Yale B853 (MP20S-MP30S) Service Manual - PDF DOWNLOAD

Yale Axcess Online

Notepad About User Settings Feedback Help Log Out

Marina, your selected truck is B853 (MP20S-MP30S)

Select a Truck Truck Details Mast Details

Search Publications

View Cart: Pick List 2 Announcements Parts Info Service Manuals Software Support Items

Service Manuals Manuals Available For B853 (MP20S-MP30S) Manual

Manual Title

272486700

Controller Electronic COMBI

272487200

Multifunction Digital Instrument (MDI)

272487800

Service Repair Manual

272490600

Reducer

272491100

EPS-DC / Wire Guidance

©2012 Yale Axcess Online

http://www.yaleaxcessonline.com/eng/myt/truck_details.cfm?action=424.02.2012 9:45:32

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/index.htm

P.N. 272486700

Technical Information for YALE Service Centres

This manual is addressed exclusively to the specialised technicians of the Yale service network CONTROLLER ELECTRONIC

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/index.htm (1 of 2)24.02.2012 9:51:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/index.htm

COMBI Section: INDEX

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/index.htm (2 of 2)24.02.2012 9:51:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/TOC.htm

INDEX 1.0 MECHANICAL DIMENSIONS 2.0 ELECTRONIC CONTROLLER 3.0 INTRODUCTION 3.1 MOTOR CURRENT ABSORPTION TABLE 3.2 FUNCTIONAL CHARACTERISTICS 3.3 SCHEMATIC DIAGRAM 3.4 PROTECTION DEVICES 3.5 CONTROLLER DIAGNOSTICS 3.6 OPERATING PRINCIPLE 3.7 DEFINITION OF TRAVEL DIRECTION 3.8-3.8.1 INTRODUCTION TO THE PROGRAMMING CONSOLE 3.8.2 USE OF THE PROGRAMMING CONSOLE 3.8.3 CONNECTION TO THE CHOPPER 3.8.4 DESCRIPTION OF THE CONSOLE MENU 3.9 DESCRIPTION OF CONNECTOR INPUTS 3.9.1 CONNECTOR WIRING DIAGRAM 3.9.2 PROGRAMMING OF CONNECTOR “E” INPUTS 3.9.3 DESCRIPTION OF CONNECTOR “B” FUNCTIONS 3.10 PROGRAMMING TABLE 3.11 PARAMETER CHANGE, DESCRIPTION OF THE PARAMETERS 3.12 CONFIG. MENU ADJUSTMENTS 3.13 CONFIG. MENU SET OPTIONS 3.14 PROGRAMMING LEVEL EQUIVALENCE TABLE 3.15 TESTER MENU TABLE 3.16 DESCRIPTION OF TESTER FUNCTIONS 3.17 DESCRIPTION OF ALARMS 4.0 DESCRIPTION OF SERIAL TILLER 4.1 SCHEMATIC DIAGRAM 4.2 DESCRIPTION OF HALL EFFECT SENSORS

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/TOC.htm24.02.2012 9:51:52

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

1.0 MECHANICAL DIMENSIONS OF THE COMBI CONTROLLER

2.0 COMBI ELECTRONIC CONTROLLER

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (1 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

2.1 TABLE OF COMPONENTS

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (2 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

3.0 ELECTRONIC CONTROLLER FOR DRIVE MOTOR AND PUMP MOTOR INTRODUCTION The COMBI controller, used for control of the drive motor, is the latest evolution of high-frequency MOS technology and operates at a frequency of 16 KHz. It is an electronic system for the control of separately excited motors.

The armature and field are separately controlled by the system and so the current flowing in the field is not the same as that flowing through the armature.

No starting contactors: the armature and the field are controlled directly by MOSFET. The high commutation frequency of the MOSFETs, the separately excited motor connected to the COMBI controller make it possible to maintain the same speed even under load: A) Demand for higher torque B) Higher current draw from the motor Control also the lifting pump motor as standard.

Control of a series of solenoid valves (SOLENOID CONTROL VALVE) for directional control of the hydraulic oil flow and lowering control by way of a proportional valve.

This system includes only one power contactor.

TECHNICAL SPECIFICATIONS FOR THE DRIVE MOTOR AND THE PUMP MOTOR -

Operating voltage 24 Volt Maximum field current (drive motor) 50 A Maximum armature current (drive motor) 200-400 A Armature commutation frequency 16 KHz Field commutation frequency 1 KHz Minimum ambient temperature -30 °C Maximum ambient temperature +80 °C Maximum current (pump motor) 250-300 A

3.1 MOTOR CURRENT ABSORPTION TABLE

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (3 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

3.2 FUNCTIONAL CHARACTERISTICS OF THE COMBI CONTROLLER - Speed control - Excellent sensitivity at low speeds - Speed reduction: maximum speed in both directions can be adjusted using the programming console.

- Regenerative braking, based on deceleration ramps, and braking on release, on reversal and on partial release of the throttle.

- Speed control in descent: the motor speed follows the butterfly throttle control and regenerative braking is automatically activated if the motor exceeds the desired speed, thus making for optimum control on inclines.

- Hill starts with no roll-back even without using an electric brake.

- Antiroll-down function with keyswitch ON; the controller monitors the speed of the drive motor, and if the drive motor is found to be running in standby conditions, the controller activates the brake and controls the descent at very low speed.

- High motor and battery efficiency thanks to the high commutation frequency - Control of hydraulic functions with actuator speeds individually programmable and possibility to use proportional controls.

- Lowering control by proportional valve (can be replaced by ON/OFF valve).

Use of a proportional valve allows starting and stopping with controlled acceleration and deceleration ramps.

- Parameter editing via digital console (see specific description) - Internal hour counter (can be displayed on console) - Log of last 5 alarms with relative hour counter and temperature displayed on the console - Tester function on digital console to display the main parameters and characteristics of the machine - If the main contactor is out of service for more than one minute, it automatically returns to rest position; on selecting drive or operating the tiller, the contactor resets; on power up, it remains open until until either the drive control or the tiller switch is open.

3.3 SCHEMATIC DIAGRAM

3.4 PROTECTION DEVICES - Connection faults: The inputs are protected against connection faults.

- Thermal protection device: If the temperature of the COMBI exceeds 80°C, the maximum current is automatically reduced in proportion to the increase in temperature The temperature can never exceed 85°C, and is displayed on the MDI or the programming console - Driver protection: The drivers are protected against all possible short circuits. http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (4 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

- Battery discharged: When the battery is low, the maximum current is decreased in proportion to the degree to which the battery is discharged.

- Protection against accidental starts: Starting the machine requires a precise sequence of operations that, if not performed correctly, prevents starting.

The drive control must be open after the keyswitch and tiller microswitch (or dead-man microswitch if present).

- Protection against uncontrolled movements: The main contactor will not close if: - the power circuit is not functioning; - the logic circuit is not functioning perfectly.

- Main contactor: this must be installed to protect the controller against polarity reversal and for reasons of safety.

- External agents: The controller is protected against dust and splashes of liquids to an ingress protection rating of IP64.

3.5 COMBI CONTROLLER DIAGNOSTICS COMPONENT SELF-DIAGNOSIS The microprocessor runs diagnostic tests on the main components of the controller.

Diagnostic tests are structured into 4 main types.

1) Diagnostics on power-up : watch dog test, current sensor test, VMN test, contactor driver test, test for presence of drive request, accelerator high test.

2) Diagnostics in standby comprising: VMN test, contactor driver test, current sensor test.

3) Diagnostics during travel comprising: VMN test, current test, contactor control test, VMN in total conduction test.

4) Permanent diagnostics: temperature control, battery charge status control.

On the programming console it is possible to display the message relative to the alarm in progress.

3.6 OPERATING PRINCIPLE OF THE COMBI CONTROLLER Basic motor power supply circuit.

- As can be seen in the diagram on the right, the field and the armature are controlled by two separate circuits. The field is powered by a mosfet circuit designated “H-circuit” in which the mosfets are activated in pairs according to the selected direction of travel.

- circuit when drive is not selected

- The diagram on the right shows how the mosfet circuit activated for forward travels.

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (5 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

- The forward travel power circuit is enabled via control of the mosfets: TARM. commutates at a frequency of 16 Khz (ARMATURE circuit).

T3-T4 commutates at a frequency of 1 KHz (field circuit).

T4 in total conduction (field circuit)

- The diagram on the right shows how the mosfet circuit is activated for reverse travel.

The reversing power circuit is enabled via control of the mosfets: TARM. commutates at a frequency of 16 Khz (ARMATURE circuit).

T2-T1 commutates at a frequency of 1 KHz (field circuit).

T4 in total conduction (field circuit)

3.7 DEFINITION OF MACHINE TRAVEL DIRECTION The microswitches for the direction of travel and quick inversion are wired in compliance with the definition of the direction of travel given in the following drawing:

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (6 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

GENERAL WARNINGS AND PRECAUTIONS - Do not interface the controller with other electronic controls, especially those that operate at low frequency.

- Do not connect the controller to a battery with a different nominal voltage to that indicated on the module nameplate.

If the battery voltage is higher it may damage the MOS. If the battery voltage is lower, the module will not function.

- In the event of controller replacement, test the drive functions with the DRIVE WHEEL RAISED FROM THE GROUND, as connections errors can give rise to potentially dangerous situations.

3.8 PROGRAMMING CONSOLE 3.8.1 INTRODUCTION The programming console is designed to facilitate the calibration and fault diagnosis of the controller.

Featuring microprocessor technology, the programming console is connected to the controller by a cable that carries serial transmission data and the power supply.

Messages are displayed in alphanumerical characters on an LCD with 2 rows of 16 characters.

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (7 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

The console offers the following advantages: - Quick and simple programming of operating parameters, obviating the need to access awkward parts of the machine to make adjustments on the trimmers; in addition, parameters can be edited in real time while the machine is running, thus allowing immediate verification.

- Rapid fault diagnosis.

The user can monitor the controller input signals in real time (potentiometer signal, currents, voltages, etc).

Furthermore, in the event of a controller malfunction, the console can display the type of alarm in progress. For more indepth diagnostics, the user can display the last 5 alarms to be activated.

- Standardized parameter settings: Once the parameters have been optimized on one machine, they can be saved in the console memory, from where they can be quickly and easily transferred to other machines.

- Special functions, such as acquisition of the potentiometer range.

3.8.2 USE OF THE PROGRAMMING CONSOLE

Take care to observe the correct polarity when plugging the console connector into the controller.

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (8 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

3.8.3 CONNECTION TO THE CONTROLLER THECONNECTION MUST BE MADE WHEN THE MACHINE IS SWITCHED OFF as the controller and the console only perform the connection test on power-up.

1) Unplug the Multifunction Display panel connector from the controller connector B 2) Plug the console connector into connector B on the controller.

Take care to observe the correct polarity when plugging the console connector into the controller.

3.8.4 DESCRIPTION OF THE CONSOLE MENU

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (9 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

3.9 DESCRIPTION OF CONNECTOR INPUTS AND OUTPUTS

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (10 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (11 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

3.9.2 PROGRAMMING THE CONNECTOR “E” INPUTS

The inputs receive the battery + through a switch or a sensor with PNP output. At this point 4 negatives are supplied to power the sensors. The MAX current load for each switch is less than 50mA http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (12 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

3.9.3 DESCRIPTION OF CONNECTOR “B” FUNCTIONS

The positive to the MC is supplied by the keyswitch with anti-inversion protection diode.

The positive for the electromagnetic brake and for all the solenoid valves is taken from downstream of the main contactor, and consequently the currents of these loads do not pass through the keyswitch but the auxiliary circuit fuse.

The DOWN solenoid valve is programmed as either as a proportional valve or an On/Off valve: 1) if the solenoid valve control device is a potentiometer, it will be controlled as a proportional valve.

2) If the solenoid valve is open by an ON/OFF switch, it will controlled with an opening and closing ramp.

Right-left fork shift solenoid valves and fork up-down solenoid valves are present on some machines.

3.10 PROGRAMMING TABLE OF THE COMBI CONTROLLER

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (13 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (14 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

3.11 CONFIG. MENU / PARAMET. CHANGE Many of the Combi’s functions can be adjusted by programming the corresponding parameters using the console. In this way the machine’s performance characteristics can be modified to suit the requirements of the user.

Parameter settings are programmed by the manufacturer to the customer’s specification or directly by the customer using the programming console.

The console can remain connected to the controller when the truck is moving and the parameters can be modified in real time when the truck is in operation.

In this latter case, it will be necessary to return the truck to standby condition before deactivating the controller, so that the modifications made can be permanently saved in the nonvolatile memory of the controller. take care to observe the correct polarity when connecting the console to the controller.

THE CONNECTION MUST ONLY BE MADE WHEN THE MACHINE IS SWITCHED OFF .

In the following list, the parameters relative to the drive section are marked (d), while those concerning the pump section are marked (p).

DESCRIPTION OF THE PARAMETERS 1) ACCELELER DELAY (d) Acceleration time, i.e. the minimum time during which the speed of the drive motor rises from 0 to the programmed maximum value.

2) FIELD ACCELERATION Serves to change the field acceleration time within the range 0 to 9.

3) DECELER. DELAY (d) This parameter is used to regulate the intensity of the regenerative braking action on partial release of the accelerator pedal (in order to decelerate but not apply the brake until the truck has come to a stop).

4) RELEASE BRAKING (d) Braking current on release of the accelerator pedal.

5) INVERS BRAKING (d) Braking current on inversion of travel direction.

6) CUTBACK SPEED (d) Speed reduction obtained if the speed reduction microswitch is activated.

7) CUTBACK SPEED 1 Speed reduction obtained if the signals from the platform and guard rails are absent.

8) MAX SPEED FORW (t) Maximum forward speed, obtained by weakening the field current after reaching total conduction on the armature; with the parameter set to level 0, the armature is in total conduction but the field current does not fall below the nominal value (low speed).

9) MAX SPEED BACK (t) Maximum reversing speed, obtained by weakening the field current after total conduction is reached on the armature; with the parameter set to level 0, the armature is in total conduction but the field current does not fall below the nominal value (low speed).

10) TRACTION IMAX (t) Determines the maximum current of the drive control during both truck travel and braking.

11) ARMA NOM. CURR. (d) Nominal armature current; establishes an armature current threshold above which the field current is at least at its nominal value (FIELD NOM CURR.), egardless of the position of the accelerator potentiometer.

12) WEAK DROPOUT (d) This establishes an armature current threshold above which the field current is increased in line up to the nominal field current (in correspondence with ARMA NOM CURR.) 13) FIELD NOM. CURR. (d) This is the minimum field current when the potentiometer is in the range from 0% to 60% (no total conduction in the armature); it should be set in accordance with the drive motor nameplate data (nominal field current).

14) FIELD CURR. MAX. Maximum field current value: reached when the armature current assumes max. value during truck travel.

15) CREEP SPEED (d) Determines the minimum voltage supplied to the motor when the drive request is activated . It permits a more immediate response on starting.

16) SOFT WORKING (d) Reduction of the intensity of the release braking action and speed reduction if the H&S microswitch is activated, 0= low speed, gentle braking.

17) PUMP ACCELER DELAY Pump motor acceleration time: the time required for the pump motor voltage to reach the desired value.

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (15 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

18) PUMP DECELER DELAY Pump motor deceleration time: the time required for the pump motor voltage to fall on release of the control.

19) PUMP CREEP Determines the minimum voltage supplied to the pump motor in the presence of a lifting request signal. It permits a more immediate response in lifting operations.

20) 1ST SPEED COARSE (p) Lifting speed. A up/down speed reduction of 80% has been set.

21) FORK LIFT SPEED Fork lift speed.

22) FORK DOWN SPEED Fork lowering speed.

23) R-SHIFT SPEED Fork right shift speed.

24) L-SHIFT SPEED Fork left shift speed.

25) EVP MIN. VOLTAGE Minimum voltage on lowering proportional valve.

26) EVP MAX. VOLTAGE Maximum voltage on proportional valve when lowering.

27) MIN. EVP FINE Adjustmen of the minimun voltage end at the proportional valve start 28) MAX EVP FINE Adjastment of the maximun voltage end at the proportional valve start 29) EVP ACC. DELAY Acceleration ramp on proportional valve, 0: shortest ramp 9: longest ramp.

30) EVP DEC. DELAY Deceleration ramp on proportional valve, 0: shortest ramp 9: longest ramp 31) BACKING SPEED maximum speed during backing function.

32) BACKING TIME Maximum duration of the backing function.

Instructions for programming the parameters of the PARAMETER CHANGE submenu using the console 1) Initial display 2) Press ENTER to access the main menu 3) The first menu item is displayed, PARAMETER CHANGE 4) Press ENTER to access the PARAMETERS function 5) The first parameter in the list is displayed 6) Use ROLL UP and ROLL DOWN to scroll through the list of parameters 7) The various parameters are displayed 8) Use SET UP and SET DOWN to change the programmed level 9) The new value is displayed 10) Press OUT to quit the programming procedure grammazione 11) A prompt asking you to confirm the changes is displayed 12) Press ENTER to confirm or OUT to cancel the change 13) The heading PARAMETER CHANGE is displayed 14) Press ROLL UP or ROLL DOWN to scroll through the options or press OUT to return to the initial heading.

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (16 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1a.htm (17 of 17)24.02.2012 9:52:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_a3_sc1/c2a.htm 3.9.1 CONNECTORS CONNECTION DIAGRAM

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_a3_sc1/c2a.htm24.02.2012 9:53:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

3.12 CONFIG. MENU / ADJUSTMENT The ADJUSTMENT submenu serves to specify the type of power supplied to the controller.

1) ADJST BATTERY Correction of the battery value read by the controller in accordance with the actual battery value.

2) ADJUSTMENT #01 Correction of the minimum value of the battery discharge curve.

3) ADJUSTMENT #01 Corction of the maximum value of the battery discharge curve.

Instructions for setting the parameters of the ADJUSTMENT submenu using the programming console.

1) Initial display 2) Press ROLL UP + SET UP to access the ADJUSTMENTS menu 3) The heading of the SET MODEL menu is displayed 4) Press ROLL DOWN to select the ADJUSTMENTS submenu 5) The heading of the ADJUSTMENTS menu is displayed 6) Press ENTER to access the menu 7) The first menu option is displayed (to change the value, press SET UP or SET DOWN).

8) Press ROLL UP or ROLL DOWN to scroll through the options.

9) A new option is displayed 10) Press SET UP or SET DOWN to change the setting 11) The new setting is displayed 12) Press OUT to quit the menu 13) A prompt asking you to confirm the change is displayed.

14) Press ENTER to confirm or OUT to cancel the change.

15) The heading of the ADJUSTMENTS menu is displayed.

16) Press OUT to return to the initial display.

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (1 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

3.13 CONFIG. MENU / SET OPTIONS This submenu enables the user to set the controller operation according to the type of connection made on the auxiliary control connectors.

Described below are the programming possibilities offered by the SET OPTIONS submenu, which is accessed using the programming console.

1) HOUR COUNTER Keyon / Running

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (2 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

Keyon= hour counter always updated; Running= hour count updated only during drive/lifiting/lowering 2) BATTERY CHECK ON/OFF Off: inhibits the low battery alarm and its consequences.

On: battery low alarm generated if battery charge level is at<20%, with consequent lifting lock. If you attempt lifting when the battery is low, the buzzer will sound an number of times. Flashing Green Leds on theMDI when the battery is low. When the battery is low the drive current is reduced to IMAX2 even if the BATTERY CHECK parameter is set to OFF. 3) AUX FUNCTION 1 Selecting ON for this option gives the possibility to transfer the MDI hour counter to the controller.

4) AUX FUNCTION 2 ON / OFF OFF= proportional valve absent ON= proportional valve present 5) QUICK INVERSION BELLY / TIMED Belly= quick inversion forces reverse travel for as long as the belly switch is held pressed.

Timed= reverse travel is maintained only for a fixed duration.

6) SHIFT FUNCTION If this option is set to OFF, the left shift output can be used as a horn.

7) CHECK UP ENABLE If this parameter is set to ON, at 250 hours after the last servicing, the alarm CHECK UP NEEDED is displayed on the console and the wrench symbol on the MDI starts to flash. By setting the parameter CHECK UP DONE to ON , the service hour count is reset. (CHECK UP DONE automatically changes to OFF).

Instructions for setting the parameters of the SET MODEL menu using the console: 1) Initial display 2) Press ROLL UP + SET UP to access the SET OPTIONS menu.

3) The heading of the SET MODEL menu is displayed.

4) Press ROLL UP to select the SET OPTIONS submenu.

5) The heading of the SET OPTIONS menu is displayed.

6) Press ENTER to access the menu.

7) The first menu option is displayed.

8) Press ROLL UP or ROLL DOWN to scroll through the options.

9) A new option is displayed.

10) Press SET UP or SET DOWN to change the setting.

11) The new setting is displayed.

12) Press OUT to quit the menu.

13) A prompt asking you to confirm the change is displayed.

14) Press ENTER to confirm or OUT to cancel the change.

15) The heading of the SET OPTIONS menu is displayed.

16) Press OUT to return to the initial display.

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (3 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (4 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

3.14 TABLE SHOWING EQUIVALENCE BETWEEN PARAMETER VALUES AND PROGRAMMING LEVELS

3.15 TESTER MENU TABLE The TESTER function makes it possible, in real time, to monitor the operating status of the control sensors and drive signal, instantaneous current and voltage on the driving motor and other important information, all given in the table, that may be useful in troubleshooting.

The following table lists the functions that can be displayed from this menu.

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (5 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

3.16 MAIN MENU / TESTER DESCRIPTION OF TESTER FUNCTIONS Some of the most important input/output signals are tested in real time and their reading can be accessed with the TESTER function of the console Here we list the signals and their meanings Some signals apply to all configurations, others are specific 1) BATTERY VOLTAGE This is the battery voltage expressed as a percentage 2) MOTOR VOLTAGE This is the voltage measured at the ends of the motor armature (between the + terminal and the VMN terminal) 3) MOTOR CURRENT This is the current drawn by the motor armature 4) FIELD CURRENT This is the current drawn by the field winding

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (6 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

5) EVP VOLTAGE This is the voltage applied on the proportional valve 6) TEMPERATURE This is the temperature read on the power MOSFET earth terminal.

7) ACCELERATOR Value on a scale of 0...5V followed by the percentage of 5V ( drive potentiometer). After settings move the butterfly valve in both directions and check that a value from 0 to maximum 5V is reached.

8) LIFTING CONTROL Value on a scale of 0...5V followed by a percentage of 5V (lifting potentiometer). After settings, move the control in both directions and check that it reaches a value of 0 to maximum 5V. 9) TILLER SWITCH Voltage on output of tiller presence microswitch ON+VB = input active, microswitch on OFF/GND = input not active, microswitch off 10) FORWARD SWITCH Digital input status of forward travel microswitch MA ON+VB = input active, travel microswitch on OFF/GND = input not active, travel microswitch off 11) BACKWARD SWITCH Digital input status of reverse travel microswitch MI ON+VB = input active, travel microswitch on OFF/GND = input not active, travel microswitch off 12) LIFTING SWITCH Input status of lift pushbutton on right side of tiller box ON+VB = input active, lift pushbutton on OFF/GND = input not active, lift pushbutton off 13) LOWERING SWITCH Input status of lowering pushbutton on right side of tiller box ON+VB = input active, lowering pushbutton on OFF/GND = input not active, lowering pushbutton off 14) FORK LIFT SWITCH Input status of lift pushbutton on left side of tiller box ON+VB = input active, lift pushbutton on OFF/GND = input not active, lift pushbutton off 15) FORK LOW SWITCH Input status of lower pushbutton left side of tiller box ON+VB = input active, lowering pushbutton on OFF/GND = input not active, lowering pushbutton off 16) R-SHIFT SWITCH Input status for R-shift microswitch/pushbutton ON+VB = input active, microswitch/pushbutton on OFF/GND = input not active, microswitch/pushbutton off 17) L-SHIFT SWITCH Input status for L-shift microswitch/pushbutton ON+VB = input active, microswitch/pushbutton on OFF/GND = input not active, microswitch/pushbutton off 18) BELLY SWITCH Input status of rapid inversion microswitch 19) SNAIL SWITCH Input status of snail microswitch (Low speed with tiller vertical) 20) HORN SWITCH Input status of horn microswitch 21) SW4 (CN: 3E - 13E) Connector for microswitch for management of functions for various machine models 22) SW5 (CN: 1E - 11E) Connector for microswitch for management of functions for various machine models 23) SW6 (CN: 4E - 14E) Connector for microswitch for management of functions for various machine models 24) SW7 (CN: 6E - 16E) Connector for microswitch for management of functions for various machine models

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (7 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

25) SW8 (CN: 7E - 17E) Connector for microswitch for management of functions for various machine models 26) SW9 (CN: 8E - 18E) Connector for microswitch for management of functions for various machine models 27) BATTERY CHARGE This is the level of the battery, expressed as a percentage How to access the TESTER function of the console: 1) Initial display 2) Press ENTER to access the main menu.

3) The first item in the list is displayed 4) Scroll through the list with ROLL UP or ROLL DOWN and select TESTER DOWN 5) The TESTER menu is displayed.

6) Press ENTER to access the TESTER function.

7) The first tested signal is displayed.

8) Scroll through the list of tested signals using ROLL UP or ROLL DOWN. 9) The next signals are displayed.

10) To return to the list of options, press OUT. 11) The menu is displayed.

12) Press OUT to return to the initial display or press ROLL UP or ROLL DOWN to scroll through the other menu options.

3.17 DESCRIPTION AND MEANING OF ALARMS DISPLAYED

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (8 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

1) EVP NOT OK This alarm is not generated on model S1 S2 = 0 0 Proportional valve open in standby condition; in travel, the proportional valve is either too open or too closed with respect to the applied pwm.

2) BRAKE DRIVER KO This alarm is generated when a fault is detected on the driver of the electromagnetic brake.

Possible causes: a) driver short circuited b) driver faulty, incapable of driving the electromagnetic brake. b) feedback circuit of voltage on electromagnetic brake coil.

This alarm is not generated on models S1 S2.

3) VFIELD NOT OK This test is carried out in standby with the main contactor in rest condition. In these conditions the voltage on both field connections must be approximately 1/2 Vbatt.

The alarm is generated when the voltage differs from this value.

Possible causes: a) motor leakage to earth; b) the motor field is not connected to the controller; c) fault in the section of the power unit relating to the field.

4) PUMP VACC NOT OK This alarm is signalled on power up or in standby condition if the value of the lifting potentiometer received by the serial tiller is greater than 1V. The problem is associated with the serial tiller.

Possible causes: http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (9 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

a) a potentiometer wire is broken; b) the potentiometer is not correctly wired; c) the potentiometer is defective; d) the potentiometer on the serial tiller has not been programmed correctly.

Causes a), b), and c) only apply if the lift control on the serial tiller has been programmed as a potentiometer.

5) SERIAL ERROR #1 Failed reception or reception of incorrect messages from the serial tiller.

6) WATCHDOG If this alarm presents on power up, there is malfunction of the watchdog circuit; otherwise the program cycle is incomplete.

7) EEPROM KO Fault in the EEPROM memory where the configured parameters are saved. If the fault persists after turning the keyswitch off and then back on, replace the EEPROM and PU If the alarm does not persist, note that all the previously programmed parameter settings will have been deleted and replaced with default values.

8) VMN NOT OK This test is performed in standby condition with the main contactor closed and operating. In standby, if the VMN is lower than the battery value, the controller will generate an alarm. In operation, the alarm is generated if VMN does not follow the progress of the controller duty-cycle Possible causes: a) incorrect motor connection; b) motor leakage to earth; c) fault in the power unit.

9) CONTACTOR CLOSED Test performed before each closing of the main contactor. Verifies that contactor contact is actually open.

Possible causes: a) the main contactor contact is stuck; b) the alarm could also be generated by a malfunction of the field power circuit.

10) I = 0 EVER test performed during travel. Verifies that the drive current exceeds the minimum threshold value. If not, the controller will generate an alarm and inhibit machine operation.

Possible causes: See STBY I HIGH 11) SPBY I HIGH Test performed during initial diagnostics and in standby to check that the current signals are at zero. If not, the controller will generate an alarm and inhibit machine operation.

Possible causes: a) faulty current sensor b) defect in the feedback circuits or in the control logic element or on the power board.

12) HIGH FIELD CURRENT Field current fault.

Possible causes: a) current transducer fault; b) fault in the field power unit.

13) NO FIELD CURRENT Field current fault.

Possible causes: a) current transducer fault; b) fault in the field power unit.

14) CAPACITOR CHARGE This test is performed during the initial diagnostic procedure. The alarm is signalled if the capacitors have not started charging 500 ms after KEY-ON. A probable cause is a defect in the power unit

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (10 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

15) BATTERY LOW Reduces drive current and inhibits lifting. Low battery alarm, generated when the battery charge level falls to 10% . If this alarm is signalled when the battery is charged, check the battery value indicated in the TESTER menu on the programming console; if the value is incorrect, perform a fine adjustment in CONFIG MENU - ADJUSTMENT. 16) THERMAL PROTECTION Alarm generated when temperature > 80°; the maximum armature current is reduced linearly down to 0 at 90°; alarm reset when T < 70°; current reduction begins at 75°C. If the temperature<-10°, the maximum current is reduced to 80%.

17) CHARGING BATTERY Battery charger connected.

18) POWER FAILURE #1 Short circuit on ON / OFF valves, on proportional valve, on main contactor or on electromagnetic brake.

19) DRIVER SHORTED This test is performed when the main contactor is open. It checks that the main contactor driver is not short-circuited.

Possible causes: a) driver short circuited; b) fault in feedback circuit of voltage on contactor coil; c) incorrect wiring; d) fault in hardware protection circuit.

This alarm is normally masked by alarm (1).

20) CONTACTOR DRIVER This test is performed when the main contactor is closed and checks that the driver is not open.

Possible causes: a) driver open; b) fault in feedback circuit of voltage on contactor coil.

21) VACC NOT OK This alarm indicates that the voltage on the drive accelerator is greater than 1V on power up and in standby.

Possible causes: (to be investigated on the SERIAL TILLER) a) a potentiometer wire is broken; b) the potentiometer is not correctly wired; c) the potentiometer is faulty; d) the serial tiller programming has not been performed correctly.

22) INCORRECT START (DRIVE) Up / down, forks, fork shift, quick inversion present on power up; drive request present before tiller operated. First select drive and then operate the tiller; the “incorrect start” alarm will not be generated provided that the tiller is operated within 1 sec. of the drive control. On deselecting drive, the alarm condition will be cancelled.

23) INPUT ERROR #2 The controller fails to detect the input from the quick inversion microswitch.

24) INPUT ERROR #1 The serial tiller fails to detect the quick inversion input.

4.0 SERIAL TILLER The NA.CO serial tiller is a control unit for drive and lifting functions controlled by a microprocessor resident on the electronic board.

The inputs are controlled autonomously by the electronic board and formatted for serial line transmission to the electronic controller via 5-core cable.

Self-learning of potentiometric inputs or lifting switch.

Permanent diagnostics of inputs with relay of alarm signal to the electronic controller. http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (11 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

TECHNICAL CHARACTERISTICS -

24 Volt power supply for board Operating voltage 5 Volt Internal electronic board Microprocessor with internal ROM (program memory) EEPROM for MIN and MAX potentiometer values HALL effect potentiometers (magnetic field effect) Auto acquisition of potentiometers values in accordance with program Serial communication interface.

SERIAL TRANSMISSION

- a, b, c, d, e, f, g, i, l, m are digital inputs.

- X = is a stuffing bit; (changes value with each message; serves to prevent repeated transmission of the same message) The sequence “1 - 0” in the first byte serves for recognition of the start of the message.

The sequence “0 - 1” in the fourth byte serves for recognition of the end of the message.

4.1 SCHEMATIC DIAGRAM

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (12 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

4.2 DESCRIPTION OF SENSORS The drive potentiometer is a HALL EFFECT SENSORS, i.e. a semiconductor device which produces an output voltage that varies in accordance with the magnetic field in which the device is immersed.

The sensor is positioned in the middle of two magnets (NORTH / SOUTH), and has a central output value of 2.5V. On operation of the forward drive control, the magnets move closer to the sensor and the sensor output voltage increases from 2.5V to 5V. On operation of the forward drive control, the sensor output voltage decreases from 2.5V to 0V. http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (13 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm

It essential to program the maximum values of the drive sensor.

The proportional up and down pushbuttons are HALL EFFECT SENSORS. The output voltage of the pushbuttons varies from 0V to 5V according to the pressure applied to the pushbutton itself.

The potentiometric pushbuttons must be programmed, otherwise they will operate as ON / OFF pushbuttons.

SENSOR PROGRAMMING PROCEDURE. To enter programming mode, position the jumper on the pins provided on the electronic board (see photo below) and turn the keyswitch on. Turn the butterfly drive control slowly forward as far as it will go; release the control gradually so that it returns to the centre position. Repeat the operation for reverse travel.

If the up/down controls are potentiometric, slowly press the up pushbutton in as far as it will go, then release it to allow it to return to rest position. Repeat this operation on the down pushbutton.

Remove the jumper, wait a few seconds, then turn the keyswitch off; the programming operation is now complete. Turn the keyswitch on again and try the sensor functions to check that they have been correctly programmed. If not, repeat the programming procedure from the beginning.

N.B= The sensors must all be programmed at the same time.

WARNING: During programming, set the drive potentiometer to maximum, otherwise, during travel, the actual value of the potentiometer may exceed the maximum programmed value and the serial tiller will interpret it as zero.

http://www.yaleaxcessonline.com/lib/service/itwservice/272486700/Y_naen/c1b.htm (14 of 14)24.02.2012 9:54:17

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/index.htm

P/N 272487200

Technical Information for YALE Service Centres

This manual is addressed exclusively to the specialised technicians of the Yale service network.

MULTIFUNCTION DIGITAL INSTRUMENT ( MDI)

Section: INDEX

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/index.htm24.02.2012 9:59:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/TOC.htm

INDEX 1.0 MULTIFUNCTION DIGITAL INSTRUMENT

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/TOC.htm24.02.2012 9:59:28

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

1.0 SPECIFICATIONS 2.0 LED INDICATORS 3.0 DISPLAY 4.0 MDI CONNECTION DIAGRAM 5.0 DIMENSIONS OF THE MDI 6.0 PROGRAMMING AND ADJUSTMENTS 7.0 BATTERY DISCHARGE ALGORITHM 8.0 BATTERY CHARGE INDICATOR TABLE 9.0 PROGRAMMING THE BATTERY DISCHARGE ALGORITHM USING THE CONSOLE 10.0 SERVICING 11.0 HOUR COUNTER MEMORY 12.0 ALARMS 13.0 ALARM CODES TABLE 1.0 Specifications - The MDI is suitable for use on all types of electric vehicle equipped with batteries and high-frequency electronic drive control.

- As it is powered directly by the controller and not from the battery, the MDI is a multi-voltage instrument. This means that it can be used on systems with different battery voltages.

- The battery charge status is determined using an advanced algorithm executed by a microprocessor that also takes into account the braking status or rapid acceleration of the motor.

- The MDI performs three basic functions, as described here below: · Indication of the battery charge status · Operating hour counter · Indication of system alarms - As the MDI is not connected directly to the battery, it does not require the complex auxiliary wiring typical of a conventional indicator. Instead the MDI is wired directly to the controller.This greatly simplifies the truck’s wiring.

2.0 LED INDICATORS Battery charge status The battery charge status indication is provided by the MDI using a series of four green LEDs. When the battery is fully charged, all four LEDs are illuminated. As the battery gradually discharges, the LEDs are extinguished one by one, down to a residual charge level that is indicated by the simultaneous flashing of all four LEDs (battery low).

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (1 of 13)24.02.2012 9:59:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

3.0 DISPLAY

Hour meter In the centre instrument there is a liquid crystal alphanumeric display that indicates the number of hours of operation.

Alarms The hour meter display is also used for the display of alarm conditions, with a code corresponding to the alarm type. To attract the attention of the operator, the red LED flashes and the wrench symbol is displayed.

Software version On turning on the keyswitch, the display shows the EEPROM version for a few seconds (EPXXX where XXX represents the version). The wrench symbol also appears during this stage.

Miscellaneous information Three symbols indicate the following: Tortoise symbol: Indicates activation of the “soft” operating mode, i.e. reduced speed and acceleration;

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (2 of 13)24.02.2012 9:59:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

Wrench symbol: Indicates either that programmed servicing is required or the presence of an alarm condition; in the later case the relative alarm code will also be displayed. The information provided by the MDI is extremely useful as it helps the service engineer to identify and thus rectify any faults.

Hourglass symbol: Flashes to indicate that the hourmeter is in operation.

4.0 MDI CONNECTION DIAGRAM

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (3 of 13)24.02.2012 9:59:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

COLOURS TABLE

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (4 of 13)24.02.2012 9:59:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

5.0 DIMENSIONS OF THE MDI

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (5 of 13)24.02.2012 9:59:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

6.0 PROGRAMMING AND ADJUSTMENTS Certain MDI operating parameters can be modified using the programming console: - the battery discharge algorithm - servicing alarm - the hour meter memory.

7.0 BATTERY DISCHARGE ALGORITHM The battery discharge algorithm can be adjusted by programming the two extremes of the discharge curve.

The parameters in question are: - ADJUSTMENT #1 = modifies the voltage threshold that separates the 100% charge level from the 90% charge level.

- ADJUSTMENT #2 = modifies the threshold that separates the 30% charge level from the 20% charge level.

All the other thresholds ( 80%, 70%, 60%, ....) are consequently modified accordingly.

- a parameter setting of 0 is equivalent to a 3.79% decrease in the threshold voltage.

- a parameter setting of 9 is equivalent to a 2.75% increase in the threshold voltage.

The default values correspond to a parameter setting of 5 (threshold values remain unchanged).

The threshold battery charge values and the NA.CO COMBI default settings are indicated in the following table.

The values correspond to the voltages measured with battery currents between 15% and 27% of the maximum controller voltage.

- When the controller is powered up, the charge may fall.

- A charge level of 100% is only obtained on power up immediately after a recharge or when the charge level was above 70% when the truck was last switched off. In this case, the displayed percentage value (e.g. 80%) will be maintained longer than usual, as the actual voltage is higher and it will take some time before it falls to the threshold of the level displayed.

- It is advisable to charge the batteries when the level falls to 20% or 30% in order to extend the battery life.

Before testing battery discharge, it is good practice to check (using a digital multimeter) that the battery value indicated in the “Tester” menu of the console is equal to the actual value measured in real conditions (machine operating with currents equal to approximately “I 5”).

If not, adjust the battery settings using the “Adjust battery” function in the “Adjustment” menu of the console (for further information see the adjustments section of the manual for the specific controller connected to the MDI ).

8.0 BATTERY CHARGE INDICATOR TABLE

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (6 of 13)24.02.2012 9:59:45

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

9.0 PROGRAMMING THE BATTERY DISCHARGE ALGORITHM USING THE CONSOLE By plugging a console into the MDI connector on the controller, it is possible to modify the extremes of the battery discharge algorithm as follows: 1) Initial display 2) Press ROLL UP + PARAM to enter the CONFIG menu.

3) The display shows CONFIG menu heading with the first submenu (e.g. Set Model).

4) Press ROLL UP or ROLL DOWN to find the ADJUSTMENT menu.

5) The ADJUSTMENT menu heading is displayed.

6) Press ENTER to access the menu.

7) Now press ROLL UP or ROLL DOWN to display the option to be modified.

8) When the option is selected (e.g. Adjustment #1) it will be displayed with the previously set value of the default value.

9) Now press PARAM or SET to change the value displayed.

10) The new value will appear on the display.

11) Press OUT to quit the menu.

12) Finally, press ENTER to confirm the change.

Repeat the procedure from point 5 to point 12 to make other changes as required (e.g. Adjustment #2).

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (7 of 13)24.02.2012 9:59:45

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

10.0 SERVICING - The MDI can display an alarm (corresponding to “CHECK UP NEEDED” on the console) to alert the operator when servicing is required.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (8 of 13)24.02.2012 9:59:45

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

- The display will depend on how the option “CHECK UP ENABLE” is set in the “Set Option” menu of the console.

- ON function active.

- OFF function inactive.

- he “servicing required” alarm is displayed every 250 hours by the flashing of the wrench symbol on the MDI. The servicing interval (250 hours) cannot be changed.

IMPORTANT NOTES - The default setting for the “CHECK UP ENABLE” is OFF in which case the servicing alarm will not be signalled.

- To cancel the alarm, you must set the option “CHECK UP DONE” in the “Set Option” menu of the console to ON and then switch the machine off and then on again.

- Should you wish to activate the servicing alarm function after the machine has already completed a number of operating hours, it is advisable to set the “CHECK UP DONE” option to ON in order to reset the servicing hour count.

The function will be reset to OFF on turning the keyswitch off and then on again.

11.0 HOUR COUNTER MEMORY The MDI can maintain a copy of the hour meter in its own internal memory (EEprom).

This means that replacement units can be installed without losing count of the number of truck operating hours.

The procedure for transferal of the hour count from the MDI memory to another unit is as follows: - with the machine switched off, before connecting the MDI, first connect the console to the electronic controller.

- now switch on the machine and set the “AUX FUNCTION 1” option in the “Set Option” menu of the console to ON. - switch off the machine, disconnect the console and connect the MDI in its place. Switch on the machine again.

In this way, the hour count of the old unit is now transferred to the memory of the new replacement unit.

IMPORTANT NOTES - By default, the “AUX FUNCTION 1” parameter is set to OFF; consequently if this function is not activated in the way described above, the hour meter memory will be permanently lost on power up.

- To prevent the problem above occurring, should the user forget to set the parameter, the MDI signals the alarm “AL 94” for one minute (during which drive is inhibited) to alert the operator to the imminent cancellation of the hour meter memory. If the user does not intervene, after the minute has elapsed, the MDI hour meter memory will be overwritten with that of the new unit (0 hours if the unit is new).

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (9 of 13)24.02.2012 9:59:45

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

12.0 ALARMS The MDI signals an alarm condition on the controller by displaying the corresponding alarm code. trollo ad esso collegato segnalando un codice corrispondente all’allarme presente.

In the event of an alarm, the red LED flashes to alert the operator and the wrench symbol appears on the display.

13.0 ALARM CODES The alarm codes displayed on the MDI are described in the following table.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (10 of 13)24.02.2012 9:59:45

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

1) EVP NOT OK This alarm is not generated on the model S1 S2 = 0 0 Proportional valve open in standby condition; in travel, proportional valve either too open or too closed with respect to the applied pwm.

2) BRAKE DRIVER OK This alarm is signalled when a problem is detected on the driver of the electromagnetic brake.

Possible causes: a) driver short circuited b) driver faulty, not capable of driving the electromagnetic brake. c) feedback circuit of voltage on brake coil.

This alarm is not generated on model S1 S2.

3) VFIELD NOT OK This test is carried out on standby with the main contactor is rest condition. In these conditions the voltage on both field connections must be approximately 1/2 Vbatt.

The alarm is generated when the voltage differs from this value.

Possible causes: a) motor leakage to earth; b) the motor field is not connected to the controller; c) fault in the section of the power unit relating to the field.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (11 of 13)24.02.2012 9:59:45

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

4) PUMP VACC NOT OK This alarm is signalled on power up or in standby if the lift potentiometer value received by the serial tiller exceeds 1V. The problem lies with the serial tiller.

Possible causes: a) a potentiometer wire is broken; b) the potentiometer is not correctly wired; c) the potentiometer is defective; d) the potentiometer on the serial tiller has not been programmed correctly.

Cause a), b) and c) only apply if the serial tiller has been programmed as a potentiometer.

5) SERIAL ERROR #1 Failure to receive messages or incorrect messages received from the serial tiller.

6) WATCHDOG Watchdog circuit faulty if alarm present on power up, otherwise incomplete program cycle.

7) EEPROM OK Fault in memory area where the configured parameters are stored. If the problem persists after turning the keyswitch off and then on again, replace the EEPROM and uP. If the alarm does not persist, remember that all the previously programmed parameter settings will have been deleted and replaced with default values.

8) VMN NOT OK This test is performed on standby with the main contactor closed and operating. In standby, if the measured VMN is lower than the battery value, the controller will generate an alarm. In operation, the alarm is generated if VMN does not follow the progress of the chopper duty-cycle Possible causes: a) bad motor connection; b) motor leakage to earth; c) fault in the power unit.

9) CONTACTOR CLOSED Test performed before each closure of the main contactor. Checks that the contactor is effectively open.

Possible causes: a) contactor contact stuck; b) this alarm could also be generated by a malfunction of the field power unit.

10) I = 0 EVER Test carried out during travel. This test checks that the drive current exceeds a minimum value; if not, the controller generates an alarm and inhibits operation of the truck.

Possible causes: See STBY I HIGH 11) SPBY I HIGH Test performed during initial diagnostics and in standby to check that the current signals are null. If not, the controller generates an alarm and inhibits operation of the truck.

Possible causes: a) defective current sensor b) fault in feedback circuits or in the control logic or on the power board.

12) HIGH FIELD CURRENT Field current anomaly.

Possible causes: a) current transducer fault; b) fault in field power unit.

13) NO FIELD CURRENT Field current anomaly.

Possible causes: a) fault in current transducer; b) fault in field power unit.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (12 of 13)24.02.2012 9:59:45

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm

14) CAPACITOR CHARGE The test is performed during initial diagnostics. The alarm is signalled if the capacitors have not started charging 500 ms after KEY-ON. A probable cause is a fault in the power unit.

15) BATTERY LOW Reduces drive current and inhibits lifting. Battery low alarm, signalled when residual charge level falls to 10% . If the alarm is signalled when the battery is charged, check the battery value indicated in the TESTER menu of the console; if the value is incorrect, perform a fine adjustment in the menu CONFIG MENU - ADJUSTMENT. 16) thermal protection Temperature alarm > 80°; the maximum armature current is reduced down to 0 at 90°; the alarm is reset at T < 70°; current reduction starts at 75°C. If the temperature <-10°, the maximum current is reduced to 80%.

17) CHARGING BATTERY Battery charger connected.

18) POWER FAILURE #1 Short circuit on ON / OFF valves, on the proportional valve or on the brake.

19) DRIVER SHORTED This test is performed with the main contactor open. Check that the driver of the main contactor is not shortcircuited.

Possible causes: a) driver short-circuited; b) fault in feedback circuit of contactor coil voltage; c) wiring fault; d) fault in the hardware protection circuit; This alarm is normally masked by alarm (1).

20) CONTACTOR DRIVER The test is performed with the main contactor closed and checks that the driver is not open.

Possible causes: a) driver open; b) fault in feedback circuit of contactor coil voltage.

21) VACC NOT OK This alarm indicates that the voltage on the drive accelerator received from the serial tiller exceeds 1V on power up in standby condition.

Possible causes: (to be investigated on the SERIAL TILLER) a) a potentiometer wire is broken; b) the potentiometer is not correctly wired; c) the potentiometer is defective; d) the serial tiller programming has not been performed correctly.

22) INCORRECT START (DRIVE) Up / down, forks, shift, quick inversion present on power up; drive request signal present before operation of tiller. If the drive control is operated before the tiller, the INCORRECT START alarm will not be generated provided that the tiller is operated within 1 sec. of the drive request. The alarm is cancelled by deactivating the drive control.

23) INPUT ERROR #2 Failure to detect the quick inversion input on the controller.

24) INPUT ERROR #1 Failure to detect the quick inversion input on the serial tiller.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487200/c1a.htm (13 of 13)24.02.2012 9:59:45

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/index.htm

P N: 272487800

Technical Information for YALE Service Centres

This manual is addressed exclusively to the skilled technicians of the YALE service network B 854.......MP20T B 853.......MP20/30S

Section: INDEX

GENERAL SAFETY PRESCRIPTIONS

Never do any cleaning, lubricating or servicing with the battery connected.

Do not wear any rings, watches, jewellery, items of clothing that are loose or hang down, such as scarves, unbuttoned or unzipped jackets or shirts that could get caught up in moving parts. We recommend instead that the operator wear approved safety clothing such as a helmet, non-slip footwear, gloves, safety goggles.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/index.htm (1 of 3)24.02.2012 10:05:12

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/index.htm

Never use petrol, diesel fuel or other flammable liquids as detergents: use instead nonflammable, non-toxic commercial solvents.

Do not smoke, use naked flames or cause sparks nearby when handling easily flammable materials.

If working outside the workshop, park the truck preferably on the level and immobilize it. If working on a slope is unavoidable, chock the wheels to prevent the machine moving and transfer it to a level area as soon as it is safe to do so. Disconnect the batteries and label all the controls to warn of the work in progress.

Immobilize the machine and all equipment that has to be lifted.

When towing, use solely the prescribed points of connection and make sure the pins and/or bolts are firmly secured before starting to pull. Lift and handle all heavy parts using lifting equipment of suitable load capacity.

Use the lifting eyes provided. Beware of persons in the immediate vicinity of the load to be lifted. Do not get chains or metal ropes tangled up.

Do not trust damaged chains and ropes (kinked, etc.): do not use them for lifting or pulling. Always wear safety gloves when handling chains and ropes. Handle all parts with care; do not put your hands or fingers between one part and another.

Wear type-approved accident-prevention equipment such as safety goggles, gloves and footwear.

The area where maintenance work is performed must be kept clean and dry. Immediately remove any puddles of water or oil stains.

Do not pile up greasy or oily rags: they constitute a serious fire risk. Always store these materials in a closed metal container.

Do not carry out any servicing on the machine with persons at the controls, unless they are qualified operators helping in the work to be done.

When using compressed air to clean parts, protect yourself with goggles that have side guards.

Welding When welding, always wear the prescribed safety gear: welding goggles, helmet, overalls, gloves and footwear. Dark goggles should also be worn by anyone working in the vicinity of the welding operation. Never look at the welding arc without appropriate eye protection.

Batteries When using batteries, remember that both ends of the cables must be connected to the terminals as prescribed: (+) with (+) and (-) with (-).

Do not short the terminals.

The gas given off during battery recharging is highly flammable. When recharging, leave the battery compartment open for better ventilation and remove the caps.

Never cause sparks or allow any naked flames near the battery!

Never check the battery charge level by placing metal objects across the battery terminals.

Before carrying out any operations, check that no elements are short-circuiting.

Always disconnect the batteries before working on the electrical system.

For battery chargers and similar equipment, use only auxiliary power supplies with an efficient earth connection in order to avoid the risk of electric shock.

Hydraulic system Pressurised fluid escaping through a tiny hole may be virtually invisible yet still strong enough to penetrate your skin; when checking for possible leaks, always use a piece of card or wood. Never use your hands.

Always use the appropriate instruments when checking system pressure.

NOTE: THIS MANUAL IS NOT INTENDED AS A SUBSTITUTE FOR THE OPERATING AND

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/index.htm (2 of 3)24.02.2012 10:05:12

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/index.htm

MAINTENANCE MANUAL, BUT AS A SUPPLEMENT TO IT.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/index.htm (3 of 3)24.02.2012 10:05:12

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/toc.htm

INDEX Section: ELECTRICAL SYSTEM COMBI FOR INFORMATION REGARDING THE NA.CO COMBI ELECTRONIC SYSTEM, CONSULT SERVICE MANUAL P/N 272486700 Section: ELECTRICAL SYSTEM ELECTRIC STEERING SYSTEM EPS-DC FOR INFORMATION REGARDING THE ELECTRONIC SYSTEM OF THE EPS-DC ELECTRICAL STEERING SYSTEM, CONSULT SERVICE MANUAL P/N 272491100 Section: ELECTRONIC SYSTEM MDI FOR INFORMATION REGARDING THE FUNCTIONS OF THE MDI, CONSULT SERVICE MANUAL P/N 272487200 Section: ELECTRICAL SYSTEM 1.0 ELECTRIC CIRCUIT DIAGRAMS MP20T ELECTRICAL SYSTEM COMPONENTS MOD. MP20T ELECTRICAL DIAGRAM MOD. MP20T WIRING DIAGRAM MOD. MP20T POWER CIRCUIT DIAGRAM MOD. MP20T 1.1 KEY TO FUNCTIONAL ELECTRICAL DIAGRAM MP20T 1.2 ELECTRIC CIRCUIT DIAGRAMS MP20/30S ELECTRICAL SYSTEM COMPONENTS MOD. MP20S - MP30S ELECTRICAL DIAGRAM MOD. MP20S - MP30S WIRING DIAGRAM MOD. MP20S - MP30S POWER CIRCUIT DIAGRAM MOD. MP20S - MP30S 1.3 KEY TO FUNCTIONAL ELECTRICAL DIAGRAMS MP20/30S 2.0 COMBI CONTROLLER PROGRAMMING TABLE 2.1 CONFIG MENU: TRACTION CONTROL MENU CONFIGURATION TABLE 2.2 MAIN PARAMETER CHANGE MENU: TRACTION CONTROL PARAMETERS TABLE 3.0 EPS-DC CONTROLLER PROGRAMMING TABLE 4.1 TABLE OF ELECTRICAL SYSTEM COMPONENTS 4.2 CONNECTION OF POWER WIRES TO COMBI CONTROLLER 4.3 SPEED SELECTOR ELECTRICAL BOARD MP20T 4.4 SPEED CONTROL AND SELECTOR ELECTRONIC BOARD MP20/30S 4.5 REMOVING THE DASHBOARD MP20T 4.6 POTENTIOMETER SIGNALS ACQUISITION BY COMBI 4.7 REMOVING THE DASHBOARD MP20/30S 4.8 REPLACEMENT OF PEDALS UNIT MP20/30S 4.9 REPLACEMENT OF STEERING POSITION INDICATOR MP20T 4.10 REPLACEMENT OF STEERING POSITION INDICATOR AND MIDI MP20/30S 4.11 REPLACEMENT OF STEERING TACHO GENERATOR MP20T 4.12 REPLACEMENT OF STEERING TACHO GENERATOR MP20/30S 4.13 REMOVING THE STEERING POSITION INDICATOR POTENTIOMETER MODEL MP20T Section: HYDRAULIC SYSTEM 1.1 KEY TO HYDRAULIC SYSTEM SYMBOLS 1.2 HYDRAULIC DIAGRAM 1.3 HYDRAULIC SYSTEM DIAGRAM 1.3.1 TABLE OF HYDRAULIC SYSTEM COMPONENTS

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/toc.htm (1 of 2)24.02.2012 10:05:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/toc.htm

1.4 FORK LIFT CYLINDER 1.4.1 TABLE OF HYDRAULIC CYLINDER COMPONENTS 2.0 ADJUSTING THE CARRIAGE PRESSURE RELIEF VALVE 3.0 REMOVING THE PUMP UNIT 4.0 REMOVING THE LIFT CYLINDER 5.0 REPLACING GASKETS Section: MECHANICS 1.0 TABLE OF SCREW TIGHTENING TORQUES 2.0 REPLACING THE DRIVING WHEEL 3.0 REPLACING THE SWIVEL WHEEL/SWIVEL WHEEL ASSEMBLY 4.0 ADJUSTING AND REPLACING THE STEERING CHAIN 5.0 REMOVING THE TRACTION MOTOR 6.0 REMOVING THE STEERING MOTOR

Section: CARRIAGE 1.0 CARRIAGE WITH INTEGRAL FORKS 2.0 CARRIAGE COMPONENTS 2.1 CARRIAGE COMPONENTS TABLE 3.0 REMOVING THE FORK CARRIAGE/SHIMMING THE LEVER MECHANISM SUPPORT

Section: REDUCTION GEAR MODEL HF100 CONSULT SERVICE MANUAL P/N 272490600 FOR TECHNICAL INFORMATION ON THE REDUCTION GEAR Section: REDUCTION GEAR 1.0 REDUCTION GEAR COMPONENTS 1.1 TABLE OF REDUCTION GEAR COMPONENTS 2.0 REMOVING REDUCTION GEAR MP20T 2.1 REMOVING REDUCTION GEAR MP20/30S Section: BRAKING SYSTEM 1.0 COMPONENTS OF THE ELECTROMAGNETIC BRAKE 1.1 TABLE OF ELECTROMAGNETIC BRAKE COMPONENTS 2.0 BRAKING SYSTEM 3.0 REMOVING AND ADJUSTING THE ELECTROMAGNETIC BRAKE 4.0 ADJUSTMENT AND PUTTING INTO SERVICE

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/toc.htm (2 of 2)24.02.2012 10:05:26

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm

1.0 ELECTRICAL DIAGRAMS MP20T FUNCTIONAL ELECTRICAL DIAGRAM model MP20T

1.1 KEY TO FUNCTIONAL ELECTRICAL DIAGRAM MODEL MP20T

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm (1 of 5)24.02.2012 10:07:04

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm

1.2 ELECTRICAL DIAGRAMS MP20/30S FUNCTIONAL ELECTRICAL DIAGRAM model MP20/30S page 10 1.3 KEY TO FUNCTIONAL ELECTRICAL DIAGRAM MODEL MP20/30S

2.0 COMBI CONTROLLER PROGRAMMING TABLE CONFIG. MENU:CONTROL MENU CONFIGURATION TABLE COMBI TRACTION model MP20T - MP20/30S MAIN PARAMETER CHANGE MENU: CONTROL PARAMETERS TABLE COMBI TRACTION model MP20T - MP20/30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm (2 of 5)24.02.2012 10:07:04

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm

2.1 CONFIG MENU: COMBI TRACTION CONTROL MENU CONFIGURATION TABLE MODEL MP20T MP20/30S

2.2 MAIN PARAMETER CHANGE MENU: COMBI TRACTION CONTROL PARAMETERS TABLE MODEL MP20T - MP20/30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm (3 of 5)24.02.2012 10:07:04

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm

3 . 0 CONFIG MENU: EPS - DC CONTROLLER MENU CONFIGURATION TABLE MAIN PARAMETER CHANGE MENU: EPS - DC CONTROLLER PARAMETERS TABLE MODEL MP20T MP20/30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm (4 of 5)24.02.2012 10:07:04

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1a.htm (5 of 5)24.02.2012 10:07:04

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7a.htm

ELECTRICAL SYSTEM COMPONENTS MOD. MP20T

ELECTRICAL SYSTEM COMPONENTS MOD. MP20S - MP30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7a.htm (1 of 2)24.02.2012 10:31:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7a.htm (2 of 2)24.02.2012 10:31:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7b.htm

ELECTRICAL DIAGRAM MOD. MP20T

POWER CIRCUIT DIAGRAM MOD. MP20T

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7b.htm (1 of 3)24.02.2012 10:32:11

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7b.htm

WIRING DIAGRAM MOD. MP20T

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7b.htm (2 of 3)24.02.2012 10:32:11

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7b.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7b.htm (3 of 3)24.02.2012 10:32:11

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7c.htm

ELECTRICAL DIAGRAM MOD. MP20S - MP30S

POWER CIRCUIT DIAGRAM MOD. MP20S - MP30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7c.htm (1 of 3)24.02.2012 10:32:30

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7c.htm

WIRING DIAGRAM MOD. MP20S - MP30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7c.htm (2 of 3)24.02.2012 10:32:30

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7c.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/A3_elet/c7c.htm (3 of 3)24.02.2012 10:32:30

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm

4.1 TABLE OF ELECTRICAL SYSTEM COMPONENTS MODEL MP20T - MP20/30S The components illustrated on the facing page are described in the following table (Table 05).

Key: Ref. Component reference in exploded view; Ref. Diagram Reference utilized on electrical diagrams to identify individual components; Component Description Function of component; MP20T - MP20/30S Columns indicating the presence of the component on the various models.

NOTE: All Yale component codes can be found in the parts catalogue.

4.2 CONNECTING THE POWER CABLES TO THE COMBI CONTROLLER MODEL MP20T - MP20/30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm (1 of 5)24.02.2012 10:44:03

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm

ATTENTION: Connection of wires to the wrong terminals could cause irreparable damage to the controller Ensure that the connections are made as indicated on this page

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm (2 of 5)24.02.2012 10:44:03

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm

4.3 TILLER AND CONTROL POTENTIOMETERS ELECTRONIC BOARD MODELS MP20T - MP20S - MP30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm (3 of 5)24.02.2012 10:44:03

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm

4.4 TILLER ELECTRONIC BOARD AND CONNECTORS MODELS MP20T - MP20S - MP30S

CONNECTORS TABLE

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm (4 of 5)24.02.2012 10:44:03

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1b.htm (5 of 5)24.02.2012 10:44:03

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm

4.5 REMOVING THE DASHBOARD MODEL MP20T Any loss of control functions, e.g. forward/reverse travel, horn, dictates renewal of the complete board; the replacement procedure is described below.

STANDARD TOOLS REQUIRED

DISASSEMBLY PROCEDURE HOOD/DASHBOARD

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians.Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm (1 of 8)24.02.2012 10:44:27

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm

1) Small screwdriver, 3 mm Allen wrench - Use the screwdriver to prise up and remove the central cover from the steering handwheel (Ref. C Fig. 6). Use the Allen wrench to unscrew the steering handwheel locking bolt (Ref. D Fig. 6), lift the steering handwheel upwards and remove it from the steering shaft.

2) Pin punch - Remove the starter key (Ref. E Fig. 7). Pull the emergency pushbutton upwards to expose the access hole located under the red mushroom head, insert the drift through the hole and turn the mushroom head until the drift enters (Ref. B Fig. 8), unscrew in counter-clockwise direction and remove the mushroom head.

3) Large crosshead screwdriver - Unscrew the hood fixing screws (Ref. A Fig. 5), detach the instrument connectors and remove the hood to access the control boards.

To reassemble, perform the disassembly steps in reverse order.

N.B. THE HOOD MUST BE REMOVED FOR ALL THE TASKS DESCRIBED BELOW REPLACING THE POTENTIOMETER 4) Hex wrench 8mm, Allen wrench 3mm - Insert the Allen wrench in the hex socket on the screw (Ref. I Fig. 10), use the hex wrench to unscrew the fixing nuts (Ref. H Fig. 10) and remove the two screws. Detach the connector and proceed to fit a new potentiometer.

To reassemble, perform the disassembly steps in reverse order.

REPLACING THE TILLER BOARD 5) Socket wrench 8mm - Unscrew the two nuts responsible for fixing the board to the enclosure (Ref. F Fig. 10), detach the various connectors and proceed to renew the tiller board. http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm (2 of 8)24.02.2012 10:44:27

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm

To reassemble, perform the disassembly steps in reverse order.

REPLACING THE LIFT/LOWER BUTTONS AND HORN BUTTON 6) No tools are needed to replace the buttons. Detach the connectors from the board and press the interior part of the pushbutton with your fingers until it clicks out of its seat; now renew the button.

To reassemble, perform the disassembly steps in reverse order.

4.6 POTENTIOMETER SIGNALS ACQUISITION BY COMBI IMPORTANT: CALIBRATION OF THE TRACTION POTENTIOMETER After installation of a new potentiometer or board, before closing the hood it is essential to carry out the procedure to acquire the signals from the forward/reverse travel potentiometer.

PROCEDURE 1) Install the jumper between the two pins on the back of the electronic control board. These two pins must be interconnected during the acquisition phase 2) Switch on the truck (Key on): the Combi controller will assume signal acquisition status.

3) Turn the butterfly control slowly forward as far as it will go, then release it gradually so that it returns to its rest position.

4) Turn the butterfly control slowly backward as far as it will go, then release it gradually so that it returns to its rest position.

5) Remove the jumper before turning the keyswitch off. Switch the truck off (Keyswitch OFF). Wait 30 seconds before turning the truck on again (Keyswitch ON).

6) The controller has now acquired the new potentiometer values. Test the setting by performing forward and reverse travel movements.

N.B. THE ACQUISITION PROCEDURE MUST BE REPEATED IN THE FOLLOWING CASES: REPLACEMENT OF THE CONTROL BOARD, REPLACEMENT OF THE TRACTION POTENTIOMETER, ALARM 78 (Vacc. not ok) refer to the list of alarms in the COMBI Service Manual P/N° 272486700.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm (3 of 8)24.02.2012 10:44:27

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm

4.7 REMOVING THE DASHBOARD MODEL MP20/30S Any loss of control functions, e.g. forward/reverse travel, horn, etc. dictates the need to replace the complete board. The replacement procedure is described below.

STANDARD TOOLS REQUIRED

PROCEDURE FOR REMOVAL OF THE HOOD/DASHBOARD

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm (4 of 8)24.02.2012 10:44:27

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm

1) Small slotted screwdriver, 3 mm Allen wrench - Use the screwdriver to prise up and remove the handwheel cover (Ref. C Fig. 15). Use the Allen wrench to unscrew the handwheel locking bolt (Ref. D Fig. 15), lift the handwheel upwards and remove it from the steering shaft.

2) Pin punch - Remove the Start key (Ref. E Fig 14). Pull the emergency pushbutton upwards to expose the access hole located under the red mushroom head, insert the punch through the hole and turn the mushroom head until the punch enters (Ref. B Fig. 13), unscrew the mushroom head in a counter-clockwise direction and remove.

3) Large crosshead screwdriver - Unscrew the hood fixing screws (Ref. A Fig. 12), detach the instrument connectors and remove the hood to access the control boards.

N.B. THE HOOD MUST BE REMOVED FOR ALL THE TASKS DESCRIBED BELOW REPLACING THE STEERING BOARD 5) Small slotted screwdriver - Detach the connectors and use the screwdriver to disengage the board fixing clips one at a time (Ref. M Fig. 15), extract the board upwards and replace.

To reassemble, perform the disassembly steps in reverse order.

REPLACING THE LIFT/LOWER AND HORN PUSHBUTTONS 6) No tools are needed to replace the pushbuttons, simply detach the connectors from the board and press the interior part of the button with your fingers until it clicks out; renew the pushbutton.

To reassemble, perform the disassembly steps in reverse order.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm (5 of 8)24.02.2012 10:44:27

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm

REPLACING THE TRAVEL DIRECTION REVERSAL UNIT 7) Medium crosshead screwdriver - Detach the connector and then unscrew the four fixing screws (Ref. N Fig. 17). Remove the unit and renew it.

To reassemble, perform the disassembly steps in reverse order.

4.8 REPLACEMENT OF PEDALS UNIT MODEL MP20/30S Any loss of control functions, e.g. forward/reverse travel, horn, etc., dictates the need to replace the complete electronic control board: the replacement procedure is described below.

STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm (6 of 8)24.02.2012 10:44:27

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) 5 mm Allen wrench - Unscrew the floor panel fixing screws (Ref. F Fig. 18) and lift the floor panel as shown in Fig. 20.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm (7 of 8)24.02.2012 10:44:27

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm

Detach the wires from the deadman button and remove the floor panel to expose the pedals unit as shown in (Fig. 21). Use the same Allen wrench to remove the screws responsible for fixing the pedals unit to the truck (Ref. G Fig. 19) 2) Medium slotted screwdriver, 5 mm Allen wrench, Regular pliers - Move the pedals assembly and detach the connector. Use the screwdriver to remove the box cover fixing screws (Ref. H Fig. 23) and remove the lid. Using the pliers, remove the pedal lever pivot pin (Ref. I Fig. 22). Use the Allen wrench to unscrew the pedal box fixing screws (Ref. L Fig. 21), remove the box and renew completely.

To reassemble, perform the disassembly steps in reverse order IMPORTANT: CALIBRATION OF THE TRACTION POTENTIOMETER After installation of a new potentiometer or board, before closing the hood it is essential to carry out the procedure to acquire the signals from the forward/reverse travel potentiometer PROCEDURE 1) Install the jumper on the two pins on the top of the electronic control board. These two pins must be interconnected during the acquisition phase 2) Switch on the truck (Key on): the combi controller will assume signal acquisition status.

3) Select forward travel using the selector, gradually press the pedal as far as it will go and release it slowly until it returns to its rest position.

4) Select reverse travel using the selector and gradually press the pedal as far as it will go, then release it slowly until it returns to its rest position.

5) Remove the jumper before turning the keyswitch off. Switch the machine off (Keyswitch OFF). Wait 30 seconds before turning the machine on again (Keyswitch ON) 6) The controller has now acquired the new potentiometer values; test the results by performing forward and reverse travel movements.

N.B. THE ACQUISITION PROCEDURE MUST BE REPEATED IN THE FOLLOWING CASES: REPLACEMENT OF THE CONTROL BOARD, REPLACEMENT OF THE TRACTION POTENTIOMETER, ALARM 78 (Vacc. not ok) refer to the list of alarms in the COMBI Service Manual P/N° 272486700.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1c.htm (8 of 8)24.02.2012 10:44:27

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

4.9 REPLACEMENT OF STEERING POSITION INDICATOR AND MDI MODEL MP20T The steering position indicator and mdi are fixed to the dashboard; therefore, before these parts can be disassembled you must first remove the handwheel, the emergency pushbutton and the hood.

STANDARD TOOLS REQUIRED

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) Remove the hood (see heading 4.5).

2) Regular pliers - Turn the hood upside-down and unscrew the screws responsible for fastening the instruments support bracket (Ref. M Fig. 27), remove the locking bracket (Ref. N Fig. 27), remove the instruments and fit replacements.

To reassemble, perform the disassembly steps in reverse order.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (1 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

4.10 REPLACEMENT OF STEERING POSITION INDICATOR AND MDI MODEL MP20/30S The steering position indicator and mdi are fixed to the dashboard; therefore, before these parts can be disassembled you must first remove the handwheel, the emergency pushbutton and the hood.

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

STANDARD TOOLS REQUIRED 1) Perform the hood removal procedure (see heading n° 4.7).

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (2 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

2) Regular pliers - Turn the hood upside-down and unscrew the screws responsible for fastening the instruments support bracket (Ref. O Fig. 29), remove the bracket (Ref. P Fig. 29), remove the instruments and renew them.

To reassemble, perform the disassembly steps in reverse order.

4.11 REPLACEMENT OF STEERING TACHO GENERATOR MODEL MP20T For correct operation of the steering the tacho generator must be in proper working order. At the first signs of faults, such as no signal to the controller or signal drop-outs when turning the cursor, etc. the generator must be renewed. The disassembly procedure is described below.

STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (3 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) Removing the hood - Remove the hood (see heading n° 4.5).

2) Large crosshead screwdriver - Unscrew the four steering assembly fixing screws (Ref. Q fig. 32), detach the tacho generator connector and remove the assembly, placing it on a workbench.

3) Small crosshead screwdriver - Unscrew the four screws responsible for fixing the generator to the steering assembly (Ref. R Fif. 33) and separate the two parts as shown in Fig. 34.

4) Hammer, 3 mm pin punch - Drive out the flexible pin from the generator spindle (Ref. S Fig. 34) and keep it on one side to use it with the replacement part.

5) Small crosshead screwdriver - Unscrew the three fixing screws from the generator to steering assembly joining flange (Ref. T Fig. 35) and keep the flange on one side for use with the replacement part.

To reassemble, perform the disassembly steps in reverse order.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (4 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

4.12 REPLACEMENT OF STEERING TACHO GENERATOR MODEL MP20/30S

For correct operation of the steering the tacho generator must be in proper working order. At the first sign of faults, such as no signal to the controller or signal drop-outs when turning the cursor, etc. the generator must be renewed. The disassembly procedure is described below.

STANDARD TOOLS REQUIRED

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (5 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) Removing the hood - Remove the hood (see heading n° 4.7).

2) 4 mm Allen wrench - Unscrew the steering unit fixing bolt (Ref. U fig. 37).

3) Hammer, Large crosshead screwdriver - place the tip of the screwdriver on the protective cover (Ref. V Fig. 38), tap the screwdriver handle with the hammer to remove the cover. Slide the protection upwards to expose the tacho generator.

4) Small crosshead screwdriver - Unscrew the four screws that fix the generator to the steering assembly (Ref. W Fif. 39), detach the generator from the steering assembly and place it on a workbench.

5) Hammer, 3 mm pin punch - Drive out the flexible pin from the generator spindle (Ref. Y Fig. 40) and keep it on one side to use it on the replacement part.

6) Small crosshead screwdriver - Unscrew the three fixing screws of the generator to steering assembly joining flange (Ref. z Fig. 41) and keep the flange on one side to use it with the replacement part.

To reassemble, perform the disassembly steps in reverse order.

STEERING STIFFNESS ADJUSTMENT 1) C-spanner - If the steering handwheel can be turned too easily, you can increase the amount of resistance it offers.

Use the c-spanner to tighten the ringnut under the handwheel (Ref. K Fig. 32-37) until you obtain the required sensitivity (K Fig. 32-37).

The steering will become stiffer as you tighten the ringnut.

Loosening the ringnut will result in easier rotation of the handwheel.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (6 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

4.13 REMOVING THE STEERING POSITION INDICATOR POTENTIOMETER MODEL MP20T The steering position indicator potentiometer is an important component for correct operation of the truck; apart from transmitting the necessary signals to the steering position indicator, it also serves to slow the truck when negotiating bends.

At the first signs of faults, such as no signal on display or failure of the truck to decelerate on bends, this potentiometer must be renewed. The following section illustrates the procedure for removing the potentiometer, acquiring the steering position signal and calibration for cut-back on bends.

STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (7 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) 4 mm Allen wrench - Remove the cover screws (Ref. A-B Fig. 42-43), remove the cover to expose the position of the potentiometer connected to the steering motor shaft.

2) 2.5 mm Allen wrench, 12 mm hex wrench - Use the Allen wrench to remove the potentiometer shaft grub screw (Ref. X Fig. 45). Use the hex wrench to completely remove the nut responsible for fixing the potentiometer to the bracket (Ref. J Fig. 45). Extract the potentiometer by pulling downwards and detach the connector. Renew the potentiometer.

PROCEDURE FOR FITTING THE POTENTIOMETER 1) Position the drive wheel so that it is perfectly straight in the direction of travel.

2) Completely unscrew the potentiometer fixing nut (Ref. J Fig. 45).

3) Position the potentiometer approximately in the centre.

4) Insert the potentiometer spindle through the hole in the bracket and then fit the locking nut.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (8 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

5) 2.5 mm Allen wrench - Insert the spindle through the hole in the steering motor nut. Tighten the grub screw and secure the spindle (Ref. X Fig. 45).

6) Tester - set the tester to the Omhs scale. Put one of the tester prods on the potentiometer central wire and the other on one of the two lateral pins; now turn the potentiometer body until the tester shows a reading of 2.5 ohm.

7) 12 mm hex wrench - Tighten the potentiometer nut and secure it to the bracket (Ref. J Fif. 45). Attach the power connector.

After installing the potentiometer the steering position indicator must be programmed.

STEERING POSITION INDICATOR POTENTIOMETER SIGNAL ACQUISITION With the steer wheel straight and the potentiometer centred, perform the LED steering position indicator potentiometer signal acquisition procedure.

1) There are two wires at the base of the instrument (yellow – black) terminating at a connector which is inserted into a second connector equipped with a jumper wire. Connect the two connectors, thus shorting the wires (Fig. 47).

2) Switch on the truck by setting the keyswitch to ON. The steering indicator will assume signal acquisition mode and the LEDs will flash in a clockwise direction in sequence.

3) Turn the steer wheel slowly clockwise to its limit position and pause 2/3 seconds; now return the wheel to its forward travel position.

4) Turn the steer wheel slowly counter-clockwise to its limit position and pause for 2/3 seconds; now return the wheel to its forward travel position.

5) Position the wheel so that it is perfectly straight in the direction of forward travel.

6) Detach the programming connectors and switch off the truck. Switch on the truck after 5 seconds; if the signal acquisition procedure has been performed correctly the two central green LEDs will illuminate.

7) Check that system has been correctly programmed by steering the wheel full lock to the left and right and checking that the relative LEDs illuminate in accordance with the steering direction.

STORING POTENTIOMETER DATA 1) Lift the cover that provides access to EPS controller connector for the programming console (Fig. 48), connect the console

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (9 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

and turn the keyswitch to ON 2) Enter the “ADJUSTMENTS” menu (see Service Manual EPS-DC P/N 272491100) and select the parameter “SET STEER MIN”; now turn the steering handwheel full lock in a counter-clockwise direction and press key 3 (ENTER), the value read for the feedback potentiometer will switch from the previously stored value to the current value. Press key 4 (UT) and key 3 (ENTER) to store the new value. Steer the wheel so that it is aligned with the direction of forward travel.

3) Enter the parameter “SET STEER MAX” and turn the steering full lock in a clockwise direction; press key 3 (ENTER), the reading for the feedback potentiometer will switch from the previously stored value to the current value. Press key 4 (UT) and key 3 (ENTER) to store the new value. Turn the wheel so that it is aligned with the direction of forward travel.

N.B. When the steer wheel passes one of the programmed limit positions, the last limit LED (clockwise/counterclockwise) will start flashing; this indicates that one of the limitswitches is malfunctioning.

SPEED CUTBACK ADJUSTMENT PROCEDURE This adjustment involves the setting of two parameters: 1) CURVE CUTBACK. You can set the steering angle at which the speed cutback function starts. Connect the programming console to board “EPS-DC”. (See Service Manual EPS-DC P/N 272491100) “PARAMETER CHANGER” menu program.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (10 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm

2) CUTBACK SPEED. Adjustment of the degree of speed reduction. Connect the programming console to the “COMBI” board (see Service Manual COMBI P/N 272486700) “PARAMETER CHANGER” program menu.

ADJUSTING THE MAXIMUM TURN SPEED OF THE STEER WHEEL Four operations are required (see Service Manual EPS-DC 272491100, “SET OPTION” menu program).

1) Set the “SYSTEM CONFIG” option to tacho generator steering system.

2) Set “ADJUSTMENT” “SET BATTERY TYPE” to the value of the truck battery output voltage.

3) Set the maximum rotation speed of the steer wheel with the parameter “SPEED LIMIT”. Higher values make steering faster.

Level 0: low maximum speed of steer wheel turning.

Level 9: high maximum speed of steer wheel turning.

4) Set the response at slow handhweel rotation speed in the parameter “SENSIBILITY”. Higher values give anticipated starting and faster speed (at low handwheel rotation speeds) of the steering motor.

Level 0: low sensitivity steering response at slow handwheel rotation speeds.

Level 9: high sensitivity steering response at slow handwheel rotation speeds.

Note: Setting a low value for the “SPEED LIMIT” parameter will result in absence of steer wheel movement at low rotation speeds of the steering handwheel. To avoid this problem, we recommend increasing the value of the “SENSIBILITY” parameter.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/01_elett/c1d.htm (11 of 11)24.02.2012 10:44:49

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm

1.1 KEY TO HYDRAULIC SYSTEM SYMBOLS MODEL MP20T - MP20/30S Here we give the symbols used in the diagrams in this section with their meanings.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm (1 of 7)24.02.2012 10:45:21

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm

1.2 HYDRAULIC DIAGRAM MODEL MP20T - MP20/30S http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm (2 of 7)24.02.2012 10:45:21

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm (3 of 7)24.02.2012 10:45:21

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm

1.3 HYDRAULIC SYSTEM DIAGRAM MODEL MP20T - MP20/30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm (4 of 7)24.02.2012 10:45:21

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm

1.3.1 TABLE OF HYDRAULIC SYSTEM COMPONENTS MODEL MP20T - MP20/30S The components illustrated on the facing page are described in the following table (Table 01).

Key: Ref. Component reference on exploded view; Component description Function of component; Technical Data Component specifications; MP20T - MP20/30S Columns indicating presence of the component on the various models.

NOTE: All Yale component codes can be found in the parts catalogue.

1.4 FORK LIFT CYLINDER MODEL MP20T - MP20/30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm (5 of 7)24.02.2012 10:45:21

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm

1.4.1 TABLE OF HYDRAULIC CYLINDER COMPONENTS MODEL MP20T - MP20/30S The components illustrated above are described in the following table (Table 02).

Key: Ref. Component reference in exploded view; Component description Function of component; MP20T - MP20/30S Columns indicating presence of the component on the various models.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm (6 of 7)24.02.2012 10:45:21

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm

NOTE: All Yale component codes can be found in the parts catalogue.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2a.htm (7 of 7)24.02.2012 10:45:21

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm

2.0 ADJUSTMENT OF THE CARRIAGE LIFTING PRESSURE RELIEF VALVE MODEL MP20T - MP20/30S Safety standards require that the truck hydraulic system is equipped with a pressure relief valve to protect against sudden increases in pressure that could otherwise cause serious damage to the hydraulic components. The pressure relief valve is mounted on the flange of the built-in hydraulic power unit (part 9 table 01). The procedure for adjusting the valve is described below.

STANDARD TOOLS REQUIRED

ADJUSTMENT PROCEDURE 1) Open the hydraulic power unit access hood.

2) Completely lower the forks using the relative control and load them with a weight equivalent to the maximum permissible weight shown in the truck capacity table.

3) 17 mm HEX WRENCH - Unscrew the relief valve locking cap.

4) SOTTED SCREWDRIVER - Activate the lift unit by means of the relevant control and turn the relief valve adjuster screw counterclockwise until the cylinder is no longer able to lift the load. Now turn the screw in the opposite direction until the cylinder starts lifting the load at maximum speed.

5) 17 mm HEX WRENCH - Screw on the relief valve locking cap.

6) Try lifting the load, making sure that the setting remained unaltered while you where fitting the locking cap.

3.0 REMOVING THE PUMP UNIT MODEL MP20T - MP20/30S The procedure for removing the hydraulic unit is similar on both trucks, except for the opening of the doors in the motor compartments. The motor compartment door in truck model MP20T has a detached seat; therefore, to facilitate removal of the motors it is essential to first remove the seat. The motor compartment door in truck model MP20/30S has an integrated seat; therefore it is sufficiently to simply open the door.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm (1 of 6)24.02.2012 10:45:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm

STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm (2 of 6)24.02.2012 10:45:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground and lower the cab. Turn the keyswitch to OFF and disconnect the battery.

1) 6 mm Allen wrench - Use the Allen wrench to unscrew the motor compartment door fixing screws (Ref. A-E Fig. 1-4) and then open the door to access the motor compartment.

2) 17 mm hex wrench, Small crosshead screwdriver - Use the hex wrench to unscrew the motor feeding cable nuts; detach the wires (Ref. B-F Fig. 3-6). Use the screwdriver to detach the descent solenoid valve electrical connection (Ref. C-G Fig. 3-6) 3) 6mm Allen wrench - Support the pump unit so that it does not fall, then unscrew the fixing screws (Ref. D-H Fig. 2-5) and then place it on a clean workbench where you can repair it or, alternatively, replace the entire unit.

To reassemble, perform the disassembly steps in reverse order.

4.0 REMOVING THE LIFT CYLINDER MODEL MP20T - MP20/30S As the cylinder is of the same type and features the same installation layout on both truck models, the removal procedure is identical.

SPECIAL EQUIPMENT REQUIRED l Wooden blocks 100x100x200 (no.2) l Wooden beam 150x100x600 l Workbench with vice STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm (3 of 6)24.02.2012 10:45:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground and lower the cab. Turn the keyswitch to OFF and disconnect the battery.

1) 17 mm hex wrench - Lower the forks completely, loosen the locknuts of the two spring tensioner bolts located at the sides of the bolt that secures the cylinder to the carriage (Ref. O Fig. 9), tighten the two bolts completely and relieve the spring tension; remove the springs.

2) Press the carriage lift pushbutton and lift the forks to their maximum height.

3) Wooden beam 150x100x600 - Place the beam under the centre of the forks (Ref. I Fig. 7), activate the forks descent button until the forks are resting on the beam.

4) Remove the battery restraint (Ref. M Fig. 8) and, using use the battery change trolley, remove the battery from the truck (Fig. 8).

5) Hydraulic jacks, 100x100x200 wooden blocks - Position the jack under the floor panel next to the driving wheel and lift the truck body; insert a wooden block next to the jack and then lower the jack until the truck body is resting on the block; repeat the same procedure on the opposite side and proceed until the truck body and forks are supported on wooden blocks so that work can be performed in safety.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm (4 of 6)24.02.2012 10:45:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm

6) 8 mm Allen wrench - Unscrew the screw that secures the cylinder rod to the fork carriage (Ref. P Fig. 9).

7) Use an extension lead to connect the battery to the truck and then press the forks lower button until the rod has retracted completely into the cylinder; if necessary assist this movement using a large screwdriver; now set the keyswitch to OFF and disconnect the battery.

9) 19 mm hex wrench - Working from inside the battery compartment, unscrew the hydraulic oil fitting from the cylinder (Ref. N Fig. 10).

10) 17 mm hex wrench - Unscrew the screw fixing the cylinder to the truck (Ref. Q Fig. 11) and free the cylinder completely.

Withdraw the cylinder through the opening in the lower part of the carriage, place it on a workbench and proceed with the overhaul.

5.0 REPLACING GASKETS SPECIAL EQUIPMENT REQUIRED l Oil drain pan STANDARD TOOLS REQUIRED

1) Place the cylinder on a clean worksurface equipped with a vice with anti-scratch jaw protections.

2) 60 - 80 dia. pin wrench, oil drain pan - Set the cylinder in the vice and tighten carefully so as not to deform the cylinder barrel; completely unscrew the seals holder bush, position the drain pan and collect the oil remaining in the cylinder; withdraw the cylinder rod from the barrel.

3) Small slotted screwdriver - Remove the seals from the bush, taking note of their position in the seat.

4) Clean thoroughly with solvent and rags, grease the seals seat, grease the seals (to assist in fitting them). Fit the seals and reassemble the cylinder.

BLEEDING AIR FROM THE CYLINDER To work properly, the hydraulic circuit must be cleared of the air accumulated in the cylinder during assembly.

BLEED PROCEDURE 1) Fitting the cylinder on the truck. Perform the removal steps in reverse order. Insert the battery into the battery compartment, connect it to the truck and then set the keyswitch to ON. Press the carriage lift button: pay attention, since the cylinder is not loaded it will start moving suddenly; cause the rod to enter into the seat on the carriage, secure with the relevant screw and then raise the carriage completely.

2) 10 mm hex wrench - Wait for a few minutes, loosen the bleed screw on the seals holder bush, allow the air to bleed out and then tighten the screw; remove the beam from under the forks.

3) Press the “down” button to lower the forks completely.

4) 10 mm hex wrench - Loosen the bleed screw, activate the lift command slowly, bleed any additional air and, when only oil is

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm (5 of 6)24.02.2012 10:45:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm

coming out, tighten the bleed plug.

Repeat this operation if necessary.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/02_hydro/c2b.htm (6 of 6)24.02.2012 10:45:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm 1.0 TABLE OF SCREW TIGHTENING TORQUES

N.B. Please read the directions given below carefully before starting to dismantle or reassemble the various parts and fasteners.

LOCTITE 270 is used to lock threaded fasteners and ensure that they will not work loose during operation.

A certain amount of resistance may be encountered when undoing bolts, etc. Should they prove impossible to unfasten using normal tools, do not use extensions (the head of the bolt might shear off), but instead, heat the area slightly so as to eliminate the effects of the Loctite (max 50 °C).

In the cases described above, add a moderate amount of LOCTITE when refitting (generally speaking, 30% of the mating surface should be coated).

The tightening torque applied to threaded fasteners is of maximum importance for the safety of the joint itself and therefore for the safety of the machine.

The following table indicates the classes of nuts and bolts normally used on the machine with the relative tightening torques.

NOTE: The bolts used for machine assembly are PROPERTY CLASS 8.8 - LUBED 2.0 REPLACING THE DRIVING WHEEL MOD. MP20T - RP2.0/3.0 SPECIAL EQUIPMENT REQUIRED l Wooden blocks 100x100x200 STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm (1 of 7)24.02.2012 10:46:07

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) Hydraulic jack, Wooden blocks - Position the jack under the body to the side of the drive wheel (Fig. 1). Raise the truck enough to insert the wooden block under the body (Fig. 2). Lower the jack until the body rests on the block. Remove the jack.

2) 19 mm socket wrench - Unscrew the five wheel fixing bolts (Ref: A Fig. 3). Remove the wheel and replace.

To reassemble, perform the disassembly steps in reverse order.

3.0 REPLACING THE SWIVEL WHEEL/SWIVEL WHEEL ASSEMBLY MPD. MP20T SPECIAL EQUIPMENT REQUIRED l Wooden blocks 100x100x200 (no.2) l Overhead crane with lifting capacity of 2000 kg l Sling with suitable lifting capacity, complete with hooks STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm (2 of 7)24.02.2012 10:46:07

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm

PROCEDURE FOR REMOVING THE SWIVEL WHEEL

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) Hydraulic jack, wooden blocks - Position the jack under the truck next to the swivel wheel (Fig. 4) and then raise it sufficiently to insert the wooden block. Position the block under the truck body and then lower the jack until the body rests on the block. Remove the jack.

2) 24 mm hex wrench - Unscrew the wheel axle/screw (Ref. B Fig. 5). Extract the axle, remove the wheel and fit a

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm (3 of 7)24.02.2012 10:46:07

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm

replacement.

To reassemble, perform the disassembly steps in reverse order.

PROCEDURE FOR REMOVING THE SWIVEL WHEEL ASSEMBLY The swivel wheel assembly is secured with four bolts under the truck body; to perform this operation in safety, you will need a hoist with a sling, complete with hooks, all equipment having suitable lifting capacity in relation to the intended loads.

1) Overhead crane, Lifting sling - Position the truck under the crane, attach the sling to the truck (Fig. 6) and lift the truck to a suitable height in order to remove the swivel wheel assembly.

2) 19 mm socket wrench - Unscrew the four swivel wheel assembly fixing screws (Ref. C Fig. 7). Remove the assembly and renew.

To reassemble, perform the disassembly steps in reverse order.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm (4 of 7)24.02.2012 10:46:07

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm

3.1 REPLACING THE SWIVEL WHEEL/SWIVEL WHEEL ASSEMBLY MPD. MP20/30S SPECIAL EQUIPMENT REQUIRED l Wooden blocks 100x100x200 (no.2) l Overhead crane with lifting capacity of 2000 kg l Sling with suitable lifting capacity, complete with hooks STANDARD TOOLS REQUIRED

PROCEDURE FOR REMOVING THE SWIVEL WHEEL

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm (5 of 7)24.02.2012 10:46:07

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm

1) Hydraulic jack, wooden blocks - Position the jack under the truck next to the swivel wheel and then raise it sufficiently to insert the wooden block (Fig. 8). Position the block under the truck body and then lower the jack until the body rests on the block. Remove the jack.

2) 24 mm hex wrench - Unscrew the wheel axle screw (Ref. D Fig. 9). Extract the axle, remove the wheel and fit a replacement.

To reassemble, perform the disassembly steps in reverse order.

PROCEDURE FOR REMOVING THE SWIVEL WHEEL ASSEMBLY The caster wheel assembly is fixed to a flange, which, in turn, is fixed to the truck by means of four screws; to remove the assembly, the wheel must be lifted a few centimetres off the ground.

1) Hydraulic jack, wooden blocks - Position the jack under the truck next to the swivel wheel and then raise it sufficiently to insert the wooden block (Fig. 8). Position the block under the truck body and then lower the jack until the body rests on the block. Remove the jack.

2) 5 mm Allen wrench - Unscrew the floor panel fixing screws (Ref. H Fig. 10). Remove the floor panel to gain access to the wheel assembly fixing screws.

3) 19 mm socket wrench, Eyebolt - insert the eyebolt in the dedicated hole at the centre of the flange (Ref. E Fig. 9), use the socket wrench to unscrew the flange to body fixing screws (Ref. F Fig 9), remove the assembly and place it on a workbench.

4) 19 mm hex wrench, 19 mm socket wrench - Unscrew the wheel assembly to flange fixing screws (Ref. G Fig. 12), remove the assembly and fit a replacement unit.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm (6 of 7)24.02.2012 10:46:07

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm

To reassemble, perform the disassembly steps in reverse order.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3a.htm (7 of 7)24.02.2012 10:46:07

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm

4.0 ADJUSTING AND REPLACING THE STEERING CHAIN MODEL MP20T - MP20/30S With normal use of the steering, the chain tends to stretch over time; this situation can lead to slight wobble on the steer wheel so that the truck will be difficult to steer straight. The procedure for adjusting the chain is described below.

SPECIAL EQUIPMENT REQUIRED l Overhead crane with lifting capacity of 2000 kg l Sling with suitable lifting capacity, complete with hooks STANDARD TOOLS REQUIRED

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

CHAIN ADJUSTMENT PROCEDURE 1) 5 mm Allen wrench - Unscrew the floor panel fixing screws (Ref. I Fig. 14 Model MP20/30S) remove the floor panel to expose the chain adjuster access opening.

2) 6 mm Allen wrench. Use the wrench to turn the chain adjuster screw (Ref. M Fig. 15), tightening it until you obtain a chain deflection value of 2/3 mm.

3) Large crosshead screwdriver - Unscrew the two fixing screws of the cover of the window above the floor panel (Ref. L Fig. 13 Model MP20T), remove the cover from the chain adjuster opening.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm (1 of 8)24.02.2012 10:46:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm

4) 6 mm Allen wrench - Use the wrench to turn the chain adjuster screw (Ref. M Fig. 15), tightening it until you obtain a chain deflection value of 2/3 mm.

STEERING CHAIN REPLACEMENT PROCEDURE 1) Overhead crane, Sling - Position the truck under the crane, attach it to the sling as shown in (Fig. 16), attach the sling to the crane hook and lift the truck to a comfortable and safe working height.

2) 6 mm Allen wrench - From underneath the truck, see (Fig. 17 Model MP20/30S, Fig. 18 Model MP20T), completely unscrew the chain tensioner screw (Ref. N Fig. 19) and detach the block (Ref. O fig. 19), extract the chain from the steering motor sprocket (Ref. Q-R Fig. 17-18) and free it from the reduction gear.

3) Regular pliers - Use the pliers to remove the pins and clips of the connecting links that secure the chain to the chain tensioner (Ref. P Fig. 19), remove the chain and renew.

To reassemble, perform the disassembly steps in reverse order.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm (2 of 8)24.02.2012 10:46:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm

5.0 REMOVING THE TRACTION MOTOR MODEL MP20T The procedure for removing the traction motor is similar for both models of the truck, apart from the procedures for opening the motor compartment doors. The motor compartment door on Model MP20T has a detached seat; therefore, to facilitate

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm (3 of 8)24.02.2012 10:46:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm

removal of the motor it is essential to first remove the seat. The motor compartment door on Model MP20/30S is integrated with the seat; therefore it is sufficient to open the door without having to remove the seat.

SPECIAL TOOLS REQUIRED l Eyebolt with 8MA thread l Lifting sling with hook l Hoist

STANDARD TOOLS REQUIRED

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm (4 of 8)24.02.2012 10:46:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm

1) 5 mm Allen wrench - Unscrew the motor compartment door fixing screws (Ref. S-W Fig. 20-23) and open the door to access the motor compartment.

2) 6 mm Allen wrench - On truck Model MP20T, from the motor compartment unscrew the screws responsible for fixing the seat to the body (Ref. T Fig 22) and remove the seat to facilitate motor removal procedures.

3) 3-17 mm hex wrench - Unscrew the motor feeding cable fixing screws (Ref. V-J Fig. 21-25) and disconnect the cables.

4) Eyebolt, 6 mm Allen wrench, Lifting sling, Hoist - Screw the eyebolt into the relative hole on the motor shaft (Ref. Z-X Fig. 21-24).

Attach one end of the lifting sling to the eyebolt and the other end to the hoist; activate the hoist and take the strain on the sling. Use the Allen wrench to unscrew the motor to reduction gear fixing screws (Ref. U-Y Fig. 21-25). Lift the motor and move it to a workbench for overhaul. Alternatively, a new motor can be installed.

To reassemble, perform the disassembly steps in reverse order.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm (5 of 8)24.02.2012 10:46:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm

6.0 REPLACING THE STEERING MOTOR MODEL MP20T - MP20/30S The procedure for removing the steering motor is similar for both models of truck, differing only in terms of the opening of the motor compartment doors. The motor compartment door on Model MP20T has a detached seat; to facilitate removal of the motors it is essential to first remove the seat. The motor compartment door in truck model MP20/30S has an integrated seat; therefore it is sufficient to simply open the door.

SPECIAL EQUIPMENT REQUIRED l Overhead crane with lifting capacity of 2000 kg l Sling with suitable lifting capacity, complete with hooks STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm (6 of 8)24.02.2012 10:46:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to he ground, turn the keyswitch to OFF and disconnect the battery.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm (7 of 8)24.02.2012 10:46:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm

1) Remove the steering position potentiometer (see heading 4.13, electrical system section).

N.B. When the potentiometer is refitted, you must perform the adjustment procedure illustrated on page 38 of the electrical section.

2) Remove the steering chain (see heading 4.0 page 10, Mechanical section).

3) 13 mm hex wrench - Unscrew the motor feeding cables fixing screws (Ref. A Fig. 26), disconnect the wires.

4) 5 mm Allen wrench - Unscrew the fixing screws on the potentiometer bracket (Ref. B fig. 27) remove the bracket.

5) 22 mm hex wrench - Unscrew the nut responsible for fastening the steering chain sprocket (Ref. D Fig. 29), extract the chain sprocket, thus freeing the motor so that it can be replaced.

6) 5 mm Allen wrench - Unscrew the motor to flange fixing screws (Ref. C Fig. 27), remove the motor and fit a replacement unit.

To reassemble, perform the disassembly steps in reverse order.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/03_mecc/c3b.htm (8 of 8)24.02.2012 10:46:33

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/04_mont/c4a.htm 1.0 CARRIAGE WITH INTEGRAL FORKS MODEL MP20T - MP20/30S

The carriage with integrated forks is fashioned of two forks welded to a plate equipped with four bearings that guarantee the frontal stability of the carriage, running inside the “U” guides (“U” section profiles).

Lateral stability is provided by two low friction shoes in “Ertalon” mounted at each side at the top of the carriage.

The opening at the centre of the carriage is designed to facilitate access for the removal of the lift cylinder (see Hydraulic System section).

2.0 CARRIAGE COMPONENTS

2.1 CARRIAGE COMPONENTS TABLE MODEL MP20T - MP20/30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/04_mont/c4a.htm (1 of 4)24.02.2012 10:46:52

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/04_mont/c4a.htm

The components illustrated on the previous page are described in the following table (Table 01).

Key: Ref. Component reference in exploded view; Description Function of component; Technical Data Component specifications; MP20T - MP20/30S Columns indicating presence of the component on the various models.

NOTE: All Yale component codes can be found in the parts catalogue.

3.0 REMOVING THE FORKS CARRIAGE/SHIMMING THE LEVER MECHANISM SUPPORT MODEL MP20T - MP20/30S Whenever the entire carriage assembly must be replaced for any reason, it is essential to adjust and shim the supports for the tie rollers located under the body. The procedure for removing the carriage and adjusting the forks is described below.

SPECIAL EQUIPMENT REQUIRED l l l l l l

Overhead crane Sling with suitable lifting capacity, complete with hooks Wooden blocks 200x200x200 (no. 4) Wooden blocks 100x100x200 (no. 2) Overhead crane with lifting capacity of 2000 kg 20x200 mm slide hammer

STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/04_mont/c4a.htm (2 of 4)24.02.2012 10:46:52

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/04_mont/c4a.htm

CARRIAGE REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) REMOVE THE LIFT CYLINDER (see heading 4.0 page 14, hydraulic section).

2) Overhead crane, Lifting sling, Wooden blocks - Attach the sling to the truck body (Ref. A Fig. 1), attach the other end of the sling to the crane hook and then lift the truck until the 200x200x200 mm wooden blocks can be inserted and position as shown in Fig. 1-2 on both sides. Lower the crane hook so that the truck rests on the wooden blocks and then detach the sling from the truck body.

3) 5 mm Allen wrench, Hammer, Slide hammer - Attach the lifting sling to the carriage (Ref. C Fig. 2). Use the Allen wrench to unscrew the fork tie rod pivot pin fixing bolts (Ref. D Fig. 3). Use the hammer and slide hammer to drive out the pivot pin (Ref. E Fig. 3) allowing the tie to fall to the floor. Raise the carriage carefully and extract it from the top of the guide on the truck.

Renew or repair the carriage.

To reassemble, perform the disassembly steps in reverse order.

FORKS ADJUSTMENT PROCEDURE After installing the carriage and returning the truck to service, the slip rollers must be adjusted must be adjusted. http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/04_mont/c4a.htm (3 of 4)24.02.2012 10:46:52

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/04_mont/c4a.htm

Lift and lower the forks several times. When the forks are lowered, check that the rollers under the body are perfectly located against the support (Ref. G Fig. 4). If one of the two rollers is not touching the rolling surface, measure the clearance so that you can calculate the required thickness of the shim to insert under the support. (N.B. the shims are supplied as spare parts complete with slots and in various thicknesses).

4) 8 mm Allen wrench - Attach the truck as shown in (Fig. 1) and lift it sufficiently to work underneath as shown in (Fig. 4).

Loosen the fixing screws of the support to be shimmed (Ref. F Fig. 4), insert the shim and tighten the screws, lower the truck to the ground and check that the rollers are located perfectly against the rolling surface, if they are not, repeat the same procedure and add shims.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/04_mont/c4a.htm (4 of 4)24.02.2012 10:46:52

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm

1.0 REDUCTION GEAR COMPONENTS MODEL MP20T - MP20/30S

1.1 TABLE OF REDUCTION GEAR COMPONENTS MODEL MP20T - MP20/30S

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm (1 of 6)24.02.2012 10:47:19

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm

The components illustrated on the facing page are described in the following table.

Key: Ref. Exploded view Component reference in exploded view; Component description Function of component; MP20T - MP20/30S Presence of component on model indicated.

NOTE: All Yale component codes can be found in the parts catalogue.

2.0 REMOVAL OF THE REDUCTION GEAR MODEL MP20T The reduction gear is a sealed casing containing gears in an oil-bath and does not require any special maintenance. It is essential to periodically check the shaft oil seal for leaks. In this case the shaft must be removed in order to replace the oil seal. The reduction gear must be disassembled from the truck in the case of damaged gears or bearings.

SPECIAL EQUIPMENT REQUIRED · Overhead crane · Lifting sling with capacity of 1000 kg complete with two hooks · Shallow oil drain pan STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm (2 of 6)24.02.2012 10:47:19

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm

PROCEDURE FOR REMOVING THE SWIVEL WHEEL

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) Remove the drive wheel - See heading 2.0 page 4 in the mechanics section.

2) Remove the steering chain - See heading 4.0 page 10 in the mechanics section.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm (3 of 6)24.02.2012 10:47:19

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm

3) Remove the traction motor - See heading 5.0 page 12 in the mechanics section.

4) 17 mm hex wrench - Oil drain pan - Place the pan under the oil drain plug in the reduction gear and unscrew the plug (Ref. A Fig. 2); empty the reduction gear of oil, refit the plug and remove the drain pan.

5) Overhead crane, Sling with hooks - Attach the sling to the truck as shown in (Fig. 1) and allow the crane to take the strain without actually lifting the truck.

5) 19 mm socket wrench with ratchet - Unscrew the reduction gear fixing screws (Ref. B Fig. 3) and allow the unit to drop to the floor. Lift the truck until the reduction gear unit can be removed from under the body; remove the reduction gear.

6) Lifting sling - Attach one end of the sling to the hoist and the other end to the gear unit, lift the gear unit and transfer it to a clean workbench, secure it to the supporting surface (see tools for disassembly), and start dismantling it.

To reassemble, perform the disassembly steps in reverse order.

2.1 REMOVING THE REDUCTION GEAR MODEL MP20/30S The reduction gear consists of a sealed casing containing gears in an oil-bath and does not require any special maintenance.

However, it is important to check the shaft oil seal for leaks periodically. If an oil leak is found, the shaft must be removed in order to replace the oil seal. Another situation that calls for complete disassembly of the reduction gear unit is in the event of the breakage of gears or bearings.

SPECIAL EQUIPMENT REQUIRED · Overhead crane · Wooden blocks, 200x200x200 · Lifting sling of suitable capacity with 3 hooks · Shallow oil drain pan · Male eyebolt with 8MA thread (no. 3) STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm (4 of 6)24.02.2012 10:47:19

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Park the truck in a safe place away from moving vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) Remove the drive wheel - See heading 2.0 page 4 in the mechanics section.

2) Remove the steering chain - See heading 4.0 page 10 in the mechanics section.

3) Remove the traction motor - See heading 5.0 page 12 in the mechanics section.

4) Hydraulic jack - Wooden blocks - Position the jack under the body next to the drive wheel. Raise the truck enough to pass the blocks under the body (Ref. C Fig. 4), lower the jack until the body rests on the blocks. Remove the jack.

5) Wrench 17 - Oil drain pan - Position the drain pan under the reduction gear in correspondence with the oil drain plug. Unscrew

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm (5 of 6)24.02.2012 10:47:19

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm

the drain plug with the wrench (Ref. D Fig. 5). Drain the oil from the reduction gear unit. Replace the drain plug. Remove the oil drain pan.

6) Overhead crane, Sling with 3 hooks, 12 mm Allen wrench, Eyebolts - Screw the three eyebolts into the relative threaded holes (Ref. E Fig. 6) and then attach the hooks of the lifting sling to the eyebolts; attach the sling to the overhead crane hook and take the strain with the crane. Use the Allen wrench to unscrew the reduction gear unit support flange fixing screws (Ref. F, Fig. 6), lift the assembly and place it on a clean workbench.

7) 19 mm socket wrench - Unscrew the gear unit to flange fixing screws (Ref. G Fig: 6) and fix the gear unit to the worksurface (see disassembly tools); start dismantling the reduction gear unit.

To reassemble, perform the disassembly steps in reverse order.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/05_ridut/c5a.htm (6 of 6)24.02.2012 10:47:19

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm

1.0 COMPONENTS OF THE ELECTROMAGNETIC BRAKE MODEL MP20T - MP20/30S

1.1 TABLE OF ELECTROMAGNETIC BRAKE COMPONENTS MODEL MP20T - MP20/30S The components illustrated on the facing page are described in the following table (Table 01). http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm (1 of 5)24.02.2012 10:51:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm

Key: Ref. Component reference in exploded view; Description Function of component; MP20T - MP20/30S Columns indicating presence of the component on the various models.

NOTE: All Yale component codes can be found in the parts catalogue.

2.0 BRAKING SYSTEM MODEL MP20T - MP20/30S Models MP20T - MP20/30S are equipped with 3 braking systems: 1°) Service or reverse current braking 2°) Regenerative or release braking 3°) Emergency or parking brake 1.2.1 SERVICE BRAKE The service brake function is performed by a “plugging” or reverse current braking system, whereby the current to the traction motor is reversed while the truck is in motion. When the current is reversed, the truck starts to decelerate at a rate that is proportional to the current value set in the INVERSION BRAKING parameter using the programming console.

The braking current must be regulated in such a way that the distance taken by the truck to come to halt is not less than the length of the truck itself.

1.2.2 REGENERATIVE BRAKING The regenerative braking system is also known as “release braking”, because it is activated if the operator releases the travel control when the truck is travelling forward or in reverse. The intensity of the braking action is proportional to the current value entered in the RELEASE BRAKING parameter by means of the programming console.

The braking current must be regulated in such a way that the distance taken by the truck to come to halt is not less than the length of the truck itself.

An excessively short braking distance could have negative effects on certain truck components in that the current supplied to the motor reaches very high levels during reverse-current and release braking, and if the braking action is not correctly regulated, this would lead to premature wear of the traction motor brushes and commutator and of the driving wheel. We therefore advise that you adhere to the recommended settings given in our manuals.

1.2.3 EMERGENCY AND PARKING BRAKE Emergency and parking brake functions are performed by the electromagnetic brake mounted on the traction motor (see BRAKE COMPONENTS page 2-3).

OPERATING PRINCIPLE: The electromagnet and plate assembly must be attached by 3 screws to the traction motor so that the centre of the magnet coincides with centre of the disc and so that the plate, under pressure of the springs, presses against the brake disc. The distance between the plate and electromagnet must be set to 0.4 mm as described in the next chapter.

When the electromagnet is supplied with 24V by operation of the travel control, it generates an electromagnetic field that pulls the plate towards it, thereby overcoming the force of the springs that previously held the brake disc tight against the top flange of the motor, thereby preventing its rotation. This allows the disc to rotate freely with the rotor.

The electromagnetic brake is applied in two situations:

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm (2 of 5)24.02.2012 10:51:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm

A) If the operator releases the butterfly control or foot pedal when the truck is in motion, the regenerative braking system is activated. On termination of regenerative braking action, power is disconnected from the brake coil and the parking/emergency brake is applied.

B) If the deadman pedal is released when the truck is in motion, the parking/emergency brake is applied.

3.0 REMOVING AND ADJUSTING OF THE ELECTROMAGNETIC BRAKE MODEL MP20T - MP20/30S STANDARD TOOLS REQUIRED

REMOVAL PROCEDURE

Before starting work, make sure you are wearing suitable safety clothing.

Take the truck to a safe place, far from the transit of other vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) open the hood to access the motor compartment.

2) 13 mm hex wrench - 5 mm Allen wrench - Disconnect the brake power supply connector.

With the wrench, loosen the three locknuts of the magnet retaining bolts (Ref. A FIG. 1).

With the Allen wrench, fully unscrew the three magnet retaining bolts (Ref. B Fig. 1) and remove the complete magnet assembly from the motor.

3) Circlip pliers - Remove the brake disc from the drive pinion; with the circlip pliers, remove the circlip from the motor shaft and extract the brake disc guide pinion. (N.B. when replacing the brake disc, it is essential to renew also the pinion).

To reassemble, perform the disassembly steps in reverse order.

Inspection and maintenance - Check the amount of wear on the brake disc “p”; the thickness must not be less than 5 mm (dimension “S”) - Check the condition of the Belleville springs - Check the operation of the engage/release coil - Check the condition of the splines on the pinion and disc.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm (3 of 5)24.02.2012 10:51:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm

4.0 ADJUSTMENT AND PUTTING INTO SERVICE MODEL MP20T - MP20/30S 1) After refitting the brake assembly, before operating the truck you must adjust the brake disc.

2) To obtain good braking action, the distance between the brake disc and the plate of the electromagnet (S) must not exceed 0.4 mm. You will therefore need a feeler gauge of this size.

3) With the three nuts R loosened off, insert the feeler gauge next to a bolt T and tighten bolt V with a 5 mm Allen wrench. Adjust the plate until the feeler gauge can be withdrawn with slight friction. Repeat the operation on all three bolts V. Tighten nuts R.

5) Adjusting the braking distance: start the truck and travel at maximum speed. Disconnect power from the brake coil by releasing the deadman pedal. The truck should brake in a distance that is no less than and no greater than its own length. To set the braking distance, turn adjuster nut (G): turn clockwise to reduce braking distance and counterclockwise to increase it.

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm (4 of 5)24.02.2012 10:51:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272487800/06_freno/c6a.htm (5 of 5)24.02.2012 10:51:44

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/index.htm

P.N- 272490600

Technical Information for YALE Service Centres

This manual is addressed exclusively to the skilled technicians of the YALE service network REDUCTION GEAR SERIES HFK 100 - 200, 400 - 600 SERIES GR 92 - 96 - 97

Section: INDEX GENERAL SAFETY PRESCRIPTIONS

Never do any cleaning, lubricating or servicing with the battery connected.

Do not wear rings, watches, jewellery, loose clothing such as scarves, unbuttoned or unzipped jackets or shirts that could get caught up in moving parts. Operators should wear approved safety clothing: hard hat, non-slip footwear, gloves, safety glasses, etc..

Do not use petrol, diesel fuel or other flammable liquids as detergents: use instead nonflammable, non-toxic commercial solvents.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/index.htm (1 of 2)24.02.2012 10:52:16

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/index.htm

Do not smoke, use naked flames or cause any sparks nearby when handling easily flammable materials.

If working outside the workshop, park the truck preferably on the level and immobilize it. If working on a slope is inevitable, chock the wheels to prevent the machine moving and transfer it to a level area as soon as it is safe to do so.

Disconnect the batteries and label all the controls to warn of the work in progress. Immobilize the machine and all equipment that has to be lifted.

When towing, use solely the prescribed points of connection and make sure the pins and/or bolts are firmly secured before starting to pull.

Lift and handle all heavy parts with lifting equipment of suitable capacity. Use the lifting eyes provided. Be careful of people close to the load to lift.

Do not get chains or metal ropes tangled up.

Do not trust damaged chains and ropes (kinked, etc.): do not use them for lifting or pulling. Always wear safety gloves when handling ropes and chains.

Handle all parts carefully, do not put your hands or fingers between one part and another.

Wear type-approved accident-prevention equipment such as safety glasses, gloves and footwear.

The area where maintenance work is performed must be kept clean and dry. Immediately remove any puddles of water or oil spills.

Do not pile up greasy or oily rags: they constitute a serious fire risk. Always store these materials in a closed metal container.

Do not carry out any servicing on the machine with people at the controls, unless they are qualified operators helping in the work to be done.

When using compressed air to clean parts, protect yourself with goggles that have side guards.

Welding When welding, always wear the prescribed safety gear: welding goggles, helmet, overalls, gloves and footwear. Welding goggles should also be worn by anyone working in the vicinity of the welding operation.

Never look at the welding arc without appropriate eye protection.

Batteries When using batteries, remember that both ends of the cables must be connected to the terminals as prescribed: (+) with (+) and (-) with (-).

Do not short the terminals.

The gas given off during battery recharging is highly flammable. When recharging, leave the battery compartment open for better ventilation and remove the caps.

Never cause sparks or allow any naked flames near the battery!

Never check the battery charge level by placing metal objects across the battery terminals.

Before carrying out any operations, check that no elements are short-circuiting.

NOTE: THIS MANUAL IS NOT INTENDED AS A SUBSTITUTE FOR THE OPERATING AND MAINTENANCE MANUAL, BUT AS A SUPPLEMENT TO IT.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/index.htm (2 of 2)24.02.2012 10:52:16

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/TOC.htm

INDEX Section: VERTICAL REDUCTION GEAR HFK 100-200-400-600 1.0 REDUCTION GEAR COMPONENTS 1.1 TABLE OF REDUCTION GEAR COMPONENTS 1.2 GENERAL 1.2.1 REDUCTION GEAR COMPONENTS 2.0 SERVICING PRODUCTS 2.1 CLEANING PRODUCTS 2.2 ASSEMBLY PRODUCTS 3.1 STANDARD TOOLS AND INSTRUMENTS 3.2 MEASURING INSTRUMENTS 4.0 DISASSEMBLY 4.1 INTRODUCTION 4.2 REMOVING AND DISASSEMBLY OF THE UPPER PART OF THE REDUCTION GEAR CASE 4.3 REMOVING OF THE REDUCTION GEAR COVER 4.4 REMOVING THE CROWN WHEEL AND AXLE SHAFT 4.5 REMOVING THE INNER RACE OF THE TAPER ROLLER BEARING FROM THE AXLE SHAFT AND THE CROWN WHEEL 4.6 REMOVING THE PINION SHAFT 4.7 REMOVING OF THE TAPER ROLLER BEARING OUTER RACE FROM THE REDUCTION GEAR CASE 4.8 REMOVING OF THE THREAD GUARD 5.0 ASSEMBLY 5.1 INTRODUCTION 6.1 MEASURING PINION SHAFT ASSEMBLY CLEARANCE 6.2 PRE-ASSEMBLY OF THE REDUCTION GEAR CASE 6.3 PRE-ASSEMBLY OF THE PINION SHAFT 6.4 ASSEMBLY OF THE CROWN WHEEL BEARING INNER RACE 6.5 PRE-ASSEMBLY OF THE PINION SHAFT 6.6 INSTALLING THE PINION SHAFT IN THE REDUCTION GEAR CASE 6.7 MEASURING PINION SHAFT BEARING CLEARANCE AND ADJUSTMENT OF THE PRELOAD VALUE 6.8 INSTALLING THE AXLE SHAFT AND GEAR IN THE REDUCTION GEAR CASE 6.9 MEASUREMENT AND ADJUSTMENT OF CROWN WHEEL BACKLASH 6.10 CHECKING TOOTH CONTACT 6.11 MEASURING CLEARANCE OF THE AXLE SHAFT BEARINGS AND ADJUSTING THE BEARING PRELOAD VALUE 6.12 FITTING THE THREAD GUARD ON THE REDUCTION GEAR CASE 6.13 FITTING THE RADIAL SHAFT SEAL IN THE REDUCTION GEAR CASE 6.14 FITTING THE COVER OF THE REDUCTION GEAR CASE 6.15 REDUCTION GEAR UPPER SECTION 7.1 ADJUSTMENT DATA 7.2 TIGHTENING TORQUES 8.0 TROUBLESHOOTING 9.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK Section: VERTICAL REDUCTION GEAR GR-96-97 1.0 SERVICING PRODUCTS 1.1 CLEANING PRODUCTS 1.2 ASSEMBLY PRODUCTS 2.0 COMPONENTS OF REDUCTION GEAR GR-96 http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/TOC.htm (1 of 2)24.02.2012 10:52:55

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/TOC.htm

2.1 2.2 2.3 3.0 4.0 5.0 6.0 6.1 6.2 7.0 8.0

TABLE OF REDUCTION GEAR COMPONENTS, MODEL GR-96 COMPONENTS OF REDUCTION GEAR GR-97 TABLE OF REDUCTION GEAR COMPONENTS, MODEL GR-97 TOOLS FOR DISMANTLING AND REASSEMBLING THE REDUCTION GEAR SECTION OF COMPLETE REDUCTION GEAR GR-96 GR-97 DISMANTLING AND REASSEMBLING THE REDUCTION GEAR ASSEMBLY INTRODUCTION ASSEMBLY INSTALLING THE REDUCTION GEAR ON THE TRUCK TROUBLESHOOTING

Section: VERTICAL REDUCTION GEAR GR-92 1.0 SERVICING PRODUCTS 1.1 CLEANING PRODUCTS 1.2 ASSEMBLY PRODUCTS 2.0 REDUCTION GEAR COMPONENTS 2.1 TABLE OF REDUCTION GEAR COMPONENTS 3.1 SPECIAL TOOLS FOR FITTING COMPONENTS 3.2 REDUCTION GEAR SECURED TO TOOL FOR DISASSEMBLY 4.0 DISMANTLING THE REDUCTION GEAR 4.1 SPECIAL EQUIPMENT REQUIRED 4.2 STANDARD TOOLS REQUIRED 4.3 TABLE OF SCREW AND NUT TIGHTENING TORQUES 5.0 ASSEMBLY OF COMPONENTS 5.1 INTRODUCTION 5.2 FITTING THE PINION TAPER ROLLER BEARINGS OUTER RACES 5.3 FITTING THE TAPER ROLLER BEARING TO THE PINION 5.4 FITTING THE TAPER ROLLER BEARING ON THE CYLINDRICAL CROWN WEEL AND ASSEMBLY OF PINION AND CROWN WHEEL 5.5 FITTING THE WEEL STUDS TO THE AXLE SHAFT 5.6 FITTING THE TAPER ROLLER BEARINGS ON THE BEVEL CROWN WHEELFITTING THE TAPER ROLLER BEARINGS ON THE FLANGE 5.7 FITTING THE FLANGE AND BEVEL CROWN WHEEL TO THE AXLE SHAFT 5.8 FITTING THE STEERING THRUST BEARING, COMPLETE ASSEMBLY OF THE REDUCTION GEAR 6.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK 6.1 FILLING THE REDUCTION GEAR WITH OIL 7.0 TROUBLESHOOTING

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/TOC.htm (2 of 2)24.02.2012 10:52:55

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm TABLE OF OIL SPECIFICATIONS AND QUANTITIES UTILIZED IN TRUCKS

1.0 REDUCTION GEAR COMPONENTS

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (1 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

1.1 TABLE OF REDUCTION GEAR COMPONENTS http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (2 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm The components illustrated on the facing page are described in the following table.

Key: Ref. Exploded view Component reference in exploded view Component description Function of component

1.2 GENERAL 1.2.1 REDUCTION GEAR COMPONENTS The helical gear reduction unit comprises the following parts: Reduction gear casing (pos. 1) Axle shaft (pos. 2) http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (3 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

Gears, helical gear, motor pinion, Pinion shaft and crown wheel (not illustrated) Upper section (pos. 3) Reduction gear cover (pos. 4)

2.0 SERVICING PRODUCTS 2.1 CLEANING PRODUCTS Use detergents such as benzol or LOCTITE rapid cleaner n. 706

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and eye protection. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately. Follow the appropriate accident prevention standards.

2.2 ASSEMBLY PRODUCTS LOCTITE No. 243 for medium-high torque bolts LOCTITE No. 270 for splined shaft couplings LOCTITE No. 574 for gasketing Lubricant: (SEE TABLE 01 AT BEGINNING OF MANUAL) http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (4 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

Ink: for checking gear tooth backlash Use reduction gear oil (SEE TABLE 01 AT BEGINNING OF MANUAL) Viscosity: Standard oil: Ambient temperature: 0 - 40 °C (32-104 °F) SAE 80-90 Low oil temperature: Ambient temperature; down to -26 °C (-15 °F) SAE 80W Ambient temperature; down to -40 °C (-40 °F) SAE 75W Always consult the truck manufacturer before using a synthetic oil. Always check the oil level again after using the truck for a brief period. When topping up the oil, use the same oil as that used originally to fill the unit.

Read the following sections of the manual carefully: “Installation, Operation, Maintenance”.

Quantity of oil required: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) The indicated oil quantities apply to standard models. The oil level is correct when the oil is up to the lower edge of the filler hole (overflow).

3.1 STANDARD TOOLS AND INSTRUMENTS

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (5 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (6 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

3.2 MEASURING INSTRUMENTS

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (7 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (8 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (9 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (10 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (11 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (12 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

4.0 DISASSEMBLY 4.1 INTRODUCTION Thoroughly clean the outside of the reduction gear before dismantling.

The work area should be clean and well-lit.

All the necessary operations are described and illustrated in detail.

ATTENTION Some of the sub-assemblies cannot be dismantled.

To remove the traction unit from the truck, scrupulously follow the manufacturer’s instructions.

To facilitate removal and refitting we recommend using a rotary stand.(Figure 1).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (13 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

4.2 REMOVING AND DISASSEMBLY OF THE UPPER PART OF THE REDUCTION GEAR CASE Unscrew the Allen screws (pos. 1 and 2). (Figure 2).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (14 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

IMPORTANT ON VERSION SF/BF, THE UPPER PART OF THE REDUCTION GEAR IS FIXED TO THE MAIN CASE BY TWO ALLEN SCREWS (pos. 1), HEX NUTS (pos. 2) AND WASHERS (pos. 3); THE ALLEN SCREWS MUST THEREFORE BE REMOVED BEFORE PROCEEDING (Figure 3).

Gently tapping with the plastic mallet from underneath, detach the upper section (pos. 1) from the main case.Carefully remove.

IMPORTANT VERSION SF/BF IS EQUIPPED WITH A CENTRING RING (pos. 2) FIXED TO THE MOTOR SHAFT BEARING (pos. 3) (FIGURE 4).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (15 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

ATTENTION The upper section of the reduction gear can only be replaced as a complete unit. The centring ring supplied with the SF/BF version can be reutilized.

IMPORTANT REPLACE THE PIN, discharge filter and grease nipples if damaged. To check the upper part refer to the “Assembly” chapter.

4.3 REMOVING THE REDUCTION GEAR COVER Unscrew the hex screws (pos. 1).

Lift the cover (pos. 2) by tapping it with the hammer (Figure 5).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (16 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

4.4 REMOVING THE CROWN WHEEL AND THE AXLE SHAFT Position the reduction gear on the rotary stand.

Screw the 2 wheel nuts onto the relative bolts and hold the axle shaft against rotation with a lever.

Unscrew the hex bolt using a 24 mm wrench and remove the disk from the axle shaft (Figure 6).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (17 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

Extract the axle shaft (pos. 1) from its housing using a copper drift and a plastic mallet (Figure 7).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (18 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Wear protective gloves when removing the heated crown wheel!

When removing the axle shaft, the seal (pos. 2) may be damaged; we recommend replacing the seal to avoid possible problems. Carefully extract the crown wheel (pos. 3) from its location (Figure 7).

4.5 REMOVING THE INNER RACE OF THE TAPER ROLLER BEARING FROM THE AXLE SHAFT AND FROM THE CROWN WHEEL If you intend to reutilize the taper roller bearings, you must use puller “M” for this operation.

REMOVAL OF THE INNER RACE OF THE TAPER ROLLER BEARING FROM THE AXLE SHAFT Position the bush of the puller on the roller.Fix the bush to the rollers with a cap nut. Screw the guide onto the shaft and remove bearing evenly.Remove the shaft seal (pos. 1).

REMOVAL OF THE INNER RACE OF THE TAPER ROLLER BEARING FROM THE CROWN WHEEL To remove the inner race of the taper roller bearing, proceed as described above.

Fix the crown wheel to an assembly bench and insert the disk “N” to push the shaft into the bore of the crown wheel (Figure 8).

If the taper roller bearings are to be renewed, open the bearing cage (pos. 1) and remove the rollers (pos. 2). With a puller, carefully remove the inner race of the bearing (Figure 9).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (19 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

PUSH THE WHEEL BOLTS OUT OF THE AXLE SHAFT The wheel bolts (pos. 1) can only be removed after having removed the axle shaft (pos. 2).Position the axle shaft in the pressure cylinder “0” and push out the wheel (Figure 10).

4.6 REMOVING OF THE PINION SHAFT http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (20 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

REMOVING OF THE HELICAL GEAR First remove the crown wheel and then remove the pinion shaft.

Unscrew the hex nut (pos. 1).Hold the helical gear against rotation using the strap wrench “P”.

Remove the cylindrical gear (pos. 2) from the axle shaft (pos. 3) using a puller (Figure 11).

IMPORTANT THE HELICAL GEAR IS FIXED TO THE PINION SHAFT WITH LOCTITE 270. TO FACILITATE REMOVAL OF THE CYLINDRICAL GEAR, USE A BLOW TORCH TO HEAT IT TO 100/120 °C (212/248 °F).

ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Wear protective gloves when removing the heated gear!

REMOVING OF THE PINION SHAFT Withdraw the pinion shaft (pos. 1) using the maximum caution (Figure 12).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (21 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

ATTENTION Take care not to damage the shaft during this operation.

Remove the bush (pos. 2) from the pinion shaft.

IMPORTANT This bush is not present on reduction gear model 400 Extract the inner race of the taper roller bearing (pos. 3) from its seat (pos. 4) (Figure 12).

REMOVING OF THE OUTER RACE OF THE TAPER ROLLER BEARING FROM THE PINION SHAFT Using bush “B” push the outer race of the taper roller bearing (pos. 1) clear of the pinion shaft (pos. 2) (Figure 13).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (22 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

4.7 REMOVING OF THE TAPER ROLLER BEARING OUTER RACE FROM THE REDUCTION GEAR CASE Carefully pull from their seat the outer races of the bearings (pos. 1-4) that hold the axle shaft and pinion shaft using a copper drift and a hammer.

During this operation take care not to damage the spacers (pos. 5-8).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (23 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

IMPORTANT KEEP THE OUTER RACES OF THE BEARINGS AND THE SPACERS TOGETHER WITH THEIR RESPECTIVE INNER BEARING RACES. Remove the seal (pos. 9) using a screwdriver and hammer.

4.8 REMOVING THE THREAD GUARD Remove the thread guard using a screwdriver and hammer.

5.0 ASSEMBLY 5.1 INTRODUCTION Thoroughly clean all components and remove all traces of LOCTITE.

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and safety glasses. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately. Follow the appropriate accident prevention standards.

Inspect all parts for wear and replace any that are damaged.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (24 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm

If any gears are damaged, the entire gear assembly must be replaced.

New gear assemblies require new taper roller bearings.

Even if only some of the taper roller bearings are damaged, all of them must be renewed (use only the inner and outer races supplied by the manufacturer).

After cleaning, lubricate the taper roller bearings with reduction gear oil prior to installing them.

Do not reutilize damaged spacers.

Smooth the sides of the seal using an oilstone or file.

The following new parts are required for assembly: Radial seal for the axle shaft Seal for the axle shaft Hex retaining nut for helical gear Shims to adjust bearing preload and clearances Gaskets for the oil filler and drain plugs

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (25 of 25)24.02.2012 10:53:22

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm 6.1 MEASURING THE PINION SHAFT ASSEMBLY CLEARANCE Insert measuring bush “0” in the bearing bore in the reduction gear case and measure length F.

The length E of the reduction gear case is obtained by the following formula: E = L- F+d/2 L = Length of the measuring bush “D” (shown) F = Distance from the diameter of the bearing bore to the end of the measuring bush “D” d/2= Diameter of the bore (reduction gear model 400: 45.00 mm (1.7716 in.)

Thickness X of the shims (pos. 1) is obtained from the following formula: X= E -B - T E = Dimensions of the reduction gear case B = Assembly clearance of the pinion shaft (shown) T = Width of bearings (pos. 2)

6.2 PRE-ASSEMBLY OF THE REDUCTION GEAR CASE PINION SHAFT BEARING

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (1 of 20)24.02.2012 11:01:37

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm Assemble a shim pack of the required thickness (see section 2).Insert the shims (pos. 1) into the bearing seat.

Fit the outer race of the bearing (pos. 2) in the bearing seat (Figure 17).

IMPORTANT MAXIMUM PERMISSIBLE DEVIATION FROM THE MEASURED VALUE IS + 0.05 mm (0.002 in.) - 0.05 mm (0.002 in).

AXLE SHAFT BEARING

Fit the shims (pos. 1) (recovered during dismantling) in the bearing seat for an initial adjustment.

Fit the bearing outer race (pos. 2) in the bearing seat (Figure 18).

Fit the shims (pos. 3) (recovered during dismantling) in the second bearing seat for an initial adjustment. Press the bearing outer race (pos. 4) into the bearing seat (Figure 18).

IMPORTANT DO NOT REUTILIZE DAMAGED SHIMS.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (2 of 20)24.02.2012 11:01:37

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

ATTENTION Do not press the radial seal between the taper roller bearings and the thread guard until the bearings have been adjusted.

6.3 PRE-ASSEMBLY OF THE PINION SHAFT NSERTING THE WHEEL BOLTS IN THE AXLE SHAFT FLANGE Push the wheel bolt (pos. 1) fully home into the axle shaft utilizing pressure device “O” (Figure 19).

IMPORTANT DURING THIS OPERATION, MAKE SURE THAT THE FLAT ON THE BOLT COLLAR IS ORIENTED TOWARDS THE CENTRE OF THE AXLE SHAFT. FITTING THE AXLE SHAFT SEAL AND THE INNER BEARING RACE Push the seal (pos. 1) onto the axle shaft (pos. 2). (Figure 20).

Using bush “H” carefully drive the inner race of the taper roller bearing (pos. 3) onto the axle shaft up to the shoulder.

(Figure 20).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (3 of 20)24.02.2012 11:01:37

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

IMPORTANT LUBRICATE THE SEAL (pos. 1) AND THE TAPER ROLLER BEARING WITH SHELL Alvania R3 AFTER HAVING ADJUSTED THE PRELOAD. 6.4 ASSEMBLY OF THE CROWN WHEEL BEARING INNER RACE

Using bush “H” carefully drive the inner bearing race (pos. l) into the crown wheel (pos. 2) up to the shoulder. (Figure 21).

6.5 PRE-ASSEMBLY OF THE PINION SHAFT Press fit the inner race of the bearing (pos. 1) fully home utilizing bush “C” (Figure 22).

6.6 INSTALLING THE PINION SHAFT IN THE REDUCTION GEAR CASE Lubricate the inner race of the bearing with reduction gear oil.

Insert the pre-assembled pinion shaft in the reduction gear case from below and screw it partially onto the outer ring of the bearing located in the reduction gear case using tool “F” (Figure 23).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (4 of 20)24.02.2012 11:01:37

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Fit the spacer collar (pos. 11) on the pinion shaft.

IMPORTANT THE SPACER COLLAR IS NOT SUPPLIED WITH REDUCTION GEAR MODEL 400.

6.7 MEASURING PINION SHAFT BEARING CLEARANCE AND ADJUSTMENT OF THE PRELOAD VALUE MEASURING THE BEARING CLEARANCE Dimension C = distance between the spacer and the ring of the pinion shaft (for reduction gear model 400) with the bearing outer race in its limit position (Figure 24).

Fit the shims (pos. 1) (Dimension C + 0.02 mm [0.00078 in.]) into their seat. (Figure 25).

Press fit the outer race of the taper roller bearing (pos. 2) into its seat.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (5 of 20)24.02.2012 11:01:37

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Using bush “G” carefully drive the taper roller bearing inner race (pos. 3) onto the pinion shaft up to the shoulder (Figure 25).

Fit the helical gear to the pinion shaft and secure with a hex nut. (Figure 26).

Using strap wrench “P”, hold the helical gear against rotation.

Tightening torque: reduction gear model 400 150 Nm (111 ft-lb.)

IMPORTANT TIGHTEN THE HEX NUT AFTER HAVING CHECKED THE TOOTH CONTACT PATTERN. Remove tool “F”.

Push the pinion shaft down manually and rotate the shaft several times in order to align the rollers inside the bearing.

Position the dial gauge as shown in figure 27 and turn to position “0”.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (6 of 20)24.02.2012 11:01:37

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Mark the measuring points on the helical gear with a felt-tip marker.

Gently raise the pinion shaft, using two screwdrivers or two levers.

Note the readings on the dial gauge.

IMPORTANT THIS OPERATION MUST BE CARRIED OUT WITH GREAT PRECISION IN ORDER TO DETERMINE THE BEARING MOUNTING DISTANCE.

Repeat the measurement procedure; the same value should be obtained.

SETTING THE PRELOADING ON THE BEARING Bearing preload: from 0.02 to 0.07 mm (0.0008 to 0.0028 in.)

Remove the helical gear and the pinion shaft.

Insert shims to the required thickness and refit the pinion shaft.

IMPORTANT THE BEARING PRELOAD MUST BE 0.07 mm (0.00028 in.)

Before refitting the cover of the helical gear, apply a light coat of LOCTITE 270 to the splines of the helical gear. Re-install the pinion shaft and the helical gear.

IMPORTANT REMOVE EXCESS LUBRICANT WITH A RAG. IMPORTANT IT IS NOT POSSIBLE TO TEST THE PRELOADING ON THE TAPER ROLLER BEARING IMMEDIATELY. AFTER CARRYING OUT THE TESTS DESCRIBED ABOVE, CHECK THAT THERE IS NO CLEARANCE BETWEEN THE BEARINGS. Tighten the pinion shaft nut.

6.8 INSTALLING THE AXLE SHAFT AND THE GEAR IN THE REDUCTION GEAR CASE IMPORTANT DO NOT FIT THE RADIAL SEAL BETWEEN THE TAPER ROLLER BEARINGS UNTIL THE PRELOAD ON THE AXLE SHAFT BEARING HAS BEEN SET. Carefully insert the crown wheel (pos. 1) into the reduction gear case.

Insert the axle shaft (pos. 2) into the internal splines of the gear.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (7 of 20)24.02.2012 11:01:37

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Fix the gear to the axle shaft by means of a hex bolt (pos. 3) and a washer (pos. 4).Tightening torque: 245 Nm (Figure 28).

6.9 MEASUREMENT AND ADJUSTMENT OF CROWN WHEEL BACKLASH In order to measure crown wheel backlash, it is necessary to lock the pinion shaft against rotation using a wooden wedge.

Position the base of the dial gauge a near as possible to 90° to the side of the teeth. Turn the axle shaft in both directions while noting the variation in the dial gauge reading (Figure 29).

Correct crown wheel backlash by adding or removing shims (pos. 1) (Figure 30).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (8 of 20)24.02.2012 11:01:37

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Permissible backlash: 0.03 - 0.11 mm (0.0012 - 0.0043 in.)

IMPORTANT THE OPTIMUM BACKLASH VALUE IS 0.07 mm (0.0028 in.)

6.10 CHECKING TOOTH CONTACT To check the tooth contact pattern, coat the flanks of 3-4 teeth of the crown wheel with marking ink.

Rotate the crown wheel to bring the marked teeth into mesh with the pinion teeth a number of times.

A sharper impression of the contact pattern can be obtained by applying slight resistance to the pinion shaft while turning the crown wheel.

The tooth contact pattern thus obtained can then be compared to that indicated by the manufacturer. The table below shows how to identify and correct tooth contact patterns.

Slight variations are permissible with respect to the optimum dimensions. Generally, such differences depend on the different contact pressures applied during the pattern marking procedure.

If significant differences are found, check that the assembly clearances have been measured correctly.

In general, unsatisfactory contact patterns are the result of incorrect assembly clearances. If the contact patterns are still unsatisfactory after having corrected the assembly clearances, they must be altered following the instructions in the table below.

Assembly instructions

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (9 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Installation instructions: Always respect the indicated installation dimensions (A). The installation dimension (A) may only be altered in the case of an incorrect contact pattern.

Adjust according to the position of the contact pattern.

6.11 MEASURING CLEARANCE OF THE AXLE SHAFT BEARINGS AND ADJUSTING THE BEARING PRELOAD VALUE Manually push the axle shaft downwards and rotate it a few times in order to align the rollers in the bearings.

Position the dial gauge as shown in figure 31 and set to “0”.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (10 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Lift the axle shaft upwards using two levers (screwdrivers or assembly bars). Read the bearing clearance on the dial gauge.

Remove the axle shaft and remove the outer race of the taper roller bearing from it bore using a 3-leg puller.

Form a pack with the shims (pos. 1) and fit them in the reduction gear case (Figure 32).

IMPORTANT THE MINIMUM CLEARANCE BETWEEN BEARINGS MUST BE APPROX. 0.02 mm (0.0008 in.); IF NECESSARY, FIT ADDITIONAL SHIMS. DO NOT SET THE FINAL BEARING PRELOAD UNTIL THIS OPERATION HAS BEEN COMPLETED. Required preload: 0.05 to 0.10 mm (0.002 to 0.004 in.)

Install the outer bearing race and the axle shaft. Repeat the measurement procedure.

IMPORTANT AT THIS POINT IT IS NOT YET POSSIBLE TO CHECK THE PRELOAD ON THE ADJUSTED BEARING. DURING CHECKING

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (11 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

PROCEDURES THERE MUST BE NO CLEARANCE BETWEEN THE BEARINGS. IT SHOULD BE POSSIBLE TO TURN THE AXLE SHAFT BY HAND. After setting the preload on the bearings, re-check the backlash.

If backlash is outside the permissible limits, the adjustment procedure must be repeated.

ATTENTION During backlash adjustment procedures, add (pos. 1 and 2) or remove shims from both bearing seats “1” and “2” (Figure 32).

After having preloaded the bearings and adjusted the backlash, remove the axle shaft once again in order to fit the thread guard and the radial seal. See paragraphs 12 and 13.

6.12 FITTING THE THREAD GUARD ON THE REDUCTION GEAR CASE Spray the seating of the thread guard with rapid detergent type LOCTITE No. 706 from a distance of about 30 cm, holding the spray can upright. Allow the detergent time to act then wipe away the dissolved dirt with a clean rag. Spray the surface again and this time leave the product to dry (Figure 33).

ATTENTION Avoid contact with eyes and skin! Do not spray near naked flames or incandescent parts!

Coat the thread guard seating with LOCTITE No. 270 and then press the thread guard (pos. 1) fully home using tool “S”.

6.13 FITTING THE RADIAL SHAFT SEAL IN THE REDUCTION GEAR CASE Remove the axle shaft and remove the outer race of the taper roller bearing from the reduction gear case using a puller.

Coat the outside diameter of the radial seal of the shaft (pos. 1) with a light film of LOCTITE No. 574 and then fit the seal in the case using installation tool “T” (Figure 34).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (12 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Installation dimension “A”: reduction gear model 400 3.0+0.5 mm (0.118+02 in.)

Coat the entire surface of the internal splines of the crown wheel (pos. 1) with a light film of LOCTITE No. 270 and then fit the crown wheel into the reduction gear case.

IMPORTANT ONLY USE LOCTITE LUBRICANT FOR THE INTERNAL SPLINES OF THE CROWN WHEEL. Coat the seal and the taper roller bearing of the axle shaft with SHELL Alvania R3 lubricant.

Carefully screw the axle shaft (pos. 2) to its gear.

IMPORTANT REMOVE EXCESS GREASE WITH A RAG. Fix the crown wheel to the axle shaft with a hex bolt (pos. 3) and a washer (pos. 4) (Figure 35). Tightening torque: 245 Nm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (13 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

6.14 FITTING THE COVER OF THE REDUCTION GEAR CASE Apply a light coat of LOCTITE No. 574 to the contact surface of the case.

Apply a drop of LOCTITE No. 243 to the threads of each bolt (pos. 2).

ATTENTION If the case is pre-drilled with threaded holes, apply LOCTITE to the hex bolts and screw them fully into the case.

Attach the cover (pos. 1) with hex bolts (pos. 2). Tightening torque: 9.5 Nm (7 ft-lb.) (Figure 36).

6.15 REDUCTION GEAR UPPER SECTION CHECKING THE MOTOR SHAFT BEARING The upper part of the reduction gear must be replaced if: - the surface of the shaft cover displays signs of encrustation; - the shaft bearing is stiff or seized. It is not possible to replace the outer race or the balls; - the bearing seating is worn; Fix the upper part of the reduction gear to an assembly bed. Screw the 3 eyebolts into the outer race of the pivot bearing and rotate the bearing a few times.

Position 3 dial gauges on the shaft bearing and set to “0”. Mark the position of a dial gauge on the bearing with a felt-tip marker. Using an overhead crane and a spring scales, apply an upward force on the pivot bearing to obtain a reading on the scale of approx.

50-kg (110 lb.). Rotate the bearing a few times and then return it to the marked position (Figure 37).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (14 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Maximum bearing clearance: 0.03 mm

INSTALLING THE DISCHARGE FILTER Fully insert the discharge filter (pos. 1) into the upper section of the reduction gear using installation tool “U” (Figure 38).

FITTING THE GREASE NIPPLE Screw the conical grease nipple (pos. 2) fully down in the upper section of the reduction gear using a wrench. Tightening torque: 10 Nm (Figure 38).

FITTING THE UPPER PART OF THE REDUCTION GEAR Screw the centring ring (pos. 1) (for assembly of the motor) to the motor shaft bearing (pos. 2) using 3 hex bolts (only for greater safety in transit) (Figure 39).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (15 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

IMPORTANT ON THE SF/BF VERSION ONLY.

ATTENTION The upper part of the reduction gear can only be replaced as a complete unit. The centering ring supplied with the SF/BF version can be reutilized.

Coat the entire end surface with a light film of LOCTITE No. 574.

Mount the upper part of the reduction gear on the case so that all the locating dowels can be inserted straight into their respective bores.

Tighten the Allen screws (pos. 1 and 2) Tightening torque: M8 - 23 Nm (17 ft-lb.) ,M10- 46 Nm (34 ft-lb.) (Figure 40).

IMPORTANT ON VERSION SF/BF THE UPPER PART OF THE REDUCTION GEAR IS FIXED TO THE MAIN CASE BY TWO ALLEN SCREWS (pos 1), HEX NUTS (pos. 2) AND WASHERS (pos.3) WHICH MUST BE TIGHTENED FULLY DOWN. http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (16 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

Tightening torque: 23 Nm (Figure 41).

LUBRICATION OF THE MOTOR PIVOT BEARING The motor pivot bearing should be lubricated at least once a year.

After having cleaned the reduction gear unit using a steam cleaner or similar, lubricate the motor pivot bearing.

If the reduction gear is operating in a harsh environment (dusty or damp), lubricate the motor pivot bearing once a month.

We recommend SHELL Alvania R3 or an equivalent product.

Procedure:

a) Fit two grease nipples to the bearing (pos. 1 and 2) (Figure 42). b) Inject grease into the bearing through both grease nipples. Rotate the reduction gear slowly during this operation.

IMPORTANT IF THE MOTOR PIVOT BEARING IS COMPLETELY DRY, IT WILL REQUIRE APPROXIMATELY 55 G(0.1213 LB.) OF GREASE

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (17 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

c) Rotate the reduction gear until the grease is distributed evenly around the entire circumference. d) Remove excess grease with a rag.

7.1 ADJUSTMENT DATA Preload of taper roller bearings/pinion shaft: 0.02 to 0.07 mm (0.0008 to 0.0028 in.)

Preload of taper roller bearings/axle shaft: 0.05 to 0.10 mm (0.002 to 0.004 in.)

Backlash: 0.03 to 0.11 (0.0012 to 0.0043 in.)

Max. bearing clearance for motor pivot bearing: 0.03 (0.0012 in.)

7.2 TIGHTENING TORQUES Hex nut securing helical gear: 400 150 Nm

Hex bolt for axle shaft: 245 Nm (180 ft-lb.)

Screws securing case cover: 9.5 Nm (7 ft-lb.)

Oil drain/filler plugs: 22 Nm (17 ft-lb.)

Screws securing upper part of the reduction gear: M8 23 Nm (17 ft-lb.), M10 46 Nm (34 ft-lb.)

Wheel nuts: 140 Nm (103 fl-lb.)

Grease nipples on upper part of the case: 10 Nm (7.4 ft- lb.)

8.0 TROUBLESHOOTING After assembly and refitting, check the operation of the reduction gear.

To do this, you will need to fill the unit with oil and refit the electric motor and the drive wheel.

See the chapters: “Installation, Operation, Maintenance” of this manual.

Start the electric motor and run for a few minutes at different speeds and in each direction. Simultaneously apply light braking force to the driving wheel.

Observe the movements of the reduction gear and listen for any abnormal noises.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (18 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

9.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK Install the reduction gear on the truck following the instructions and procedures utilized during the removal operation.

FILLING THE REDUCTION GEAR WITH OIL

Oil of the prescribed type and quantity must be poured into the unit both through the filler hole and through the opening of the motor coupling flange.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (19 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm

ATTENTION When filling the unit through the top, ensure that the unit is in the installation position and that the filler hole plug has been removed. In this case, the filler hole serves as an overflow.

The oil level is correct when the oil is up to the lower edge of the filler hole (overflow), or, when filled through the reduction gear cover hole, when the oil is up to the lower edge of the motor coupling gear.

IMPORTANT WIPE AWAY EXCESS OIL WITH A CLEAN RAG. IMPORTANT FREQUENTLY CHECK THE OIL LEVEL DURING THE RUNNING-IN PERIOD AND TOP UP WHEN NECESSARY. USE THE SAME TYPE OF OIL FOR FILLING AND TOPPING UP. Required oil quantity, Viscosity, Standard oil, Oil temperature: see page 4 of this manual.

The prescribed quantities of oil are guideline and serve for the purposes of service planning only. Correct lubrication of the reduction gear will ensure an extended working lifetime.

Change the oil after 150 to 500 operating hours in order to remove any small metallic particles produced during the running-in period.

Reduction gears that have been overhauled and fitted with new gears are to be considered and treated as new units.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (20 of 20)24.02.2012 11:01:38

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm 1.0 SERVICING PRODUCTS 1.1 CLEANING PRODUCTS Use detergents such as benzol or LOCTITE rapid cleaner n. 706

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and safety glasses. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately. Follow the appropriate accident prevention standards.

1.2 ASSEMBLY PRODUCTS LOCTITE No. 242 for medium-high torque bolts LOCTITE No. 542 for gasketing

Lubricant: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) Ink: for checking gear tooth backlash Use reduction gear oil (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) Viscosity: Standard oil: Ambient temperature: 0 - 40 °C (32-104 °F) SAE 80-90 Low oil temperature: Ambient temperature; down to -26 °C (-15 °F) SAE 80W Ambient temperature; down to -40 °C (-40 °F) SAE 75W Always consult the manufacturer before using a synthetic oil. Always check the oil level again after using the truck for a brief period. When topping up the oil, use the same oil as that used originally to fill the unit.

Read the following sections of the manual carefully: “Installation, Operation, Maintenance”.

Quantity of oil required: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) The indicated oil quantities apply to standard models. The oil level is correct when the oil is up to the lower edge of the filler hole.

2.0 COMPONENTS OF REDUCTION GEAR GR-96

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (1 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

2.1 TABLE OF COMPONENTS - REDUCTION GEAR GR-96 The components illustrated on the facing page are described in the following table.

Key: Ref. Component reference in exploded view Component description Function of component

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (2 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

2.2 COMPONENTS OF REDUCTION GEAR GR-97

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (3 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

2.3 TABLE OF COMPONENTS - REDUCTION GEAR GR-97 The components illustrated on the facing page are described in the following table.

Key: Ref. Component reference in exploded view Component description Function of component

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (4 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

3.0 TOOLS FOR DISMANTLING AND ASSEMBLING THE REDUCTION GEAR

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (5 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (6 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

4.0 SECTION OF THE COMPLETE REDUCTION GEAR MODEL GR-96 GR-97

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (7 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

5.0 DISMANTLING AND REASSEMBLING THE REDUCTION GEAR Although of the same type, reduction gears series GR-96 and GR-97 differ in terms of the number of bevel gear pair teeth and the reduction gear upper cover.

GR-96 is a reduction gear for high speed trucks and features a steering thrust bearing that is separate from the upper cover.

GR-97 is designed for low speed trucks and features a steering thrust bearing that is integral with the upper cover.

The dismantling/assembly procedure and the tools required are identical for both types.

- Thoroughly clean the outside of the reduction gear before dismantling.

- The work area should be clean and well-lit.

- For dismantling and assembly procedures use an appropriate stand.

DISMANTLING SPECIAL EQUIPMENT REQUIRED - Reduction gear support - Bush for puller - Large bearing puller - Medium-size bearing puller

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (8 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

PROCEDURE

1) Secure the reduction gear supporting fixture (1) in a vice on a clean workbench.

2) 17 mm hex wrench - Mount the reduction gear in the fixture and tighten the two fixing bolts (Ref. A) to immobilize it.

3) 6 mm Allen wrench - (GR-97) unscrew the six cover screws (Ref. B) and remove the cover to gain access to the gears.

4) 8 mm Allen wrench - (GR-96) Unscrew the 9 cover fixing screws (Ref. C) and remove the cover to gain access to the gears.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (9 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

5) Slotted screwdriver, Plastic mallet - Remove the oil seal from its seat in the reduction gear (Ref. E) 6) Large internal circlip pliers - Remove the circlip from the seat on the reduction gear (Ref. D) and relative shims; keep the shims on one side to be reused or replaced with a pack of the same thickness.

7) 7 mm Allen wrench - Unscrew the wheel hub bolt (Ref. F) 8) Wheel hub puller (2) - Screw the end of the tool into the wheel hub bore (Ref. F) and use the sliding hammer to strike the end of the spindle forcefully as shown by the arrow, until the wheel hub is completely free of the reduction gear.

Recover the shims from the bearing seat and put them aside to be reutilized or replaced with a pack of the same thickness.

IMPORTANT THE CYLINDRICAL GEAR IS FITTED TO THE PINION SHAFT WITH LOCTITE 542. TO FACILITATE REMOVAL, HEAT THE CYLINDRICAL GEAR WITH A BLOW TORCH UP TO 70/80 °C

ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Put on safety gloves and then remove the crown wheel.

9) 30mm hex wrench, Plastic mallet, Regular pliers - Use the pliers to immobilize the crown wheel (Ref. H) and then use the 30 mm hex wrench to unscrew the pinion nut (Ref. G).

Remove the crown wheel from the shaft and use the pliers to remove the crown wheel locking keys (Ref. I).

Strike the shaft screw with the mallet and extract it from inside the reduction gear case (see sequence shown in Fig. 2) 6.0 ASSEMBLY http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (10 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

6.1 INTRODUCTION Thoroughly clean all components and remove all traces of LOCTITE.

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and safety glasses. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately. Follow the appropriate accident prevention standards.

Inspect all parts for wear and replace any that are damaged.

If any gears are damaged, the entire gear assembly must be replaced.

New gear assemblies require new taper roller bearings.

Even if only some of the taper roller bearings are damaged, all of them must be renewed (use only the inner and outer races supplied by the manufacturer).

After cleaning, lubricate the taper roller bearings with reduction gear oil prior to installing them.

Do not reutilize damaged spacers.

Smooth the sides of the seal using an oilstone or file.

The following new parts are required for assembly: Radial seal for the axle shaft Seal for the axle shaft Hex retaining nut for helical gear Shims to adjust bearing preload and clearances Seals for the oil filler and drain plugs 6.2 ASSEMBLY

1) Tool for installation of the outer races of the taper roller bearings of the bevel pinion on the reduction gear case (4). 19 mm hex wrench N° 2 Assembly procedure - Insert quadrant E on rod A with the conical side facing away from nut F. Install the outer ring of bearing D in the seat in the reduction gear case; insert the rod in the pinion seat from the top so that the conical side of quadrant E is inserted in the ring of bearing D.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (11 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

- From the side of the reduction gear case, insert the bearing ring B and then insert quadrant C so that the tapered side of the quadrant engages with the tapered side of the ring; screw the nut onto rod A on point G, tighten with the wrenches to force the bearing rings together in the reduction gear housing. (Fig. 4) 2) Tool for installing taper roller bearings on pinion (5), Plastic mallet - Fit the taper roller bearing to the pinion shaft, position the tool on the bearing and use the mallet to drive the bearing against the pinion (Ref. H fig. 5), fit the spacer on the shaft.

3) 30 mm hex wrench, Regular pliers, Hammer, Tool (5) Insert the taper pin in the reduction gear seat from the inside (Fig. 5), insert the second taper roller bearing on the top of the pin and use the hammer and special tool to drive the bearing fully home against the race.

Insert the two keys (Ref. M) in the locations in the shaft, clean the shaft thoroughly and smear on Loctite 542 then fit the crown wheel (Ref. L).

Smear Loctite 242 on the shaft threads and fit the nut (Ref. N).

Lock the crown wheel (Ref. L) against rotation with the pliers and tighten the nut with the torque wrench to 6 Kgm (59Nm) (Fig. 7).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (12 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

4) Wheel hub bearing tool (3), Plastic mallet, External circlip pliers (GR-96) - Position the base of the tool (Ref. O) on a workbench, install the wheel hub (Ref. P) on the base and insert the first bearing in the hub (Ref. Q), position the second tool on the bearing (Ref. R) and use the mallet to strike the tool and drive the bearing against the crown wheel. Using the circlip pliers, fit the circlip securing the first bearing and then install the second bearing using the same procedure described above.

(GR-97) - to drive in the bearings use the procedure described above with the exception of the internal circlip step because, since the hub is shorter, the bearings must be positioned close together.

5) Steering thrust bearing tool (7), Plastic mallet - (GR-96) - Position the base of the tool (Ref. S) on a workbench and place the thrust bearing on top of the base (Ref. T); place the reduction gear cover in the thrust bearing inner race (Ref. U), place the second tool on the cover (Ref. V) and use the mallet to strike the tool until the cover is located fully home against the thrust bearing

GR-97 - Operations to drive in the thrust bearing are not required because the reduction gear cover is integral with the steering thrust bearing.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (13 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

6) Fit the cover on the reduction gear (Ref. Z), before fitting the fixing screws smear Loctite 242 on the threads; this done, tighten with a torque wrench to 4.8 kgm (47Nm).

7) Plastic mallet, Wheel hub puller (2) - (GR-96 and GR-97) - Fit the spacers in the reduction gear against the bearing shoulder, screw the pin to the wheel hub (Fig. 10), Insert the wheel hub complete with bearings into the reduction gear and use the mallet to strike the puller (Ref. J) and drive in the bearings so that they locate against the reduction gear case.

8) Internal circlip pliers - Fit the shims against the wheel hub bearings and then fit the circlip using the pliers. Check the backlash of the bevel gear pair as indicated in (Fig. 10 Ref.K); if backlash is more or less than the specified value, move the shims until you obtain the optimum value. K), se il gioco è maggiore o minore di come descritto, spostare gli spessori fino a raggiungere il gioco ottimale.

9) Oil seal driving tool (6), Plastic mallet - Smear Loctite 542 on the outer edge of the oil seal. Offer up the oil seal to the reduction gear (Ref. Y Fig: 11), fit the tool above the oil seal and use the mallet to strike the tool until it is located against the circlip.

Before installing the reduction gear ensure that all screws and plugs are tight and that Loctite has been applied as illustrated on the next page.

Continuous axle shaft torque 181 Nm Axle shaft torque in max. acceleration and max. braking 484 Nm Max. load on wheel in line of motor axis 1100 kg Wheel bearing with 1100 kg Ratio. Co/p= 4.24 static

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (14 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

7.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK Install the reduction gear on the truck following the instructions and procedures performed during the disassembly phase.

FILLING THE REDUCTION GEAR WITH OIL Oil of the prescribed type and quantity can be poured into the unit both through the filler hole and through the opening of the motor coupling flange.

ATTENTION When filling the through the top of the reduction gear, ensure that the unit is in the installation position and that the filler hole plug has been removed. In this case, the filler hole serves as an overflow.

The oil level is correct when the oil is up to the lower edge of the filler hole (overflow), or, when filled through the reduction gear cover hole, when the oil is up to the lower edge of the motor coupling gear.

IMPORTANT WIPE AWAY EXCESS OIL WITH A CLEAN RAG IMPORTANT http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (15 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm

FREQUENTLY CHECK THE OIL LEVEL DURING THE RUNNING-IN PERIOD AND TOP UP WHEN NECESSARY. USE THE SAME TYPE OF OIL FOR FILLING AND TOPPING UP. Required oil quantity, Viscosity, Standard oil, Oil temperature: see page 4 of this manual.

The prescribed quantities of oil are guideline and serve for the purposes of service planning only. Correct lubrication of the reduction gear will ensure an extended working lifetime.

Change the oil after 150 to 500 operating hours in order to remove any small metallic particles produced during the running-in period.

Reduction gears that have been overhauled and fitted with new gears are to be considered and treated as new units.

8.0 TROUBLESHOOTING After assembly and refitting, check the operation of the reduction gear.

To do this, you will need to fill the unit with oil and refit the electric motor and the drive wheel.

Start the electric motor and run for a few minutes at different speeds and in each direction. Simultaneously apply light braking force to the driving wheel.

Observe the movements of the reduction gear and listen for any abnormal noises.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (16 of 16)24.02.2012 11:10:34

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm 1.0 SERVICING PRODUCTS 1.1 CLEANING PRODUCTS Use detergents such as benzol or LOCTITE rapid cleaner n. 706

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and safety glasses. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately.

Follow the appropriate accident prevention standards.

1.2 ASSEMBLY PRODUCTS LOCTITE No. 242 for medium-high torque bolts LOCTITE No. 542 for gasketing LOCTITE No. 638 for the crown wheel and axle shaft Lubricant: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL)

Ink: for checking gear tooth backlash Use reduction gear oil (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) Viscosity: Standard oil: Ambient temperature: 0 - 40 °C (32-104 °F) SAE 80-90 Low oil temperature: Ambient temperature; down to -26 °C (-15 °F) SAE 80W Ambient temperature; down to -40 °C (-40 °F) SAE 75W Always consult the truck manufacturer before using a synthetic oil. Always check the oil level again after using the truck for a brief period. When topping up the oil, use the same oil as that used originally to fill the unit.

Read the following sections of the manual carefully: “Installation, Operation, Maintenance”.

Quantity of oil required: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) The indicated oil quantities apply to standard models. The oil level is correct when the oil is up to the lower edge of the filler hole (overflow).

2.0 REDUCTION GEAR COMPONENTS

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (1 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

2.1 TABLE OF REDUCTION GEAR COMPONENTS The components illustrated on the facing page are described in the following table.

Key: Ref. Exploded view Component reference in exploded view Component description Function of component

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (2 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

3.1 SPECIAL TOOLS FOR FITTING COMPONENTS

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (3 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (4 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (5 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

3.2 REDUCTION GEAR SECURED TO TOOL FOR DISASSEMBLY

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (6 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

4.0 DISMANTLING THE REDUCTION GEAR - Thoroughly clean the outside of the reduction gear before dismantling - The work area should be clean and well-lit - To facilitate dismantling and reassembly procedures, use a suitable stand.

4.1 SPECIAL EQUIPMENT REQUIRED · N° 3 bolts Ø12 M · Grip pliers · Various bearing pullers 4.2 STANDARD TOOLS REQUIRED

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (7 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

1) 19 mm socket wrench - Unscrew the three screws securing the steering thrust bearing (Ref. A - Fig. 1), remove the flange (Fig.2).

2) 8 mm Allen wrench - Unscrew the three reduction gear cover fixing screws (Ref. B - Fig. 1) located in the flange.

3) 17 mm hex wrench - Unscrew the three reduction gear cover fixing screws located under the flange. (Ref. C - Fig. 1)

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (8 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

4) Small screwdriver - Lift and remove the thrust bearing circlip (Ref. D - Fig.3), remove the ring and free the thrust bearing so that it can be extracted.

5) 8 mm Allen wrench + 3 screws Ø12 M - The thrust bearing has three threaded through-holes that are to be used for extraction purposes. Screw the three screws into the holes, with the wrench tighten the screws in sequence until the thrust bearing has been completely extracted (Ref. E - Fig. 4).

6) 17mm hex wrench - Unscrew the wheel hub flange fixing screws (Ref. F - Fig. 5), remove the complete wheel hub and place it on a workbench (Fig. 6).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (9 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

IMPORTANT THE CYLINDRICAL GEAR IS FIXED TO THE PINION SHAFT WITH LOCTITE 245.

HEAT THE CYLINDRICAL GEAR WITH A BLOW TORCH TO A TEMPERATURE OF 70/80 °C TO FACILITATE EXTRACTION OF THE GEAR

ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Put on safety gloves and then remove the crown wheel.

7) 36 mm hex wrench - Ø3 pin punch - Grip pliers - Use the grip pliers to immobilize the bevel pinion from the inside of the reduction gear (Ref. G - Fig. 7). Use the pin punch to unclench the tab responsible for locking the pinion nut, (Ref. H - Fig.7). Use the wrench to remove the nut (Ref. I - Fig.7).

8) Plastic mallet - After removing the nut, strike the pin with the mallet and drive out the pinion from the inside of the reduction gear (Fig. 8).

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (10 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

IMPORTANT THE BEVEL GEAR IS FIXED TO THE AXLE SHAFT WITH LOCTITE 638.

USE A BLOW TORCH TO HEAT THE BEVEL GEAR NEXT TO THE SHAFT TO A TEMPERATURE OF 70/80 °C TO FACILITATE THE EXTRACTION PROCEDURE.

ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Put on safety gloves and then remove the crown wheel.

9) 75 mm hex wrench with extension, Ø3 pin punch, Hammer - Secure the complete wheel hub in a vice and use the pin pinch and the hammer to unclench the tab that locks the nut (Ref. L - Fig. 9).

Use the wrench to unscrew and remove the nut, then remove the crown wheel (Fig. 10).

Overturn the flange and remove the wheel hub (Fig. 11).

After stripping the various segments, extract the taper roller bearings and races using suitable pullers.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (11 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

4.3 TABLE OF SCREW AND NUT TIGHTENING TORQUES

5.0 ASSEMBLY OF COMPONENTS 5.1 INTRODUCTION - Thoroughly clean all the components, wash them with solvents and degreasing agents, remove any remains of Loctite

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (12 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

ATTENTION When using solvents and degreasing agents, keep to the manufacturer’s instructions.

Wear appropriate safety clothing for the accident-prevention regulations.

-

Inspect all parts for wear and replace any that are damaged.

If one of the gears is damaged, replace the whole set.

When the gears are renewed all bearings must be renewed at the same time.

Use only genuine parts supplied by the manufacturer.

After cleaning, thoroughly oil the bearing seats and seals to facilitate assembly of the parts.

Smooth the seats of the seals.

For assembly, the following new parts must be ordered: -

Axle shaft oil seal Axle shaft flange gasket Reduction unit cover flange gasket Bevel pinion fixing hex nut Axle shaft hex nut Bearing clearance adjustment shims Oil filler and drain plug gaskets.

5.2 FITTING THE PINION TAPER ROLLER BEARING OUTER RACES

PROCEDURE 1) 19 mm hex wrench, Tool A92 -1 - Insert the outer race of the upper taper roller bearing relative to the pinion seat (Ref. A), use the special tool and wrench to drive the race fully home. (fig. 12) 2) Tool A 92-2, Feeler gauge - Position the dummy pinion (Ref. B), with relative replacement shims and tighten the nut (Ref. D) thereby securing the dummy pinion. Position the flange of the dummy crown wheel (Ref. C) use an 0.5 mm feeler gauge to check the clearance between the dummy pinion and the dummy crown wheel; if the clearance is greater or less than 0.5 mm, add or remove shims under the bearing seat (Ref. E). Remove the dummy bevel gear set. (fig. 13) 3) 19 mm hex wrench, Tool A 92 -1 - Insert the shims under the bearing seat, insert the external race of the lower taper roller bearing and use the tool and wrench to drive the race fully home (Ref. F). (fig. 14) 5.3 FITTING THE TAPER ROLLER BEARING ON THE PINION 4) Hammer - Tool A 92-3 - Fit the bearing (Ref: G) to the bevel gear set pinion, ensuring the wider conical side is facing the pinion.

Insert the pin from the threaded part in tool A 92-3, fit cover A 92-3 on the pinion and use the hammer to drive the bearing home against the pinion (Ref. L). (fig. 15)

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (13 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

5.4 FITTING THE TAPER ROLLER BEARING ON THE CYLINDRICAL CROWN WHEEL ASSEMBLING PINION AND CROWN WHEEL

5) Hammer, Tool A 92-4 - Fit the taper roller bearing to the cylindrical crown wheel (Ref. M) and use special tool A 92-4 and the hammer to drive the bearing home against the crown wheel (Ref. N). (fig. 16) 6) 36 mm hex wrench with torque bar, Ø3-4 pin punch, Hammer - Insert the pinion from inside the reduction gear case and push it upwards until the bearing locates against the race (Ref. O). Smear Loctite 245 on the crown wheel mating surfaces. Insert the crown wheel onto the shaft and drive it until the bearing locates against the race; fit the washer and nut and then use the 36 mm wrench to tighten fully to 8.5Kgm (83Nm); using the pin punch and hammer, peen the upper edge of the nut in the position of the keyway on the shaft to prevent it from unscrewing. (fig. 17) 5.5 FITTING THE WHEEL STUDS TO THE AXLE SHAFT 7) Hammer, Support plate A 92-6, Tool A 92-5 - Position the axle shaft on support plate A 92-6; use tool A 92-5 and the hammer to drive the wheel studs into the holes in the hub ensuring that the flat part of the head is facing the shaft. (fig. 18)

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (14 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

5.6 FITTING THE TAPER ROLLER BEARINGS ON THE BEVEL CROWN WHEEL FITTING THE TAPER ROLLER BEARINGS ON THE FLANGE

8) Hammer, Support plate A 92-7, Support plate A 92-8, Tool A 92-9 - Position the bevel crown wheel on support plate A 92-8.

Position the bearing guide A 92-9 on the crown wheel. Place the bearing on the crown wheel (Ref. P), then use tool A 92-10 and the hammer to drive the bearing fully home. (fig. 19) 9) Hammer, Support plate A 92-7, Support plate A 92-8, Tool A 92-10 - Place the flange facing upwards on the support plate 92-8 (fig. 20) and fit the taper roller bearing external race (Ref. Q); now use tool A 92-10 and the hammer to drive the race fully home. (fig. 20) 10) Support plate A 92-7, Tool A 92-10, Tool A 92-11 - Overturn the flange and place it on plate A 92-7, Fit the outer race of the taper roller bearing (Ref. S) and use tool A 92-10 to drive the bearing race fully home. Fit the oil seal in the crown wheel seat and use tool A 92-11 and the hammer to drive it fully home. (fig. 21) Grease the oil seal in the area of contact with the axle shaft.

5.7 FITTING THE FLANGE AND BEVEL CROWN WHEEL TO THE AXLE SHAFT

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (15 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

11) Hammer, Support plate A 92-7, Support plate A 92-6, Tool A 92-10, Tool A 92-12 - Position the axle shaft on support plate A 92-6, insert the flange on the axle shaft from the oil seal side and use tool A 92-10 and the hammer to drive the bearing fully home; remove the special tool. Smear Loctite 638 on the axle shaft mating surfaces and insert the bevel crown wheel on the shaft.

Using tool A 92-12 and the hammer, drive the bearing fully home; remove the tool. (fig. 22) 12) 75 mm hex wrench with torque bar, Shims, Hammer, Pin punch - Insert the shims under the nut, smear Loctite 242 on the axle shaft thread and use the wrench to torque the nut to 40 Kgm (392 Nm).

N.B. The shims should be added or removed according to the friction of the bearings.

Use the punch and hammer to peen the upper edge of the nut in correspondence with the shaft keyway thereby preventing the nut from working loose. (fig. 23) N.B. ROLLING RESISTANCE 0.55 - 0.6 Kgm with properly greased oil seal. The bearings are lubricated by the manufacturer and do not require re-lubrication.

ROLLING RESISTANCE SHOULD BE MEASURED WHEN THE SHIMS HAVE BEEN INSERTED AND WITH THE NUT TORQUED TO 40Kgm 5.8 INSTALLING THE STEERING THRUST BEARING COMPLETE ASSEMBLY OF THE REDUCTION GEAR

13) Hammer - Tool A 92-14 - Place the steering thrust bearing on the reduction gear cover. Using tool A 92-14 and the hammer, drive the thrust bearing home against the cover and then fit the ring/circlip. (fig. 24) 14) 17 mm hex wrench with torque bar, 8 mm Allen wrench with torque bar - Coat the hub flange with grease (Ref. T), fit the gasket with the holes aligned with the holes in the flange, causing the gasket to adhere to the grease. Assemble the flange to the reduction gear and use the wrenches to tighten the four screws around the circumference; check backlash of the bevel gear set and, if necessary, add additional gaskets until you obtain the prescribed value. Smear Loctite 242 on the screw threads and torque them to 4.8Kgm (47Nm). (fig. 26) 15) 17 mm hex wrench with torque bar , 8 mm Allen wrench with torque bar - Smear liquid gasket type Motorsil D on the mating surfaces of the cover (Ref. U). Fit the cover complete with thrust bearing, apply Loctite 242 to the screw threads and torque to 4.8Kgm (47Nm). (fig. 26)

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (16 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

For assembly on the truck, proceed in reverse order with respect to the disassembly procedure.

6.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK Install the reduction gear on the truck following the instructions and procedures utilized during the removal operation.

6.1 FILLING THE REDUCTION GEAR WITH OIL Oil of the prescribed type and quantity must be poured into the unit both through the filler hole and through the opening in the motor coupling flange.

ATTENTION When filling the unit through the top, ensure it is in the installation position and that the filler plug has been removed. In this case, the filler hole serves as an overflow.

The oil level is correct when the oil is up to the lower edge of the filler hole (overflow), or, when filled through the reduction gear cover hole, when the oil is up to the lower edge of the motor coupling gear.

IMPORTANT WIPE AWAY EXCESS OIL WITH A CLEAN RAG. IMPORTANT FREQUENTLY CHECK THE OIL LEVEL DURING THE RUNNING-IN PERIOD AND TOP UP WHEN NECESSARY. USE THE SAME TYPE OF OIL FOR FILLING AND TOPPING UP. Required oil quantity, Viscosity, Standard oil, Oil temperature: see page 5 of this manual.

The prescribed quantities of oil are guideline and serve for the purposes of service planning only. Correct lubrication of the reduction gear will ensure an extended working lifetime.

Change the oil after 150 to 500 operating hours in order to remove any small metallic particles produced during the running-in period.

Reduction gears that have been overhauled and fitted with new gears are to be considered and treated as new units.

7.0 TROUBLESHOOTING After assembly and refitting, check the operation of the reduction gear.

To do this, you will need to fill the unit with oil and refit the electric motor and the drive wheel.

Start the electric motor and run for a few minutes at different speeds and in each direction. Simultaneously apply light braking force to the driving wheel.

Observe the movements of the reduction gear and listen for any abnormal noises.

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (17 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (18 of 18)24.02.2012 11:11:39

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/index.htm

272491100

Technical Information for Yale Service Centres

This manual is addressed exclusively to the specialised technicians of the Yale service network DC-EPS POWER STEERING AND WIRE GUIDANCE

Section: INDEX

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/index.htm24.02.2012 11:12:09

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/TOC.htm

INDEX Section: QUICK SET-UP PROCEDURE 1.0 PRELIMINARY SET-UP PROCEDURE 2.0 STEER SYSTEM SET-UP PROCEDURE 2.1 RTC (RETURN TO CENTER) SYSTEM 2.1.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ?

2.1 SYSTEM WITH TACH. GENERATOR 2.1.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ?

3.0 WIRE GUIDANCE SYSTEM SET UP (COMPLETE PROCEDURE) 3.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ?

4.0 WIRE GUIDANCE SYSTEM ADJUSTMENT (PROCEDURE TO CARRY OUT ON DELIVERY OF A NEW TRUCK WITH STANDARD FACTORY SETTINGS) Section: STEERING AND WIRE GUIDANCE 1.0 INTRODUCTION 2.0 EQUIPMENT FOR ADJUSTMENT 2.1 SYSTEM COMPONENTS 2.1.A TWO INDUCTIVE WIRE SENSORS 2.1.B STEER ANGLE POSITION POTENTIOMETER (MDU POT) 2.1.C STEERING SERVO MOTOR CONTROL UNIT 2.1.D OPERATOR CONSOLE 2.1.E STEERING SERVO MOTOR 2.1.F STEERING HANDLE 2.1.G LINE DRIVER (GUIDE WIRE SIGNAL GENERATOR) 2.1.G SIGNAL STRENGTH SET UP 2.2 ELECTRICAL SPECIFICATIONS 3.0 STEERING REDUCTION RATIO 3.1 INSTALLING SENSORS 4.0 SYSTEM DESCRIPTION 4.0.A AUTOMATIC WIRE GUIDED STEERING 4.0.B MANUAL STEERING WITH TACHO GENERATOR 4.0.C MANUAL STEERING WITH POTENTIOMETER 4.0.D WIRE GUIDED STEERING OPERATING SEQUENCE 5.0 POWER CONNECTION DIAGRAM 5.1 TACHO HANDWHEEL STEERING PLUS WIRE GUIDANCE ELECTRICAL DRAWING 5.2 TACHO-GENERATOR STEERING WHEEL AND AUTOMATIC CENTERING 5.3 POT (SMART STEER) CONTROLLED STEERING PLUS WIRE GUIDANCE ELECTRICAL DRAWING 5.4 POT (SMART STEER) CONTROLLED STEERING 5.5 PRELIMINARY SET UP PROCEDURE 6.0 DESCRIPTION OF ECM CONNECTORS 6.1 ECM CONNECTOR "D" DESCRIPTION 6.1.A AUDIBLE AND VISUAL SIGNALS (MANLED, AUTOLED, BUZZER, +12V) 6.1.B AUTOMATIC MODE REQUEST (AUTOSEL, GND) 6.1.D CONNECTIONS TO THE DRIVE SYSTEM (MA, MI, A1, A2) 6.1.E LIMIT MICROSWITCH CONNECTION (CLS, CCLS) 6.2 MOTHERBOARD CONNECTOR "E" DESCRIPTION 7.0 DESCRIPTION OF WIRE GUIDANCE CARD CONNECTIONS 8.0 SETTING ECM ACSZPA0B

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/TOC.htm (1 of 2)24.02.2012 11:12:13

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/TOC.htm

8.0.A SETTING THE MAXIMUM CURRENT (IMAX.) 8.0.B SETTING TACHOMETRIC FEEDBACK 8.0.C SETTING THE MANUAL STEERING 9.0 WIRE GUIDANCE CARD ACSZPB0B 9.0.A TRACTION PLUG SENSING SETTING 9.0.B MDU GUIDANCE SENSOR SETTINGS 9.0.C MDU POT OFFSET ADJUSTMENT 9.0.D STEERING ERROR OFFSET ADJUSMENT 9.0.E STEER CORRECTION RESPONSE ADJUSTMENT POTENTIOMETRIC FEEDBACK) 9.0.F GAIN LOOP ADJUSTMENT 9.0.G LOAD END SENSOR ADJUSTMENT 9.0.H LOAD END TRAVEL - MDU SENSOR WEIGHT ADJUSTMENT (WEIGHTED SETTING OF ANTENNAS WHEN TRAVELING LOAD WHEEL DIRECTION) 9.0.I ACQUISITION ANGLE ADJUSTMENT 9.0.L GUIDANCE ALARM TOLERANCE ADJUSTMENT 9.0.M MAXIMUM WIRE GUIDANCE STEERING ANGLE ADJUSTMENT (POT OUT OF RANGE ALARM) 10.0 TIP ON SETTING UP 10.0.A REVERSED MDU POT FEEDBACK 10.0.B REVERSED SENSOR FEEDBACK 11.0 ALARMS AND TROUBLE SHOOTING 11.1 DESCRIPTION OF FUSES 11.2 DESCRIPTION OF ALARMS 11.2.A MANUAL MODE ALARMS 11.2.B WIRE GUIDANCE MODE ALARMS 12.0 HAND SET DESCRIPTION 12.0.A TACH-GENERATOR STEERING OPTION - HAND SET FUNCTION MAP 12.0.B POT STEERING OPTION - HAND SET FUNCTION MAP 12.1 MAIN MENU "PARAMETERS" LIST 12.2 MAIN MENU: TESTER FUNCTIONS 12.3 MAIN MENU’: "ALARMS" FUNCTIONS 12.4 CONFIG MENU’: "SET OPTIONS" FUNCTION LIST 12.5 CONFIG MENU: "ADJUSTMENTS" FUNCTION LIST 13.0 HARDWARE FAILURE DETECTION 13.0.A HARDWARE FAILURE DETECTION IN MANUAL STEERING 13.0.B HARDWARE FAILURE DETECTION IN AUTOMATIC STEERING 14.0 PERIODIC MAINTENANCE 15.0 WIRE GUIDANCE DIAGNOSTICS

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/TOC.htm (2 of 2)24.02.2012 11:12:13

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

STEERING AND WIRE GUIDANCE QUICK SET UP PROCEDURES QUICK SET-UP PROCEDURE RTC (RETURN TO CENTER) / TACH STEERING AND WIRE GUIDANCE This set-up procedure is intended to be a quick reference for the technician who is familiar with the system and should ALWAYS be used in conjunction with the service manual. All settings should be performed in an open area away from warehouse racking.

The quick set-up procedure gives the possibility to quickly access the various adjustment and set up phases to obtain optimal truck performance in manual and automatic drive modes. To aid consultation, the quick set-up procedure is divided into 4 principle chapters, in each of these chapters it is also explained when necessary to carry out each procedure.

1.0 PRELIMINARY SET-UP PROCEDURE (DONE BEFORE GUIDANCE SETUP) 1. Turn off key switch.

2. Raise sidegates.

3. Disconnect battery.

4. Raise MDU end of truck and manually rotate MDU to center position.

5. Connect battery 6. Connect Handset to Steer Controller 7. Turn on key switch 8. Put side gates down 9. Disregard alarms 10. Set guidance switch to manual mode. (If so equipped with Guidance) If truck is Tach steer go to Step B. A) Check for correct center voltage of RTC pot (Command Pot) (Section 12.2.A of steering section of service manual) 1) 2) 3) 4) 5)

Main Menu Tester Set Point Pot. Move RTC handle fully CCW and fully CW. Voltage should not be less than .1 V or more than 4.9 V Center value should be 2.5 V +/- .25 If voltage is not within specifications, adjust mechanically RTC pot at steering handle.

B) Check for correct steer demand from Tach generator (Section 12.2.D of steering section of service manual) Tester DT. 1) Main Menu 2) Rotate the Tach wheel clockwise for an increasing voltage (+) 3) Rotate the Tach wheel counter clockwise for a decreasing voltage (-) C) Check for correct center voltage of MDU pot (Feedback Pot) (Section 12.2.B of steering section of service manual) 1) 2) 3) 4)

Tester Feedback Pot. Main Menu Check voltage. Should be 2.5 volts (+/- .1) Manually adjust MDU pot. Loosen set screw and rotating shaft to obtain 2.5 V. Tighten set screw and lock nut.

D) Check the steering limit switches (B39 and B40) to make sure they are functional.

(Sections 12.2.G and 12.2.H of steering section of service manual) The limit switches prevent the MDU from reaching the mechanical stops and damaging the controller. Carefully trip the switches using a screwdriver, and check that the steering is disabled in the corresponding direction. The rear limit switch, closest to the doors, disables steering in the RTC (or Tach) handle CCW direction. The front limit switch, closest to the battery, disables steering in the RTC (or Tach) handle CW direction.

If steering limit switches are not functional, refer to service manual for repairs, before continuing with set-up procedure.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (1 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

2.0 STEER SYSTEM SET-UP PROCEDURE (PRELIMINARY SET-UP PROCEDURE MUST BE PERFORMED PRIOR TO THIS STEP)

View of Steering Motherboard with Optional Wire Guidance Card Attached (This picture details where the various trimmer pots are used for setting up the system) 2.1 RTC (RETURN TO CENTER) SYSTEM 1) Setting Manual Steering (to then be able to carry out Set Battery Type – step 2) (Section 12.4.H of steering section of service manual) Config Menu

Set Options

System Config

a) Set System Config to Option #1: 1) 2) 3) 4)

Option Option Option Option

#1 #2 #3 #4

= = = =

Tach with wire guidance Tach without wire guidance RTC with Wire Guidance RTC without Wire Guidance

NOTE: Option #1 is not the correct configuration for the RTC system but it is necessary to carry out this step because Set Battery Type is not present on the Option #3 & 4 configuration menu.

2) Set Battery Type (Section 12.5.F of steering section of service manual)

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (2 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

1) Config Menu Adjustments Set Battery Type 2) Set proper battery voltage 48v, 72v (US) or 80V (EU) NOTE: If the steer controller is set for the wrong voltage, the steering speed and response will be greatly affected.

3) Setting Manual Steering (per poter poi eseguire il Set Battery Type – step 2) (Section 12.4.H of steering section of service manual) Config Menu

Set Options

System Config

a) Set System Config to Option #3 or #4: (#3 if wire guided, #4 no wire guidance) 1) 2) 3) or 4)

Option #1 = Tach with Wire Guidance Option #2 = Tach without wire guidance Option #3 = RTC with Wire Guidance Option #4 = RTC without Wire Guidance

4) Memorize RTC center voltage (Section 12.5.D of steering section of service manual) 1) Move steer handle and let it spring back to center position 2) Zero SP Pot Adjustments Zero SP Pot a) Config Menu b) Save settings (Enter, Enter, Out, Enter) 5) Set maximum steering angles (Section 12.5.B and 12.5.C of steering section of service manual) 1) 2) a) b) 3) 4) 5) a) b) 6) 7)

Parameter Change 1st Speed Coarse Main Menu Turn RTC handle fully CW (MDU will turn CCW) Set parameter to highest setting that does not trip steer limit switch (closest to Battery) Operate handle a few times to verify setting Roll up to 1st Speed Fine and repeat procedure for fine adjustment Roll up to 2nd Speed Coarse Turn RTC handle fully CCW (MDU will turn CW) Set parameter to highest setting that does not trip steer limit switch (closest to compartment doors) Operate handle a few times to verify setting Roll up to 2nd Speed Fine and repeat procedure for fine adjustment Save settings - (Out, Enter)

6) Adjust steering minimum and maximum steer angles (Section 12.5.B and 12.5.C of steering section of service manual) 1) a) 2) b)

Adjustments Set Steer Min Config Menu Turn handle fully CCW and memorize setting (expect to see a voltage between 0 and 1.5 Vdc) Roll up to Set Steer Max Turn handle fully CW and memorize setting (expect to see a voltage between 3.4 and 4.5 Vdc)

NOTE: Unit may need to have travel energized to keep steering from timing out.

7) Set straight travel (Section 12.4.A of steering section of service manual) 1) 2) 3) 4)

Adjustments Set Steer 0-Pos (begin with the setting of 2500.00 MV) Config Menu Adjust parameter for straight travel. Drive unit in load wheel direction (30 Feet) and check for straight travel Adjust Set Steer 0-Pos until vehicle travels straight Save settings - (Out, Enter)

(If MDU dithers or straight travel is inconsistent, perform Adjust Steering Precision steps before continuing) 8) Adjust steering precision (Section 12.1.C and 12.1.D of steering section of service manual) 1) Main Menu

Parameter Change

KP

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (3 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

2) Adjust KP setting to achieve low steering oscillation (Higher settings equal greater oscillation – typically set to Level 5) 3) Roll up to KD 4) Adjust KD to achieve low overshoot (typically set to level 1) Adjust KP and KD to achieve best amount of steering speed and accuracy with least amount of correction (dither).

8) Adjust steering speed (Section 12.1.Q of steering section of service manual) Parameter Change Acceleration 1) Main Menu a) Set acceleration rate to 9 ( level 9 = 3 seconds lock to lock) NOTE: If the previous step 7 is not performed, then the steering speed will be reduced regardless of how step 8 is set.

(May take MDU 12 seconds to steer lock to lock if step 7 is set wrong) 9) Adjust steering speed near center position (Section 12.1.R of steering section of service manual) Parameter Desensibilizat 1) Main Menu 2) Adjust parameter to desired steering speed near center position (typically set to level 6) 3) Go to step 13 for wire guidance setup 2.1.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ? · In case of substitution of the EPS controller (complete procedure). · In case of substitution of the Feed Back potentiometer (FB Pot): carry out only steps 5 – 6 – 7. · In case of substitution of the Steering Position potentiometer (SP Pot): carry out only steps 4 – 5 – 6 – 7.

2.1 SYSTEM WITH TACH. GENERATOR 1) Setting Manual Steering (Section 12.4.H of steering section of service manual) Config Menu

Set Options

System Config

- Set System Config to Option #1: 1) Option #1 = Tach with Wire Guidance (adjustment suggested with and without wire guidance) 2) Option #2 = Tach without wire guidance 3) Option #3 = RTC with Wire Guidance 4) Option #4 = RTC without Wire Guidance 2) Set Battery Type (Section 12.5.F of steering section of service manual) Adjustments Set Battery Type 1) Config Menu 2) Set proper battery voltage 48v, 72v (US) or 80V (EU) NOTE: If the steer controller is set for the wrong voltage, the steering speed and response will be greatly affected.

3) Set Speed Limit of Steering (Section 12.1.A of steering section of service manual) 1) Main Menu Parameter Change Speed Limit 2) Level 0 is for slow turning, Level 9 is for fast turning (standard adjustment is level 5) 4) Set Sensitivity (response) of Tach steering (Section 12.1.B of steering section of service manual) Parameter Sensitivity 1) Main Menu 2) Level 0 is for less responsive steering, Level 9 is for maximum sensitivity (standard adjustment is level 1) 2.1.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ? · In case of substitution of the EPS controller (complete procedure). · In case of necessity to vary the manual steering performance, carry out only steps 3 and/or 4.

3.0 WIRE GUIDANCE SYSTEM SET UP (COMPLETE PROCEDURE).

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (4 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

View of Test Point card fitted to the Wire Guidance Card

View of Wire Guidance Card Adjustment Pot locations REFER TO FIGURE B FOR TEST POINTS AND FIGURE C FOR TRIMMER POTS WHILE ADJUSTING THE WIRE GUIDANCE SYSTEM 1) Setting TM13, 14 and 15 on a brand new guidance card prior to installation into the ECM using an ohm meter.

There are two ways to set up trimmer pots TM13, 14 and 15 on a brand new guidance card before it is installed into a ECM unit.

Method #1: Mechanical setup http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (5 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

Set the trimmer pots to a predefined number TM13 to position 7 TM14 to position 8 TM15 to position 9

Method #2: Ohm meter setup There are four extra test points on the guidance card that are not defined in the service manual (TP16, 17, 18, 19). These test points require the use of a clip on type adapter on your Ohm meter leads.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (6 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

Referring back to the previous figures (1,2), we can use an ohm meter connected in a certain way to set up trimmer pots TM13, 14 and 15. Refer to Figure 3 below for ohm meter connections.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (7 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

TM13 adjustment – Hook up ohm meter as shown in figure 3 (negative lead to TP16, positive lead to diode) and adjust TM13 to 15.5Kohms TM14 adjustment – Hook up ohm meter as shown in figure 3 (negative lead to TP17, positive lead to TP18) and adjust TM14 to 56Kohms TM15 adjustment – Hook up ohm meter as shown in figure 3 (negative lead to TP15, positive lead to TP19) and adjust TM15 to 20Kohms 2) Install the guidance card on the mother board (ECM) and make sure that all the connectors are in the correct position.

3) Switch on the power supply (Emergency switch ON, key switch ON, Side Gateds closed).

4) Check For Power To Guide Wire (guidance switch does not need to be on) a) Check that LED’s on steering controller (DL1 and DL2) are on with unit over the wire or b) Drive unit near wire (in manual mode) and unit will slow if both antennas are close to the wire.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (8 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

5) Find Center Of Truck a) Locate the center of the MDU end of truck and install a pointer b) Locate the center of the load wheel end of truck and install a pointer

6) Set Plugging Detect Threshold (Section 9.0.A of steering section of service manual) a) Connect volt meter to TP2 (+) and TP15 (-) b) Check for +5 VDC at TP2 with truck stopped c) Operate traction in MDU direction. d) Adjust Trimpot TM12 for 0 VDC after contactor picks up, but before truck begins to move.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (9 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

7) Centering truck on the wire.

Put the truck on the wire (far from the line driver generator).

VERY IMPORTANT: the traction and load wheel aerials have to be perfectly centered on the wire (consider pointer in point 5 as center).

8) Balance MDU Sensor Coils (NOTE: Coil voltages must be equal) (Section 9.0.B of steering section of service manual) a) Move truck to position center of MDU end pointer over wire and load end pointer close to wire. b) Connect voltmeter to TP9(+) and TP15(-) c) Adjust TM1 to 180 mV RMS AC d) Connect voltmeter to TP10(+) and TP15(-) e) Adjust TM2 to 180mV RMS AC

9) Balance Load End Sensor Coils (Note: Coil voltages must be equal) (Section 9.0.G of steering section of service manual) Check that load wheel sensor pointer is centered over wire. a) Connect voltmeter to TP11(+) and TP15(-) b) Adjust TM3 to 180 mV RMS AC c) Connect voltmeter to TP12(+) and TP15(-) d) Adjust TM4 to 180 mV RMS AC

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (10 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

10) MDU (Feedback) Pot Offset Adjustment (Section 9.0.C of steering section of service manual) a) Insure steer wheel is straight (To do this travel down the wire in MDU direction 10 meters in guidance and coast to a stop - Truck may be parallel to wire at this point as illustrated in figure D on next page) b) Connect Handset c) Config Menu Set Options Special Pot Adj. Set parameter ON (Enter) (This disables the steering system during adjustment. Don’t worry about the buzzer alarm enabled) d) Connect volt meter to TP6 and TP15 e) Adjust TM10 as close to 0 VAC as possible f) When finished set Special Pot Adj back to “off” (switch the key off to stop the buzzer)

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (11 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

11) Steering Error Offset (Zero Reference for Steer Angle Shutdown Points) (Section 9.0.D of steering section of service manual) a) Align MDU end over wire in guidance mode b) Travel in MDU direction and coast to a stop (After 30 seconds the system will go into “Time Out” c) Connect volt meter to TP4(+) and TP15(-) d) Adjust TM9 for 0 VDC e) Drive unit along wire in MDU end and recheck voltage. (be sure to disconnect meter leads, otherwise truck will interpret the meter as an offset)

12) Test wire guidance system with truck traveling in traction wheel (MDU) direction only a) Truck travels parallel to wire as in Fig.D: to center the truck on the wire, adjust trimmer TM10. Start with 2 turns one way and test the truck, if the parallel travel is worse, it means you have turned the trimmer the wrong way, turn the trimmer 4 turns in the opposite direction and try the truck again. If this adjustment is not sufficient, proceed by turning the trimmer 1 turn at a time until the truck travels perfectly over the wire. b) The truck makes corrections that are too wide or fast: go to point 13.

13) Steer Correction Response Adjustment and Loop Gain Adjustment (Section 9.0.E of steering section of service manual) a) TM13 (setting described at point 1- To high of a setting will cause MDU oscillation – too low will cause acquisition problems) b) TM15 (setting described at point 1 - Turning clockwise increases sensitivity to the guide wire) (Set TM13 and TM15 together to reduce wander and oscillation of steering) NOTE: to reduce oscillation, we suggest that only trimmer TM15 is used, adjustment to TM13 other than that suggested could lead to difficulty during signal acquisition.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (12 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

Set up of the Wire Guidance system in MDU direction is now complete, the relative settings must not be touched any more !

14) Test wire guidance system with truck traveling in load wheel direction only (Ratio pot adjustment).

If the truck carries out the corrections precisely on the center of the wire, go to g), otherwise, if the truck travels parallel to the wire, carry out the complete procedure. a) Drive unit in load wheel direction at slow speed b) Check that load wheel sensor and MDU sensor stay within 6mm (.25”) of wire. c) If load end sensor does not stay within 6mm (.25”) of wire, drive truck in load wheel direction to point where sensor is greatest distance off of wire. d) Connect meter to TP15 and check voltage at TP11 and TP12 on the mV RMS AC scale to see which test point has the lower voltage. e) Increase the higher voltage 5mv and decrease the lower voltage 5mv by adjusting the trimpot, (TM3 for TP11 or TM4 for TP12), and drive the unit again. Repeat this procedure until the load end sensor stays within 6mm (.25”) of the wire. f) Drive unit at a higher speed and check that truck does not wander or dither in load wheel direction. g) Adjust TM14 to fine tune truck to wire

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (13 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

This illustration demonstrates behavior of truck if Load Wheel sensor needs to have an offset adjustment made to it.

15) Setting Acquisition Angle (Section 9.0.I of steering section of service manual) a) Move truck away from wire b) Drive truck in MDU direction at an angle approx. 30 degrees to wire c) Adjust TM5 to acquire the wire in the shortest distance

16) Guidance Alarm Tolerance (Section 9.0.L of steering section of service manual) a) TM8 is Factory Set – DO NOT ADJUST!! b) Main Menu

Parameter Change

Fwd Upp Err Ant Set to 5

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (14 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

c) Main Menu, Parameter Change, Fwd Low Err Ant Set to 5 d) Main Menu, Parameter Change, Rev Upp Err Ant Set to 5 e) Main Menu, Parameter Change, Rev Low Err Ant Set to 5 17) Setting Pot out of Range Alarm (Section 9.0.M of steering section of service manual) a) TM7 is Factory Set – DO NOT ADJUST!!

Parameter Change Upper Error Pot Set to 0 b) Main Menu c) Main Menu, Parameter Change, Lower Error Pot Set to 0 If the procedure has been carried out correctly and precisely, the wire guidance system will work correctly, otherwise, go to point 18. If even after having carried out the tests in point 18, the system continues to work incorrectly, repeat the whole procedure from point 1.

18) Guidance Evaluation a) Connect meter to TP5(+) and TP15(-), set for DC voltage b) Drive the truck both directions while on Guidance c) Voltage should be close to 2.5 volts +/- .1 volts d) If the voltage stays low or stays high, then TM9 or TM10 could be out of adjustment. e) Connect meter to TP3(+) and TP15(-), set for DC voltage f) Voltage should stay close to 2.5 volts +/- .1 volts. g) If the voltage stays low or high then a sensor may need adjustment or TM9 or TM10 may need adjusting. h) If the voltage at TP5 and TP3 stays close to 2.5 volts while traveling either direction in guidance, then the wire guidance setup is complete.

Wire guidance setup is complete, the following pages give additional information about the Wiring Guidance system Additional information concerning Test Points and Trimmer Pots.

TP-5 – This testpoint will show you the Pot Wiper in Real Time. Ideally while the truck is guiding down the guidepath you want the voltage to stay roughly between 2.4 and 2.6 volts +/- .1 volt. This testpoint is what the microprocessor in the ECM uses to determine shut down alarm “POT OUT OF RANGE”. If the voltage at test point 5 stays either high (2.8 to 3.1 volts) or low (2.3 to 2 volts) the truck will be to sensitive to a shutdown alarm based on how the parameters for UPPER ERROR POT and LOWER ERROR POT are set. TM9/ TM10 affect this voltage.

TP-3 – This will show in real time the Antenna position over the wire. You should see 2.5 volts with a perfectly centered antenna. The closer the guidance system is set to keep this 2.5 volt signal at TP-3 the better the guidance system is running. Use this Test Point and TP-5 to determine Guidance performance. This test point is what the ECM uses to determine when the LATERAL OUT alarm will occur depending on how the parameters FWD UPP ERR ANT, FWD LOW ERR ANT, REV UPP ERR ANT, REV LOW ERR ANT are set. If the voltage stays to high (2.7 to 3 volts) or to low (2.3 to 2 volts) the truck will be sensitive to a shutdown alarm.

TM9 and TM10 both can cause the truck to guide parallel to the guidewire. TM10 will show up going MDU direction while TM9 can cause the truck to guide parallel to the guidewire both directions. So it is easy to confuse which trimmer is out of adjustment. TP-5 can assist in this determination.

TM13 (amount of steer correction) and TM15 (sensitivity to a guidance error) – These two trimmer pots are extremely difficult to set.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (15 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

Improper setting could cause the truck to go sideways in an aisle when coming off the wire. As a starting point be sure TM13 is set to 6 and TM15 is set to 9.

Test Point Definitions TP1 – MDU Guide Antenna Error (MVac) TP2 – Plugging Signal (5vdc when traction at rest or braking, 0vdc when traveling TP3 – ANTENNA ERROR CONVERSION (RELATES TO ANTENNA ERROR IN THE HANDSET) VDC (THE VOLTAGE AT THIS TEST POINT IS WHAT THE ECM USES TO DETERMINE LATERAL OUT ALARM) TP4 – Wire Guidance Error (test point to show when steer motor is active – Positive values for turning Clockwise, Negative values for turning Counter Clockwise) TP5 – MDU pot Feedback (the voltage at this test point is what the ECM uses to determine POT OUT Of RANGE alarm) TP6 – Feedback Pot Wiper Voltage (Vac in wire guidance mode, Vdc in manual) TP7 – Fixed 1.767 Vac voltage when the MDU Guide Antenna is near the wire TP8 – Fixed 1.767 Vac voltage when the LOAD WHEEL Guide Antenna is near the wire TP9 – MDU Guide Antenna Coil Signal (Vac) – set to 180MVac TP10 – MDU Guide Antenna Coil Signal (Vac) – set to 180MVac TP11 – LOAD WHEEL Guide Antenna Coil Signal (Vac) – set to 180MVac TP12 – LOAD WHEEL Guide Antenna Coil Signal (Vac) – set to 180MVac TP13 – 12Vdc supply test TP14 – Negative 12Vdc supply test TP15 – Ground 3.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ? · In case of substitution of the EPS controller (complete procedure). · In case of substitution of the feedback potentiometer, carry out only steps 10 and 12.

4.0 WIRE GUIDANCE SYSTEM ADJUSTMENT (PROCEDURE TO CARRY OUT ON DELIVERY OF A NEW TRUCK WITH STANDARD FACTORY SETTINGS).

When the wire guidance system has been installed on the truck by the factory, it is not necessary to carry out all the calibrations described in chapter 3 because the system has already been calibrated. It is necessary only to ‘adapt’ the settings relative to the amplification of the aerials using the following procedure point by point. It is taken for granted that the Line Driver is connected to the wire and set up correctly (see paragraph 2.1).

TRUCK DELIVERY - EPS WIRE GUIDANCE QUICK SET UP PROCEDURE 1) To find the centre of the aerials -

Firstly you have to mark the centre of the aerials forward and backward. This is important to check if the system is correcting well.

2) Put the truck on the wire (far from the line driver generator). VERY IMPORTANT: the traction wheel aerials have to be perfectly centred on the wire.

3) Open the EPS controller to access the trimmers and test point (see picture “A”) 4) Aerials setting. Use a multimeter able to read AC signals 10 kHz (suggested FLUKE 85 or 87)

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (16 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

- Multimeter: Volt AC (or volt AC if there are) and connect the terminals as shown below.

- Check how many mVolts (we will call this value X mVolt) you have to increase (or decrease) the aerial value from the lower signal to reach the standard adjustment of 180 mVAC X = 180 - Lower signal (between the two measured TP10-TP15 & TP9-TP15) - YOU HAVE TO INCREASE (OR DECREASE) ALL AERIALS (forward and backward) BY “X mVolts”.

SEE EXAMPLE AFTER PICTURES:

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (17 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

5) FINE ADJUSTMENTS – Look at the behaviour of the truck driving in automatic wiring guidance.

- PROBLEM: THE TRUCK DRIVES PARALLEL TO THE WIRE IN TRACTION WHEEL DIRECTION

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (18 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm

Turn TM10 anticlockwise if the truck drives to the left side of the wire, until the sensors will be centered. Turn it clockwise if the truck drives on the right side of the wire (as in picture D) - PROBLEM: DRIVING IN AUTOMATIC GUIDANCE IN THE TRACTION WHEEL DIRECTION THE CORRECTIONS ARE TOO WIDE OR TOO TIGHT SOLUTION: INCREASE OR REDUCE THE CORRECTION SPEED WORKING ON TRIMMER TM15

- PROBLEM: THE TRUCK DRIVES PARALLEL TO THE WIRE IN LOAD WHEEL DIRECTION - SOLUTION: CARRY OUT THE PROCEDURE DESCRIBED IN POINT 14 OF PARAGRAPH 4.0 The truck is now ready to work in aisle with wire guidance.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y2_quick%20set%20up/c1a.htm (19 of 19)24.02.2012 11:12:35

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

STEERING & WIRE GUIDANCE 1.0 INTRODUCTION This equipment provides manually controlled electric power steering and automatic straight line wire guided steering. Manually controlled steering is available in either of the following options: - manually operated multi-turn steering using a tach-generator fixed to the steering handle - manually operated return-to-center steering using a potentiometer attached to the spring returned steering handle that automatically centers the steering when the handle is released In addition, this hardware controls the guide wire acquisition when the truck is approaching and seeking the guide wire for transition to automatic wire guided steering. Automatic straight line wire guided steering is possible for both directions of travel.

Configuration options, manual steering adjustment, measurement functions, and troubleshooting operations are simplified with the use of a hand held controller. Improved safety and operation are provided by one microprocessor to perform logic operations and a second microprocessor to perform supervisory operations.The microprocessors combined with the hand held controller make service interfacing easy and direct, reducing adjustment and trouble shooting time. Increased steering motor performance and reduced noise levels are achieved by using MOSFET technology operating at 18 kHz, which is above the range of human hearing.

2.0 EQUIPMENT FOR ADJUSTMENT - Hand set used for adjusting and diagnosing electric power steering and wire guidance.

- Digital multimeter that can measure true RMS AC voltages up to 10 kHz. 2.1 SYSTEM COMPONENTS The automatic wire guidance system includes: 2.1.A. TWO INDUCTIVE WIRE SENSORS There is a load wheel sensor mounted under the cab and a drive wheel sensor mounted at the drive end of the truck. Both sensors are mounted on the center line of the truck. Each sensor includes two pick up coils that detect guide wire signal strength. During normal wire guided operations steering is automatically controlled to keep the signal strength equal in each pick up coil.

2.1.B. STEER ANGLE POSITION POTENTIOMETER (MDU POT) A 5 turn 5 k potentiometer is mounted directly to the end of the output shaft on the steering gear reduction box. This potentiometer measures the angle of the DRIVE UNIT (Master Drive Unit) directly. The full range of possible voltage output is approximately 0 - 5 VDC. The Model V30XMU truck uses approximately 3.25 turns of the potentiometer for 180 degrees of steer angle. This single potentiometer provides steer angle feedback information for manual steering and wire guidance. This potentiometer also provides information for the steer angle indicator gauge mounted on the operator console of multi-turn (Tach) steering equipped trucks.

2.1.C. STEERING SERVO MOTOR CONTROL UNIT a) A printed circuit board (mother board) marked ACSZPAOB operates the steering motor for both manual and automatic steering. There are two different ECM's (Electronic Control Module) available: 1. A universal ECM that provides a maximum of 21 amps at 24 - 80 VDC. 2. A high output ECM that provides a maximum of 34 amps at 24 - 48 VDC. b) A guidance circuit board marked ACSZPBOB converts the signals from the guidance sensors and from the MDU potentiometer into a bi-directional steering error that produces steering demand to the ECM mother board. This steering error that produces steering demand is produced directly through electronic combination or comparison of the sensor feedback and the MDU pot feedback. This does not go through a microprocessor and is an AC signal.

2.1.D. OPERATOR CONSOLE In addition to the steer handle, the following devices are also mounted on the operator console: a) Key switch b) Manual/automatic steering selection switch (referred to later as AUTO SEL) c) An audible warning buzzer (referred to later as BUZZER) d) An "automatic" green indicator lamp (referred to later as AUTO LED) e) A "manual" red indicator lamp (referred to later as MAN LED) f) A MDU position Indicator (Tach Steering only) 2.1.E. STEERING SERVO MOTOR

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (1 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

The steering system includes a permanent magnet DC servo motor rated at 12 amps current rating (Imax = 21 amps) 2.1.F. STEERING HANDLE Two operator steering input options are provided. These may be selected using the hand held controller. They include: a) A multi-turn steering handle or wheel attached to a tach-generator. b) A 180 degree rotation steering handle attached to a potentiometer. The potentiometer provides the steering system with the angle of the steering handle.

2.1.G. LINE DRIVER (GUIDE WIRE SIGNAL GENERATOR) The line driver provides an AC signal of the required frequency and strength to the guide wire.

The available frequencies are : - 5.25 Khz @ 35 mA - 6.25 Khz @ 78 mA (standard equipment) Seperate service manuals are available for the US versions of both the line driver and guide wire installation, please contact your service dept. for details.

2.1.G. SIGNAL STRENGTH SET UP On installation of a new system, the strength of the AC signal from the line driver may need adjustment depending on the application and resistance of the wire. To adjust the strength of the signal it is necessary to connect a multimeter in Amp AC in series on the wire and act on TM1 on the line driver (see FIG.A) until the correct current is obtained (78mA / 35mA).

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (2 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

2.2 ELECTRICAL SPECIFICATIONS BATTERY VOLTAGE RANGE: VOLTAGE INPUT RANGE FOR THE ECM IS 24 - 80 VDC. STEER MOTOR CURRENT RANGE : IMAX </= 21 AMPS DC. ADJUSTABLE WITH TM3.

GUIDE WIRE SIGNAL: 6.25 KHZ @ 78 MAMPS RMS (± 50 HZ AND 60 - 90 MAMPS) OTHER FREQUENCIES AVAILABLE: 5.2 KHZ @ 35 MAMPS RMS Other frequencies are possible on a special basis such as 7 and 10 kHz. As the guidance frequency changes, a different guidance card (ref. ACSZPBOB) has to be installed, whose narrow band pass filters are tuned to the different frequency. Usually, due to changing signal strength associated with changing frequencies, new guidance sensors will also be required. The sensors have to be changed to ensure that adequate signal strength arrives at the control card.

Engineering Application Note: If the signal strength and frequency change according to the following formula, then no new sensors are required when changing the frequency.

IFD = I F0 + (((f0 - fD)/f0) x IF0) IF0 = Current at 6.25 kHz (78 mamps RMS) IFD = Current at desired frequency f0 = 6.25 kHz fD = Desired frequency 3.0 STEERING REDUCTION RATIO At rated RPM, the steer motor with a gear reducer should turn the MDU lock to lock in 5 seconds. There should also be adequate torque generated to statically steer the truck on smooth concrete.

Steer Angle Feedback Potentiometer Reduction Ratio The MDU feedback potentiometer rotates approximately 3.25 turns (V30XMU) and 1.25 turns (V40XMU) for 180 degrees of steer angle. The pot is a 5 turn 5 k pot.

The pot shaft is directly connected to the output shaft of the steering gear box and is secured with a set screw.

3.1 INSTALLING SENSORS

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (3 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

The bottom edge of each sensor must be positioned approximately 2.4" - 3.2" (6 to 8 cm) above the embedded guide wire. This assumes the guide wire is 5/8" below the surface of the floor.

Fig. 1 The center of the sensor should be aligned with the center line of the truck. The DRIVE END sensor is mounted behind the MDU (MASTER DRIVE UNIT). The LOAD END sensor may be mounted on the load wheel axle line.

Fig. 2 The forward and reverse antennas must be mounted so that both their coil sides face the same direction.

Fig. 3

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (4 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

4.0 SYSTEM DESCRIPTION 4.0.A. AUTOMATIC WIRE GUIDED STEERING The guide wire embedded in the floor induces an electrical signal in the sensors, mounted on the center line of the truck, which is proportional to the position of the truck in relation to the wire. The ECM continuously steers the truck to keep the sensors centered over the guide wire. When the signal strength is equal on all sensor coils, there is no steering demand.

4.0.B. MANUAL STEERING WITH TACHO GENERATOR This option uses a tach generator attached to the steering wheel to convert the steering wheel rotation into an electrical signal.

The ECM sets the steering servo-motor in motion at a speed that increases with the speed of the steering wheel. Steering sensitivity and maximum speed are adjustable by using the hand held controller.

4.0.C MANUAL STEERING WITH POTENTIOMETER This option uses a potentiometer attached to the steering handle to convert handle motion into an electrical signal. The response speed and precision are adjustable by using the hand held controller.

4.0.D WIRE GUIDED STEERING OPERATING SEQUENCE For your reference here are the different operating modes as indicated by light and buzzer operations.

Guidance Operational Modes

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (5 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

Manual Steering Mode - All steering input is controlled by the operator. The guidance switch is in off position and the red MANUAL light is on.

Wire Acquisition Mode - The operator selects automatic steering using the toggle switch on the console. The steering operation changes to "Search" Mode. The operator continues to manually steer the truck. The ECM automatically reduces truck travel speed by opening a speed reduction relay.

If the truck is approaching the wire load wheel first, then both sensors have to detect the guide wire before manual steering is taken from the operator and automatic steering attempts to capture the wire. This requires an approach angle of not more than ± 5 degrees to the guide wire. The operator is responsible for avoiding obstacles until the wire is fully captured. After capturing the guide wire, the operator is responsible for stopping the truck if obstacles are in the aisle.

If the truck is approaching the wire DRIVE WHEEL first, then only the DRIVE WHEEL sensor has to detect the guide wire before manual steering is taken from the operator and automatic steering attempts to capture the wire. This requires an approach angle of not more than ± 30 degrees to the guide wire. The operator is responsible for avoiding obstacles until the wire is fully captured. After capturing the guide wire, the operator is responsible for stopping the truck if obstacles are in the aisle.

Automatic Wire Guided Steering Mode - When both antennas are aligned with the guide wire, then full automatic steering is enabled. The truck may now travel at full speed. The ECM is in full control of steering and the auto-shutdown system is enabled. http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (6 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

The signal from the guidewire to the sensors is used to steer the truck.

If the truck is not aligned with the guide wire in Automatic Mode, then the auto-shutdown system automatically stops the truck, brakes are applied, both the AUTO and MANUAL lights are on, and the buzzer has the error audibly encoded.

5.0 POWER CONNECTION DIAGRAM

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (7 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

The functional diagrams concerning possible steering configurations are shown on the following pages. Four different operating options (Tach-generator + wire guidance, Tach-generator steering only, Pot steering + wire guidance, and Pot steering only) are provided. "Tach-generator steering only" and "Pot steering only" also support "Automatic Centering".

5.1 TACHO HANDWHEEL STEERING PLUS WIRE GUIDANCE ELECTRICAL DRAWING

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (8 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

Interface description: a) The MDU potentiometer should be rigidly mounted on the steering linkage with no play. b) The DRIVE END sensor is mounted on the DRIVE UNIT end of the truck. c) The LOAD END sensor is mounted on the LOAD END of the truck. d) The DRIVE END travel input corresponds to travel in the drive unit direction. The LOAD END travel input corresponds to travel in the load end direction. e) Pins 4 on connector D on the ECM is connected to the DRIVE END travel input. This pin is common with Pin 1 of the guidance board (eight poles) connector. Pin 2 on connector D on the ECM is connected to REV (load wheel) travel input. This pin is common with Pin 2 of the guidance board (eight poles) connector. f) Pin 9 of connector D on the motherboard is connected to the highest voltage potential side of the traction motor armature.

This pin is common with pin 4 of the guidance card (eight pole) connector. Pin 11 of connector D on the motherboard should be connected to the lowest voltage potential side of the traction motor armature. This pin is common with pin 8 of the guidance card (eight pole) connector (see 6.1.d). g) The AUTO LAMP comes on when there is a request for wire guided steering, i.e., when the guidance switch is turned on. It is blinking during speed reduction conditions. The active AUTOSEL level for automatic guidance (low or high) is selectable using the hand held controller (see 12.4.a). The active AUTOSEL level is “low” for all VNA trucks. h) The MAN LAMP is on during manual operation and goes out as soon as the truck steers independently from the manual input.

The MAN LAMP is blinking during slow down conditions. i) Pin 3 of connector D on the ECM is internally connected to a normally open (NO) contact on the mother board. This contact is

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (9 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

closed when the key switch is turned on. The contact opens when there is an alarm. This contact provides ground (GND) reference to the brake relay and the main steering relay. When the brake relay loses this ground and opens, the brakes are applied and traction enable ground to the traction card is lost. j) Pin 5 of connector D on the mother board is not used. k) Pin 6 and 15 of connector E on the mother board are internally connected to a normally open contact on the mother board.

This contact is closed by the key switch and open in case of one of the following speed reduction conditions: 1) If the truck is in the manual steering mode and is close to a guide wire. (Minimizes possibility that an operator will go fast when inside an aisle and not on wire guidance).

2) When the truck is in the wire acquisition mode until both antennas are aligned with the guide wire.

3) When the truck is in the wire guided mode and has shifted sideways, from the guidepath, more than 2/3 of the “lateral out” alarm threshold (see 9.0.l). l) (Only for tach-generator steered trucks) - Pin 14 of connector E on the ECM provides 0 - 4 VDC to control the steer angle indicator gauge LEDs. Pin 4 and Pin 5 of connector E on the motherboard respectively provide negative and postive 12 VDC to the steering indicator. The steer angle indicator gauge is not used 5.2 TACHO-GENERATOR STEERING WHEEL AND AUTOMATIC CENTERING Refer to the previous section on Tach-Generator Steering with wire guidance. Here the wire guidance option is removed and the MDU potentiometer is connected to Pins 16, 17, and 18 of connector E on the ECM instead of to a connector on the wire guidance board.

Interface description: a) The 5k MDU potentiometer should be rigidly mounted on the steering linkage with no play. The pot wiper is connected to Pin 18 of connector E on the ECM. The ends of the pot are connected to Pins 16 and 17 of connector E on the ECM. b) The DRIVE END travel direction request should be connected to Pin 4 on connector D on the mother board. The LOAD END travel direction request should be connected to Pin 2 on connector D on the mother board.

Applications with pot steering and without wire guidance require these inputs to stop steering dither when the truck is motionless.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (10 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

c) The guidance board is not required for automatic centering with rail guidance. Also, the AUTOLAMP is not installed. The Automatic Centering feature is requested by the PLC after the guide rails are detected by photoswitches. d) The MAN LAMP is on during manual operation. e) Pin 3 of connector D on the ECM is internally connected to a normally open (NO) contact on the ECM. This contact is closed when the key switch is turned on. The contact opens when there is an alarm. This contact provides ground (GND) reference to the brake relay and the main steering relay. When the brake relay loses this ground and opens, the brakes are applied and traction enable ground to the traction card is lost. f) Pin 5 of connector D on the ECM is not used g) Only for Tach Generator steered trucks - Pin 14 of connector E on the ECM provides 0 - 4 VDC to control the steer angle indicator gauge LEDs. Pin 4 of connector E on the ECM provides negative and Pin 5 of connector E on the ECM provides positive 12 VDC to the steering angle indicator gauge.

5.3 POT (SMART STEER) CONTROLLED STEERING PLUS WIRE GUIDANCE ELECTRICAL DRAWING

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (11 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

Interface description: a) The MDU pot should be rigidly mounted on the drive unit steering linkage with minimum play. b) The steering handle pot wiper is connected to Pin 10 of connector E on the ECM. The end points of the pot are connected to Pins 11 and 12 of connector E on the ECM. c) The MDU sensor is mounted on the DRIVE UNIT end of the truck. d) The Load Wheel Sensor is mounted on the LOAD WHEEL end of the truck. e) Request to travel in the DRIVE UNIT direction should be connected to Pin 4 of connector D on the ECM. Request to travel in the LOAD WHEEL direction should be connected to Pin 2 of connector D on the ECM. Select the operation mode using the hand held controller (see 12.4.b). f) Pin 9 of connector D on the ECM is connected to the highest voltage potential side of the traction motor armature. This pin is common with pin 4 of the guidance card (eight pole) connector. Pin 11 of connector D on the ECM should be connected to the lowest voltage potential side of the traction motor armature. This pin is common with pin 8 of the guidance card (eight pole) connector (see 6.1.d). g) When the AUTO SEL switch is turned on, the AUTO LAMP starts blinking when the truck is in the "SEARCH" mode and is lit continuously when the truck is in full guidance mode. The active (for automatic guide) AUTO SEL level (low=closed or high=open) can be selected using the hand held controller (see 12.4.l). The active AUTO SEL level is "low". h) MAN LAMP is on when the truck is in the manual steering mode. The MAN LAMP blinks in all slow down conditions. It goes out as soon as the truck steers automatically and there is no slow down condition. i) Pin 3 of connector D on the ECM is internally connected to a normally open (NO) contact on the ECM. This contact is closed when the key switch is turned on. The contact opens when there is an alarm. This contact provides ground (GND) reference to the brake relay and the main steering relay. When the brake relay loses this ground and opens, the brakes are applied and traction enable ground to the traction card is lost. j) Pin 5 of connector D on the ECM is not used. k) Pin 6 and 15 of connector E on the ECM are internally connected to a normally open contact on the ECM. This contact is closed by the key switch and open in case one of the following speed reduction conditions occurs: 1) If the truck is in the manual steering mode and is close to a guide wire (minimizes possibility that an operator will go fast when inside an aisle and not on wire guidance.)

2) When the truck is in the wire acquisition mode until both sensors are aligned with the guide wire.

3) When the truck is in the wire guided mode and has shifted sideways, from the guidepath, more than 2/3 of the "lateral out" alarm threshold (see 9.0.l). l) Only for Tach Generator steered trucks - Pin 14 of connector E on the ECM provides 0 - 4 VDC to control the steer angle indicator gauge LEDs. Pin 4 of connector E on the ECM provides negative and Pin 5 of connector E on the ECM provides positive 12 VDC to the steering indicator gauge.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (12 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

5.4 POT (SMART STEER) CONTROLLED STEERING The steering system does not use the Automatic Centering feature with Pot steering because the steering normally centers itself when the steer handle is released. (NOTE: If the Automatic Centering feature was used with Pot Steering, it would disable the tiller handle input and center the steer wheel.)

This is similar to Pot Controlled Steering with wire guidance. Here the steer angle feedback pot and steer handle pot connections have been moved down to the ECM from the guidance card. This application does not require a guidance card.

Interface description: a) The MDU pot wiper should be connected to Pin 18 of connector E on the ECM. The ends of the MDU pot should be connected to Pins 16 and 17 of connector E on the ECM. The pot should be rigidly mounted on the steering linkage to minimize play. b) Pin 4 of connector D on the ECM is connected to the travel request in the DRIVE END direction of truck travel. Pin 2 of connector D on the ECM is connected to travel request in the LOAD WHEEL direction of truck travel. c) AUTO LAMP IS NOT USED ON POT CONTROLLED STEERING WITHOUT WIRE GUIDANCE. d) MAN LAMP IS NOT USED ON POT CONTROLLED STEERING WITHOUT WIRE GUIDANCE.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (13 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

e) Pin 3 of connector D on the ECM is internally connected to a normally open (NO) contact on the ECM. This contact is closed when the key switch is turned on. The contact opens when there is an alarm. This contact provides ground (GND) reference to the brake relay and the main steering relay. When the brake relay loses this ground and opens, the brakes are applied and traction enable ground to the traction card is lost. f) Pin 5 "Locking Steering Device" is not used. g) STEERING DIRECTION INDICATOR LEDS ARE NOT USED ON POT CONTROLLED STEERING TRUCKS. 5.5 PRELIMINARY SET UP PROCEDURE This section of the manual describes the connection procedures for the electric steering and wire guidance.

Carry out the following steps with the steering motor disconnected. Disregard alarms that appear during the first and second step. Work in the manual mode.

STEP 1 - STEERING WHEEL OR HANDLE (COMMAND) DEVICE CONNECTIONS a) TACH-GENERATOR STEERING - Connect the two wires from the tach-generator so that clockwise rotation of the steering wheel produces an increasing (higher positive) command voltage. This may be measured two ways: using the hand held controller (see the TESTER MENU, 12.2.d) or using a DC voltmeter connected to the tach-generator wire that is disconnected from Pin 8 of connector D on the ECM (DT+) and the minus terminal on the battery. b) POT (SMART STEER) STEERING - The steer handle pot has 3 wires; two end wires and a wiper wire. Connect the two "end wires" from the steer handle pot so that clockwise rotation of the handle produces an increasing (higher positive) command voltage. This may be measured two ways: using the hand held controller (see the TESTER MENU, 12.2.a) or using a DC voltmeter connected to the handle pot wiper wire that is disconnected from Pin 10 of connector E on the ECM and the minus terminal on the battery. c) Perfect adjustment of the steering handle pot center point is not necessary. The center point value will be memorized later using the hand held controller (see 12.5.d).

STEP 2 - MDU POT CONNECTIONS a) The MDU pot has 3 wires; two end wires and a wiper wire. Connect the two end wires to Pins 16 and 17 of connector E on the ECM so when the drive unit(s) is turned counter-clockwise the voltage at the wiper increases. This voltage may be measured two ways: using the hand held controller (see the TESTER MENU, 12.2.b) or using a DC voltmeter connected to the steer angle feedback pot wiper wire and battery negative. The wiper wire should be connected to Pin 18 of connector E on the ECM. NOTE: When replacing an MDU pot, the handset must be used for proper installation.

b) Physically adjust the MDU pot using the handset so that with the drive unit straight ahead, the wiper voltage is 2.5 VDC. This will require a small amount of trimmer pot adjustment to get wire guidance performance as required. If wire guidance is not required on the truck, then this precise adjustment is not necessary, because the manual mode zero point for the steer angle feedback pot can be adjusted using the hand held controller (see the CONFIG MENU, 12.5.a).

STEP 3 - STEER MOTOR CONNECTIONS After adjusting and connecting the steer handle pot or tach-generator and the MDU pot, connect the two steer motor wires.

When the wiring is correct, the truck will turn clockwise, if the steer handle is moved clockwise, while the truck is traveling in the load wheel direction.

STEP 4 - LIMIT SWITCH CONNECTIONS After completing Steps 1 - 3, check that the clockwise limit switch stops steering in the steer handle clockwise direction. Then, check that the counterclockwise limit switch stops steering in the steer handle counterclockwise direction.

MANUAL STEERING CONNECTION IS COMPLETE. (SET UP AND ADJUSTMENT IS NOT COMPLETE)

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (14 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm

STEP 5 - GUIDANCE ONLY - SENSOR CONNECTIONS The DRIVE UNIT sensor is mounted on the drive unit end of the truck. The LOAD WHEEL sensor is mounted on the load wheel end of the truck.

Determine the connection of the guidance sensors as follows: a) DRIVE END SENSOR - Assume left and right are determined by an operator facing toward the load. Connect the right DRIVE END sensor coil to (FR) Pin 11 of big connector on the guidance board. Connect the left DRIVE END sensor coil to (FL) Pin 10 of big connector on the guidance board (see 7.0). b) LOAD WHEEL SENSOR - Assume left and right are determined by an operator facing toward the load and facing AWAY from the drive unit. Connect the right LOAD END sensor coil to (RR) Pin 4 of big connector on the guidance board. Connect the left LOAD END sensor coil to (RL) Pin 3 of big connector on the guidance board (see 7.0). c) If you have any problems connecting the wires, you may refer to the next two sketches for antenna coil location, mounting orientation and possible wire color combinations in the sensors. From these you should be able to determine which color wire to connect to the guidance board for each antenna.

NOTE: It is very important that the coils on each antenna are mounted so that they face the same direction.

The preferred wire colors are shown in bold print, but the others may be provided when the preferred ones are not available.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (15 of 15)24.02.2012 11:13:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

6.0 DESCRIPTION OF ECM CONNECTORS This section describes connectors D and E on the ECM 6.1.

6.1 ECM CONNECTOR "D" DESCRIPTION

6.1.A AUDIBLE AND VISUAL SIGNALS (MANLED, AUTOLED, BUZZER, +12V) MANLED (13): This connection provides a ground line to switch on the manual operation light. This indicator is on in normal manual steering mode and flashing in any slow down or auto-shutdown situations.

AUTOLED (10): This connection provides a ground line to switch on the automatic operation indicator light. This indicator is on in auto steering mode and flashing in any slow down or auto-shutdown situations, when guidance has been selected by the operator.

BUZZER (16) This connection provides a ground line to switch on the buzzer. This connection also provides the output for encoding alarm conditions using the buzzer (see 11.2). The buzzer sounds in the following three operating states: - Guidance "SEARCH" mode in progress until the truck is aligned with the wire. The alarm sounds slowly.

- Aborted guidance "SEARCH" due to lost wire capture lock. Alarm sounds for a maximum of 3 seconds.

- A new steering mode begins, such as switching from manual to automatic or back to manual. The alarm sounds a beep for 0.5 seconds.

6.1.B AUTOMATIC MODE REQUEST (AUTOSEL, GND).

AUTOSEL (15): This is the steering mode selection input. According to the set up used with the hand held controller (see 12.14.l), this input (either active level or edge detection) is recognized by the controller when the event happens. According to how the truck is equipped, either guidance acquisition mode is entered or the automatic steering centering happens when this input is recognized. This input pin may be connected to: - directly to external ground (GND) - an internal ground reference on pin 17 of the same connector - to an external open collector transistor - to a push-pull interface stage with a maximum rail voltage of 24 volt DC NOTE: If the wire guidance board is not installed, then a small "key" connector must be inserted into flat cable http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (1 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

connector A on the ECM motherboard. This "key" connector uses a transistor and some passive components to provide a travel request to the software. The forward and reverse travel inputs must be externally wired from Pin 2 and 4 on connector D of the ECM to this "key" connector. This approach eliminates the need to have a guidance board with the Automatic Steering Centering option.

GND (17): Provides GND reference voltage.

6.1.C. TACHO-GENERATOR CONNECTIONS (DT+, DT-) DT+ (8), DT- (6) Connect the tach-generator for manual steering control between these two pins. Pin 6 is internally connected to battery negative (GND): +12 VDC (5): Output for internally provided + 12 VDC stabilized supply. It may be used for Steer Angle Direction LED gauge connections or other interface cards. The maximum rated output is 40 mAmps. WARNING: Do not short circuit this pin, because it is common with the Electric Power Steering card supply.

NRV (6): This is the one side of the second speed reduction switch connection. The first connection is pin 15 on connector E of the ECM. This pin is one side of a switch and is typically connected in series with other similar switches feeding the traction controller speed reduction input.

AUTOLAMP (7): Provides a switched ground reference for the AUTOLAMP that is capable of switching a maximum lamp rating of 50 mAmps @ +24 VDC. This reference is switched on when the AUTOSEL switch is turned on. Connect the AUTOLAMP between this point and an external supply of + 24 VDC maximum. +5 VDC (9): Outputs regulated + 5 VDC supply.

WARNING: Do not short circuit this pin or the power supply in the ECM will fail CPOC (10), PPOC (11), NPOC (12): The steer handle feedback potentiometer is connected to these points. CPOC (Pin 10) is the wiper point. PPOC (Pin 11) is the positive supply voltage (+5 VDC). NPOC (Pin 12) is the negative supply voltage (0 VDC).

CFC (13): Not available - Diagnostic input for limit switch functionality.

INDIC (14): Outputs a scaled and converted 0 to 4 VDC signal for the steer angle indicator gauge LEDs (Tach Steer only). 0 VDC corresponds to the MDU pot voltage that was memorized using the hand control for SET STEER MAX. 4 VDC corresponds to the MDU pot voltage that was memorized using the hand control for SET STEER MIN. See 12.4.f to reverse turning direction displayed.

RV (15): First speed reduction switch connection. The second connection is Pin 6 of connector E on the mother board. This is one end of a contact that is normally connected in series with other switches in the traction controller slow down circuit.

NPOT (16), PPOT (17), CPOT (18): For applications without wire guidance, these are the connections for the steer handle feedback pot. CPOT(Pin 18) is the wiper point. PPOT(Pin 17) is the positive end voltage (+5 VDC). NPOT(Pin 16) is the negative end voltage (0 VDC).

6.1.D. CONNECTIONS TO THE DRIVE SYSTEM (MA, MI, A1, A2).

MA (4) A request to travel in the DRIVE UNIT direction must provide a signal on this input, either at battery positive or battery negative. Either level may be selected during set up with the hand held controller (see 12.4.a) MI (2) A request to travel in the LOAD WHEEL direction must provide a signal on this input, either at battery positive or battery negative. Either level may be selected during set up with the hand held controller (see 12.4.b) A1 (9): This should be connected to the more positive of the two two connections to the traction motor brushes (armature).

A2 (11): This should be connected to the more negative of the two connections to the traction motor brushes (armature).

These are used to identify the actual direction of travel of the truck. They make it possible to determine which direction the truck is traveling when regenerative braking is being applied. The traction motor controller configuration is shown in the drawing below.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (2 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

6.1.E. LIMIT MICROSWITCH CONNECTION (CLS, CCLS).

CLS (1): It is possible to interrupt steering in the clockwise direction by opening the connection between CLS (pin 1) and negative (GND = pin 17 of connector D on the ECM). Therefore, connection of a normally closed switch between pin 1 and pin 17 on connector D of the ECM acts as a clockwise steering limit switch. This keeps the MDU from physically hitting the mechanical stops during powered steering.

CCLS (7): It is possible to interrupt steering in the counterclockwise direction by opening the connection between CCLS (pin 7) and negative (GND = pin 17 of connector D on the ECM). Therefore, connection of a normally closed switch between pin 7 and pin 17 on connector D of the ECM acts as a counterclockwise steering limit switch. This keeps the MDU from physically hitting the mechanical stops during powered steering.

6.2 MOTHERBOARD CONNECTOR "E" DESCRIPTION

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (3 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

Connector E on the ECM is used for steer handle pot input, travel speed reduction and to support recently introduced manual steering options.

NK2 (1): Not used.

NK3 (2): Not used.

GND (3,4): Pin 3 not used. Pin 4 is Internally connected to ground (battery minus) reference, these may be used for Steer Angle Direction LED gauge connections or other interface cards. + 12 VDC (5): Output for internally provided + 12 VDC stabilized supply. It may be used for Steer Angle Direction LED gauge connections or other interface cards. The maximum rated output is 40 mAmp. WARNING: Do not short circuit this pin, because it is common with the Electric Power Steering card supply.

NRV (6): This is the one side of the second speed reduction switch connection. The first connection is pin 15 on connector E of the ECM. This pin is one side of a switch and is typically connected in series with other similar switches feeding the traction controller speed reduction input.

AUTOLAMP (7): Provides a switched ground reference for the AUTOLAMP that is capable of switching a maximum lamp rating of 50 mAmps @ +24 VDC. This reference is switched on when the AUTOSEL switch is turned on. Connect the AUTOLAMP between this point and an external supply of + 24 VDC maximum.

CHOUT (8): Not used. +5 VDC (9): Outputs regulated + 5 VDC supply. WARNING: Do not short circuit this pin or the power supply in the ECM will fail.

CPOC (10), PPOC (11), NPOC (12): The steer handle feedback potentiometer is connected to these points. CPOC (Pin 10) is the wiper point. PPOC (Pin 11) is the positive supply voltage (+5 VDC). NPOC (Pin 12) is the negative supply voltage (0 VDC).

CFC (13): Not available - Diagnostic input for limit switch functionality.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (4 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

INDIC (14): Outputs a scaled and converted 0 to 4 VDC signal for the steer angle indicator gauge LEDs (Tach Steer only). 0 VDC corresponds to the MDU pot voltage that was memorized using the hand control for SET STEER MAX. 4 VDC corresponds to the MDU pot voltage that was memorized using the hand control for SET STEER MIN. See 12.4.f to reverse turning direction displayed.

RV (15): First speed reduction switch connection. The second connection is Pin 6 of connector E on the mother board. This is one end of a contact that is normally connected in series with other switches in the traction controller slow down circuit.

NPOT (16), PPOT (17), CPOT (18): For applications without wire guidance, these are the connections for the steer handle feedback pot. CPOT(Pin 18) is the wiper point. PPOT(Pin 17) is the positive end voltage (+5 VDC). NPOT(Pin 16) is the negative end voltage (0 VDC).

7.0 DESCRIPTION OF WIRE GUIDANCE CARD CONNECTIONS - CONNECTOR 'C' The wire guidance card 11 pin connector needs no description since it is only connected to the wire guidance antennas and input for automatic steering and is described earlier.

8.0 SETTING ECM ACSZPA0B The ECM has 4 trimmer pots. Two of the trimmer pots (TM1 and TM2) are for factory adjustment only. The other settings should be made with reference to the equipment options on the truck being adjusted. Use the following instructions.

ECM POTS AND HAND HELD CONTROLLER

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (5 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

8.0.A SETTING THE MAXIMUM CURRENT (IMAX.) TM3 Adjust clockwise to increase maximum current to the steer motor. Adjust counterclockwise to reduce maximum current to the steer motor. Set maximum steer motor current to 21 amps. Settings higher than the limit can damage the steering card. Measure the steer motor current by producing a locked rotor condition in the steer motor and connect an ammeter in series with the steer motor.

8.0.B SETTING TACHOMETRIC FEEDBACK TM4 TM4 does not require adjustment.

8.0.C. SETTING THE MANUAL STEERING Only the hand set is required to adjust the manual steering settings (these settings have no affect on guidance operation).

Pot steering:

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (6 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

The following procedure should be used only after the "Preliminary Set Up Procedure" in Section 5.5 is completed. Complete the procedures in the following sequence.

1) Specify SYSTEM CONFIG as pot steering (see 12.4.h).

2) Release the steer handle and let it come to its rest position. Without moving it, use the hand set to memorize the steer handle voltage using ZERO SP POT (see 12.7.d).

3) Use the hand set SET STEER 0-POS (see 12.5.a) to adjust the MDU pot for straight steering in manual mode. The setting may be adjusted up and down in 5 mvolt increments from the 2.5 volt default voltage. Test the results by driving the truck forward and reverse with hands off the steer handle. Truck should travel within 3 inches of a 30' straight lined. Make a mark where truck starts.

Travel 15' and make another mark. Travel another 15' and make a third mark. Draw a straight line between the first and 3rd marks.

The second mark should be no more than 3 inches from the straight line.

4) Turn the steer handle 90 degrees fully clockwise. Adjust 1ST ANGLE COARSE and 1ST ANGLE FINE on the hand set until the desired drive unit steer angle is achieved (see 12.1.m. and 12.1.n).

5) Turn the steer handle 90 degrees fully counterclockwise. Adjust 2ST ANGLE COARSE and 2ST ANGLE FINE on the hand set until the desired drive unit steer angle is achieved (see 12.1.0. and 12.1.p).

6) Adjust the steer angle centering precision using "KP" on the hand set (see 12.1.c). Higher values of KP increase the precision, but make the steering "busy". Adjust KD (see 12.1.d) to provide good precision with minimum oscillation and overshoot.

7) Use SET STEER MIN on the hand set to memorize the MDU pot voltage for maximum counter-clockwise rotation of the drive unit (see 12.5.b).

8) Use SET STEER MAX on the hand set to memorize the MDU pot voltage for maximum clockwise rotation of the drive unit (see 12.5. c).

9) Use ACCELERATION on the hand set to adjust manual steering rate. Level 0 = 9 seconds for 180 degrees of steering. Level 9 = 3 seconds for 180 degrees of steering (see 12.1.q).

10) Use DESENSIBILIZAT on the hand set to adjust for slower steering response close to a steady state position. This is useful for slowing the steering response when an operator wishes to make small corrections in manual steering (see 12.1.r).

Tach-Generator Controlled Steering : Four adjustment steps are recommended.

1) Use the hand set to specify the steering is Tach-Generator type using the SYSTEM CONFIG setting (see 12.4.h).

2) Adjust SET BATTERY TYPE to the battery voltage in the truck using the hand set (see 12.5.f).

3) Regulate the SPEED LIMIT for steering on the hand set. Higher values cause the steered wheel to turn faster (see 12.1.a).

4) Adjust the slow steering response using the SENSIBILITY setting on the hand set. A higher value causes faster response (see 12.1. b).

NOTES: Low settings of the SPEED LIMIT result in almost no steering response when turning the steering wheel at low speeds. To avoid this problem increase the SENSIBILITY setting.

Steer Angle Indicator Gauge: If your truck is equipped with tach-generator steering, it has also a steer angle indicator gauge with LED's. You will need to perform steps 3, 6, 7, and 8 described in Pot Steering for the gauge to respond correctly.

Automatic Steering Centering (Optional on Rail Guided Trucks): If the truck is equipped with automatic steering centering, then you must also perform steps 3, 6, 7, 8, 9, and 10 described in Pot Steering for the steer wheel to be properly centered.

9.0 WIRE GUIDANCE CARD ACSZPB0B This card processes the AC signals supplied by the wire guidance sensors and the MDU pot to generate steering signals used in the automatic (wire guided) steering mode. These steering signals are then used by the ECM to make steering corrections.

On the wire guidance card there are 2 LED's (DL1 and DL2) to indicate if a sensor sees a wire in the floor: DL1, DL2 DL1 is on when the DRIVE END sensor is close to a guide wire in the floor. DL2 is on when the LOAD WHEEL sensor is close to a guide wire on the floor.

In addition, there are 14 settings to be made in the following order for automatic (wire guided) mode.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (7 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

TP1 – MDU Guide Antenna Error (MVac) TP2 – Plugging Signal (5vdc when traction at rest or braking, 0vdc when traveling TP3 – Antenna Error Conversion (relates to ANTENNA ERROR in the handset) VDC (the voltage at this test point is what the ECM uses to determine LATERAL alarm) TP4 – Wire Guidance Error (test point to show when steer motor is active –positive values for turning Clockwise, Negative values for turning Counter Clockwise) TP5 – MDU pot Feedback (the voltage at this test point is what the ECM uses to determine POT OUT Of RANGE alarm) TP6 – Feedback Pot Wiper Voltage (Vac in wire guidance mode, Vdc in manual) TP7 – Fixed 1.767 Vac voltage when the MDU Guide Antenna is near the wire TP8 – Fixed 1.767 Vac voltage when the LOAD WHEEL Guide Antenna is near the wire TP9 – MDU Guide Antenna Coil Signal (Vac) – set to 180MVac TP10 – MDU Guide Antenna Coil Signal (Vac) – set to 180MVac TP11 – LOAD WHEEL Guide Antenna Coil Signal (Vac) – set to 180MVac TP12 – LOAD WHEEL Guide Antenna Coil Signal (Vac) – set to 180MVac TP13 – 12Vdc supply test TP14 – Negative 12Vdc supply test TP15 – Ground 9.0.A TRACTION PLUG SENSING SETTING TM12 This setting adjusts the guidance card to distinguish between when the truck is traveling or stopped. Measure the DC voltage at test point 2 (TP2) and gradually accelerate the machine. The voltage at TP2 must be +5 VDC as long as the truck is stopped. This must switch to 0 VDC with the contactor closed, but before the truck begins to move. Turning TM12 clockwise causes the transition at TP2 from +5 VDC to 0 VDC to take place with higher accelerator demand.

9.0.B MDU GUIDANCE SENSOR SETTINGS TM1, TM2 Position the truck so the DRIVE END sensor is centered over the guide wire. Adjust the signals from the right and left coils in the sensor so they are equal. Set the output gain from the antenna coils to 180 mV RMS using a multimeter that can measure true RMS AC voltages up to 10 kHz (Refer to your owner's manual.) Trimmer Pot 1 (TM1) adjusts the AC voltage at Test Point 9 (TP9).

Trimmer Pot 2 (TM2) adjusts the AC voltage at Test Point 10 (TP10). Turning the pots clockwise reduces the signal.

9.0.C MDU POT OFFSET ADJUSTMENT TM10 The MDU pot must be installed so that with the drive unit straight ahead the voltage on Test Point 6 (TP6) (MDU pot wiper) measures as close to 0 VAC as possible. If, during mechanical tightening of the MDU pot shaft, the signal level from the pot shifts, it is possible to use this adjustment to bring the required value back to the 0 VAC using Trimmer Pot 10 (TM10).

Adjustment Procedure: - Travel 10 meters (30 feet) on wire guidance in DRIVE END direction . If TM10 is not correctly adjusted, the truck will travel parallel to the guide wire some distance but always with a straight wheel.

- Use the hand set SPECIAL POT ADJ setting (see 12.4.g). "ON" disconnects power from the steer motor so steering angle does not change during adjustment. This causes an immediate steering alarm and disables the control unit.

- Now adjust TM10 to give as close to 0 VAC as possible at Test Point 6 (TP6) corresponding to a straight drive wheel position.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (8 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

9.0.D STEERING ERROR OFFSET ADJUSMENT TM9 (Only adjust after performing 9.3 Potentiometer Offset adjustment). Adjustment Procedure: - Travel 10 meters (30 feet) on wire guidance in DRIVE END direction.

- Stop all travel demand.

- Wait 30 seconds for the guidance system to go into TIME OUT status and stop steering until there is again a travel demand.

- Use a voltmeter attached to Test Point 4 (TP4) adjust TM9 until 0VDC is measured. (Improper adjustment causes the truck to travel parallel to the guide wire similar to TM10 being out of adjustment.)

9.0.E STEER CORRECTION RESPONSE ADJUSTMENT POTENTIOMETRIC FEEDBACK) TM13 Adjusting TM13 counterclockwise causes the truck to make larger steering corrections in response to a given sensor error. This setting also affects the steering performance during guidance "SEEK" mode. Turning TM13 counterclockwise results in shorter faster guidance acquisition.

Turning TM13 clockwise causes the truck to make smaller steering corrections in response to a given sensor error. It also results in longer slower guidance acquisition. Turning TM13 clockwise may be used to soften the wire guidance when tracking a guide wire that is not very straight.

WARNING: Turning TM13 too far clockwise will result in the truck "wandering" on wire guidance and not track the wire correctly.

9.0.F GAIN LOOP ADJUSTMENT TM15 Optimum performance of wire guidance is achieved by coordinating the adjustment of trimmers TM13 and TM15 as needed.

Turning TM15 clockwise increases the sensitivity of automatic steering response to a sensor error in wire guided mode. This will cause the truck to track the guide wire more closely, but will also cause the steering to be more likely to oscillate (dither).

9.0.G LOAD END SENSOR ADJUSTMENT TM3, TM4 Travel in the DRIVE END direction on wire guidance for 10 meters (30 feet) and slow to a stop. Measure TP11 and adjust TM3 for 180 mVAC RMS. Measure TP12 and adjust TM4 for 180 mVAC RMS. Turning the trimmer pots clockwise decreases the signal.

NOTE: A multimeter that can accurately measure true RMS AC voltages up to 10 kHz is required. (Check your multimeter owner's manual.)

9.0.H LOAD END TRAVEL - MDU SENSOR WEIGHT ADJUSTMENT (WEIGHTED SETTING OF ANTENNAS WHEN TRAVELING LOAD WHEEL DIRECTION) TM14 When the truck is traveling in the load wheel direction the steering signal is produced by combining the signals of the LOAD END and DRIVE END sensors. Turning TM14 counterclockwise gives more weight to the sensor on the DRIVE END. This further limits the side to side movement of the truck at the DRIVE END when guiding and traveling LOAD END first. Set the LONG VEHICLE option to ON using the hand set (see 12.4.c). (On a short wheel base truck is possible to reduce the correction level while traveling in the LOAD END direction by using the hand set.)

If the truck guides parallel to, but not centered on, the guide wire when traveling in the load wheel direction: - Ensure you have already set TM3, TM4, and TM14 - Check that the LOAD END sensor is perfectly aligned with the DRIVE END sensor.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (9 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

If the problem persists, travel on the guide wire in the load wheel direction and stop the truck at a point where the misalignment is very evident. At this point check TP11, corresponding toTrimmer 3 (TM3) and TP12, corresponding to Trimmer 4 (TM4) . Adjust whichever point is higher, through trial and observation, until the lateral shift is zero when traveling in the load wheel direction on guidance.

9.0.I ACQUISITION ANGLE ADJUSTMENT TM5 Turning TM5 counterclockwise increases the steering correction during the DRIVE END first direction of wire acquisition. NOTE: Increased approach angles to the guide wire during SEEK mode require the truck to be aligned with the wire for a longer period of time to lock on to guidance.

9.0.L GUIDANCE ALARM TOLERANCE ADJUSTMENT TM8 This trimmer adjusts how far a guidance sensor may be off the guide wire without setting off an alarm.The trimmer adjustment is supported by the hand set as described below: - Move the truck in manual steering mode in the LOAD END direction of travel parallel to the guide wire so the center line of the truck is about 70 mm (2.75 in.) from the wire.

- Use the hand set to read the ANTENNA ERROR (see 12.2.c) value and adjust TM8 to obtain an error value of 4.5 VDC (or 0.5 VDC if the truck is on the opposite side of the wire.)

NOTE: If the truck is centered over the wire, then the ANTENNA ERROR will be 2.5 VDC. NOTE: The ANTENNA ERROR read using the hand set will correspond to the antenna on the end of the truck that was leading the last direction traveled/selected.

To modify the alarm tolerance four parameters are provided (see 12.1.e - 12.1.h) 1) FWD UPP ERR ANT = Adjusts the sideways alarm threshold relative to a lateral shift of the DRIVE END sensor that increases over 2.5 VDC the ANTENNA ERROR measurement. (UPPer is for higher than 2.5 VDC. We do not use right and left references in this section. They are too easily confused.)

FWD UPP ERR ANT level = 0 gets alarm for 3.5 VDC on ANTENNA ERROR point. This is a very sensitive alarm threshold.

FWD UPP ERR ANT level = 8 gets alarm for 4.5 VDC on ANTENNA ERROR point. This is a very insensitive alarm threshold.

FWD UPP ERR ANT level = 9 disables the alarm for this pickup coil side.

2) FWD LOW ERR ANT = Adjust the sideways alarm threshold relative to a lateral shift of the DRIVE END sensor for an ANTENNA ERROR measurement that is below 2.5 VDC. FWD LOW ERR ANT LEVEL = 0 gives an alarm for 1.5 VDC on ANTENNA ERROR point. This is a very sensitive alarm threshold.

FWD LOW ERR ANT LEVEL = 8 gives an alarm for 0.5 VDC on ANTENNA ERROR point. This is a very insensitive alarm threshold.

FWD LOW ERR ANT LEVEL = 9 disables the alarm for this pickup coil side.

3) REV UPP ERR ANT = Adjusts the sideways alarm threshold relative to a lateral shift of the LOAD END sensor for an ANTENNA ERROR measurement that is above 2.5 VDC. REV UPP ERR ANT level = 0 gets alarm for 3.5 VDC on ANTENNA ERROR point. This is a very

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (10 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

sensitive alarm threshold.

REV UPP ERR ANT level = 8 gets alarm for 4.5 VDC on ANTENNA ERROR point. This is a very insensitive alarm threshold.

REV UPP ERR ANT level = 9 disables the alarm for this pickup coil side.

4) REV LOW ERR ANT = Adjusts the sideways alarm threshold relative to a lateral shift of the LOAD END sensor for an ANTENNA ERROR measurement that is below 2.5 VDC. REV LOW ERR ANT level = 0 gets alarm for 1.5 VDC on ANTENNA ERROR point. This is a very sensitive alarm threshold.

REV LOW ERR ANT level = 8 gets alarm for 0.5 VDC on ANTENNA ERROR point. This is a very insensitive alarm threshold.

REV LOW ERR ANT level = 9 disables the alarm for this pickup coil side.

9.0.M MAXIMUM WIRE GUIDANCE STEERING ANGLE ADJUSTMENT (POT OUT OF RANGE ALARM) TM7 This trimmer is used to adjust the maximum steer angle correction which can occur during wire guided steering without setting off an alarm. Adjustment is supported by the hand set.

Adjustment Procedure: - Drive the truck in manual mode close to the guide wire. Rotate the steer handle until the drive unit has reached the maximum absolute angle allowed in wire guidance mode. Set SPECIAL POT ADJ to "ON" using the hand set. Immediately an alarm (ADJ. ZERO POT) occurs and the steering wheel position is frozen. Using the FEEDBACK POT measurement (12.4.b), read the AC/DC converted pot (see 12.4.g) value and adjust TM7 to obtain a feedback pot value of 4.5 VDC (or 0.5 VDC if the chosen direction of steering is below 2.5 VDC.). Note: FEEDBACK POT value is 2.5 VDC for steering straight ahead. with a correctly adjusted TM10. The value of FEEDBACK POT will increase for counterclockwise MDU steering and decrease for clockwise MDU steering. FEEDBACK POT measures MDU pot voltage in automatic (wire guidance) mode and manual mode. Since these measurements are very different, do not confuse the manual mode reading with the automatic mode reading. There is a special exception. When "SPECIAL POT ADJ" is set (see 12.4.g) to "ON", FEEDBACK POT measures the automatic mode reading even with the steering in manual mode. Since only one trimmer is provided for the two directions of drive unit steering, the hand set is used to separate them (see 12.1.l through 12.1.m).

1) UPPER ERROR POT = Adjust the POT OUT OF RANGE alarm threshold relative to steer angle rotations resulting in values over 2.5 VDC measured with FEEDBACK POT on the hand set.

UPPER ERROR POT = 0 results in an alarm level of 3.5 VDC on the FEEDBACK POT point. This is a very sensitive setting.

UPPER ERROR POT = 8 results in an alarm level of 4.5 VDC on the FEEDBACK POT point. This is a very insensitive setting.

UPPER ERROR POT = 9 disables the POT OUT OF RANGE alarm.

2) LOWER ERROR POT = Adjust the POT OUT OF RANGE alarm threshold relative to steer angle rotations resulting in values less than 2.5 VDC measured with FEEDBACK POT on the hand set.

LOWER ERROR POT = 0 results in an alarm level of 1.5 VDC on the FEEDBACK POT point. This is a very sensitive setting.

LOWER ERROR POT = 8 results in an alarm level of 0.5 VDC on the FEEDBACK POT point. This is a very insensitive setting.

LOWER ERROR POT = 9 disables the POT OUT OF RANGE alarm.

Finally, it is possible to make small corrections to the MDU pot zero position used for "POT OUT OF RANGE" alarm using the ZERO AUTO FB adjustment (see 12.5.e).

10.0 TIP ON SETTING UP If the "PRELIMINARY SET UP PROCEDURE" was performed correctly, the following information is not necessary. If problems were found, then the information below gives you some ideas to solve them.

- Position the truck over the guide wire using manual mode steering.

- With the truck positioned over the guide wire, turn on the wire guidance using the AUTOSEL switch on the operator console.

- Travel a few cm (inches) in the DRIVE END direction.

- The truck goes into automatic steering.

- If all goes well the MDU will set itself in a direction leading the truck to capture the guide wire. The MDU should be angled to intercept the guide wire as shown below:

If this does not occur, then there are two possible sources of the problem.

10.0.A. REVERSED MDU POT FEEDBACK: If the MDU swerves towards either of the two steering limits with the truck over the guide wire and the sensor moved to the side of the wire, then swap the wires going to NPOT (7) and PPOT (5) on the big Connector on the wire guidance board (see 7.0).

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (11 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

10.0.B. REVERSED SENSOR FEEDBACK: If the MDU corrects in a proportional manner, but away from the wire when the truck is parked over and not on the guide wire, then swap the wires going to FL (10) and FR (11) for the DRIVE END sensor and the connections RL (3) and RR (4) for the LOAD END sensor on the big connector on the wire guidance board (see 7.0).

11.0 ALARMS AND TROUBLE SHOOTING 11.1 DESCRIPTION OF FUSES The system has two fuses.

- A 32 amp fuse (F1) in series with the battery positive protecting the power portion of the steering and guidance boards.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (12 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm

- A 3 amp fuse (F2) in series with the key and placed on the ECM motherboard to protect the logic card.

If the key is switched on and the steering system shows no response, check the 3 amp logic fuse. If the fuse (F1) on the power portion of the unit is blown, an alarm "I=0 EVER" is produced.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (13 of 13)24.02.2012 11:14:05

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

11.2 DESCRIPTION OF ALARMS If the Fuse (F2) is intact, the system signals through a combination of lights (AUTOLED and MANLED) and an audible device (BUZZER) of any problems: Each alarm or failure is encoded on the BUZZER with a number of high frequency beeps, repeated in bursts, corresponding with the alarm numbers in the list below. Low frequency beeps are reserved for wire SEEK mode only. To discriminate between manual mode and automatic mode alarms, the lights (AUTOLED and MANLED) are frozen when an alarm occurs to give information on the mode of operation the truck was in when the error occurred. The same information is repeated in a more direct fashion on the hand set. Below is a list of the alarms with the numbers that correspond to the beep code.

11.2.A MANUAL MODE ALARMS ALARM 1 MICRO SLAVE KO Signal is repeated single beep burst of the BUZZER and lighted MANLED. Cause: Occurs when the supervisor microcontroller has found one of the following incorrect events. The number of each possible cause is displayed on the right hand side of the hand set.

1) Two series connected alarm switches are used for safety reasons. Each microcontroller controls one of them and diagnoses the other's switch. If the master microcontroller finds the supervisor controlled switch open during steady state operations, this alarm occurs. If the supervisor microcontroller finds one of the two switches disagrees with the commands, during initial phase, this alarm occur.

2) The supervisor microcontroller has missed receiving an update (every 16 msec) from the master microcontroller. The master microcontroller is reading commands (tach-generator, pots, limit switches, etc.) and informs the supervisor with a regular signal. If this interrupt is missed, the supervisor behaves as through the command inputs are not being processed and stop the truck opening its own alarm switch.

3) The supervisor microcontroller has missed the fixed time (48 msec) watchdog timer pulse on the power portion functionality test.

Every 48 msec the master microcontroller sends an update pulse to the supervisor microcontroller. If a pulse is missed it looks like the power portion diagnosis was not executed so the supervisor stops the truck.

4) The supervisor microcontroller has determined a command action that disagrees with generated by the master controller.

5) The supervisor microcontroller has determined a measured steer angle feedback pot evolution disagrees with the command pot voltage.

Remedy: Switch off the machine and power it up again. If the problem persists, replace the unit or contact the factory.

ALARM 2 I=0 EVER: Indicated by repeated two beep burst on the BUZZER and a lighted MANLED. Cause: Occurs if there is a power failure on the power portion of the steering controller and in any case where steer motor current cannot increase above zero and with the appropriate voltage (+ or -) when commanded.

Remedy: Check that fuse F1 (32 A) on the logic board is intact. Check that the steering motor and its wires have not been cut off. Check that the motor is mechanically loaded. With the motor running free it should require a running current greater than 6% of IMax. If the problem persists, replace the unit.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (1 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

ALARM 3 STEER SENSOR KO or FB POT LOCKED: Indicated by repeated three beep burst on the BUZZER and a lighted MANLED. Cause: STEER SENSOR KO occurs if DT (Tach-Generator) is interrupted or short circuited (if your SYSTEM CONFIG option is TachGenerator selection) or if one of the pins or wires leading to the MDU pot or the steer handle pot is disconnected. FB POT LOCKED occurs if the feedback value doesn't change its value even if commanded to change.

Remedy: If the problem is not due to wiring, replace the tach-generator, or suspicious potentiometer.

In regard to pot steering, the alarm occurs only if the voltage between the central point and the end of the pot greater than 4.9 V or is less than 0.1V. For the FB POT LOCKED alarm confirm the mechanical connection between the MDU pot and steer motor and the electrical functionality of the pot.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (2 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

ALARM 4 EEPROM KO: Indicated by repeated four beep burst on the BUZZER and a lighted MANLED. Cause: It is due to a hardware or software defect of the non-volatile on-board memory parameters.

Remedy: Switch off the machine and turn it back on again. If the problem persists, replace the unit.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (3 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

ALARM 5 HIGH TEMPERATURE: Indicated by repeated 5 beep burst on the BUZZER and a lighted MANLED. Cause: Occurs if temperature of the power base exceeds 78°C (172°F).

Remedy: Let the unit cool down. If the alarm occurs repeatadly, it is necessary to improve the unit heat dissipation capability.

ALARM 6 STBY I HIGH: Indicated by repeated 6 beep burst on the BUZZER and a lighted MANLED. Cause: Occurs if truck is at rest when there should be no steering current for a disabled power unit state and the sensor shows an unforeseen output voltage level.

Remedy: Try to adjust the sensor offset with TM2 on the mother board. If alarm persists, replace the unit.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (4 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

ALARM 7 RELE'KO: Indicated by repeated 7 beep burst on the BUZZER and a lighted MANLED. Cause: Two alarm switches are connected in series and allow the traction to move. The first switch is closed by the master microcontroller. The second switch is closed by the supervisor microcontroller. Both microcontrollers execute diagnostic tests on their own and on the other opened or closed state switches. If the master microcontroller finds its own switch closed before it commands it closed or finds its own switch open before it commands it opened, then this alarm occurs.

If this error occurs immediately after switching on the key, then the contact may be shorted (welded) without a driving signal. If the error occurs later, then the contact may be in a locked open position with a driving signal present.

Remedy: Confirm the previous theory about shorted or open contacts. If no faults can be identified, read the explanation below of the open switch diagnostic test to help you understand the alarm causes.

As the picture on the following page shows, there are three diagnostic points; low voltage, mid point, and high voltage end that are read by software. When the switches are open, the three diagnostic points have different potential values. If the outside interface connected on Pin 3 of connector D or Pin 1 of connector E on the ECM gets one end equal to the midpoint, it looks like the switch is closed before it is commanded and an unwanted alarm occurs.

11.2.B WIRE GUIDANCE MODE ALARMS To escape the steering from any of the following alarms it is necessary to switch off the key.

ALARM 1 MICRO SLAVE KO: Indicated by a repeated single beep burst of the BUZZER and both AUTOLED and MANLED are lit.

Cause and Remedy: See 11.2.1 ALARM 1 in manual mode.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (5 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

ALARM 2 LATERAL OUT: Indicated by repeated two beep burst of the BUZZER and both AUTOLED and MANLED are lit.

Cause: It occurs in case the threshold for lateral shift during wire guided mode of operation (see 12.1.e through 12.1.h) is set at a higher value. The guidance sensor is too far from the wire side during guided operation.

Remedy: Confirm that during motion the sensor error signal does not exceed the threshold.

WARNING: A disconnected antenna coil wire or a swiftly changing magnetic field deformation around the guide wire (crooked wire, reinforcing rod, AC motor wires in the floor) can cause an alarm condition.

ALARM 3 PATH: Indicated by repeated 3 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause: Occurs if the sensor signal used for guidance in the traveling direction goes below the required threshold. The alarm occurs at the same time when the guidepath presents LED DL1 for DRIVE END sensor and DL2 for LOAD END sensor are off.

Remedy: This alarm may occur if the guide wire on the floor is cut, if the signal picked up by the sensor is too low, or if the sensor(s) is/ are not adjusted correctly.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (6 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

ALARM 4 EEPROM KO: Indicated by repeated 4 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause and Remedy: See 11.2.1 ALARM 4 in manual mode.

ALARM 5 HIGH TEMPERATURE: Indicated by repeated 5 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause and Remedy: See 11.2.1 ALARM 5 in manual mode.

ALARM 6 LOOP: Indicated by repeated 6 beep bursts on the BUZZER and both AUTOLED and MANLED are lit.

Cause: Occurs when in wire guided mode the MDU pot error will not neutralize the sensor error (regardless of travel direction). It is as if the closed loop control on steer angle feedback pot has opened.

Remedy: Try to reduce the truck oscillation on the guide wire by adjusting TM15 (clockwise increases steering speed response) and TM13 (counterclockwise causes the truck to make larger steering corrections) on the wire guidance card.

This alarm can also be caused by an open in the MDU pot, damage to the MDU pot, loose mechanical connection of the MDU pot, broken steer chain, broken steering gear box, broken steer motor, or noise induced by a guidance sensor.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (7 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

ALARM 7 RELE' KO: Indicated by repeated 7 beep bursts on the BUZZER and both AUTOLED and MANLED are lit.

Cause and Remedy: See 11.2.1 ALARM 7 in manual mode.

ALARM 8 STEER HAZARD: Indicated by repeated 8 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause: Occurs if a limit switch opens during an automatic controlled wire guided steering AUTOMATIC mode or SEEK mode.

Remedy: To get out of the alarm, select the MANUAL mode steering using the AUTOSEL switch on the operator console.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (8 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

ALARM 9 POT OUT OF RANGE: Indicated by repeated 9 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause: During guidance AUTOMATIC mode the drive unit has too large a steer angle. The maximum allowable steer angle is adjustable using the hand set and TM7 (see 9.0.m).

Remedy: If the alarm occurred during normal guidance mode operations without an excessive steer angle and it is practical to increase the steer angle limit, then you may use the hand set and TM7 as described in 12.1.f through 12.1.l and 9.0.m sections.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (9 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

ALARM 10 FORW + BACK: Cause: Dual direction input from traction controller.

Remedy: Replace traction controller

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (10 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2c.htm (11 of 11)24.02.2012 11:14:53

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm

12.0 HAND SET DESCRIPTION This section describes the hand set functions. Numbers inside the triangles correspond to the same number on the hand set keyboard buttons shown in the figure below. The orientation of the triangle indicates the shift direction of the button effect.

12.0.A. TACH-GENERATOR STEERING OPTION - HAND SET FUNCTION MAP

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm (1 of 8)24.02.2012 11:15:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm

12.0.B POT STEERING OPTION - HAND SET FUNCTION MAP

12.1 MAIN MENU "PARAMETERS" LIST The manual steering mode parameters are partially different between Tach-Generator and Pot Steering as described in http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm (2 of 8)24.02.2012 11:15:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm

paragraphs 12.0.a. and 12.0.b.

Each parameter is described below, there is no separation between Tach-Generator and Pot steering options. To locate each parameter inside its host menu, see the Function Maps in paragraphs 12.0.a. and 12.0.b. In every case a specific attribute is given to each parameter.

After modifying a parameter, memorize it with the hand set by pushing the "4" (OUT) button and a "3" (IN) button. Double pushing the OUT button gets out without saving the modifications.

Here is a description of the parameter adjustments and their function.

12.1.A SPEED LIMIT: used with tach-generator steering only, it regulates the maximum turning speed of the mdu.

- Level 0 is for slow turning - Level 9 is for fast turning Intermediate levels are for proportionally increasing speed settings. Maximum MDU speed has to be regulated after SET BATTERY TYPE is done (see 12.5.f). The higher the battery type is set to, the higher the MDU turning speed for a given value of the SPEED LIMIT parameter.

12.1.B SENSITIVITY: Used with Tach-Generator steering only, it provides a non-linear relationship between steering handle input (command) and MDU steering speed at small command input changes. This parameter produces increasing steering sensitivity with small changes in steering input.

- Level 0 is for steering response that is less sensitive to small steer handle movements - Level 9 is for steering response that is very sensitive to small steer handle movements Intermediate levels are for proportionally increasing speed settings. This parameter does not influence the maximum MDU steering rate.

12.1.C KP: Used with Pot Steering and Automatic Centering Option only. It modifies the static precision of the position control loop. To obtain precise return to center MDU pot voltage, increase the KP value. If dither or overshoot becomes evident, try to lower the KP value.

- Level 0 is for less responsive and precise steering.

- Level 9 is for very responsive and precise steering (but "busy").

Intermediate levels are for proportionally increasing speed settings.

12.1.D KD: Used with Pot Steering and Automatic Centering Option only. It modifies the dynamic behavior of the position control loop. To reduce MDU pot overshoot or oscillations, adjust this parameter.

- Level 9 is for a complete proportional controlling algorithm.

- Level 0 is for a maximum leading contribution controlling algorithm. This causes the MDU to slow down as it approaches near a steady state position. This is maximum overshoot (dither) reduction.

12.1.E FWD UPP ERR ANT: Used with Wire Guided Steering only. It modifies the threshold for a lateral shift that causes a "LATERAL OUT" alarm. This parameter adjusts the threshold limit corresponding to the DRIVE END sensor's lateral shift from the wire. This is relative to the coil that increases the ANTENNA ERROR test value over 2.5 volts. 2.5 VDC ANTENNA ERROR value is for a perfectly centered sensor.

- Level 0 is for a lateral out alarm threshold of 3.5 VDC (consistent with ANTENNA ERROR value.)

- Level 8 is for a lateral out alarm threshold of 4.5 VDC (consistent with ANTENNA ERROR value.)

- Level 9 disables this alarm in the specified direction.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm (3 of 8)24.02.2012 11:15:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm

12.1.F FWD LOW ERR ANT: Used with Wire Guided Steering only. It modifies the threshold for a lateral shift that causes a "LATERAL OUT" alarm. This parameter adjusts the threshold limit corresponding to the DRIVE END sensor's lateral shift from the wire. This is relative to the coil that increases the ANTENNA ERROR test value over 2.5 volts. 2.5 VDC ANTENNA ERROR value is for a perfectly centered sensor.

- Level 0 is for a lateral out alarm threshold of 1.5 VDC (consistent with ANTENNA ERROR value.)

- Level 8 is for a lateral out alarm threshold of 0.5 VDC (consistent with ANTENNA ERROR value.)

- Level 9 disables this alarm in the specified direction.

12.1.G REV UPP ERR ANT: Used with Wire Guided Steering only. It modifies the threshold for a lateral shift that causes a "LATERAL OUT" alarm. This parameter adjusts the threshold limit corresponding to the LOAD END sensor's lateral shift from the wire. This is relative to the coil that increases the ANTENNA ERROR test value over 2.5 volts. 2.5 VDC ANTENNA ERROR value is for a perfectly centered sensor.

- Level 0 is for a lateral out alarm threshold of 3.5 VDC (consistent with ANTENNA ERROR value.)

- Level 8 is for a lateral out alarm threshold of 4.5 VDC (consistent with ANTENNA ERROR value.)

- Level 9 disables this alarm in the specified direction.

12.1.H REV LOW ERR ANT: Used with Wire Guided Steering only. It modifies the threshold for a lateral shift that, when exceeded, provides a "LATERAL OUT" alarm. This parameter adjusts the threshold limit corresponding to the LOAD END sensor's lateral shift from the wire. This is relative to the coil that in creases the ANTENNA ERROR test value over 2.5 volts. 2.5 VDC ANTENNA ERROR value is for a perfectly centered sensor.

- Level 0 is for a lateral out alarm threshold of 1.5 VDC (consistent with ANTENNA ERROR value.)

- Level 8 is for a lateral out alarm threshold of 0.5 VDC (consistent with ANTENNA ERROR value.)

- Level 9 disables this alarm in the specified direction.

12.1.I UPP ERROR POT: Used with Wire Guided Steering only. It modifies the threshold for the maximum allowable MDU steer angle, in guided mode, that causes a POT OUT OF RANGE alarm. This parameter adjusts the steer angle limit that corresponds to an increasing steer angle voltage over 2.5 VDC, found on the FEEDBACK POT test value (2.5 VDC is a perfectly centered MDU).

- Level 0 is for a POT OUT OF RANGE threshold of 3.5 VDC (consistent with FEEDBACK POT value.)

- Level 8 is for a POT OUT OF RANGE threshold of 4.5 VDC (consistent with FEEDBACK POT value.)

- Level 9 disables this alarm in the specified direction.

12.1.L LOW ERROR POT: Used with Wire Guided Steering only. It modifies the threshold for the maximum allowable MDU steer angle in the guided mode that causes POT OUT OF RANGE alarm. This parameter adjusts the steer angle limit that corresponds to a decreasing steer angle voltage below 2.5 VDC found on the FEEDBACK POT test value (2.5 VDC is a perfectly centered MDU).

- Level 0 is for a POT OUT OF RANGE threshold of 1.5 VDC (consistent with FEEDBACK POT value.)

- Level 8 is for a POT OUT OF RANGE threshold of 0.5 VDC (consistent with FEEDBACK POT value.)

- Level 9 disables this alarm in the specified direction.

12.1.M 1ST ANGLE COARSE: Used with Pot Steering only. It modifies in large steps the MDU maximum steer angle in the direction of increasing MDU pot voltage above 2.5 VDC. If the "PRELIMINARY SET UP PROCEDURE" was performed correctly, this direction of MDU movement corresponds to a clockwise steering handle movement. This parameter is used to regulate the 90 degree MDU steer angle, in the specified direction, corresponding to 90 degrees of steer handle movement.

- Level 0 is for the smallest maximum MDU steer angle - Level 9 is for the largest maximum MDU steer angle Intermediate levels are for proportionately increasing angle.

12.1.N 1ST ANGLE FINE: Used with Pot Steering only. It modifies in small steps the MDU maximum steer angle in the direction of increasing MDU pot voltage above 2.5 VDC. If the "PRELIMINARY SET UP PROCEDURE" was performed correctly this direction of MDU movement corresponds to a clockwise steering handle movement. This parameter is used to regulate the 90 degree MDU steer angle, in the specified direction, corresponding to 90 degrees of steer handle movement.

- Level 0 is for the smallest maximum MDU steer angle - Level 9 is for the largest maximum MDU steer angle Intermediate levels are for proportionately increasing angle.

12.1.O 2ND ANGLE COARSE: Used with Pot Steering only. Itt modifies in large steps the MDU maximum steer angle in the direction of decreasing MDU pot voltage below 2.5 VDC. If the "PRELIMINARY SET UP PROCEDURE" was performed correctly this direction of MDU movement corresponds to a counterclockwise steering handle movement. This parameter is used to regulate the 90 degree MDU steer angle, in the specified direction, corresponding to 90 degrees of steer handle movement.

- Level 0 is for the smallest maximum MDU steer angle - Level 9 is for the largest maximum MDU steer angle Intermediate levels are for proportionately increasing angle.

12.1.P 2ND ANGLE FINE: Used with Pot Steering only. It modifies in small steps the MDU maximum steer angle in the direction of decreasing MDU pot voltage below 2.5 VDC. If the "PRELIMINARY SET UP PROCEDURE" was executed correctly this direction of MDU movement corresponds to a counterclockwise steering handle movement. This parameter is used to regulate

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm (4 of 8)24.02.2012 11:15:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm

the 90 degree MDU steer angle, in the specified direction, corresponding to 90 degrees of steer handle movement.

- Level 0 is for the smallest maximum MDU steer angle - Level 9 is for the largest maximum MDU steer angle Intermediate levels are for proportionately increasing angle.

12.1.Q ACCELERATION: Used with Pot Steering only. It controls how long it takes to complete a 180 degree steer angle sweep - Level 0 is for about 9 seconds for 180 degrees of steering - Level 9 is for about 3 seconds for 180 degrees of steering - Intermediate levels are for proportional time changes 12.1.R DESENSITIZE: Used with Pot Steering only. It slows the MDU steering motion as the MDU pot voltage begins to equal the command pot voltage. Its action can be observed with the steering handle turned ± 30 degrees from the center position.

This parameter proportionately reduces the MDU steering speed.

- Level 0 is for no slowing of MDU steering near center steer handle position - Level 9 is for slowing the MDU steering 10 times more than what is imposed with the ACCELERATION parameter.

- Intermediate levels are for proportional changes in response 12.2 MAIN MENU: TESTER FUNCTIONS The TESTER function list is common for both tach-generator and pot steering options. Each TESTER function provides information for the specified parameter. To locate each parameter inside its host menu, see the function maps in paragraph 12.0.a and 12.0.b Descriptions of each TESTER function are given below.

12.2.A SET POINT POT: Used with Pot Steering only. It provides the steering handle command voltage in real time.

12.2.B FEEDBACK POT: Used with Pot Steering and Wire Guidance only. It provides the MDU Pot voltage in real time. When the system is in manual mode, then the hand set measured value is equal to the voltage present on the central terminal of the (FB) MDU pot with respect to the GND point.

When the system is in wire guidance mode, the (FB) MDU pot is supplied with AC voltage, so the hand set displays an AC/DC converted value. 2.5 VDC equals steer angle straight ahead. Higher or lower values are for a turned MDU. Exception: When the SPECIAL POT ADJ is set ON, regardless of steering mode, the FEEDBACK POT value is always measured as though the truck is in the wire guided mode of steering.

12.2.C ANTENNA ERROR: Used with Wire Guidance only. It provides the sensor error in real time. The sensor error is the voltage difference between the right and left coil on the sensor that leads the last travel direction selected. If the truck was last traveling DRIVE END first, then the DRIVE END sensor error is the one measured. If the truck was last traveling LOAD END first, then the LOAD END sensor error is the one measured. Since the sensors provide an AC voltage to the hand set, it converts these values to a DC value. 2.5 VDC corresponds to a sensor that is centered over the guide wire. The value is higher or lower if the sensor is shifted to the side of the guide wire. This measurement is also available in the manual mode, if the truck is near a guide wire.

12.2.D DT: Used with Tach Generator Steering only. It provides the value of the tach-generator input from the steer handle in real time. The value is scaled for the CPU A/D converter (range = ± 5 VDC). The value measured directly on the tach-generator output is sometimes higher than that measured on the hand set.

12.2.E MM ALARM SWITCH: Used on all steering options. It provides the real time state (Close = ON, Open = Off) of the Main Microcontroller controlled alarm switch. This is one of the two switches connected in series to this alarm. The first one is controlled by the Main Microcontroller and the second is controlled by the Supervisor Microcontroller.

12.2.F SM ALARM SWITCH: Used on all steering options. It provides the real time state (Close = ON, Open = Off) of the Supervisor Microcontroller controlled alarm switch. This is one of the two switches connected in series to this alarm. The first one is controlled by the Main Microcontroller and the second is controlled by the Supervisor Microcontroller.

12.2.G ENDSTROKE ACW (Counterclockwise Steering Limit Sw.State): Used on all steering options. It provides the real time state (Active (open) = ON, Not Active (Closed) = Off) of the limit switch used to prevent the MDU from reaching the mechanical stop.

12.2.H ENDSTROKE CW (Clockwise Steering Limit Sw.State): used on all steering options. It provides the real time state (Active (open) = ON, Not Active (Closed) = Off) of the limit switch used to prevent the MDU from reaching the mechanical stop.

12.2.I TEMPERATURE: Used on all steering options. It provides the real time ECM control unit temperature in Celsius degrees.

An alarm occurs when the temperature is above 78 degrees Celsius (172° F).

12.3 MAIN MENU’: "ALARMS" FUNCTIONS Inside the "ALARMS" menu of the hand set, the last five alarm events are memorized with the number of repetitions and the hour of the last occurrence for each kind of alarm.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm (5 of 8)24.02.2012 11:15:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm

12.4 CONFIG MENU’: "SET OPTIONS" FUNCTION LIST The SET OPTIONS function list is used for all steering options. These options modify the system configuration. To locate the function inside its host menu, see the function maps in paragraph 12.0.a. and 12.0.b. A description of each option follows on the following page.

Fig. 37 12.4.A. HOUR COUNTER: there are two possible value options for what will appear in the root menu hand set display.

- RUNNING = Run time when the steering is enabled - Use this setting.

- KEYON = Time counted continuously when the ECM is powered.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm (6 of 8)24.02.2012 11:15:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm

12.4.B. INP ACTIVE LOW: There are two possible options for this value regarding travel direction request.

- ON = External travel requests are active LOW. - OFF = External travel requests are active HIGH. Use this setting.

12.4.C. LONG VEHICLE: There are two possible options for wire guidance. This is used to reduce the combined wire guidance sensor error when traveling in the LOAD END direction (for a short truck).

- ON = Normally weighted combined sensors error. Use this setting.

- OFF = Reduced weighted combined sensors error (for a short truck).

12.4.D. STB I=0 EVER: There are two options for manual mode steering. If set on the power stage functionality. If the motor current goes down near zero when commanded a corresponding alarm occurs. Is continually monitored (also in the rest position) - ON = Continuous diagnosis (with tiresome audible noise, but an alarm condition could be discovered in advance of the steering motion) - OFF = Diagnosis inhibited at steering rest position. Use this setting.

12.4.E. MICRO CHECK: this feature is to support the debugging activity option. It is used to inhibit the Supervisor microprocessor operation and allow the system to run with just the Main processor support. This operating mode does not allow the supervisor controlled alarm switch to close. Therefore, traction is disabled.

- NONE = Inhibit supervisor functions - PRESENT = Enable diagnostic interaction between Main and Supervisor microprocessors. (This is only allowed in the running mode.) Use this setting. (NOTE: Remember to check this is set to "PRESENT" before you forget it. Otherwise, traction is disabled).

12.4.F. DIRECTION GAUGE: There are two options for trucks equipped with a MDU steer angle direction gauge. This setting permits the indicated turning direction displayed on the gauge to be reversed.

- OPTION #1 = Output on Pin 14 of connector E on the ECM connector varies from 4 VDC for STEER MAX condition to 0 VDC for STEER MIN condition.

- OPTION #2 = Output on Pin 14 of connector E on the ECM connector varies from 0 VDC for STEER MAX condition to 4 VDC for STEER MIN condition.

12.4.G. SPECIAL POT ADJ: This special option provides additional assistance in the adjustment of the MDU pot. When set to ON, an ADJ. ZERO POT alarm occurs immediately. Ignore it. The important thing to remember is that the FEEDBACK POT hand set reading is for the AC/DC converted value from the steer angle feedback pot that is used in wire guidance. The SPECIAL POT ADJ feature of the hand set is useful in adjusting trimmers TM10 and TM7 on the wire guidance card.

TM10 Travel 10 meters (30 feet) in DRIVE END direction on wire guidance. If TM10 is not correctly adjusted the truck will travel parallel to the guide wire some distance. If this is the case, use the hand set on SPECIAL POT ADJ setting. Immediately an alarm (ADJ. ZERO POT) occurs and the steering wheel position is frozen. You may regulate TM10 to give the minimum voltage possible on Test Point 6 (TP6) corresponding to a straight drive wheel position.

TM7 Drive the truck in the manual mode close to the guide wire. Rotate the steer handle until the drive unit has reached the maximum absolute angle allowed in wire guidance mode. Set SPECIAL POT ADJ to "ON" using the hand set. Immediately an alarm (ADJ. ZERO POT) occurs and the steering wheel position is frozen. Using the hand set, read the FEEDBACK POT value and adjust TM7 to obtain a feedback pot value of 4.5 VDC (or 0.5 VDC if the chosen direction of steering is below 2.5 VDC.) NOTE: FEEDBACK POT value is 2.5 VDC for steering straight ahead. with a correctly adjusted TM10. The value of the FEEDBACK POT will increase for clockwise drive unit steering and decrease for counterclockwise drive unit steering. FEEDBACK POT measures MDU pot voltage in automatic (wire guidance) mode and manual mode. Since these measurements are very different, do not confuse the manual mode reading with the automatic mode reading. There is a special exception. When "SPECIAL POT ADJ" is set to "ON", FEEDBACK POT measures the automatic mode reading even with the steering in manual mode. Since only one trimmer is provided for the two directions of drive unit steering, the hand set is used to separate them (see 12.1.i through 12.1.l).

12.4.H. SYSTEM CONFIG: use with all steering options. There are four possible settings: - OPTION #1 = Tach-generator steering plus wire guidance - OPTION #2 = Tach-generator steering plus automatic centering - OPTION #3 = Pot steering plus wire guidance - OPTION #4 = Pot steering plus automatic centering (Use this option for trucks with pot steering and no wire guidance).

12.4.I. ANTENNA REF SEL: use with wire guidance option. It selects which antenna signal must be used to supply the feedback pot. (It was decided to requireboth the drive unit and load wheel sensors to be close to the guide wire to change to guided steering mode when traveling load wheels first. This option is not required any longer.)

- OPTION #1 = The pot is supplied with the antenna signal corresponding to the direction of travel actually selected.

- OPTION #2 = The pot is supplied with the FWD (drive unit) antenna signal.

- OPTION #3 - The pot is supplied with the REV (load wheel) antenna signal.

12.4.L. AUTO INP ACTIVE: use with all steering options. It sets the active logic level (or edge) for the automatic mode request (AUTOSEL). It is common for both wire guidance or automatic steering centering requests.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm (7 of 8)24.02.2012 11:15:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm

- OPTION #1 = External automatic request is active LOW ("LOW" means lower than +4 VDC).

- OPTION #2 = External automatic request is active HIGH ("HIGH" means higher than +5 VDC).

- OPTION #3 = The external automatic request is active for falling edge of odd numbering (i.e., the first falling edge is for automatic, the second is return to manual, the third is for automatic, etc.)

- OPTION #4 = The external automatic request is active for rising edge of odd numbering (i.e., the first falling edge is for automatic, the second is return to manual, the third is for automatic, etc.).

12.5 CONFIG MENU: "ADJUSTMENTS" FUNCTION LIST The ADJUSTMENTS function list is a little bit different between tacho-generator and pot steering options. Tacho-generator has BATTERY TYPE and pot has ZERO SP. POT. Settings are for parameter values unique to specific applications. Locate each function inside its host menu to see the functions map (paragraph 12.0.a. and 12.0.b). A description of each function is given below.

12.5.A. SET STEER 0-POS: Used only for Pot Steering option. It is used to set the MDU pot wiper voltage corresponding to the center position of steering for the manual steering mode. The steering handle must be released when adjusting this parameter.

Adjust this setting by Entering SET STEER 0-POS and pressing Enter (3) again. The default value is 2500.0 mV. You may roll the value up and down using the (5) and (6) keys in 5 mV increments. For VNA trucks a higher value turns the MDU in the counterclockwise direction.

12.5.B. SET STEER MIN: Used with all steering options. It is used to adjust the scaling of the clockwise 90 degree rotation of the MDU for use with the LED steer angle indicator gauge.

Adjust this setting with steering in MANUAL mode after completing 2ND SPEED FINE and 2ND SPEED COARSE adjustments.

Turn the MDU completely clockwise and with the SET STEER MIN in the hand set display, push the ENTER (3) button. The display changes to the present feedback pot value. Push the ENTER (3) button again to memorize this new reading.

12.5.C. SET STEER MAX: Used with all steering options. It is used to adjust the scaling of the counterclockwise 90 degree rotation of the MDU for use with the LED steer angle indicator gauge.

Adjust this setting with steering in MANUAL mode after completing 1ST ANGLE FINE and 1ST ANGLE COARSE adjustments.

Turn the MDU completely counterclockwise and with the SET STEER MAX in the hand set display, push the ENTER (3) button.

The display changes to the present MDU pot value. Push the ENTER (3) button again to memorize this new reading.

NOTE: If not set, MDU steering speed is reduced.

12.5.D. ZERO SP. POT: Used only for Pot Steering option. It is used to capture the zero setting of the steer handle pot for manual mode steering. Adjust this setting by releasing the steer handle on a pot steered truck. With ZERO SP. POT in the display, press ENTER (3) button on the hand set. The display changes to the present steer handle pot voltage. Press ENTER (3) button again to memorize this new reading.

12.5.E. ZERO AUTO FB: this setting is used for wire guided operations. It is used to modify the 2.5 V default value used to calculate POT OUT OF RANGE limits. The alarm situation occurs if: 1) the FEEDBACK POT (MDU Pot) in wire guidance mode is over ZERO AUTO FB plus the set limit. The set limit is 1 VDC if UPPER ERROR POT parameter is set to 0 and the set limit is 2 VDC if the UPPER ERROR POT parameter is set to 8.

2) the FEEDBACK POT (MDU Pot) in wire guidance mode is less than ZERO AUTO FB minus the set limit. The set limit is 1 VDC if UPPER ERROR POT parameter is set to 0 and the set limit is 2 VDC if the UPPER ERROR POT parameter is set to 8.

Only a small modification of the 2.5 VDC default value is permitted (2.5 ± 0.4 VDC). To adjust this setting, be sure that the truck is in wire guidance mode and the drive unit is straight ahead. With ZERO AUTO FB on the display of the hand set, push ENTER (3) button. The display changes to the current AC/DC converted MDU pot voltage. Push ENTER (3) button again to memorize this new reading. This memorized value is only used to modify the POT OUT OF RANGE limits.

12.5.F. SET BATTERY TYPE: it is used by software to scale the tach-generator signal with the battery voltage. The higher the battery voltage the higher the software controlled voltage to the steer motor must be for the same tach-generator rotation speed. There are nine values; 12, 24, 36, 40, 48, 60, 72, 80, and 96 available. The desired value is selected by rolling up or down (pressing the 5 or 6 button) until the desired value is displayed. Then push the OUT (4) button and then ENTER (3) button to save the selected value.

NOTE: If not set to correct voltage, steering performance is affected.

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm (8 of 8)24.02.2012 11:15:24

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm

13.0 HARDWARE FAILURE DETECTION 13.0.A HARDWARE FAILURE DETECTION IN MANUAL STEERING Six malfunctioning conditions are tested on electric manual steering: a) Failure on reclosing the internal current loop. (ALARM #2 - I=0 Ever) b) Failures of the steering DT ( manual steering handle tach generator - ALARM #3 - Steer Sensor KO or FB Pot Locked) c) Failures on the pot wiring (pot controlled manual steering - ALARM #3 - Steer Sensor KO or FB Pot Locked) d) Failure to shut off steering current when the truck is at rest ( ALARM #6 - STBY I High) e) Failure on a locked feedback pot voltage (pot controlled manual steering only - ALARM #3 - Steer Sensor KO or FB Pot Locked) f) Failure of cross diagnosis between master and supervisor microcontrollers. (ALARM #1 - Micro Slave KO) Here is a detailed look at them:

Reclose internal current loop verifies in real time the current set point (I*) and the real current of the motor (I) have the same sign. Since this internal current loop includes the power section and the motor itself, a defect in either of these will cause this alarm.

WARNING: This alarm is activated if the steer motor requires less than 6% of IMax when it is running. There may be no problem with the steer motor, power section, or any connections. This false alarm may be prevented by setting IMax low enough that a running steer motor will always require more than 6% of the allowed current.

Approximately: b) Failures in the steer handle tach generator due to short circuits and broken or disconnected wires are detected by monitoring the presence of the expected resistance on the control lines. c) Failures in the pot wiring are detected by monitoring for a voltage higher than 4.9 VDC indicating a short circuit or lower than 0.1 VDC indicating a broken or disconnected wire. Each pot is polarized with a pair of resistors that restrict its wiper voltage between these two limits in normal operation when correctly connected. (See fig. 30) d) The microcontrollers continuously monitor the steer motor output current when the steering is at rest. If steer motor output current is greater than zero an alarm condition occurs. e) If the MDU pot voltage does not change for more than 0.5 seconds after there has been a change in the steer handle pot, then an FB POT LOCKED alarm occurs. f) The Master and Superviosor microcontrollers independently read the command input from the steer handle tach-generator or pot. Then each microcontroller calculates a consequent controlling action. While the Master micro creates the control signals, the Supervisor micro creates matching comparison values. Each microcontroller receives both its own and the other microcontroller's values. If these values are mismatched each microcontroller may open its own alarm switch All six of these alarm conditions cause a relay to open that disables traction.

13.0.B. HARDWARE FAILURE DETECTION IN AUTOMATIC STEERING Four malfunctioning conditions are tested in AUTOMATIC (guided) mode steering: a) Failure due to a persistent wire guidance error detected by the difference between leading antenna signal and feedback pot voltage (ALARM #6 - LOOP alarm). b) Large leading antenna lateral shift ( ALARM #2 - LATERAL OUT alarm). c) Large drive unit steer angle in AUTOMATIC (guided) mode (ALARM #9 - POT OUT OF RANGE alarm).

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm (1 of 5)24.02.2012 11:15:52

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm

d) Small (or no) induced signal on the leading guidance sensor (ALARM #3 - PATH alarm).

Each condition is described below. a) In AUTOMATIC (guided) mode, the operating logic works to neutralize the error from the guidance sensor with a change in MDU pot value (steering angle). The normal result is that the system moves so quickly the automatic steering error remains close to zero.

If the system fails to accomplish this condition due to a malfunction the LOOP alarm is activated. b) If, during AUTOMATIC (guided) mode, the leading guidance sensor is to the side of the guide wire further than set with TM8 (wire guidance card trimmer pot) and with the hand set, then the LATERAL OUT alarm occurs immediately. c) If, during AUTOMATIC (guided) mode, the drive unit steer angle (MDU pot voltage) is greater than set with TM7 (wire guidance card trimmer pot) and the hand set, then POT OUT OF RANGE alarm occurs immediately. d) If the leading guidance sensor signal goes to zero volts or near zero volts, then the PATH alarm occurs immediately.

Any of these alarm conditions causes a relay to open, which disables traction.

14.0 PERIODIC MAINTENANCE Every 3 months perform the following checks: - Check power steering contactor tips for wear. Replace when contacts are worn.

- Check mechanical movement of the power steering contactor. It must be free and not jamb.

- Check power wiring going to the battery and steering motor. The terminals must be tight and firmly connected. The insulation must be in good repair.

- Check control wiring going to and from the steering and guidance control box. The insulation must be in good repair and connections must be tight.

- Check pot set screws and fastening hardware to ensure they are tight.

- Check steering chain tension. Tighten if necessary.

- Check steering motor and gear box mounting bolts. Ensure they are tight.

- Check wheel and drive unit bolts. Ensure they are tight.

- Check the steering and wire guidance operation. Adjust mechanical and electrical settings as necessary.

15.0 WIRE GUIDANCE DIAGNOSTICS SHEET A

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm (2 of 5)24.02.2012 11:15:52

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm

WIRE GUIDANCE DIAGNOSTICS SHEET B

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm (3 of 5)24.02.2012 11:15:52

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm

WIRE GUIDANCE DIAGNOSTICS SHEET C

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm (4 of 5)24.02.2012 11:15:52

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm

http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2e.htm (5 of 5)24.02.2012 11:15:52