero.

NOTE: Plugging strength is not decreased at any overtemperature level.

Overvoltage Cutoff Overvoltage protection resets the internal microprocessor, zeros out the pulse width modulation, and shuts down the controller.

Controller operation resumes when the voltage is brought within the acceptable range. The cutoff voltage and re-enable voltage are set at the factory and are not adjustable.

Plugging (Plug Braking) The process by which the drive motor creates torque opposite to the direction of travel proportionate to the throttle command opposing the current travel direction. The braking (plugging) current limit is a programmable parameter and is normally set higher than the drive current limit. This parameter is factory preset and not user adjustable.

Pulse Width Modulation Pulse Width Modulation (PWM), also called “chopping,” controls the speed of the motor by switching the battery voltage applied to the motor on and off very quickly.

Ramp Shape The ramp shape is the relationship between the speed/directional control rotation and truck response (PWM output). It is adjustable (throttle map parameter) so you can provide the proper feel for each truck.

Ramp shape number refers to the PWM output at half throttle, as a percentage of its full range.

See “Pulse Width Modulation” on page 5-9.

The throttle map adjustment is called “ramp shape.” See “Ramp Shape” on page 5-9.

Sequencing Delay Sequencing delay allows the brake (deadman) switch to be momentarily opened within a set time (sequency delay), thus preventing inadvertent activation of high pedal disable (HPD) or static return to off (SRO). See “Static

Return To Off (SRO)” on page 5-10. This feature is useful in applications where the brake (deadman) switch may bounce or be momentarily cycled during operation. The delay can be set with the programmable maintenance tool from 0 to 3 seconds; 0 (factory preset) corresponds to no delay.

Short Circuit or “Short” A short circuit is an unspecified path in a circuit that provides unwanted full or partial continuity between two or more locations in an electrical circuit.

Example: Two insulated wires are physically next to each other and the insulation has been worn off each of the wires. Because the conductors inside each wire are now touching each other, there is a short circuit.

Example: A power cable from the battery to a junction post in the truck has had the insulation worn away. Because the wire conductors are touching the tractor frame, there is a short circuit of the battery cable.

Speed Limiting The controller can limit the maximum speed: • “Max speed” parameter limits the maximum PWM for both directions of travel. This is a programmable parameter. See “Motor Controller Parameter Settings (User Access Only)” on page 5-21.

Static Return To Off (SRO) The SRO feature prevents the truck from being started (direction selected) prior to the release of the brake (brake [deadman] switch closed). SRO checks sequencing of the brake (deadman) switch input and KSI relative to the direction input. The brake (deadman) switch must be activated before the speed/directional control is rotated. If a direction is selected before or simultaneously (within 50 milliseconds) with the brake input, the motor controller will not command travel.

The motor controller is capable of different types of SRO. The Model 101T is factory preset as Type “1.”

Throttle Map Throttle map is the programmable parameter of the motor controller that assigns the desired ramp shape for the application. See “Tractor” on page 5-11. The throttle map sets the acceleration rate (speed) across the range of throttle positions. Change the throttle map to vary vehicle response at low throttle positions.

Throttle map settings are available between 20% and 80%, in 1% steps, e.g.—20%, 25%, 30%, etc. Each setting represents a specific ramp shape.

Changing the creep speed setting changes (shifts) the output range of the controller. See “Creep Speed” on page 5-7. Throttle map is always a percentage of that defined range. (With creep speed equaling 10%, range shifts up 10% at half throttle for each ramp shape.)

Higher settings result in faster starts, lower settings result in slower starts. The factory default value is 35%.

Tractor The body section of the truck that contains the motors, drive unit, controls, and handle.

Undertemperature When the controller is operating at less than −25° C (−13° F), current limit is reduced to about one-half of the set current resulting in reduced travel speed.

Undervoltage Cutback Undervoltage protection automatically disables the controller output if the battery voltage is detected below the undervoltage point at startup, or when the battery voltage is pulled below the undervotlage point by an external load. The undervoltage cutback point is set at the factory and is not adjustable.

Electrical Connector Locator Chart Refer also to electrical schematics located in the Appendix and wiring harness component procedures.

Connector

Function or Routing

Location

PMC1

Connector on motor controller

Motor controller

JP2

Handle functions

In control handle

JP3

Travel functions (C.S. only)

In control handle

JP6

Travel functions

In control handle

JP9

Meters (Options)

By key switch

JPS1

Splice for brake switch circuits

In control handle

Fault Codes An internal microcontroller automatically checks the function of the motor controller.

When this microcontroller detects a fault, it signals the appropriate fault code through the LED on the bottom of the motor controller.

Under normal operation, the LED flashes a single flash at approximately one flash every five seconds. A two-digit flash code signals a fault has been detected by the microcontroller.

Correct faults by following the Troubleshooting Charts beginning on page 5-21.

Fault Code

Explanation / Possible Cause

LED off

No power or defective controller

Solid on

Defective motor controller

Single flash

¤

Controller operational, normal operation, no faults

1, 1

¤ ¤

Current sensor error: Motor controller defective

1, 2

¤ ¤¤

Hardware fail-safe error: defective motor controller

1, 3

¤ ¤¤¤

Internal M- short to B-: Motor controller defective

1, 4

¤ ¤¤¤¤

Static return to off (SRO) fault: Improper sequence of key switch, interlock, or direction inputs. Wrong SRO type selected. Interlock or direction switch circuit open. Sequence delay too short.

2, 1

¤¤ ¤

Pot wiper circuit fault: Pot wiper wire open. Pot wiper wire shorted to B- or B+. Throttle pot defective.

2, 2

¤¤ ¤¤

Emergency reverse wiring fault: Belly button wire open. Belly button check wire open.

2, 3

¤¤ ¤¤¤

High-pedal-disable (HPD) fault: Improper sequencing of key switch, brake switch and throttle inputs. Wrong HPD type selected, Misadjusted throttle pot. Sequencing delay too short.

2, 4

¤¤ ¤¤¤¤

Pot low fault: Pot wiper wire open. Pot wire shorted to B- or B+.

3, 1

¤¤¤ ¤

Contactor driver output overcurrent or field winding shorted: Main contactor coil shorted. Field winding shorted.

3, 2

¤¤¤ ¤¤

Main contactor welded: Main contactor stuck closed. Main contactor driver shorted.

3, 3

¤¤¤

¤¤¤

Motor field winding open: Field winding open. Field connection open.

3, 4

¤¤¤

¤¤¤¤ Missing contactor: Main contactor coil open. Wire to main contactor coil open or shorted to B-.

Fault Code

Explanation / Possible Cause

4, 1

¤¤¤¤ ¤

Low Battery Voltage: Low battery voltage (< 16 V). Corroded or loose battery terminal. Loose controller terminal.

4, 2

¤¤¤¤ ¤¤

Overvoltage: High battery voltage (> 29 V). Vehicle operating with charger attached.

4, 3

¤¤¤¤ ¤¤¤

Overtemperature or undertemperature cutback: Temperature >85° C or <25° C. Excessive load on vehicle. Operation in extreme environments.

4, 4

¤¤¤¤ ¤¤¤¤

Mode 2 or Mode 4 selected at start-up: Mode switch(es) shorted to B+. Mode switch(es) taped or “tied” down.

Programmable Maintenance Tool (PMT) The optional Programmable Maintenance Tool (P/N 950-180) allows you to test and diagnose the motor controller in this walkie pallet truck.

The PMT is powered by the host controller through the four-pin connector at the bottom of the controller. See Figure 5-5.

When the PMT is first plugged into the controller, the PMT displays the controller’s model number, date of manufacture, and software revision code. Following this initial display, the PMT displays a prompt for further instruction.

NOTE: Follow the prompt at top of the PMT screen, not the blinking icon, to choose the desired menu item.

The operating modes are Program, Test, Diagnostics, Special Program and Special Diagnostics.

The programmer is operated via an 8-key keypad. The three top keys select the three standard operating modes (Program, Test, Diagnostics), two keys scroll the display up and down, and two keys change the value of selected parameters. The eighth key, the More Info key, is used to display further information about selected items within any of the three standard modes. In addition, when pressed together with the Program or the Diagnostics key, the More Info key selects the Special Program mode or the Special Diagnostics mode.

When one of the menu keys is pressed, the LED at the corner of the key lights up, identifying the mode of operation. Four lines of a menu are displayed at a time in the LCD display window.

The item at the top of the display window is the selected item. To select an item, scroll within the menu until the desired item is positioned at the top of the display window. In Program mode, the selected item is highlighted by a flashing arrow.

Connector

Diagnostics Modes You can use the Programmable Maintenance Tool (PMT) (P/N 950-180) to access the diagnostic history file of the motor controller.

The PMT will read out all the faults that the controller has experienced since the last time the diagnostic history file was cleared. The faults may be intermittent faults, faults caused by loose wires, or faults caused by operator error.

For example, a contactor fault may be caused by loose wires; carefully check contactor wiring.

A high pedal disable (HPD) or overtemperature fault may be caused by operator habit or overloading.

In Diagnostics mode, currently active faults detected by the controller are displayed.

In Special Diagnostics mode, the controller’s diagnostic history file is displayed. This field includes a list of all faults observed and recorded by the controller since the history was last cleared.

NOTE: Each fault is listed only once, regardless of the number of times it occurred.

Diagnostics Mode Access 1. Turn the key switch OFF. 2. Remove the tractor cover.

3. Connect the PMT to the motor controller.

4. Turn the key switch ON. 5. Access the Diagnostics mode by pressing the Diagnostics key to display the currently active faults detected by the controller. See Table 5-4 on page 5-19.

6. Press the More Info key when in the Diagnostics mode to display additional information about the selected item.

Special Diagnostics Mode Access 1. Turn the key switch OFF. 2. Remove the tractor cover.

3. Connect the PMT to the motor controller.

4. Turn the key switch ON.

5. Hold the More Info key, then press the Diagnostics key. See Table 5-4 on page 5-19.

6. Scroll through the line items using either Scroll Display key. When the item you want is the top line on the display, press the More Info key to display additional information about the selected item.

Clear After you have diagnosed and corrected the problem, you should clear the diagnostic history file. This allows the motor controller to accumulate a new file of faults. By checking the new history file at a later date, you can easily determine whether the problem was completely fixed.

1. Hold the More Info key, then press the Program key. Release both keys after you enter the Special Program mode.

2. Scroll through the modes using the Scroll Display keys until “CLEAR DIAG HIST” is the top line in the display.

3. Press the More Info key again. Follow the PMT on-screen instructions to acknowledge or cancel.

4. Press the Change Value Up scroll key to clear the diagnostic history. Press the Change Value Down key to cancel.

NOTE: “CLEAR DIAG HIST” also resets the maximum and minimum temperatures listed in the Test Menu.

Test Mode Real-time status information is displayed in Test mode for various inputs, outputs, temperature, etc. This information can be helpful in troubleshooting many problems and is useful for checking out the operation of the controller during initial installation.

In the Test mode, the item of interest does not need to be the top item on the list; it only needs to be among the four items visible in the window.

NOTE: Test items may be viewed while operating the truck.

Access 1. Turn the key switch OFF. 2. Remove the tractor cover.

3. Connect the PMT to the motor controller.

4. Turn the key switch ON. 5. Press the Test key on the PMT. See Table 53 on page 5-18.

6. Scroll through the line items using either Scroll Display key. When the item you want is the top line on the display, press the More Info key for a full screen display of additional information about the selected item.

Test Mode Display

Explanation

THROTTLE%

Throttle reading, in percent of full throttle

ARM CURRENT

Motor armature current, in amps

FIELD CURRENT

Motor field current, in amps

ARM PWM

Armature duty cycle (PWM) - applied as %

FIELD PWM

Motor field duty cycle (PWM) - applied as %

BATT VOLTAGE

Battery voltage (B+ and B- connection) at key switch input

CAP VOLTAGE

Voltage of controller B+ (bus bar)

HEAT SINK TEMP

Heat sink temperature - ° C

FORWARD INPUT

Forward switch: on/off

REVERSE INPUT

Reverse switch: on/off

MODE

Controller operating mode: 1 to 4

INTRLCK INPUT

Interlock (brake/deadman) switch: on or off

PEDAL INPUT

(not used)

EMR REV INPUT

Emergency reverse switch: on or off

MOTOR RPM

(not used)

MAIN CONT

Main contactor: on or off

AUX CONT

(not used)

REV OUTPUT

(not used)

BRAKE OUTPUT

(not used)

FAULT 1 OUTPUT

(not used)

FAULT 2 OUTPUT

(not used)

CONTROL STATE

(not used)

MODSEL 1

Mode select 1 switch: on/off

MODSEL 2

Mode select 2 switch: on/off

The table below lists possible messages you may see displayed when the PMT is operating in either the Diagnostics or the Special Diagnostics mode. See “Diagnostics Modes” on page 5-16.

Diagnostics and Special Diagnostics List Display

Explanation

NO KNOWN FAULTS

No known faults occurred

ANTI-TIEDOWN

Improper mode select switch input at start-up

ARM SENSOR

See Fault Code 1,3: Defective motor controller

BB WIRING CHECK

BB wiring check failed (Emergency Reverse)

CONT DRVR CHECK

Contactor driver overcurrent; shorted M1 coil

FIELD OPEN

See Fault Code 1,3: Motor field winding open

FLD SENSOR

See Fault Code 1,3: Defective motor controller

HPD

High-pedal-disable (HPD) activated

HW FAILSAFE 1

Power-On self-test fault (defective controller)

HW FAILSAFE 2

External watchdog fault

HW FAILSAFE 3

External watchdog fault

LOW BATTERY VOLTAGE

Battery voltage too low (<16 volts)

M- SHORTED

(M-) terminal shorted to B-

MAIN CONT DNC

Main contactor did not close

MAIN CONT WELDED

Main contactor welded

MISSING CONTACTOR

Open M1 contactor circuit

OVERVOLTAGE

Battery voltage too high (>29V)

PRECHARGE FAULT

Internal capacitors did not charge properly

SRO

Static-return-to-off (SRO) activated

THERMAL CUTBACK

Thermal cutback due to temperature (over/under)

THROTTLE FAULT 1

Throttle wiper input fault

THROTTLE FAULT 2

Throttle low input fault

Program Mode In the Program mode, all the adjustable parameters and features of the controller are displayed (four at a time), along with their present settings. All changes occur in “real time”; the parameters can be changed while the truck is in operation.

1. Turn the key switch OFF. 2. Remove the tractor cover.

3. Connect the PMT to the motor controller.

4. Turn the key switch ON. 5. Press the Program key to enter Program mode. See Table 5-5 on page 5-21.

6. Press either Scroll Display key until the parameter you want is the top line of the display (with the flashing arrow).

7. Press either Change Value key until the setting you want is displayed. The parameter is now set at the value you selected.

8. If the display stops changing and you want to go further, press the More Info key. If the display shows “Min Limit” or “Max Limit,” you have reached the factory set limit for that parameter.

NOTE: The parameter may depend on another parameter. If so, the display will show this information. Changing the related parameter may allow you to change the setting further.

To find definitions of each parameter, see “Definitions” on page 5-7.

Parameter

Default Setting

Range

Description

Throttle Map

20-80%

35%

Adjust desired PWM output at 50% throttle to vary throttle sensitivity at low speeds.

(M1) Creep Speed/Min. Duty Cycle

0-10%

0%

Speed (Min. PWM) at minimum throttle setting.

(M1) Neutral Brake

0-100%

0%

% Automatic plug (brake) current when throttle is returned to neutral.

Quick Start

0-10

0

Controls how output (PWM) will respond to rate of throttle change.

(M1) Accel Rate

0-3 seconds

0.5 second

Time to reach full output (PWM) from zero output in M1 (high speed, PMC-3 on) mode.

(M1) Max Speed

40-100%

100%

Maximum speed (PWM duty factor) in M1 (high speed) mode.

See Caution Below

CAUTION

While adjustment of these parameters is possible, settings at values other than those listed below will produce improper and unauthorized operational characteristics. DO NOT adjust these parameters to values other than those listed below: Creep Speed/Min. Duty Cycle must be set to 0%.

Special Program Mode Special Program mode allows you to perform a variety of tasks. Table 5-6 on page 5-22 shows the line items in Special Program mode. To distinguish between the Program and Special Program modes, look at the menu items in the display (See “Program Mode” on page 5-20.)

Access 1. Turn the key switch OFF. 2. Remove the tractor cover.

3. Connect the PMT to the motor controller.

4. Turn the key switch ON. 5. Press and hold the More Info key; then press the Program key. See Table 5-6 on page 5-22.

6. Scroll through the line items using either Scroll Display key until the item you want to change is the top line on the display.

Press the More Info key again to find out how to make the adjustment.

7. Press either Change Value key until you reach the value you want.

Special Program Mode Display

Explanation

RESET ALL SETTINGS

Revert to default settings. See Table 5-5 on page 5-21.

CONT SETTINGS→PROG

Save controller settings in PMT. See “Cloning” on page 5-23.

PROG SETTINGS→CONT

Load programming settings in controller.

CLEAR DIAG HISTORY

Clear diagnostic history memory.

CONTRAST ADJUSTMENT

Adjust display contrast.

LANGUAGE SELECTION

Select displayed language.

PROGRAMMER INFO

Display PMT information.

CONTROLLER INFO

Display controller info.

Cloning With the Programmable Maintenance Tool (PMT) (P/N 950-180), you are able to copy or “clone” the parameters and options from one motor controller to another. Cloning only works between controllers with the same model number and software version.

Copy Parameters 1. Turn the key switch OFF. Remove tractor cover.

2. Turn the key switch ON. 3. Connect the PMT to the motor controller you want to clone. See Figure 5-6.

4. Press and hold the More Info key, then press the Program key. Release both keys after you enter Special Program mode.

5. Scroll through the modes using the Scroll Display keys until “CONT SETTINGS−PROG” is the top line in the display.

6. Press the More Info key again. The PMT will prompt you to acknowledge (save controller settings in PMT) or cancel.

Enter Parameters 1. Disconnect the PMT from the motor controller that you used to “clone” parameters.

2. Turn the key switch OFF. Remove the tractor cover.

3. Turn the key switch ON. 4. Reconnect the PMT to the motor controller you want to program.

5. Press and hold the More Info key, and press the Program key. Release both keys after you enter Special Program mode.

6. Scroll through the modes using the Scroll Display keys until “PROG SETTINGS− CONT” is the top line in the display.

7. Press the More Info key again. The PMT will prompt you to acknowledge (load programming settings in controller) or cancel.

Troubleshooting Flowcharts 5:snTroubleshooting

TS1: START TROUBLESHOOTING

Are travel functions OK?

Are hydraulic functions OK?

No

No

Yes

Go to Chart T-1

Yes

Are hydraulic functions OK?

No

Yes

Go to Chart MISC

Go to Chart H-1

Go to Chart GEN1

GEN1: General Troubleshooting

Gather as much information as you can about the problem.

What is the problem?

Eliminate unlikely causes.

Where did it happen?

When did it happen?

What functions are affected?

Select and prioritize the most likely causes.

What conditions trigger the problem?

Talk directly to the operator or foreman.

Check each likely cause, using the tests in this manual.

Operate the truck yourself.

Check all other truck functions before returning the truck to service.

Using the schematics if necessary, identify all components which could cause the problem.

MISC: Miscellaneous Problems Not Covered By Other Charts

Is a wiring problem suspected?

No

Yes

Go to Chart W-1

Go to Chart GEN1

END1:

End of Troubleshooting Procedure

Make sure ALL wires, hoses, and cables that you removed have been re-attached correctly.

Operate the truck as it was being operated when the problem occurred. Verify the problem does not recur.

Make sure all panels are properly reinstalled.

Have the driver operate the truck. Verify the problem does not recur.

Make sure any component that was drained has been refilled with the correct level of fluid.

Fill out any required forms.

Create the same conditions that occurred when the problem first happened.

If you contacted Raymond Field Service to discuss the problem, call them again to let them know what fixed the problem.

End of Troubleshooting

This is especially important if the solution you found is not in the troubleshooting chart.

1

H-1: No Lift, Lift Motor Does Not Run, Travel is OK.

With key switch on, cycle the lift switch.

Listen to/feel the pump contactor.

Does contactor energize (click)?

No

With key switch on and lift switch depressed, measure voltage between pump contactor coil M2-X and M2-Y terminals.

Yes

Is B+ voltage present?

Yes

No Replace pump contactor

With battery plugged in, measure voltage between B- and CB1-2.

Go to Chart END1

Yes

Is B+ voltage present?

No

Replace/Reset Circuit Breaker CB1.

With key switch off and battery disconnected, check for continuity and wiring shorts between: Pump contactor coil M2-Y to BPump contactor M2-X to lift cut-out switch Lift cut-out switch to JP2-4 JP2-4 to control handle lift switch SW12-4 Control handle lift switch SW12-3 to JP2-2 JP2-2 to keyswitch (SW1)

Yes

Go to Chart H-1-2

Go to Chart END1

Go to Chart H-1-4

H-1-2 With key switch off and battery disconnected, check for continuity and wiring shorts between FU1-2 to circuit breaker CB-1; circuit breaker CB-1 to pump contactor; pump contactor to pump motor.

With key switch on and lift switch depressed, measure voltage across B- and lift pump motor MP-1 terminal.

Is circuit breaker OK?

Is B+ present?

No

Replace circuit breaker.

No

Yes

Go to Chart End1

Yes

With key switch off and battery disconnected, check lift motor brushes.

Are cables OK?

No

Repair or replace.

Yes Go to Chart End1 Are brushes OK?

No

Replace brushes.

Replace pump contactor.

Go to Chart End1

Go to Chart End1

Yes

Go to Chart H-1-3

H-1-3

Test pump motor.

See Component Procedures.

Is motor OK?

No

Replace motor.

Yes With key switch off and battery disconnected, remove motor from pump.

See Component Procedures. Turn pump shaft with hand.

Does pump run freely?

Go to Chart END1

No

Replace pump.

Go to Chart GEN1

Go to Chart END1

Yes

Verify the problem still exists. Repeat H-1. If you return here, go to General Troubleshooting.

H-1-4

Is wiring OK?

No

Repair or replace.

Yes

Yes

With key switch off and battery disconnected, check for continuity in control handle lift switch.

Go to Chart END1

Are switch(es) OK?

No

Repair or replace.

Yes

With forks lowered, key switch off, battery disconnected and lift cut-out switch closed check for continuity in lift cut-out switch.

Go to Chart H-1-5

Go to Chart End1

H-1-5

Is switch OK?

No

Repair or replace.

Yes

Yes

With key switch off, battery disconnected and wires removed, measure resistance of pump contactor coil.

Go to Chart END1

Is it approximately 16 ohms?

No

Replace contactor.

Yes

Verify the problem still exists. Repeat H-1. If you return here, go to General Troubleshooting.

Go to Chart GEN1

Go to Chart END1

H-2: No Lift or Slow Lift, Lift Motor Does Run

Check hydraulic pressure. See relief valve settings in Component Procedures.

Check for any mechanical binding in lift cylinder linkages and major leaks.

Check the battery.

See Component Procedures.

No

Is battery OK?

No

Replace or recharge the battery.

Is there binding or major leaks?

Is pressure correct?

No

Yes

With key switch off and battery disconnected, check the lift motor and brushes. See Component Procedures.

Go to Chart END1

Yes

Yes

Repair.

Verify that the problem still exists. Repeat H-2.

If you return here, go to General Troubleshooting.

Yes

Is motor OK?

No

Repair or replace.

Go to Chart END1

Go to Chart GEN1

Yes

Go to Chart END1

Go to Chart H-2-2

H-2-2

With key switch off, battery disconnected, and forks lowered, remove pressure relief valve and check for signs of damage or contamination.

Adjust lift pressure.

See Component Procedures.

No Was problem caused by contamination?

Can you get the correct pressure?

Is relief valve OK?

Yes

Yes

Yes

Replace pump.

Flush system.

Replace hydraulic fluid. See Component Procedures.

Verify the problem still exists. Repeat H-2. If you return here, go to General Troubleshooting.

Was contamination found in pump?

No

Go to Chart END1

No

Go to Chart GEN1 Yes

Flush system.

Replace hydraulic fluid. See Component procedures.

Go to Chart END1

No

Go to Chart END1

Replace valve.

Go to Chart END1

H-3: No Lower, Lift and Travel OK.

With battery connected and key switch on, cycle the lower switch and listen to/feel the lower solenoid.

With battery connected, key switch on, while pressing lower switch, measure voltage across lower solenoid: SOL1-X to SOL1-Y.

No

Does solenoid energize (click)?

Is B+ present?

Yes

No

With key switch off and battery disconnected, check for continuity and wiring shorts between: SOL1-Y to BSOL1-X to JP2-5 JP2-5 to LOWER SWITCH-SW11-4 LOWER SWITCH-SW11-3 to JP2-2 JP2-2 to KEY SWITCH-IGN

Yes

With key switch off, battery disconnected, loosen, but DO NOT REMOVE, one of the high pressure lines at the hydraulic pump assembly. Allow forks to slowly lower. Have rags and drain pan ready to catch fluid.

Do forks lower?

No

Is wiring OK?

Repair or replace.

Yes

Repair mechanical binding in lift cylinders or fork mechanism. See Component Procedures.

With key switch off and battery disconnected, while pressing switch, check for continuity across lower switch.

Go to Chart END1

Go to Chart H-3-3

Yes

Go to Chart H-3-2

No

Go to Chart END1

H-3-2

Allow forks to completely lower.

Remove and inspect solenoid valve for free movement and for signs of contamination.

Is there free movement?

No

Is solenoid valve restricted due to contamination?

Yes

Yes

Replace or repair pump assembly.

Clean solenoid valve.

Remove contamination. Flush hydraulic system, clean filter and install new fluid.

Go to Chart END1

No

Replace solenoid valve.

H-3-3

Is switch OK?

No

Replace switch.

Yes

Verify the problem still exists. Repeat H-3. If you return here, go to General Troubleshooting.

Go to Chart GEN1

Go to Chart END1

T-1: No Travel, Lift/Lower OK. Main Contactor Does Not Close.

Motor Controller LED is Flashing Once Every 2 Seconds.

Check the battery.

See Component Procedures.

Charge or replace the battery.

Is the battery OK?

No Go to Chart END1

Yes

Check the battery terminals and quick disconnect plug.

Are terminals and quick disconnect plug OK?

No

Repair or replace.

Yes

With key off, battery disconnected and control handle in operating position, disconnect wires at brake switch. Check for continuity at brake switch SW2-C to SW2-NO. 1 PMT can be used here.

See PMT section in Troubleshooting.

Go to Chart T-1-2

Go to Chart END1

1

Programmable Maintenance Tool

T-1-2

Is there continuity?

Repair, replace, or adjust brake switch SW2 or mechanical actuator.

No

With key off and battery disconnected, check for continuity and wiring shorts between: SW1-BAT on key switch (switch closed/on) to SW2-C SW2-NO to PMC-15

Yes With battery connected, key switch on, and brake switch closed, check for B+ at PMC-15.

PMT1 can be used here. See PMT section in Troubleshooting.

Go to Chart END1

Is the wiring OK?

No

Repair or replace as necessary.

1

Programmable Maintenance Tool

Is there B+ at PMC-15?

No

Yes

Yes

Go to Chart T-1-3

Verify the problem still exists. Repeat T-1. If you return here, go to General Troubleshooting.

Go to Chart GEN1

Go to Chart END1

T-1-3

With truck jacked and blocked, battery plugged in, key switch on and handle in travel position: measure voltage at PMC12 (with reference to B-) while rotating throttle in forward direction.

PMT1 can be used here.

See PMT section in Troubleshooting.

Is B+ present?

1 Programmable Maintenance Tool

No

With key switch off and battery disconnected, check for continuity and wiring shorts between: SW2-NO to JPS-1 JPS-1 to JP6-1 JP6-1 to FWD SW (SW3-C) FWD SW (SW3)-C to REV SW (SW4)-C FWD SW (SW3)-NO to JP6-2 JP6-2 to PMC-12 REV SW (SW4)-NO to JP6-3 JP6-3 to PMC-11

Yes

Replace motor controller.

Is wiring OK?

No

Repair or replace.

Yes

Go to Chart END1

Go to Chart T-1-4

Go to Chart END1

T-1-4

With key switch off, battery disconnected and FWD and REV switches closed, check for continuity between: FWD SW-C to FWD SW NO (SW3) REV SW-C to REV SW NO (SW4)

Are switches OK?

No

Replace switches.

Yes

Verify the problem still exists. Repeat T-1. If you return here, go to General Troubleshooting.

Go to Chart GEN1

Go to Chart END1

T-2: No Travel in Either Direction, Lift/Lower OK. Motor Controller Fault Code 3,1.

With key switch off and battery disconnected, remove connector PMC from motor controller.

Measure resistance in wiring harness between:

Is wiring OK?

PMC-16 to PMC-4

Is resistance approximately 30 ohms?

With key switch off and battery disconnected, remove connector PMC and check for continuity and wiring shorts between:

No

PMC-4 to M1-Y PMC-16 to M1-X SW1-IGN to M1-X

With key switch off and battery disconnected, remove wires S1 and S2 at motor controller. Measure resistance in wiring harness between S1 and S2.

Yes Go to Chart END1 Disconnect and measure resistance of main contactor coil.

Is resistance approximately 30 ohms?

No

Replace coil

Yes

No

Remove wires at S1 and S2 at motor. Measure resistance between S1 and S2 of motor.

Is resistance less than 1.0 ohms?

Is resistance less than 1.0 ohms?

Go to Chart END1

Verify the problem still exists. Repeat T-2. If you return here, go to General Troubleshooting.

Go to Chart GEN1

Yes

Replace motor controller.

Go to Chart END1

Repair or replace wiring.

Programmable Maintenance Tool can be used here. See PMT section in Troubleshooting.

Yes

Yes

No

Repair or replace wiring With S1 & S2 wires disconnected from motor controller, check continuity and for wiring shorts between: S1 (motor) to S1 (PMC) S2 (motor) to S2 (PMC)

No Is wiring OK? Go to Chart END1

T-3: No Travel in Either Direction, Lift/Lower OK. Motor Controller Fault Code 1,3.

With key switch off and battery disconnected, disconnect drive motor cable at motor controller terminal M-. Connect battery, turn key switch on.

Is code 1,3 still displayed?

No

Test motor. See Component Procedures.

Yes

Replace motor controller.

Is motor OK?

No

Repair or replace.

Yes

Go to Chart END1

Verify the problem still exists. Repeat T-3. If you return here, go to General Troubleshooting.

Go to Chart GEN1

Go to Chart END1

T-4:No Travel in Either Direction, Lift/Lower OK. Motor Controller Fault Code 1,2

Replace motor controller.

Go to Chart END1

T-5: No Travel, Main Contactor Does Not Close.

Motor Controller Fault Code 3,4.

With key switch off and battery disconnected, remove connector PMC from motor controller.

Measure resistance in wiring harness between: PMC-16 to PMC-4

Are there approx.

30 ohms?

Measure resistance of main contactor coil.

No

With key switch off and battery disconnected, check for continuity and wiring shorts between: PMC-16 to M1-X PMC-4 to M1-Y SW1-IGN to M1-X

Are there approx.

30 ohms?

Yes

Replace coil.

Yes

Verify the problem still exists. Repeat T-5. If the problem still exists, go to General Troubleshooting.

Replace motor controller.

Go to Chart END1

No

Is wiring OK?

Yes

No

Repair or replace.

Go to Chart END1

Go to Chart END1

Go to Chart END1

T-6: No Travel, Main Contactor DOES Close.

Motor Controller Fault Codes 2,1 or 2,4 (or Both).

With key switch off and battery disconnected, remove connector PMC from motor controller.

Measure resistance between PMC-7 to PMC-6 while slowly rotating throttle in both directions.

1 Programmable Maintenance Tool

PMT1 can be used here.

See PMT section in Troubleshooting.

Does resistance increase from 0-6K ohms in each direction?

No

With key switch off and battery disconnected, check for continuity and wiring shorts between: PMC-6 to JP6-4 JP6-4 to VR-2 VR-4 to JP6-5 JP6-5 to PMC-7

Yes With key switch off, battery disconnected, and PMC disconnected: verify PMC-6 and PMC-7 are not shorted to B+, B-, frame, or each other.

Is wiring OK?

Is wiring OK?

No

No

Repair wires.

Repair wires.

Yes Yes

Replace motor controller.

Go to Chart END1

Go to Chart END1

Go to Chart T-6-2

Go to Chart END1

T-6-2

With key switch off and battery disconnected, disconnect JP6. Re-test potentiometer resistance between VR-4 and VR-2.

Does resistance increase from 0-6K ohms in each direction?

No

Replace throttle potentiometer.

Yes

Verify the problem still exists. Repeat T-6. If you return here, go to General Troubleshooting.

Go to Chart END1

Go to Chart END1

T-7: Slow Travel, Lift/Lower OK. No Fault Codes.

Verify battery is charged.

Is battery OK?

No

Charge or replace battery.

Yes Verify programming of the motor controller has not changed using the programmable maintenance tool. See the motor controller section in Component Procedures.

Has programming changed?

Go to Chart END1

Yes

Reset the controller to parameters described in Component Procedures. Use the Programmable Maintenance Tool

Has travel returned to normal?

No Test mode select inputs.

With battery connected and key switch on, measure voltage between: B+ and PMC-9 B+ and PMC-14 to verify truck is operating in the proper mode.

Programmable Maintenance Tool can be used here.

Go to Chart T-7-2

Yes

Go to Chart END1

No

T-7-2

No Is B+ present in both cases?

With key switch off and battery disconnected, remove PMC connector from motor controller.

Check for continuity and wiring shorts between: PMC-16 and B+ using wiring diagram (schematic).

Are wiring and switch OK?

No

Repair or replace.

Yes Yes With key switch off and battery unplugged, remove connector PMC from motor controller. Measure resistance between PMC-7 to PMC-6 while slowly rotating throttle in both directions.

PMT1 can be used here.

See PMT section in Troubleshooting.

No Does resistance increase from 0-6K ohms in each direction?

Yes Turn key switch off, jack and block truck. With key switch on and handle in operating position, measure voltage at B+ of motor controller (with reference to M-) of motor controller with throttle on.

Go to Chart T-7-3

With key switch off and battery disconnected, check for continuity and wiring shorts between: PMC-6 to JP6-4 JP6-4 to VR-2 VR-4 to JP6-5 JP6-5 to PMC-7.

Is wiring OK?

Verify the problem still exists. Repeat T7. If you return here, go to General Troubleshooting.

Go to Chart END1

Go to Chart GEN1

No

Repair wires.

Yes

Repair or replace throttle potentiometer assembly. Yes

Go to Chart END 1

1 Programmable Maintenance Tool

Go to Chart END 1

T-7-3

Does voltage increase from 2 volts to B+ in each direction?

No

Replace motor controller.

Yes With key switch off and battery disconnected, check the drive motor brushes. See Component Procedures.

Are brushes OK?

Go to Chart END1

No

Replace the brushes.

Yes

With key switch off, test drive motor. See Component Procedures.

Go to Chart T-7-4

Go to Chart END1

T-7-4

Is drive motor OK?

No

Go to Chart END1

Replace or repair drive motor.

Yes With truck jacked and blocked, key switch off and battery disconnected, release the brake by pulling the handle down into the operating position. Turn the brake drum by hand.

With key switch off, remove brake drum.

See Component Procedures.

No

Does the brake release; will the drum turn freely by hand?

Remove drive motor from drive unit. See Component Procedures.

No

Does the armature shaft turn freely?

Does the armature shaft turn freely?

Yes

No

Yes

Yes

Do load wheels spin freely?

No

Yes

Verify the problem still exists. Repeat T7. If you return here, go to General Troubleshooting.

Go to Chart GEN1

Repair or replace load wheel assembly

Repair, adjust, or replace the brake.

Repair or replace the drive unit.

Repair or replace drive motor.

Go to Chart END1

T-8: No Emergency Reverse, Travel/Lift/Lower OK. No Motor Controller Fault Codes.

With truck jacked and blocked, battery connected, key switch on and handle in travel position; measure voltage at PMC-13 (with reference to B-) while pushing emergency reverse switch.

1

PMT can be used here. See PMT section in Troubleshooting.

Is B+ present?

No

With key switch off, battery disconnected and PMC disconnected; check for continuity of emergency reverse switch (SW7) between: C (Common) and NO (Normally Open) while holding switch closed.

Is switch OK?

No

Replace switch.

Yes

Yes

Replace motor controller.

With key switch off and battery disconnected, check for continuity and wiring shorts between: SW2 (Brake)-NO to JPS-1 JPS-1 to JP6-6 JP6-6 to SW7 (Emergency Reverse)-C SW7-NO to JP6-7 JP6-7 to PMC-13

Go to Chart END1

Is wiring OK?

Repair or replace.

No

Go to Chart END1 Yes 1 Programmable

Maintenance Tool

Verify the problem still exists. Repeat T-8. If you return here, go to General Troubleshooting.

Go to Chart GEN1

Go to Chart END1

T-9:

Slow Travel, Lift/Lower OK. Speed Limited to 15%. Motor Controller Fault Code 2,2 (Emergency Reverse Wiring Fault).

With key switch off and battery disconnected, remove connector PMC from motor controller.

Measure resistance between: PMC-10 to PMC-13.

PMT1 can be used here.

See PMT section in Troubleshooting.

Is there continuity?

1

Programmable Maintenance Tool

No

With key switch off, battery disconnected and PMC disconnected, check for continuity and wiring shorts between: PMC-10 to JP6-8 JP6-8 to SW7 (Emergency Reverse)-NO JP6-7 to SW7 (Emergency Reverse)-NO JP6-7 to PMC-13.

Yes

Replace motor controller.

Is wiring OK?

No

Repair wiring.

Yes

Go to Chart END1

Verify the problem still exists. Repeat T-9. If you return here, go to General Troubleshooting.

Go to Chart GEN1

Go to Chart END1

T-11: No Travel. Motor Controller Fault Code 4,2 Excessive Battery Voltage (>29 Volts)

Is battery charger plugged into truck?

No

Verify the correct battery is installed in truck.

PMT1 can be used here. See PMT section in Troubleshooting.

1

Programmable Maintenance Tool

Yes Never plug charger into truck.

Disconnect charger immediately to prevent further damage. Only plug specified battery into truck.

Is correct battery (24V) installed?

No

Replace with correct battery.

Yes

Go to Chart END1

Replace motor controller.

Go to Chart END1

Go to Chart END1

T-12: Slow or No Travel Motor Controller Fault Code 4,1 - Low Battery Voltage (< 16 Volts).

Check the battery.

See Component Procedures.

Is battery OK?

No

Replace or recharge battery.

Yes

Go to Chart END1

Check the battery terminals and quick disconnect plug.

Are terminals and connectors OK?

No

Repair or replace.

Yes

Go to Chart T-12-2

Go to Chart END1

T-122

With key switch off and battery disconnected, check for continuity and wiring shorts between: B-BAT to Motor Controller BB+BAT to Circuit Breaker CB1-1 CB1-1 to CB1-2 CB1-2 to Main Contactor M1-1 M1-1 to M1-2 M1-2 to Motor Controller B+

1 Programmable Maintenance Tool

1

PMT can be used here. See PMT section in Troubleshooting.

Are wires, fuses and main contactor OK?

No

Repair or replace.

Yes With key switch on and battery connected, while attempting travel, measure voltage between B- and: CB1-1, CB-1-2, M1-1, M1-2, MDA2, motor controller B+

Go to Chart END1

Is voltage equal to B+ (within 1.0 volt)?

Repair or replace faulty wiring or connector.

No

Yes

Replace motor controller.

Go to Chart END1

T-13: Slow or No Travel.

Motor Controller Fault Code 4,3 - Thermal Cutback.

Check the battery.

See Component Procedures.

Is battery OK?

No

Replace or recharge battery.

Yes

Check for free movement or mechanical binding of load wheels.

Do wheels turn freely?

Go to Chart END1

No

Repair or replace.

Yes

Go to Chart T-13-2

Go to Chart END1

T-132

With truck jacked and blocked, key switch off and battery disconnected, release the brake by pulling the handle down into the operating position. Turn the brake drum by hand.

With key off, remove brake drum. See Component Procedures.

No

Does the brake release; will the drum turn freely by hand?

Does the armature shaft turn freely?

Yes

Yes

Go to Chart T-13-3

Repair, adjust, or replace the brake.

No

Remove the drive motor from the drive unit. See Component Procedures.

Does the armature shaft turn freely?

No

Repair or replace the drive motor.

Yes

Go to Chart END1

Repair or replace the drive unit.

Go to Chart END1

Go to Chart END1

T-133

Is truck overloaded or operated under conditions extreme for its intended purpose?

No

Check mounting of motor controller. It should be mounted securely and in contact with the truck frame (which acts as a heatsink).

Yes

Operate and load within specifications.

Go to Chart END1

Allow the motor controller to cool down and re-test the truck.

Is controller mounted correctly?

Repair.

No

Yes

Replace motor controller.

Go to Chart END1

Go to Chart END1

T-14: No Travel. Motor Controller Fault Code 1,4 Static Return To Off (SRO).

Condition: Directional inputs (Forward and/or Reverse) were active prior to the handle being lowered (brake switch closing).

The handle must be moved to the operating position before the throttle is rotated.

Was proper sequence followed?

No

Lower handle, then apply throttle.

Yes Go to Chart END1

With key switch on and battery plugged in, measure voltage at: PMC-12 and PMC-11 (with reference to B-).

1 Programmable Maintenance Tool

PMT1 can be used here.

See PMT section in Troubleshooting.

Is B+ present?

No

Yes

Replace motor controller

Go to Chart T-14-2

Go to Chart END1

T-142

Check directional switches SW3, SW4 for shorted tips.

Are switches OK?

Repair or replace switches.

No

Yes The motor controller is receiving a direction command on Pin PMC-12 or PMC-11, before the handle is lowered.

With key switch off, battery disconnected and PMC disconnected from motor controller, check for continuity and wiring shorts between: PMC-11 to JP6-3 JP6-3 to SW4 (Reverse)-NO PMC-12 to JP6-2 JP6-2 to SW3 (Forward)-NO

Is wiring OK?

No

Go to Chart END1

Repair or replace.

Yes

Replace motor controller.

Go to Chart END1

Go to Chart END1

T-15: No Travel, Motor Controller Fault Code 2,3 - High Pedal Disable.

Condition: Throttle circuit was active prior to the handle being lowered (brake switch closing).

The handle must be moved to the operating position before the throttle is rotated.

Was proper sequence followed?

No

Lower handle, then apply throttle.

Yes Test and adjust throttle potentiometer.

See Component Procedures.

Programmable Maintenance Tool can be used here. See PMT section in Troubleshooting.

Is throttle potentiometer OK?

Go to Chart END1

No

Adjust or replace throttle potentiometer.

See Component Procedures.

Yes

Go to Chart T-15-2

Go to Chart END1

T-152

With key switch off and battery disconnected, and PMC disconnected from motor controller, check for continuity and wiring shorts between: PMC-6 to JP6-4 JP6-4 to VR-2 VR-4 to JP6-5 JP6-5 to PMC-7.

Is wiring OK?

No

Repair or replace.

Yes

Replace motor controller.

Go to Chart END1

Go to Chart END1

T-17: Plugging Does Not Operate Properly.

Truck Travels OK in Forward and Reverse.

With key switch off, check brushes and motor.

See Component Procedures.

Are brushes and motor OK?

No

Repair or replace as necessary.

Yes Go to Chart END1 Replace the motor controller.

Go to Chart END1

T-18: Truck Does Not Accelerate Properly.

With key switch off and battery disconnected, check for mechanical reason for slow acceleration.

(Dragging brake, defective wheel bearing, bad load wheel, etc.)

Check to see the battery is charged.

Is battery charged?

No

Charge or replace battery.

Is there a mechanical problem?

Yes

Repair as required.

No

Yes

With key switch off and battery disconnected, check throttle potentiometer adjustment. See Component Procedures.

Go to Chart END1

Connect battery, turn key switch on and connect PMT1 to motor controller.

Use the PMT to adjust "ACCELERATION RATE" to maximum. See Component Procedures.

Drive truck and note results.

Go to Chart END1

1 Programmable Maintenance Tool

Is it adjusted properly?

No

Adjust throttle potentiometer.

Is acceleration OK?

Yes

Return to service.

No Go to Chart END1 Yes

Go to Chart T-18-2

Go to Chart END1

T-18 -2

With key switch off and battery disconnected, check motor and brushes.

See Component Procedures.

Is motor OK?

No

Repair or replace motor. See Component Procedures.

Yes Go to Chart END1 Replace motor controller.

Go to Chart END1

W-1: Truck Functions Partially. Some Functions Do Not Work When Commanded.

Visually check the wiring in the handle and where the wiring leaves the handle and is over the brake.

Look for damage to the wiring.

Are wires OK?

No

Yes

Does the wiring look OK?

Use a DVM and check for continuity of wires per the schematic.

No

Yes

Use a DVM and check for continuity of wires in the handle per the schematic.

Are continuity measurements OK?

No

Repair or replace wires as required.

Yes

Are the continuity measurements OK?

No

Repair or replace wires as required.

Verify problem still exists. Repeat W-1.

If you return here, go to General Troubleshooting.

Yes Visually check the wiring and connectors in the area of the HCC hydraulic control

Go to Chart END1 Go to Chart GEN1

Go to Chart END1

Component Locator Photos Component Procedures

Battery Connector Page 6-4

6:

Lift Cylinder Page 6-75

Key Switch Page 6-20

Main Contactor Page 6-37

Motor Controller

Fill/Vent Plug

Page 6-33

Page 6-70 Hydraulic Reservoir Page 6-78

Horn Page 6-32

Drive Unit Page 6-57

Relief Valve Page 6-72

Lift Motor Page 6-81

Fill/Vent Plug Page 6-70

Lift Limit Switch Page 6-23

Hydraulic Reservoir Page 6-78

Tractor Cover Removal To take off the tractor cover, remove the two screws from the top of the cover then lift the cover slightly outward and upward away from the truck.

Installation To reinstall the cover, slide it back into the original position, and secure it with the two screws in the top of the cover.

Battery CAUTION

Before working on the battery, see “Battery Safety” on page 2-7.

Batteries may weigh more than 1,000 pounds. Use extreme care during replacement. Use a suitable battery replacement device or hoist for lifting.

The Model 101T may be equipped with either a multiple battery pack, single battery or a maintenance free battery and charger.

Multiple Battery Pack Removal 1. After the truck is stopped and the handle is returned to the full up position, turn the key switch OFF. 2. Disconnect the battery connector located at the top of the tractor cover. Remove the battery cover.

3. To gain access to the lower two batteries, lift up on one of the top battery frames.

4. As the frame is lifted, swing the battery toward the center of the forks.

5. The cables may now be disconnected from the battery terminals and the batteries may be serviced or replaced if necessary. See Figure 6-3.

Installation 1. Position the fully charged and tested batteries in the battery pack.

2. Reconnect the battery cables to the battery terminals in accordance with the battery wiring hookup shown on the decal in the battery frame.

3. Reconnect the battery connector, reinstall the battery cover, turn the key switch ON, and test the operation of the pallet truck.

Single Battery Pack (Optional) Removal 1. After the truck is stopped and the handle is returned to the full up position, turn the key switch OFF. 2. Disconnect the battery connector located at the top of tractor cover.

3. Position the battery replacement device above the battery and attach to the battery manufacturer’s designated lift points.

4. Remove the battery with the lifting device.

5. Place the discharged battery on the charging stand.

Installation 1. With a fully charged and tested battery on the lifting device, position the lifting device in accordance with the manufacturer’s recommendations.

2. Position the battery in the compartment. Be sure the battery has no more that 0.50" (1.27 cm) of “free play” movement in the battery compartment.

3. Move the lifting device from the area.

4. Reconnect the battery connector, turn the key switch ON, and test the operation of the truck.

Battery Exterior Cleaning 1. Inspect the battery. a. Make sure the cables are not frayed or loose. b. Make sure there is no foreign material inside the connector.

Cable Vent Hole

c. Make sure the filler plugs are tight and the vent holes in the filler plugs are open. See Figure 6-5.

2. Keep the top of the battery clean and dry.

Corrosion, dust, and moisture provide a conducting path to short-circuit cells or create grounds.

Filler Plug

CAUTION

Do not clean the top of the battery with the soda solution while it is installed in the truck. Water would seep into the electrical compartments and cause serious damage. a. Disconnect the battery connector, and remove the battery from the truck before you clean it. b. Tighten the battery filler plugs. c. Wash dirty batteries (or any that have had electrolyte spilled on them) with a solution of 1 lb. (.45 kg) of baking soda added to 1/2 gal. (1.9 liters) of hot water. d. Use a brush with flexible bristles to clean the entire top of the battery with the soda solution. Wait until all foaming stops, indicating that the battery exterior is neutralized. e. Rinse the battery with clean water. f. Dry the battery completely before reinstalling it. g. Apply a thin coat of petroleum jelly to the battery posts and cable terminals.

Charging To charge a battery, direct current is passed through the battery cells in the direction opposite to that of discharge. Charging time is 5% to 20% longer than discharge time.

The most important element in battery service and prolonging battery life is proper charging.

Make sure you follow the proper method for each application, following the battery and battery charger manufacturers’ instructions.

CAUTION

The vent holes in the filler plugs must be open to allow hydrogen gas to escape from the cells. When you charge the battery, make sure the polarity connections are correct. The positive lead of the charger must be connected to the positive terminal, and the negative lead must be connected to the negative terminal.

1. Familiarize yourself with the following: •

Charging rate, starting rate, and finish rate

•

Time available for charge

•

Overheating, excessive gassing, or overcharging

•

Variations between cell voltage

2. Battery performance varies depending on the type of application. If you use more than one truck, one battery, and one charger, keep the same batteries and charger assigned to each truck. This makes it easier to diagnose any battery or charging problem.

3. Consult your battery and battery charger manufacturer’s manual for specific charging procedures.

4. Wear personal protective equipment, see “Battery Safety” on page 2-7.

5. Turn the key switch OFF, disconnect the battery, and remove the battery from the truck.

6. Inspect the battery.

7. Check the electrolyte level in each cell.

Electrolyte should cover the top of the battery plates. If electrolyte level is below the plates, add just enough water to cover the plates. See “Adding Water” on page 6-9.

Do not fill to level yet. Electrolyte level will rise during charging.

8. Using a hydrometer, measure and record the specific gravity of each cell. See “Specific Gravity” on page 6-10.

9. Check and record the voltage of each cell.

10. To get the maximum use out of each battery, recharge only when effectively discharged. Routinely recharging batteries when only partially discharged will decrease battery life. At maximum recommended discharge, the specific gravity should read 1.140-1.160 or less.

11. Ensure that the filler plugs are clean and the vent holes are open. Tighten all filler plugs.

CAUTION

NEVER plug the battery charger into the truck. This will severely damage the truck’s electrical system. Plug the charger ONLY into the connector from the battery.

12. Charge the battery, following specific instructions in your battery and battery charger manufacturer’s manual.

13. Using a hydrometer, check the specific gravity of each cell. No amount of charging will increase battery capacity or raise specific gravity above its fully charged level (specific gravity 1.280 to 1.300).

14. If, after charging, the electrolyte level is below the fill port, add water to bring it to the fill level. See “Adding Water” on page 6-9. Do not overfill the cells or allow electrolyte to spill onto the battery case.

In general, a lead-acid battery may be charged at any rate in amperes that does not cause excessive gassing or produce electrolyte temperatures above 110 ° F (43° C).

Temperatures of 120° F (49° C) are allowed only for short periods of time.

Adding Water Water must be added to battery cells periodically. Frequency and quantity depend on the water level above the plates and the amount of gassing during charge.

Guidelines: • Wear personal protective equipment, see “Battery Safety” on page 2-7. Use only distilled water or water approved by the battery manufacturer.

• Before charging, make sure battery plates are covered with electrolyte. Add water, if necessary, only to cover plates.

• Electrolyte level rises during charging. To avoid overflow, add water to fill port, if necessary, after charging, and after hydrometer and voltmeter readings are taken.

• Keep the outside of the battery case clean and dry.

Specific Gravity Specific gravity readings for lead acid batteries with electrolyte temperatures at 80° F (27° C) vary with the state-of-charge as follows: Charge

Specific Gravity

100%

1.280-1.300

75%

1.250-1.260

50%

1.200-1.210

25%

1.150-1.160

0%

1.080

Most industrial deep cell-discharge batteries are considered discharged when 20% of the charge remains (specific gravity 1.140).

NOTE: Maintenance free batteries do not require specific gravity checks.

Procedure: 1. Wear personal protective equipment. See “Battery Safety” on page 2-7.

2. Insert the nozzle of the hydrometer into the battery cell and draw enough electrolyte into the tube to permit the float to ride free.

3. Leave the hydrometer nozzle in the battery and read the specific gravity of the cell.

4. If there is not enough electrolyte in the battery to get a hydrometer reading: •

Add just enough water to cover the battery plates

•

Charge the battery, then take readings

5. Record the specific gravity reading on the battery chart.

Voltage Check Take a voltage check on each cell after performing the specific gravity check on page 6-10. Connect the leads of a voltmeter to the positive and negative terminals of each cell.

Voltage readings will vary with the state of charge: Charge

Voltage Reading

100%

2.14

75%

2.07

50%

1.95

25%

1.80

Record the voltage reading for each cell on the battery maintenance chart. There should be a difference of no more than 0.2 volt between cells.

Maintenance Free Batteries The truck may be equipped with a maintenance free battery and charger, in which case, the specific gravity need not be checked. See Figure 6-6. Please follow manufacturer’s recommendations for service of these batteries.

A maintenance free battery still requires some care. The battery should be kept clean and dry and may be washed to remove any accumulated foreign matter. See “Battery Exterior Cleaning” on page 6-5.

Storage Before you store a battery, make sure the electrolyte is at the proper level in all the cells, the filler plugs are tight, and the battery is fully charged.

Store the battery in a clean, cool, dry location away from radiators and other sources of heat.

Check the electrolyte level and the specific gravity every 30 days during storage. Whenever the specific gravity is less than 1.230, charge the battery.

Power Cables Power cables should be checked for damage, including: • Evidence of overheating • Burned spots in the cable • Nicks in the insulation • Damaged or overheated terminal lugs • Damaged mounting hardware or brackets Repair or replace damaged cables or mounting hardware as necessary.

Power cables are marked on the terminal lug with the location where they belong. If the marking is missing or is not readable, remark the cable with the correct information.

The terminal lugs should be crimped tightly and securely on the wire. Replace the lug if overheating is evident and repair or replace faulty connectors as necessary.

Wiring Harness Terminology The term “connector JPx” means a mated connector consisting of two connector halves.

One half contains male connectors, or pins (P); the other half contains female connectors, or jacks (J).

When you disconnect a mated JP connector, you will have two connector halves. The individual connector halves are designated by “Jx” and “Px.” For example, connector JP2 is the mated connector in the control handle. J2 represents the jack connections. P2 represents the pin connections.

To locate electrical connectors on the truck refer to the electrical schematic located in the Appendix or see “Electrical Connector Locator Chart” on page 5-12.

Inspection Whenever working on the truck, use care around wiring harnesses.

• Do not pull on wires.

• Carefully mate and unmate all connectors.

• Do not pry apart connectors with unspecified tools.

• Examine and maintain any added materials used to dress or protect the wire. This includes spiral wrap, brackets, cable ties, fasteners, flexible conduit, etc.

• Check harness wires for abrasions, scrapes, nicks in the wire, damage from overheating or burns, or other general insulation damage.

• Replace terminations with exposed wire visible at the connectors. Damaged terminations, exposed wires, or damaged connectors can cause operational failure of the truck.

During troubleshooting and repairs, it is sometimes necessary to unmate a connector, move a harness, cut a cable tie, or remove the

wire from a bracket. Note carefully the location of the wire and all protective or securing attachments before moving the harness.

After repair, return or replace all protective and/or securing hardware to its original condition. Protective materials are necessary to provide reliable performance of the interconnect system.

There should be a wire marker at each termination. If the marker is missing or unreadable, remark the wire to allow easier identification.

NOTE: It is normal to find unused connectors for uninstalled options that have had heat shrink applied over them and have been strapped to the harness.

Diodes CAUTION

Use the proper precautions against electrostatic discharge. See “Static Safety” on page 2-11.

Test Check diodes with a digital multimeter or use a Simpson 260 multimeter or its equivalent. Use the diode testing feature on the digital multimeter. Use the RX1 ohm scale on the Simpson 260 multimeter.

CAUTION

Unless otherwise directed, disconnect the battery connector when you check electrical circuits or components with an ohmmeter.

Electrical current can damage the ohmmeter.

Replace the entire assembly if defective diodes are found.

Positive lead (+)

Anode

Cathode

Negative lead (-)

Cathode

Anode

Simpson 260 Multimeter Reading

8-30 Ohms

Infinity

Digital Multimeter Reading

0.3-1.0 V

Infinity

Fuses Test/Inspection Examine the fuse for signs of overheating, discoloration, cracking, or other physical damage. Replace the fuse if you find damage.

To test a fuse, remove it or isolate it from the electrical circuit. Do this by removing the fuse from the truck or by removing all the connections from one side of the fuse.

Fuse FU1

Use an ohmmeter set to Rx1 scale and measure the resistance across the fuse. The resistance should be less than 1 ohm.

Circuit Breaker Under extreme operating conditions the current demand on the battery may exceed the rating for the main circuit breaker and force it open.

This will cause the truck to become inoperable until the circuit breaker automatically resets itself.

Test/Inspection Examine the circuit breaker for signs of overheating, discoloration, or other physical damage. Replace the circuit breaker if you find damage.

To test a circuit breaker, remove it or isolate it from the electrical circuit and allow it to cool (or reset itself). Do this by removing the circuit breaker from the truck or by removing all the connections from one side.

Use an ohmmeter set to Rx1 scale and measure the resistance across the circuit breaker. The resistance should be less than 1 ohm.

Circuit Breaker CB1

Switches (General) Refer to the electrical schematic in the Appendix to identify the electrical circuit location of the switch.

Test/Inspection Examine the switch for signs of arcing, overheating, discoloration, cracking, or other physical damage. Replace the switch if you see such damage.

To test a switch, isolate it from the electrical circuit. Do this by removing all the connections from the switch, making sure all wires are labeled and identified for reconnection.

Use an ohmmeter set to a low resistance scale to measure the resistance across the switch. In a closed position, the switch should be less than 1 ohm. In an open position, the switch should show a resistance greater than 10 megaohms.

Control Handle Switches Removal 1. Turn the key switch OFF and disconnect the battery connector.

2. From the underside, remove the four (4) socket head cap screws from the handle cover assembly. See Figure 6-8.

NOTE: There are two (2) different lengths of screws; note the location of different screws for installation later.

3. For access to the horn, lift and lower switches, remove the travel potentiometer bracket, directional switch bracket, and emergency reverse switch bracket covering these switches. Identify wire placement. See Figure 6-9.

Screws

Emergency Reverse Switch

4. Carefully remove the directional switch operating assembly.

Directional Switch Operating Assembly

Directional Switches

Travel Potentiometer Bracket

5. Remove the switch mounting plate and switches.

6. Remove the switch mounting nut and washer, noting the position of the washer.

7. Unsolder the switch wires (using a soldering iron no larger than 25 watt) as required.

Installation

Directional Switches

1. Reattach the horn, lift and lower switches with washers and mounting nuts to the switch plate.

2. Reinstall the switch mounting plate and switches on the control handle.

3. Mount the emergency reverse switch bracket in the handle. Secure the assembly with the two screws used to hold the switch assembly to the control handle.

4. Identify wire placement.

5. Using no larger than a 25-watt soldering iron, solder the wires to the switch body as required.

6. Reinstall the travel potentiometer bracket and directional switch bracket. Reattach the wiring.

7. Reinstall the directional switch operating assembly.

8. Reattach the handle cover assembly.

NOTE: These four screws are not the same length. Make sure you are putting the proper length screw in the right location.

9. Reconnect the battery connector and turn the key switch ON. 10. Test the control handle switch function.

Adjust the throttle potentiometer setting as required.

Travel Potentiometer Bracket

Key Switch Raymond Walkie Pallet Trucks are equipped with a two-position (off/on) key switch, which energizes all truck operations except the horn.

The horn can be sounded when the key switch is OFF.

Inspection 1. With the battery plugged in and the key switch ON, battery voltage B+ should be present on both terminals of the switch.

2. Test the key switch with an ohmmeter after disconnecting the battery and removing the wires from the switch terminals.

In the OFF position, the ohmmeter should read greater than 1 megaohm, and in the ON position, the ohmmeter should read less than 1 ohm. If not, replace the switch.

Removal 1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the tractor cover.

3. Remove the mounting nut from the stem of the key switch. See Figure 6-11.

4. Remove the key switch.

5. Disconnect the wires from the bottom of the key switch.

Installation 1. Connect the wires to the terminals.

2. Install the new key switch and tighten the locking nut.

3. Reconnect the battery connector and check operation.

4. Turn the key switch OFF and disconnect the battery connector.

5. Install the tractor cover.

6. Reconnect the battery connector.

Key Switch

Brake (Deadman) Switch Adjustment The brake (deadman) switch is located near the brake drum, at the side of the drive motor. See Figure 6-12.

1. Turn the key switch to OFF and disconnect the battery connector.

Brake (Deadman) Switch

WARNING Use extreme care whenever the truck is jacked up. Keep hands and feet clear from vehicle while jacking the truck. After the truck is jacked, DO NOT rely on the jack alone to support the truck.

For details, see “Jacking Safety” on page 2-13.

2. Jack the truck and block the frame.

3. Remove the drive unit cover.

4. Loosen the two (2) screws holding the switch on the bracket. Slide the switch to the left as far as possible.

Brake (Deadman) Switch

5. Slide the switch back to the right until the switch “clicks” (snaps). Next move the switch to the left (approximately 1/32") until it "clicks" again then retighten screws.

6. Check that the brake arm makes solid contact with the switch lever.

7. Check that the switch “clicks” (snaps) near the middle of the cam arm movement. The brake switch should operate within 10 degrees of handle movement from full up or full down position. Be sure the switch does not bottom out when fully compressed.

8. Install the drive unit cover and torque to 35 ft. lbs. (49 Nm).

9. Remove the blocks, connect the battery connector and turn the key switch ON. 10. Test the operation of the truck.

Screws

Removal 1. Lower the forks completely.

2. Turn the key switch OFF and disconnect the battery connector.

3. Remove the drive unit cover.

4. Disconnect the wires on the brake (deadman) switch.

5. Remove the screws holding the brake (deadman) switch on the mounting bracket.

See Figure 6-13.

6. Remove the brake (deadman) switch.

Installation 1. Mount the brake (deadman) switch to the mounting bracket.

2. Connect the wires to the brake (deadman) switch.

3. Reconnect the battery connector and turn the key switch ON. 4. Test drive the truck.

5. Adjust the switch if necessary. See “Brake (Deadman) Switch” on page 6-21.

6. Turn the key switch OFF and disconnect the battery connector.

7. Install the drive unit cover.

8. Reconnect the battery connector.

Lift Limit Switch When the forks are fully raised, the lift-limit switch turns the hydraulic pump motor off.

This keeps the pump from trying to extend the lift cylinder beyond its maximum travel. See Figure 6-15.

Adjustment 1. Raise the forks until they reach their fully raised position.

2. Loosen the bolt, and slide the switch bracket up or down to activate (cut power off) when the lift is 1/2" to 1" (12.7 mm25.4 mm) before its fully raised position.

3. Tighten the bolt.

Lift Limit Switch

Hydraulic Solenoids Removal

Lift Motor Solenoid

1. Make sure that the forks are fully lowered.

2. Turn the key switch to OFF. Disconnect the battery connector.

3. Remove the two wires from the terminals on the solenoid.

4. Remove the nut holding the solenoid coil to the solenoid valve.

5. Lift the solenoid coil off the solenoid valve.

6. Remove the solenoid valve from the manifold.

Installation 1. Inspect the seat where the solenoid seals against the manifold. The sealing surface should be completely clean and free from any nicks or damage.

2. Inspect the O-ring for any damage. If the O-ring is damaged or deformed in any way, replace it.

3. Thread the solenoid valve into the manifold.

Torque the solenoid valve to 25 ft. lbs.

(35 Nm).

4. Install the solenoid coil onto the solenoid valve and tighten the nut.

5. Connect the wires to the terminals.

6. Reconnect the battery connector and turn the key switch ON. Test the functions of the truck.

7. Turn the key switch OFF. Disconnect the battery.

8. Install any covers that were removed.

Lower Solenoid/ Valve

Gauges Raymond Walkie Pallet Trucks are available with one of three optional gauge packages: hour meter, battery discharge meter, and hour meter/battery discharge combination meter.

Hour Meter When the battery is connected, this meter shows the number of hours. The digital quartz “hour glass” icon flashes and the counter increases when the brake (deadman) switch is closed.

Inspection If the numbers do not illuminate when the battery is plugged in, use a voltmeter to check for B+ at pin 1 on the back of the gauge (with respect to pin 2, B-). If voltage is not present, use the schematic in the Appendix and trace B+ and B- to the source (battery).

If the meter does not log hours, verify that B+ is present on pin 3 when the brake (deadman) switch is closed (the handle is in drive position).

If voltage is not present, use the schematic in the Appendix and trace B+ to the source (brake (deadman) switch).

If the required voltages are present (as outlined above) and no other problems are found, the hour meter gauge is faulty.

Removal 1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the tractor cover.

3. Remove wires from the back of the gauge and make careful note of their orientation.

4. Remove the mounting nuts (2) and slide off the mounting bracket.

5. Remove the gauge by lifting through the top of the mounting bracket.

Replacement 1. Place the new gauge in the mounting hole.

2. Replace the bracket, install the nuts, and tighten them securely.

3. Connect the wires to the proper terminals.

4. Reconnect the battery connector and test operation.

5. Install the tractor cover.

Battery Discharge Meter The battery discharge meter measures the battery state of charge when the key switch is ON. When the battery is fully and properly charged, the green bar closest to 1 is lit. As the battery loses its charge, a green or yellow bar moves closer to 0. Two red bars begin flashing when the battery is almost fully discharged.

Inspection If the point does not move when the key switch is ON, use the voltmeter to check for B+ at terminal labeled B+ on the back of gauge (with respect to pin labeled B-). If the voltage is not present, use the schematic in the Appendix and trace B+ and B- to the source (battery via the key switch).

If the required voltages are present (as outlined above) and there are no other problems the battery gauge is faulty.

Removal 1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the tractor cover.

3. Remove the wires from the back of the gauge and make careful note of their orientation.

4. Remove the mounting nuts (2) and slide off the mounting bracket.

5. Remove the gauge by lifting through the top of the mounting bracket.

Replacement 1. Place the new gauge in the mounting bracket hole.

2. Replace the bracket, install the nuts, and tighten them securely.

3. Connect the wires to the proper terminals.

4. Reconnect the battery connector and test operation.

5. Install the tractor cover.

Combination Hour/Battery Discharge Meter Hour Meter When power is applied, the hour meter’s digital quartz “hour glass” icon flashes and counter increases. The meter logs hours when the brake (deadman) switch is closed.

Battery Discharge Meter The battery discharge meter measures the battery state of charge when the key switch is ON. When the battery is fully and properly charged, the green bar closest to 1 is lit. As the battery loses its charge, a green or yellow bar moves closer to 0. Two red bars begin flashing when the battery is almost fully discharged.

Inspection If the displays do not illuminate when the key switch is ON, use the voltmeter to check for B+ at pin 6 on the back of the gauge (with respect to pin 2, B-). If the voltage is not present, use the schematic in the Appendix and trace B+ and B- to the source (battery via key switch).

If the point does not move when the key switch is ON, use the voltmeter to check for B+ at pin 5 on the back of gauge (with respect to pin 2, B-).

If the voltage is not present, use the schematic in the Appendix and trace B+ and B- to the source (battery via FU1).

If the meter does not log hours, verify that B+ is present on pin 3 when the brake (deadman) switch is closed (handle is in drive position). If

the voltage is not present, use the schematic in the Appendix and trace B+ to the source (brake (deadman) switch.

If the required voltages are present (as outlined above) and there are no other problems, the gauge is faulty.

CAUTION

If the battery is replaced with another battery that is not fully charged (i.e., the gauge does not reset its indication to a full charge state) the display may provide wrong information for the battery state of charge.

Removal 1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the tractor cover.

3. Remove the connector from the back of the gauge.

4. Remove the mounting nuts and slide off the mounting bracket.

5. Remove the gauge by lifting through the top of the mounting bracket hole.

Installation 1. Place the new gauge in the mounting bracket hole.

2. Replace the bracket, install the nuts, and tighten them securely.

3. Plug the connector in the gauge.

4. Reconnect the battery connector and test operation.

5. Install the tractor cover.

Control Handle NOTE: The control handle is designed so that some repairs can be made without removing the entire handle. Wiring harness connectors in the handle allow the head unit to be removed for bench repair.

Head Unit Removal 1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the four (4) Allen head cap screws that secure the control handle cover. See Figure 6-17.

3. Remove the four (4) Allen head cap screws securing the lower control handle cover.

4. Disconnect the wiring harness connectors.

See Figure 6-18.

5. Remove the four (4) Allen head cap screws securing the rear mounting plate.

6. Remove the four (4) Allen head cap screws from underneath the handle guard. The head is now loose and may be removed from the handle.

CAUTION

Note the position of tie straps holding harnesses and cables. When reassembling, attach new tie straps in the same locations.

Screws

Head Unit Reassembly Cold Storage Requirements 1. Prior to reassembly of the control handle, do the following: •

Harness Connectors: apply an ample amount of sealing compound (P/N 990564) where wires enter plugs or receptacles. The amount applied should be enough to prevent moisture from entering the connector. Disconnect connectors to apply compound both internally and externally. Avoid compound on pin contact area.

•

Terminals: apply an ample amount of sealing compound (P/N 990-564) to each connection position after the harness is installed.

Control Handle Removal 1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the four (4) Allen head cap screws securing the lower control handle cover.

3. Disconnect the wiring harness connectors.

See Figure 6-18.

Note the position of tie straps holding harnesses and cables. When reassembling, attach new tie straps in the same locations.

CAUTION

Before removing the chain master link in the next step, make sure you are not under the handle. When the master link is removed, the handle will fall down.

4. Pull the handle down to operating range.

Insert a wire or punch through a chain link close to the handle (or use a pair of vise grip pliers to grasp the chain close to the handle).

5. Release the handle to relieve tension on the chain and the anchor.

Chain Master Link

Roll Pin Handle Pivot Pin

6. Disconnect the handle return spring at the chain master link located near the transmission case. See Figure 6-19.

7. Remove any remaining wire clamps and pull the wiring harness out the bottom of the handle.

8. Remove the motor side cover. Drive the roll pin out of the handle pivot pin and slide the pivot pin out. See Figure 6-19.

9. Carefully remove the handle.

Control Handle Reassembly 1. During reassembly, be certain that the brake release cam on the handle pivot pin is in the correct position before installing the roll pin.

2. Slide in the handle pivot pin through the lower control handle assembly and reinstall the roll pin.

3. Raise the handle and reconnect the handle return spring at the chain master link located near the transmission case.

4. Pull handle down to operating range and remove the wire, punch or pliers installed earlier.

5. Thread the handle harnesses through the handle base.

6. Reattach the control handle head unit if removed.

7. Reconnect the handle harness connectors.

Install the cable tie straps on the handle harness and drive motor cables, in their original locations.

8. Install the control handle cover.

9. Install the motor side cover.

10. Connect the battery connector and turn the key switch ON. 11. Test the operation of the truck.

Horn NOTE: The horn can be sounded with the key switch in the OFF position.

Removal 1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the tractor cover.

3. Disconnect the two wires from the horn.

4. Remove the horn mounting bolt. See Figure 6-21.

Horn

Installation 1. Attach the horn to the tractor frame and tighten the mounting bolt. See Figure 6-21.

2. Attach the two wires.

3. Reconnect the battery connector and test operation.

4. Turn the key switch OFF and disconnect the battery connector.

5. Install the tractor cover.

6. Reconnect the battery connector.

Mounting Bolt

Motor Controller CAUTION

Do not open the controller. Opening the controller could damage it and will void the warranty.

Cleaning Motor Controller

1. Turn the key switch OFF and disconnect the battery connector.

2. Discharge the capacitors in the controller by connecting a load (such as a contactor coil or a horn) across the controller’s B+ and B- terminals.

3. Remove any dirt or corrosion from the bus bar area. Wipe the controller with a moist rag. Allow it to dry before connecting the battery. See Figure 6-23.

Bus Bars

4. Make sure the bus bars and power cable connections are tight. Avoid stressing the bus bars and putting undue strain on the internal connections.

Motor Controller

Removal

PMC Connector

1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the tractor cover.

3. Push the locking tab and disconnect the PMC connector (control wires) from the motor controller. See Figure 6-23.

4. Disconnect the three (3) power cables (terminals B+, B- and M-) on the motor controller. Avoid stressing the power cable connections. Disconnect wiring harness connectors (terminals S1 and S2).

5. Remove the three (3) hex head cap screws securing the motor controller to the truck frame. Pull the controller out.

See Figure 6-24.

Screws

Installation NOTE: All motor controllers are preset to factory default specifications.

1. Secure the motor controller to the truck frame with the three (3) previously removed hex head cap screws. See Figure 6-24.

2. Reconnect the three (3) power cables (terminals B+, B- and M-) on the motor controller. Torque screws to 12 ft. lbs. (16.3 Nm) maximum.

3. Connect the PMC connector (control wires) and wiring harness connectors (terminals S1 and S2) to the motor controller.

4. Connect the battery connector and turn the key switch ON. 5. Test operation of the truck.

6. Disconnect the battery connector and turn the key switch OFF. 7. Install the tractor cover.

8. Connect the battery connector.

Emergency Reverse Check A wire connected directly between the motor controller and the emergency reverse switch detects a broken wire.

The emergency reverse check output wire periodically pulses the emergency reverse circuit to check for continuity. If there is no continuity, the motor controller limits the vehicle to 15% speed and indicates Fault Code 2, 2. (See “Fault Codes” on page 5-13.)

See “Wiring Harness” on page 6-13.

Throttle Potentiometer The throttle is a two wire resistive throttle that connects the pot wiper pin (PMC-16) and the pot low pin (PMC-14). Zero speed corresponds to 0 ohm and full speed corresponds to 6.5K ohm.

Test/Adjustment 1. Turn the key switch OFF and disconnect the battery connector.

2. Jack and block the truck. see “Jacking Safety” on page 2-13.

3. Disconnect the handle harness connector JP6 at the bottom end of the handle prior to adjustment. This will ensure that feedback from other circuitry in the truck will not affect the ohmmeter readings.

4. Remove the four (4) screws from the underside of the switch cover assembly.

Remove the cover to access the throttle potentiometer. See Figure 6-25.

5. To electrically center the potentiometer, the throttle must be in the neutral position.

Loosen the nut on the potentiometer shaft.

See Figure 6-26.

6. Connect the ohmmeter to pins VR-2 and VR-4. Measure the potentiometer resistance while rotating the potentiometer body until the ohmmeter reads as close to ‘0’ ohms as possible. Retighten the potentiometer shaft nut.

7. With the ohmmeter still connected to pins VR-2 and VR-4, verify that the forward and reverse throttle positions are equal by rotating the Directional/Speed Control Handle fully in both directions. Record the maximum resistance value in both directions. In either direction the resistance value should be 6.5K ± 500 ohms. In addition, the difference between the two readings must be 300 ohms or less.

Body

Shaft

Nut

Maximum Variation Example Handle Position

Resistance (Ohms)

Fully clockwise

6,500

Fully counter-clockwise

6,200

8. To determine the ideal potentiometer position, add the previously recorded readings in Step 7 and divide that result in half. (See example below.) Loosen the potentiometer nut (1/2 turn) so that the potentiometer will move in the bracket when you apply force with your finger.

Example: 6,500 ohms CW + 6,200 ohms CCW = 12,700 ohms 12,700 ÷ 2 = 6,350 ohms (ideal maximum resistance value setting) 9. Rotate the throttle control fully in one direction. Move the potentiometer body until the ideal maximum resistance value is obtained. Once the potentiometer is electrically centered, tighten the potentiometer shaft nut securely to prevent the pot from moving in the bracket.

10. Reattach the switch cover to the control handle with the four (4) screws previously removed.

11. Reconnect the battery connector.

12. Test the truck’s operation.

13. Turn the key switch OFF and disconnect the battery connector.

14. Jack and remove the blocks from underneath the truck. See “Jacking Safety” on page 2-13.

15. Reconnect the battery connector.

Contactors Tip Inspection When you inspect contactor tips, follow these guidelines: • Darkened points do not indicate burning.

• Burning indicates a loss of contact point material.

• Replace the contact points if there is not enough contact point material to last until the next regular inspection.

• The silver alloy part of the point is usable contact material; the copper backing is not.

• Do not file contact points to remove discoloration or minor irregularities. This practice produces a surface more susceptible to sticking.

The contactor has special textured tips that provide a mechanical self-cleaning when the contactor opens or closes; DO NOT FILE, use sandpaper or emery cloth on the tips.

CAUTION

When repairing contactors, use only Raymond authorized contactor kits.

Main Contactor Assembly Removal

Bus Bar

1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the tractor cover.

3. Disconnect the wires from the X and Y terminals on the contactor coils. Note the location of the wires for correct installation later. See Figure 6-27.

4. Remove the bolts securing the bus bars and cables to the contactor. Note the location for assembly later. See Figure 6-27.

5. Remove the two screws holding the contactor assembly to the frame.

Screws X and Y Terminals

Tip Removal 1. Remove the contactor assembly. See “Assembly Removal” on page 6-37.

2. Loosen and remove the two (2) top cover screws and remove the top cover molding from the magnet frame assembly. Do not lose the return spring. See Figure 6-28.

3. Lift out the moving contact assembly from the magnet frame assembly.

4. Remove the brass locknut on each main terminal. See Figure 6-29.

5. Remove the lock washer.

6. Extract the fixed contact from inside the top cover molding. See Figure 6-30.

Tip Installation 1. Install the fixed contact through the holes in the top cover molding. Make sure the hexagons are properly seated.

See Figure 6-31.

Fixed Contact

Fixed Contact

2. Install the lock washer and M8 brass locknut and torque to 70-84 in. lbs. (8-9.5 Nm).

CAUTION

Using more pressure that 84 in. lbs.

(9.5 Nm) may damage contactor.

Brass Locknut

Lock Washer

3. Insert the moving contact assembly into the coil and frame.

4. With the moving contact assembly located in the magnet frame assembly, place the return spring onto the moving contact insulator. Make sure that the return spring is seated.

5. Arrange the coil with the terminals toward you, and fit the top cover assembly over the moving contact assembly. Tighten the top cover screws to 19-24 in. lbs. (2.1-2.7 Nm).

6. Test coil resistance. See the following procedure

Coil Resistance NOTE: If the contactor is already removed from the truck, skip to step 4.

Screws

Return Springs

Magnet Frame Assembly

1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the tractor cover.

3. Disconnect the two wires from the contactor. These wires are marked with an X and Y. 4. Connect one lead of the ohmmeter to the X lead from the contactor. Connect the other lead to the Y lead from the contactor.

5. The reading should be 48-56 ohms.

Assembly Installation 1. Secure the contactor to the frame with the two screws removed earlier.

See Figure 6-27.

2. Secure the bus bar and cable to the contactor with the nuts.

3. Connect the wires to the X and Y terminals.

4. Install the tractor cover.

5. Connect the battery connector and turn the key switch ON. 6. Test the operation of the truck.

Top Cover Molding

Moving Contact Assembly

Brake 6: Component Procedures

CAUTION

Allow the brake to cool completely before servicing.

Brake Shoe Adjustment 1. Turn the key switch OFF and disconnect the battery connector.

Brake Rod Linkage

WARNING Use extreme care whenever the truck is jacked up. Keep hands and feet clear from vehicle while jacking the truck. After the truck is jacked, DO NOT rely on the jack alone to support the truck.

2. Jack the truck and block the frame. See “Jacking Safety” on page 2-13.

Brake Application Spring

Brake Release Cam

3. Remove the drive motor cover.

4. Fully raise the control handle and remove the brake application spring. This will allow the brake to release. See Figure 6-33.

5. Lower the control handle into the operating range so that the brake linkage is on top of the brake release cam.

6. Adjust the brake rod linkage to the clevis so that the clevis pin just goes in the brake lever. See Figure 6-34.

Brake Adjusting Rod

7. Reinstall the spring and test braking ability.

NOTE: Use a maximum rated load when you measure the stopping distance. The truck should stop within approximately 6 feet (1.83 meters).

8. If the brake is inadequate, then shorten the brake rod linkage to the clevis to get adequate braking. This establishes the braking force on the brake shoes.

Brake Lever

Brake Application Spring

NOTE: The brake drum may be removed and the operating cam arm moved one “spline” to compensate for brake wear.

Removal 1. Turn the key switch OFF and disconnect the battery connector.

M12-1.75 Nut

2. Remove the drive motor cover.

3. Fully raise the control handle and remove the brake application spring. Disconnect the clevis from the brake lever.

4. Loosen the nut and remove the brake drum.

5. Remove the springs and remove the brake shoes.

6. Remove the screws holding the brake assembly to the drive motor assembly.

7. Remove the brake assembly.

NOTE: By lifting one brake shoe of the brake assembly at a time, the mounting screws can be removed without disassembling the brake assembly.

Installation NOTE: During reassembly, the brake lever should be checked to see that it is set at 60 degrees and that the brake drum nut is torqued to 75 ft. lbs. (105 Nm).

Shoes

1. Install the brake assembly to the drive motor. Apply Loctite® #242 to mounting screws and torque to 11 ft. lbs.

2. Install the brake drum and secure with the locking nut.

3. Install the brake adjusting rod assembly.

4. Install the clevis pin holding the lever.

Install a new cotter pin.

5. Reinstall the brake application spring.

6. Adjust the brake. See “Brake Shoe Adjustment” 7. Install the drive motor cover.

8. Reconnect the battery connector. Turn the key switch ON and test-operate the truck.

Springs Screws

Motors, General Drive Motor Brushes Inspection Conduct a partial inspection of the drive motor after every 1,000 hours of truck operation. If you work in an abnormally severe or caustic environment or if you have a rigorous duty cycle, inspect the motor more frequently.

Set up and rigidly adhere to a strict inspection schedule to obtain the maximum efficiency from the electrical equipment.

Each partial inspection of the motor should include the following: 1. Inspect the brushes for wear and for proper contact with the commutator. Record the level of wear on the brushes. This history will give you an indication of whether a brush should be changed or if it can wait until the next inspection. Refer to page 6for acceptable brush length and general motor information.

NOTE: Overloading a unit is ultimately reflected in the motor and brush wear; therefore, you must take this into account when considering brush replacement.

2. Check brush spring tension. See “Drive Motor Brush Spring Tension” on page 63. Clean brushes and holders. Wipe the commutator with a dry, lint-free cloth. DO NOT USE lubricants of any kind on or around the commutator.

4. Check brush holders for solid connection to the mounting support. Tighten the mounting screws as necessary.

5. Check the cap screws holding the brush cross connectors to the brush holder body.

6. Make sure the motor terminals are secured tightly to the motor frame. Be careful not to strip the threads or crush the insulating parts.

7. Check all the cap screws around the frame for tightness.

8. Keep the outside frame of the motor clean and free from dirt. Maintain a free air passage around the motor to permit heat radiation.

Replacement If one brush needs replacement, always replace the entire set of brushes.

Use only genuine Raymond brushes. Using another type of brush could damage the commutator or cause excessive brush wear.

If the end of the brush is not already contoured to fit the commutator, use the following procedure to seat the brush to the commutator: NOTE: If the motor commutator is not accessible, form the brush contour using a brush seating stone.

1. Move the motor brush springs out of your way.

2. Wrap a piece of 00 sandpaper around the commutator. DO NOT use emery cloth to seat brushes.

3. Move the brushes back down in their holders so that the face of the brushes matches the curve of the commutator.

4. Remove the sandpaper.

5. Blow any dust out of the motor with clean, compressed air at a maximum of 30 p.s.i.

(207 kPa).

Drive Motor Brush Spring Tension Inspection 1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the tractor cover.

3. Slide the brush up slightly in its holder.

4. Insert a paper strip between the brush face and the commutator.

5. Place a small leather loop around the coil spring for the brush. If the brush spring has a loop at the brush, hook the spring scale directly to the spring.

6. Attach a 5 lb. (2.27 kilogram) spring scale to the leather loop.

7. While gently pulling the scale outward, slowly pull the paper strip in the direction that the commutator normally rotates.

8. When the paper strip begins to move freely, the spring scale will read the spring brush tension.

9. Refer to the table below for proper spring tension.

Motor

Minimum Brush Length

Spring Tension

Drive Motor

.62" (15.7 mm)

20 oz. minimum (568 grams)

10. Repeat steps 3 through 9 for the remaining brushes.

Commutator Inspection The commutator should be inspected for surface condition and high mica. Most armatures have the mica undercut. If the armature on your motor does not, do not attempt to cut it. See Figure 6-39.

Mica

The commutator must be smooth and clean to provide maximum brush wear. When commutators are not properly maintained, carbon dust can collect in the grooves between the segments. This can lead to a short circuit in the armature.

NORMAL UNDERCUT

Good commutation will be indicated by a dark brown polished commutator and an evenly polished brush wearing surface.

HIGH MICA

If the commutator appears rough, pitted, or has signs of burning or heavy arcing between the commutator bars, the motor should be removed for servicing.

Servicing If the commutator requires service, you will need to remove the armature from the motor.

DO NOT use a stone to even out high and low spots on the commutator. Use only a suitable abrasive rubber polisher.

Servicing a motor for an abnormal commutator surface condition and high mica or mica undercutting requires special equipment at a motor rebuilding facility.

Segments

High Mica

Terminal Nuts Whenever you disconnect and reconnect any power leads to a motor, always tighten the motor cable securing nuts with a torque wrench to prevent over-tightening them and damaging the motor. Use a second wrench on the stud terminal securing nut to avoid twisting the stud. Check these torques each time you check motor brushes.

Drive Motor Terminal Field Connector

Cable Securing Nut

Stud Terminal Securing Nut

100-120 in. lbs.

(11.2-13.6 Nm) 40-50 in. lbs.

(4.5-5.6 Nm)

140-160 in. lbs.

(15.8-18.1 Nm) 60-70 in. lbs.

(6.8-7.9 Nm)

Terminal Stud Motor Cable Securing Nut

Flat Washer Fiber Washer

Stud Terminal Securing Nut

Motor Housing

Electric Motor Tests Motor Types See Figure 6-41.

• A shunt-wound or series-wound motor, such as the drive motor, has four external connections: two armature (A) and two field (S).

Shunt-Wound or Series-Wound Drive Motor (E2)

• A series-wound motor, such as the lift motor, has only two external connections because the armature and field windings are connected internally.

NOTE: Shunt-wound and series-wound motors for European markets may have the field connections labeled (E) instead of (S).

Open Circuit Motor Test An open circuit is one in which the electrical circuit within the motor has been broken. This can be caused by: • Bad brushes or brush springs • A broken wire in the field or armature winding • A loose or bad connection Refer to Figure 6-41 for the following procedure: 1. Isolate the motor from the truck circuit by removing the power cables. Use two wrenches to avoid twisting the terminal stud.

(E1) Series-Wound Lift Motor

2. With the motor at room temperature, connect the leads of a digital ohmmeter between the individual circuits in the motor.

3. Observe the following measurements:

Motor Traction

Terminals

Acceptable Resistance Readings

Unacceptable Resistance Readings

Armature

A1 to A2

0.01—0.10 ohms

> 0.10 ohms

Field

S1 to S2 (E1 to E2)

0.1—1.0 ohms

> 1.0 ohms

A to S

0.020—0.030 ohms

> 0.1 ohms

Lift

Measure all readings at room temperature.

4. If the meter indicates high resistance in the armature, check the condition of the brushes before replacing the motor.

5. If an open circuit is found in a serieswound motor, the motor must be disassembled by a motor rebuilding facility to isolate the problem to the field or armature circuit.

Grounded Motor Test In a grounded motor, an electrical circuit exists between the current-carrying conductors and the motor housing. This can be caused either by direct contact or through conductive foreign material.

The ground may be caused by: • Insulation breakdown • Brush leads touching the motor housing • Build-up of carbon dust or other materials To test a motor for grounds: Isolate the motor from the truck circuit by removing the power cables. Use two wrenches to avoid twisting the terminal studs.

Attach one lead of a megohmmeter or a digital ohmmeter to a motor terminal and the other lead to an unpainted surface of the motor housing. Set the ohmmeter to the highest scale.

If the ohmmeter reads resistance of less than 100,000 ohms, the motor is grounded. Clean, repair or replace the motor as necessary.

Short Circuited Winding A short circuited winding is one in which the insulation on the field or armature has broken down at two or more points. The breakdown creates a low resistance path, allowing current to flow from one turn of the coil to another adjacent coil turn, without actually flowing through the coil wire. The result is a decrease in total resistance of the motor winding and an increase in the current flow. The severity of the short circuit depends on its location.

A shorted motor may be indicated by: • Slow or sluggish operation • Running faster than normal • Overheating • Blowing a power fuse • Severe burning or discoloring on one or two commutator segments every 90° of rotation These symptoms can be caused by problems other than the motor itself: • Brake too tight or dragging • Wheel bearings too tight • Faulty transmission • Binding in an attached pump Testing a motor for short circuited windings requires special equipment at a motor rebuilding facility.

Short Circuited Armature A short circuit in the armature will cause heating, which will probably result in burning of: • The armature coil • Brush wires • Commutator segments Visual inspection may reveal these conditions.

Positive determination of a short circuited armature requires special equipment at a motor rebuilding facility.

Drive Motor Removal 1. Turn the key switch OFF and disconnect the battery connector.

2. Remove the side cover over the drive tire.

NOTE: While it is not necessary to remove the drive tire to remove the drive motor, it makes removing/installing the motor a lot easier with the tire off.

3. Disconnect the brake (deadman) switch and remove the mounting bracket from the case.

4. Remove the brake assembly. See “Brake” 5. Disconnect the power cables from the drive motor, noting their proper position. Use two wrenches to avoid twisting the motor stud.

6. Remove the four (4) Allen head bolts securing the motor to the drive unit.

7. Remove the motor from the drive unit.

Brush Replacement 1. Lift out the drive motor from the drive unit mounting location.

2. Remove any shields around the motor end cover to expose the brushes.

3. Lift the spring off the brush, pull the brush out of the holder.

4. Follow the brush replacement instructions.

See “Drive Motor Brushes” 5. Replace the shields around the motor end removed in step 2.

Motor Disassembly 1. Remove the pinion gear lock nut and pinion gear from the motor armature shaft.

2. Remove and discard the old O-ring.

3. Remove the four (4) screws holding the brush end bell to the field housing.

4. Separate the end bell from the field housing. The armature will come out with the end bell.

5. To remove the end bell from the armature, remove the snap ring that holds the bearing in the end bell. If needed, press off the bearing and replace.

Installation 1. Thoroughly clean all parts with solvent or other non-corrosive cleaning fluid. Air dry all parts. The O-ring on the drive end of motor should be replaced at this time with a new O-ring.

NOTE: Install the drive motor in a dirt-free area.

1. Install the brake assembly by lifting one brake shoe at a time and attach with two (2) hex head cap screws. Apply thread locking compound (P/N 990-563) and torque to 2530 ft. lbs. (35-42 Nm).

2. Position the brake actuating lever. See “Brake Shoe Adjustment” 3. Install the brake drum and the lock nut.

4. Install the pinion gear and the lock nut on the armature shaft. Place a wrench on both lock nuts and torque to 75 ft. lbs. (105 Nm).

5. Install a new O-ring on the motor drive end.

NOTE: Always make sure that the O-ring has been lubricated with petroleum jelly before reinstalling.

NOTE: When reinstalling the drive motor the power cables must be kept to the back side of the gear housing or the motor will not go into the gear case.

6. Slide the drive motor in the gear case and work it around until the motor lines up with the cluster gear.

7. Install the four (4) hex head cap screws and torque to 35 ft. lbs. (49 Nm).

8. Attach the power cables with four (4) hex head bolts. Torque to 60-84 in. lbs.

(6.8-9.5 Nm). Use a second wrench on the stud terminal securing nut to avoid twisting the motor stud. See “Terminal Nuts” 9. Reattach the brake (deadman) switch and wires as described on page 6-21.

10. Reattach the brake linkage and spring and adjust as necessary.

11. Install the control handle. See “Control Handle” on page 6-29.

12. Install the drive tire, if removed. Torque nut to 250 ft. lbs. (350 Nm).

13. Install the side cover over the drive tire.

Torque screws to 35 ft. lbs. (49 Nm).

14. Before testing operation, move the handle from extreme left to right and back several times. Check for any wire and cable interference. Repair or adjust as necessary.

15. Remove the blocks and reconnect the battery connector.

16. Test the operation of the truck.

Drive Motor Data Lubrication

None required. Sealed ball bearings are used at both ends of the motor.

Armature Test

These armatures have standard winding connections and can be tested on a growler using a metal strip or hacksaw blade to locate shorted windings.

Commutator

Replace the armature when commutator has worn to the minimum diameter of 2.9" (7.3 cm).

Brush Replacement

Replace brushes when they have worn to the minimum length of 0.62" (15.7 mm).

Spring Tension

Adjust the spring tension of new brushes to 20 oz. (568 grams).

Drive Unit 6:snComponent Pr ocedures

Removal 1. Lower the forks. Turn the key switch OFF. Disconnect the battery connector.

WARNING Use extreme care whenever the truck is jacked up. Keep hands and feet clear from vehicle while jacking the truck. After the truck is jacked, place solid blocks beneath it to support it. DO NOT rely on the jack alone to support the truck.

For details, see “Jacking Safety” on page 2-13.

Fill/Level Plug

Drain Screw

2. Jack the truck and block the frame.

3. Remove the drive unit fill plug and drain screw (lower cover screw). See Figure 6-42.

Allow the gear oil to drain.

4. Remove the tractor cover.

5. Disconnect the control wiring harness and power cables from the electrical panel. Use two wrenches to avoid twisting the motor stud.

6. Remove the control handle. See “Control Handle” on page 6-29.

7. Remove the pivot bearing retaining nut. See Figure 6-43.

WARNING Transmission assembly may fall free from mounting after nut is removed.

8. Remove the transmission assembly by lowering through the mounting bracket.

9. Remove the control wiring harness and power cable through the transmission pivot mount.

Pivot Bearing Retaining Nut

Disassembly 1. After draining the gear case lubricant, thoroughly clean the outside with solvent or other non-corrosive cleaning fluid. Air dry all parts, and proceed with disassembly of transmission.

2. Remove the drive wheel. See “Drive Wheel” 3. Remove the drive motor. See “Drive Motor” 4. Remove the fourteen (14) Allen head cap screws securing the gear case cover.

Remove the gear case cover.

5. Block the transmission with the gear case side down. Allow room for the gears to drop between the blocks.

6. Press the drive axle through the collar and bearing. Drive the gear/axle and the cluster gear will come out together.

7. Remove the old bearings and races from the gears and case. Clean the transmission case, making sure that the vent hole located in the upper corner is free of obstructions.

1 2 3 4 5 7 9 10 11 12 13 14

Housing, Gearbox Cover, Gearbox Motor Cover, Gearbox Pinion, Drive 1st Stage Gear Set, 2nd Stage Gear Set, Output Sleeve Spacer, Output Shaft Pin, Dowel Plug, Fill/Level Bearing Set, Cup & Cone Screw

15 16 17 18 19 20 21 22 23 25 26 27

Screw Seal Bearing, Bronze Bearing, Sealed Locknut, Output Shaft Locknut, DC Motor Key, Woodruff O-Ring, Motor Hub, Wheel (not shown) Key, Input Key, Output (not shown) Ring, Retaining

Assembly 1. Install the new bearings [18] on the cluster gear [5].

2. Install the new bearing [13] on the drive axle [7].

3. Place the case in a fabricated assembly base and press the new bearing cups [13] in the transmission case.

4. Position the transmission on the work bench with the gear case side up. Place the drive axle [7] and cluster gear [5] in the case as a unit with the gears meshed. Because of the gear size and bearing tolerances, the gear set and bearing cannot be installed separately.

5. Use Loctite® #515 “gasket eliminator” on the mating surface and install the drive unit gear case cover [3]. Be sure that the two dowel pins [11] are in the case to position the cover. Torque the cover bolts to 30 ft. lbs. (42 Nm).

6. Reposition the transmission case so that it rests on the gear case cover.

7. Temporarily install the drive motor in the transmission case using only two bolts to hold the motor in place.

8. Install the outer drive axle bearing cone [13] and retaining collar [13]: a. Place the bearing cone over the shaft.

Use a standard 1”-14 nut and bearing installation tool to push the bearing on the drive axle. At this time the bearing will not seat on the shoulder of drive axle. Remove the nut and pusher. b. Install the drive axle seal [16] in the transmission case. c. Install the bearing collar in the drive axle. Use a bearing installation tool and nut to press the collar on the shaft. This should also press the bearing down to seat on shoulder.

Turn axle shaft while torquing nut to 250 ft. lbs. (35 Nm). Control the drive axle turning by holding the brake lever on the drive motor.

Installation

CAUTION

Be sure the key switch is OFF, and the battery connector disconnected before you begin.

1. Install the bearing cups in the frame. Install a nilos ring over the pivot tube on the top of the transmission assembly and install the bearing cone.

2. Reinstall the drive unit assembly through the mounting bracket. Install the bearing cone and nilos ring.

3. The drive motor will have to be removed in order to route electric cables and control wiring through the pivot tube. Liberally grease the top and bottom bearing cones on the pivot bearing. The bottom cup of the pivot bearing is a slip fit in mounting frame.

Be certain that the bearing cup has not fallen out of the frame.

4. While tightening the drive unit locking nut, rotate the drive unit to simulate the steering action. continue tightening the nut until the nut is snug and the drive unit will not rotate. Back the nut off 1/4 turn and move steering. If the steering feels free, lock the nut with Loctite® #242. If the steering still feels snug, back the nut off another 1/4 turn before applying Loctite.

5. Install the control handle. See “Control Handle”.

6. Install the drive motor. See “Drive Motor” 7. Reconnect the wiring harness.

8. Lower the truck.

9. Ensure the drive unit is filled to the proper level with gear oil. Install the fill/level plug.

10. Install the truck cover.

11. Install the battery, reconnect the battery connector and the turn key switch ON. 12. Check the controls for proper operation.

Drive Housing Lubrication Gear Oil Level 1. Remove the fill/level plug. See Figure 6-45.

2. Check the oil level. When the truck is level, the oil should be up to the bottom of the plug opening.

3. If necessary, add the specified oil through the plug opening, but do not overfill.

4. Install the fill/level plug securely.

Changing Gear Oil

Fill/Level Plug

1. Remove the drain screw (lower cover screw) from the bottom of the gear housing cover and allow the oil to drain. See Figure 6-45.

2. After the oil has drained completely, flush the housing with a suitable solvent and allow it to drain.

3. Install the drain screw.

4. Fill the drive housing with the specified gear oil through the fill/level plug opening in the cover of the transmission. The drive housing will hold 0.8 qts. (0.75 liters) of gear oil. Do not overfill.

Drain Screw

Drive Axle Seal NOTE: The drive axle seal can be replaced without removing the gear case cover by the following:

Removal 1. Turn the key switch OFF and disconnect the battery connector.

WARNING Use extreme care whenever the truck is jacked up. Keep hands and feet clear from vehicle while jacking the truck. After the truck is jacked, place solid blocks beneath it to support it. DO NOT rely on the jack alone to support the truck.

For details, see “Jacking Safety” on page 2-13.

2. Jack the truck and block the frame.

3. Remove the drive unit fill plug and drain screw and allow gear oil to drain.

4. Remove the side cover over the drive tire.

5. Remove the nut holding the drive tire to the drive axle.

6. Remove the drive tire by hand or if wheel is stubborn, use three bolts from the side cover over the drive tire and thread in hub to push drive tire off drive axle.

7. Remove the axle seal with a seal puller or pry out with a pry bar. Do not damage the sealing surface or mounting bore.

Installation 1. Install the new oil seal.

2. Reinstall the drive tire. Torque the drive tire retaining nut to 250 ft. lbs. (350 Nm).

3. Install the side cover over the drive tire.

Torque screws to 35 ft. lbs. (49 Nm).

4. Replace the drain screw. Replace the gear oil and replace the fill plug.

Drive Wheel Removal 1. Turn the key switch OFF and disconnect the battery connector.

WARNING Use extreme care whenever the truck is jacked up. Keep hands and feet clear from vehicle while jacking the truck. After the truck is jacked, place solid blocks beneath it to support it. DO NOT rely on the jack alone to support the truck.

For details, see “Jacking Safety” on page 2-13.

2. Jack and block the truck under the tractor frame.

3. Remove the locking nut holding the drive wheel to the drive axle. See Figure 6-46.

4. Remove the drive wheel by hand or if necessary use three bolts from the side cover over the drive wheel and thread in the hub to push the drive wheel off the drive axle.

5. Press the drive tire from the wheel hub.

Drive Wheel Locking Nut

Cushion Tire Replacement Any misalignment of the tire and hub while the tire is being pressed onto the hub can cause damage to the hub. For this reason, chamfers have been provided on the outside edge of the hub and on the end of the inside diameter of the tire’s metal insert. The chamfers help to center the hub and tire during pressing and to reduce the possibility of misalignment.

CAUTION

To prevent damage, the hub must be installed on the circular ram with the chamfered side up.

1. Check the inside surface of the metal insert on the new tire. Remove any scaling or rust with sandpaper. Clean the inside of the metal insert and lubricate it with a soap solution.

2. Place a circular ram on the press table. See Figure 6-47. The length of the ram must be longer than the width of the old tire to allow complete removal of the old tire. The outside diameter of the ram must be small enough to fit loosely in the insert of the tire but must be large enough to rest squarely on the flat surface on the outer edge of the hub.

3. If the outside edge of the hub is not flush with the edge of the metal insert in the old tire, measure how far the hub is recessed inside the tire. The new tire must be placed in the same position the old tire was installed on the hub. You can use a spacer (slightly smaller in diameter that the inside diameter of the tire insert and the same thickness as the depth of the recess) to obtain the proper amount of recession.

4. Position the hub assembly with the old tire on top of the circular ram so the outside of the wheel is positioned upward. The outside edge of the hub has a chamfer to help guide the new tire onto the wheel. The chamfered edge must always be the leading edge when a tire is pressed onto the hub.

5. Center the hub assembly on top of the ram and make sure they mate squarely.

6. Apply a soap solution to the inside of the tire rim.

7. Position the new tire with its chamfered insert facing the hub. Align the new tire and the hub so they are concentric.

8. Begin pressing the new tire onto the hub and the old tire off of the wheel. Run the press slowly for the first few inches of travel because this is the critical stage of the operation. If the tire begins to cock, stop the press immediately and realign the tire. Use a soft-headed mallet to realign the tire on the hub.

NOTE: If the new tire does not press on with a minimum pressure of 5 tons (68,947 kPa), replace the hub.

9. Release the press. Remove the wheel, tire assembly and the old tire from the press table. Wipe off any soap solution. Inspect the wheel and tire assembly.

10. Install the wheel and tire assembly on the drive axle of the truck. Torque the drive retaining nut to 250 ft. lbs. (350 Nm).

6:snComponent Pr ocedures

Load Wheels Replacement 1. Lift the forks to maximum height and block them. See “Jacking Safety” on page 2-13.

2. With a hammer and pin punch, drive out the tension pin. See Figure 6-48.

3. Drive the axle out of the load arm casting with a hammer and brass drift pin. See Figure 6-49.

4. Push the tire out. Note the location of the washers and pin. See Figure 6-50.

5. If the bearings are to be reused, insert a brass drift pin into each end of the load wheel and knock the bearings out.

6. Install the bearings in the load wheel with the shields facing out.

7. Place the new load wheel upright on a flat surface. Position the bearing over the load wheel. Place a flat metal plate over the bearing, and hammer the bearing in place with a plastic mallet. Make sure the bearing is fully seated in the load wheel.

Axle Pin

8. Align the tire and washers with the holes in the load arm casting.

9. Drive the axle through the load arm casting, tire and washers. Make sure the pin hole in the axle aligns with the housing.

10. Install the tension pin.

11. Lubricate the grease fittings.

Washers (2)

Axle

Wheel

Load Wheel Pull Rod Removal and Replacement NOTE: It may be easier to work with the truck upside down. Remove the battery before turning the truck over. Some oil may leak from the hydraulic reservoir.

1. Extend the load wheel forks and remove the shaft connecting the wheel fork to the pull rod.

2. Remove the pivot pin by removing the locking bolt.

3. With the lower links out of the lift frame channels, the links can be separated and the pull rod removed from the link pin.

Each link has one roll pin attached at opposite ends. The link can be pulled apart without driving out any other roll pins.

4. Press new bushings in the pull rods.

5. Reassemble the pull rods on the lower links and press the links together so they will fit in the frame channel.

6. Reinstall the pivot shaft and the retaining bolt in the lower links.

7. Reconnect the pull rod to the wheel fork.

8. Place the truck upright and install the battery. Connect the battery. Test the operation of the lift frame. Check the reservoir fluid level.

Carrier Frame Linkage The bushings on the upper links can be replaced by removing the links from one side at a time and pressing in new bushings.

1. To separate the lift and carrier frames, remove all electric connections and lift cylinder retainer plates from the carrier frame before removing the links.

2. Remove linkages and lift the lift frame off the carrier frame.

Hydraulic Components 6: Component Procedures

General Guidelines To prolong the life of your Raymond Walkie Pallet Truck, adhere to the following guidelines: • Keep all fittings and connections tight to prevent leaks. Be careful not to over-tighten brass fittings or they may become damaged or distorted.

• Before you remove any component from the hydraulic system, wash the component and surrounding area with cleaning solvent to prevent foreign matter from entering the system. Cap and plug all openings immediately.

• Whenever you remove a fitting with a pipe thread, use a sealing compound on the outside of the threads before you reinstall the fitting. (Never use Teflon® tape.) Make sure all parts are clean.

• When you install a hose assembly, make sure that it is not twisted when the fittings are tightened. Always use two wrenches on a swivel-type fitting—one to hold the fitting and the other to tighten the hose.

• Keep hose clamps tight to prevent hoses from chafing and to avoid leaks.

Hydraulic Fluid Lift Motor Solenoid

Proper Level To prevent air from entering the lines, the fluid level (with the forks fully lowered) should be filled and visible to the bottom of the fill plug elbow. Add the specified fluid if necessary. See “Lubrication Equivalency Chart” on page 7-2.

Motor

Adapter Body (Pump)

Changing Store and handle the hydraulic fluid with extreme care to prevent moisture and foreign matter from entering the hydraulic system.

Contaminated hydraulic fluid is the major cause of hydraulic system failures. Any service equipment, such as containers, funnels and hand pumps, should be kept clean at all times.

Cover them when not in use.

Lower Solenoid/ Valve

Relief Valve

1. Lower the forks.

2. Turn the key switch OFF and disconnect the battery connector.

Fill/Vent Plug

Reservoir

3. Remove the tractor cover.

Filler Port

4. Remove the key switch mounting bracket.

5. Remove the lift cylinder hose from the fitting at the hydraulic pump.

See Figure 6-52.

6. Connect a drain hose (high pressure) to the open fitting on the pump and tighten. (A pressure gauge hose is acceptable.) Place the hose in a waste fluid container.

Fitting

Lift Motor Solenoid

WARNING Fluid will be under pressure and may spray or splash. Point hose away from your body and hold firmly in waste fluid container.

Lift Cylinder Hose

7. Connect the battery connector and turn the key switch ON. 8. Run the hydraulic pump by pressing the lift button until all the hydraulic fluid is pumped from the system.

9. Turn the key switch OFF and disconnect the battery connector.

10. Remove the drain hose and reconnect the lift cylinder hose.

11. Remove the vent plug and fill the reservoir to the bottom of the filler port with the recommended hydraulic fluid. See “Lubrication Equivalency Chart” on page 7-2. Replace the vent plug.

12. Connect the battery and turn the key switch ON. 13. Raise and lower the forks several times to purge air from the system.

14. Return the forks to the lowest position and recheck the fluid level. Add fluid if necessary.

15. Install the tractor cover.

16. Dispose of the waste fluid properly.

Adjusting Hydraulic Pump Relief Valve Pressure The hydraulic system is protected by a relief valve located in the adapter body.

See Figure 6-51. The relief valve is set by the manufacturer to open at a specified pressure.

Relief Valve Settings

Truck Capacity 4,000 lb.

(1,816 kg)

Pressure Settings PSI

kPa

2,000

13,789

Check Setting 1. Attach a jumper wire across the terminals of the lift-limit switch so the switch will not shut the pump down when the forks reach their upper limit.

2. Retract the lift cylinder completely. Turn the key switch OFF. Remove the 90° elbow.

Install a female run tee with a 1/8" NPT 0-3,000 psi (0-20684 kPa) pressure gauge in place of the elbow. See Figure 6-53.

3. Turn the key switch ON. Leave the control handle in the neutral (vertical) position.

4. Press the lift button and observe the indicator on the pressure gauge. When the forks reach the upper lift limit, the pump will make a high pitched squeal indicating that the relief valve is opening.

5. If the relief valve opens at a lower or higher pressure than the specified pressure, adjust the relief valve as follows: a. Remove the hex cap covering the relief valve adjustment screw.

See Figure 6-51. b. As you depress the lift button, turn the adjusting screw inward to increase the

pressure setting or outward to decrease the pressure setting. c. Check the indicator on the pressure gauge. After the relief valve is properly set, release the lift button. d. Reinstall the hex cap. e. Check the relief valve setting. If the problem is not corrected by the relief valve adjustment, remove the adjustment screw and spring and ball.

The valve seat should be clean and not scored. Replace spring and ball in cavity. Insert 1/4" drive pin punch down through spring coils and hold ball against valve. Tap gently on the drive pin punch with ball peen hammer to seat the ball. Reassemble the relive valve parts. Adjust the relief valve following previous instructions. f. Lower the forks completely. Turn the key switch OFF. g. Remove the pressure gauge. Replace the elbow. h. Turn the key switch ON. Raise the forks.

Inspect all hoses and fittings for leaks. i. Adjust the lift-limit switch to shut down the pump when the forks reach their upper limit. See “Lift Limit Switch” on page 6-23.

Removal 1. Clean the surface around the valve.

2. Disconnect the wires from the terminals on the coil, loosen and remove the nut.

Remove the coil.

3. Using a wrench on the flat surface, loosen and remove the tube subassembly unit.

Remove, inspect and clean or replace the strainer as required.

Installation 1. Inspect and clean the valve cavity as required.

CAUTION

Do not bend or apply pressure to center stud or hold cartridge body any place but on the flat sides of the subassembly.

2. Confirm that the O-ring and teflon ring are in position. Apply a small amount of clean grease on both rings. Verify that the strainer is in position.

3. Hand screw the subassembly in position and tighten to a maximum of 35 ft. lbs.

(49 Nm). Assemble the coil on the spool assembly and tighten the nut to a maximum of 5 ft. lbs. (7 Nm).

4. Reconnect the wires to the terminals on the coil.

Check Valve Removal and Installation 1. Remove the check valve from the adapter.

2. Remove the 1/2-20 hex plug from the valve body.

3. Inspect the ball for pitting or scoring.

Inspect the valve seat for scoring. If necessary, seat the ball following the relief valve instructions.

4. Reassemble and bleed the pressure line of all air. a. To bleed the line, loosen (do not remove or loosen too much) the outlet pressure port fitting and turn the lift motor on until oil seeps through the fitting.

Hydraulic Ram Inspection

Four (4) Screws

Fluid leakage at the seals indicates the wiper seal and/or “O” rings are becoming worn. When leakage becomes excessive, remove and replace the complete hydraulic cylinder assembly.

Removal 1. Remove the tractor cover.

2. Turn the key switch ON. Leave the control handle in the neutral (vertical) position.

3. Press the lift button to gain access to the bottom of the hydraulic cylinder.

4. Remove the four (4) captivating hex head cap screws and two (2) retainers at the base of the cylinder. See Figure 6-54.

5. Lower the forks completely.

6. Turn the key switch OFF and disconnect the battery connector.

7. Thoroughly clean the outside of the cylinder before removing the hydraulic hose.

Remove the hydraulic line from the hydraulic cylinder. Cap and plug the open fitting. See Figure 6-55.

NOTE: Be prepared to catch hydraulic fluid under the hydraulic cylinder in a suitable container.

WARNING Hot oil under pressure may be present. Be certain truck is safely blocked and pressure is released.

8. Remove the lock bolt and cotter key from the retaining pin at the top of the cylinder assembly and remove the pin.

See Figure 6-56.

9. Lift the ram up and out of the tractor frame.

Some spillage of hydraulic oil may occur.

10. With the hydraulic ram on a work bench, inspect for wear and/or damage. The cylinder is not user-repairable, replace complete assembly as necessary.

Installation 1. Place the hydraulic ram into position in the tractor frame.

NOTE: To prevent air from filling the cylinder, install the cylinder with the rod retracted.

2. Install the upper mounting pin first and lock in place with the locking bolt and cotter key. See Figure 6-56.

3. Reconnect the battery connector.

4. Connect the hydraulic hose and use the pump to extend the cylinder.

See Figure 6-57.

5. Install the four (4) captivating hex head cap screws and two (2) retainers at base of cylinder. See Figure 6-54.

6. Check the hydraulic reservoir fluid level. If necessary, add fluid. See “Lubrication Equivalency Chart” on page 7-2.

7. Lift and lower the forks several times. Look for leakage around the fittings and cylinder seal.

8. Recheck the hydraulic reservoir fluid level.

If necessary, add fluid. See “Lubrication Equivalency Chart” on page 7-2.

9. Lower the forks completely.

10. Turn the key switch OFF and disconnect the battery connector.

11. Install the tractor cover.

Hydraulic Unit Draining and cleaning the hydraulic reservoir is important to control the accumulation of condensation and contamination which damage the hydraulic system.

Condensation is caused by the repeated heating and cooling of hydraulic fluid during normal operation. Contaminants include dirt, rust, scaling and products of fluid deterioration.

Pump Motor

Pump Adapter

Removal The hydraulic pump and motor assembly must be removed from the truck in order to separate the pump from the motor.

1. Lower the forks completely.

Vent Plug

2. Disconnect the battery. Remove the access cover and the key switch mounting bracket.

3. Remove and tag all wires and cables connected to the pump motor.

See Figure 6-58.

4. Remove and cap the hydraulic line from the hydraulic unit. Disconnect the solenoid control.

5. Remove the bolts that secure the hydraulic unit mounting bracket to the tractor frame.

6. Remove the hydraulic unit from the truck.

Installation 1. Install the hydraulic unit on the tractor frame and secure with the previously removed cap screws.

2. Install the hydraulic line on the hydraulic unit.

3. Fill the reservoir with the specified hydraulic fluid. See “Lubrication Equivalency Chart” on page 7-2. Use a funnel with a flexible neck. Fill the reservoir only until the fluid is visible at the bottom of the vent plug elbow. See Figure 6-58. Use up to 1.5 quarts (1.41 liters).

4. Install the vent plug. See Figure 6-58.

5. Connect all wires and cables to the pump motor. Connect the battery.

Hydraulic Reservoir

6. Raise and lower the forks, and check all hoses and fittings for leaks.

7. Lower the forks.

8. Check the hydraulic fluid level in the reservoir.

Hydraulic Reservoir Removal 1. Remove the hydraulic unit from the truck.

See “Removal” on page 6-9.

2. Remove the four cap screws that connect the hydraulic reservoir to the adapter housing. See Figure 6-59.

3. Tap the reservoir lightly to loosen. Wiggle the reservoir sideways while pulling up at the same time to remove.

Cap Screws (4)

4. Remove the reservoir and properly dispose of the old hydraulic fluid. See Figure 6-60.

5. After the fluid has drained, flush the inside of the reservoir with a suitable cleaning solvent.

6. Dry the inside of the reservoir with clean, dry compressed air.

Reservoir

Installation 1. Inspect the reservoir O-ring and the inside leading edge for defects and replace if necessary.

2. Lubricate the O-ring (with applicable hydraulic fluid) and install the O-ring. See Figure 6-60.

3. Carefully install the reservoir on the adapter housing and secure with four (4) cap screws.

4. Install hydraulic unit in the truck. See “Installation” on page 6-9.

O-Ring

Filter Screen and Suction Tube

Filter Screen

1. Remove the reservoir. See “Hydraulic Reservoir” on page 6-10.

Spring Clip

2. With the pump assembly inverted, push the spring clip toward the pump housing. See Figure 6-61.

3. Grasp the suction tube with the filter screen and pull out of pump housing.

4. Clean the filter screen at the bottom of the suction tube with a suitable solvent. See Figure 6-62.

Suction Tube

5. From the pump side, blow dry with clean, dry compressed air.

Pump Housing

Installation 1. Inspect the filter screen and tube for defects and replace if necessary.

2. Lubricate the pump end of the suction tube with hydraulic fluid.

3. Push the spring clip toward the pump housing and insert the suction tube through the spring clip and into the pump housing until it stops. See Figure 6-61.

4. If necessary, rotate the suction tube so that the filter screen is toward the center line of the pump.

5. Install the hydraulic reservoir. See “Hydraulic Reservoir” on page 6-10.

Filter Screen

Suction Tube

Hydraulic Pump Removal

Adapter Body

Pump

1. The hydraulic pump and motor assembly must be removed from the truck in order to separate the pump from the motor. Lower the lift frame before removing assembly.

2. Remove the hydraulic unit from the truck and place on a clean bench for disassembly. See “Hydraulic Reservoir” on page 6-10.

3. It is necessary to remove the reservoir for access to the pump. See Figure 6-63.

4. Grasp the suction tube with the filter screen and pull out of the pump housing.

5. Remove the motor-end cover for access to the screws that hold the motor to the pump adapter.

6. Remove the four (4) screws holding the pump adapter and separate the motor from the pump adapter.

Installation 1. Stand the motor assembly on end, with the adapter body facing up.

2. Lubricate the O-ring and install on the adapter body facing up.

3. Insert the pump shaft coupling onto the end of the motor armature shaft and fill the coupling cavity with lubricant (P/N 990638). See Figure 6-64.

4. Align the splines on the motor drive and pump shaft. Gently push the pump pilot on the adapter. See Figure 6-65. Rotate if necessary.

5. Secure the pump with the four (4) screws and torque to 10-12 ft. lbs. (13.5-16.3 Nm).

6. Check the inlet screen for clogging. Clean with a suitable solvent. Insert inlet tube in pump.

7. Install the reservoir. See “Hydraulic Reservoir” on page 6-10.

Mounting Screws (8)

Lift Motor General Data Lubrication

None required. Sealed bearings are used at both ends of the motor.

Armature Test

These armatures have standard winding connections and can be tested on a growler using a metal strip or hacksaw blade to locate the shorted windings.

Commutator

Replace the armature when commutator has worn to the minimum diameter of 1-1/2" (3.81 cm).

Brush Replacement

Replace brushes when they have worn to the minimum length of 1/2" (12.70 mm).

Spring Tension

Adjust the spring tension of new brushes to 32 to 40 oz. (908.8 to 1136 grams).

Removal 1. Remove the hydraulic unit from the truck.

See “Hydraulic Unit” on page 6-9.

2. Remove the two (2) bolts from the end plate that attach the motor to the adapter housing. See Figure 6-66.

3. Separate the motor from the adapter housing. See Figure 6-67.

4. Remove the solenoid from the side of the motor housing to be reused.

See Figure 6-67.

Pump Drive Coupling Solenoid

Mounting Bolts (2)

Installation 1. Stand the pump assembly on end, with the adapter body facing up.

2. Set aside the pump drive coupling to be reused. See Figure 6-68.

NOTE: The coupling is the mechanical connection between the pump shaft and the electric motor armature shaft. It may have been removed with the motor.

3. Insert the pump drive coupling onto the end of the pump shaft and fill coupling cavity with lubricant (P/N 990-638). See Figure 6-68.

4. Rotate the pump or motor shafts to make sure the motor shaft fits correctly into the coupling.

5. Install the new motor onto the adapter housing. Rotate further if necessary until the motor contacts the adapter body.

NOTE: There is an indexing pin on the end of the motor housing that fits into a hole in the adapter body to make sure the motor mounting screws align with the threaded holes in the adapter body.

See Figure 6-69.

6. Insert the screws into the motor end plate, through the motor and into the adapter body. See Figure 6-70.

7. Make sure the motor is mating flush with the adapter body and torque screws to 35 in. lbs. (3.9 Nm) maximum.

8. Install the solenoid.

9. Install the hydraulic unit. See “Hydraulic Unit” on page 6-9.

Cold Storage Conditioning New Raymond Walkie Pallet Trucks to be used in a cold storage environment are equipped at the factory with cold storage components for Cooler and Freezer applications except for fluids in the hydraulic reservoir and drive unit.

CAUTION

When a truck is to be installed in a cold storage environment, change the fluid in the hydraulic reservoir and the drive unit according to the following items.

Classes of Cold Storage Raymond Walkie Pallet Trucks can be conditioned for two classes of cold storage:

Cooler • Environment where temperatures fluctuate from 20° F (-7° C) to 70° F (21° C) in a continuous duty cycle.

• Application where the truck goes in and out of the freezer for short periods of time.

Freezer • Environment where temperatures fluctuate from -20° F (-29° C) to 40° F (4° C).

• Application where truck operates continuously in a temperature of -20° F (-29° C).

For a listing of the recommended fluids see “Lubrication Equivalency Chart” on page 7-2.

Appendix

7:

Lubrication Equivalency Chart Approved Raymond Lubricants Where Used

Type

Drive Unit Gear Case (above 30° F)

Gear Lubricant

Drive Unit Gear Case (below 30° F) (below -1° C) Lift Chains

Oil

Approved Manufacturer Forsythe Ltd.

Raymond Part Number 990-610/04 (1 quart/0.9 liter)

Shell Spirax HD Chevron Delco 400 15W-40 API Service SE

990-603/04 (1 quart/0.9 liter)

Citgo C-6 10W-30 Motor Oil MIL-H46152

990-603/03 (5 gal./ 18.9 liters)

Exxon Extra Motor Oil 10W-30 API Service SE Gulflube Motor Oil X.H.D. 10W-30 Mobil Delvac Special 10W-30 API Service SE Phillips Trop-Arctic All Season Motor Oil 10W-40 MIL-L-46152 Shell Rotella T 15W-40 API Service SE, CC and CD Sohio Multron 10W-30 MIL-L-46152 API Service SE Texaco URSATEX 10W-30 2166

Approved Raymond Lubricants Where Used Hydraulic Reservoir (non-cold storage trucks)

Type Hydraulic Fluid

Approved Manufacturer Chevron AW ISO 46

Raymond Part Number 990-610/03 (1 quart/0.9 liter)

Citgo 46 Exxon Nuto H 46 Forsythe AWTH215 ISO46

223-000-738 (1 gal./ 3.8 liters) 990-616/02 (2 gal./ 7.6 liters)

Mobil DTE-1B NOCO NOCOLUBE AW46

990-616/03 (5 gal./ 18.9 liters)

Texaco Cygnus 46 or HD 46 Ultramar Ultra Hydraulik AW46 Hydraulic Reservoir (cold storage trucks) (+40° F to -20° F) (4° C to -29° C)

Hydraulic Fluid

Hydraulic Reservoir (cold storage trucks) (20° F to 70° F) (-6° C to 21° C)

Hydraulic Fluid

Hydraulic Reservoir (for extreme heating conditions)

Hydraulic Fluid

Exxon Univis J13 (similiar to MIL-H5606A)

990-618/TX1 (1 gal./3.785 liters)

Mobil Aero HFA Texaco Aircraft Hydraulic Fluid 15

NOCO NOC 1866

990-615/01 (1 gal./ 3.785 liters)

Shell Tellus T Oil 32 Texaco HD AZ 32 1627 Rando or Cygnus 32 Chevron AW-MV Mobil 423 or 424 NOCO Torque TDH

990-615/03 (5 gal./ 18.9 liters) 990-615/01 (1 gal./ 3.785 liters)

Approved Raymond Lubricants Where Used Bearings, etc.

Type Grease

Approved Manufacturer Chevron Avi-Motive Grease

Raymond Part Number 990-620/01 (10 cartridges per case)

Citgo HEP2 (above 30° F only) Exxon RONEX MP or UNIREX N2 Gulf Gulfcrown Grease No. 2 Mobil Grease 77 Phillips Philube 1B and RB Grease Shell Alvania Grease EP2 Sohio Bearing Guard “LT” Texaco Regal AFB 2 Grease MIL-G18709A

990-620/02 (5 gal./ 18.9 liters)

Torque Chart - Standard Grade Identification Marking

Size

None SAE Grade 2 Bolts Tightening Torque

SAE Grade 5 Bolts Tightening Torque

SAE Grade 8 Bolts Tightening Torque

Dry

Oiled

Dry

Oiled

Dry

Oiled

4-40 4-48 6-32 8-32 8-36 10-24 10-32 1/4-20 1/4-28

in. lbs.

5 6 10 19 20 27 31 66 76

in. lbs.

4 5 8 14 15 21 23 49 56

in. lbs.

8 9 16 30 31 43 49 96 120

in. lbs.

6 7 12 22 23 32 38 75 86

in. lbs.

12 13 23 41 43 60 68 144 168

in. lbs.

9 10 17 31 32 45 51 108 120

5/16-18 5/16-24 3/8-16 3/8-24 7/16-14 7/16-20 1/2-13 1/2-20 9/16-12 9/16-18 5/8-11 5/8-18 3/4-10 3/4-16 7/8-9 7/8-14 1-8 1-12 1 1/8-7 1 1/8-12 1 1/4-7 1 1/4-12 1 3/8-6 1 3/8-12 1 1/2-6 1 1/2-12

ft. lbs.

11 12 20 23 30 35 50 55 70 80 100 110 175 195 165 185 250 270 350 400 500 550 660 740 870 980

ft. lbs.

8 9 15 17 24 25 35 40 55 60 75 85 130 145 125 140 190 200 270 300 380 420 490 560 650 730

ft. lbs.

17 19 30 35 50 55 75 90 110 120 150 170 260 300 430 470 640 700 800 880 1120 1240 1460 1680 1940 2200

ft. lbs.

13 14 23 25 35 40 55 65 80 90 110 130 200 220 320 350 480 530 600 660 840 920 1100 1260 1460 1640

ft. lbs.

25 25 45 50 70 80 110 120 150 170 220 240 380 420 600 660 900 1000 1280 1440 1820 2000 2380 2720 3160 3560

ft. lbs.

18 20 35 35 55 60 80 90 110 130 170 180 280 320 460 500 680 740 960 1080 1360 1500 1780 2040 2360 2660

Torque Chart - Metric Ferrous Metric Bolts (The grade rating is stamped on the head of the bolt.)

Diameter (in millimeters)

Grade 8.8

Grade 10.9

Torque (with bolts oiled)

Torque (with bolts oiled)

Newton-meters

Foot-pounds

Newton-meters

Foot-pounds

6

8.6

6

12

9

8

21

15

29

21

10

42

30

58

43

12

72

55

101

75

16

174

130

245

181

20

340

255

475

350

24

340

255

475

350

Non-Ferrous Metric Bolts Torque (with bolts oiled)

Diameter (in millimeters)

Newton-meters

Foot-pounds

6

12

9

8

29

21

10

58

43

12

101

75

16

245

181

20

475

350

Decimal Equivalent Chart 4ths

8ths

16ths

32nds

64ths

To 3 Places

To 2 Places

MM Equivalent

1/64

.016

.02

.397

.031

.03

.794

.047

.05

1.191

.062

.06

1.587

.078

.08

1.984

.094

.09

2.381

.109

.11

2.778

.125

.12

3.175

.141

.14

3.572

.156

.16

3.969

.172

.17

4.366

.188

.19

4.762

.203

.20

5.159

.219

.22

5.556

.234

.23

5.593

.250

.25

6.350

.266

.27

6.747

.281

.28

7.144

.297

.30

7.540

.312

.31

7.937

.328

.33

8.334

.344

.34

8.731

.359

.36

9.128

.375

.38

9.525

.391

.39

9.922

.406

.41

10.319

.422

.42

10.716

.438

.44

11.112

.453

.45

11.509

.469

.47

11.906

.484

.48

12.303

.500

.50

12.700

1/32 3/64 1/16 5/64 3/32 7/64 1/8 9/64 5/32 11/64 3/16 13/64 7/32 15/64 1/4 17/64 9/32 19/64 5/16 21/64 11/32 23/64 3/8 25/64 13/32 27/64 7/16 29/64 15/32 31/64 1/2

4ths

8ths

16ths

32nds

64ths

To 3 Places

To 2 Places

MM Equivalent

33/64

.516

.52

13.097

.531

.53

13.494

.547

.55

13.891

.562

.56

14.288

.578

.58

14.684

.594

.59

15.081

39/64

.609

.61

15.478

.625

.62

15.875

41/64

.641

.64

16.272

.665

.66

16.669

.672

.67

17.065

.688

.69

17.462

.703

.70

17.859

.719

.72

18.256

.734

.73

18.653

.750

.75

19.050

.766

.77

19.447

.781

.78

19.844

.797

.80

20.241

.812

.81

20.637

.828

.83

21.034

.844

.84

21.431

.859

.86

21.828

.875

.88

22.225

.891

.89

22.622

.906

.91

23.019

.922

.92

23.416

.938

.94

23.812

.953

.95

24.209

.969

.97

24.606

.984

.98

25.003

1.000

1.00

25.400

17/32 35/64 9/16 37/64 19/32 5/8 21/32 43/64 11/16 45/64 23/32 47/64 3/4 49/64 25/32 51/64 13/16 53/64 27/32 55/64 7/8 57/64 29/32 59/64 15/16 61/64 31/32 63/64

Standard/Metric Conversions To Convert...

Multiply...

Inches to Millimeters

Inches x 25.4

Millimeters to Inches

Millimeters x 0.039

Inches to Centimeters

Inches x 2.54

Centimeters to Inches

Centimeters x 0.394

Feet to Meters

Feet x 0.305

Meters to Feet

Meters x 3.281

Yards to Meters

Yards x 0.914

Meters to Yards

Meters x 1.094

Miles to Kilometers

Miles x 1.609

Kilometers to Miles

Kilometers x 0.621

Square Inches to Square Centimeters

Square Inches x 6.452

Square Centimeters to Square Inches

Square Centimeters x 0.155

Square Feet to Square Meters

Square Feet x 0.093

Square Meters to Square Feet

Square Meters x 10.753

Square Yards to Square Meters

Square Yards x 0.836

Square Meters to Square Yards

Square Meters x 1.196

Pints to Liters

Pints x 0.473

Liters to Pints

Liters x 2.113

Quarts to Liters

Quarts x 0.946

Liters to Quarts

Liters x 1.057

Gallons to Liters

Gallons x 3.785

Liters to Gallons

Liters x 0.26

Ounces to Grams

Ounces x 28.35

Grams to Ounces

Ounces x 0.035

To Convert...

Multiply...

Ounces to kilograms

Ounces x 0.028

Kilograms to ounces

Kilograms x 35.27

Pounds to Kilograms

Pounds x 0.454

Kilograms to pounds

Kilograms x 2.2

Pounds per Square Inch to Kilo pascals

Pounds per Square Inch x 6.894

Kilo pascals to Pounds per Square Inch

Kilo pascals x 0.145

Inch Pounds (in. lbs.) to Newton Meters (Nm)

Inch Pounds x 0.113

Newton Meters (Nm) to Inch Pounds (in. lbs.)

Newton Meters x 8.85

Foot Pounds (ft. lbs.) to Newton Meters (Nm)

Foot Pounds x 1.3568

Newton Meters (Nm) to Foot Pounds (ft. lbs.)

Newton Meters x 0.737

Miles per hour to kilometers per hour

Miles per hour x 0.6214

Kilometers per hour to miles per hour

Kilometers per hour x 1.609

Fahrenheit to Celsius

(°F - 32) x 0.555

Celsius to Fahrenheit

(°C x 1.8) + 32

7: Appendix

Schematics

Model 101T Electrical Control Std.

Model 101T Electrical Control Std. (Cont.)

Model 101T Electrical Control C.S.

Model 101T Electrical Control C.S. (Cont.)

Model 101T Electrical Control Options

Hydraulic Schematic

Solenoid Valve

Check Valve

M Motor

Lift Cylinder

Pressure Relief Valve

2000 PSI 097

Flow Control

Pump

2.0 GPM

Filter Reservoir

RAYMOND SERVICE INFORMATION

The Raymond Corporation Corporate Headquarters P O Box 130 Greene, New York 13778-0130

RSI MUL-15-006

Model

June 29, 2015

Multi Product

SUBJECT:

Updated Torque Check Procedures

GENERAL INFORMATION:

Updates are being made to the procedures for checking bolt torque during scheduled maintenance.

SERVICE INFORMATION:

When a fastener requires a torque check after the initial 90 day/250 HD Maintenance, there are now two procedures that can be used.

•

If the fastener was previously marked with a paint pen when torqued, look at the markings to verify the fastener has not moved. If the fastener has moved or is in question, remove the fastener, clean the threads, and apply the appropriate thread locker. Install the fastener and torque to the proper value, turning it in the tightening direction. Use a paint pen and mark the fastener for future inspections.

•

If the fastener was not previously marked with a paint pen, determine the proper torque value. Set the torque wrench to 85% of the required torque value and check the torque of the fastener, turning it in the tightening direction. If the fastener does not move, use a paint pen and mark the fastener for future inspections. If the fastener moves, remove the fastener, clean the threads, and apply the appropriate thread locker. Install the fastener and torque to the proper value. Use a paint pen and mark the fastener for future inspections.

PARTS AVAILABILITY:

N/A

FILING INSTRUCTIONS:

File this notice in all Maintenance Manuals next to the 180 day or 500 HD Scheduled Maintenance chart.

®

Raymond is a registered trademark of The Raymond Corporation 2015 The Raymond Corporation.

FOTP-0060/1-7-15/F

RSI MUL-15-006 Page 1 of 1

RAYMOND PRODUCT IMPROVEMENT NOTICE

The Raymond Corporation Corporate Headquarters P O Box 130 Greene, New York 13778-0130

RPIN No. PLT-01-R001

Models

January 18, 2001

101

SUBJECT:

Acceleration and Plugging

DESCRIPTION:

The acceleration and plugging is programmable.

PROCEDURES:

The Quick Start Parameter may be adjusted from its default setting of (0) to either a (1) or a (2) using the Curtis PMT. This will increase the acceleration and increase the aggressiveness of plugging.

CAUTION:

NOTE:

FILING INSTRUCTIONS:

Do not set the Quick Start Parameter higher than a (2). Doing so will cause overly aggressive plugging for the weight of the truck and load which can lead to the loads shifting, the tire breaking traction and difficulty in controlling the truck.

Setting the Quick Start Parameter to values higher than the factory default setting of (0) will increase the current through the drive motor during acceleration and plugging and as such will increase drive motor brush wear. Adjust the inspection schedule for drive motor brushes accordingly.

File after page 5-20 in PDMM-0072, issued 1/4/99

Raymond is a registered trademark of The Raymond Corporation Copyright 2001 The Raymond Corporation.

All Rights Reserved.

FOTP-0005/djm/5-12-00/A