PDF DOWNLOAD: Yale C826 (OS-SS030BD) Forklift Service Manual

Sheet 1: Operating Instructions OPERATING INSTRUCTIONS MODEL DESCRIPTION The Yale OS03OBD and SS030BD electric lift trucks have a 3,000 lb. lifting capacity and are specially designed for order picking. The power source is a 24 or 36 volt battery. The operator's platform is elevated with the load. This allows accurate fork positioning and order picking operations. The lift truck can be operated from the standing position with the operator facing either direction.

NOTE: Throughout this manual the terms left, right, front and rear relate to the viewpoint of an operator standing in the truck facing the steer/drive tire.

The control handle allows the use of one hand to control forward and reverse travel as well as lift and lower. The variable lift/lower control allows the operator the option of varying the lift and lower speeds. The drive motor is stationary to prevent flexing and wear of the power cables. An electrically released, spring applied brake is also provided. Yale Hi-Vis Triplex masts provide excellent visibility for these models.

Before attempting to operate this lift truck, carefully read and understand these operating procedures. Make sure the lift truck is in proper operating condition. Be sure all safety devices such as the overhead guard and the tether line and belt are in place and properly secured. The operator should always wear the tether line and belt when operating this unit.

No additions, omissions, changes or modifications should be made that wil I affect compliance to the stated requirements or in any way minimize the effectiveness of the safety devices.

OPERATING CONTROLS The numbers and letters in the following descriptions are to be used for component identification. See Figure 1-2 through Figure 1-8.

1. The Instrument Panel includes a Battery Indicator/Hourmeter, a Steering Indicator Gauge, a Battery Power Disconnect, a Slack Chain Warning Light and the Key Switch. On lift trucks that have optional Wire Guidance a rocker switch and a red light will also be on the instrument panel. The instrument panel is located between the steering wheel and the traction controller. a. The Battery Indicator/Hourmeter illuminates a light emitting diode (LED) bar to display the battery state of charge.

Two red, three yellow and five green colored LEDs are arranged from left to right for a total of 10 bars. The far right LED indicates a charged battery. The far left LED indicates a discharged battery. When a properly charged battery is installed in the lift truck, the green LED at the far right of the scale is illuminated. As the battery's state of charge decreases, LEDs to the left are successively illuminated. The illuminated LED moves from right to left and the colors change from green to yellow to red as the battery discharges. The red LED second from the far left will flash indicating a nearly discharged battery. The

Sheet 1: Operating Instructions

Figure 1-1 -OS03OBD Truck battery should be charged at this time. If the last two LEDs are alternately flashing, the battery MUST be charged.

The lift function will be disallowed at this point. Continued operation with the LEDs flashing can damage the battery, motors or the contactors. The battery indicator will automatically reset when a charged battery is connected. The battery indicator functions only when the key switch is in the ON position.

The Battery Indicator/Hourmeter electronically records lift truck hours whenever travel or lift functions occur. A liquid display crystal (LCD) is used to show the current hourmeter reading. The hourmeter utilizes an internal battery to retain the current hourmeter reading when the lift truck battery is disconnected. The internal battery is not a serviceable part and is designed to last for the life of the battery indicator/hourmeter. Hours are displayed whenever the lift truck battery is connected. b. The Steering Indicator Gauge allows the operator to see the current position of the lift truck steer tire. The steering indicator gauge uses red arrow shaped LED's to provide a visual display of the steer tire position. c. The Battery Disconnect Switch is the red knob located on top of the instrument panel. When the knob is depressed, power will be shutoff to all circuits throughout the forklift except for the hourmeter. Turning the key switch to the start position restores power.

Figure 1-2 -Instrument Panel d. The Slack Chain Warning Light will let the operator know when the platform or the forks will not lower because of an obstruction. Raise the forks until the chain is taut and the light goes off. e. The Wire Guidance rocker switch controls the optional wire guidance function. The rocker switch and the red light

Sheet 1: Operating Instructions are both ON when the guidance system is ON. Pushing the switch button to the ON position as the lift truck approaches the guide wire, energizes the guidance system to seek the guide wire. During the SEEK mode the light will flash and the alarm will sound. A steady light with no alarm indicates that the guidance system is in the RUN mode. The alarm will sound and the light will flash if the guide wire signal is lost. f. The Key Switch is a three position switch. The first position is OFF (marked O). The second position is RUN. The third position is START. The key automatically returns to the second position, after it is released in the third position.

2. The Control Handle is a multifunctional grip for lifting and lowering the forks, as well as forward and reverse travel.

Push the control handle in the desired direction of travel. The amount of control movement determines the speed of travel. The control is spring loaded and will automatically return to the neutral (off) position When released. The rocker switches in the control handle allow the forks to be lifted or lowered. The variable speed switch allows the operator to control the lift and lower speeds. Both switches will automatically return to the neutral position when released. The operator can change the direction of travel while the lift truck is moving by moving the control handle to the opposite direction of travel The lift truck will come to a stop unless the control handle is released, accelerate in the opposite direction. This action is called plugging and is the normal method of stopping the lift truck.

Figure 1-3 -Directional Control and Horn 3. The Horn switch is located on the control handle. Push the horn button to sound the horn.

4. Brake Pedal - The brake is applied when the pedal is released. The brake is released when the pedal is depressed. This brake can stop the truck abruptly and is used primarily as a parking brake. The normal method for stopping this lift truck is plugging.

Figure 1-4 -Brake Pedal 5. The Steering Wheel is equipped with a spinner knob. The on-demand electronic power steering draws power on an as needed basis.

Figure 1-5 -Steering Wheel 6. The lift truck is equipped with Side Rails which must be lowered into position for lift truck operation. The side rails have electric interlock switches which deactivate drive and hoist functions when they are not in the lowered position.

7. The Pallet Clamp will automatically engage the pallet. The Pallet Clamp Release is a foot pedal on the operator compartment floor.

Sheet 1: Operating Instructions

Figure 1-6 -Release Pedal and Pallet Clamp 8. An Amber Flashing Light is mounted on the drive unit cover. The light will flash anytime the key is in the ON position.

Figure 1-7 -Flashing Light 9. The Manual Lowering Valve, located in the drive motor compartment is manually operated to lower the operator's platform. Turn the manual lowering knob clockwise to open the valve. Turn the knob counterclockwise to close the valve.

WARNING: Make sure manual lowering valve is completely closed before lift truck operation. Unintentional mast lowering may occur if the valve is not closed.

Figure 1-8 -Manual Lowering Valve WARNING: Before using the manual lowering feature, make sure there are no obstructions which would prevent the platform or forks from lowering.

10. The Operating Manual is sent with the lift truck and is located in the container on the drive unit cover. The Operating Manual is a permanent reference and must be available for the operator's use at all times. Read and understand this manual before operating the lift truck.

Sheet 1: Operating Instructions

Figure 1-9 -Operating Manual SAFETY AND INFORMATIONAL LABELS Safety and informational labels are located in conspicuous locations on this lift truck and should be strictly adhered to. These safety and informational labels must be replaced immediately if missing or defaced. Labels will vary with type of lift truck and equipment installed. Refer to the Parts Manual for part number of labels.

NAMEPLATE Familiarize yourself with the information contained on the nameplate which is located on the operator's platform.

Capacities and warnings contained on this nameplate must be strictly followed. Information on this nameplate is as follows: Serial Number This is an identification number assigned to this particular lift truck and should be used when ordering service parts or when requesting any information from your Yale industrial lift truck dealer. The serial number has eleven alpha/numeric characters and is stamped on the lift truck frame and on the nameplate.

Model Code An explanation of the model code is located on Page B of this manual.

Truck Weight This is the approximate weight of the lift truck without a load on the forks. This weight plus the weight of the load to be moved must be considered when operating on elevated floors, elevators, etc.

Capacity Rating This rating shows the maximum capacity of this lift truck with relation to load centers and fork heights (see diagram on nameplate). Personal injury and damage to the lift truck can occur if the capacity rating is exceeded.

SAFETY LABELS A definition of the safety labels used on the motorized lift trucks is listed below.

Sheet 1: Operating Instructions WARNING: Identified by a Orange Label, hazards or unsafe practices which MAY result in personal injury or death.

This lift truck meets all applicable mandatory requirements of ANSI 1356.1 Safety Standard for Powered Industrial Trucks at the time of manufacture. In addition, these lift trucks are classified by Underwriters' Laboratories, Inc. for the type designation shown on the nameplate. Consult UL Index of Classified Products.

Figure 1-10 -Nameplate CAUTION: Identified by a Yellow Label, hazards or unsafe practices which MAY result in minor personal injury, product or property damage.

The reader may find any or all of the following labels used in this publication. An understanding of their use, as follows will aid the reader WARNING: Directs attention to unsafe practices which could result in personal injury or death if proper precautions are not taken.

CAUTION: Directs attention to hazards or unsafe practices which may result in minor personal injury, product or property damage if the proper precautions are not taken.

NOTE: An advisory procedure, practice, condition, etc., which is essential to emphasize.

The following Warning to the Operator is a label and must be on the lift truck.

WARNING: FOR YOUR SAFETY AND THE SAFETY OF OTHERS 1. Know Your Truck-Do not operate this truck unless you have been trained and authorized to do so. Read all warnings and instructions in Operator's Manual and on this truck, or obtain from plant Safety Director or the local Yale representative.

2. Check your Truck-Truck should be checked daily before being placed in service. If found to be in need of repair, defective, or in any way unsafe it should be reported immediately to the proper authority and the truck removed from service until it has been restored to safe operating condition.

3. Protect Yourself-Before operating truck make sure the body belt and lanyard are securely fastened. Chain and side rails must be in position and secured.

4. Keep Inside-Operate truck from designated operating position. Never place any part of your body into the mast

Sheet 1: Operating Instructions structure, or outside the truck.

5. No Riders-Carry no passengers. The operator's platform is designed for and must be used by the operator only.

6. Pickup Pallet or Platform-Be sure pallet or platform is securely attached or stable on forks. If pallet is used, position forks to the outer edges to minimize possibility of tipping.

7. Secure Pallet or Platform-If truck is equipped with a pallet, be sure the pallet is securely clamped. If truck does not have a pallet or pallet clamp, be sure supplementary platform is securely attached. A restraining means should be used by the personnel on the pallet or supplementary platform.

8. Stabilize Your Load-Load pallet evenly within the dimensional limits of the pallet. Do not handle unstable or loosely stacked loads. Before lifting, be sure load is centered and forks are completely under load.

9. Never Overload-Do not overload truck; check nameplate for load weight and load center information.

10. Avoid Sudden Movement-Start, stop, travel, steer and brake smoothly. Use special care when traveling without load as the risk of overturn is greater.

11. Care on Ramps-Do not operate on grades when the load engaging means is elevated above 12" (300 mm). Do not turn on grades. Travel on grades with load or load engaging means upgrade.

12. Eyes Ahead-Before moving platform or truck, look forward, backward, upward and downward to be certain of a clear path of travel.

13. When Elevating-Elevate platform only to order pick, pick up or stack a load. Watch out for obstructions, especially overhead. Check clearances.

14. Watch People-Do not allow anyone to stand or pass under load or lifting mechanism.

15. Emergency Switch-All power circuits will be cut off when emergency switch is activated.

16. Shut Down Completely-Before getting off truck, neutralize travel controls, fully lower lifting mechanism. When leaving truck unattended also shut off power.

Failure to comply with these warnings will create an unreasonable risk of injury to yourself and others.

Sheet 1: Operating Instructions

Figure 1-11 - Serial Number, Nameplate and Label Locations •

Read and understand the Operating Manual attached to the lift truck. Notify your supervisor if the manual is not available.

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Know your lift truck. Do not operate this lift truck unless you are trained and authorized to operate this lift truck.

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Do not operate this lift truck with wet or greasy hands.

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Do not operate this lift truck if it needs repair, if it is unsafe, or if it might contribute to an unsafe condition.

Remove the key and report the condition to the proper authority.

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If the lift truck becomes unsafe in any way while you are operating it, stop operating the lift truck and immediately report the matter to the proper authority.

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Only specifically authorized and qualified persons should make repairs and adjustments to the lift truck.

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Be certain that your lift truck is the correct fire safety type for the area in which you are working. The proper type

Sheet 1: Operating Instructions designation for this lift truck is shown on the model code, on the nameplate, and the Underwriters Laboratories, Inc. (UL) plate. An area of use label is required on the lifttruck if it is used in areas classified as hazardous. Use only lifttrucks approved for use in those areas.

OPERATOR PRE-CHECKS AND INSPECTION Before each shift, every 8 hours, it is the operator's responsibility to carry out the following checks and inspections.

Basic maintenance information and the Recommended Schedules of Maintenance are included in this manual, which is shipped with this lift truck.

For more detailed maintenance information see the Maintenance Manual for this model.

If you are unsure of the classification of the area you wish to enter, ask your supervisor before entering.

Do not remove overhead guard unless specifically authorized to do so.

Make sure that fork length is at least 2/3 of load length. Carry the load flush against the lift truck.

Allow no one under or near the load or mast. Do not put any part of your body into the mast area or between the mast and lift truck.

Watch that your load does not exceed the capacity rating of the lift truck. The lift truck capacity is posted on the nameplate.

Do not handle unstable or loosely stacked loads.

Never allow anyone to ride on your lift truck and never allow anyone other than a qualified professional to operate your lift truck.

Refer to the lubrication section in this manual for the recommended hourly service intervals. Regular attention atthe specified time will pay dividends in maximum efficiency and longer life of the lift truck.

1. Make sure overhead guard, tether line and belt and all other safety devices are attached.

2. Make sure all capacity, safety and informational plates or labels are attached. This lift truck is not considered safe to use without a legible, properly filled out nameplate. Contact Yale Materials Handling Corporation or your local dealer for Yale industrial lift trucks if the nameplate is not present and legible. See label page for label and plate locations.

3. Inspect lift truck for any damage that might have occurred during the previous shift.

4. Inspect lift truck for any signs of external leaking of the battery, steering system or hydraulic system.

5. Check hydraulic hoses for leaking, chafing, cuts or reinforcement showing through the outside of the hose.

6. Make sure chains are not damaged or kinked. Check for excess slack or mistracking on the sheaves.

7. Make sure all latches are adjusted (if necessary) and fastened.

8. Operate brake, hydraulic controls and steering. Make sure all controls operate correctly and return to their proper positions. See section on Operating Controls for detailed descriptions.

9. Inspect condition of wheels and tires.

10. Inspect forks for damage. Make sure the forks are correctly attached and locked in their proper position.

11. Test horn, lights, gauges and meters. Make sure they work correctly.

12. Make sure unusual noises are investigated immediately.

NOTE: This Daily Check List is available for the Operator. Some items on this list may not be applicable to your truck. This convenient check list is in tablet form and can be ordered through your Yale Industrial Truck Dealer.

Form Number 944-6418-A.

Sheet 1: Operating Instructions Daily pre-shift inspection is an OSHA requirement. We recommend that you document that these inspections have been made.

OPERATOR'S DAILY CHECK LIST Electric Truck Record of Fluid Added Date Truck Number Department Shift

Operator Model Number Serial Number Drive Hourmeter Reading

Battery Water Hydraulic Oil Lift Hourmeter Reading

SAFETY AND OPERATIONAL CHECKS (Prior to each shift) Have a qualified mechanic correct all problems (O.K)

Need Maintenance

Leaks -Hydraulic Oil, Battery Tires -Condition and Pressure Forks, Top Clip Retaining Pin and Heel -Check Condition Load Backrest -Securely Attached Hydraulic Hoses, Mast Chains and Stops -Check Visually Finger Guards -Attached Overhead Guard -Attached Safety Warnings -Attached (Refer to Parts Manual for Part Numbers) Internal Checks: Battery -Check Water/Electrolyte Level and Charge Hydraulic Fluid -Check Level Drive Unit Fluid -Check Level Operator's Compartment: Operating Manual -in Container Nameplate -Attached and Information Matches Model, Serial Number and Attachments Battery Restraint System -Adjusted and Securely Fastened Seat Belt, Buckle and Retractors -Functioning Smoothly Brake Fluid -Check Level Controls (Turn Truck On) Unusual Noises Must Be Investigated Immediately: Accelerator Linkage -Functioning Smoothly Service Brake -Functioning Smoothly Parking Brake -Functioning Smoothly Steering Operation -Functioning Smoothly Drive Control -Forward/Reverse -Functioning Smoothly Tilt Control -Forward and Back -Functioning Smoothly Lift and Lowering Control - Functioning Smoothly Attachment Control -Operation Horn and Lights -Functioning Gauges: Hourmeter/Battery Discharge Indicator -Functioning Form 944-6418-A (5/93) ©Copyright 1993 Yale Materials Handling Corporation OPERATING PRECAUTIONS •

Keep hands, feet and other parts of your body inside the designated operator's compartment. Parts of your body outside the lift truck can be injured when passing obstructions.

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Do not permit passengers to ride on the lift truck.

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Observe and comply with instructions concerning floor loadings. Know the weight of your lift truck and load combined. Lift truck weight information is located on the nameplate.

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Travel with the load lowered. Do not elevate the load except during stacking.

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The operator can change the direction of travel while the lift truck is moving, by moving the direction control lever

Sheet 1: Operating Instructions in the opposite direction. The lift truck will come to a stop and then, unless the control handle is released, accelerate in the opposite direction. This is called plugging.

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Look in the direction of travel and keep a clear view of the path of travel.

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If visibility is impaired and you must operate the lift truck in reverse, look in the direction of travel.

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Start, stop, travel, steer and brake smoothly. Slow down for turns and on uneven or slippery surfaces that could cause lift truck to overturn or slide.

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Watch clearances around forks. The driver must be aware that the forks can sometimes extend beyond the load. This may cause the forks to hit an object or lift another load.

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Watch out for any obstructions, especially those overhead. Check clearances.

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Do not run over objects on the roadway surface as lift truck stability and steering may be adversely affected.

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When approaching cross aisles, slow down, sound horn and keep to the right side of aisle.

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Operate lift truck under all conditions at a speed that will permit it to be brought to a stop in a safe manner.

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These lift trucks are designed for use on smooth, hard floors with minimal grades.

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Operate a loaded lift truck with the load upgrade. Operate an unloaded lift truck with the lifting mechanism downgrade.

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Do not push loads with the lift truck.

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Observe all traffic regulations, including authorized plantspeed limits. Under normal traffic conditions, keep to the right. Maintain a safe distance from the lift truck ahead (approximately three lift truck lengths), and keep the lift truck under control at all times.

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Watch out for pedestrians at all times. Do not drive up to anyone standing in front of an object. Yale lift trucks are not intended for use on public roads.

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When leaving the lift truck unattended, lower the lifting mechanism, shut off power and remove key. Chock wheels if the lift truck is parked on an incline.

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Report all accidents involving personnel, building structures and equipment to the proper authority.

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Check all gauges and indicator lights for correct operation. Frequent reading of the instrument panel should become a habit.

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"HANDLE WITH CARE." Avoid any abrupt moves. Be a professional.

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Follow the Recommended Schedules of Maintenance. Maintain your lift truck for dependable and economical operation.

NOTES

Sheet 2: General Truck and Lubrication GENERAL TRUCK AND LUBRICATION MAINTENANCE SAFE MAINTENANCE PROCEDURES Your Yale industrial truck, as manufactured, meets all the applicable mandatory requirements of ANSI B56.1 Safety Standard for Powered Industrial Trucks.

All standard trucks conform to the Underwriters' Laboratories requirements for the Type Designation shown on the nameplate. The truck is also equipped with certain safety devices as standard equipment. For example, all high lift trucks are equipped with an operator's overhead guard.

No additions, omissions or modifications should be made that will affect compliance to the above requirements or in any way reduce the effectiveness of the safety devices.

The following instructions have been prepared for your safety and the safety of your fellow workers during maintenance operations and should be strictly followed. Carefully read and understand the maintenance procedures before attempting to repair the truck. When in doubt of any maintenance procedure, contact your local Yale industrial truck dealer.

1. Powered industrial trucks may become hazardous if maintenance is neglected. Therefore, adequate maintenance facilities, personnel and procedures should be provided.

2. The Recommended Schedules of Maintenance should be used as a guide for inspection of the truck.

3. Only qualified and authorized personnel should be permitted to maintain, repair, adjust and inspect the truck.

4. The work area should be properly ventilated. Keep shop clean and floor dry.

5. Avoid fire hazards and have fire protection equipment present. Do not use an open flame to check level of electrolyte. Do not use open pans of fuel or flammable cleaning fluids for cleaning parts.

6. Raise the lift truck only if it is on a solid level floor. Disconnect the battery. Use solid one piece blocks or other positive truck positioning devices to support the truck. Chock the wheels to prevent movement of the truck.

7. Before removing any component from the truck, such as counterweights, mast assembly, drive unit, etc., make sure that the lifting mechanism and slings are of the proper capacity and in good condition.

8. When working on the hydraulic system, be sure the truck is turned off, battery is disconnected, mast is lowered and the hydraulic pressure is relieved in hoses and tubes.

9. When necessary to work with mast in a raised position, install a safety chain to restrain moving parts. Connect moving parts to a part that does not move.

10. Brakes, steering mechanisms, control mechanisms, warning devices, guards and safety devices should be inspected regularly and maintained in a safe operating condition.

11. All parts of the lift mechanism and frame members should be carefully and regularly inspected and maintained in a safe operating condition.

12. All hydraulic systems should be regularly inspected and maintained in conformance with the maintenance schedules. Lift cylinders, valves and other similar parts should be checked to assure that "drift" has not developed to the extent that it would create a hazard.

13. Special trucks or devices designed and approved for hazardous area operation should receive special attention to ensure that maintenance preserves the original condition of the special operating features.

14. Modifications and additions which affect capacity and safe truck operation should not be performed by the customer or user without the manufacturer's prior written approval. Capacity, operation and maintenance instruction plates, tags or labels should be changed accordingly.

15. Capacity, operation and maintenance instruction plates, tags and labels should be maintained in legible condition.

16. The truck should be kept in clean condition to minimize fire hazards and facilitate detection of loose or damaged parts.

Sheet 2: General Truck and Lubrication 17. Checking the performance of the truck or attachments should be conducted in an authorized safe clearance area.

18. Always use Yale replacement parts to be sure they are interchangeable with the original parts and are of a quality equal to that provided in the original equipment.

You should also be familiar with additional maintenance safety instructions contained in the following publications: 1. ANSI B56.1 -Safety Standard for Powered Industrial Trucks This booklet can be obtained from: Society of Mechanical Engineers 345 E. 47th Street New York, NY 10017 2. ANSI/NFPA 505 -Type Designations, Area of Use, Maintenance and Operation of Powered Industrial Trucks This booklet can be obtained from: National Fire Protection Assoc. Batterymarch Park Quincy, MA 02269 3. Code of Federal Regulations Title 29, Chapter XVII, Section 1910.178 (OSHA) Powered Industrial Trucks This booklet can be obtained from: Superintendent of Documents, U.S. Government Printing Office, Washington, DC BATTERY OPERATION Batteries are rated in ampere hours and are selected to perform a specific work load within an established period of time. Changing the workload or the time period could result in excessive discharging, thus shortening battery life.

Limit discharging of battery so that specific gravities do not go below 1.140 to 1.100. If truck operation results in only partial discharges (50% or less) and specific gravities are 1.210 to 1.220 or more at the end of a shift, recharging may be deferred and the battery used for another shift providing the workload is not expected to increase.

BATTERY INSTALLATION CAUTION: The battery must fit the battery compartment correctly. Use spacers to prevent the battery from moving horizontally in the battery compartment. Make sure that the battery voltage and weight are correct as shown on the nameplate.

Remove the vent caps from each cell and determine whether the electrolyte level in all cells is at least halfway between the element protector and the bottom of the cell cover vent well. If the electrolyte is low, replace it with electrolyte of the same specific gravity as found in other cells of the battery. Replace the vent caps and give the battery a refreshing charge of three (3) to six (6) hours or continue the charge until there is no increase in specific gravity for three hydrometer readings taken at one hour intervals. The normal fully charged specific gravity is 1.280 to 1.290 at 77°F.

Figure 2-1 -Checking Specific Gravity with a Hydrometer Hydrometer readings and experience will disclose the frequency of charge intervals under these circumstances. A battery should always be recharged immediately following a complete discharge. Permanent damage may result if the battery is allowed to remain in a discharged condition.

Sheet 2: General Truck and Lubrication

Table 2-1 -Specific Gravity Temperature Corrections

Table 2-2 -Battery Specifications WARNING: The battery must fit the battery compartment so that the battery restraint system will operate correctly.

Use the spacers designed to prevent the battery from moving more than 13mm (0.5 in) in any horizontal direction.

NOTE: Maximum tolerances are +0 and -13 mm (+0 and -0.5 in) for the size of the battery compartment. The battery specification chart shows the maximum size tolerances that will permit the battery to still fit into the battery compartment.

CAUTION: Disposal of batteries must meet local environmental regulations.

Figure 2-2 -Proper Water Level Maintain the electrolyte levels halfway between the plate protector and the bottom of the fill and vent tube but never below the plate protector or higher than the bottom of the fill and vent tube. Add only distilled or approved water.

Check electrolyte level daily, prior to charging on at least one cell and weekly on all cells.

WARNING: To prevent personal injury and unexpected battery movement, the battery must be level when it is moving. Before removing the battery to check the electrolyte levels, make sure the battery stand is on a level surface and is aligned and adjusted.

CLEANING Examine the battery case for damage and leaking. The battery can be washed off with water if dusty. Keep vent caps in place. If electrolyte has accumulated on top, wash with a neutralizing solution of soda and water (one pound of baking or commercial soda ash to one gallon of water). Follow with a rinse using clear water. The top of the battery should be kept clean and dry. Keep vent caps in place during use and charging. Remove vent caps only to observe levels, make water additions, take temperatures or take specific gravity readings with a hydrometer.

CAUTION: Keep vent plugs in the cells at all times, except when taking hydrometer readings, adjusting specific gravity and electrolyte levels, troubleshooting or reassembling a repaired cell.

Sheet 2: General Truck and Lubrication CHARGING THE BATTERY The storage battery which powers your lift truck will normally be placed on charge after each shift. If you are responsible for connecting and disconnecting the truck to the charger, follow these instructions: 1. Be sure the charger is turned off before touching the charger cable. Attempting to disconnect the cable while the charger is operating may result in damage to the cable end and injury to you.

2. If the charger is still on when you begin your shift, report this condition to your supervisor, the battery may not have received the proper charge.

3. When you are sure the charger is off, disconnect the battery from the charger. Before connecting the battery lead to the truck receptacle, make sure the truck controls are in neutral and that the connector is firmly in place.

When recharging a fully discharged battery, the starting charge rate may be 3 to 5 times higher than the finish charge rate indicated on the battery nameplate.

The charge rate should taper down to the finish charge rate by the time the battery is 85% charged and may be even lower when fully charged. High "on charge" temperatures or frequent need for water additions are indications of overcharging. Consult your Yale industrial truck dealer on specific charging problems. For complete charging instructions, refer to the manual supplied with the battery charger.

CHANGING THE BATTERY WARNING: To prevent personal injury and unexpected battery movement, the battery must be level when it is moving. Make sure the battery stand is on a level surface and is aligned and adjusted as described in the following procedure.

1. Make sure the key is in the OFF position. Disconnect the battery. Move the connector and cables so that they will not be damaged when the battery is moved.

2. Remove the battery restraint panel.

3. Align the battery stand with the battery so that the end of the stand is against the roller frame. Adjust the capscrew legs of the battery stand so that the tops of the rollers are the same height as the bottom of the battery. Adjust all four capscrew legs of the stand so that the rollers are level. Stand on the base of the battery puller and pull the battery onto the battery stand.

4. If the battery is lifted use a spreader bar and crane to lift the battery from the battery stand.

5. Before installing the battery, make sure the battery is cleaned and painted.

6. When a replacement battery is installed, make sure the battery fits the battery compartment. Use spacers to prevent the battery from moving more than 13 mm (0.5 in) in any horizontal direction.

7. Make sure the weight of the replacement battery is within the maximum and minimum weights shown on the nameplate.

8. The battery must be installed so that the battery connector will connect to the lift truck connector without pulling on the cables.

WARNING: Batteries are heavy. Use care to avoid injury.

WARNING: Make sure the capacity of the crane and the spreader bar is greater than the weight of the battery. The weight of the battery is normally shown on the battery case. The maximum battery weight is shown on the lift truck nameplate. The spreader bar must not be made of metal or it must have insulated straps.

NOTE: Complete information relating to the care and maintenance of batteries can be found in the literature shipped with the battery.

Sheet 2: General Truck and Lubrication

Figure 2-3 -Changing the Battery WARNING: If a different size battery is installed in the lift truck the battery spacers must be changed. See the parts manual for the correct battery spacer arrangement.

WARNING: If the lift truck has been operated with a low battery, check the contactors for welded contacts before a charged battery is connected. The circuit will not reset and lift truck operation cannot be controlled if the contacts are welded. To check the contacts, see the Maintenance Manual for this truck.

NOTE: Your company, industry and government safety regulations should be reviewed to help reduce accidents and damage to equipment.

FORKS WARNING: Do not try to lift a fork without a lifting device. On some trucks the forks can weigh up to 180 kg (400 lb) each.

WARNING: Never work under a raised carriage or forks. Lower the carriage or use chains on the mast weldments and carriage so that they cannot move. Make sure the moving parts are attached to a part that does not move. See SAFETY PROCEDURES WHEN WORKING NEAR THE MAST, Page 9-3 for specific instructions.

1. Check that the fork tips are aligned within 13 mm (0.5 in) of each other. Do not try to correct alignment of the fork tips by bending the forks. Use shims to align the fork tips.

2. Inspect forks for cracks and wear. Never repair damaged forks by heating or welding. Forks are made of special steel using special procedures. Replace damaged forks. Always replace forks in pairs.

3. Replace any damaged or broken parts that are used to keep the forks locked in position.

Figure 2-4 -Checking the Forks TETHER LINE AND BELT WARNING: The tether line is specially made to lessen the shock of a fall. Do not substitute other types of rope.

1. Inspect the tether line for wear, cuts or damage. Inspect the clips for cracks and proper operation.

2. Inspect the belt for cracks, cuts or wear. The operator must fasten the belt snugly with the "D" ring in the center of

Sheet 2: General Truck and Lubrication the back.

PALLET CLAMP Check for correct operation of the pallet clamp. Put an empty pallet on the forks. With the forks raised so that the pallet is supported by the forks, stand on the corners of the pallet farthest from the operator's platform. Some movement may occur, but the board under the opposite fork must not raise enough to contact the fork.

HOW TO PUT A LIFT TRUCK ON BLOCKS WARNING: The lift truck must be put on blocks for some types of maintenance and repair. The removal of the following assemblies will cause large changes in the center of gravity; mast, drive axle and battery.

WARNING: Put the lift truck on blocks only if the surface is solid, even and level. Make sure that any blocks used to support the lift truck are solid, one piece units. Put blocks in front and back of the tires to prevent movement of the truck.

How to Raise the Drive/Steer Tire 1. Put a block on each side (front and back) of the load wheels to prevent movement of the lift truck.

2. Use a special low clearance hydraulic jack under the front frame to raise the drive/steer tire. Another lift truck can also be used to raise the lift truck. Make sure that the jack or other lift truck has a capacity of at least 2/3 the total weight of the lift truck as shown on the nameplate.

3. Raise the lift truck only enough to suspend the drive/steer tire. Install blocks under the front of the frame to support the lift truck.

How to Raise the Load Wheels 1. Release the brake pedal to apply the brake. Put blocks on both sides (front and back) of the drive/steer tire to prevent movement of the lift truck.

2. Use an overhead crane and web sling under the outriggers at the mast, to raise the load wheels. Another lift truck can also be used to raise the outriggers. Make sure that the crane and sling or other lift truck has a capacity of at least 2/3 the total weight of the lift truck as shown on the nameplate.

3. Raise the outriggers only enough to suspend the wheels. Install blocks under the outriggers at the front of the wheels to support the lift truck.

Sheet 2: General Truck and Lubrication

Figure 2-5 -How to Put the Lift Truck on Blocks LUBRICATION INSTRUCTIONS WARNING: Yale industrial trucks are equipped with certain safety devices as standard equipment, for example: overhead guards, tether line and belt, mast screens, etc. If for any reason these safety devices are removed when the truck is being serviced, adjusted, repaired or overhauled, these safety devices must be properly reinstalled before testing or operation of the truck. Failure to comply with this warning could result in serious injury to the mechanic and/or the operator.

CAUTION: Never use steam to clean the electronic control or electrical parts. In dusty areas, use low pressure air to blow the dust off the control. In oily or greasy areas, use a mild solution of detergent and water, or denatured alcohol to wash the control. Then blow the control completely dry with low pressure air.

WARNING: The service intervals referred to in these lubrication and maintenance instructions are based on normal operating conditions. If you have a light duty or low operating hour application, the maximum service interval should not exceed 90 days. If the vehicle is operated in areas of high contamination such as dust, corrosive vapors, etc., the service interval must be decreased from the recommended hours. Have a qualified Yale mechanic inspect the truck and repair any problems.

The following maintenance instructions are for standard models. Trucks used for special applications may be equipped with extra lubrication fittings, covers, special oils, etc. Consult your nearest authorized Yale industrial truck dealer when servicing these models.

Refer to both the Recommended Schedules of Maintenance and these Lubrication Instructions when inspecting, lubricating and servicing these models. Read and observe all safety and operational precautions described in this manual before performing any work on this truck. Refer to the appropriate charts in this section for the oils and grease that are recommended for use on these models.

EVERY 8 HOURS Perform all 8 hour safety and operational checks as described in the Recommended Schedules of Maintenance located in this section. Hydraulic oil and battery levels should be at their full marks. Add recommended fluids and oils as required. A certain amount of water loss in battery cells is normal. Always replace water at the end of a charge.

Sheet 2: General Truck and Lubrication Use approved tap or distilled water.

EVERY 350 HOURS Apply lithium base, multi-purpose No. 2 grease with a high pressure gun to the following fittings. Clean lube fittings before and after lubricating.

Location of Lube Fittings No. of Fittings 1. Master Drive Unit Bearing . . . . . . . . . . . . . . . . . . . . . . . . 2 2. Platform Thrust Rollers -Platform . . . . . . . . . . . . . . . . . 4 Apply lithium base, multi-purpose No. 2 grease to the following surfaces: 3. Mast Sliding Surfaces Apply engine oil (SAE 30) to the following friction points: 4. Hose and Wire Sheaves -Mast Take-up 5. Drive Unit Compartment Door Hinges 6. Pallet Clamp and Linkage -Elevate Platform 7. Side Rails 8. Steering Spinner Knob 9. Battery Retainers 10. Lift Chains -Wipe off all old oil using a clean cloth, then use compressed air to blow off chains. With a clean brush, apply SAE 30 weight oil to the full length of chain. Oil must penetrate chain joints.

11. Drive Unit Steer Chains -Refer to Step 10.

12. Drive Wheel Lug Nuts 13. Load Wheel Axle Bolts 14. Hydraulic Oil Level - The sight gauge is visible through a hole in the door of the drive unit compartment. The surface of the oil is at the center of the window of the sight gauge when the hydraulic tank is filled to the correct level. The platform must be lowered for a correct indication. If the oil is above or below the window of the sight gauge, open the door to check the level. Add hydraulic oil, if necessary. DO NOT OVERFILL. EVERY 2000 HOURS 15. Hydraulic Oil Filter - Remove Hydraulic Oil Cover Plate Assembly to access filter. Replace the hydraulic oil filter, located in the drive unit compartment, at each oil change.

16. Hydraulic System -There is no drain plug in the hydraulic tank. The hydraulic tank is drained at the supply hose.

Put a shallow pan with a capacity equal to the hydraulic system of the truck (hydraulic tank capacity 32 litres, 8.5 gallons) under the end of the hose. Disconnect the hose and drain the oil. Pour the oil into a suitable container and discard in accordance with local regulations. Clean the hydraulic tank with solvent and dry with compressed air. Connect the hose to the tube and tighten the hose clamp. Fill the tank with hydraulic oil (hydraulic tank capacity 32 litres, 8.5 gallons). Raise and lower the mast to expel air from hydraulic system.

Sheet 2: General Truck and Lubrication

Figure 2-6 -Lubrication Locations YALE WARRANTY INFORMATION A Yale Warranty Statement is provided with each new Yale industrial truck. To maintain your Yale Warranty in good standing you must follow the Recommended Schedules of Maintenance and perform the daily operational and safety checks and maintenance functions described in this manual.

If you require a warranty repair you must contact your Yale industrial truck dealer for warranty service during the periods outlined in the Warranty Statement. Your Yale industrial truck dealer has complete details on which components are covered and the types of repairs that are warrantable. When in doubt about your warranty coverage, be sure to contact your Yale industrial truck dealer. If you have a warranty problem that cannot be resolved with your Yale industrial truck dealer, you may request a review of your problem by contacting the Yale Regional Service Representative.

RECOMMENDED SCHEDULES OF MAINTENANCE (ALL MODELS) Although the following Recommended Schedules of Maintenance are intended for use with all Electric Narrow Aisle lift truck models, not all models are equipped with all the items listed in this schedule.

All new Yale trucks will be shipped with an Operating Manual. Standard Parts Manuals, Special Parts Manuals and Maintenance Manuals are also available from your Yale industrial truck dealer for a nominal charge.

For the optimum in professional repair and maintenance, we recommend your Yale industrial truck dealer's factory trained mechanics for Yale service and a Yale Maintenance Agreement.

Be certain this schedule is read thoroughly and all operations are followed. If in doubt of any procedure or component to be inspected, adjusted and lubricated, or if the truck is specially equipped and used for special applications, consult your nearest authorized Yale industrial truck dealer for assistance.

THE OCCUPATIONAL SAFETY AND HEALTH ACT (OSHA) REQUIRES THAT THE USER EXAMINE THE TRUCK BEFORE EACH SHIFT TO BE SURE IT IS IN SAFE WORKING ORDER. LEGEND A -Every 8 Hours X -Visually Inspect, Test and Adjust as Required B -Every 350 Hours O -Drain and Fill C -Every 2000 Hours R -Replacement IR -Initial Replacement CO-Complete Overhaul NA-794 SAFETY AND OPERATIONAL CHECKS (Prior to each shift) A B Only the 8 hour checks are to be performed by the operator.

Have a qualified mechanic correct all problems in accordance with appropriate YALE maintenance instructions.

Leaks -Hydraulic Fluid X Tires - Condition X Forks, Top Clip Retaining Pin and Heel -Condition X

C

Sheet 2: General Truck and Lubrication Load Backrest -Attached Hydraulic Hoses, Mast Chains and Stops -Check Visually Finger Guards -Attached Overhead Guard -Attached Safety Labels - Attached (Refer to Parts/Operating Manual for Locations) Internal Checks: Battery - Water/Electrolyte Level and Charge Hydraulic Tank Fluid Level -Dipstick Operator's Compartment: Operating Manual -In Container Nameplate Attached - Information matches model, serial number, attachments Battery Restraint -In Place Brake Fluid -Check Level Controls: (Turn Truck On) Immediately Check Noises that are not Normal Accelerator Linkage -Operates Correctly Brake -Operates Correctly Steering Operation -Operates Smoothly and Correctly Drive Control, Forward/Reverse -Operates Correctly Tilt Control -Operates Smoothly and Correctly Lift and Lower Control -Operates Smoothly and Correctly Reach Control -Operates Smoothly and Correctly Attachment Control -Operates Smoothly and Correctly Horn -Operates Correctly Lights -Operate Correctly Gauges: Hourmeter -Operates Correctly Battery Indicator - Operates Correctly Instrument Monitors -Operates CorrectlyI

X X X X X X X

O

X X X X

O

X X X X X X X X X X X X X

NOTE: The following inspections and necessary corrections are the responsibility of the user.

LUBRICATION CHECK: Use compressed air to clean and inspect for damage Lubricate -Chassis (All Fittings) All Linkage Friction Surfaces on Mast Friction Surfaces on Attachment Lift Chains -Clean and Lubricate Wheel Bearings -Clean and Repack with Grease Brake Fluid (Master Cylinder) Hydraulic Oil Filter Element Hydraulic Tank Breather Differential Oil Level

A

HYDRAULIC SYSTEM CHECK: Lift, Tilt, Reach and Power Steer Cylinders for Leaks and Correct Operation Tilt Cylinder Rod End Adjustment Hydraulic Pump for Noise and Operation Power Steer Pump for Noise and Correct Operation Hydraulic Control Valve for Leaks and Correct Operation Relief Valve Settings All Hoses, Tubing and Fittings for Wear and Leaks Attachment -Correct Operation Attachment Cylinder for Leaks General Leaks AccumulatorsIII

A

DRIVE UNIT CHECK: Brake Adjustment Brake Drums and Linings for Wear Electric Motor and Drive Train Mounting Bolts (Torque to Specifications) Wheel Bolts or Nuts (Torque to Specifications) Wheel Brake Bolts (Torque to Specifications) Mast and Trunnion Cap Bolts (Torque to Specifications)

A

B X X X X X X X IR X X B X X X X X X X X X X

C

O R R O C

X B X X X X X X

C

Sheet 2: General Truck and Lubrication ELECTRICAL SYSTEM CHECK: Clean all Controls Interlock Switches -Check Operation Accelerator Switch and Potentiometer -Check Operation Electronic Card -Check Operation Time Delay -Check Operation Direction Switch -Check Operation Drive Resistor (Magnetic Control) -Check Operation Valve Lift and Tilt Switches -Check Operation All Motors -Clean with Compressed Air All Motors -Check Brushes and Springs All Motors -Check Power Wire Terminals Battery Box and Connectors -Neutralize and Clean Battery Condition -Physical and Electrical All Wire Connections Contactors -Tips and Wire Connectors

A

MAST -CARRIAGE -ATTACHMENT CHECK: Mast and Carriage Safety StopsX Mast Flange WearX Mast Rollers and Wear PlugsX Carriage Rollers and Wear PlugsX Chain AnchorsX Chain for Wear or Cracks (Use Wear Indicator 5180968-69)X Pallet/Forks/Platform (Visual)X Forks (See Note 2)X Attachment -Sliding Surface WearX Attachment -Rotating Parts and Torque BoltsII X

A

GENERAL CHECK: Steering -King Pins and Knuckles - Tightness Steering -Tie Rods and Wheel Alignment Steering -Drag Links Steering -Bellcrank All Bolts, Nuts, Cotter Pins, Etc. Overhead Guard and Load Backrest -Cracks, Mounting, Etc. Articulation AdjustmentII

A

B X X X X X X X X X X X X X

X X B X X X X X X X

C

X X X B X X X X X

1. Tires -Condition affects stability, safety and load capacity that can be handled safely.

2. Use Magnaglo or equivalent Fatigue Crack Detector to test forks. Refer to Service News Bulletin SE-643 for Procedure on Field Testing Load Forks. The Bulletin also defines minimum acceptable fork tine thickness due to wear.

3. With the mast vertical and with a rated load at 609.6 mm (24in) load center, check lift cylinder drift. Lift drift must not exceed 25.4 mm (1 .0 in) in 2 minutes, oil at 26°C (79°F). Refer to Service Bulletin SE-1077 for Procedure to Measure Hydraulic Drift.

4. With a rated load at 609.6 mm (24 in) load center, check tilt cylinder, if equipped, for drift. Tilt drift must not exceed 25.4 mm (1 .0 in) in 2 minutes, oil at 26°C (79°F). Referto Service Bulletin SE-1077 for procedure to measure hydraulic drift.

C

X X

ROAD AND LOAD TEST TRUCK: At initial installation and after every maintenance inspection or repair. Test the rated load in a clear area (See Notes 3 and 4). Report any questionable functions or unusual noises.

Steering Brake System Horn, Lights Emergency Disconnect Drive Power -Acceleration Mast -Verify All Stops are Installed and Limit Switches are Functioning Properly Lift -Full Lift and Lower (Do not tilt forward) (See Note 3) Tilt -With Load Lowered Operate Full Forward and Backward (See Note 4) Attachment -Operate all Functions

5. The presence of hydraulic fluid on cylinder rods and fittings does not necessarily indicate a leak.

C

Sheet 2: General Truck and Lubrication 6. Recycle all waste oils.

CAUTION: Disposal of lubricants and fluids must meet local environmental regulations.

To obtain more information on the above reference Service Bulletin, contact your nearest authorized Yale industrial truck dealer.

HYDRAULIC OILS YALE PART NUMBER Type Ambient Air Temp.

Anticipated Ambient Air Temp. Range

5143618-00 0032570-00 For All Hydraulically Actuated Equipment Normal Freezer 0°to + 110°F 0°to -60°F (-18°to + 44°C) (-18°to -52° C) Actual Useable Operation Oil Temperature Range + 18°to + 148°F -55°to + 65°F (-8°to + 65°C) (-49°to + 18°C) ASTM Viscosity Grade Number/Index (Ref.) S-215/92 Minimum S-75/200 Minimum Pour °F Maximum -20°F (-29°C) -75°F (-60°C) MIL -Specifications MIL -H-5606 APPROVED SOURCES American (Amoco) Rykon Number 21 No Product Atlantic Richfield/Arco Duro AW-46 No Product Burmah-CastrolHyspin AWH-46 No Product Chevron Oil Company Chevron AW Hyd. Oil 46 Aviation Hyd. Fluid A Cities Service (Citco) Pacemaker XD-20 No Product Exxon Nuto H 46 Univis J-43 Fiske Brothers Lubriplate HO-1 No Product Gulf Harmony 48AW No Product Houghton & Company Hydro Drive HP 200 No Product Keystone (Pennwalt) KLC Number 5 No Product Mobil Oil Co. (Mobil) DTE 25 AERO-HFA Pennzoil Oil Co. Pennzoil AW 46 No Product Phillips Petroleum Magnus A-215 No Product Shell Tellus 46 Aeroshell Fluid 4 Solene Ind. Lubricant H-205-B No Product Sun Oil Co. (Sunoco) Sunvis 821 WR No Product Texaco Rando HD-46 Aircraft Hyd "BB" Valvoline Oil Co. Anti-Wear Number 20 No Product Field Personnel Note: The hydraulic oils listed above, are approved YALE Materials Handling Corporation sources that meet or exceed the specifications annotated. The use of hydraulic oils other than the suppliers and products listed above is unauthorized.

YALE PART NUMBER Application SAE Grade Type Base Oil MIL-Spec. No. API Service Classification Anticipated Ambient Air Temp. Range

Burmah-Castrol Century Hulburt Inc. Chevron Exxon Mobil Pennzoil Phillips 66 Solene Lub. Inc. Sun Union 76

GEAR OILS 3101530-34 Standard Application 80W-90 Multi-Purpose EP Conventional Petroleum MIL-L-2105C GL-5 -150 to + 1000 F (-26' to +38'C) Most Yale lift truck operations will fall within this temperature range.

APPROVED SOURCES HYPOY C80W/90 No Product Chevron Universal Gear Lube 80W/90 Exxon Gear Oil GX 80W/90 Mobilube HD 80W/90 Pennzoil MP 4092 Philube SMP Gear Oil 80W/90 Solene Gear Oil #905 Sunfleet GL-5 Gear Lube 80W/90 Unocal MP Gear Lube LS 80W/90

3101530-38 Special Application 75W-90 Multi-Purpose EP Synthetic M I L-L-2105C GL-5 As low as -60°F (-51 °C) Primarily intended for cold storage and/or arctic conditions; can be used as high as +90°F (+32°C). Note: This oil is a synthetic formulation.

No Product No Product No Product No Product Mobilube SHC 75W/90 No Product No Product No Product No Product No Product

Sheet 2: General Truck and Lubrication Field Personnel Note: The gear oils listed above, are approved YALE Materials Handling Corporation sources that meet or exceed the specifications annotated. The use of gear oils other than the suppliers and products listed above is unauthorized.

GREASE YALE PART NUMBER Application Type and Compound

1500318-02 STANDARD Multi-Purpose High Grade Lithium Soap 2% to 4% micronized molybdenum disulfide additive and refined high grade mineral oil.

NLGI Grade 2 Dropping Point (Minimum) +171°C (+340°F) Base Oil Viscosity (SUS) 75 @ +100°C (+210°F) (Minimum) Nominal Operating Temperature Range -35 to +121°C (-30 to +250°F) Identification Container must be plainly marked with supplier's product identification APPROVED SOURCES American Oil Company Molylith Grease #2 Ashland Oil, Inc. Special Moly Grease Atlantic Richfield Co. Rocolube Moly D BP Oil International Ltd. BP Energrease LMS 22 or Energrease L21 M Castrol Spheerol LMM Chevron USA Inc. Chevron Moly Grease 2 Citgo Lithoplex 2 Elf Grease MOS2 Special Engen Ltd. Engen Grease SP Exxon Beacon 0-2 FINA Oil Company Marson LM2 Gulf Gulflex Moly Grease Mobil Oil Corporation Mobilgrease Special Shell Oil Corporation Lithall MDS Grease Sinclair Oil Corporation Litholine EP Molylith Grease Sun Oil Corporation Prestige Moly Grease M3 Texco, Inc. Molytex PE 2 (Code 1922) Total NV Total Multis MS Field Personnel Note: The greases listed above are approved YALE Material Handling Corporation sources that meet or exceed the specifications annotated. The use of greases other than the suppliers and products listed above is unauthorized.

ANTI-SEIZE LUBRICATING COMPOUND YALE PART NUMBER

3101562-30 APPROVED SOURCES

Loctite Corporation Bostik -Division of Emhart Permatex -Subsidiary of Loctite

76764 NSBT -16 80208

TIRES AND WHEELS 1. Check the tires for damage. Inspect the tread and remove any objects that will cause damage.

2. Smooth any cuts or tears to prevent further damage. Check for bent or damaged rims. Check for loose or missing parts. Remove any wire, straps or other material that may have wrapped around the axle.

Sheet 2: General Truck and Lubrication Figure 2-7 -Inspecting Tires How to Change the Drive/Steer Tire Standard tire sizes are listed for drive/steer and load wheels. For trucks equipped with special tires consult your nearest authorized Yale industrial truck dealer.

Raise the rear of the lift truck as described in How to Put a Lift Truck on Blocks. Remove the wheel nuts that fasten the drive/ steer wheel to the hub. Slide the wheel out from under the lift truck. Use the reverse procedure to install the wheel. Tighten the wheel nuts to 136 Nm, (100 Ibf. ft.) torque after installation.

CAUTION: If the wheels have been removed and installed, check all wheel nuts after 2 to 5 hours of operation.

Tighten the nuts in a cross pattern to 136 Nm (100 Ibf. ft.) torque value. When the nuts stay tight for eight hours, the interval for checking the torque can be extended to 350 hours.

To change the drive tire, the wheel must be pressed out of the rim. The correct tools, equipment and press ring must be used for each size wheel. A press that has a capacity of approximately 36,000 kg (80,000 lb) is required to press the wheel out of the rim. Tires should be changed by authorized personnel that have the proper tools, equipment and experience.

Figure 2-8 -Position Tire on Wheel How to Change the Load Wheels WARNING: For correct operation of the wire guidance system, all load wheels must always be replaced at the same time.

Raise the load wheels as described in How to Put a LiftTruck on Blocks (How to Raise the Load Wheels). For easier installation, remove and install one load wheel at a time.

The load wheel bearings are pre-lubricated, double sealed ball bearings. They do not require lubrication for the life of the bearing. No shimming is required.

Table 2-3 -Tires and Wheels HOW TO MOVE A DISABLED LIFT TRUCK WARNING: Use extra care when towing a lift truck if there is a problem with any of the following: 1. Brakes do not operate correctly.

Sheet 2: General Truck and Lubrication 2. Steering does not operate correctly.

3. Tires are damaged.

4. Traction conditions are bad.

5. If the lift truck must be towed on a steep grade.

Poor traction can cause the disabled lift truck or towing vehicle to slide. Steep grades will increase the required brake effort.

Remember! There may be problems with more than one of the above areas of the truck. Do not tow the lift truck if you have not identified all problem areas.

HOW TO TOW THE LIFT TRUCK WARNING: If there is no electrical power the brakes will be applied and the steering motor will not operate. The lift truck cannot be steered if the steering motor does not operate. DO NOT tow the lift truck if there is no electrical power.

1. The towed lift truck must have an operator.

2. Depress the brake pedal during towing to release the brake.

3. Tow the lift truck slowly.

4. Raise the forks approximately 12 inches (30 cm) from the surface. Install a chain to prevent the mast from moving.

5. If another lift truck is used to tow the disabled lift truck, that lift truck must have an equal or larger capacity than the disabled lift truck. Install an approximate half capacity load on the forks of the lift truck that is being used to tow the disabled lift truck. This half capacity load will increase the traction of the lift truck. Keep the load as low as possible.

If the lift truck must be moved without electrical power, the brake can be manually released. There are three holes with 1/4-20 UNC threads in the back plate. Install capscrews in the holes. Use the capscrews to push the armature plate away from the friction disc.

WARNING: If the brake has been manually released, put a "DO NOT OPERATE" tag on the steering wheel.

Never lift a disabled lift truck unless the lift truck must be moved and cannot be towed. The lift truck used for lifting the disabled truck must have a rated capacity equal to or greater than the weight of the disabled lift truck. The capacity must be for a load center equal to half the width of the disabled lift truck. See the nameplate of the disabled lift truck for the approximate total weight. The forks must extend the full width of the disabled lift truck. Center the weight of the disabled lift truck on the forks and be careful not to damage the underside of the lift truck.

PRECAUTIONS FOR TRUCKS IN STORAGE Complications can arise as a result of improper handling of trucks during periods of storage. The main areas of concern are the: electric motors, hydraulic components and electric truck batteries.

Before placing truck in storage, choose an area which is clean, dry and free from airborne contaminants.

When parking the truck chock the wheels. The forks should be fully lowered. For safety and increased usable floor area remove the forks and tag them with the truck serial number. Coat all exposed portions of cylinder rods with fresh high grade SAE 30 or 40 weight engine oil.

Electric trucks should be stored without batteries, therefore you will have to provide a fully charged battery for the period of this exercise.

All hydraulic cylinders should be cycled several times each month to keep the seals active and to coat the interior walls with oil. Actuate each cylinder, in both directions, until the stops are reached. With the power off, actuate each control button to relieve hydraulic pressure.

Prior to operating the truck, make a visual inspection for any leaks or signs of deterioration. Check the fluid level in the hydraulic tank and brake master cylinder. Take corrective action if necessary.

Sheet 2: General Truck and Lubrication Operate the truck for a short period of time each month. Electric drive motors must be exercised to keep them free of rust and contamination caused by condensation built up over periods of inactivity. Operate the truck with the motor at its normal temperature for at least five minutes.

When the truck is returned to service, it should be given the 350 hour inspection shown in the Recommended Schedules of Maintenance found in this manual.

PRECAUTIONS FOR BATTERIES IN STORAGE Batteries should be placed on a wooden pallet and stored in a dry, moderately cool area. Lead acid batteries will slowly "self discharge" over a period of time due to their chemical make-up. If the self discharge is left uncontrolled, excessive sulfating can occur which is difficult to reduce and may damage the plates.

A discharged battery with a specific gravity of 1.100 will freeze at + 18 °F. A fully charged battery with a specific gravity of 1.280 will freeze at -87°F This "self discharge" is due to a chemical reaction, therefore, that chemical reaction can be accelerated by heat resulting in a more rapid "self discharge". The rate of discharge can amount to an average of about 0.001 point drop in specific gravity per day.

The following procedure should be followed when placing a battery in storage or when not in operation for more than 30 days. a. Give equalizing charge prior to placing new batteries in storage. Used batteries are to be fully charged and allowed to balance for approximately three more hours. b. Neutralize and clean the battery. Clean with a solution of 16 ounces of baking soda in one (1) gallon of water. c.

Store in a cool, dry location.

d. Check each cell in the battery at least once every 30 days and boost charge when specific gravity falls below 1.240. e. Protect batteries from ambient contamination.

If a greasy film forms on the top of a battery, it is acid and must be neutralized with a solution of 16 ounces of baking soda in one (1) gallon of water.

FASTENERS INTRODUCTION Threaded fasteners like bolts, nuts, capscrews, and studs are made to specifications that describe the mechanical strength and hardness of the fastener. A fastener used in a design application is selected according to its specifications. Yale Materials Handling Corporation buys parts from many countries. Parts that are purchased must be to Yale standards. There are several standards used by these countries in the manufacture of threaded fasteners. Many of these fasteners are similar, but cannot be used as a direct replacement. To make sure that you have the correct fastener, order fasteners and parts through the Yale Parts Distribution Center, Danville, IL. Service persons must use replacement fasteners that have the same specifications. Fasteners made to each specification have identification marks for that specification. This specification is commonly called "Grade" for SAE standards and "property class" for metric standards. This section describes the identification of some common fasteners.

The metric system used by Yale Materials Handling Corporation is described as SI (Le Systeme d'Unites or the International System of Units, also called SI in all languages). The SI system of measurement is described in ISO Standard 1000, 1973. A conversion table of common measurements is shown in Table 2-12.

THREADS, NOMENCLATURE The thread design is specified by a series of numbers and letters for inch and metric fasteners. See Figure 2-9. The diameter of the shank of the fastener is shown first in the series [M12 = 12 mm, M20 = 20 mm (1/2 = 1/2 inch, 3/4 = 3/4 inch)].

The length of the shank is often indicated as part of the description of a fastener. This length is shown in inches for inch fasteners and in millimetres for metric fasteners.

The number of threads per inch for inch fasteners may either be shown as UNC (Unified National Coarse) or UNF

Sheet 2: General Truck and Lubrication (Unified National Fine). Metric fasteners show the thread pitch.

A capscrew will have the following description: Table 2-4 -Capscrew Description

STRENGTH IDENTIFICATION The most common property classes for metric fasteners are 8.8 and 10.9. The property class is marked with a number on the head of the capscrew or on a nut. Property classes less than 8.8 are often not marked. Grades for inch bolts go from 2 to 8. Grade 2 fasteners normally do not have any marks. The following tables show the marks that identify the grades and property classes for different fasteners.

CAUTION: When fasteners must be replaced, the new fasteners must be of the same strength or greater than the original fasteners. The new fasteners must also be the correct size.

NOTE: Identification marks are according to bolt strength. The higher the number or the increase in the number of marks indicates increased bolt strength.

Figure 2-9 -Thread Design Table 2-5 -Bolts and Screws

Sheet 2: General Truck and Lubrication

Table 2-6 -Studs and Nuts

Sheet 2: General Truck and Lubrication

Table 2-7 -Torque Nuts

Sheet 2: General Truck and Lubrication

Table 2-8 -Torque Nuts with Nylon Inserts

Sheet 2: General Truck and Lubrication

Table 2-9 -General Guide to Torque Values

Sheet 2: General Truck and Lubrication

NOTES: 1. The term lub. includes the application of high stress lubrication to the fastener, and fasteners that have a cadmium plating.

2. Dry values include screws that only have a thin film of oil to prevent rust.

3. The torque values are minimum. Values to 20% higher are permitted.

4. Fasteners with zinc plating must have a 10% higher torque than dry value.

Table 2-10 -General Guide to Torque Values

Sheet 2: General Truck and Lubrication

NOTES: 1. Reduce the torque values approximately 20% when high stress lubrication is applied to the fastener, or fasteners that have a cadmium plating.

2. Dry values include screws that only have a thin film of oil to prevent rust.

3. The torque values are minimum. Values to 20% higher are permitted.

4. Fasteners with zinc plating must have a 10% higher torque than dry value.

5. Marking not required on M5 and smaller fasteners.

Table 2-11 -Recommended Maximum Torque Values for Hydraulic Fittings*

Sheet 2: General Truck and Lubrication

NOTE: Values shown are for zinc plated fittings. Values for cadmium plated fittings may vary slightly, but not enough to be of any appreciable difference. *Torque Values furnished by Air-Way Manufacturing Co., Olivet, Michigan Table 2-12 -Conversion Table for Metric and English Units

Sheet 2: General Truck and Lubrication

Sheet 3: Introduction,MIB ELECTRICAL SYSTEM INTRODUCTION GENERAL The electrical system for the OS-BD/SS-BD Order Selector series of lift trucks consists of the following major components: • • • • • •

Main Interface Board (MIB) Proportional Electro-Hydraulic Valve Control Handle Assembly Contactor Panel Assembly EV-1 OOLX Traction Motor Controller Wire Guidance (optional)

Complete instructions regarding removal, disassembly, repair, assembly, installation, adjustments and specifications are provided for each of these components, with the following exception: See Section 6 -STEERING SYSTEM or Section 7 STEERING SYSTEM -WIRE GUIDANCE for adjustment and repair of the EPS and wire guidance steer systems.

NOTE: WIRING SCHEMATICS AND DIAGRAMS are provided at the end of this section. Refer to Page 3-98.

Figure 3-1 -Drive Unit Compartment COMPONENT REPAIR AND TESTING

Sheet 3: Introduction,MIB GENERAL 1. To check for wire connections to the frame, disconnect the battery so that the connector is completely free and use an ohmmeter to check the circuits. Check for 50,000 ohms or more between each terminal of the part of the battery connector on the lift truck and a clean connection on the frame. Make sure there are no electrical connections to the frame of the lift truck. Wires or terminals without insulation can cause these connections.

Isolators for circuit boards that are missing, broken or not installed correctly can also cause these connections.

2. Check for voltage between each terminal of the connector on the battery and a clean metal connection on the frame of the lift truck. It is normal to measure some voltage between the battery and the frame even if the resistance checks are correct. If a voltage is measured, use an ammeter to determine if the current level is acceptable. Current in excess of 100 milliamperes can cause a problem.

There can be a voltage on the frame if the battery is dirty or if the battery has a defect. Clean the battery and battery compartment as necessary. There can also be a voltage on the frame if there is carbon dust in the motors. Use dry compressed air to remove the carbon dust from all motors.

MAIN INTERFACE BOARD (MIB) DESCRIPTION/FEATURES The main interface board (MIB) is a printed circuit board that is the brain of the electrical system. It incorporates a state-of-the-art micro-controller and interlock logic to monitor and control all hydraulic functions. Inputs and outputs required to interface with the lift/lower control handle, lift and lower solenoid valve coils, pump contactor coil and the enable relay coil are also provided.

The MIB is programmed using on-board switches and a LED display. Full service level diagnostics are available.

Real time truck function "STATUS", "WARNINGS" and "FAULTS" are reported as codes by the on-board digital read out. See Table 3-5 through Table 3-7. Also refer to STATUS, WARNING AND FAULT CODE TROUBLESHOOTING, Page 3-15.

Figure 3-2 -Main Interface Board (MIB)

MIB diagnostics include under and over coil current limit monitoring. If the coil current is out of the specified range, the output is cancelled and a fault code is generated. Where possible only the faulty circuit is disabled. All other functions would remain useable.

For example, if an operator tries to lift and there is a shorted lift solenoid, lift would be disabled. The operator would inform a service person that the lift truck would not lift.

To repair the problem, a service person would remove the cover for access to the MI B and perform the lift function.

A fault code "48" (high current-lift coil) would be displayed on the right side of the MIB display while attempting to lift.

The service person would refer to MIB STATUS, WARNING AND FAULT CODE TROUBLESHOOTING, Page 3-15 for a listing of fault codes and the recommended method of repairing fault code "48".

NOTE: With most faults, the fault code is only displayed when the operator is attempting to perform the associated function.

OPERATION

Sheet 3: Introduction,MIB With the key switch in the "ON" position the MI B should display "0300" to indicate that the system is READY When a function is selected, the left two digits will change to indicate the operation of that function. The "STATUS" code "0600" is displayed during "LIFTING". "0700" is displayed during "LOWERING".

"WARNINGS" monitored by the MIB are displayed when detected.

"FAULTS" monitored by the MIB are displayed when detected. "0652" would be displayed when "LIFTING" is selected and the MIB detects a shorted lift pump contactor coil.

Codes are displayed as follows: • • •

"STATUS" codes -r numbers 03, 06 and 07.

"WARNING" codes -r numbers 20 to 23.

"FAULT" codes -r numbers 48 to 59, 70 to 73, 82 and 85.

PRIORITIES The four digit LED display is capable of displaying two codes at once. One code is displayed by the left two digits and the other code is displayed by the right two digits. See Figure 3-4.

During normal operation (no "WARNINGS" or "FAULTS" present), the two digits on the left side of the display show the "STATUS" code of the truck and the two digits on the right side of the display will show "00". Every time a function is selected the left two digits are updated to reflect the selected function.

The two digits on the right side of the display are used to display either a "WARNING" code or a "FAULT" code. If neither a "WARNING" code or a "FAULT" code is present, the two digits on the right side of the display will show "00".

If both a "WARNING" code and a "FAULT" code are present, the "STATUS" code will not be displayed, instead the "WARNING" code will be shown on the left side of the display and the "FAULT" code will be shown on the right side of the display. See Table 3-1 for additional information.

If multiple codes of the same type are present, the MIB will determine which code is most important, according to a internal priority rating, and display that code. Priorities are listed in Status, Warning and Fault Code Troubleshooting.

The highest priority code is assigned priority number 1. Codes of less importance are assigned higher numbers.

Example: If two "FAULTS" are present, the highest priority "FAULT" code will first be displayed. Once that "FAULT" is repaired the next highest priority "FAULT" code will be displayed.

NOTE: When performing troubleshooting, it is important to read the left two digits as one code, and the right two digits as a separate code. Always troubleshoot the code shown on the right side of the display first.

Table 3-1 -MIB Priorities

REMOVAL The main interface board (MI B) is located under the drive unit compartment cover. For access to the MIB, remove the drive unit compartment cover. The MIB is not a repairable item and must be replaced if troubleshooting determines the MIB to be faulty.

WARNING: Disconnect the battery and separate the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short circuit, the high current flow from the battery can cause an injury or parts damage.

1. Move the lift truck to a safe level area. Turn the key switch off and remove the key. Put a "DO NOT OPERATE" tag on the control handle. Put blocks under the drive wheels to keep the lift truck from moving. See Section 1 HOW TO PUT A LIFT TRUCK ON BLOCKS.

Sheet 3: Introduction,MIB 2. Disconnect the battery and separate the connectors.

3. Remove the drive unit compartment cover for access to the main interface board (MIB).

WARNING: The capacitor in the traction motor controller can hold an electrical charge after the battery is disconnected. To prevent electrical shock and injury, discharge the capacitor before inspecting or repairing any component. Wear safety glasses. Make certain the battery has been disconnected. Discharge the capacitors in the controller by connecting a load (such as a contactor coil or a horn) across the controller's B+ and B- terminals (center 2 terminals). DO NOT use a screwdriver to discharge the traction motor controller.

4. Use a screwdriver in the slot of the lock on the connector to release the male plug. Pull and hold the lock away from the latch while pulling the J plug from the MIB. See Figure 3-3. Disconnect both the J1 and J2 plugs from the MIB. 5. Remove the capscrews and lockwashers retaining the MIB to the lift truck frame. Remove the MIB from the lift truck.

6. Remove the capscrews and lockwashers retaining the MIB to the lift truck frame. Remove the MIB from the lift truck.

Figure 3-3 -MIB "J" Connector REPAIR The MIB is not a repairable item and must be replaced if there is a problem with the board itself.

CAUTION: When replacing the MIB with a new board make certain to follow the instructions contained in this section.

INSTALLATION 1. Align the plugs with the connectors located on the bottom of the MI B. Connect the two plugs J 1 and J2 to the bottom of the main interface board. Make certain that the lock on each plug is engaged with the latch.

2. Align the new main interface board with the holes in the lift truck frame and install the capscrews and lockwashers.

3. Before installing the drive unit compartment cover, the MI B must be programmed for the lift truck that it is being installed in. The MIB must also be calibrated to the hydraulic potentiometer. Refer to MIB SET-UP PROCEDURE Page 3-6.

4. Install the drive unit compartment cover.

5. Connect the battery.

CHECKING THE MODEL CODE AND SET-UP STATUS

Sheet 3: Introduction,MIB Turn the key switch to the "START" position and then to the "ON" position (main contactor is energized).

Pressing button "A" will show "FnnO" or "FnnA", where'nn' is the model code number that is currently programmed into the MIB. The model code number is the same as the value of function number 01 and should be 03 for 24 volt trucks or 04 for 36 volt trucks. A model code of "00" indicates that the MIB has no model code programmed.

NOTE: Function 01 on software version 3.01 defaults to a value of 01. For software version 3.01, manually set the value. See Table 3-3.

NOTE: A fault code can occur if the truck model is not selected properly or if the hydraulic potentiometer is not properly calibrated to the MIB. WARNING: Function 01 must always be set to correspond to the appropriate model truck. See Table 3-2, Page 3-9.

The last digit in the display is used to indicate the MI B program status.

"0" indicates all DEFAULT settings for the truck model listed "A" indicates one or more ALTERED settings. One or more of the function codes have been set to a value other than the default value for the truck model listed ('nn').

A display of "F000" means that the board has not yet been programmed for any truck model.

CHECKING THE MIB SOFTWARE VERSION Turn the key switch to the "START" position and then to the "ON" position (main contactor is energized).

Pressing button "C" or "D" will show the MIB software version. "C301 " for version 3.01, "C302" for version 3.02, etc.

DEFAULT VALUES Every MIB installed in a new truck by the factory is programmed with the recommended factory default values for that model truck. The factory also calibrates each MIB to the specific hydraulic potentiometer on the truck.

Whenever a replacement MIB is installed in a truck, the replacement MI B must be manually calibrated to the particular hydraulic potentiometer installed in the truck. Function 32 is used for the hydraulic potentiometer calibration. Refer to MIB SET-UP PROCEDURE, Page 3-6 for complete information.

NOTE: Function 32 must also be adjusted whenever a hydraulic potentiometer is adjusted, repaired or replaced.

CUSTOM PROGRAMMING Certain function values can be customized if so desired. NO TAG lists the minimum and maximum values allowed for each function.

Adjustments are made by removing the top cover of the MIB enclosure for access to the push buttons and the digital readout. Minimum and and maximum rates (speeds) as well as the stopping rate can be individually adjusted for the lift and lower functions. To avoid any inadvertent adjustments to the MIB a detailed exit procedure must be followed.

Altered settings can all be returned to the previous values by simply turning the key to the "OFF" position. Before saving, refer to EXITING THE SET-UP MODE. All settings can also be returned to the factory default values. Refer to ERASE AND RETURN TO FACTORY DEFAULT VALUES. WARNING: NEVER attempt to adjust any of the MIB function values without using the procedures and setting values given in this section.

WARNING: Program changes will affect lift truck performance and operation. If function values are changed, make sure all operators of the lift truck know that the truck can now operate differently.

WARNING: Each function of each MIB has a range of values (min/max) so that the MIB can be customized for different applications. Adjustment of functions to the wrong value for your truck can cause the truck to operate differently than normal. Do not set a function to a value outside of the recommended minimum/maximum range. This different operation of the truck can cause an injury or damage to the truck. See NO TAG for the MIB settings for your truck.

Function values are customized by:

Sheet 3: Introduction,MIB 1. Entering the set-up mode. Refer to ENTERING THE SET-UP MODE. 2. Selecting the function to be customized. Refer to INCREASING/DECREASING THE FUNCTION NUMBER. 3. Programming the selected function to the desired value. Refer to INCREASING/DECREASING THE FUNCTION VALUE. 4. Repeating Step 2 and Step 3 for the remaining functions to be adjusted.

5. Exiting the Set-Up Mode and saving the new values. Refer to EXITING THE SET-UP MODE.

Figure 3-4 -MIB Display MAIN INTERFACE BOARD ADJUSTMENTS GENERAL The MIB (Main Interface Board) must be set-up (calibrated) whenever any of the following occur: •

A new MI B is installed or a MI B is transferred from one truck to another.

•

A hydraulic potentiometer is adjusted or replaced.

•

A hydraulic control valve is serviced or replaced.

•

It is desired to return the MIB to factory default settings.

•

Troubleshooting indicates that any of the above components may be out of adjustment.

•

When a replacement MIB is installed Step 1, Step 2, Step 3, Step 3B and Step 4 must be performed.

•

When a hydraulic potentiometer is adjusted or replaced Step 1, Step 3 and Step 4 must be performed.

•

When the hydraulic control valve is adjusted or replaced Step 1 and Step 4 must be performed.

•

When it is necessary to program the factory default values into the MIB Step 1, Step 2, Step 3, Step 3B and Step 4 must be performed.

CAUTION: Turning the key switch off or disconnecting the battery whenever the MIB is in the set-up mode will result in the MIB returning to the run mode without saving any new values. If STEP 2 was performed before power was removed from the MIB, the complete MIB SET-UP PROCEDURE will have to be performed before the lift truck will be operational.

CAUTION: The MIB SET-UP PROCEDURE must be performed in the order listed to properly calibrate a replacement MIB or to reset a MIB to factory default values.

MIB SET-UP SEQUENCE Step 1 Entering the Set-Up Mode Perform this step: • •

To enable the MIB set-up mode.

To check or adjust the MIB function values.

Step 2 Erase and Return to Factory Default Values Perform this step: •

Whenever a replacement MIB is installed.

Sheet 3: Introduction,MIB •

To revert to factory default values.

NOTE: Step 2 should only be performed if you desire to erase all current function values and revert to factory default values.

NOTE: After performing this Step 2, it will be necessary to complete Step 3 through Step 4 before the lift truck will be operational.

Step 3 Hydraulic Potentiometer Set-Up Perform this step: • • • •

Whenever a replacement MIB is installed.

Whenever the MIB is reset to default values.

Whenever the hydraulic potentiometer is adjusted or replaced.

Whenever a lift switch or a lower switch is adjusted or replaced.

Step 3B Setting Functions 02, 03, 04 , 05, 18, 19 and 60 Perform this step: •

If the MIB software version is 3.01. Refer to NO TAG, Page NO TAG for additional information.

Step 4 Exiting the Set-Up Mode Perform this step: • •

To save new function and/or calibration values.

To exit the MIB set-up mode and enable the MIB run mode.

CHANGING THE MIB VALUES NOTE: MIB must be in set-up mode to change display values.

Increasing/Decreasing The Function Number a. Press and hold button "A". b. Press button "C" and the left two digits will increase. or Press button "D" and the left two digits will decrease.

NOTE: Wraparound occurs in both directions. (Once reaching the last function number you restart at the first. Once reaching the first number you restart at the last.)

Increasing/Decreasing The Function Value a. Press button "C" and the right two digits will increase. or Press button "D" and the right two digits will decrease.

NOTE: Wraparound is not provided for the function value.

MIB SET-UP PROCEDURE NOTE: To exit the set-up procedure at any time without saving new values, turn the key switch to the "OFF" position.

During this procedure you will be instructed to alter the function number (left two digits) or the function value (right two digits). Refer to CHANGING THE DISPLAY VALUES for the procedure.

See Figure 3-4 for MIB button location.

CAUTION: On MI B software version 3.01 ONLY, failure to manually adjust functions02, 03, 04, 05, 18, 19 and 60 to the values indicated in NO TAG will result in improper lift truck performance.

Step 1 Entering the Set-Up Mode 1. Turn the key switch to the "START" position and then to the "ON" position (main contactor is energized).

2. Press buttons "A" and "C" simultaneously and hold for several seconds until the display shows a series of dashes then release. The two digits on the left will now display "01 " to indicate the current function. The two digits on the right will display the model code. See Table 3-2.

NOTE: At this point any function can be selected to check or adjust the value. Refer to INCREASING/DECREASING

Sheet 3: Introduction,MIB THE FUNCTION NUMBER for instructions on selecting each function. Refer to INCREASING/DECREASING THE FUNCTION VALUE for instructions on adjusting the function value. After the desired function values have been adjusted, proceed to Step 4 Step 2 Erase and Return to Factory Default Values 1. Select function number 31. Refer to INCREASING/DECREASING THE FUNCTION NUMBER. 2. Verify that the left two digits on the display show "31 ".

3. Set function number 31 to a value of 75 (right two digits show "75"). Refer to INCREASING/DECREASING THE FUNCTION VALUE. CAUTION: Pressing buttons "B" and "D" will erase all customized values immediately. It will be impossible to retrieve any of the erased data.

4. Press and hold button "B". Momentarily press button "D" and then release all buttons.

5. Check the number on the MIB display to determine the next Step.

A MIB display of "3210"at this time indicates MIB software version 3.01. For software version 3.01, skip to Step 3, HYDRAULIC POTENTIOMETER SET-UP. A MIB display of "0100"at this time indicates MIB software version 3.02 or higher. The "0100" indicates a board with no program. Continue this procedure.

6. Set the value of function 01 (right two digits) to the proper model code. Refer to INCREASING/DECREASING THE FUNCTION VALUE. See Table 3-2, Page 3-9 for the correct value for your model truck.

The MIB is now programmed with the factory default values. See NO TAG, Page NO TAG. 7. Proceed to HYDRAULIC POTENTIOMETER SET-UP. Step 3 Hydraulic Potentiometer Set-Up NOTE: The side rail arms must be lowered and the slack chain light must not be illuminated during this procedure.

1. Verify that the MIB display shows "3210". If necessary, select function number 32. Refer to INCREASING/DECREASING THE FUNCTION NUMBER. 2. Press button "D" until the function value is decreased to zero.

3. Verify that the MIB display shows "3200".

4. With the control in neutral, press button "D" at least one more time (records the potentiometer neutral value).

NOTE: Use a normal activation effort during the HYDRAULIC POTENTIOMETER SET-UP procedure. Do not force the control thumb wheel when selecting full speed lift or full speed lower.

5. Move the control to the full speed lift position. Hold for 2 seconds.

6. Move the control handle to the full speed lower position. Hold for 2 seconds.

7. Repeat Step 5.

8. Repeat Step 6.

9. Return the control to the neutral position.

10. Save the calibration data by pressing button "C" 5 times.

11. Verify that the MIB display reads "3205".

12. Evaluate the calibration using the active or passive evaluation method.

Active Evaluation Method

Sheet 3: Introduction,MIB a. Press and hold button "B". b. Move the control handle to the full speed lift and full speed lower positions.

The left two digits will display the value for lift. The right two digits will display the value for lower. The values will be nearly zero as each neutral switch just closes. When the control handle is positioned for full speed lift or full speed lower the display should show values between 94 and 99 or (AO to A5). The decimal point will light when either neutral switch is closed.

Passive Evaluation Method a. Press and release button "B". b. Verify that the MIB display shows "0000". c.

Move the control handle to the full speed lift and full speed lower positions.

The left two digits will display and hold the maximum value for lift. The right two digits will display and hold the maximum value for lower. The display should show between 94 and 99 or (AO to A5) for both lift and lower. d. To evaluate again, repeat the procedure from Step a.

NOTE: If the evaluation determines that the full speed lift or full speed lower values are not correct (less than 94 or greater than A5), repeat the HYDRAULIC POTENTIOMETER SET-UP procedure from Step 1. If a proper calibration is still not possible, troubleshoot the potentiometer, switches and/or switch assembly. See Table 3-12 and Figure 3-21 for potentiometer specifications.

13. Proceed to Step 3B, SETTING FUNCTIONS 02, 03, 04, 05, 18, 19, and 60 for MIB software version 3.01. or Proceed to Step 4, EXITING THE SET-UP MODE for all other software versions.

Step 3B Setting Functions 02, 04, 05, 18, 19 and 60 (MIB Software Version 3.01 only) CAUTION: On MIB software version 3.01 ONLY, failure to manually adjust functions 02, 03, 04, 05, 18, 19, and 60 to the values indicated in NO TAG will result in improper lift truck performance.

1. Adjust functions 02, 03, 04, 05,18,19, and 60 to the values indicated in NO TAG, Page NO TAG. Refer to INCREASING/DECREASING THE FUNCTION NUMBER for instructions on selecting each function.

Refer to INCREASING/DECREASING THE FUNCTION VALUE for instructions on adjusting the function value.

2. Proceed to Step 4, EXITING THE SET-UP MODE. Step 4 Exiting the Set-Up Mode Exit Without Saving New Values Turn the key switch to the "OFF" position.

Exit and Save New Values CAUTION: Failure to perform this step will result in the loss of all new settings.

1. Select function number 30. Refer to INCREASING/DECREASING THE FUNCTION NUMBER. 2. Verify/adjust the MIB display to a value of "3050".

3. Press and hold button "B" and then press button "C".

4. Release both buttons. After several seconds the MIB display will change to "0300" to indicate that the system is READY The new values have been saved and the set-up mode has been exited.

5. Verify the correct operation of the hydraulic functions.

MIB FUNCTION DESCRIPTIONS Function 01 Model Code Default Values

Sheet 3: Introduction,MIB This function permits the programming of MIB factory default values for each model truck (24 volt or 36 volt). Setting this function to the value corresponding to the specific truck model will program MIB function numbers 2 through 05,18,19, 25, 26, and 60 to the corresponding factory default values. See Table 3-2 and NO TAG for a list of settings for each model truck. Refer to MIB SET-UP PROCEDURE, Page 3-6 for additional information on programming the MIB. CAUTION: Function 01 will not program values for the hydraulic potentiometer (function 32). The hydraulic potentiometer must be manually calibrated to the MIB. Refer to HYDRAULIC POTENTIOMETER SET-UP, Page 3-7 for the procedure to calibrate the MIB to the hydraulic potentiometer.

CAUTION: Default values for functions 02, 03,04,05,18,19and6Oon MIB software version 3.01 must be manually reset to the values listed for software version 3.02. See NO TAG for the correct values.

Refer to CHECKING THE SOFTWARE VERSION, Page 3-4 for the procedure to determine the software version.

Table 3-2 -Function 01 Values

Function 02 Lift-Minimum Rate This function adjusts the slowest speed the forks lift. The control handle is in the slow lift position (pump motor first starts).

The opening of the lift valve is proportional to the current applied to the lift valve solenoid. Function 02 controls the amount of current supplied to the lift valve solenoid when the control handle is in the slow lift position.

Increasing this value will increase the slowest speed the forks lift. Decreasing this value will decrease the slowest speed the forks lift. Decreasing this value below the default value can increase the distance the control handle has to be moved to start lift.

Function 03 Lift-Maximum Rate This function adjusts the fastest speed the forks lift. The control handle is in the fast lift position.

The opening of the lift valve is proportional to the current applied to the lift valve solenoid. Function 03 controls the maximum current supplied to the lift valve solenoid when the control handle is in the fast lift position.

The factory default value allows maximum lift speed. Increasing this value from the default value will not increase lift speed, but will allow maximum lift speed to occur at a point closer to the neutral position of the control handle.

Decreasing this value will decrease maximum lift speed. After programming the minimum value allowed, an additional reduction in lift speed can be realized by decreasing the value of function 02.

Function 04 Lower-Minimum Rate This function adjusts the slowest speed the forks lower. The control handle is in the slow lower position (lowering valve is first activated).

The opening of the lowering valve is proportional to the current applied to the lowering valve solenoid. Function 04 controls the amount of current supplied to the lowering valve solenoid when the control handle is in the slow lower position.

Increasing this value will increase the slowest speed the forks lower. Decreasing this value will decrease the slowest speed the forks lower. Decreasing this value below the default value can increase the distance the control handle has to be moved to start lowering.

Function 05 Lower-Maximum Rate

Sheet 3: Introduction,MIB This function adjusts the fastest speed the forks lower. The control handle is in the fast lower position.

The opening of the lowering valve is proportional to the current applied to the lowering valve solenoid. Function 05 controls the maximum current supplied to the lowering valve solenoid when the control handle is in the fast lower position.

The factory default value allows maximum lowering speed. Increasing this value from the default value will not increase lowering speed but will allow maximum lowering speed to occur at a point closer to the neutral position of the control handle. Decreasing this value will decrease maximum lowering speed. After programming the minimum value allowed, an additional reduction in lowering speed can be realized by decreasing the value of function 04, minimum lower speed.

Function 18 Lift-Stopping Rate This function permits adjustment of the closing rate of the lift valve. Adjusting this function adjusts how fast the lift function will stop when the lift/lower control is released from the full speed lift position to the neutral position.

Increasing this value will increase the time necessary for the lift function to decelerate or stop and provide a softer stop. Decreasing this value will decrease the time necessary for the lift function to decelerate or stop and provide a more abrupt stop.

Function 19 Lower-Stopping Rate This function permits adjustment of the closing rate of the lowering valve. Adjusting this function adjusts how fast the lowering function will stop when the lift/lower control is released from the full speed lower position to the neutral position.

Increasing this value will increase the time necessary for the lowering function to decelerate or stop and provide a softer stop. Decreasing this value will decrease the time necessary for the lowering function to decelerate or stop and provide a more abrupt stop.

Function 25 Lift Pump Contactor-Minimum Current CAUTION: Do not adjust this function. This function must be set at the default value or lift truck damage can occur.

This function is used by the factory to set the minimum allowable lift pump contactor coil current. Coil current less than 0.10 amps will cause the MIB to display fault code 53.

Function 26 Lift Pump Contactor-Maximum Current CAUTION: Do not adjust this function. This function must beset at the default value or lift truck damage can occur.

This function is used by the factory to set the maximum allowable lift pump contactor coil current. Coil current greater than 2.04 amps will cause the MIB to display fault code 52.

Function 30 Exit and Save New Values This function is used during programming of the MIB. Refer to STEP 4, EXITING THE SET-UP MODE, Page 3-6 and Page 3-8 for additional information.

Function 31 Erase and Return to Factory Default Values This function is used during programming of the MIB. Refer to STEP 2 ERASE AND RETURN TO FACTORY DEFAULT VALUES, Page 3-6 and Page 3-7 for additional information.

Function 32 Hydraulic Potentiometer-Set-up This function is used to calibrate the MIB to the hydraulic potentiometer. Refer to STEP 3 HYDRAULIC POTENTIOMETER SET-UP, Page 3-6 and Page 3-7 for additional information.

Function 60 Maximum Lowering Rate Below 24 Inches This function adjusts the fastest speed the forks will lower at a fork height of 24 inches or less. The control handle is in the fast lower position.

The opening of the lowering valve is proportional to the current applied to the lowering valve solenoid. Function 60 controls the maximum current supplied to the lowering valve solenoid when the control handle is in the fast lower

Sheet 3: Introduction,MIB position and the fork height is 24 inches or less.

Increasing this value will increase the maximum speed the forks lower below 24 inches fork height. Decreasing this value will decrease the the maximum speed the forks lower below 24 inches fork height.

NOTE: The set value of function 60 is a percent of the range established by the set values of function 04 and function 05. Function 60 must be readjusted any time the value of function 04 or function 05 is changed.

Table 3-3 -MIB Function Code Values -24 Volt and 36 volt OS/SS 030 BD Model Trucks (MIB software version 3.01 to 3.09)

Sheet 3: Introduction,MIB

Figure 3-5 - MIB J Plug-Pin Identification Table 3-4 - MIB Terminal Identification

Table 3-5 -MIB Status Codes

Table 3-6 -MIB Warning Codes

Sheet 3: Introduction,MIB

Table 3-7 -MIB Fault Codes

Table 3-8 -Special Notes-MIB Status, Warning and Fault Codes

Sheet 3: Introduction,MIB

SPECIAL NOTES for Table 3-5, Table 3-6, Table 3-7 and Status, Warning and Fault Code Troubleshooting Guide Any number other than a 00 displayed in the two digits on the left side of the display will indicate a status. Numbers 03, 06 and 07 indicate status codes. See Table 3-5 for status code information.

Any code other than a 00 displayed in the two digits on the right side of the display will indicate a warning or a fault.

Numbers 20 through 23 indicate warning codes. See Table 3-6 for warning code information. Numbers 48 through 59, 70, 72, 73, 82 and 85 indicate fault codes. See Table 3-7 for fault code information. See Table 3-1, Page 3-3 for additional information.

NOTE 7: Only one hydraulic function, lift or lower (MIB "STATUS" code 06 or 07) can occur at a time. The truck is designed hydraulically and electrically to perform only one hydraulic function at a time. The MIB will determine the appropriate function and send the proper code to the display.

NOTE 8: The neutral reference voltage is the potentiometer wiper voltage with the control handle in neutral. This voltage range is automatically determined and recorded by the MIB during the potentiometer set-up procedure and is not adjustable.

NOTE 9: With multifunction control in "NEUTRAL" HYDRAULIC POTENTIOMETERLow sideJ2-17 (wire #80) should be approximately 0.5 volts WiperJ2-16 (wire #74) should be approximately 2.5 volts High side J2-2 (wire #73) should be approximately 4.5 volts CAUTION: Never attempt to probe through the back of the J1 or J2 MIB plugs. These plugs are special sealed plugs.

Probing through the back of the J1 or J2 MIB plugs will destroy the seal and can cause a short circuit. If a circuit must be tested for voltage, check for voltage at an "amp" type plug, a switch or a component. If the circuit to the MIB is suspect, check the circuit for continuity by removing the MI B and then disconnecting the J1 and J2 plugs. See MI B REMOVAL, Page 3-3. Test continuity from the front (pin end) of the plugs. See Figure 3-5.

Sheet 4: Status, Warning and Fault Code Troubleshooting ELECTRICAL SYSTEM STATUS, WARNING AND FAULT CODE TROUBLESHOOTING See Table 3-8, Page 3-14 for all NOTES concerning the following MIB troubleshooting guide.

NOTE: In the following troubleshooting guide, XX in the MIB CODE block is equal to any number.

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 4: Status, Warning and Fault Code Troubleshooting

Sheet 5: Electrical System Components ELECTRICAL SYSTEM ELECTRICAL SYSTEM COMPONENTS CONTACTOR PANEL ASSEMBLY Description/Features The contactor panel assembly is supplied as a subassembly complete with wiring. It contains the Main, Forward/Reverse and Lift Pump contactors, fuses, the "LR" (latch relay), a 12 ohm resistor, a diode and the associated wiring. All of the components used are common for all of this series of lift trucks, whether the lift truck is using a 24 volt or 36 volt battery. All of the components are located so that they are easy to see, test and maintain.

The contactor panel assembly is located in the drive unit compartment. Access to the contactor panel requires removing the drive unit cover.

"EE" Contactor Panel When the" EE" option is provided, the contactor panel assembly is encased using an enclosure. A cover is provided on the top of the enclosure for contactor access. Power wires are routed through the sides of the box using special insulated connectors. The control wires are routed through a special sealed plug and receptacle at the point where they pass through the "EE" enclosure box. See Figure 3-7.

Figure 3-6 -Contactor Panel Assembly Removal 1. Move the lift truck to a safe level area. Turn the key switch off and remove the key. Put a "DO NOT OPERATE" tag on the control handle. Put blocks under the drive wheels to keep the lift truck from moving. See Section 2 - HOW TO PUT A LIFT TRUCK ON BLOCKS. WARNING: Disconnect the battery by separating the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

2. Disconnect the battery and separate the connectors.

3. Remove drive unit compartment cover for access to the contactor panel assembly.

WARNING: The capacitor in the SCR controller can hold an electrical charge after the battery is disconnected. To prevent electrical shock and injury, discharge the capacitor before inspecting or repairing any component. Wear safety glasses. Make certain the battery has been disconnected. Use a screwdriver or jumper wire between the two terminals to discharge capacitor C1.

4. Discharge the capacitor. Disconnect the plug to the main wiring harness.

5. On trucks equipped with the "EE" option, remove the enclosure cover to gain access to the contactor panel.

NOTE: The contactor panel assembly does not normally have to be removed from the lift truck. The steps listed above must be done to service any item that is attached to the contactor panel assembly.

Sheet 5: Electrical System Components 6. To remove the panel assembly, tag and disconnect the power wires to the contactors and the fuses.

7. Tag and disconnect the control wires to the contactors and the fuses.

8. Remove the battery from the lift truck to allow access to the bolts retaining the contactor panel. See Section 2 CHANGING THE BATTERY 9. Remove the capscrews retaining the contactor panel assembly to the frame. Remove the contactor panel assembly from the truck.

10. Remove the capscrew, flat washer, lockwasher and nut retaining the top of the panel assembly to the frame.

Remove the capscrew, flat washer, lockwasher and nut retaining the bottom of the panel assembly to the frame.

Remove the contactor panel assembly.

Installation 1. Align the contactor panel with the mounting holes in the frame. Install the two capscrews from the battery compartment up through the frame and contactor panel assembly. Install the flat washers, lockwashers and nuts on the capscrews.

2. Install the power wires and fuses. Refer to WIRING SCHEMATICS AND DIAGRAMS at the end of this section for wiring details.

3. Reconnect the control wires. Refer to WIRING SCHEMATICS AND DIAGRAMS at the end of this section for wiring details.

4. Install the battery in the lift truck. See Section 2 -CHANGING THE BATTERY 5. Connect the battery.

6. Remove the blocks from under the drive wheels, remove the "DO NOT OPERATE" tag and install the key.

Figure 3-7 -"EE" Contactor Panel Assembly 1. MAIN CONTACTOR 2. LIFT PUMP CONTACTOR 3. FUSE 2 500 AMPS 4. FUSE FU1 300 AMPS 5. RESISTOR 12 OHM .14 6. D1 DIOD 7. FUSE FU3 15 AMPS 8. FUSE FU6 10 AMPS 9. FUSE FU5 10 AMPS 10. "LR" (LATCH) RELAY 11. FORWARD/REVERSE CONTACTOR 12. ENCLOSURE 13. POWER WIRE CONNECTOR 14. CONTROL WIRES

Sheet 5: Electrical System Components 15. PCX SWITCH CONTACTORS Contactors are switches, controlled by electromagnets, that close and open a power circuit. The control card has internal electronic drivers and the electronic drivers control the current to the coils of the electromagnets for the contactors. The electromagnetic field in the coil moves the armature against spring pressure to close the contact.

When the coil is de-energized, the spring pressure moves the armature and opens the contacts. When a spring holds the contacts of a switch open, the switch is called normally open (NO). If a spring holds the contacts of a switch closed, the switch is called normally closed (NC).

The contactor contacts are made of special silver alloy. The contacts will normally look black and rough from normal operation. This condition does not cause problems with the operation of the lift truck. Cleaning is not necessary. DO NOT USE A FILE ON THE CONTACTS. DO NOT LUBRICATE THE CONTACTS. Replace the contacts when the silver alloy is worn away to the base support metal.

The main contactor and the lift pump contactor have one set of single pole normally open contacts (SPNO). See Figure 3-9. The power steering contactor is also a SPNO contactor but it is sealed and not serviceable. See Figure 3-8.

Figure 3-8 -Non-Serviceable SPNO Contactor Assembly

Figure 3-9 -Serviceable SPNO Contactor Assembly 1.

2.

3.

4.

5.

POWER TERMINALS CONTACTS COIL TERMINALS MOUNT BRACKET COIL

A typical set of direction contactors is shown in Figure 3-10. The direction contactors (FORWARD and REVERSE) each have two sets of NC and NO contacts. When a coil for a direction contactor is energized, the NO contacts close and the NC contacts open. This design prevents the contacts from being closed in the wrong sequence.

Sheet 5: Electrical System Components

Figure 3-10 -Direction Contactor 1.

2.

3.

4.

5.

6.

POWER TERMINALS NC CONTACTS NO CONTACTS COIL TERMINALS MOUNT BRACKET COIL

Testing WARNING: Parts of this procedure requires working on the lift truck with battery voltage present. To prevent electrical shock and injury, do not wear any rings, a watch or any other jewelry while working around the contactor panel. When manually closing a contactor with the power connected, use a properly insulated tool.

1. Block the lift truck so that the drive wheels are off the floor. See Section 2 -HOW TO PUT A LIFT TRUCK ON BLOCKS. Make certain that the hydraulic controls are in the neutral position.

2. Remove the drive unit compartment cover.

CAUTION: Never operate the traction motor at full speed for more than a few seconds without a load when the drive wheels are off the floor. A series wound DC motor will continue to accelerate indefinitely until it exceeds its designed maximum rpm, at which point it will self-destruct.

3. Check the condition of the battery. If it is not fully charged, charge or replace the battery with a fully charged battery before continuing.

4. Visually check to see if the contactor closes when the circuit is energized. If the contactor closes, skip to Step 9. If the contactor does not close, proceed to Step 5.

5. Connect a voltmeter across the coil terminals. Verify that the correct voltage is being applied to the coil with the circuit energized. See Table 3-9.

Table 3-9 -Contactor Coil Voltages

Sheet 5: Electrical System Components 6. Check the contactor for loose, broken or corroded connections at the contactor.

7. Check the mechanical function of the contactor. Use an insulated tool, such as an electricians screwdriver to manually close the contactor tips. Check for looseness or binding of the moving parts of the contactor. The parts should move freely, but the parts must not be so loose that the movement is sloppy.

8. Visually check the tips for pitting, burning or wear.

9. If an external suppressor is attached to the coil, remove the suppressor. The main contactor coil has an external suppressor.

NOTE: No external suppressors are used on contactor coils which are controlled by the MIB or the traction motor controller (except hoist pump controller). The MIB and traction motor controller have internal suppressors for these contactor coils.

10. Check the ohm value of the contactor coil. Compare the reading against the ohm values for the type of contactor being tested. See Table 3-10, Page 3-32 for coil resistance values. Readings not within the listed limits indicate the following: High Resistance . . . Corrosion or an open coil Low Resistance . . . Shorted or a burnt coil 11. If the contactor closes but the truck does not work properly, check the electrical function of the power circuit section of the contactor (the tips and buss bars). With the lift truck battery connected and all switches closed, connect a volt ohmmeter across the high current terminals of the contactor.

Set the high voltage scale of the meter to the lowest range higher than battery voltage (50 volts for a 36 volt battery, etc.). On forward and reverse contactors, with the contactor open, a reading of zero volts should be obtained. As the contactor closes, the meter should jump then immediately drop to zero or close to zero. This is the voltage drop across the contactor. On pump contactors, read the voltage across the contactor with the tips open. Battery voltage should drop to zero or near zero as the tips close.

A high voltage drop (2 volts or more) across the tips indicates a poor contact or high resistance. Check for burned or worn tips, incorrect size or mismatched tips and for an incorrect gap setting on contactors with adjustable point gaps.

Removal WARNING: The capacitor in the traction motor controller can hold an electrical charge after the battery is disconnected. To prevent electrical shock and injury, discharge the capacitor before inspecting or repairing any component. Wear safety glasses. Make certain the battery has been disconnected. Discharge the capacitors in the controller by connecting a load (such as a contactor coil or a horn) across the controller's B+ and B- terminals (center 2 terminals). DO NOT use a screwdriver to discharge the traction motor controller.

1. Disconnect the battery and separate the connectors.I ANODE 2. Block the drive wheels. Remove the compartment cover. Discharge the capacitor.

3. Identify and tag the wires, cables and buss bars. Disconnect the wires, cables and buss bars from the contactor.

4. Remove the capscrews retaining the contactor to the panel. Remove the contactor.

Installation 1. Install the contactor on the panel using the capscrews.

2. Connect the wires, cables and buss bars. Refer to the WIRING DIAGRAMS AND SCHEMATICS. 3. Install the compartment cover. Remove the blocks from the drive wheels. Connect the battery.

NOTE: Some contactors are mounted using insulator pads under the mounting bracket. Replacement contactors may or may not be supplied with the insulator pads. If insulator pads are not supplied with the replacement contactor, use the insulator pads from the original contactor under the new contactor.

SUPPRESSORS, DIODES AND RESISTORS Testing

Sheet 5: Electrical System Components Test suppressors when they are removed from the coil. A suppressor may be tested as an assembly or the separate components may be tested. A suppressor is polarity sensitive and must be tested in both directions. Using a volt ohmmeter, test the resistance of the suppressor in one direction and then the other. In one direction the reading should read open and in the opposite direction the reading should read the value of the resistor plus the diode. The components of the suppressor can also be tested individually.

The diode can be tested by: a. Set the volt ohmmeter to R x 1 scale. Connect the positive meter lead to the diode anode and the negative meter lead to the diode cathode. The reading should be low, between 5 to 25 ohms. b. Reverse the volt ohm meter leads as described in Step a or switch from + DC to -DC on the volt meter scale.

Set the scale to R x 10,000. The reading should read more than 500K ohms.

Test the resistor using the volt ohmmeter to the resistance value marked on the resistor. Replace any component or the that does not have the correct value.

Figure 3-11 -Typical Diode Table 3-10 -Contactor/Hydraulic Control Valve/Relay Coil Resistance Values

FUSES

Sheet 5: Electrical System Components All fuses are located on the contactor panel assembly except for FU4 (power steering circuit). On Wire Guidance trucks, FU4 is located in an in line fuse holder near the steering motor. On EPS trucks, FU4 is located on the relay panel. For access to the other fuses, refer to CONTACTOR PANEL ASSEMBLY/REMOVAL. WARNING: The capacitor in the SCR controller can hold an electrical charge after the battery is disconnected. To prevent electrical shock and injury, discharge the capacitor before inspecting or repairing any component. Wear safety glasses. Make certain the battery has been disconnected. Use a screwdriver or jumper wire between the two terminals to discharge capacitor C1.

When the lift truck has the provision for "EE" the fuses FU1, FU2, FU3, FU5 and FU6 are located in the contactor panel enclosure. See Figure 3-7. Refer to "EE" CONTACTOR PANEL for additional information.

The fuses may be checked for continuity if it cannot be determined visually that a fuse has failed. Make certain to replace any failed fuse with one of the same amperage when replacing a fuse.

FU1 FU2 FU3 FU4 FU5 FU6

TRACTION CIRCUIT LIFT PUMP MOTOR MAIN CONTACTOR COIL POWER STEERING CIRCUIT CONTROL CIRCUITS BATTERY CHARGE INDICATOR

300 AMPS 500 AMPS 15 AMP 30 AMPS 10 AMPS 10 AMP

PROXIMITY SWITCHES Description/Features The proximity switches used on the OS/SS model lift trucks are a NO (normally open) type. They are designed to turn on and provide battery positive to a load when the sensor end is within 5.08 mm (0.20 in) of a steel surface. The steel surface used to turn on a proximity switch is referred to as a "target". When the proximity switch detects the target and activates, the switch is considered "targeted". A red LED indicator on the rear of the sensor illuminates when the switch is targeted.

Proximity switches are low-current switches. A relay is generally used in conjunction with a proximity switch. On the OS/SS model lift truck, a relay is used with each proximity switch. The proximity switch is used to energize the relay coil. The contacts of the relay are used to switch the load. See RELAYS for additional information.

Operation In Figure 3-12 and Figure 3-13, the internal details of the proximity switches have been simplified for clarity. In Figure 3-12, the controlled circuit or load is off when the proximity switch is not targeted. The light (or load) is off. In Figure 3-13, the proximity switch is targeted therefore the controlled circuit or load is on.

Types The standard OS/SS BCN trucks have the following proximity switches: 114 inch proximity switch at fork elevation of 114 in. and below 60 inch proximity switch at fork elevation of 60 in. and below 150 inch proximity switch Targeted (ON) at a fork elevation of 150 inches and below 212/272 inch proximity switch (optional) Targeted (ON) at a fork elevation of 212 in and below (OS/BD).

Targeted (ON) at a fork elevation of 272 in and below (SS/BD).

NOTE: The 212/272 inch proximity switch is not provided on OS/BD trucks with the optional travel above 212 inches or SS/BD trucks with the optional travel above 272 inches.

All proximity switches are mounted on the mast primary. See RELAYS for additional information.

Sheet 5: Electrical System Components Figure 3-12 -Proximity Switch Circuit Operation -OFF

Figure 3-13 -Proximity Switch Circuit Operation -ON RELAYS Description/Features There are several relays used on the standard OS/SS model lift trucks. All relays except the "LR" (latch relay) are mounted on the relay panel. The latch relay is mounted on the contactor panel. See Table 3-10 for additional information and relay specifications.

Traction is enabled by a logic network of the 10°, 150", and 212/272" relays, with the logic network connecting the EPS brake output to the EV100LXTB2connectiontoenabletraction.

10°Relay -The 10°relay is part of the logic networks mentioned above. The 10°relay coil is energized by the EPS controller when the steer tire is within 10° maximum of straight travel. On 36 Volt trucks, a resistor is added between the relay coil and battery negative.

24" Relay -The 24" relay is part of the logic networks mentioned above. The 24" relay coil is energized by the 24 inch proximity switch when the fork elevation is 24" or below. On 36 Volt trucks, a resistor is added between the relay coil and battery negative.

60" Relay - The 60" relay is part of the logic networks mentioned above. The 60" relay coil is energized by the 60 inch proximity switch when the fork elevation is 60" or below. On 36 Volt trucks, a resistor is added between the relay coil and battery negative 114" Relay -The 114" relay is only used with the Traction Performance option, and is part of the logic networks mentioned above. The 114" relay coil is energized by the 114 inch proximity switch when the fork elevation is 114" or below. When the 114" relay is not used (relay may still be on relay panel but disconnected), a jumper wire is added between wires 43 &13J to complete the circuit. On 36 Volt trucks, a resistor is added between the relay coil and battery negative.

150" Relay -The 150" relay is part of the logic networks mentioned above. The 150" relay coil is energized by the 150 inch proximity switch when the fork elevation is 150" or below. On 36 Volt trucks, a resistor is added between the relay coil and battery negative.

212/272" Relay - The 212/272" relay is part of the logic networks mentioned above. The 212/272" relay coil is energized by the 212/272 inch proximity switch when the fork elevation is 212/272" or below. On trucks with option travel to maximum fork height, the relay coil is energized by a jumper which replaces the 212" proximity switch. On 36 Volt trucks, a resistor is added between the relay coil and battery negative.

Enable The enable relay is controlled by the MIB. The enable relay supplies battery volts to the the lift pump contactor coil, the hour meter contactor coil, the hydraulic control valve coils and to certain MIB input switches. The relay will de-energize these circuits if certain fault conditions occur. Refer to MI B codes 70, 71, 72 and 73.

Latch The "LR" (latch relay) prevents the main contactor from closing when the key switch is initially turned to the "ON" position. The relay contacts are in series with the main contactor coil and interrupt power to the main contactor coil until after the key switch is turned to the to the "START" position. Battery voltage is supplied to the latch relay coil when the key switch is turned to the "START" position. When the key is released to the "ON" position both the latch relay coil and the main contactor coil remain energized, but power is supplied through a 12 ohm resistor. Refer to WIRING SCHEMATICS AND DIAGRAMS at the end of this section for wiring details.

Coil testing

Sheet 5: Electrical System Components The "ER" (enable relay) relay coil can be tested for resistance across terminals 85 and 86. The "TR" relay coil is tested across terminals 7 and 8. See Figure 3-14 and Figure 3-15 for test point locations. Replace any relay which has a coil resistance value outside of specifications. See Table 3-10 for coil resistance values.

NOTE: The "ER" (enable relay) is a single pole, double throw (SPDT) type relay. It is manufactured by either The Bosch Company or Potter & Brumfield. When testing this relay, it is important to identify the manufacturer due to different coil resistance values. The name of the manufacturer is stamped on the relay.

Contact testing The normally open contacts of the "ER" relay is checked at terminals 30 and 87. The "TR" relay has two sets of normally open contacts. One set of NO contacts are checked between terminals 3 and 5, the other set are checked between terminals 4 and 6. Check for a voltage drop across the NO contacts with the relay energized. Replace any relay which has a voltage drop exceeding 2 volts. See Figure 3-14 and Figure 3-15 for test point locations.

Removal To remove the relays, tag and disconnect the wires. Remove the capscrews and lockwashers retaining the relay to the contactor panel assembly or the relay panel.

Installation To install the relays, install the capscrews and lockwashers retaining the relay to the contactor panel assembly or the relay panel. Install the electrical wires to the relay. Refer to WIRING SCHEMATICS AND DIAGRAMS at the end of this section for wiring details.

Figure 3-14 -Bosch and Potter Brumfield Relays

Figure 3-15 -Omron Relays

Sheet 5: Electrical System Components

Figure 3-16 -Omron 3-Pole Double Throw Relay KEY SWITCH Removal 1. Move the lift truck to a safe level area. Turn the key switch off and remove the key. Put a "DO NOT OPERATE" tag on the control handle. Put blocks under the drive wheels to keep the lift truck from moving. See Section 2 - HOW TO PUT A LIFT TRUCK ON BLOCKS. WARNING: Disconnect the battery and separate the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

2. Disconnect the battery and separate the connectors.

3. Remove the dash cover.

4. Tag and disconnect the electrical wires to the key switch.

5. Remove the nut retaining the key switch to the dash and remove the key switch.

Installation 1. Position the new switch in the mounting hole in the dash. Install the nut to retain the key switch.

2. Install the electrical wires to the key switch. Refer to WIRING SCHEMATICS AND DIAGRAMS at the end of this section for wiring details.

3. Install the dash cover.

4. Connect the battery.

5. Remove the blocks from under the drive wheels, remove the "DO NOT OPERATE" tag and install the key.

BATTERY DISCONNECT SWITCH Removal 1. Move the lift truck to a safe level area. Turn the key switch off and remove the key. Put a "DO NOT OPERATE" tag on the control handle. Put blocks under the drive wheels to keep the lift truck from moving. See Section 2 - HOW TO PUT A LIFT TRUCK ON BLOCKS. WARNING: Disconnect the battery and separate the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

2. Disconnect the battery and separate the connectors.

3. Remove the dash cover.

4. Remove the two screws retaining the connector to the rear of the battery disconnect switch and remove the

Sheet 5: Electrical System Components connector.

5. Remove the two nuts retaining the battery disconnect switch to the mounting bracket and remove the switch and bracket from the truck.

Installation 1. Insert the battery disconnect switch into the mounting hole in the dash. Position the mounting bracket underneath and install the nuts to secure the switch in the mounting hole.

2. Attach the electrical connectors to the battery disconnect switch. Refer to WIRING SCHEMATICS AND DIAGRAMS at the end of this section for wiring details.

3. Install the dash cover.

4. Connect the battery.

5. Remove the blocks from under the drive wheels, remove the "DO NOT OPERATE" tag and install the key.

HORN SWITCH Removal 1. Move the lift truck to a safe level area. Turn the key switch off and remove the key. Put a "DO NOT OPERATE" tag on the control handle. Put blocks under the drive wheels to keep the lift truck from moving. See Section 2 - HOW TO PUT A LIFT TRUCK ON BLOCKS. WARNING: Disconnect the battery and separate the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

2. Disconnect the battery and separate the connectors.

WARNING: Mast parts are heavy and can move. Distances between parts are small. Serious injury or death can result if part of the body is hit by parts of the mast or the operator's compartment. Never put any part of the body into or under the mast or operator's compartment unless all parts are completely lowered or a safety chain is installed.

Also make sure that the power is off and the key is removed.

3. Remove the two capscrews and the handle cover from the multifunctional control assembly 4. Tag and disconnect the electrical wires to the horn switch.

5. Remove the horn switch and tolerance ring from the multifunctional control assembly Installation 1. Position the horn switch and tolerance ring inside the multifunctional control assembly.

2. Connect the electrical wire to the horn switch and remove identification tags 3. Install the handle cover on the multifunctional control assembly with two capscrews.

SIDE GATE SWITCH Removal 1. Move the lift truck to a safe level area. Turn the key switch off and remove the key. Put a "DO NOT OPERATE" tag on the control handle. Put blocks under the drivewheels to keep the lift truck from moving. See Section 2 - HOW TO PUT A LIFT TRUCK ON BLOCKS. WARNING: Disconnect the battery and separate the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

2. Disconnect the battery and separate the connectors.

3. Tag and disconnect the electrical wires to the side gate switch.

Sheet 5: Electrical System Components 4. Remove the two capscrews and lockwashers securing the side gate switch to the operator's compartment.

Remove the side gate switch.

Installation 1. Mount the side gate switch to the operator's compartment using the two capscrews and lockwashers.

2. Connect the electrical wires to the switch and remove the identification tags. Refer to WIRING SCHEMATICS AND DIAGRAMS at the end of this section for wiring details.

3. Connect the battery.

4. Adjust the side gate stops so the switch is activated when the side gate is in the vertical position. The side gate should be parallel to the operator's compartment floor when the side gate is in the horizontal position. The side gate should be parallel with the vertical edge of the operator's compartment when the side gate is in the vertical position.

ELECTRO-HYDRAULIC PROPORTIONAL VALVES Operation There are two electrically-operated proportional valves located on the main hydraulic control valve. The proportional valves are operated by solenoids. Fluid flow through the valves is controlled by regulating the amount of electrical current provided to each solenoid.

Figure 3-17 -Electro-Hydraulic Proportional Valve The MIB regulates the current supplied to each solenoid depending on the position of the lift/lower control. When the lift lower control is in the neutral position, no current is supplied. As the lift/lower control is rotated, current begins to flow to the appropriate solenoid. The corresponding proportional valve begins to open allowing oil to flow. As the the lift/lower control is rotated further, more current is supplied to the solenoid and the valve opens further.

Testing/Removal/Installation Solenoids are tested by measuring the resistance. Disconnect the solenoid from the truck and measure the resistance of the solenoid using a volt ohmmeter. See Table 3-10, Page 3-32 for coil resistance values. If the resistance value varies from the value given in the table, replace the solenoid.

Removal/Installation The instructions for removal and replacement of the solenoids and proportional valves is covered in Section 7 -HYDRAULIC SYSTEM. MULTIFUNCTIONAL CONTROL Description/Features The multifunctional control is located in the operator's compartment to afford the operator a comfortable position from which to operate the lift truck. The traction functions and the lift and lower hydraulic functions are controlled by using this single handle assembly. The multifunctional control is spring loaded to allow handle to return to the center (neutral position) when there is no pressure applied.

Traction functions are selected by pulling/pushing the multifunctional control shaft forward and back. Pushing the multifunctional control shaft in the forward direction will direct the truck to move in the forward direction. Pushing the multifunctional control shaft back will direct the truck to move in the reverse direction.

Sheet 5: Electrical System Components

Figure 3-18 -Multifunctional Control The lift and lower functions are controlled by a thumb wheel located multifunctional control. See Figure 3-18. Moving the thumb wheel forward engages the lift function. Moving the knob thumb wheel back engages the lower function.

Operation The control handle has been designed so that the forward and reverse switches and the potentiometer controlling the speed of the lift truck are mechanically engaged when the control handle shaft is rotated. The lift and lower switches and the potentiometer controlling the speed of the hydraulic functions are mechanically engaged when the thumb wheel on the multifunctional control is used.

Disassembly NOTE: The steps listed provide for a complete disassembly of the control handle assembly. Do only the steps necessary to repair the lift truck.

1. Move the lift truck to a safe level area. Turn the key switch off and remove the key. Put a "DO NOT OPERATE" tag on the control handle. Put blocks under the drivewheels to keep the lift truck from moving. See Section 2 - HOW TO PUT A LIFT TRUCK ON BLOCKS. WARNING: Disconnect the battery and separate the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

2. Disconnect the battery and separate the connectors.

3. Remove the dash cover.

WARNING: Mast parts are heavy and can move. Distances between parts are small. Serious injury or death can result if part of the body is hit by parts of the mast or the operator's compartment. Never put any part of the body into or under the mast or operator's compartment unless all parts are completely lowered or a safety chain is installed.

Also make sure that the power is off and the key is removed.

4. Remove the four capscrews, washers, and nuts securing the horn switch cover to the operator's compartment.

5. Tag and disconnect the electrical wires to the multifunctional control.

6. Remove the capscrews, washers, and nuts securing the multifunctional control to the operator's compartment.

7. Remove the potentiometer and switch assembly by removing the roll pin securing the assembly to the shaft.

Remove the two capscrews, washers and the potentiometer and switch assembly from the bracket.

NOTE: The component parts of the spring loaded cam assembly, including the mounting bracket, cams, drive gears and spring, are not serviced separately and should not be disassembled.

8. To remove a potentiometer, loosen the setscrew holding the gear to the potentiometer shaft and remove the potentiometer gear. Use a screwdriver positioned in the slot of the potentiometer shaft to hold the potentiometer shaft while pulling the gear. Pulling on the potentiometer gear without holding the potentiometer shaft can damage the potentiometer. Remove the nut and lockwasher retaining the potentiometer to the mounting plate or bracket.

Remove the potentiometer.

Sheet 5: Electrical System Components

Figure 3-19 -Potentiometer and Switch Assembly 9. To remove a switch from the assembly, remove the capscrews, and nutplates retaining the switches. Remove the switches and the insulators. See Figure 3-19.

10. Remove the roll pins to disassemble the multifunctional control shaft. See Figure 3-20.

Figure 3-20 -Multifunctional Control Assembly Assembly 1. Insert the roll pins to assemble the components of the multifunctional control shaft. See Figure 3-20. Fasten each potentiometer and switch assembly using the two Allen-head screws. Traction control and lift/lower control assemblies are NOT interchangeable. Be sure to mount each switch and potentiometer assembly to the appropriate end. The traction control potentiometer and switch assembly contains a three-wire potentiometer. The lift/lower potentiometer and switch assembly contains a two-wire potentiometer.

2. Install the capscrews, switches, insulators and nutplates retaining the switches to the potentiometer and switch assembly bracket. Allow the switch activation arm to position each switch the proper distance from the cam as the mounting screws are tightened. See Figure 3-19.

NOTE: If a switch does not activate properly, check for a bent or damaged activation arm. If the activation arm is OK, replace the switch.

3. Refer to TRACTION AND HYDRAULIC POTENTIOMETERS, in this section, for installation and adjustment instructions for either potentiometer.

WARNING: Mast parts are heavy and can move. Distances between parts are small. Serious injury or death can result if part of the body is hit by parts of the mast or the operator's compartment. Never put any part of the body into or under the mast or operator's compartment unless all parts are completely lowered or a safety chain is installed.

Also make sure that the power is off and the key is removed.

4. Install the multifunctional control assembly to the truck using the capscrews, washers and nuts.

5. Install the electrical wires to the multifunctional control assembly. Refer to WIRING SCHEMATICS AND DIAGRAMS at the end of this section for wiring details.

6. Install the horn switch cover using the four capscrews, washers and nuts. Be sure the horn button is properly

Sheet 5: Electrical System Components seated in the horn switch cover and the springs are aligned with the switch.

7. Connect the battery.

8. Remove the blocks from under the drive wheels, remove the "DO NOT OPERATE" tag and install the key.

TRACTION AND HYDRAULIC POTENTIOMETERS Testing Potentiometer operation can be tested by disconnecting the wiring and checking resistance. Use an analog volt ohmmeter. Watch the needle on the meter while slowly rotating the potentiometer shaft. Look for a smooth sweep of the needle from minimum to maximum values. Replace any potentiometer with erratic readings or operation.

Potentiometer specifications are listed in Table 3-11 and Table 3-12.

NOTE: Potentiometers can be supplied with or without rotational stops Table 3-11 -Traction Potentiometer Specifications

Table 3-12 -Hydraulic Potentiometer Specifications

Installation and Adjustment CAUTION: Potentiometers can be supplied with or without rotational stops. Potentiometers with internal rotational stops will be damaged if they are rotated beyond the stops.

1. To install a potentiometer, mount the potentiometer and switch assembly bracket and secure with the lockwasher and nut.

2. Install the potentiometer gear onto the potentiometer shaft. Use a screwdriver positioned in the slot of the potentiometer shaft to adjust the position of the potentiometer shaft within the gear. Adjust the potentiometer with the control handle and butterfly knob in the neutral position. Using a volt ohmmeter, adjust the potentiometer shaft to attain the proper resistance reading as follows: CAUTION: The wires to the potentiometer must be disconnected from the truck before adjustment is attempted. a. For the two-wire traction potentiometer, insert the volt ohmmeter probes into the two wire connector from the potentiometer and adjust the potentiometer shaft to attain the highest ohm value (approximately 3.5Kohms) with the traction control handle in neutral. Rotate the potentiometer shaft while holding the gear in the neutral position for the correct resistance reading. Tighten the setscrew holding the gear to the potentiometer shaft. b. For the three-wire lift/lower potentiometer, adjust the potentiometer for mid-range with the lift/lower control in neutral. Compare the resistance measured between terminals 1 and 2 with the resistance measured between terminals 2 and 3. The potentiometer is at the mid-range position when the resistance readings are equal within 50 ohms. Rotate the potentiometer shaft while holding the gear in the neutral position for the correct resistance readings. Tighten the setscrew holding the gear to the potentiometer shaft.

NOTE: Failure to properly center the potentiometer can cause a fault code to occur. The fault code may occur immediately or intermittently.

Sheet 5: Electrical System Components

Figure 3-21 -Hydraulic Pot Specifications BATTERY CHARGE INDICATOR/HOURMETER Description/Features The Battery Charge Indicator/Hourmeter is a circular assembly which includes both a battery sate of charge indicator and a truck hourmeter. The hourmeter is a single channel hourmeter which accumulates hours when the brake switch is depressed or when the lift pump is activated. The assembly is located on the instrument panel. See Section 1 - OPERATING INSTRUCTIONS, OPERATING CONTROLS for additional information.

Figure 3-22 -Battery Charge Indicator/Hourmeter Testing Testing is limited to verifying inputs and connection points. See Table 3-13 and Figure 3-24. Also see WIRING SCHEMATICS AND DIAGRAMS located at the end of this section.

Table 3-13 -Battery Charge Indicator/Hourmeter Connections

Sheet 5: Electrical System Components

Hourmeter Input The lift pump hourmeter input is from wire #78 which comes from the lift pump contactor. If the lift pump hourmeter is not functioning properly, check for battery volts at wire #78 at the X-25 connector with the lift pump operating. Also check for battery volts across wires #32 and #72 (lift pump contactor energized). If the signal is at the X-19 connector, but the meter does not accrue lift pump hours the battery charge indicator/hourmeter has failed. The meter is not serviceable and must be replaced as an assembly Brake Switch Inputs The drive hourmeter input is wire #56 from the brake switch. If the drive hourmeter is not functioning properly check for battery volts at pin 11 with the brake switch depressed. If the signal is at the X-19 connector, but the meter does not accrue drive hours the battery charge indicator/hourmeter has failed. The meter is not serviceable and must be replaced as an assembly.

The battery charge indicator/hourmeter is located on the instrument panel in the operator's compartment. The battery charge indicator/hourmeter assembly cannot be repaired and must be replaced if testing determines it to be faulty.

Removal 1. Move the lift truck to a safe level area. Turn the key switch off and remove the key. Put a "DO NOT OPERATE" tag on the control handle. Put blocks under the drive wheels to keep the lift truck from moving. See Section 2 - HOW TO PUT A LIFT TRUCK ON BLOCKS. WARNING: Disconnect the battery and separate the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

2. Disconnect the battery and separate the connectors.

3. Remove the dash cover.

4. Disconnect the X-19 plug from the rear of the battery charge indicator/hourmeter assembly.

5. Remove the two nuts and the retainer securing the battery charge indicator/hourmeter assembly to the instrument panel. Remove the battery charge indicator/hourmeter assembly.

Installation 1. Adjust the pots on the rear of the battery charge indicator/hourmeter assembly. See BATTERY CHARGE INDICATOR/HOURMETER, ADJUSTMENT. 2. Connect the X-19 plug to the rear of the battery charge indicator/hourmeter.

3. Position the battery charge indicator/hourmeter assembly in the instrument panel. Install the retainer and the nuts on the rear of the battery charge indicator/hourmeter to retain it to the instrument panel.

Sheet 5: Electrical System Components 4. Install the dash cover.

5. Connect the battery.

6. Remove the blocks from under the drive wheels, remove the "DO NOT OPERATE" tag and install the key.

Figure 3-23 -Battery Indicator Adjustment Adjustment (Set-up) The battery charge indicator/hourmeter assembly has two adjustment pots. The pots are located on the back near the connector. See Figure 3-23. Trucks are shipped from the factory with the pots adjusted as follows: RESET "B" DISCHARGE "N" Adjustment is performed by inserting a small screwdriver through the access hole in the rear of the battery charge indicator/hourmeter and into the long slot of the adjustment screw. See Figure 3-23. Rotate the screwdriver fully clockwise to align the blade with E (reset pot) or P (discharge pot). Rotate the pot counterclockwise to the desired setting. Dots on one end of the screwdriver slot indicate which end should be aligned with the appropriate setting.

The RESET potentiometer determines the level to which the battery must be charged before the indicator will reset to display a charged battery. The RESET potentiometer is set at the factory to B. Batteries with open circuit voltages greater than 2.09 volts per cell will cause the battery indicator to read fully charged. The RESET function operates only when a battery has been disconnected for at least 15 seconds and another battery connected. The replacement battery must be charged to at least 90% of its capacity.

Table 3-14 -Battery Indicator Reset Adjustment

The RESET potentiometer increases the voltage at which the battery is accepted when turned from B toward E (clockwise). The specific gravity of the battery must be more than 1.245.

Sheet 5: Electrical System Components The RESET potentiometer decreases the voltage at which the battery is accepted (indicator resets to display a charged battery) when turned from B toward A. The specific gravity of the battery is less than 1.245. See Table 3-14 for alternate settings.

NOTE: If a battery that is connected does not have the correct specific gravity, the battery indicator will remain in its original position.

The DISCHARGE potentiometer determines the level at which the LIFT interrupt function occurs. The potentiometer is set at the factory to N. The N setting is equal to 1.73 volts per cell.

Turning the DISCHARGE potentiometer from N toward K lets the battery discharge MORE before LIFT interrupt occurs.

Turning the DISCHARGE potentiometer from N toward P lets the battery discharge LESS before LIFT interrupt occurs. See Table 3-15 for alternate settings.

Table 3-15 -Battery Indicator Discharge Adjustment

Figure 3-24 -Battery Indicator Voltage Selection Voltage Selection Voltage selection (24 or 36 volt battery) is achieved by means of an "X-19" connector. The male connector (J3) and

Sheet 5: Electrical System Components the female connector (J1 /J2) of the "X-19" connector are plugged together for 24 volt battery operation only. The male and female connectors of the "X-19" connector are unplugged (disconnected) for 36 volt battery operation. The "X-19" connector is located in the wire harness beneath the battery charge indicator/hourmeter assembly. See Figure 3-24.

Sheet 6: EV-100LX Motor Controller ELECTRICAL SYSTEM EV-1 OOLX MOTOR CONTROLLER This section describes the operation and the functions of the EV-100LX motor controller. The EV-100LX motor controller, used to control the operation of electric lift trucks, is made for YALE by the General Electric Company.

The LX is the nomenclature to identify the controllers that have the "LX" series of diagnostic control cards. An electronic diagnostic and adjustment device is used to check and adjust the control cards. This electronic diagnostic and adjustment device is often called a "hand set" and is described later in this section. A description and the replacement of the instrument panel display is also included in the repair section.

The description of the current flow in the electrical circuits in this section uses the "Conventional Theory of Current Flow". This theory describes the current as flowing from positive to negative. An electric lift truck uses a two-wire electrical system. There is no common ground through the frame. Both the positive supply and the negative return current flow through wires and cables. There must be a minimum resistance of 50,000 ohms between the electrical circuits and the frame of the lift truck.

EV-100LX DESCRIPTION AND OPERATION The EV-100LX motor controller has solid-state electronic circuits that control the operation of a DC motor. The speed of DC motors is controlled by the average applied voltage. The higher the average applied voltage, the faster the motor will rotate. If a switch is put in the traction motor circuit, and the switch is changed to OFF and ON quickly, the traction motor will rotate. See Figure 3-25. The speed of rotation increases as the time the switch is ON increases. The speed of rotation will decrease if the switch is OFF for a longer time than it is ON. The speed of the motor can be controlled using this principle.

An electronic switch called an SCR is used to generate the rapid ON and OFF times. It has no moving parts. (An SCR is also called a thyristor in some countries. "SCR" will be used in this manual.)

NOTE:In the following illustrations, 0indicates positive voltage indicates battery negative.

The Silicon Controlled Rectifier (SCR) A silicon controlled rectifier (SCR) is a solid-state device that operates like a very fast switch. Rectifiers and diodes are electronic devices that permit electricity to flow in only one direction. See Figure 3-26. A rectifier or diode permits electricity to flow easily from the anode to the cathode. An SCR is a rectifier that has an additional element called a gate. An SCR will only permit electricity to flow when a positive signal voltage is applied momentarily to the gate. An SCR will permit electricity to flow from the anode to the cathode after the signal to the gate is removed. The following conditions stop the flow of electricity through an SCR: a. The signal voltage to the gate must be removed and the current flow through the SCR must be momentarily stopped. b. The signal voltage to the gate must be removed and the voltage at the cathode must be greater than the voltage at the anode.

When the SCR is used as a switch: a. The SCR is ON when electric current flows through it. b. The SCR is OFF when electric current cannot flow through it.

Sheet 6: EV-100LX Motor Controller

Figure 3-25 -Basic Motor Circuit 1.

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BATTERY STEERING MOTOR HYDRAULIC PUMP MOTOR TRACTION MOTOR ARMATURE TRACTION MOTOR FIELD CONTACTOR SCR 1 "SWITCH"

A Motor Circuit that Operates with Pulses Part of a schematic that shows an SCR in a traction circuit is shown in Figure 3-26. (This main SCR that is in series with the motor is called "SCR 1" in this manual.) An SCR controller is also used to control the speed of the hydraulic motor in some lift trucks. The operation of an SCR controller is the same for a traction circuit and a hydraulic motor.

The controller for a traction circuit has more functions which are described in the section for the traction circuit.

Sheet 6: EV-100LX Motor Controller

Figure 3-26 -SCR Control 1. BATTERY 2. SCR 1 "SWITCH" 3. CURRENT FLOW THOUGH SCR 1 4. POSITIVE GATE SIGNAL 5. FIELD, TRACTION MOTOR 6. ARMATURE, TRACTION MOTOR 7. CURRENT SENSOR 8. NO GATE SIGNAL 9. MOMENTARY INTERRUPTION OF 10. CURRENT FLOW When a signal is momentarily applied to the gate, the SCR permits current flow from the battery through the motor.

When the gate signal is removed and the current flow is suddenly changed to charge a large capacitor, the SCR is changed to OFF. The battery voltage is applied to the motor in pulses. The pulses of energy through the SCR to the motor are very fast. The motor cannot follow each pulse, but the motor runs smoothly on the average voltage generated by the ON and OFF times. The average motor voltage applied to the traction motor is shown in Figure 3-27. The frequency of the pulses also changes the average motor voltage. As the frequency of the pulses increases, the average motor voltage increases. The controller for the motor circuit has an oscillator that controls the ON time by sending a gate signal to the SCR (begin the pulse).

Sheet 6: EV-100LX Motor Controller

Figure 3-27 -Average Motor Voltage The maximum average voltage to the motor gives the highest operating speed. This voltage occurs when the ON time is long compared to a short OFF time. At the maximum speed, the ON time is approximately 20 milliseconds and the OFF time is approximately 0.8 milliseconds. This maximum speed gives approximately 96% of the battery voltage to the motor. Many EV-100 controllers for the traction motor use a field weakening contactor to increase the maximum travel speed of the lift truck. These functions are described later in this section.

See Figure 3-28. The pulse rate is approximately 50 Hertz at a low average motor voltage. When the pulse rate increases to a maximum of 300 Hertz, the average motor voltage increases. This increase in voltage is caused by an increase in the ON time and a decrease in the OFF time. The continued increase in ON time causes the pulse rate to decrease again toward a minimum of 50 Hertz when the average motor voltage is greater than 50%.

Sheet 6: EV-100LX Motor Controller

Figure 3-28 -SCR Oscillator Frequency The oscillator sends another signal to the special circuit that changes the SCR to OFF (end of the pulse). The controller has a variable ON time and variable OFF time and is controlled by the position of the accelerator pedal.

A potentiometer on the accelerator pedal sends a signal (5 volts decreasing to 0 volts) to the controller. The controller has a voltage controlled oscillator that increases in frequency when the voltage decreases from the accelerator potentiometer. The oscillator controls the ON time by sending a gate signal to SCR 1 (begin the pulse).

The oscillator sends another signal to the special circuit that changes SCR 1 to OFF (end of the pulse). The position of the accelerator pedal causes a variation in the 0 to 5 volts supplied to the oscillator and controls the pulse rate and the speed of the motor.

A low average voltage applied to the motor is the result of a short ON time and a long OFF time. See Figure 3-27.

The minimum pulse that the controller can give is one millisecond ON and 45 milliseconds OFF. This minimum pulse occurs at the slowest speed of lift truck travel.

When the oscillator frequencies give equal ON and OFF times (approximately 1.7 milliseconds each), the pulse rate is the greatest. Approximately 50% of the average battery voltage is available to the motor.

Traction Circuit The control card supplies 5 volts through an internal resistor to the throttle pot input terminal (TBi ) of the SCR card.

The throttle pot connects between terminal (TBi ) and a clean ground connection. The throttle pot should be at least 3.5 K-ohms in neutral, and decreases in resistance with higher throttle position. The throttle pot should be 100 ohms or less at full throttle. The voltage at (TBi ) should be between 3.0 and 3.7 volts in neutral and at the instant a directional switch (forward or reverse) closes. The voltage at (TBi ) will decrease with throttle position and should be approximately 0 volts at full throttle. This accelerator voltage controls the oscillator in the control card when the accelerator potentiometer is moved by the operator. The oscillator controls the ON time of SCR 1 and controls the travel speed of the lift truck. When the accelerator pedal is pushed farther down, the control voltage to the control card decreases. The maximum ON time (fast travel speed) occurs when the control voltage is 0.0 to 0.2 volts.

Figure 3-29 -SCR 2 "ON" The operation of the SCR 1 "OFF" circuit is described in the following paragraphs and illustrations.

1. When the battery is first connected, the top plate of Ci is connected to the battery positive. The directional contactor is closed in preparation to operate the lift truck. Ci cannot charge immediately to battery voltage

Sheet 6: EV-100LX Motor Controller because there is no electrical path to the bottom plate. Ci will slowly charge to battery voltage in approximately four minutes because there is a high resistance path through the control card. The SCRs are not ON. The SCR 1 "OFF" Circuit A special circuit is necessary to generate a momentary interruption in current flow to change SCR 1 to OFF. The parts of this circuit are the capacitor C1, inductor assembly L1, SCR 2, and SCR 5. SCR 2 discharges the capacitor Ci to the cathode of SCR 1. This discharge changes SCR 1 to OFF. SCR 5 and the inductor Li are used to charge the capacitor C1.

Figure 3-30 -SCRs "OFF" A SCR controller uses the principle of self-induction in its operation. It is important to remember that self-induction is like a flywheel in a mechanical device. When the torque is increased or decreased in a mechanical device, the flywheel gives a resistance to any change in speed. self-induction does the same function in an electric circuit and resists any change in current flow.

Figure 3-31 -SCR 1 "ON" The current flow through the motor circuit creates a magnetic field around the power cables. When SCR 1 is changed to OFF, this magnetic field decreases rapidly and creates an induction voltage that is proportional to the current flow. At maximum current flow, this induction voltage can be greater than 300 volts when measured across the capacitor C1.

The operation of the SCR 1 "OFF" circuit is described in the following paragraphs and illustrations.

1. When battery is first connected, the top plate of Ci is connected to the battery positive. The directional contactor is closed in preparation to operate the lift truck. Ci cannot charge immediately to battery voltage because there is no electrical path to the bottom plate. Ci will slowly charge to battery voltage in approximately four minutes because there is a high resistance path through the control card. The SCRs are not ON. 2. A signal is sent to SCR 2 to go ON, which closes the electrical path to the bottom plate of C1. This action leaves the bottom plate of Ci equal to battery negative and Ci is charged to battery voltage. When Ci is charged, SCR 2 goes off because there is no current flow.

Sheet 6: EV-100LX Motor Controller

Figure 3-32 -SCR 5 "OFF" 3. A signal is sent to SCR 1 and SCR 5 to go ON. Current flows through SCR 1, the motor circuit and returns to battery negative. The polarity at point A is now positive compared to the bottom plate of Ci because SCR 1 is ON. 4. When SCR 5 is ON, the positive charge at point A now moves through SCR 5 to change the charge on C1. The momentary current flow through Li creates a magnetic field. When Ci is charged, the current flow through SCR 5 stops and SCR 5 goes OFF. The magnetic fields decreases and the induction voltage causes a current flow from Li into the bottom to C1. This action of Li charges Ci to a voltage higher than battery voltage, making the battery side of the capacitor (+ ) to appear ( - ) when compared to the charge on the bottom plate. This action leaves the top plate of Ci negative compared to the bottom plate, and Ci now has a "reverse charge". This action takes less than one millisecond.

NOTE: The inductor L2 shown in Step 4 is not a component in the motor controller. L2 is the symbol for the inductance caused by the power cables when the electric current flows through them.

5. The current flows through SCR 1 until a signal is sent from the logic card to SCR 2 to go ON. When SCR 2 goes ON, the higher positive voltage moves from Ci and momentarily makes point B more positive than the battery.

This higher positive voltage makes SCR 1 go OFF.

Figure 3-33 -SCR 1 "OFF" 6. When SCR 1 is OFF, the magnetic field around the power cables begins to decrease. This decrease in the magnetic field generates a voltage that causes the bottom plate of Ci to become more negative than battery negative. The voltage across Ci can now be as high as 150 volts. When the current flow through SCR 2 stops, SCR 2 goes OFF. This action leaves Ci charged at a much higher voltage. Cl is now charged for the next cycle.

Sheet 6: EV-100LX Motor Controller

Figure 3-34 -SCRs "OFF" The fast pulse times and the necessary signals to the SCRs require a special electronic control card. These control cards cannot be repaired except by the manufacturer. A service person must replace a bad control card with a new or rebuilt card.

INDUCTION CURRENT FROM THE MOTOR When a DC motor is controlled by a pulsed circuit, the magnetic field in the armature and field is continuously expanding and collapsing. This expansion and collapsing of the magnetic field is lost energy for doing work unless the controller is designed to use this energy. A diode D3 is added to the circuit for this purpose.

When SCR 1 goes OFF, the decreasing magnetic field generates a voltage and current in the motor. Diode D3 permits the current to flow through the field and armature again to do work. See Figure 3-35. The torque of a DC motor is directly proportional to the amount of current flow through it. At slower speeds, the motor torque is high, and SCR OFF time is relatively long. When SCR 1 is OFF, the decreasing magnetic field generates a voltage and current in the motor. (This current is often called the "flyback current".) Diode D3, often called the "flyback diode", permits the current to flow through the field and armature again to do work. At slower speeds motor torque is high without a high current draw from the battery. (High current draw from the battery is to be avoided if possible, because it is less efficient.) At higher speeds, the torque requirement is less, but SCR 1 OFF time is also less, so that less induction current ("flyback current") is generated. Most of the motor current comes from the battery at high speeds.

The graph in Figure 3-35 shows the typical induction current during equal ON and OFF times of SCR 1.

THE CONTROL CARD The "LX" series of controllers have an output to operate a digital display with four digits. A digital display unit (instrument panel display) is available for the instrument panel of some lift trucks. A hand set with a digital display is also available. All of the control settings are set using the hand set. There are NO manual adjustments (potentiometer adjustments) on these control cards.

The control card is a printed circuit board with electronic parts in a plastic case. The control card for the traction circuit is found on the top left of the controller and the control card for the hydraulic circuit is found on the top right of the controller. Two machine screws at the bottom of the plastic case fasten the control card to the mounting plate.

The control card has two 6-pin plugs (PA and PB) that connect the signal wires between the parts of the controller and the control card. A terminal strip with six screw connections are inputs from control components of the lift truck.

A 14-pin plug (PZ) connects the control card to the functions for SCR 1, SCR 2, and SCR 5. See Figure 3-36. Plug PY is a 14-pin plug that connects the instrument panel display or hand set to the control card. Some pins of plug PY are also used to connect the control card to the control card for the hydraulic pump motor. The functions of the signal wires are described later in this section.

Sheet 6: EV-100LX Motor Controller

1.

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BATTERY SCR 1 (OFF) DIODE D3 MOTOR FIELD MOTOR ARMATURE MOTOR CURRENT SENSOR

Figure 3-35 -Induction Current Different control cards are used in the electric lift trucks made by Yale. A replacement control card must have the same part number as the control card that was removed. Lift trucks that are equipped with the regenerative braking function use a different control card than lift trucks that only use a plugging function. These two control cards for the traction circuit must not be used as a replacement for each other. The control card used in lift trucks equipped with an SCR control for the hydraulic pump motor can not be used for one of the control cards used in the traction circuit.

A bad control card cannot be repaired by service persons and must be replaced.

The control cards for the traction circuit and the hydraulic circuit will be described separately in the following paragraphs.

NOTE: The configuration of the controller divides the base plate into three groups: 1. Traction controller group 2. Contactor group 3. Controller group for the hydraulic pump motor The three groups of components are fastened to the plate in the electrical compartment. (If the SCR controller for the hydraulic pump motor is not used, a single contactor for the hydraulic pump motor is installed in that position.)

The control card makes checks as part of the logic sequence. The control card only permits lift truck operation during the correct conditions. The control card checks and controls the functions described in the following paragraphs.

Pulse Monitor Trip (PMT)

Sheet 6: EV-100LX Motor Controller The PMT circuit is part of the control card function. When the SRO (Static Return to Off) checks are complete, the control card senses the voltage across SCR 1. If the voltage across SCR 1 stays at a low voltage, there is a fault in the traction circuit. If the control card senses a short-circuit (low voltage) across SCR 1, it will not permit a direction contactor to close. The PMT logic also checks the traction circuit for faults during lift truck operation. If SCR 1 stays ON for greater than 32 milliseconds, the PMT circuit opens the direction contactor. The control card immediately closes the contactor again. If the fault occurs again, the control card opens the contactor until the fault is corrected or the PMT circuit is reset. The circuit is reset when the key switch is turned to OFF and then to ON again.

When the control card senses a fault across SCR 1, it removes the signal that closes a direction contractor. A loss of signal from the control card will deenergize and open the direction contactors. A PMT occurs when the control card senses a malfunction in the operation of SCR 1 and stops sending a signal to the direction contactors.

SRO Circuit The lift truck is equipped with a safety circuit, called the "Static Return to OFF" (SRO) circuit, that prevents the operation of the lift truck if the starting sequence is not correct. The function of the SRO circuit is to make sure the operator is in the compartment and ready to operate the controls. The starting sequence: a. The operator must depress the brake switch. (The brake switch closes when the weight of the operator is on the brake switch.) b. Turn the key switch to the ON position. The key switch supplies the battery voltage to the control circuits. c.

Move the direction lever to FORWARD or REVERSE after Steps a and b are completed.

Figure 3-36 -Control Card Connections 1.

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CONTROL CARD (TRACTION OR HYDRAULIC PUMP) TB SCREW TERMINALS PLUG GUIDES PLUG PA (6-PIN) (WIDE GUIDES) PLUG PB (6-PIN) (CLOSE GUIDES) PLUG PY (14-PIN) PLUG PZ (14-PIN)

If Step c is done before Steps a and b, the lift truck will not travel in either direction. The brake switch and key switch each send a signal voltage to a timer circuit. Both voltages must be sent to the timer circuit before the timer will send a voltage signal to terminal TB3 on the control card. The timer circuit has a six second delay if the brake switch is

Sheet 6: EV-100LX Motor Controller opened. This delay permits the operator to change position on the brake without activating the SRO circuit. The voltages from the parts to the SRO circuit are sent to the control card. The SRO circuit is reset when the START switch or a direction switch is momentarily opened.

The control card must sense battery voltage at terminals TB4 and TB3, then at TB2, then at TB6 (brake switch closed) or the control card will not permit a direction contactor to close.

CIRCUIT PROTECTION Current Limit SCR 1 will become damaged from heat unless the current flow has limits. A current sensor is installed in the traction circuit between the armature and battery negative. The current sensor sends a voltage signal to the control card. The control card compares the adjustment C/L with the signal from the current sensor. If the current flow reaches the limit, the control card overrides the other signals to the oscillator. The pulse width and frequency are decreased to decrease the average motor current.

3-50 Thermal Protection The parts of the traction circuit will be damaged by too much heat. A heat sensor is mounted on the SCR 1 heat sink. When the temperature increases towards the design limit (85°C [185°F]), the resistance in the sensor increases. This increase in resistance decreases the SCR 1 ON time by decreasing the pulse width and frequency to SCR 1. The average motor current is decreased to prevent damage. When the heat sink cools, the thermal protection will return the control to normal operation. This input signal overrides all other input signals to the oscillator during lift truck operation.

Filter (Suppressors) Electrical noise is high voltage pulses caused by other electric parts operating momentarily. Electrical noise will damage SCRs and diodes. Filters (suppressors) are included in the controller to prevent electrical noise from entering SCRs and the control card to prevent damaging the electronic parts. The filters are one or more resistors and capacitors in a small plastic block. They are installed on a mounting block as shown in Figure 3-37.

The filters can be tested using a volt ohmmeter set at R x 10,000 scale. Test for continuity between the dotted lines shown in Figure 3-37.

Figure 3-37 -Filter (Suppressor) The filters, (22, 23, 24 and 25) are mounted on the mounting block. The filters can also be checked for proper operation using the volt ohmmeter set at R x 1 scale. The filters should show an initial reading, then move to infinity (similar to a capacitor).

Control Card Adjustments (Traction Circuit)

Sheet 6: EV-100LX Motor Controller The control card checks the current in the traction circuit and controls the current to prevent damage. The control card has several control adjustments.

The control card for the traction circuit has a control adjustment called "CREEP". This adjustment controls the minimum current level in the traction circuit when the direction contactors are closed. This adjustment can be changed to meet the needs of a specific application. The CREEP adjustment controls how far the accelerator pedal moves between the closing of the START switch and the application of enough power to move the lift truck. This adjustment is only made after the adjustment between the accelerator pedal and the accelerator potentiometer is correct.

The "C/A" (Controlled Acceleration) adjustment controls the maximum rate that the average voltage is increased by the controller to accelerate the traction motor. This maximum rate is not controlled by the rate that the accelerator pedal is pushed down for maximum acceleration. A high rate of acceleration increases the wear on the brushes of the traction motor. The acceleration time can be adjusted for the operating conditions of the user. The acceleration rate can be adjusted to give a smooth acceleration for better load handling.

Figure 3-38 -Motor Current Sensor 1. SENSOR WIRES 2. SENSOR SHUNT The "C/L" (Current Limit) adjustment will control the pulse rate if the current flow reaches the limit set by the adjustment. The traction circuit has a current sensor in the power circuit in series with the traction motor. All of the current that flows through the traction motor flows through the current sensor. The current sensor is a shunt with two sensor wires connected. See Figure 3-38. The metal of the shunt has a small resistance between the two sensor wires. This small resistance sends a signal voltage to the control card. This signal voltage increases as the motor current increases. The control card compares the signal voltage with the C/L current limit adjustment. When the signal voltage reaches the limit set on the C/L, the control card reduces the pulse rate. The current sensor is found connected between the heat sink for D3 and D4 and the terminal for a power cable.

Plug. Plugging uses the traction motor as a brake to slow or stop a lift truck. When a lift truck is being stopped, the motion of the lift truck causes the traction motor to rotate and operate like a generator. Plugging uses a current flow from the battery to be opposite the current flow generated by the traction motor. Plugging generates heat in the traction motor.

The control card for the traction circuit has a PLUG adjustment. This adjustment controls the maximum application of the plugging current. The position of the accelerator pedal controls the plugging distance up to the maximum application. This adjustment can be changed as needed for an operator. The shorter the plugging distance, the faster is the wear on the traction motor brushes.

Plugging is energized when the direction switches in the direction control lever is moved to the opposite direction from which the lift truck is traveling. The direction contactors will change to their opposite positions and reverse the current flow through the motor field. The induction current generated in the traction motor now flows opposite to the current flow from the battery. The lift truck will stop very quickly if the induction current is not controlled. A diode D4 permits part of the induction current from the armature to flow with the battery current through the armature again.

This reduction of the opposite induction current permits the lift truck to stop more smoothly.

Sheet 6: EV-100LX Motor Controller

Figure 3-39 -Plugging Circuit 1.

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8.

BATTERY SCR 1 (OFF) DIODE D3 MOTOR FIELD MOTOR ARMATURE MOTOR CURRENT SENSOR CONTACTOR 1 A DIODE D4

"RAMP START" is a function of the EV-1 OOLX control card for the traction circuit. This function permits an operator to stop a lift truck with a load when going up a slope. If the operator does not change the direction controls, the lift truck can be started again on the slope. A lift truck will often roll backward a little distance when starting again on a slope. If the operator does not change the direction controls, the control card will not sense the reverse operation of the motor armature and will apply enough power to go up the slope. If the operator has changed the direction controls, the control card will sense that the expected operation is PLUGGING when the lift truck rolls backward. The control card will not apply enough power during PLUGGING to make the lift truck go up the slope.

Accelerator Control The control card supplies approximately 5.0 volts at terminal TBi of the control card. The accelerator potentiometer decreases the voltage between TBi of the control card and battery negative. This voltage controls the frequency of the oscillator which controls the SCR speed of the lift truck.

The control cards used in the motor controller and the hydraulic pump controller have a troubleshooting system that continuously checks the static and operating conditions of the control and power circuits for the motors. The control cards will indicate a status code on a display connected to plug PY if the troubleshooting circuits find a condition that is not normal.

Some lift trucks can have an instrument panel display that will indicate the status codes from the control cards for the traction motors and hydraulic pump motor.

Table 3-16 -Status Codes List

Sheet 6: EV-100LX Motor Controller

CONTROL CARD SEQUENCE OF OPERATION The sequence of operation describes a complete cycle of the SCR traction circuit. See Figure 3-40.

Sheet 6: EV-100LX Motor Controller

Figure 3-40 -Sequence Of Operation The voltage signal from the accelerator potentiometer is 0-5 volts. The voltage is normally adjusted to 3.5-3.7 volts.

At 3.5-3.7 volts, the lift truck will move at CREEP speed.

Status Codes The status codes are code numbers for malfunctions that the control card can sense. The control card will indicate this code number on the digital display of the instrument panel display (optional on some units) or the display on a hand set. The control card will illuminate the numbers of the status code on the display. See Table 3-16.

TROUBLESHOOTING in this section has a table for each status code. The tables have a more complete description of the status code, the circuit that has the incorrect input, the symptom and the possible causes.

NOTE: A status code display does not always mean that there is a malfunction. A temporary operating condition can cause a status code display.

The control card senses the following malfunctions: •

inputs that are too high or too low

•

inputs that have the wrong polarity

•

inputs in the wrong sequence

•

correct inputs that occur at the wrong time

The status codes all have a dash (-) before the numbers. If the battery is disconnected, the dash (-) will be missing on the display of the hand set when a battery is connected again. If a status code number is indicated on the digital display, checks and adjustments cannot be done. See Table 3-16 and the TROUBLESHOOTING to find and correct the malfunction. There are no checks or adjustments for the status codes. These code numbers are only codes to help identify a possible malfunction.

CONTROL CARD CONNECTIONS All connections between the control card or control cards and any other electrical component are made at the edge of the control card. See Figure 3-36. These connections are made at the four connector plugs: Plug A (PA 1 through 6), Plug B (PB 1 through 6), Plug Y (PY 1 through 14) or Plug Z (PZ 1 through 14). There are also six screw terminals for connections (TB 1 through TB 6).

Sheet 6: EV-100LX Motor Controller Table 3-17 shows the connections for the control card for the traction motor.

Table 3-17 -Terminal and Plug Wire Connections for Type TX Traction SCR Card HAND SET The hand set is a tool with many functions. The hand set is used to sense traction or pump motor functions, indicate status codes (possible faults) and make adjustments to the operating limits set in the control cards. The hand set must be used to set the values for the limits on the control card functions. The hand set has a light emitting diode (LED) display, a keypad for data entry and an adjustment knob for changing function values. See Figure 3-41.

The purpose of the hand set is to permit Authorized Personnel to make the following checks and adjustments: NOTE: Not all features are used on all models trucks, refer to Table 3-19.

Sheet 6: EV-100LX Motor Controller •

•

Monitor or adjust the following control functions: •

Controlled Acceleration and 1 A Time

•

Current Limit

•

Steering pump time delay and define signal input (brake switch directional switch)

•

Plugging Distance (Current)

•

Accelerator pedal position, plug range or disable

•

1A Drop Out Current Or Disable

•

Field Weakening Drop Out

•

Field Weakening Pick Up

•

Creep Speed

•

Internal resistance compensation for battery state of charge indication

•

Battery Voltage (24/36V is auto ranging)

Selection of type of card operation: •

Traction Circuit with Field Weakening

•

Standard or High current limit

NOTE: Unless the handset is in the programming mode, the vehicle will operate with the hand set connected, however, the adjustment knob MUST be set fully clockwise (255) to make sure the control can operate at top speed.

CHECKS AND ADJUSTMENTS, CONTROL CARD WARNING: When a replacement control card is installed, it must be adjusted using the procedures and settings shown in this section. Do NOT operate the lift truck before each function is checked and adjusted to the correct setting. If the function numbers are not correct for your lift truck, the electrical system can be damaged and will cause the lift truck to operate differently than normal. This difference in operation of the lift truck can cause injury.

WARNING: If function settings are changed, make sure all operators of the lift truck know that the truck can now operate differently.

This section has the control card checks and adjustments that can be made using the hand set. The control card checks and adjustments are usually made with the control card installed in the lift truck. Bench checks and adjustments can also be made with the control card connected as shown in Figure 3-42. The checks show the setting numbers that have been stored for the different control card functions. This section also includes a description of each of the different functions. Use the adjustment knob on the hand set to adjust the function settings. See Figure 3-41.

Sheet 6: EV-100LX Motor Controller

Figure 3-41 -Hand Set 1. ADJUSTMENT KNOB 2. LED DISPLAY 3. KEYPAD

4. COIL CORD 5. PLUG PY (14-PIN) 6. MODULAR PLUG(8-PIN HAND SET)

Function Codes The Function Codes listed in Table 3-18 are code numbers for the different functions that can be set for the "TX" series control cards. The handset must be used to adjust the settings for the control card functions. A description of the function and settings for the different control cards are listed in FUNCTION SETTINGS, and CHECKS AND ADJUSTMENTS in this section. Table 3-19, has a description and the factory setting numbers for the different functions found on the various control cards.

Sheet 6: EV-100LX Motor Controller

Table 3-18 -Function Codes WARNING: NEVER attempt to adjust any of the function settings without using the procedures and setting numbers given in this section.

Bench Tests NOTE: The bench supply voltage does not need to be the same as the voltage of the lift truck.

The hand set can also be used to check and adjust the functions of the control card when it is connected to a bench power supply for bench checks and adjustments. The following parts are required: a. A power source to supply a minimum of 24 DC volts at 0.5 amps (two 12 volt automotive batteries connected in series will work) (a max. of 84 VDC @ 0.5A can also be used). b. An electrical plug to connect to the PIugZ connector of the control card (Yale Part No. 5042242-60). c.

A switch for the circuit.

d. Approximately 45 cm (18 inches) of 18 gage wire. e. A hand set.

If batteries are not used, the power supply must have a full bridge rectifier with a filter. Refer to Figure 3-42 and make the following connections for the bench checks and adjustments: a. Connect the switch and a Plug Z (Yale Part No. 5042242-60) to the power source using the wire. b. Make sure the switch is in the OFF position and connect the wire to TB4. c.

Connect Plug Z to the Plug Z connector on the control card and the hand set to the Plug Y connector.

NOTE: There are no connections to the Plug A or Plug B connectors of the control card.

NOTE: The bench checks and adjustments are done using the same procedures described in the following pages.

Sheet 6: EV-100LX Motor Controller

Figure 3-42 -Bench Checks and Adjustments 1.

2.

3.

4.

5.

6.

7.

8.

9.

CONTROL CARD PLUG A CONNECTOR PLUG B CONNECTOR TB TERMINALS PLUG PY CONNECTOR PLUG Z CONNECTOR PLUG Z SWITCH TO 84 VOLT DC 0.5 AMP POWER SUPPLY OR BATTERIES 10. PIN PZ7 (B+) 11. PIN PZ2 (B-) 12. TERMINAL TB4 (B+) Tests-Control Card Installed in a Lift Truck WARNING: Prevent movement of the lift truck when making checks and adjustments. Before the !M hand set is connected or disconnected to a control card that is installed in a lift truck, raise the drive wheels. Then turn the key switch to OFF, disconnect the battery and discharge capacitors C1.

Make sure the power is off as described in the WARNING. If the lift truck has an instrument panel display connected, disconnect. Plug Y at the SCR control card (traction or hydraulic pump). Connect the hand set plug at the connector for Plug Y on the control card. Connect the battery and turn the key to ON. The following display sequence will occur: NOTE: Side gates must be in the lowered position.

•

Display of 8888 for one second to check the display segments.

•

Status code display of -01 if brake switch is not depressed.

•

Another status code will be displayed if a possible fault has occurred.

•

Blank display if the operator is on the brake switch and there is _no Battery Indicator function installed.

•

Battery state of charge if the operator is on the brake switch and there is a Battery Indicator function installed.

Turn the key switch to OFF. The following display sequence will occur: •

Display shows the hourmeter reading for the traction motor for four seconds.

Sheet 6: EV-100LX Motor Controller •

Display shows the hourmeter reading for the hydraulic pump motor for four seconds. If there is no SCR control for the hydraulic pump, the display will be blank.

FUNCTION SETTINGS General WARNING: Each function of the control card has a range of setting numbers so that the control card !M can be used on different models of lift trucks. This variation is needed for lift trucks of different sizes and operating voltages.

Adjustment of the function setting to the wrong number for your lift truck model can cause the truck to operate differently than normal. This different operation of the truck can cause an injury.

WARNING: Do NOT adjust any of the function settings without using the procedures and the settings in Table 3-19.

NOTE: Table 3-19 show the permitted range of settings and the correct setting for each control function. The factory setting numbers are the recommended settings for new units as set by the factory. These settings will provide satisfactory performance for most applications.

Some functions can be adjusted within the permitted range to change the lift truck operation for a specific application. Adjustment of a setting number to one that is different than the factory setting is allowed, but follow the instructions carefully and stay within the minimum and maximum settings. Settings other than the factory settings will cause the lift truck to operate differently and can cause increased wear of parts.

Connect, Disconnect, and Check the Hand Set WARNING: Prevent movement of the lift truck when making checks and adjustments. Before the hand set is connected or disconnected to a control card that is installed in a lift truck, raise the drive wheels. Then turn the key switch to OFF, disconnect the battery and discharge capacitors C1.

The functions can be set when the operator is off the lift truck. Disconnect Plug Y at the SCR control card (traction motor or hydraulic pump motor) if the instrument panel display is connected. See Figure 3-36. Connect the hand set plug at connection Y on the control card. Connect the battery. Push and hold the CONT button of the hand set so that it is depressed when power is applied. Turn the key to the ON position or move the power switch of the bench setup to the ON position. The display will show "8888" to check that all segments of the display are working. The function settings can now be checked or changed.

Check and Adjust Functions 1. Push the keypad numbers for the desired function. The functions and factory setting numbers are shown in Table 3-19. For functions 16 or higher, think of the CONT key equaling 15. Push and hold the CONT key plus the additional key number above 15 to total the required function number. Example: for Function 18, push the CONT and key 3 (15 + 3 =18). The display will show the selected function. After one second, the display will show the number that has been set for that function.

2. Push and hold the CONT key for one second. The display number will blink.

3. To change the setting number, check for the correct setting for that function in Table 3-19. Change the setting number by turning the adjustment knob on the hand set. The display will continue to blink as the setting changes.

4. Push and hold the STORE key for one second. When the new setting number is set (stored), the display will stop blinking.

5. Push and hold the ESC key for one second. The display will show "8888". To check or set another function, do Steps 1 through 3. To return to normal operation (run mode), push and hold ESC again for one second or longer. The display will return to the status code mode or display the state of battery charge if the operator is in the seat. The display can also be blank (if there are no status codes and the battery indicator is not installed).

Table 3-19 -EV-100LX Function Value Settings -OS03OBD / SS030BD (24/36 Volts) (Traction Card Type TX)

Sheet 6: EV-100LX Motor Controller

NOTE: Make sure the motor controller control is in the run mode before disconnecting the hand set. If the motor controller control is not in the run mode, the battery must be disconnected and connected again to reset the system.

The vehicle can now be operated with the hand set connected or the hand set can be disconnected.

Figure 3-43 -Checking Lift Truck Travel Speeds 1.

2.

3.

4.

5.

6.

BEGIN ACCELERATION ACCELERATION AREA START TIMING LINE TIMED DISTANCE SL1 13AM (44 FT.) LINE STOPPING AREA

Sheet 6: EV-100LX Motor Controller NOTE: If the vehicle is operated with the handset connected, make sure to set the adjustment knob fully clockwise to make sure the control can operate at top speed.

Disconnect the plug at connection Y on the control card to disconnect the hand set. Connect the plug for the instrument panel display at connection Y ADJUSTING SPEED LIMIT 1 NOTE: The numbers in the"()" of the following procedure are the item numbers in Figure 3-43.

1. Make sure the battery has a corrected specific gravity of at least 1.250. Make sure that the lift truck has been operated at full speed for approximately 10 minutes before checking the speed.

2. Locate the 150 inch proximity switch. The 150 inch proximity switch is mounted on the left side of the mast stationary near the main lift chain anchor. Unplug the X-23 connector at the end of 150 inch proximity switch assembly. This will deenergize the 150 inch relay and enable speed limit 1.

3. Find a section of floor that is smooth and level for approximately 30.5 m (100 feet).

4. Move the lift truck to marker X or (1). Put a line on the floor for the starting point (3). Put a line on the floor at the 13.4 m (44 ft) (5) distance. Draw the lines in the center of the 30.5 m (100 ft) distance. The area at each end is for acceleration (2) and a distance to stop (6) the lift truck.

5. Have personnel at the start line (3) and at the 13.4 m (44 ft) line (5) to check the times.

6. Operate the lift truck at full speed and check the total time it takes for the lift truck to travel the distance, empty.

The lift truck must travel at full speed for the total time of the distance.

7. The time required to travel the 13.4 m (44 ft) distance must be 24 seconds to obtain the 1.25 MPH specification.

See Table 3-19. If the time is less than 24 seconds, the lift truck speed is too fast. Use a hand set to increase the value of function 11 (speed limit 1). Refer to CHECK AND ADJUST FUNCTIONS, Page 3-57 for instructions on adjusting function values.

Repeat this procedure from Step 4. Once the correct speed has been set, reconnect the X-23 connector to the 150 inch proximity switch assembly and return the truck to service.

FUNCTION DESCRIPTIONS The following pages have descriptions for the different functions. The setting for each function is specific for each control card. To identify the control card, check the label at the top edge of the card case. There are some painted letters and numbers followed by letters on the lower part of the label. The last two letters identify the type of card installed.

TX -Single Traction Circuit (without Battery Discharge Indicator).

Refer to Table 3-19, and the section headings for the control cards for both the traction motors and hydraulic pump motor.

TRACTION CONTROL CARD (LABEL LETTER TX) NOTE: This control card is used with the motor controller that controls the speed of the traction motor.

WARNING: If any of the function settings are changed, the operators must be told that the lift truck will operate differently.

WARNING: Do not adjust the function settings outside of the range of setting numbers shown in 'Table 3-19, FUNCTION VALUE SETTINGS. Settings outside of the ranges can cause damage to the components of the traction system and can cause the lift truck to operate differently than normal. This different operation of the lift truck can result in personal injury.

NOTE: Not all features are used on all models trucks. See Table 3-19.

FUNCTION 1 STORED STATUS CODE (Push 1) This function memory contains the last status code of a possible PMT fault that caused the lift truck to stop

Sheet 6: EV-100LX Motor Controller operation. These codes can be removed from the display by turning the key switch to OFF. The code will be stored in memory in the control card. This status code will be replaced with the same status code if another possible PMT fault occurs. The status code can be cleared from memory by adjusting the setting number to zero. The setting number must be stored by pushing the STORE key for one second. Adjustment of this function does not change the operation of the lift truck.

FUNCTION 2 CREEP SPEED (Push 2) This function permits the adjustment of the creep speed of the lift truck. The range of adjustment is from 0 (5%) to 255 (15%). The percent values are the SCR 1 "ON Time". A constant creep speed frequency will be maintained when the accelerator input voltage is 3.5 t 0.05 volts.

FUNCTION 3 CONTROLLED ACCELERATION AND 1A TIME (Push 3) This function permits the adjustment of the maximum rate of acceleration. The setting determines the time allowed to reach maximum SCR speed after the accelerator is set for maximum speed from stop. The control will stay in SCR acceleration for between 0.77 second (setting 8) and 21.5 seconds (setting 255) before the 1 A contactor will close. The numbers in () are the setting numbers for the times shown. The 1 A contactor will automatically close 0.2 second after the controlled acceleration stops. The speed control input is less than 0.5 volt (accelerator potentiometer set at less than 50 ohms). Do not adjust the function for a setting less than the minimum setting of 8.

FUNCTION 4 CURRENT LIMIT (Push 4) This function permits the adjustment of the current limit of the motor controller. The current rating of the motor controller will determine the range of adjustment for this function. See Table 3-19, FUNCTION VALUE SETTINGS. Do not adjust the setting to any number other than the factory setting.

FUNCTION 5 PLUGGING DISTANCE (CURRENT) (Push 5) This function permits the adjustment of the distance it takes to stop the lift truck when plugging. Settings of higher numbers makes the lift truck stop faster. Lower numbers decrease the plugging for a longer stopping distance.

CAUTION: Traction motor or controller damage will occur if the setting is above the maximum setting shown in Table 3-19, FUNCTION VALUE SETTINGS. The number for the setting for the current value of this function must be found if the Pedal Position Plug (Function 16) will not be used. To find the number for the current value, use the following information: Range Setting Range Resolution

200 to 1000 amps 0 to 255 3.14 amps per set unit

Example:

Setting of 20=263A (EV-100) 20 x 3.14A = 62.8A or 63A 63A + 200A (range min) _ 263A

FUNCTION 6 1A DROP OUT CURRENT (Push 6) This function permits the adjustment of the setting for the current value at which the 1 A contactor will deenergize (open). The 1 A contactor will open and the motor torque will be limited to SCR current to prevent motor currents that are too high. A setting of 255 will disable the 1 A Drop Out. FUNCTION 7 FIELD WEAKENING PICK UP (Push 7) CAUTION: This function is not used and must be set to 000.

This function permits the adjustment of the setting for the current value at which the FW contactor will energize (close). This setting permits the FW contactor to close when the lift truck has returned to approximately 150% of its running current with a full load on a level surface.

FUNCTION 8 FIELD WEAKENING DROP OUT (Push 8)

Sheet 6: EV-100LX Motor Controller CAUTION: This function is not used and must be set to 000.

Do NOT set this function to a setting greater than the setting of Function 7.

This function permits adjustment of the setting for the current value at which the FW contactor will deenergize (open). This setting permits the FW contactor to open when the lift truck requires more than 300% of the running current with a full load on a level surface.

FUNCTION 9 REGEN. BRAKING C/L (Push 9) CAUTION: This function is not used and must be set to 000.

This function permits adjustment of the Regenerative Braking current limit. The higher the current limit setting, the shorter the stopping distance. The shorter stopping distance causes faster wear on the drive train and brushes of the traction motor.

FUNCTION 10 REGEN. START (Push 10) CAUTION: This function is not used and must be set to 000.

This function permits adjustment of the percent ON time at which the control will start to energize the regenerative braking circuit. The percent ON time can be between 0% and 95%. This adjustment sets the speed point where regenerative braking will start. This prevents control from trying to energize the regen. circuit when motor current is too low.

FUNCTION 11 SPEED LIMIT 1 (SLi) (Push 11) This function permits the adjustment of the maximum motor speed (maximum battery volts to the motor) when speed limit 1 is enabled. SLi is enabled when a normally closed switch connected between PA6 and battery negative is opened. A setting of 0 will disable the speed limit function and allow top speed with no limit switch connected.

FUNCTION 12 SPEED LIMIT 2 (SL2) (Push 11) This function permits the adjustment of the maximum motor speed (maximum battery volts to the motor) when speed limit 2 is enabled. SL2 is enabled when a normally closed switch connected between PA4 and battery negative is opened. A setting of 0 will disable the speed limit function and allow top speed with no limit switch connected.

FUNCTION 13 SPEED LIMIT 3 (SL3) (Push 13) This function permits the adjustment of the maximum motor speed (maximum battery volts to the motor) when speed limit 3 is enabled. SL3 is enabled when a normally closed switch connected between PA5 and battery negative is opened. A setting of 0 will disable the speed limit function and allow top speed with no limit switch connected.

FUNCTION 14 INTERNAL RESISTANCE COMPENSATION (Push 14) CAUTION: Adjusting this function setting to the wrong number can cause battery damage.

This function is used when the control card has the Battery Discharge Indicator (BDI) function. Control cards that have BDI are type DT control cards. The Table 3-19, FUNCTION VALUE SETTINGS shows the settings for a battery in average condition.

You can do a quick check to determine if the function setting is accurate for your battery. Operate the lift truck until the battery indicator function has a display of approximately 60 (1/2 discharge). Stop the lift truck for 5 minutes.

Disconnect the battery connector and then connect the battery connector again. Check the display for the battery indicator. If the change of display numbers is less than 10, the setting number for this function (14) is correct.

For the best use of your battery energy, the setting can be adjusted using the following procedure. However, you must use the procedure to change the setting as the battery ages or battery damage can occur. Setting the number too low for your battery can allow the battery to discharge below the minimum specific gravity value. This minimum specific gravity is the specification given by the battery manufacturer to prevent battery damage.

Using the following procedure to adjust the setting: a. Operate the lift truck on a normal work cycle. Travel at medium speeds.

Sheet 6: EV-100LX Motor Controller b. When lift interrupt occurs, stop the lift truck and wait for approximately 10 minutes. c.

Check the specific gravity of several battery cells. the specific gravity is between 1.140 and 1.150, the setting is correct for that battery. If the specific gravity reading is high, adjust the function setting for a lower number.

If it is low, adjust the setting for a higher number.

NOTE: It can be necessary to charge the battery and do Steps 1 through 3 again to get an accurate setting for your battery.

FUNCTION 15 BATTERY VOLTS (Push 15) This function permits adjustment for the operating voltage of the lift truck. The adjustment also permits correct operation of the Battery _Discharge Indicator function for lift trucks equipped with BDI. For the controller and BDI to operate correctly, the setting number shown in Table 3-19, FUNCTION VALUE SETTINGS must be entered: Battery Volts 24 volts 36 volts 48 volts 72 volts 80 volts 24/36 volts No BDI

Setting Between 0 and 31 Between 32 and 44 Between 45 and 69 Between 70 and 80 Between 81 and 183 Between 184 and 250 Between 251 and 255

NOTE: Adjusting the function setting to a number other than the number shown for your lift truck in Table 3-19, FUNCTION VALUE SETTINGS will cause a status code of -15 or -16. Make sure the battery is fully charged and battery connector has good connections before making this adjustment. This check is especially important when adjusting for 24/36 volt operation (numbers 184 to 250).

FUNCTIONS GREATER THAN 15 NOTE: For functions greater than 15, think of the CONT key equaling 15. Push and hold the CONT key plus the additional key number above 15 to total the required function number.

Example: For Function 18, push the CONT key and key 3 (15 +3 =18). The display will show the selected function.

After one second, the display will show the setting number that has been set for that function.

FUNCTION 16 PEDAL POSITION PLUG (Push CONT and 1) This function permits adjustment of the range for pedal position plugging. This function permits the pedal position to control the plugging current and the plugging distance. The current value set by this function is enabled as the accelerator is returned to the creep speed position. There is maximum plugging current when the accelerator is in the maximum speed position. To disable the pedal position plugging function, adjust the current value to the same current value as the plugging distance current. See the description of Function 5.

Example: If plug distance current (Function 5) is set at 500 amps, then set pedal plug current at 500 amps. The pedal position will have no effect on the plugging distance with this setting.

Use the following information to adjust the current value: Range Setting Range Resolution

100 to 930 amps 0 to 255 3.2A per set unit

Example: Setting of 20 = 164 amps 20 x 3.2A = 64A 64A+ 100(range min) =164A FUNCTION 17 CARD TYPE SELECTION (Push CONT and 2) WARNING: Incorrect settings of Function 17 can cause the truck to operate differently than normal. This different operation of the truck can cause an injury. NEVER set Function 17 to a setting that is not shown for your lift truck.

Sheet 6: EV-100LX Motor Controller This function permits the selection of the card type used for your lift truck application.

TABLE FOR FUNCTION VALUE SETTINGS Make sure to read the WARNINGS and CAUTIONS under each function description and in the section FUNCTION SETTINGS, CHECKS AND ADJUSTMENTS. These WARNINGS and CAUTIONS must be read before adjusting a function to a setting other than the factory setting.

Settings for these functions must be between the minimum and maximum numbers shown. Do NOT adjust a function to a setting that is not shown in the correct table. Make sure you use the correct table when you make adjustments. It is a good procedure to check the function setting and compare the setting number to the number in the table before making the adjustment. The factory settings are shown in Table 3-19.

NOTE: Check the label at the top edge of the card case to identify the control card on your lift truck. There are some painted letters and numbers followed by other numbers and letters on the lower part of the label. The last two letters on the lower part identify the TYPE of card installed. The table titles show these card types for the EV-1 OOLX controllers.

TROUBLESHOOTING Many electrical malfunctions of the lift truck will be shown in the status code number on the digital display. There is a digital display on the hand set or instrument panel display (optional on some lift trucks). There is a table, in this TROUBLESHOOTING section, for each status code with a description of the malfunction, the circuit that has the incorrect input, and the possible causes.

NOTE: Make sure to check that the Function Codes are correct for your lift truck and that the trouble is not just a wrong setting. See the TABLES for the FUNCTION VALUE SETTINGS for the correct values. If there is no status code display and the lift truck does not operate correctly, there can be a fault in the control card.

The following Status Codes indicate possible faults in these areas: AREA OF FAULT Contactor Panel SCR Panel Truck Management Hydraulic Pump Control

STATUS CODE # -23 and -24 -41 through -57 -90 through -95 -117 through -157

NOTE 1: A blank display on the instrument panel display or the hand set, during operation, can mean that the diode D7 for regenerative braking has a short-circuit. The indication for this malfunction is an open traction power fuse. If D7 has a short-circuit, there is a short-circuit across the battery as soon as the regenerative braking contactor closes and will cause the power fuse to open. If D7 is open, the regenerative braking will not operate and the plugging will be too quick.

NOTE 2: A short-circuit in the 1 A coil or contactor will cause the lift truck to suddenly stop when operating at the higher speeds. The lift truck operates correctly until the 1 A contactor is energized. When the 1 A contactor is energized, the traction motor then stops and the direction contactors will open.

NOTE 3: If the coil or contactor of the field weakening contactor has a short-circuit, the lift truck will operate normally until the FW contactor is energized. Then the lift truck will lose power and the direction contactors will open.

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

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Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 6: EV-100LX Motor Controller

Sheet 7: Motor Maintenance--General ELECTRICAL SYSTEM MOTOR MAINTENANCE-GE NERAL This portion of the electrical section describes disassembly and assembly, brush replacement, inspection and checks for malfunction of DC motors. Inspect the commutator and brushes every 350 hours of operation. The commutator is the rotating electric connection between the armature and the electric power supplied by the battery.

Brushes made of carbon compounds slide on the rotating commutator and are the path for electricity from the battery to the commutator and the armature. The maintenance of the commutator and the brushes is important to the good operation of a DC motor.

Traction motors and hydraulic pump motors are similar in design. The hydraulic pump motors are smaller than the traction motors, but the disassembly and maintenance of these motors are similar.

Figure 3-44 -Traction Motor Brush and Commutator Inspection WARNING: Put blocks under each side of the truck under the drive unit frame. Position blocks on both sides of the load wheels. The blocks must prevent the lift truck from falling and causing injury or damage.

1. Raise the drive wheel off the floor. Block the lift truck. See Section 2 - HOW TO PUT A LIFT TRUCK ON BLOCKS. Disconnect the battery.

WARNING: Disconnect the battery and separate the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

2. Disconnect the battery and separate the connectors.

3. Open the drive unit compartment cover.

WARNING: The capacitor in the SCR controller can hold an electrical charge after the battery is disconnected. To prevent electrical shock and injury, discharge the capacitor before inspecting or repairing any component. Wear safety glasses. Make certain the battery has been disconnected. Use a screwdriver or jumper wire between the two

Sheet 7: Motor Maintenance--General terminals to discharge capacitor C1. Block the drive wheels.

4. Remove the operator's compartment cover. Discharge the capacitor in the traction motor controller.

5. If used, remove the brush covers to the motor. Wear eye protection. Use a vacuum cleaner or compressed air to remove dirt and "brush dust" from the commutator area.

NOTE: Vacuum cleaning, when possible, is the recommendation of manufacturers of electric motors. The use of compressed air can send dirt particles into the bearings and other areas of the motor that can cause possible damage.

6. Visually inspect the commutator surface. See Figure 3-45 through Figure 3-53. The commutator wears slowly in normal service. The mica must be cut below the surface of the commutator bars after a long service period or after a commutator has been turned in a lathe. Carefully rotate the armature. DO NOT damage the commutator if you use a tool to rotate the armature.

7. Inspect the white or gray insulation (mica) between the commutator bars. The mica must not touch the brushes or the brushes will wear very rapidly.

8. Install the brush covers, when used and close the drive unit compartment cover.

9. Connect the battery. Remove the blocks under the drive wheel. Test operate the lift truck before returning the truck to service.

Normal Commutator Surfaces A commutator that has been in service will have a smooth and polished surface with a darker brown color where it rotates under the brushes. A variation of color on the commutator surface between light brown and darker brown is normal. This surface condition is the lubrication between the commutator and the brushes. The brushes will wear rapidly if this surface condition does not develop during the first six to ten hours of operation after a commutator with a new surface is installed.

Sheet 7: Motor Maintenance--General

Figure 3-45 -Normal Commutator Surfaces Commutator Problems Commutator problems and motor problems are shown in Figure 3-46 through Figure 3-53. See COMMUTATOR REPAIRS, this section.

Sheet 7: Motor Maintenance--General

Figure 3-46 -Commutator Problems

Figure 3-47 -Commutator Problems

Figure 3-48 -Commutator Problems

Figure 3-49 -Commutator Problems

Sheet 7: Motor Maintenance--General

Figure 3-50 -Commutator Problems

Figure 3-51 -Commutator Problems

Figure 3-52 -Commutator Problems

Figure 3-53 -Commutator Problems

Sheet 7: Motor Maintenance--General Brush Replacement-Traction and Hydraulic Motors Worn motor brushes must be replaced before they damage the surface of the commutator. Move the brush spring and remove a brush from the brush holder. Measure the length of the brush as shown in Figure 3-54. Replace all of the brushes if the length of one brush is less than the minimum length. Brushes are made to different specifications for motors used in different applications. Use only replacement brushes approved by YALE MATERIALS HANDLING CORPORATION. 1. Move the lift truck to a safe level area. Turn the key switch off and remove the key. Put a "DO NOT OPERATE" tag on the multi-function control handle. Put blocks under the drive wheels to keep the lift truck from moving.

See Section 2 -HOW TO PUT A LIFT TRUCK ON BLOCKS. WARNING: Disconnect the battery and separate the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

2. Disconnect the battery and separate the connectors.

3. Open the drive unit compartment cover.

WARNING: The capacitor in the SCR controller can hold an electrical charge after the battery is disconnected. To prevent electrical shock and injury, discharge the capacitor before inspecting or repairing any component. Wear safety glasses. Make certain the battery has been disconnected. Use a screwdriver or jumper wire between the two terminals to discharge capacitor C1. Block the drive wheels.

4. Remove the brush covers to the motor. Wear eye protection. Use a vacuum cleaner or compressed air to remove dirt and "brush dust" from the commutator area.

5. Make a note of the arrangement and connections of the brush assembly. The replacement brushes must be installed in the same positions as they were removed.

6. Loosen the screw that fastens the brush wire to its terminal. Remove the brush springs and brushes.

7. Inspect the brush holders for burns and damage. Make sure the brush holder is fastened tightly to the mounts at the end of the motor. Make sure the new brushes will move freely and smoothly in the brush holders.

8. Connect the new brush wire to its terminal mount.

NOTE: When the brushes must be replaced, it is recommended that the brush springs also be replaced.

9. Check the brush springs for damage from heat and corrosion. Replace damaged brush springs. Replace discolored (heat) brush springs. Check that the brush springs for approximately equal pressure. Brush springs normally have a spring pressure of approximately 1.0 to 2.0 Newtons per each cm2 (1 .5 to 3.0 Ibf per each in2) when measured with a spring scale.

NOTE: Measure the surface area on the brush which contacts the commutator (thickness x width). See (6) Figure 3-54. Multiply the surface area times 1.5 to 3.0 to determine the brush spring force.

Sheet 7: Motor Maintenance--General

Figure 3-54 -Traction Motor Brushes A brush for a traction motor has an area of approximately 4.27 x 0.96 cm = 4.3 cm2 (1.75 x 0.378 in = 0.665 in2).

Brush springs for the traction motor normally have a spring force of approximately 8.5 t 1.1 Newtons (21bf t 4 ozf) when measured with a spring scale as shown in Figure 3-56. (Look for a reading of approximately 2 t .25 pounds on the spring scale.) These brushes will have a minimum length of 14 mm (0.55 in).

Replace all brushes if any one of the brushes are less than the minimum brush length.

Figure 3-55 -Brush Removal and Inspection

Sheet 7: Motor Maintenance--General A brush for a hydraulic pump motor has an area of approximately 1.74 x 0.375 in. = 0.653 in-2 (4.42 x 0.95 cm = 4.21 cm2>. Brush springs for the hydraulic pump motor normally have a spring force of approximately 1 Ibf and 8 oz ft t 4 oz ft (6.3 t 1.1 Newtons)when measured with a spring scale as shown in Figure 3-56. (Look for a reading of approximately 1.5 t .25 pounds on the spring scale.) The minimum length of the hydraulic motor brushes is 15.9 mm (0.625 in). Replace all brushes if any one of the brushes are less than the minimum brush length.

NOTE: The brush springs used in motors made by Yale have a constant force design. The force of the brush spring against the brush stays almost constant as the brush wears and becomes shorter in its brush holder.

10. New brushes must be made to fit the surface of the commutator by an abrasive procedure called "stoning the commutator". Use a Brush Seater and Commutator Stone (No. 23-007M from the Ideal Company or an equivalent brush seater stone). See STONING THE COMMUTATOR, this section.

If new brushes are not fitted to the commutator by stoning, the contact surface can be small until the brushes wear to fit the commutator. This small surface can cause burns and a rough surface on the commutator. "Stoning the Commutator" is most easily done when the motor rotates slowly. When the motor rotates at higher speeds, the centrifugal force removes the abrasive particles from the commutator more quickly. See Figure 3-57.

11. Close the drive unit compartment cover.

12. Connect the battery.

13. Remove the blocks from under the drive wheels, remove the "DO NOT OPERATE" tag and install the key.

Figure 3-56 -Check Brush Spring Pressure TRACTION MOTOR Removal The procedure for removing the traction motor from the lift truck and for disassembly of the traction motor from the drive unit is outlined in the Drive Unit Section.

Installation The procedure for traction motor assembly to the drive unit and for installing the traction motor in the lift truck is outlined in the Drive Unit Section.

LIFT PUMP AND MOTOR Removal The procedure for removing the lift pump and motor and disassembly of the motor from the pump is outlined in the Hydraulic Section.

Installation

Sheet 7: Motor Maintenance--General The procedure for assembly of the motor to the pump and for installing the lift pump and motor is outlined in the Hydraulic Section.

STEERING MOTOR Removal The procedure for removing the steering motor is outlined in the Steering System Section.

Installation The procedure for installation of the steering motor is outlined in the Steering System Section.

Commutator Repairs WARNING: Wear eye protection. Raise the drive wheel. Operate the motor at low speed. Protect your fingers, Do not use a brush seater stone less than 2.5 in. (60 mm) in. length.

1. If the commutator has grooves or other damage, the armature must be removed so that the commutator can be repaired. Motors are normally repaired by service personnel that have the special equipment required for the repair. Connect the battery so that the motor can be operated. The drive unit compartment cover must be removed for access to the motor. Raise the drive wheel. See Section 2 -HOW TO PUT A LIFT TRUCK ON BLOCKS. CAUTION: Do not permit the brush seater stone to stay in contact with the commutator too long and cause more wear than necessary.

2. Operate the motor so that the commutator rotates in the same direction as the long tips of the brushes. Apply the brush seater stone to the moving commutator with light pressure. Move the brush seater stone backward and forward across the surface of the commutator until the marks on the commutator are removed. Apply the brush seater stone to the commutator before each set of brushes so that the brush seater particles have an even distribution.

Figure 3-57 -Stoning the Commutator 3. Turn the key switch to the OFF position and disconnect the battery. Check all brush contact surfaces. The brushes fit correctly when 85% of the brush contact surface touches the commutator. This procedure normally requires approximately 15 to 45 minutes.

4. When the brushes have the correct contact surface with the commutator, use compressed air to remove the abrasive dust from the commutator area and the motor.

5. When the installation and checks are complete, install the brush cover. Make sure that the wires to the brushes do not touch any part of the motor case and cause a short-circuit.

Tests Damaged Field and Armature

Sheet 7: Motor Maintenance--General The tests described in the following paragraphs are to help a service person check a motor for damage and determine if it must be sent to a repair service for rebuilt motors. The resistance checks will not normally indicate a short-circuit in a motor winding. A resistance greater than 1 to 2 ohms can indicate a damaged winding. The motor must be removed from the lift truck and disassembled as shown in the illustrations before the tests can be done.

The armature windings in large electric motors normally have less than one ohm of resistance. The two commutator bars for a winding are found 180 degrees apart on the commutator. If a volt ohmmeter (R x 1 scale) is used to check the resistance between the two commutator bars of the winding, a resistance of more than one ohm indicates a problem in that winding. A resistance of infinity (oo) indicates an open (damaged) winding.

If the armature has an open circuit, there will normally be two burned commutator bars on opposite sides of the commutator. These burned areas will cause the brushes to wear rapidly. When the motor operates, large electric sparks and arcs occur as the damaged commutator bars rotate under each brush. See Figure 3-50.

Short-Circuit in an Armature Winding A short-circuit in a motor winding is difficult to test because of the normal low resistance (less than one ohm) of a good armature. Use a Meggar to check for a short-circuit in a motor winding. A motor with a short-circuit in an armature winding will have a different sound when it begins to operate, but a service person must have experience to hear and understand the difference in sound. A winding with a short-circuit will also run hotter than a good winding and can have indications of heat damage. A winding that shows heat damage when the other windings are normal can have a short-circuit.

Another indication of a short-circuit will be a higher than normal current draw by the motor. A higher than normal current draw can also indicate other problems or needed adjustments and does not always indicate a short-circuit in a motor winding.

Figure 3-58 -Test for an Armature Short-Circuit Short-Circuit in the Armature A volt ohmmeter (R x 10,000 scale) can be used to test for a short-circuit between an armature winding and the armature shaft. Put one probe on the armature shaft and the other probe on a commutator bar. See Figure 3-58. A resistance of less than one megohm indicates a problem between a winding and the armature shaft.

NOTE: Clean the dirt and "brush dust" from the commutator area before making a test for a short-circuit.

Open Circuit in a Field Coil The field windings in large electric motors normally have less than one ohm of resistance. If a volt ohmmeter (R x 1 scale) is used to check the resistance between the two terminals of the winding, a resistance greater than one ohm indicates a problem in that winding or corrosion in the terminal connection. See Figure 3-59.

Sheet 7: Motor Maintenance--General

Figure 3-59 -Test for an Open Field Circuit Short-Circuit in a Field Coil A short-circuit in a motor field winding is difficult to test because of the normal low resistance (less than one ohm) of a good field. A Meggar can be used to check for a short-circuit in a motor winding. A motor with a short-circuit in afield winding will have a different sound when it begins to operate, but a service person must have experience to hear and understand the difference in sound. A winding with a short-circuit will also run hotter than a good winding and can have indications of heat damage.

Another indication of a short-circuit will be a higher than normal current draw by the motor. A higher than normal current draw can also indicate other problems or needed adjustments and does not always indicate a short-circuit in a motor winding.

Short-Circuit Between Field and Motor Case A volt ohmmeter (R x 10,000 scale) can be used to test for a short-circuit between the field and the motor case. Put one probe on the motor case and the other probe on a field terminal. Check the resistance between the field terminal and the motor case. A resistance of less than one megohm indicates a problem between the field terminal and the motor case. Make sure that carbon dust has been cleaned from the motor before making this test.

Brush Holder Make sure the carbon dust has been removed from the brush holders. Use a volt ohmmeter (R x 10,000 scale) to measure the resistance between the brush holder and the motor case. The correct resistance should be infinity (oo).

Sheet 8: Wiring Diagrams ELECTRICAL SYSTEM FOR ALL NOTES SEE SHEET 3

524138283 Sheet 1 of 8 Revision 0 Figure 3-60 Wiring Schematic FOR ALL NOTES SEE SHEET 3

Sheet 8: Wiring Diagrams

Figure 3-60 -Wiring Schematic (Continued) 524138283 Sheet 2 of 8 Revision 0

Sheet 8: Wiring Diagrams

Figure 3-60 -Wiring Schematic GENERAL NOTES • ALL PARTS ARE SHOWN IN THE NORMAL POSITION FOR THE FOLLOWING CONDITIONS; • UNIT STOPPED • OPERATOR PLATFORM IS FULLY LOWERED. • STEERING IS SE7 FOR STRAIGHT TRAVEL • OPERATOR IS OFF THE UNIT. • WITH BATTERY DISCONNECTED • BROKEN LINES ARE FOR OPTION ONLY • ALL UNUSED TERMINALS AND CONNECTORS MUST • BE SECURE TO A MAIN WIRE HARNESS BRANCH • ALL CONNECTORS ARE DRAWN FROM FRONT VIEW • AND ARE ENLARGED FOR CLARITY NOTES: MODEL OSBD AND SSBD B.24" PROXIMITY SWITCH TARGETED A724" OR BELOW 24" RELAY ENERGIZED A7 24" OR BELOW 60" PROXIMITY SWITCH TARGETED A760" OR BELOW 60" RELAY ENERGIZED AT 60" OR BELOW. 120" PROXIMITY SWITCH TARGETED AT 120" OR BELOW. 120" RELAY ENERGIZED AT 120" OR BELOW 150" PROXIMITY SWITCH TARGETED AT 150" OR BELOW.

Sheet 8: Wiring Diagrams 150" RELAY ENERGIZED AT 150" OR BELOW 212"/272" PROXIMITY SWITCH TARGETED AT: 212" AND ABOVE ON OSBD MODEL AND 272" AND ABOVE ON SSBD MODEL. 212"/272" RELAY ENERGIZED AT 212" ANO ABOVE ON OBEID MODEL AND 272" AND ABOVE ON SSBD MODEL C.FAST LOWER CAN ONLY BE ACHIEVED WHEN PLATFORM IS ABOVE 24" ELEVATION. D. REMOVE AND INSULATE WIRE 2 FROM FUSE 6 ON GE CONTACTOR PANEL. E. FOR PROPER TRUCK OPERATION FOLLOWING STEPS MUST BE TAKEN. •

B D I 933/1 ON 24 VOLT TRUCKS CONNECTOR X19B MUST BE CONNECTED TOGETHER AND DISCONNECTED ON 36 VOLT TRUCKS. FOR PIN AND WIRE LOCATION ON BDI 933/1 CONNECTOR SEE ENLARGED VIEW ON SHIT 8

•

STEERING CONNECTOR "C" MUST BE CONNECTED WITH CONNECTOR 7" CONNECTOR "R" IS NOT USED ON THIS MODEL, (SECURE TO A MAIN WIRE HARNESS BRANCH).

•

SIDE RAILS WHEN OPTIONAL SIDE RAIL SWITCHES ARE NOT USED WIRES 10V-110 AND 25B-110 MUST BE CONNECTED TOGETHER WITH JUMPER 2 AND 3 AS SHOWN ON SHEET 1 AND 6.

•

PROXIMITY LIMIT SWITCH WHEN 212" PROXIMITY LIMIT SWITCH IS USED ON THIS MODEL CONNECTORS X212 MUS BE CONNECTED TOGETHER AS SHOWN ON SHEET 5.

JUMPER ASSEMBLY MUST BE CONNECTED T0 CONNECTOR X212 WHEN THERE IS NO 212" PROXIMITY LIMIT SWITCH. CONNECTOR X272 IS USED WITH 272" PROXIMITY LIMIT SWITCH WHEN USED.

•

PROXIMITY LIMIT SWITCH WHEN 212" PROXIMITY LIMIT SWITCH IS USED ON THIS MODEL CONNECTORS X212 MUS BE CONNECTED TOGETHER AS SHOWN ON SHEET 5. JUMPER ASSEMBLY MUST BE CONNECTED T0 CONNECTOR X212 WHEN THERE IS NO 212" PROXIMITY LIMIT SWITCH. CONNECTOR X272 1S USED WITH 272" PROXIMITY LIMIT SWITCH WHEN USED.

•

RELAY CONTROL PANEL ASSEMBLY ON 36 VOLT TRUCKS USE RESISTOR R7 7HRUR6, AS SHOWN ON RELAY CONTROL PANEL. ON 24 VOLT TRUCKS USE JUMPER ASSEMBLY (SHOWN IN DASH LINES) IN PLACE OF (6) RESISTORS

•

X120 RELAY DISCONNECT CONNECTOR FROM X120 RELAY AND CONNECT TOGETHER WIRES 13J-13J1 AND 43 WITH JUMPER 4. AS SHOWN ON SHT 1 AND 4.

SECURE CONNECTOR TO A MAIN WIRE HARNESS BRANCH, (RELAY X120 NOT USED ON THIS MODEL)

524138283 Sheet 3 of 8 Revision 0 FOR ALL NOTES SEE SHEET 3

Sheet 8: Wiring Diagrams

Figure 3-61 -Wiring Diagram 524138283 Sheet 4 of 8 Revision 0

Sheet 8: Wiring Diagrams

Figure 3-61 -Wiring Diagram (Continued) 524138283 Sheet 5 of 8 Revision 0 FOR ALL NOTES SEE SUIT 3

Sheet 8: Wiring Diagrams

Figure 3-61 -Wiring Diagram (Continued) 524138283 Sheet 6 of 8 Revision 0 FOR ALL NOTES SEE SHT 3

Sheet 8: Wiring Diagrams

Figure 3-61 -Wiring Diagram 524138283 Sheet 7 of 8 Revision 0

Sheet 8: Wiring Diagrams

Figure 3-62 -Options Diagram 524138283 Sheet 8 of 8 Revision 0

Sheet 10: Drive Unit DRIVE UNIT GENERAL This section has a description and the repair and adjustment procedures for the parts of the master drive unit (MDU). The final drive ratio of the MDU used in the OS BD and SS BD models is 22.8:1. The traction motor, steering and brake repair procedures are in separate sections. The main parts of the MDU are the case, pinion (motor) and large gear set, the pinion and spiral bevel gear set, bearings, and the axle and wheel. The large ball bearing for steering is part of the upper housing of the MDU. The traction motor fastens to an adapter ring that is attached to the lift truck frame. This adapter ring is part of the large ball bearing and allows the MDU to turn on the axis of the traction motor. The traction motor does not turn with the MDU. REPAIR REMOVAL CAUTION: The capscrews used to fasten the Master Drive Unit (MDU) and traction motor are all !M metric. Do not damage them using the wrong tools.

1. Move the steering wheel so that the drive wheel is in a position for straight travel.

2. Disconnect and remove the battery. See Section 2 GENERAL TRUCK AND LUBRICATION, CHANGING THE BATTERY 3. Open the drive unit compartment doors. Fasten the doors so that they are fully open. Put a pan under the MDU drain plug and remove the drain plug. After the oil has completely drained, install the drain plug. Tighten the drain plug to 22 Nm (16 Ibf ft) torque.

4. Tag and disconnect the power cables of the traction motor. Fasten the cables in a location to prevent damage during motor removal.

5. Disconnect the wires to the brake assembly.

6. Make an identification mark on the motor housing and the frame weldment for correct motor alignment during installation. Remove the six capscrews and lockwashers retaining the flange of the traction motor to the MDU upper housing.

WARNING: The traction motor is heavy. Be sure that all lifting devices (hoists, cables, chains, !M slings, etc.) are suitable and of adequate capacity to lift the traction motor. The traction motor can weigh approximately 40 kg (85 Ibs).

NOTE: The manufacturer recommends draining and refilling the drive unit oil after the first 500 hours of use on all new trucks. See Section 2 -LUBRICATION INSTRUCTIONS. DESCRIPTION Six capscrews fasten the large ball bearing and MDU to the frame. The bearing lets the MDU turn for steering. There is a small helical pinion on the motor armature shaft. This pinion turns a large helical gear attached to the bevel pinion shaft in the MDU. The bevel pinion shaft turns the bevel gear attached to the axle shaft to turn the drive wheel.

The brake is fastened to the top end of the motor shaft to stop rotation of the shaft. The brake action works through the gears to stop the unit.

7. Use a sling around the traction motor and an overhead carne to carefully lift the traction motor. Do not damage the drive gear on the motor shaft or the brake assembly on the top of the motor. Position the motor on its side so that the gear and the brake assembly are not damaged.

8. Loosen the locknut at the chain anchor for the steering chain. Remove the capscrew at the chain anchor. Put a mark on the MDU for the location of the pin that fastens the chain anchor to the sprocket. Remove the pin.

Carefully remove the chain anchor and chain from the sprocket.

WARNING: The lift truck is heavy. Be sure that all lifting devices (hoists, cables, chains, slings, etc.) are suitable and of adequate capacity to lift the lift truck. The lift truck can weigh approximately 3541 kg (78001bs) empty.

9. Carefully put a sling under the lift truck frame. Position the sling near the MDU on the mast side of the MDU. Attach the sling so that it will not slip when the lift truck is raised. Do not damage the guidance sensor if the

Sheet 10: Drive Unit lift truck has wire guidance.

WARNING: If the MDU falls, it can cause an injury. Hold the MDU vertical to prevent it from falling.

10. Remove the six capscrews and lockwashers that fasten the adapter ring and MDU to the frame or axle plate.

11. Hold the MDU and raise the lift truck frame so that the MDU is free. Carefully lower the MDU to the floor and move the MDU from under the lift truck. Lower the lift truck frame onto blocks.

DISASSEMBLY See Figure 4-1 and Figure 4-2.

NOTE: Before disassembling the drive unit make certain the work area is clean and all the necessary tools are available. The nuts retaining the drive axle and upper gear on the pinion shaft are staked in place and the staked portion must be completely removed before attempting any disassembly.

CAUTION: Failure to completely straighten the staked portion of the nut prior to removal can cause damage to the shaft threads.

CAUTION: The capscrews and nuts used on the MDU are all metric. Do not damage them using the wrong tool.

1. Remove the wheel nuts and the drive/steer wheel.

2. Remove the nine capscrews that fasten the lower housing to the upper housing. Remove the four capscrews inside the upper housing. See Figure 4-1. There are also two capscrews inside the case that are secured with washers and nuts on the opposite side of the upper housing. Make certain to remove the capscrews, lockwashers and nuts before attempting to separate the upper housing from the lower housing.

3. The upper housing is retained to the lower housing with two dowel pins. Use a plastic hammer against the lower portion of the upper housing to separate the upper housing from the lower housing. Carefully slide the upper housing for clearance between the upper housing and helical gear. Remove the upper housing.

CAUTION: The helical gear and pinion shaft assembly can only be removed after the bevel gear and axle shaft have been removed from the drive unit lower housing.

4. Remove the capscrews retaining the drive unit cover. Remove the drive unit cover.

5. Install two wheel nuts on to the wheel bolts. Position a piece of wood or bar between the nuts to hold the drive axle stationary while removing the special capscrew retaining the bevel gear to the axle shaft. Remove the special capscrew (24 mm) and the special washer.

WARNING: If the MDU falls, it can cause an injury. Hold the MDU vertical to prevent it from falling.

WARNING: Toxic vapors may be generated by heating the axle shaft to remove the Loctite. Wear a protective mask during this operation. Use gloves to remove the bevel gear if it has been heated.

NOTE: The bevel gear is secured to the axle shaft using Loctite®270. It may be necessary to use a welding torch to heat the bevel gear to 100 to 120°C (212 to 248°F) to free the bevel gear from the axle shaft.

CAUTION: Be careful not to damage the threads or splines on the axle shaft.

6. Use a strap wrench or place a wood wedge under the helical gear to keep the gear from rotating. Remove the nut retaining the helical spur gear. Use a gear puller to remove the helical gear from the pinion shaft. Carefully remove the pinion shaft and bearing cone from the lower housing. Use a plastic hammer, if necessary. Remove the spacer bushing from the pinion shaft.

7. Use a copper mandrel and a plastic hammer to drive the axle shaft out of the lower housing. Remove the bevel pinion out of the lower housing.

Sheet 10: Drive Unit

Figure 4-1 -Separating Upper and Lower Housing

Sheet 10: Drive Unit

Figure 4-2 -Master Drive Unit Parts 1. TRACTION MOTOR 2. CAPSCREW 3. LOCKWASHER 4. NUT 5. LOCKWASHER 6. PINION 7. O-RING 8. CAPSCREW 9. LOCKWASHER 10. CHAIN BLOCK

19. WASHER 20. NUT 21. CAPSCREW 22. CAPSCREW 23. CAPSCREW 24. DOWEL PIN 25. PINION GEAR 26. LOCKNUT 27. HELICAL GEAR 28. BEARING

37. SHIMS 38. SEAL RING 39. THREAD PROTECTION SEAL 40. CAPSCREW 41. DISK 42. RING GEAR AND PINION SHAFT 43. BEARING 44. SHIMS 45. LOWER HOUSING 46. LUBE FITTING

Sheet 10: Drive Unit 11. CAPSCREW 12. NUT 13. CHAIN TENSIONER 14. CONNECTING LINK 15. CHAIN 16. CAPSCREW 17. CENTERING RING 18. CAPSCREW

29. SHIMS 30. DRAIN PLUG 31. SEAL RING 32. CAPSCREW 33. COVER 34. AXLE SHAFT 35. WHEEL BOLT 36. BEARING

47. BREATHER VALVE 48. PLUG -OIL FILL 49. SEAL RING 50. UPPER HOUSING 51. WHEEL/TIRE ASSEMBLY 52. LUG NUT

CAUTION: Keep all shim sets together and labeled for correct location and installation during assembly NOTE: If the bevel pinion and gear set will NOT be replaced, the same shim sets can be used during assembly.

Adjustment will not be necessary.

8. If necessary, remove the bearing cones from the axle shaft, from the bevel gear and from the bevel pinion shaft.

To remove the bearing cone from the axle shaft it is necessary to cut the bearing cage, then open the cage and remove the rollers. Use a puller to remove the cone from the axle shaft.

9. Remove the bearing shield from the lower housing using a plastic hammer. See Figure 4-3.

10. If necessary, remove the motor nut, lockwasher, bevel pinion and key from the motor shaft. Remove the O-ring from the motor.

Figure 4-3 -Removing Bearing Shield 11. Remove the wheel bolts from the axle shaft, using a hydraulic press, if necessary.

12. If necessary, remove each of the bearing cups. Use a puller or copper mandrel and a plastic hammer. Do NOT damage or lose the shims between the cups and the bore in the case. Keep each set of shims together and separate from the other sets of shims. Put a label on each set so that the sets can be installed in the correct position during assembly. Measure the distance between the edge of the case and the inner seal ring at the axle bore. The replacement seal ring MUST be installed in the same position as the old seal. Remove the seal ring.

ASSEMBLY WARNING: Cleaning solvents can be flammable and toxic, and can cause skin irritation. When using cleaning solvents, always follow the recommendations of the manufacturer. Wear eye protection.

1. Clean all components thoroughly. Remove all traces of Loctite. Use Loctite® Fast Cleaner No. 706 to remove Loctite from the lower housing in the area where the thread protecting shield had been located. Spray the cleaner from a distance of approximately 30 cm (0.50 in), while holding the can upright. Allow the cleaner to work, then thoroughly remove the dissolved dirt from the lower housing using a clean cloth. Spray the surface with the cleaner again and allow to air dry.

2. Check all parts for damage or cracks. Replace all worn or damaged parts. When assembling the drive unit use all new stake nuts, O-rings and seals.

NOTE: The helical pinion and gear and the bevel pinion shaft and bevel gear are matched sets and MUST be replaced as sets. When replacing the gear sets, always replace the tapered roller bearings. The inner bearings and outer races MUST be from the same manufacturer. Lubricate the bearings with clean transmission oil prior to

Sheet 10: Drive Unit assembly.

NOTE: Assembly of the drive unit requires the use of a standard micrometer, torque wrench and a dial indicator. The use of other special tools is recommended by the manufacturer of the drive unit.

CAUTION: The axle and gear assemblies are installed and removed several times during this procedure. Be careful during installations of that the bearing seal is not damaged.

NOTE: The large ball bearing is part of the upper housing. The upper housing and the ball bearing are replaced as a unit.

Bevel Pinion Shaft Installation See Figure 4-2, Figure 4-5 and Figure 4-7.

This procedure has the necessary steps needed to install the bevel pinion shaft. All of these steps are necessary if a replacement bevel pinion shaft and gear set or a replacement lower case are needed. Normally, it is not necessary to replace the lower case or helical gear set.

If the original bevel gear set will be installed in the same lower case, use the original shim sets (x) and (y). Install the shim sets, bearing, bevel pinion shaft, helical pinion and gear and special nut. Check the bearing clearance as described in Step g.

If only the bevel gear set is replaced, use the number (*) to find the correct shim set (x). If the new number is smaller than the old number, remove shims. If the old number is larger, add shims. Add or subtract shims equal to the difference between the numbers. Do NOT use damaged or distorted shims.

EXAMPLE: The old number 74.25 minus the new number 74.15 will make removing shims 0.1 mm (0.004 in) thick necessary.

If this method of finding the correct set is used, it is NOT necessary to do Steps b through d. Do Steps a and a through g.

Use all of the following Steps to assemble, adjust and install a NEW bevel pinion (if you do not have one of the above numbers) or the original bevel pinion shaft in a NEW case.

NOTE: There are two numbers on each of the two parts of the bevel gear set. One number on each part is the set number. These numbers MUST be the same. The other number on the bevel gear is the gear clearance number.

The other number on the bevel pinion is the dimension "B" value. Check that the numbers are correct.

Figure 4-4 -Bearing and Shim Location

Sheet 10: Drive Unit 1. UPPER PINION BEARING, RACE 2. LOWER PINION BEARING RACE 3. INNER AXLE SHAFT BEARING RACE 4. OUTER AXLE SHAFT BEARING RACE 5. UPPER PINION BEARING SHIMS 6. LOWER PINION BEARING SHIMS 7. INNER AXLE SHAFT SHIMS 8. OUTER AXLE SHAFT SHIMS 9. INNER SEAL RING 10. BEARING SHIELD Install the bevel pinion shaft as follows: a. Make a bushing to fit the bore for the lower pinion shaft bearing. The bushing O.D. will be 51.5 mm (2.03 in).

Bushing (2) must be 67.5 mm (2.66 in) long. b. Install the bushing in the bore. To find the correct thickness for shim set "x", it is necessary to know the case dimension E. To find the case dimension E, use the formula: E=L-F+d/2 L = bushing length F = the difference between the bearing bore for the axle and the end of the bushing. See Figure 4-5. d/2 = 44.45 mm (1.75 in) c.

Measure the dimension F. See Figure 4-5. Subtract the value F from the length (L) of the bushing and add the value d/2. The result is dimension E.

d. The shim set thickness X for shim set "x" for the lower bearing is found as shown in Figure 4-5.

X=E-B-T E = the value found in Step c B = the number on the end of the pinion shaft T = the total thickness of the bearing e. Install the shim set "x" and press the bearing cup into the bore. Install the bearing cone and spacer on the pinion shaft. Install the pinion shaft in the case. f.

Install a piece of wood between the end of the pinion and the case to hold the pinion tightly in the bore. Do NOT install shims or bearing. Measure the distance between the top end of the spacer and the bottom of the bore for the bearing. This is distance C in Figure 4-5.

g. Measure the distance S between the edges of the bearing cup and cone. If the cup extends below the cone, the dimension S is negative (subtract). If the cone extends below the cup, the dimension S is positive (add). h. Add or subtract (Step g) dimension S from dimension C. The result minus 0.02 mm (0.001 in) is the dimension X or the thickness of shim set "y" for the top bearing.

X (in mm) = C + or -S -0.02 mm. i.

Install the shim set "y", the bearing cup, bearing cone, helical gear and special nut. Use a press to install the bearing cup.

j.

Use a strap wrench or a piece of wood to keep the helical gear from turning and tighten the nut to 100 Nm (74 Ibf ft) torque. Do NOT use a punch to lock the nut at this time.

Bevel Gear Installation See Figure 4-6 and Figure 4-7.

1. Use a press to install the wheel bolts.

NOTE: When installing the wheel bolts, make certain that the flat side of the bolt collars face the center of the wheel shaft.

2. Install the seal ring on the wheel shaft. Install the cone on the axle shaft.

NOTE: After the proper backlash has been obtained, grease the seal ring and fill the outer bearing cone using Shell Alvania R3 grease prior to assembly.

3. Install the cone on the bevel gear using a press.

Sheet 10: Drive Unit 4. Do NOT install the inner seal ring until the bearing preload has been adjusted. Install the original shims under both the inner bearing cup and the outer bearing cup. Use a press to install both bearing cups in the case.

NOTE: Do NOT use damaged or distorted shims.

5. Carefully install the axle assembly in the case. Install the bevel gear on the axle assembly using the M16 capscrew and special washer.

6. Prevent the axle from turning. Tighten the M16 capscrew to 245 Nm (332 Ibf ft) torque. Tighten the special nut at the large gear to 60 Nm (44 Ibf ft) torque.

7. Check and adjust the backlash, tooth contact pattern and bearing clearances BEFORE continuing. See CHECKS AND ADJUSTMENTS. 8. After the proper backlash and tooth contact pattern has been established, remove the bevel gear, the bearing cups, and the axle assembly.

9. Coat the seat of the thread protecting seal with Loctite No. 270. Press the shield on the lower housing as far as possible. Thinly coat the radial shaft seal with Loctite No. 574. Install the inner seal into the lower housing. The inner seal, when properly installed, should be 1.8+0.5 mm (0.071 +0.02 in) below the bottom edge of the outer bearing bore. See Figure 4-6. Fill the inner seal ring and the cone on the axle shaft with Shell Alvania R3 grease.

* DIMENSION "B" (mm) ON END OF BEVEL PINION SHAFT Figure 4-5 -Installing Bevel Pinion Shaft 1. BEVEL PINION SHAFT 2. SPACER 3. SPECIAL BUSHING 4. LOWER CASE 5. LOWER BEARING 6. SHIM SET "X" 7. SHIM SET "Y" 8. UPPER BEARING 9. BEARING CUP 10. BEARING CONE

Sheet 10: Drive Unit

Figure 4-6 -Inner Seal Installation 10. Install the shims, outer bearing cup and the axle shaft. Apply Loctite 270tothe internal splines of the bevel gear.

Install the bevel pinion on the axle shaft. Remove any excess Loctite from the bevel gear using a clean cloth.

Install the M16 capscrew and special washer. Tighten the M16 capscrew to 245 Nm (332 Ibf ft) torque.

NOTE: If the tapped holes in the bottom of the lower housing extend through the housing, it is recommended that the capscrews are completely sealed with Loctite to prevent oil from leaking from around the threads.

11. Use Loctite 574 on the cover. Apply one drop of Loctite 243 on each of the cover capscrew thread. Install the cover. Tighten the cover capscrews to 9.5 Nm (7 Ibf ft) torque.

12. Use Loctite 574 to install the upper housing on the lower housing. Make sure the upper housing is aligned correctly and use a punch to install the two dowels, if removed. See Step 3 of the DISASSEMBLY procedure.

Install the capscrews to retain the upper housing to the housing. Tighten the 8 mm capscrews to 23 Nm (17 Ibf ft) torque. Tighten the 10 mm capscrews to 46 Nm (34 Ibf ft) torque. Install the alien head capscrews and the washers and nuts. Tighten the nuts to 23 Nm (17 Ibf ft) torque.

NOTE: To replace the drive tire on the wheel, the wheel must be pressed out of the tire rim. See Section 2 -HOW TO CHANGE THE DRIVE/STEER TIRE. 13. Install the wheel and the lug nuts. Tighten the nuts in a cross pattern to one-half the torque value specified in Section 2. Tighten the lug nuts again using the cross pattern to obtain the proper torque.

Sheet 10: Drive Unit

Figure 4-7 -Installing Bevel Gear Set 1. LOCKNUT 2. HELICAL GEAR 3. BEARING 4. SHIMS 5. LOWER HOUSING 6. SHIMS 7. BEARING 8. BEVEL PINION GEAR 9. DISK 10. CAPSCREW 11. SHIMS 12. BEARING

13. BEVEL PINION SHAFT 14. CAPSCREW 15. COVER 16. DRAIN PLUG 17. THREAD PROTECTION SEAL 18. INNER SEAL 19. SHIMS 20. BEARING 21. AXLE SHAFT 22. WHEEL BOLT 23. HELICAL PINION

CHECKS AND ADJUSTMENTS Backlash and Tooth Contact Pattern See Figure 4-8 and Figure 4-11.

CAUTION: The axle and gear assemblies are installed and removed several times during thisprocedure. Be careful during installation of the axle so that the bearing seal is not damaged.

This backlash is the clearance between the teeth of the bevel gear and the teeth of the pinion. Use a dial indicator to measure the clearance. See Figure 4-8. Put the dial indicator in a position so that the sensor touches a tooth of the bevel gear. Install a wood wedge under the large gear at the top of the MDU to keep the gear and pinion from moving. Move the bevel gear in the direction away from the sensor of the dial indicator. Adjust the dial indicator for a zero reading. Move the gear toward the dial indicator and read the backlash. The backlash must be 0.1 to 0.15 mm (0.004 to 0.006 in).

Sheet 10: Drive Unit Figure 4-8 -Checking Backlash 1. SPIRAL BEVEL GEAR 2. DIAL INDICATOR 3. WOOD WEDGE If the backlash is too much, the bevel gear must move toward the pinion. If the backlash is not enough, the bevel gear must move away from the pinion. The bevel gear is moved in the correct direction by adding or removing shims under the bearing cup. The shims for the shim set are available in the following thicknesses: 0.1 mm, 0.15 mm, 0.3 mm and 0.5 mm.

The tooth contact pattern must also be correct. Remove the wood wedge and check the tooth contact pattern as shown in Figure 4-11. Adjust the position of the bevel gear for the best tooth contact pattern and the correct backlash.

Axle Shaft Bearing Clearance See Figure 4-9.

CAUTION: The axle and bevel gear assemblies are installed and removed several times during this procedure. Be careful during installation of the axle so that the bearing seal is not damaged.

The correct bearing clearance for the bevel pinion and bevel gear is marked on the edge of the bevel gear. The adjustment range is f 0.03 to 0.07 mm (f 0.001 to 0.003 in). Carefully install the axle assembly and bevel gear in the case. Use the original shims under the special washer. Tighten the capscrew to 100 Nm (74 Ibf ft) torque.

Remove the capscrew and special washer. Measure the thickness of the shim set. Use a soft hammer to tap the end of the axle to move it approximately 1 mm (0.04 in). Add 0.1 mm (0.004 in) of shim to the shim set. Install the special washer and capscrew again. Tighten the capscrew as before.

Use a dial indicator to measure the bearing clearance. See Figure 4-9. Put the dial indicator in a position so that the sensor touches the flat surface of the special washer on the spiral bevel gear. Make a mark on the gear as a measurement point. Move the bevel gear in one direction (approximately 180°) while pushing on the gear. Adjust the dial indicator for a zero reading at the measurement mark. Move the gear in the opposite direction while pulling on the gear. Read the clearance on the dial indicator at the measurement mark. If the clearance is not as shown on the edge of the gear, adjust the clearance. Add or remove shims between the special washer and the gear for the value marked on the edge of the gear. There will be no noticeable clearance when the adjustment is correct, but it will be possible to rotate the axle by hand.

Figure 4-9 -Checking Bearing Clearance 1. SPIRAL BEVEL GEAR 2. DIAL INDICATOR 3. SPECIAL WASHER Trunnion Bearing The transmission upper housing must be replaced if: a. The sealed cover plate on the trunnion bearing has separated.

Sheet 10: Drive Unit b. The trunnion bearing is difficult to turn or binds. It is not possible to replace the outer race and/or balls. c.

The maximum bearing clearance is exceeded.

To check the bearing clearance, clamp the upper housing onto a level assembly table. Install three eye bolts into the outer race of the trunnion bearing. Rotate the bearing several times. Install a cable in each eye bolt.

Position three dial gauges on the trunnion bearing and set the gauge dials to "zero". Mark the position of one dial gauge on the trunnion bearing with a marking pen. See Figure 4-10.

Using a lifting device and a spring balance, raise the upper housing with approximately 50 kg (110 lb) of force.

Rotate the trunnion bearing several times and position at the mark again. The recommended maximum bearing clearance is 0.03 mm (0.0012 in). If the bearing clearance is more than the recommended clearance, the trunnion bearing and upper housing must be replaced.

Figure 4-10 -Checking Trunnion Bearing INSTALLATION WARNING: The lift truck is heavy. Be sure that all lifting devices (hoists, cables, chains, slings, etc.) are suitable and of adequate capacity to lift the lift truck. The lifttruck can weigh approximately 3541 kg (78001bs) empty.

1. Carefully put a sling under the lift truck frame on the mast side of the MDU. Do not damage the guidance sensor if the lift truck has wire guidance.

2. Lift the frame for clearance to slide the MDU under the frame. Temporarily install blocks under the frame to prevent lowering.

3. Move the MDU into approximate alignment under the frame.

4. Hold the MDU in the vertical position through the hole in the plate. Do NOT put any part of your body between the MDU and the frame or axle plate. Carefully raise the frame and remove the blocks. Carefully lower the frame and align the capscrew holes in the large ball bearing, adapter ring and the frame.

5. Install the six capscrews and lockwashers that fasten the adapter ring and MDU to the frame. Use a cross pattern to slowly tighten the capscrewstoapproximately25 Nm (341bfft) torque. Make sure the large ball bearing and adapter ring are in the correct position around the complete circumference. Use the cross pattern to tighten the capscrews to 68 Nm (50 Ibf ft) torque.

WARNING: The traction motor is heavy. Be sure that all lifting devices (hoists, cables, chains, slings, etc.) are suitable and of adequate capacity to lift the traction motor. The traction motor can weigh approximately 40 kg (85

Sheet 10: Drive Unit Ibs).

6. If the pinion gear on the motor shaft was removed, install the key, gear, lockwasher and nut. Tighten the nutto 54 (40 Ibf ft) torque. If an impact wrench is used, make sure it does not tighten the nut to more than the correct torque.

7. Install a new O-ring on the motor using O-ring lubricant.

8. Use an overhead crane and a sling to lift the traction motor. Carefully align and lower the traction motor onto the MDU adapter ring. Do NOT damage the pinion gear on the motor shaft, the large gear of the MDU or the brake assembly. Make sure that the motor is aligned properly before lowering it into the upper housing.

9. Install the three capscrews and lockwashers. Tighten the capscrews to 20 Nm (15 Ibf ft) torque.

10. Connect the power cables to the motor terminals.

11. Connect the wires to the brake assembly.

12. Make sure the MDU is in the position for straight travel with the tire to the left of the case (facing MDU). Carefully install the steering chain. Use the pin to install the chain anchor on the adapter ring. Use the capscrew to fasten the two chain anchors together. Adjust the steering chain and steering potentiometer. See the Section 6 -STEERING SYSTEM and Section 3 -ELECTRICAL SYSTEM for additional information.

13. Lubricate the large ball bearing using the recommended grease listed in Section 2 and adding the grease through both fittings. Slowly rotate the MDU while filling the fittings with grease. A dry bearing will take approximately 55 g (0.12 lb) of grease to fill the bearing completely.

14. Lower the lift truck to the floor. Fill the MDU to the level/fill plug using the recommended oil listed in Section 2.

Add the oil slowly. The oil must go through the bearings to the lower part of the MDU. Fill until the oil just starts to run out. Install the plug and tighten to 22 Nm (17 Ibf ft).

15. Close the drive unit compartment door. Install and connect the battery.

Sheet 10: Drive Unit

Figure 4-11 -Gear Tooth Contact Pattern TROUBLESHOOTING

Sheet 10: Drive Unit

Sheet 11: Brake System BRAKE SYSTEM GENERAL This section has the description and the repair procedures for the electric brake assembly.

DESCRIPTION AND OPERATION The electric brake is installed on the top of the drive motor. The brake assembly has a coil, a mounting flange, an armature, a hub, and rotor, with two function surfaces. The electric magnet is fastened to the housing of the drive motor. The hub is installed on the shaft of the drive motor. The rotor is installed between the armature and mounting flange. The rotor engages the armature and mounting flange, and rotates with the shaft of the motor.

When the operator releases the brake switch on the operator platform by removing his foot, the brake is automatically applied. When the brake is applied, springs push the armature plate against the rotor and push the rotor against the mounting flange. The operator must engage the brake switch to release the brake. The brake switch energizes the electric magnet. The magnet pulls the armature away from the rotor.

Several conditions can cause application of the brake because the brake is used on several different units. These are the conditions that apply the brake: •

Brake switch is released.

•

Key switch is turned to OFF.

•

Power disconnect circuit is activated.

•

The automatic shut-off circuit is activated.

•

A lift chain is slack (slack chain switch activated).

•

A side gate is up (side gate switch activated).

BRAKE SWITCH The brake switch assembly is located in the floor of the operator's platform.

NOTE: If the lift truck must be moved without battery power, the brake can be manually released. There are two holes with 1/4-20 UNC threads in the back plate. Install capscrews in the holes. Use the capscrews to push the armature plate away from the friction disc.

WARNING: When the brake is manually released, put a "DO NOT OPERATE" tag on the steering wheel.

Sheet 11: Brake System

Figure 5-1 -Electric Brake ELECTRIC BRAKE-REMOVAL AND DISASSEMBLY WARNING: Disconnect the battery connector before starting any repairs.

1. Disconnect the battery connector.

2. Disconnect the wiring harness connector from coil connector.

3. Remove the three capscrews and washers that secure the brake to the mounting flange.

4. Carefully remove the coil, springs, armature, rotor, hub, and hollow spacers from the mounting flange.

5. Remove the mounting flange from the motor.

Sheet 11: Brake System

Figure 5-2 -Electric Brake ELECTRIC BRAKE-ADJUSTMENT New brakes are pre-adjusted at the factory to the correct .012 in. (.3mm) air-gap (distance between coil and armature). See Figure 5-2. As the brakes wear the air-gap will increase. When the air-gap reaches two or three times the specified value, it should be adjusted. The air-gap should also be adjusted whenever the rotor is replaced or a replacement brake assembly has been installed.

BRAKE SYSTEM 1. Loosen the three capscrews that secure the brake assembly to the mounting flange.

2. Turn the hollow spacers counterclockwise two or three revolutions.

3. Using a measuring device between the coil and armature, set the air-gap slightly smaller than the desired air-gap, .010 in. (.25 mm) by turning the capscrews clockwise.

NOTE: The air-gap is to be checked between the bolts (in the middle), not at the bolts. The air-gap adjustment is made when turning the capscrews, not the hollow spacers.

4. Turn the hollow spacers clockwise until they are snug against the mounting flange. The air-gap should now be at the desired .012 in. (.3 mm).

5. Check that the final setting is correct.

6. Use adhesive sealant on the capscrews.

NOTE: Acceptable adhesive sealants includes those below: Loctite Corporation Felt-pro Inc. Saf-T-Lok Chemical Corp.

No. 290 Pro-Lock Saf-T-Lok S90

7. Tighten the three capscrews. Torque to 33 Ibf (45 Nm).

8. connect the wiring harness connector to the coil connector.

9. Connect the battery connector.

ELECTRICAL BRAKE-ASSEMBLY AND INSTALLATION

Sheet 11: Brake System 1. Install the mounting flange on the motor.

2. Install the key and hub on the motor shaft.

3. Install the washer and nut. Torque the nut to 80 Ibf (12 Nm). Loosen the nut to the first alignment position and install a new cotter pin.

4. Install the springs between the coil and armature.

5. Install the hollow spacers through the armature engaging the screw holes in the coil. Turn the hollow spacers clockwise two or three revolutions.

6. Place the three washers on the capscrews and install them through the coil into the hollow spacers.

7. Install the brake assembly onto the mounting flange.

8. Make the air-gap adjustment. See Electrical Brake Adjustment.

BRAKE SWITCH-REMOVE AND REPLACE WARNING: Disconnect the battery connector before starting any repairs The brake switch assembly is in the floor of the operator platform. Put labels on the wires. Make sure the labels accurately describe the connections on the switch. Disconnect the wires and remove the switch.

When a switch is installed, connect the wires according to the labels. Figure 5-3 shows typical connections. If necessary, see the wiring diagrams found in Section 3.

Figure 5-3 -Brake Switch TROUBLESHOOTING PROBLEM The brake will not release.

The brake will not stop the lift truck.

POSSIBLE CAUSE The battery is discharged.

The battery is not connected.

The wires to the brake assembly are not connected.

The wires to the brake switch are not connected.

The brake switch has a defect.

The brake assembly is not adjusted correctly.

The automatic shut-off circuit has applied the brake.

The brake is not adjusted correctly.

The friction disc is worn or damaged.

There is oil or grease on the friction disc or brake plates.

Sheet 12: Steering System STEERING SYSTEM GENERAL This section contains procedures for adjustment, repair and troubleshooting of the Electric Power Steering System.

The system controls the steer motor used to turn the Master Drive Unit. The lift truck is steered by turning the Master Drive Unit.

There are three Electric Power Steering Systems available: the standard system called Tach Steer Generator Steering System (TGS), the optional Smart Steering System and the Wire Guidance Steering System. This section covers the standard TGS System and the optional Smart Steering System only.

NOTE: This section is NOT applicable to lift trucks with the optional Wire Guidance Steering System. See SECTION 7 WIRE GUIDANCE for checks, adjustments, and repairs to the steer system of trucks equipped with the Wire Guidance Steering System.

DESCRIPTION The Electric Power Steering system is comprised of the following components: a. Steering wheel (TGS System) or steering handle (Smart Steer System) b. Tach generator (TGS system) or the command potentiometer (Smart Steer System) c.

Feedback potentiometer

d. Steering system wire harness e. Electronic Control Module (ECM) f.

Lift truck battery

g. Steer motor h. Steering sprocket and chain The TGS system has a steering wheel coupled to a belt-driven tach generator. The steering wheel does NOT automatically return to the center position.

The Smart Steering System has a steering handle that returns to the center position when released. The handle moves 100°each side of center for the full range of steering control.

The steering wheel and tach generator for the TGS system are located in the operator's compartment. The steering handle and command potentiometer for the Smart Steer system are located in the operator's compartment. The Electronic Control Module and steer motor are in the motor compartment beside the master drive unit. The feedback potentiometer is connected to the steer motor below the steer sprocket. The steering chain connects the steer sprocket at the gear motor to the sprocket of the master drive unit. The Electronic Control Module is also located in the steer motor compartment.

The command potentiometer attached to the steering handle provides a signal to the Electronic Control Module corresponding to the operator input. Similarly, the tach generator coupled to the steering wheel on the optional TGS system provides a signal to the Electronic Control Module corresponding to the operator input. The Electronic Control Module processes the signal to ascertain the steer angle selected by the operator.

The feedback potentiometer is connected to the steer motor. The feedback potentiometer provides a signal to the Electronic Control Module that corresponds to the position of the master drive unit.

The signal from the tach generator (or command potentiometer) and the signal from the feedback potentiometer are sent simultaneously to the Electronic Control Module. If the master drive unit is not at the operator-selected angle, the Electronic Control Module provides electrical output to the steer motor.

The steer motor is coupled to the master drive unit with a sprocket and chain. The electrical output to the steer motor causes the motor to rotate the sprocket and chain and turn the master drive unit. As the master drive unit approaches the selected angle, the signal from the feedback potentiometer changes to instruct the Electronic Control Module to slow and then stop the rotation of the steer motor.

CHECKS AND ADJUSTMENTS

Sheet 12: Steering System General Do not make adjustments to a properly operating steering system.

WARNING: Do not operate a lift truck that needs adjustments or repairs. Report the need for adjustments or repairs immediately. If adjustment or repair is necessary, put a "DO NOT OPERATE" tag in the operator's area. Remove the key from the key switch.

WARNING: Some of the checks and adjustments are done with the battery connected. Never have any metal on your fingers, arms or neck. During some checks or adjustments, the operator must move the lift truck. The person doing the adjustments must make the adjustments with the system energized. Make sure the operator does not move the lift truck to cause an injury CHECKS Three test points are provided for adjustment of the Electronic Control Module. TPi is the feedback potentiometer input adjusted by P2. TP2 is NOT used in the tachometer steering system. TP3 is the analog and logic common.

Light Emitting Diodes (LEDs) 1 through 5, located on the Electronic Control Module circuit board, are used to indicate system faults.

Dipswitches CAUTION: The dipswitches are factory-set and should not need to be adjusted.

If the Electronic Control Module is replaced or the settings of the dipswitches are inadvertently changed, see NO TAG to set the position of the dipswitches to the factory settings.

On trucks equipped with the optional TGS steer system, an adjustment can be made to the settings of 5, 6, and 7 to alter the sensitivity of the tach generator input scaling, if desired. Refer to Tach Generator Steering System Sensitivity Adjustment in the ADJUSTMENTS section following.

Figure 6-1 Dipswitches -Factory Settings LED Indicators The Electronic Control Module continuously monitors the steering system. Problems detected by the Electronic Control Module are indicated by 5 LEDs. See Figure 6-2. These vehicles equipped with electric steering systems are designed to stop automatically when a fault occurs. The brake relay, located in the Electronic Control Module, applies the brake to stop the vehicle if a fault condition is detected.

Table 1 -LED Indicators LED 1 on (green) Controller active (with motor clicking sound) LED 2 on (red) Left limit reached LED 3 on (red) Right limit reached LED 4 on, LED 5 off Error in sensor circuit LED 4 off, LED 5 on Error in controller or motor circuit LED 4 on, LED 5 on Error in controller

Sheet 12: Steering System LED 4 , LED 5 off, and LED 1 on (with no sound from motor)

must remain off for a mini-mum of 2 seconds before a new startup to avoid an er-ror condition)

Figure 6-2 -Electronic Control Module Checking the Steering System for Correct Operation The Electronic Control Module check includes checks for the command potentiometer and the feedback potentiometer.

1. Open the motor compartment door. Move the key switch to the ON position and push the foot switch.

2. Make sure the battery has a corrected specific gravity of at least 1.250. To check the system for correct operation, move the steering handle or steering wheel from a full left turn position to a full right turn position. The master drive unit should move 85°to 95°in each direction from straight travel.

3. If the master drive unit moves less than 90°( t 5° ) in either direction, the steering is incorrectly adjusted or may have a mechanical problem. Refer to ADJUSTMENTS. 4. Check that the master drive unit moves through the full range of rotation in five seconds or less. The lift truck must be on smooth concrete with a fully charged battery and no load.

5. If the master drive unit requires greater than 5 seconds to move through the full range of rotation, check for a mechanical problem or defective Electronic Control Module.

Checking Slow Travel Speed NOTE: The slow travel speed is checked during the adjustment procedure. Refer to TRAM ADJUSTMENTS. ADJUSTMENTS General NOTE: This section is NOT applicable to lift trucks with the optional Wire Guidance Steering System. See WIRE GUIDANCE -SECTION 7 for checks and adjustments to the Wire Guidance Steering System.

Make sure the battery has a corrected specific gravity of at least 1.250. Move the lift truck to an open area where it can be driven in a straight line for a distance of at least 9 metres (30 ft).

Sheet 12: Steering System NOTE: Do not make adjustments to a properly operating steer system. The following adjustments must be done in the order specified. Do not move the steering wheel or handle after it has been accurately centered unless instructed to move it in the following procedures.

Figure 6-3 -Tach Generator Steering TACH GENERATOR STEERING SYSTEM Tach Generator Adjustment The tach generator is located at the steering mechanism in the instrument panel. Remove the screws at the top of the instru-ment panel. Tilt the panel to the open (down) position for access to the tach generator.

The tach generator does not require adjustment. Check the drive belt for proper alignment and verify that the belt is not ex-cessively worn. Replace as required. See Figure 6-3.

Sensitivity Adjustment WARNING: Changing the sensitivity setting of the tach generator steering system alters the amount of operator effort required to steer the truck. Notify all affected operators that the truck may steer differently before operation.

Use caution to avoid injury.

The sensitivity of the TGS steering system is adjusted by changing the position of dipswitches 5, 6, and 7. Do not change any other dipswitches. See Table 2.

Table 2 -Sensitivity Adjustment Switch 5, 6, and 7 closed Maximum Sensitivity Switch 6 and 7 closed, switch 5 open Switch 5 and 7 closed, switch 6 open Switch 7 closed, switch 5 Factory Setting) and 6 open Switch 5 and 6 closed, switch 7 open Switch 6 closed, switch 5 and 7 open Switch 5 closed, switch 6 and 7 open Switch 5, 6, and 7 open I Minimum Sensitivity

Sheet 12: Steering System Feedback Potentiometer Adjustment 1. Center the drive tire for straight travel.

2. Refer to Figure 6-5 to identify the feedback potentiometer. Unplug the connector from the feedback potentiometer.

3. Measure the resistance between wires 16 and 17. Mea-sure the resistance between wires 17 and 18.

4. Adjust the feedback potentiometer until the resistance val-ues measured in Step 3 are equal (.t 50 ohms). Adjust the po-tentiometer by loosening the retaining nut and moving the po-tentiometer body to attain the desired resistance readings. Tighten the retaining nut without moving the potentiometer body.

5. Attach the plug removed in Step 2 to the feedback poten-tiometer. Set the key switch to the "ON" position 6. Measure the voltage across TP3 and TPi on the Electron-ic Control Module circuit board by inserting the negative probe intoTP3 and the positive probe in TP1. Adjust potentiometer P2 on the Electronic Control Module circuit board to a value of 0 Volts DC (:t 0.05 VDC).

WARNING: During the following check, the operator must move the lift truck. Use caution to avoid injury.

7. Operate the lift truck in a straight line for at least 30 feet, making corrections with the steering wheel as necessary to keep the truck traveling in a straight line. At the end of the 30 feet, do not touch the steering wheel.

Adjust potentiometer P2 again as described in Step 6.

8. Repeat this procedure a minimum of 3 times to insure ac-curate potentiometer adjustment.

SMART STEERING SYSTEM Command Potentiometer Adjustment The command potentiometer is located at the steering mecha-nism in the instrument panel. See Figure 6-4. Remove the screws from the instrument panel and remove.

1. Set the key switch in the "OFF" position.

2. Unplug the connector from the command potentiometer. See Figure 6-4.

3. Use an ohmmeter to measure the resistance between wires 19 (black) and 20 (green). Measure the resistance be-tween wires 20 (green) and 21 (white).

Sheet 12: Steering System

Figure 6-4 -Tachometer Steering 4. Adjust the command potentiometer until the resistance values measured in Step 3 are equal (.t50 ohms). Adjust the po-tentiometer by loosening the retaining nut and moving the po-tentiometer body to attain the desired resistance readings. Tighten the retaining nut without moving the potentiometer body.

5. Attach the plug removed in Step 2 to the command poten-tiometer.

6. Set the key switch to the "ON" position.

7. Measure the voltage across TP3 and TP2 on the Electron-ic Control Module circuit board by inserting the negative probe into TP3 and the positive probe in TP2. Refer to Figure 6-2. Ad-just potentiometer Pi on the Electronic Control Module circuit board to a value of 0 Volts DC (.t 0.05 VDC).

Feedback Potentiometer Adjustment CAUTION: Make sure the Smart Steering command potentiometer is properly adjusted before adjusting the feedback.

1. Center the tire and steer handle for straight travel. After the drive tire and handle are centered, do not adjust the steer handle again until specifically instructed to do so in this procedure.

2. Refer to Figure 6-5 to identify the feedback potentiometer. Unplug the connector from the feedback potentiometer.

3. Measure the resistance between wires 16 and 17. Measure the resistance between wires 17 and 18.

4. Adjust the feedback potentiometer until the resistance values measured in Step 3 are equal (.t50 ohms). Adjust the potentiometer by loosening the retaining nut and moving the potentiometer body to attain the desired resistance readings. Tighten the retaining nut without moving the potentiometer body.

5. Attach the plug removed in Step 2 to the feedback potentiometer.

6. Set the key switch to the "ON" position.

7. NOTE: If there are no steering changes within a 10 second period, the Electronic Control Module removes power to the steer motor. To restore power to the steer motor, cycle the key from the "ON" position to the "OFF" position, and then back to the "ON" position.

8. Measure the voltage across TP3 and TPi on the Electronic Control Module circuit board by inserting the negative probe into TP3 and the positive probe in TP1. See Figure 6-2. Adjust potentiometer P2 on the Electronic Control

Sheet 12: Steering System Module circuit board to a value of 0 Volts DC (.t 0.05 VDC).

WARNING: During the following check, the operator must move the lift truck. Use caution to avoid injury.

8. Operate the lift truck in a straight line for at least 30 feet, without touching the steer handle. Adjust potentiometer P2 again as necessary to ensure the lift truck travels in a straight line within 152 mm (6 in.) in 9 meters (30 ft.).

9. Draw a straight line between the first and last marks. The center mark must be within 76 mm (3 in) of the line. If the center mark is within this specification, P2 is correctly adjusted. If the mark is NOT within the specification, adjust P2 until the trial is successful.

Figure 6-5 -Motor Mounting Assembly STEERING CHAIN ADJUSTMENT 1. Disconnect the battery connector. Open the motor com-partment doors.

2. Position a straight edge (e.g. a thin piece of rigid material) against the steering chain between the sprockets.

Make sure the chain is tight on the opposite side of the sprockets.

3. Push on the chain at a point approximately halfway be-tween the sprockets with a force of 9 to 12 kg (20-25 Ibs).

Measure the clearance between the straight edge and the chain. The clearance should not exceed 3.3 mm (0.13 in). See Figure 6-6.

4. Tighten the adjustment nut at the master drive unit sprock-et to obtain a maximum clearance of 3.3 mm (0.13 in) between the chain and straight edge. Do NOT tighten the chain to a clearance of less than 1.3 mm (0.05 in).

5. Close and fasten the motor compartment doors.

Sheet 12: Steering System

Figure 6-6 -Steer Chain Adjustment REPAIR TACH GENERATOR STEERING SYSTEM Tach Generator Replacement 1. Disconnect the battery connector.

2. Remove the screw that fastens the steering wheel to the shaft of the steering mechanism. Remove the steering wheel.

3. Remove the screws at the top of the instrument panel. Tilt the instrument panel to the open position for access to the parts.

4. Disconnect the wire harness to the tach generator.

5. Remove the capscrews, washers and nuts retaining the tach generator to the steering wheel bracket.

6. Remove the tach generator drive belt.

7. Install the tach generator mounting bracket to the new tach generator 8. Insert the tach generator in place and install the tach generator drive belt.

9. Install the capscrews, washers, and nuts that retain the tach generator mounting bracket to the steering wheel bracket.

10. Connect the wire harness to the tach generator.

11. Install the instrument panel and connect the battery connector.

SMART STEER STEERING SYSTEM Command Potentiometer Replacement 1. Disconnect the battery connector.

2. Remove the screw that fastens the steering handle to the shaft of the steering mechanism. Remove the steering

Sheet 12: Steering System handle.

3. Remove the screws at the top of the instrument panel. Tilt the instrument panel to the open position for access to the parts.

4. Remove the capscrews that fasten the steering mechanism bracket to the back of the instrument panel.

5. Remove the setscrew that fastens the shaft of the command potentiometer to the steering shaft. Remove the capscrew and nut that fasten the bracket for the command potentiometer. Remove the bracket and potentiometer. Remove the potentiometer from the bracket. Label the potentiometer wires for correct connections during installations.

6. Install the new command potentiometer, as required. Connect the wires of the command potentiometer.

7. Install the steering mechanism bracket to the back of the instrument panel.

8. Connect all wires disconnected during removal.

9. If the command potentiometer was replaced or the setting was changed, adjust the command potentiometer.

Refer to ADJUSTMENTS. Tighten the screw that fastens the potentiometer to the steering shaft.

10. Close the instrument panel and tighten the screws. Install the steering handle on the shaft of the steering mechanism. tighten the screw.

FEEDBACK POTENTIOMETER Replacement 1. Position the master drive unit for straight travel. Disconnect the battery connector.

2. Open the motor compartment door. Disconnect the electrical plug for the feedback potentiometer.

3. Loosen the setscrew that fastens the shaft of the potentiometer to the motor assembly. Remove the nut that fastens the potentiometer to the bracket. Remove the potentiometer.

4. Set the new feedback potentiometer for mid-range. Install the new potentiometer on the bracket. Install the nut to fasten the potentiometer, but do not tighten the nut or setscrew.

5. Adjust the feedback potentiometer. Refer to ADJUSTMENTS. Tighten the nut and setscrew without moving the potentiometer body or shaft to avoid changing the setting. Connect the plug.

6. Close the motor compartment doors. Connect the battery.

STEERING SYSTEM ELECTRONIC CONTROL MODULE Replacement 1. Disconnect the battery connector and open the motor compartment door.

2. Disconnect the wire harness plugs to the Electronic Control Module.

3. Prevent the Electronic Control Module from falling while removing the mounting capscrews, washers and nuts.

4. Use caution when handling the Electronic Control Module to avoid spreading the heat-transfer grease from the underside of the module to the surrounding areas.

5. Install heat-transfer grease on the underside of the replacement module and the frame. Install the module on the frame panel using the four capscrews, washers and nuts.

6. Connect the wire harness plugs.

7. Refer to ADJUSTMENTS to adjust the potentiometers on the circuit board for proper operation.

8. Check the position of the dipswitches to be sure the switches are set correctly. Refer to DI PSWITCHES.

Sheet 12: Steering System STEER MOTOR ASSEMBLY AND STEERING CHAIN Replacement 1. Disconnect the battery and open the motor compartment doors.

2. Disconnect the wire harness plug to the feedback potentiometer. Remove the nuts that fasten the feedback potentiometer bracket to the frame.

3. Hold the motor assembly and remove the capscrews, nuts and washers that fasten the motor assembly to the frame panel.

4. Carefully tip the top of the assembly away from the panel to remove the motor and feedback potentiometer bracket out of the truck. Do NOT bend the bracket. Remove the steering chain from the sprocket and remove the motor assembly.

5. Remove the steering chain from the master drive unit sprocket as required by pulling the chain anchor pins out of the holes in the sprocket. Clean and lubricate the chain using multi-purpose grease.

6. Make sure the master drive unit is aligned for straight travel. Install the steering chain on the master drive unit sprocket. Install the pin of the chain anchor in the first hole before the axle centerline 7. Install the new motor, sprocket, and feedback potentiometer assembly. Tighten the capscrews and nuts to 31 N-m (23 Ibf ft) torque.

8. Adjust the feedback potentiometer. Refer to ADJUSTMENTS. TYPICAL OPERATING VOLTAGES Figure 6-7 lists typical operating voltages for a correctly adjusted steering system. Measured voltages should be within 10% of the values listed in the table. Voltages are measured between the designated test point and TP3 (ground).

Sheet 12: Steering System

Figure 6-7 -Typical Operating Voltages

Figure 6-8 -Test Point and Connector Reference TROUBLESHOOTING PROBLEM Truck will not move or steer.

POSSIBLE CAUSE Battery disconnected Shut-off has occurred; set key to off position, wait two seconds, then set key to

Sheet 12: Steering System No action when steering wheel is turned.

Steering is loose.

Truck turns in direction opposite to direction steered.

start, then to on position.

Dipswitch in wrong position. Check dipswitches.

Open circuit in wiring between tachometer and Electronic Control Module or between feedback potentiometer and Electronic Control Module.

Tachometer defective.

No output from Electronic Control Module to steer motor.

Replace Electronic Control Module.

Power leads defective between Electronic Control Module and steer motor.

Check all power connections.

Feedback potentiometer defective.

Check tachometer input. Test for voltage between K1 -4 and TP3 when tachometer is spun. Test for voltage between Ki -6 and TP3 when tachometer is spun. If voltage is present, Electronic Control Module defective.

Master drive unit out of normal operating range. Jack truck and manually turn master drive unit within range.

Steer motor defective.

Steering chain loose. Adjust chain for proper tension.

Steer motor leads reversed.

Tachometer leads reversed.

Feedback potentiometer leads reversed.

Sheet 13: Steering System--Wire Guidance INTRODUCTION GENERAL This section has the description, adjustments, repair and troubleshooting for the optional WIRE GUIDANCE system.

This system electrically controls a motor to turn the Master Drive Unit (MDU) for steering.

See Section 6 STEERING SYSTEM for trucks equipped with the standard EPS STEERING SYSTEM (trucks without wire guidance).

Trucks equipped with wire guidance have a means of automatically controlling the steering system and a means of manually controlling the steering system. Refer to OPERATION MODES. The system of automatically steering the lift truck is referred to as "wire guidance" or "guidance" in this section. The system of manually steering the lift truck is referred to as "manual steering" in this section.

NOTE: This lift truck can be operated with the operator facing the steer tire or the operator facing the load forks.

Throughout this manual the terms right, left, front and rear relate to the viewpoint of an operator standing in the truck facing the steer tire. See Figure 7-2.

NOTE: All mechanical parts of the steering must be in good condition and correctly adjusted for correct guidance operation.

NOTE: The load wheels MUST BE THE SAME SIZE, in good condition and the bearings must be lubricated and correctly adjusted for correct guidance operation.

DESCRIPTION The wire guidance system is a system to automatically steer the lift truck. The system senses a magnetic field from an electric signal carried by a guide wire buried in the floor. A wire driver generates the signal carried by the guide wire. The wire driver is part of the location installation and operates on AC power.

The lift truck has the following guidance parts: sensors at each end of the lift truck, an Electronic Control Module (ECM), gearmotor, tach generator, tach steer module, Master Drive Unit (MDU) potentiometer, guidance light, guidance switch, guidance alarm, and steering indicator gauge. The guidance light, switch, alarm and steering indicator gauge are located on the instrument panel for operator control of the system. See Figure 7-1.

There are two sensors. One sensor is at each end of the lift truck. When the lift truck is following the guide wire, each sensor is directly over the guide wire. The sensors sense the signal from the guide wire and send signals to the ECM. The ECM controls the gearmotor rotation, which turns the MDU for steering. The MDU potentiometer sends MDU position STEERING SYSTEM -WIRE GUIDANCE information to the ECM. The slow down and automatic shut-off feature of the ECM will decrease the lift truck speed or stop the lift truck if the guidance system cannot sense the signal from the guide wire. The shut-off circuit will also stop the lift truck if certain steering components malfunction. The guidance switch at the instrument panel provides operator control of the guidance system. A light near the guidance switch and an alarm indicate guidance system operation. A steering indicator gauge shows the position of the steer tire. A tach generator, gear driven by the steering wheel and a tach steer module provides the steering input signal to the ECM when the lift truck is in manual steering.

Sheet 13: Steering System--Wire Guidance

Figure 7-1 -Wire Guidance Each sensor is fastened to a bracket located near the floor. The steer tire sensor bracket is on the frame at the drive unit end of the lift truck. The bracket for the load wheel sensor is between the load wheels. The ECM is located in the motor compartment above the gearmotor. The alarm, switch, light and steering indicator gauge are fastened on the instrument panel. There are control cables that provide the electrical connections between the operators compartment and the drive unit compartment.

OPERATION MODES Lift trucks equipped with the optional wire guidance system steering control are also capable of manual steering.

Manual steering is available when the wire guidance switch is in the "OFF" position. The operator uses a steering wheel mounted in the operator compartment to control the steering when the truck is in the manual steering mode.

Wire Guidance NOTE: The guidance system must have a signal from the wire driver of the correct amplitude and frequency. The standard frequency is 6,240 to 6,260 Hz with a wire current of 76 to 80 ma. The frequency and the wire current can each be different for each installation. Make sure the frequency and wire current from the wire driver is correct for the sensors on the lift truck. See the labels on the sensors. The Yale wire driver has the frequency and wire current on a label inside the door. See the manufacturer for other wire drivers.

NOTE: A lift truck equipped with "wire guidance" has 1 FRONT SENSOR ASSEMBLY and 1 REAR SENSOR ASSEMBLY Each SENSOR ASSEMBLY supplies 2 signals, a STEERING SYSTEM -WIRE GUIDANCE RIGHT SIGNAL and a LEFT SIGNAL. A total of 4 SIGNALS are sent by the 2 SENSORS ASSEMBLIES during "wire guidance" operation. The ECM uses the SIGNALS to monitor lift truck position in relation to the GUIDE WIRE and to automatically steer the lift truck. See Figure 7-2.

Sheet 13: Steering System--Wire Guidance The wire guidance system controls the electric power steering system to steer the lift truck along the guide wire. The operator activates the guidance system by pushing the guidance switch to the ON position. The guidance system can be activated or deactivated at any time, by pushing the switch ON or OFF. The operator must steer the lift truck close enough to the wire and at the correct angle for the system to sense the signal. See Figure 7-2. If the lift truck is in a position so that the system senses the signal and the guidance system has been activated, the system will automatically find the guide wire.

Manual steering is possible when the guidance system is first activated if the system cannot sense a signal. The alarm and flashing light will both operate during this condition. Steering will become automatic when the system is activated and the sensors can sense a signal. The alarm will stop operating and the flashing light will be continuously illuminated after the lift truck is following the guide wire. The alarm and flashing light will again operate if the guide wire signal is lost. The system will then slow the lift truck in two stages to try to sense the signal again. If the guide wire signal cannot be sensed, the system will deenergize the traction circuit and apply the brake.

Figure 7-2 -Operation of the Guidance System When the wire guidance switch is ON and the lift truck is following the guide wire, the steering is controlled by the steer tire sensor signals and load wheel sensor signals. The left and right signals from each sensor are near equal when a sensor is centered over the guide wire. If a sensor is not centered over the guide wire, then the signal from the portion of the sensor which is closest to the guide wire is stronger than the signal from the opposite side of the sensor. The left and right sensor signals become unequal or unbalanced as the center of the sensor moves away from the guide wire. During normal guidance operation, the centerline of the lift truck is centered over the guide wire.

The wire guidance system receives signals from the system sensors and from the MDU potentiometer. The ECM uses the input signals to keep the lift truck following the path of the wire.

The wire guidance system is deactivated and the operator must manually steer the lift truck when the guidance switch is in the OFF position.

Manual Steering When the wire guidance switch is OFF the steering is controlled by the operator rotating the steering wheel. The steering wheel is located in the operator compartment and is connected to a tach generator. The output from the tach generator goes to the tach steer module. The tach steer module sends a signal to the ECM to move the MDU. See Section 6 -STEERING SYSTEM for additional information on how manual steering works. Refer to INTRODUCTION, DESCRIPTION. HOW TO OPERATE THE WIRE GUIDANCE SYSTEM

Sheet 13: Steering System--Wire Guidance The operation of the wire guidance system is controlled by the guidance switch. Pushing the switch to the ON position, as the lift truck comes to the guide wire, energizes the guidance system to find the wire. This is the "search mode" of guidance. The guidance light is a flashing light, the alarm makes a noise and the lift truck is automatically limited to "slow speed".

For the system to find the guide wire, the lifttruck must be driven at a slow speed to the guide wire. The guidance system can find the guide wire at an angle of 30° or less when traveling in the steer tire direction. When traveling in the load wheel direction, it is necessary to align the lift truck on the guide wire. The lift truck must be aligned within approximately 44 mm (1.75 in) of the guide wire. See Figure 7-2. Both sensors are used when traveling in the load wheel direction. Only the steer tire sensor is used when traveling in the steer tire direction.

When the guidance system first senses the magnetic signal from the guide wire, it automatically steers the lift truck to follow the wire. This is the "acquisition mode". The manual steering will not operate. If the guidance system finds the guide wire, the guidance light will not be a flashing light, but will remain ON. The alarm stops making a noise.

This is the "automatic mode".

If the lift truck is moving too fast or is at too sharp an angle, the guidance system cannot align the lift truck on the guide wire. If this happens, the alarm continues to make noise and the light continues to be a flashing light. The system will return to the "search mode" and it will be necessary to again manually steer the lift truck toward the guide wire.

As the guidance system finds the guide wire, the alarm continues to make noise and the light continues to be a flashing light. The guidance system automatically steers the lift truck to align it over the guide wire ("acquisition mode "). The automatic shut-off circuit is not activated and manual steering will not operate. The automatic shut-off circuit is activated after the lift truck is aligned and the alarm stops making noise. This is the "automatic mode". At this time, the light will not be a flashing light, but will remain ON. If the guidance system finds the guide wire but later loses the signal from the wire, the light is a flashing light and the alarm makes noise. These conditions occur when the center of the lift truck is approximately 32 mm (1.25 in) off the guide wire. If this happens, the system will first slow the lift truck to a maximum speed of approximately 6.4 km/h (4 mph). If the system still cannot find the signal, it will then slow the lifttruck to a maximum speed of approximately 3.6 km/h (2.25 mph). These conditions occur when the center of the lift truck is approximately 38 mm (1 .5 in) off the guide wire. If the system cannot find the wire to return to the "automatic mode", automatic shut-off occurs. These conditions occur when the center of the lift truck is approximately 44 mm (1.75 in) off the guide wire. The traction circuit is deenergized and the brake is applied.

If automatic shut-off occurs, it is necessary to reset the system. Turn the key switch to the OFF position, then energize the electrical system of the lift truck for continued operation.

When a direction change is made in guidance, the light is a flashing light and the alarm comes on for approximately 1-3 seconds. During this time the automatic shut-off function is deactivated. This permits the lift truck to make the necessary steering corrections and then automatically steer the lift truck in the opposite direction. The guidance system will also adjust for steer tire sensor or steer tire and load wheel sensor operation depending on the direction the lift truck is now traveling.

NOTE: If the guidance switch is in the ON position when the key is turned to the ON position, the guidance system will automatically operate on guidance. The lift truck will operate on guidance until the guidance switch is pushed to the OFF position for manual steering or until automatic shut-off occurs. There will NOT be automatic steering unless the lift truck is on the guide wire.

CHECKS AND ADJUSTMENTS GENERAL WARNING: Disconnect the battery by separating the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

WARNING: The capacitor in the SCR controller can hold an electrical charge after the battery is disconnected. To prevent electrical shock and injury, discharge the capacitor before inspecting or repairing any component in the rear compartment. Wear safety glasses. Make certain the battery has been disconnected. Use a screwdriver or jumper wire between the two terminals to discharge capacitor C1.

Table 7-2 shows the functions of the different components of the ECM. Figure 7-4 shows the location of these components. NO TAG shows the function and the normal voltage for the different ECM terminals. Table 7-3 shows display code descriptions.

Sheet 13: Steering System--Wire Guidance NOTE: Do not do any adjustments if the system operates correctly.

WARNING: Do not operate a lift truck that needs adjustment or repairs. Report the need for !M adjustment or repairs immediately. If adjustment or repair is necessary, put a "DO NOT OPERATE" tag in the operator's area. Remove the key from the key switch.

NOTE: If a check or an adjustment takes longer than 10 seconds, it can be necessary to move the steering wheel slightly. The ECM will remove power from the steering gearmotor if there are no steering changes in a 10 second period. Some checks or adjustments require power to the gearmotor.

NOTE: The checks, adjustments and test procedures in this section are for testing and adjusting the separate components. The procedures are not in a specific sequence and this sequence is NOT a troubleshooting sequence.

WARNING: Many of the checks and adjustments are done with the battery connected. Never have any metal on your fingers, arms or neck. During some checks or adjustments, the operator must move the lift truck. The person doing the adjustments must make the adjustments with the system energized. Make sure the operator does not move the lift truck to cause an injury.

CAUTION: The steering chain MUST be correctly adjusted for the guidance system to operate correctly AND to make the checks and adjustments correctly. Check and if necessary, adjust the steering chain. Refer to ADJUSTING THE STEERING CHAIN CLEARANCE. To read the displays on the ECM circuit board or do the manual checks, you must have access to the ECM. For access, open the motor compartment doors and remove the ECM cover. See Figure 7-3.

Figure 7-3 - ECM And Logic Board The wire guidance system uses the ECM test circuit to check for correct operation and adjustment of each part of the system. The test circuit automatically makes some checks during operation. Other checks can be done manually. These last checks are usually necessary as part of the adjustment procedures and are found in MANUAL CHECKS and in ADJUSTMENTS of this section. Switch S1 on the ECM circuit board, is used to change the manual check mode. Push the Mode button to change between checks. The two displays on the ECM circuit board indicate the results of the checks. See Figure 7-3 and NO TAG for the locations and functions of the parts of the circuit board. The ECM check circuit has 13 manual checks 01 through 11, 13 and 14.

To do some of the tests correctly, the center of the sensors must be directly over the guide wire. The guidance system must have a signal from the wire driver of the correct amplitude and frequency. The standard frequency is 6,240 to 6,260 Hz with a wire current of 76 to 80 ma. The frequency and the wire current can each be different for each installation. Make sure the frequency and wire current from the wire driver is correct for the sensors on the lifttruck. See the labels on the sensors. The Yale wire driver has the frequency and wire current on a label inside the door. See the manufacturer for other wire drivers. The manual tests must be done on a straight section of the guide wire. For other checks the steer tire must be set for straight travel. Do not move the steering after the steer tire has been set until told to do so in the procedure.

Sheet 13: Steering System--Wire Guidance

Figure 7-4 -ECM Logic Board Table 7-1 -Guidance ECM Component Functions COMPONENT or TEST POINT RTi RT2 RT4 RT5 RT6 RT7 S1 S2 TPi TP2 TP3 TP4

FUNCTION

Steer Balance Pot MDU Centering Pot Steer Sensor Balance Pot Load Sensor Balance Pot "Medium Speed" Pot "Slow Speed" Pot Test Switch Not Used 5 Volt Supply 14 Volt Supply Auto/Manual Input Steering Input Signal During CW Rotation of Steering wheel

TP4

Steering Input Signal Steering Wheel Stationary

TP4

Steering Input Signal During CCW Rotation of Steering Wheel

TP5

MDU Coarse

TP6

MDU Medium

RANGE*

N/A N/A N/A N/A N/A N/A N/A N/A 4.8 to 5.2 Volts 13 to 15 Volts Auto: 2.7 to 4.0 Volts Manual 0.0 to 2.2 Volts Less Than 2.5 to Greater Than 0.1 Volts Approximately 2.5 Volts See Steering Input Signal Balance Adjustment for adjustment procedure and specific voltages.

Greater Than 2.5 to Less Than 4.9 Volts Full Left 4.7 to 4.9 Volts Center 2.4 to 2.6 Volts Full Right 0.1 to 0.3 Volts 23°Left 4.9 to 5.5 Volts Center 2.4 to 2.6 Volts 23°Right 0.0 to 0.2 Volts 5.5°Left 4.9 to 5.5 Volts

Sheet 13: Steering System--Wire Guidance TP7

MDU Fine

Center 2.45 to 2.55 Volts 5.5° Right 0.0 to 0.2 Volts TP8 Right Rear Sensor Signal (Load Wheel) 1.5 to 2.5 Volts Truck Centered on Guide Wire See Figure 7-2 1.0 Volts or Less Truck Away Guide Wire TP9 Left Rear Sensor Signal (Load Wheel) 1.5 to 2.5 Volts Truck Centered on Guide Wire See Figure 7-2 1.0 Volts or Less Truck Away Guide Wire TP10 Right Front Sensor Signal (Steer Tire) 1.5 to 2.5 Volts Truck Centered on Guide Wire See Figure 7-2 1.0 Volts or Less Truck Away Guide Wire TPi 1 Left Front Sensor Signal (Steer Tire) 1.5 to 2.5 Volts Truck Centered on Guide Wire See Figure 7-2 1.0 Volts or Less Truck Away Guide Wire TP12 Motor Current Variable TP13 Not Used N/A TP14 Not Used N/A TP15 Battery Negative (Common) Signal Common for all Test Points Measurements NOTE: * FLOOR TO TIRE FRICTION CAN MAKE A DIFFERENCE IN THE READINGS WHEN A CHECK IS REPEATED. Table 7-2 -Guidance ECM Terminals TERMINAL OR PLUG TYPE

TERMINAL OR PLUG NUMBER

FUNCTION OR CONDITION

POWER TERMINALS

1

Battery Positive

2

Output to Steering Gearmotor

3

Output to Steering Gearmotor

4 A1 A2

Battery Negative Battery Negative Battery Voltage to Traction and Brake Circuits

A3

Battery Voltage from PSC Contactor and Brake Switches MDU Pot Wiper (Wiper Centered) Signal from Tach Steer Module (Steering Wheel Stationary)

ECM PLUG A

A4 A5

A6 and A7 A8 A9 A10 Ail A12 ECM PLUG B

Bl B2 B3 B4 B5 B6

Speed Input (Accelerator Pot Wiper) MDU Pot Supply Voltage Steer Pot/Tach Steer Module Supply Voltage Not Used (2.5 Volt Supply) Reference Voltage to MDU Pot Reference Voltage to Tach Steer Module and Guidance Switch Reverse Contactor Positive Connection Forward Contactor Positive Connection Plug Detection Signal (Momentary Signal) Input from Guidance Switch (Off=Manual) (On=Auto) Input from Guidance Switch (Off=Manual) (On=Auto) Guidance Light Signal

*VOLTAGE (Use Battery Negative as Common Test Point for All Measurements) Battery Voltage 0.0 to Battery Volts-2 Volts (Variable L/R & Rate) 0.0 to Battery Volts -2 Volts (Variable L/R & Rate) 0.0 Volts 0.0 Volts Battery Voltage PSC & Brake Sw. Closed Battery Voltage PSC & Brake Sw. Closed 2.5 Volts Approximately 2.5 Volts NOTE: See Steering Input Signal Balance Adjustment for adjustment procedure and specific voltages.

0.0 to 5.0 volts 5 Volts 5 Volts N/A 0.0 Volts 0.0 Volts 80% Battery Voltage (Dir. Selected) 80% Battery Voltage (Dir. Selected) 12 to 9 Volts (Start of Plug) 0 Volts (At End of Plug) .5 to 2.5 Volts Off 0 Volts On 0 Volts Off 12 to 14 Volts On Approx. 12 Volts Off-10 Volts On

Sheet 13: Steering System--Wire Guidance B7

ECM PLUG C LOAD WHEEL SENSOR

ECM PLUG D STEER TIRE SENSOR

B8 B9

Supply Voltage to Guidance Light and Alarm NOT USED Speed Input (Accelerator Pot Wiper)

B10 B11 B12

Guidance Alarm Signal NOT USED Input from Traction Control

Cl

Supply Voltage

C2

Right Rear Output Signal on Wire

C3

Left Rear Output Signal on Wire

C4 Dl

Reference Voltage Supply Voltage

D2

Right Front Output Signal on Wire

D3

Left Front Output Signal on Wire

12 to 14 Volts N/A Below 24" Same as A6/A7 Above 24" Same as A6/A7 12 to 14 Volts Off-5 Volts On N/A Below 24" Same as A6/A7 Above 24" Same as A6/A7 14 Volts Over 1 Volt and Near Equal to C3 1 Over 1 Volt and Near Equal to C2 1 0 Volts 14 Volts Over 1 Volt and Near Equal to D3 1 Over 1 Volt and Near Equal to D2 1 0 Volts

D4 Reference Voltage 1 With lift truck centered on guide wire.

NOTE: * All voltage readings listed subject to t 10% variation unless otherwise noted.

CHECKS GENERAL

CAUTION: The steering chain MUST be correctly adjusted for the guidance system to operate correctly AND to make the checks and adjustments correctly. Check and if necessary, adjust the steering chain. Refer to ADJUSTMENTS, ADJUSTING THE STEERING CHAIN CLEARANCE. Checking for Short-Circuits to the Frame It is important for the correct operation of the guidance system that all system components have electrical insulation.

There must be electrical insulation between the frame of the lift truck and each component. If a connector, cable, wire or component is making a connection to the frame, a malfunction can occur. The position of a motor cable can make a magnetic field that can change the sensor signal. Electrical static can also cause a malfunction. Make sure all cables are installed in the same position if they were moved for checking or replacement. Make sure all shields are correctly installed and connected. Make sure all insulation and isolators are correctly installed. Repair all short-circuits as soon as they are found. Keep the battery and battery compartment clean and painted. Keep all carbon dust and dirt removed from the inside of all the motors. Use dry compressed air.

CHECKS TO THE LIFT TRUCK 1. Move the lift truck away from the guide wire. The area should also be away from any electrical or magnetic fields. Connect the negative lead from a digital voltmeter (FLUKE MODEL 8060A MULTIMETER or equivalent) to TP15 on ECM board. Put the positive lead on terminals TP8, TP9, TPi 0 and TPi 1. Turn the key switch on. Operate the truck in the forward and reverse directions. The highest reading should be 1 volt. If the reading at any of the terminals is over 1 volt, there is a wire connection to the frame, probably in the traction circuit. See Figure 7-4 for TP locations.

2. Do the same tests with the voltmeter as in Step 1. Operate the hydraulic system and then the STEERING SYSTEM. If the reading at any of the test points is over 1 volt, there is a wire connection to the frame, probably in the hydraulic or steering circuits.

3. Move the lift truck to an area that does NOT have a guide wire. Turn the steering wheel for a full right or left turn.

Activate the guidance system. Accelerate the lift truck with the steering handle or steering wheel still positioned for a full right or left turn. If the guidance system attempts to steerthe lifttruck out of the turn, there is a traction circuit connection to the frame. The connection makes the guidance system operate as if it were on an energized guide wire. This operating condition is usually from a high resistance connection. A dirty battery or motor can cause this condition.

4. To check for wire connections to the frame, disconnect the battery so that the connector is completely free and use an ohmmeter to check the circuits. Check for 50,000 ohms or more between each terminal of the part of the

Sheet 13: Steering System--Wire Guidance battery connector on the lift truck and a clean connection on the frame. Make sure there are no electrical connections to the frame of the lift truck. Wires or terminals without insulation can cause these connections.

Isolators for circuit boards that are missing, broken or not installed correctly can also cause these connections.

5. Check for voltage between each terminal of the connector on the battery and a clean metal connection on the frame of the lift truck. It is normal to measure some voltage between the battery and the frame even if the resistance checks are correct. If a voltage is measured, use an ammeter to determine if the current level is acceptable. Current in excess of 100 milliamperes can cause a problem.

There can be a voltage on the frame if the battery is dirty or if the battery has a defect. Clean the battery and battery compartment as necessary. There can also be a voltage on the frame if there is carbon dust in the motors. Use dry compressed air to remove the carbon dust from all motors.

AUTOMATIC CHECKS The following paragraphs have a description of the automatic checks that are done by the test circuit of the ECM. See Table 7-3. There is also a description of the numbers on both of the ECM displays during normal operation.

LEDs 1 and 2 will flash for any of the displays shown in Table 7-3.

The logic system of the ECM makes internal checks for correct operation. The checks are automatic and occur during manual or automatic steering.

NOTE: When the lift truck is aligned on an energized guide wire with the guidance system activated, the guidance system will automatically steer the lift truck.

If the center of the lift truck moves off the guide wire by approximately 32 mm (1.25 in), the guidance system will show a display of "5d 01 ". LEDs 1 and 2 will flash. The guidance system will limit the lift truck to a maximum travel speed of "medium speed".

The maximum "medium speed" is: OS03OBD . . . . . . . . . . . . . 6.1 t 0.5 km/hr (3.8 t 0.3 mph) SS030BD . . . . . . . . . . . . . 8.4 t 0.5 km/hr (5.2 t 0.3 mph) If the center of the lift truck moves off the guide wire by approximately 38 mm (1 .5 in), the guidance system will show a display of "5d 02". LEDs 1 and 2 will flash and the guidance system will limit the lift truck to a maximum travel speed of "slow speed".

Table 7-3 -Display Code Descriptions DISPLAY 5d 01 5d 02 DISPLAY A5 00 A5 01 A5 02 A5 03 A5 04 A5 05 A5 06 A5 10 A5 11 A5 12 A5 13 A5 14 A5 30 A5 31 dd dd DISPLAY dd 05

REDUCED SPEED CONDITIONS SLOW TO "MEDIUM SPEED" SLOW TO "SLOW SPEED" STOP CONDITIONS LIFT HEIGHT OVER MAXIMUM MDU OUT OF NORMAL RANGE MDU NOT MOVING MDU MOVING WRONG STEER SIGNAL OUT OF RANGE GUIDANCE SW FAULT IN AUTO BOTH FWD & REV IN AUTO LOW SENSOR SIGNAL LIFT TRUCK OFF GUIDE WIRE HIGH SENSOR RATIO LOW AVERAGE SENSOR LEVEL LOSS OF SENSOR COIL INPUT EPROM CHECKSUM ERROR EEPROM CHECKSUM ERROR TEST MODE SELECTED NON-TRACTION CONDITIONS GUIDANCE SW FAULT IN MANUAL dd 06 FWD & REV SELECTED AT SAME TIME dd 07 LOGIC BOARD NOT TESTED dd 40 WATCHDOG RESET OCCURED NOTE: LEDs 1 AND 2 FLASH FOR ALL OF THE ABOVE CONDITIONS.

Sheet 13: Steering System--Wire Guidance The maximum "slow speed" is 3.8 t 0.5 km/hr (2.25 t 0.3 mph).

If the center of the lift truck moves off the guide wire by approximately 44 mm (1.75 in), the guidance system will show a display of "A5 11 ". LEDs 1 and 2 will flash and automatic shut-off occurs. The traction system is disabled and the brake is applied. All of the other "Stop Conditions" shown in Table 7-3 will either prevent lift truck movement in the guidance mode or stop the lift truck as just described.

A display of "dd 05" indicates that there is a fault in the "manual" circuit of the guidance switch. A display of "dd 06" shows that both forward and reverse directions have been simultaneously selected. The lift truck will not operate. A display of "dd 07" indicates an internal fault. The lift truck can be operational. Replacement of the logic board is required when "dd 07" is displayed. The "Watchdog" check is an automatic check that checks for faults that can reset the ECM during automatic steering. The "dd 40" display indicates a "Watchdog" fault has occurred to indicate a possible problem as a guide to the service person. These faults usually occur only once. The lift truck is operational, but there could be a problem. This display can be caused by a poor connection that is a good connection most of the time.

A display of "A5 00" shows that the operator platform is above the height where travel is permitted. The traction circuit is disabled. Lowering the platform below the limit will enable the traction circuit.

A display of "A5 01 "shows that the MDU potentiometer signal is out of the correct range. This fault can be caused by the following: (1) a poor connection to any of the potentiometer wires, (2) incorrect adjustment, (3) a defective potentiometer or (4) the MDU turned beyond the normal range.

A display of "A5 02" shows that there is no change in the signal from the MDU potentiometer when there should be.

This fault can be caused by a defective steering gearmotor, a mechanically jammed MDU or a defect in the MDU potentiometer or circuit.

A display of "A5 03" shows that the signal from the MDU potentiometer is the reverse of the correct signal.

This fault is caused by reversed leads to either the MDU potentiometer or steering gearmotor.

A display of "A5 04" shows that the steer signal from the tach generator is out of the correct range. This fault can be caused by the following: a. A poor connection at the tach generator or tach steer module. b. Incorrect adjustment.

A defective tach generator or tach steer module.

A display of "A5 05" shows that the signal from the guidance switch is out of the correct range during the "acquire" or "automatic" mode. This fault can be caused by a poor connection of the switch wires.

A display of "A5 06" shows that both the forward and reverse directions have been selected when the guidance switch is in the "automatic" mode. This fault is caused by a fault in the direction control switches, switch wiring or switch adjustments.

A display of "A5 10" shows that one of the four sensor signals is below the normal range during operation. This fault can be caused by a poor connection or a defective sensor.

A display of "A5 11 "shows that the lift truck is off the guide wire as previously described.

A display of "A5 12" shows that the left-to-right signal ratio of the sensors is out of the correct range. This fault can be caused by a poor connection or a defective sensor.

A display of "A5 13" shows that the average left/right signal from a sensor set has dropped below the necessary level for correct guidance operation. This fault can be caused by a defective sensor or a weak signal from the guide wire.

A display of "A5 14" shows that one of the four sensor signals is missing. This fault can be caused by an open connection or a defective sensor.

A display of "A5 30" shows that there is an error in the program memory of the Erasable Programmable Read Only Memory (EPROM) chip. This fault can be caused by a defective EPROM or other logic device.

A display of "A5 31" shows that there is an error in the Electrically Erasable Programable Read Only Memory (EEPROM) chip. This fault can be caused by a defective EEPROM or other logic device.

Sheet 13: Steering System--Wire Guidance WARNING: An error code "A5 31" can also be caused by turning the power off while switch S1 is in the "open" (down) position. Then, energizing the system when switch S1 is in the "closed" (up) position. Turn the power off for at least five seconds and then turn the power back on. If the error code still exists, the logic board must be replaced.

A display of "dd dd" shows that switch S1 on the logic card is in the "open" (down) position for the check functions.

Switch S1 is set to the "closed" (up) position for normal operation.

A display of "dd 05" shows that the signal from the guidance switch is out of the correct range during the "manual" mode. This fault can be caused by a poor connection of switch wires.

A display of "dd 06" shows that both forward and reverse signals are present at the same time. This fault is normally caused by a malfunctioning forward or reverse switch.

A display of "dd 07" shows an internal fault. Replace the logic board.

A display of "dd 40" shows that Watchdog reset has occured as described earlier.

MANUAL CHECKS There are manual checks 01 through 11,13 and 14. Access the manual checks by setting switch S1 on the logic board to the "open" (down) or manual position. See Figure 7-4. The lift truck electrical system must be energized to make the checks. I n the manual mode the display will show "dd dd". The two digits on the left display indicate the step number. The two digits on the right display indicate the variable value being read or adjusted.

There are no decimal points, so when reading voltages, 4.1 volts will be indicated as "41" on the right display. Press the Mode button to advance to the next check. You must advance through the steps in numerical order to get to the check you want. Traction or steering power is not enabled in some checks. Setting switch S1 to the "closed" (up) position at any time will return the system to normal operation.

Check 01 -Operator Controls This check checks the operation of the operator guidance controls. Push the Mode button on the logic board so that the left display shows "01 ". The alarm will make a noise and the guidance indicator will flash. The right display will show "22" (2.2 volts) or less when the guidance button is in the Manual position. The right display will show "27" to "40" (2.7 to 4.0 volts) when the guidance button is in the Automatic position. If any of these voltages are not correct, there is a fault in the guidance switch or associated wiring. Steering and traction operations are disabled during this check.

Check 02 -Steering Input Voltage The amplified voltage from the steering input is shown on the right display during this check. Push the Mode button on the logic board so that the left display shows "02".

The right display will show "24"to "26" with the steering wheel stationary. The right display will show a value less than "24" to greater than "01 " (< 2.4 to > 0.1 volts) while the steering wheel is being continuously rotated CW. The right display will show a value greater than "26" to less than "49" (> 2.6 to < 4.9 volts) while the steering wheel is being continuously rotated CCW. Voltages below 0.1 volts or above 4.9 volts will cause shut-off. Steering and traction operations are disabled during this check.

Check 03 -MDU Potentiometer Coarse Amplifier The amplified voltage from the MDU potentiometer is shown on the right display during this check. Push the Mode button on the logic board so that the left display shows "03". The right display will show "25" (2.5 volts) with the steer tire positioned for straight travel. The right display value decreases as the steer tire is positioned further to the right.

The right display value increases as the steer tire is positioned further to the left. The right display will show between 01 and 03 (0.1 to 0.3 volts) at a full rightturn. The right displaywill show between 47 and 49 (4.7 to 4.9 volts) at a full left turn. Voltages above 4.9 volts or below 0.1 volts will cause shut-off. Steering and traction operations are not disabled during this check.

Check 04 -MDU Centering This check checks the MDU centering. Push the Mode button on the logic board so that the left display shows "04".

The system will energize the steering motor to move the MDU to the position that the system considers "center" (steer tire positioned for straight travel). The right display will show "25" (2.5 volts) indicating the MDU is "centered".

The MDU can be adjusted to physical center (straight travel) by adjusting RT2.

Check 05 -Direction Inputs

Sheet 13: Steering System--Wire Guidance This check checks each direction signal and the zero speed (plugging) signal. Push the Mode button on the logic board so that the left display shows "05". The right display will show one of the displays as indicated in Table 7-4.

The left digitofthe right display will show the presence or absence of the plugging signal. The right digit of the right display shows the direction status. The traction and STEERING SYSTEMS are both operational during this check.

Table 7-4 -Direction/Plugging Inputs DISPLAY

DESCRIPTION

00

INITIAL DISPLAY BEFORE ANY DIRECTION IS SELECTED X1 LAST DIRECTION SELECTED WAS STEERED END FIRST X2 LAST DIRECTION SELECTED WAS LOADED END FIRST OX NO PLUGGING SIGNAL 1X PLUGGING SIGNAL WAS PRESENT NOTE: "X" can be a "0", a "1" or a "2".

EXAMPLES: 1. The lift truck was driven load end first and plugged to a stop. The plugging signal was present (left digit"1 ") and the last direction selected (during plugging) was steered end first (right digit "1 "). The display therefore shows "11 ". If the lift truck had been allowed to accelerate after plugging to a stop, the plugging signal would have been dropped. The display would show "01 ".

2. The lift truck was driven load end first and coasted to a stop (no plugging). The right display will show "02".

Checks 06 Through 09 -Sensor Levels Checks 06 through 09 display the values from the sensor input voltages. See Figure 7-5. With the lift truck centered on the guide wire and with Check 10 -Steered End Sensor Balance and Check 11 - Load End Sensor Balance adjusted, checks 06 through 09 should show near equal values on the right-hand display. Steering and traction operations are disabled during these checks. See Table 7-4 for sensor details. See NO TAG for sensor values.

Push the Mode button on the logic board so that the left display shows "06". Check that Check 06 displays the value for the right side of the steered end sensor assembly (right front sensor signal).

Push the Mode button on the logic board so that the left display shows "07". Check that Check 07 displays the value for the left side of the steered end sensor assembly (left front sensor signal).

Push the Mode button on the logic board so that the left display shows "08". Check that Check 08 displays the value for the right side of the load end sensor assembly (right rear sensor signal).

Push the Mode button on the logic board so that the left display shows "09". Check that Check 09 displays the value for the left side of the load end sensor assembly (left rear sensor signal).

SUPPLIES RIGHT REAR SENSOR SIGNAL

Sheet 13: Steering System--Wire Guidance

Figure 7-5 -Direction Orientation Check 10 -Steered End Sensor Balance This check checks the balance between the right and left signals of the steered end sensor. The lift truck MUST be in the position so that the SENSOR at the steered end is centered within 0.2 inch of the energized guide wire and the load end sensor is centered within 0.5 inch of the energized guide wire. Set switch S1 to the "closed" (up) position to allow manual lift truck operation. After the lift truck is centered, set switch S1 to the "open" (down) position and push the Mode button on the logic board so that the left display shows "10". If the right-hand display does not show "00", the sensor assembly is not balanced. The balance can be set by adjusting RT4 for a display of "00". Steering and traction operations are disabled during these checks.

Check 11 - Load End Sensor Balance This check checks the balance between the right and left signals of the load end sensor. The lift truck MUST be in the position so that the SENSOR at the load end is centered within 0.2 inch of the energized guide wire and the steered end sensor is centered within 0.5 inch of the energized guide wire. Set switch Si to the "closed" (up) position to allow manual lift truck operation. Affer the lift truck is centered, set switch Si to the "open" (down) position and push the Mode button on the logic board so that the left display shows "11". If the right-hand display does not show "00,', the sensor assembly is not balanced. The balance can be set by adjusting RT5 for a display of "00,'. Steering and traction operations are disabled during these checks.

Check 13 - Medium Travel Speed This check puts the lift truck in the medium travel speed mode to set the medium travel speed. RT6 is adjusted to set the medium travel speed. The traction and STEERING SYSTEMS are both operational during this check. Refer to ADJUSTMENTS, ADJUSTING THE TRAVEL SPEEDS for additional information.

Check 14 - Slow Travel Speed This check puts the lift truck in the slow travel speed mode to set the slow travel speed. RT7 is adjusted to set the slow travel speed. The traction and STEERING SYSTEMs are both operational during this check. Refer to ADJUSTMENTS, ADJUSTING THE TRAVEL SPEEDS for additional information.

NOTE: The EV-1 00 Lx traction motor controller is also used to control travel speed and traction cutout at 5385 mm (212 in) (05030BD) and at 6909 mm (272 in) (55030BD). The EV-1 00 Lx traction motor controller has different FUNCTION VALUE SETTINGS for different lift truck models, different mast heights and different travel options. See Section 3 - EV-1 00 Lx MOTOR CONTROLLER, FUNCTION 13 (SPEED LIMIT 3) for additional information.

Checking the Operation of the Shut~ff Circuit 1.

Move the lift truck to a section of guide wire that has a straight section.

2.

Energize the guidance system of the lift truck. Make sure the guide wire is correctly energized.

Sheet 13: Steering System--Wire Guidance 3.

Align the centerline of the lift truck on the guide wire. Operate the lift truck along the straight section of the guide wire in the steer tire direction. Stop the lift truck and disconnect wire 5P2 from terminal 2 of the power terminal strip on the ECM.

Install tape on the wire to prevent a shori-circuit. See Figure 7-6.

4. Operate the lift truck at a slow speed on guidance in the steer tire direction.

5. Check that the lift truck slowly moves off the guide wire. If the lift truck moves off the guide wire by approximately 32 mm (1.25 in), the guidance system will show a display of "Sd Ol". LEDs 1 and 2 will flash and the guidance system will slow the lift truck to a maximum speed of approximately 6 km/h (4 mph). If the lift truck moves off the guide wire by approximately 38 mm (1.5 in), the guidance system will show a display of "Sd 02". LEDs 1 and 2 will flash and the guidance system will slow the lift truck to a maximum speed of approximately 4 km/h (2 mph).

If the lift truck moves off the guide wire by approximately 44 mm (1.75 in),the guidance system will show a display of "AS 11". LEDs 1 and 2 will flash and automatic shut-off occurs. The traction system is disabled and the brake is applied.

6. Reconnect wire 5P2 to terminal 2 of the power terminal strip on the ECM. Checking the Steering at Mast Heights 1. Raise the operator compariment to a fork height of: 3810 mm (150 in) to 5385 mm (212 in) .... 05030BD 3810 mm (150 in) to 6910 mm (272 in) .... 55030BD 2. Set the steering for a right or left turn of more than 70 3. Check that the traction system (forward and reverse travel) is disabled on all lift trucks.

4. Set the steering for less than a 70 turn (straight travel).

5. Check that the traction system will operate and that the brake is released.

6. Raise the operator compariment to a fork height above: 5385 mm (212 in) OSO3OBD 6910 mm (272 in) SSO3OBD 7. Set the steering for less than a 70 turn (straight travel).

8. Check that the traction system (forward and reverse travel) will not operate.

NOTE: OSO3OBD model trucks with optional "TRAVEL ABOVE 5385 mm (212 in) WITH 70 RESTRICTED STEER TO MFH" will have traction above 5385 mm (212 in) fork height. SSO3OBD model trucks with optional "TRAVEL ABOVE 6909 mm (272 in) WITH 70 RESTRICTED STEER TO MFH" will have traction above 6909 mm (272 in) fork height.

Sheet 13: Steering System--Wire Guidance

Figure 7-6 - Transistor Resistance Check Points Checking the ECM Power Transistors 1. Disconnect the battery so that the connector is completely free. Open the motor compartment door and remove the cover on the ECM. 2. Remove the electrical plug at the right side of the logic card.

3. Use a Fluke Model 8060A Multimeter. Set the multimeter to do the diode test as described in the Fluke instruction manual.

4. Connect the meter to each of the locations shown in Tble 7-5. Check for the resistance values listed. If any of the 12 readings for EACH transistor block (Ml AND M2) are not within the values shown, replace the transistor block that has the incorrect reading.

NOTE:The specifications values shown in Table 7-5 were taken using a Fluke Model 8060A Multi meter. Other meters and other transistor manufacturers will give different readings because of internal differences in the meters and transistors. When using other meters, compare the resistance values of the transistors being tested to the resistance values of a new transistor of the same manufacturer. Allow a 10% variation for correct readings. The readings must be within the values shown in Table 7-5.

Table 7-5 - Transistor Resistance Values TERMINAL RESISTANCE VALUES IN CONNECTIONS OHMS + B11 C2/E1 80-400 B11 C1 450-600 C1 B11 OPEN C1 C2/E1 OPEN C2/E1 C1 350 - 550 C2/E1 B11 80 - 400 1 Plug pin socket 4 (Ml), pin socket 7 (M2) B22 E2 80 - 400 B22 C2/El 450 - 600 C2/El B22 OPEN C2/El E2 OPEN E2 C2/El 350 - 550 E2 B22 80 - 400 2 Plug pin socket 6 (Ml) pin socket 9 (M2)

Sheet 13: Steering System--Wire Guidance Checking the Steering Contactor The steering contactor is fastened to the Electrical Panel Assembly in the motor compariment.

NOTE: Before checking the steering contactor, verify that battery volts is present at wire 3P2. If battery volts is not present, check the steering contactor fuse (35 amp) and the power cables.

1. Disconnect the battery so that the connector is completely free and open the motor compartment doors.

2. Check that wires 10 and 13 are connected to the control terminals of the contactor. Check that cables 3P2 and 4P2 are connected to the power terminals. Check that all connections and wires are in good condition.

3. If all connections are good, remove the wires from the control terminals. Use an ohmmeter to check for continuity between the control terminals. If there is continuity, the contactor coil is good. If not, replace the contactor. See Section 3 - ELECTRICAL SYSTEM, CONTACTORS for additional information.

ADJUSTMENTS GENERAL CAUTION: The steering chain MUST be correctly adjusted for the guidance system to operate correctly AND to make the checks and adjustments correctly. Check and if necessary, adjust the steering chain. Refer to ADJUSTING THE STEERING CHAIN CLEARANCE. NOTE: Make sure the battery has a corrected specific gravity of at least 1.250. Do not make any adjustments if the system operates correctly.

WARNING: Do not operate a lift truck that needs ~Y\ adjustment or repairs. Report the need for adjustment or repairs immediately. If adjustment or repair is necessary, put a "DO NOT OPERATE" tag in the operator's area.

Remove the key from the key switch.

NOTE: The adjustment procedures in this section are for adjusting the separate components. The procedures are not in a specific sequence and this sequence is NOT a troubleshooting sequence.

WARNING: Many of the adjustments are done with the battery connected. Never have any metal on your fingers, arms or neck. During some adjustments, the operator must move the truck. The person doing the adjustments must make the adjustments with the system energized. Make sure the operator does not move the truck to cause an injury.

Some of the following adjustments are done using the ECM check circuit. For access to the ECM circuit board, open the motor compariment doors and remove the cover from the ECM. See Figure 7-3.

ADJUSTING RT1 TO THE OPERATIONAL MIDPOINT This procedure adjusts the ECM to the steer signal input from the tach steer module. See Figure 7-4 for the location of RTl. CAUTION: Do not move the steering wheel unless told to while performing this adjustment procedure.

1.

Set switch 51 on the ECM circuit board to the "open" (down) position. With the key switch ON, the displays will show "dd dd".

2. Push the Mode button on the ECM for a left display of "02".

3. Adjust RT1 for a right-hand display of "25".

4. Check that the right-hand display changes to less than "25" with the steer wheel being continuously rotated for a right turn.

Sheet 13: Steering System--Wire Guidance

Figure 7-7 - Steering Handle Assembly 5. Check the the right-hand display changes to greater than "25" with the steer wheel being continuously rotated for a left turn.

6. If any of the readings are not correct, check the tach generator, tach steer module and wiring for normal signals to the ECM. See Figure 7-7.

7. Return switch Si to the "closed" (up) position for normal operation.

8. Adjust the RT1 potentiometer to its operational midpoint. a. Turn the RT1 potentiometer clockwise until the steer motor staris to pulse (initial turn on). Make note of theposition of the screwdriver slot on the RT1 potentiometer. Mark one side of the screwdriver slot and the face of the RT1 potentiometer if necessary. b. Turn the RT1 potentiometer counterclockwise, counting the number of times the RT1 potentiometer is turned, until the steer motor again starts to pulse (initial turn on). Make note of the number of revolutions the RT1 potentiometer was turned from Step (a.) to Step (b.). c.

Divide the value calculated in Step (b.) by 2. Record this value.

d. Adjust RT1 to its operational midpoint by turning the RT1 potentiometer clockwise from the Step (b.) position, a number of turns equal to the value calculated in Step (c.).

Sheet 13: Steering System--Wire Guidance

Figure 7-8 - Adiusting the Steering Chain Clearance ADJUSTING THE STEERING CHAIN CLEARANCE 1. Disconnect the battery so that the connector is completely free and open the motor compariment doors.

2. Operate the steering to find the point where the steering chain has the least deflection. Rotate the steer wheel to the right (CW) to turn the MDU to the full right turn (CW) position. Slowly rotate the steer wheel to the left (CCW) to turn the MDU to the left (CCW) position and watch the steering chain. The point of least deflection is the point where the steering chain is straight or nearly straight between the sprockets.

3. Install a thin piece of rigid material on the chain between the sprockets. The material must have a straight edge.

Make sure the chain is tight on the opposite side of the sprockets. Measure the clearance between the bottom of the straight edge of the rigid material and the chain. See Figure 7-8. The middle of the chain must have a clearance of 1.3 to 3.3 mm (0.05 to 0.13 in).

4. Tighten the adjustment nut at the MDU sprocket for a maximum clearance of 1.3 to 3.3 mm (0.05 to 0.13 in) between the chain and straight edge. Do NOT tighten the adjusting nut for a clearance of less than 1.3 mm (0.05 in).

5. Close and fasten the motor compartment doors.

CENTERING THE STEER TIRE 1. Move the lift truck to a safe level area. Turn the key switch off and remove the key.

WARNING: Disconnect the battery by separating the connector before opening the compartment cover or inspecting/repairing the electrical system. If a tool causes a shori-circuit, the high current flow from the battery can cause an injury or paris damage.

2. Disconnect the battery and separate the connectors.

3. Open drive unit compartment doors.

4. Verify that the steer chain is properly adjusted. Refer to ADJUSTING THE STEERING CHAIN CLEARANCE. 5. Do not move the steering wheel. Do not use the steering wheel to position the steer tire for straight travel. Use a large screwdriver at the armature shaft of the steering gearmotor to move the steer tire to the straight travel position.

The steer tire is set for straight travel when the distance from the front edge of the steer tire wheel to the frame plate is equal to the distance from the rear edge of the steer tire wheel to the frame plate.

6. The MDU potentiometer must now be centered. Do not reconnect the battery at this time. Refer to CENTERING

Sheet 13: Steering System--Wire Guidance THE MDU POTENTIOMETER to complete this procedure.

CENTERING THE MDU POTENTIOMETER This procedure adjusts the ECM to the MDU pot signal. See Figure 7-11 for the location of MDU potentiometer.

NOTE: This procedure is ONLY NECESSARY after the MDU potentiometer has been replaced, or if the MDU potentiometer adjustment has been disturbed. The potentiometer must be positioned at mid-range with the steer tire positioned for straight travel.

Adjustment can be checked and the mid-range position of the potentiometer can be verified by checking for 2.3 to 2.7 volts at the pot wiper (wire 17) with the steer tire positioned for straight travel and the system energized. Use TP1 5 for the negative test point. Refer to ADJUSTMENTS, CENTERING THE STEER TIRE for the procedure to center the steer tire.

Proceed to ADJUSTING RT2 FOR STRAIGHT TRAVEL if the potentiometer DOES NOT need adjustment.

Perform the following Steps (1.) to (10.) if the potentiometer DOES require adjustment.

1. Verify that the steer chain is properly adjusted. Refer to ADJUSTING THE STEERING CHAIN CLEARANCE. 2. Position the steer tire for straight travel. Refer to ADJUSTMENTS, CENTERING THE STEER TIRE. 3. Disconnect the electrical plug for the MDU potentiometer. Loosen the nut (5) that fastens the potentiometer to the bracket (4).

4. Adjust the MDU potentiometer for mid-range. Compare the resistance measured between wires 16 and 17 with the resistance measured between wires 17 and 18. The potentiometer is at the mid-range position when the resistance readings are equal within 50 ohms. Rotate the potentiometer body for the correct resistance readings.

5. Tighten the nut that fastens the potentiometer to the bracket without moving the potentiometer body. Maintain the clearance between the bottom of the coupling and the gearmotor housing. See Figure 7-11. Reconnect the electrical plug for the MDU potentiometer.

6. Reconnect the battery and energize the electrical system of the lift truck.

7. Set switch 51 on the ECM circuit board to the "open" (down) position. With the key switch ON, the displays will show "dd dd".

8. Push the Mode button on the ECM for a left display of "03".

9. Use RT2 to adjust the right-hand display to "25" with the steer tire set for straight travel. This will set RT2 to approximately the mid-range position. Return switch 51 to the "closed" (up) position for normal operation.

10. Adjust RT2 for straight travel. Refer to ADJUSTING RT2 FOR STRAIGHT TRAVEl. The board will be used Hyster or Yale, small or large chassis, Guidance or non-WIG, 24V or 36V, and Traction Performance or standard. The board receives the prox switch inputs, as well as a steering input, and outputs signals necessary to invoke speed limits or inhibit traction.

Steering input: Steering input for wire guided trucks is the feedback pot wiper, into a high-impedance comparator input into theTRAM. This can be adjusted for +A 100, using two pots on the TRAM. Proximity inputs: The proximity switches on a standard truck are at 24", 60", 150", and 21 2"/272"heights, and the Traction Performance option has an additional 120" proximity.

There is an input pin to the TRAM which is wired high (in the truck's harness) to indicate when the Traction Performance option (120" proximity) is present.

Faults: Since the proximity switches will turn off sequentially (all switches use the same target), the TRAM can monitor for "unacceptable" input patterns. If an unacceptable pattern for 0.4 seconds, the TRAM will fault. Depending on the fault input pattern, the TRAM will either inhibit travel or be in "limp home" mode, allowing 1.2 mph. If a fault occurs long enough to latch, then the fault input condition must be corrected and the keyswitch recycled to clear the fault. If the truck is in a fault state which inhibits travel, the truck can usually move into a "limp-home" mode by lowering the

Sheet 13: Steering System--Wire Guidance plafform to the next proximity switch level.

Speed limits, large chassis: The TRAM uses the three speed limits of the GE EVi 00Lx card, selectively pulling PA4, PA5, or PA6 down to ground.

Speed limits, small chassis: The throttle wires pass through the TRAM, normally through a 5k adjustment pot (for 1.2mph). A FET can be actuated to shunt around the pot (full speed), and another FET can switch another pot in parallel to the first, effectively achieving 2.2mph.

Traction Enable/Inhibit: The board receives the traction enable (and brake disengaging) signal from the steering controller. This passes through a high current FET on the TRAM, then supplies the high side of the forward/reverse contactors (GE controller) or the traction enable line (Curtis PMC controller).

Indicators: There are 3 status LED's: A green LED indicates that power is on, and the TRAM is functioning.

A yellow LED indicates when steering is within 100 of center. This indicator will work with either Atlas binary input or the TRAM's internal comparator.

A red LED indicates a latched fault status.

There are five LED's corresponding to the S proximity switch inputs. These will be lighted if the corresponding proximity switch input is present. If a fault condition occurs, the technician can easily check these indicators to verify proximity switch function.

TRAM ADJUSTMENTS TRAM Steer Adlustment Verification: 1. Set steer tire straight ahead.

2. Check that Yellow LED on TRAM is on. If it is off, proceed to "TRAM Steer Adjustment" below.

3. Turn steer tire to 40 Left, as measured between the steer tire edge and the front "bumper of the frame. For RTC trucks, this may be accomplished by turning the steering input knob, then inseriing a spacer block between the handle return spring and its stop rod.

4. Check that Yellow LED is still on. If it is off, proceed to "TRAM Steer Adjustment" below.

5. Turn steer tire to 100 Left. Check that Yellow LED is off. If it is on, proceed to "TRAM Steer Adjustment" below.

6. Turn steer tire to 40 Right.

7. Check that Yellow LED is on. If it is off, proceed to "TRAM Steer Adjustment" below.

8. Turn steer tire to 100 Right. Check that Yellow LED is off, adjustment is not necessary. If it is on, proceed to "TRAM Steer Adjustment' below.

TRAM Steer Adlustment: 1. Start with steer tire pointed straight ahead. If yellow LED is off, adjust TRAM Pot RV1 counterclockwise until LED turns on. If you reach the end of travel for RV1 (clicking noise) and LED is still off, turn RV2 counterclockwise until LED turns on.

2. Turn steer tire 100 Left (see step 3 above). If LED is off, turn RV2 counterclockwise until LED turns on.

3. Turn RV2 clockwise until LED turns off, then turn 1 additional turn clockwise.

4. Turn steer tire 100 Right. If LED is off, turn RV1 counterclockwise until LED turns on.

5. Turn RV1 clockwise until LED turns off, then turn 1 additional turn clockwise.

ADJUSTING RT2 FOR STRAIGHT TRAVEL

Sheet 13: Steering System--Wire Guidance This procedure adjusts the ECM to the MDU signal for lift truck straight travel. See Figure 7-4 for the location of RT2.

CAUTION: Make sure the steering input signal is balanced and the MDU potentiometer is centered according to the previous procedures. Refer to AD-JUSTI NG RT1 TO THE OPERATIONAL MIDPOINT and CEN-TERING THE MDU POTENTIOMETER. CAUTION: Make sure the steering wheel is not moved while performing this adjustment procedure.

NOTE: Before stariing this procedure, find a section of floor that is smooth and level for approximately 30.5 m (100 ft). Install a pointer at the center of the rear (load wheel end) of the lift truck.

1. Turn the key switch on. Set switch 51 on the ECM circuit board to the "open" (down) position. Push the Mode button on the ECM for a left display of "04". The system will energize the steering motor to move the MDU to the position that the system considers "center". The right display will show "25" (2.5 volts) indicating the MDU is "centered". To check and adjust the MDU to the physical center (straight travel), do Step 2.

2. Have the operator drive the lift truck in the reverse direction (load wheel end first). Adjust potentiometer RT2 for straight travel as described in sub Steps (a.) through (d.). Clockwise adjustment of RT2 makes the lift truck turn to the left. Counterclockwise adjustment makes the lift truck turn to the right. See Figure 7-5 for left and right orientation. Potentiometer RT2 is correctly adjusted when the lift truck will travel in a straight line within 152 mm (6 in) in 9.1 m (30 ft). To check that the lift truck is moving in a straight line, do the following procedure: NOTE: The ECM will remove power from the steering gearmotor if there are no steering changes within a 10 second period. If sub Steps (a.) through (d) take longer than 10 seconds, it will be necessary to cycle the key switch off and then on to supply power to the gearmotor and re-select mode 4 before adjusting RT2. See Step 1. a. Make a mark on the floor under the point of the pointer. b. Have the operator drive the lift truck in the reverse direction for 4.6 m (15 ft). Make a mark on the floor under the point of the pointer. c.

Have the operator drive the lift truck in the reverse direction for another 4.6 m (15 ft). Make another mark on the floor under the point of the pointer.

d. Draw a straight line between the first and last marks. The center mark must be within 76 mm (3 in) of the line. If the center mark is within this specification, RT2 is correctly adjusted. If the mark is NOT within the specification, adjust RT2 as described in this procedure until the mark is within the specifications.

NOTE: If the lift truck cannot be adjusted for straight travel after performing Steps (a.) through (d.),the MDU potentiometer may be out of range. Adjust the MDU potentiometer to mid-range. Refer to CENTERING THE MDU POTENTIOMETER. 3. After the MDU is set for straight travel (Step 2), push the Mode button for a left-hand display of "03". The right-hand display should show "25" (2.5 volts) with the MDU positioned for straight travel.

4. Check for the correct range of operation by rotating the steering wheel for a full right turn and then a full left turn.

The right display value should decrease as the MDU turns to the right. The right display will show between Ol and 03 ata full right turn. The right display value should increase as the MDU turns to the left. The right display will show between 47 and 49 at afull left turn. The MDU will move 85 to 950 in each direction from the center position.

5. Set switch 51 on the circuit board to the "closed" (up) position for normal operation.

ADJUSTING THE TRAVEL SPEEDS NOTE: The EV-1 00 Lx traction motor controller is also used to control travel speed above 3810 mm (150 in) and traction cutout at 5385 mm (212 in) (OSO3OBD) and at 6909 mm (272 in) (SSO3OBD). The EV-100 Lx traction motor controller has different FUNCTION VALUE SETTINGS for different lift truck models, different mast heights and different travel options. See Table 3-19. Also see Section 3 - EV-1 00 Lx MOTOR CONTROLLER, FUNCTION 11 (SPEED LIMIT 1) and FUNCTION 13 (SPEED LIMIT 3) for additional information.

WARNING:Travel speed affects stability. Do Not adjust MEDIUM SPEED or SLOW SPEED beyond specifications.

Medium Speed

Sheet 13: Steering System--Wire Guidance NOTE: The medium travel speed adjustment RT6 is located on the ECM. The "medium speed" is adjusted to: OSO3OBD6.1 + 0.5 km/hr (3.8 + 0.3 mph) SSO3OBD8.4 + 0.5 km/hr (5.2 + 0.3 mph) NOTE: The numbers in the"()" of the following procedure are the item numbers in Figure 7-9.

1. Make sure the battery has a corrected specific gravity of at least 1.250. Make sure that the lift truck has been operated at full speed for approximately 10 minutes before checking the speed.

2. Find a section of floor that is smooth and level for approximately 30.5 m (100 ft).

3. Set switch 51 on the ECM circuit board to the "open" (down) position. Push the Mode button for a left-hand display of "13". This will set the control card to adjust the maximum "medium travel speed" for the lift truck.

Figure 7-9 - Checking Liff Truck Travel Speeds 4. Move the lift truck to the beginning of the approximate 30.5 m (100 ft) distance (1). Put a line on the floor for the stariing point (3). Put a line on the floor at the 17 m (56 ft) (9) distance for the OSO3OBD or at the 11.6 m (38 ft) (7) distance for the SSO3OBD. Draw the lines in the center of the 30.5 m (100 ft) distance. The area at each end is for acceleration and a distance to stop the lift truck.

5. For the OSO3OBD truck. have personnel at the stari line and at the 17 m (56 ft) line (9) to check the times. For the SSO3OBD truck have personnel at the start line and at the 11.6 m (38 ft) line (7) to check the times.

Operate the lift truck at full speed and check the total time it takes for the lift truck to travel the distance. The lift truck must travel at full speed for the total time of the distance.

6. If the time is less than S seconds on the SSO3OBD or 10 seconds on the OSO3OBD the "medium" travel potentiometer RT6 is set for a speed faster than the specified speed. The potentiometer must be adjusted CCW. If the time is more than S seconds on the SSO3OBD or 10 seconds on the OSO3OBD the potentiometer must be adjusted CW for a faster travel speed. Adjust the potentiometer in small amounts and repeat Steps 4, S and 6 until the speed is correct.

Slow Speed NOTE:The numbers in the "~" of the following procedure are the item numbers in Figure 7-9.

NOTE:The slow travel speed adjustment RT7 is located on the ECM. The "slow speed" for all lift trucks is adjusted to 3.8 + 0.5 km/hr (2.25 + 0.3 mph).

1. Make sure the battery has a corrected specific gravity of at least 1.250. Make sure that the lift truck has been operated at full speed for approximately 10 minutes before checking the speed.

2. Find a section of floor that is smooth and level for approximately 30.5 m (100 ft).

3. Set switch 51 on the ECM circuit board to the "open" (down) position. Push the Mode button for a left-hand

Sheet 13: Steering System--Wire Guidance display of "14". This will set the maximum "slow travel speed" for the lift truck. The correct maximum travel speed for the "slow speed" is 3.8plus or minus 0.5 km/hr (2.25 plus or minus 0.3 mph).

4. Move the lift truck to the beginning of the approximate 30.5 m (1 OOft) distance (1). Put lines on the floor for the stariing point (3) and 10 m (33 ft) (5) distances in the center of the 30.5 m (100 ft) distance. The area at each end is for acceleration and a distance to stop the lift truck.

5. Have other personnel at the stari line (3) and the 10 m (33 ft) line (5) to check the times. Operate the lift truck at full speed and check the total time it takes for the lift truck to travel the 10 m (33 ft) distance (4). The lift truck must travel at full speed for the total time of the 10 m (33 ft) distance.

6. If the time is less than 10 seconds, the "slow" travel potentiometer RT7 is set for a speed faster than the specified speed. The potentiometer must be adjusted CCW. If the time is more than 10 seconds the potentiometer must be adjusted clockwise for a faster travel speed. Adjust the potentiometer in small amounts and repeat Steps 4, 5 and 6 until the speed is correct.

ADJUSTING SENSORS TO LIFT TRUCK CENTERLINE CAUTION: Make sure that all of the previous adjustment procedures have been completed correctly. The following adjustments will NOT be correct if the previous adjustments are not correct. THE FOLLOWING ADJUSTMENTS MUST BE DONE IN THE SEQUENCE LISTED. CAUTION: Use a section of guide wire at least 30.5 m (100 ft) long. This section must be straight within 3.2 mm (0.125 in) in 3.05 m (1 Oft). The guide wire frequency and current must match the sensors. The standard frequency and current is 6.250 KHz at 78 ma.

7.

Measure the lift truck width to locate the centerline at each sensor location. Install vertical pointers at the centerline. Nylon tie wraps work well for the pointers. The points of the pointers must just clear the floor and be visible during travel.

8.

If necessary, adjust each sensor so that the center of the sensor is on the centerline and has a floor clearance of 65.09 to 68.26 mm (2.5625 to 2.6875 in).

9. Move the lift truck so that both pointers are centered over the guide wire. The steered end sensor must be centered within 2.5 mm (0.1 in) of the guide wire. The load end sensor must be centered within 76 mm (3 in) of the guide wire.

NOTE: Verify steered end sensor adjustment by measuring the voltage between the green and white wires of the sensor. Adjust the sensor left to right and look for the voltage closest to "0". The truck and guide wire must be energized and sensor plugs "C" and "D" must be connected. See Figure 7-10.

Figure 7-10 - Adiusting Sensors to Centerline 10. Set switch 51 on the ECM circuit board to the "open" (down) position. Push the Mode button for a left-hand display of "10". Connect a digital voltmeter between test points TP1 0 and TP11. Adjust RT4 on the circuit board

Sheet 13: Steering System--Wire Guidance for a voltage reading of "0.00" between TP1 0 and TP1 1 11. If necessary, move the lift truck so that the load end pointer is centered over the guide wire. The load end sensor must be centered within 2.5 mm (0.1 in) of the guide wire. The steered end sensor must be centered within 76 mm (3 in) of the guide wire.

NOTE: Verify load end sensor adjustment by measuring the voltage between the green and white wires of the sensor. Adjust the sensor left to right and look for the voltage closest to "0". The truck and guide wire must be energized and sensor plugs "C" and "D" must be connected. See Figure 7-10.

12. Push the Mode button for a left-hand display of "11". Connect a digital voltmeter between test points TP8 and TP9. Adjust RT5 on the circuit board for a voltage reading of "0.00" between TP8 and TP9.

13. Set switch 51 to the "closed" (up) position to return the lift truck to normal operation.

14. Push the guidance button on the instrument panel to the ON position for guidance operation. Operate the lift truck 9.1 m (30 ft) in the direction of the MDU. Coast to a stop. Do not plug or use the brake to stop the truck.

Check that the steered end pointer stays within 13 mm (0.5 in) of the guide wire. Check that the load end pointer is approximately the same distance from the guide wire and on the same side as the steered end pointer. If the load end sensor is not following in the correct position, the steered end pointer AND sensor must be moved.

Move the steered end pointer and sensor so that they are on the same side and are the same distance from the guide wire. Make sure to maintain the correct floor clearance (Step 2) and keep the centers of the sensor and pointer on the same centerline. Repeat this step until the pointers track correctly.

NOTE: If the pointers are 5 mm (0.2 in) or more to one side of the guide wire, recheck the sensor balance adjustment (Step 10.). Also recheck the MDU potentiometer RT2 adjustment. Refer to ADJUSTING RT2 FOR STRAIGHT TRAVEL. REPAIR WARNING: Disconnect the battery by separating the connector before opening the compariment cover or inspecting/repairing the electrical system. If a tool causes a short-circuit, the high current flow from the battery can cause an injury or parts damage.

WARNING: The capacitor in the SOR controller can hold an electrical charge after the battery is disconnected. To prevent electrical shock and injury, discharge the capacitor before inspecting or repairing any component in the rear compartment. Wear safety glasses. Make certain the battery has been disconnected. DO NOT use a screwdriver between the two terminals to discharge capacitor Cl. WARNING: Do not operate a lift truck that needs adjustment or repairs. Repori the need for adjustment or repairs immediately. If adjustment or repair is necessary, put a "DO NOT OPERATE" tag in the operator's area. Remove the key from the key switch.

GENERAL There are repair procedures for the following parts: the steering wheel assembly, the sensors at each end of the unit, the Electronic Control Module (ECM) assembly, and the gearmotor unit. There are also repair procedures for the guidance components at the instrument panel.

15. Operate the lift truck 9.1 m (30 ft) in the direction of the load wheels. Coast to a stop. Do not plug or use the brake to stop the truck. Check that the load end pointer stays within 13 mm (0.5 in) of the guide wire. If the pointers ares mm (0.2 in) or more to one side of the guide wire, the steered end pointer AND sensor must be moved. Measure the distance that the load end pointer is off the guide wire. Move the steered end pointer and sensor that same distance towards the opposite side of the guide wire.

EXAMPLE: If the load end pointer is 13 mm (0.5 in) to the right side of the guide wire, move the steered end sensor and pointer toward the left side of the guide wire. The steered end sensor and pointer are moved from the original position to the left 13 mm (0.5 in).

16. Do Steps 8 and 9 until both pointers stay on the guide wire without any adjustment.

See Section 4 - DRIVE UNIT for removal and repair procedures for the MDU. STEERING GEARMOTOR

Sheet 13: Steering System--Wire Guidance Replacing the Gearmotor Assembly and Steering Chain NOTE: Item numbers in () are the item numbers shown in Figure 7-11.

1. Set the steering for straight travel. Refer to ADJUSTMENTS, CENTERING THE STEER TIRE. 2. Disconnect the battery connector. Open the drive unit compartment doors. Disconnect the flasher-light. Remove the drive unit compartment cover.

3. Disconnect the electrical plug for the MDU potentiometer (3). Remove the nuts and bolts that fasten the MDU potentiometer bracket (4) to the frame plate (2).

4. Hold the gearmotor assembly (1) and remove the capscrews, nuts and washers that fasten the gearmotor assembly to the frame plate.

5. Carefully tip the top of the assembly away from the plate to rotate the MDU potentiometer bracket away from the frame. Do NOT bend the bracket. Remove the steering chain (5) from the sprocket and remove the gearmotor assembly.

6.

See Figure 7-12 to repair the gear box of the gearmotor assembly. Clean and lubricate the gears and bearings using Yale multi-purpose grease P/N 1500318-02.

7.

If necessary, remove the steering chain from the MDU sprocket (6) by pulling the chain anchor (7) pins out of the holes in the sprocket.

8.

If the steering chain was removed, clean and lubricate the chain using Yale multi-purpose grease P/N 1500318-02.

9.

Make sure the steer tire is positioned for straight travel. Refer to ADJUSTMENTS, CENTERING THE STEER TIRE. If removed, install the steering chain on the MDU sprocket. Install the pin of the chain anchor in the first hole before the axle centerline (8) as shown in Figure 7-11.

10. Make sure the setscrew (6) for the MDU potentiometer is aligned as shown in Figure 7-11. Install the sprocket of the replacement gearmotor assembly in the steering chain.

Sheet 13: Steering System--Wire Guidance

Figure 7-11 - Steering Gearmotor and MDU Assembly CAUTION: If the gearmotor assembly has the MDU potentiometer installed, make sure to align the MDU bracket to the frame during installation. Do NOT bend the bracket.

11. Hold the assembly and install the capscrews, washers and nuts that fasten the assembly to the frame panel.

Tighten the capscrews and nuts to 31 N~m (23 lbf ft) torque.

12. Adjust the steer chain. Refer to ADJUSTMENTS, ADJUSTING THE STEERING CHAIN CLEARANCE. 13. If the MDU potentiometer is not installed, install the potentiometer. Make sure to install the potentiometer so that there is a clearance as shown in Figure 7-11. Center the MDU potentiometer. Refer to ADJUSTMENTS, CENTERING THE MDU POTENTIOMETER. 14. Adjust RT2 for straight travel. Refer to ADJUSTMENTS, ADJUSTING RT2 FOR STRAIGHT TRAVEL. 15. Replace the drive unit compariment cover. Reconnect the flasher-light. Close and fasten the drive unit compartment doors. Reconnect the battery.

Sheet 13: Steering System--Wire Guidance

Figure 7-12 - Gear Box Assembly

Sheet 13: Steering System--Wire Guidance

Figure 7-13 - Steering Wheel Assembly STEERING WHEEL ASSEMBLY Removal and Disassembly NOTE: Complete disassembly is ususally not necessary. Remove only the parts necessary to replace the defective pari.

NOTE: The numbers in the "~" of the following procedure are the item numbers in Figure 7-13.

1. Disconnect the battery connector.

2. Remove the console cover from the cowl.

3. Remove the steering knob assembly (1) from the steering wheel (2).

4. Remove the screw (3) and steering wheel (2) from the steering shaft (4).

5. Loosen the sprocket setscrews and remove two sprockets (5) and timing belt (6) from steering the assembly.

6. Remove the bearing locknut (7) and lockwas her (8) from the steering shaft (4).

7. Remove the steering shaft (4), two bearing cups (9) and bearing cones (10) from the steering bracket (11).

8. Tag and disconnect the wires to the tach steering assembly (14).

9. Remove the four capscrews (12), lockwashers (13) and the tach steering assembly (14) from the steering

Sheet 13: Steering System--Wire Guidance bracket (11).

10. Remove the two capscrews (15), washers (16), washers (17), nuts (18) and the tach mounting plate (19) from the steering bracket (11).

11. Remove the four capscrews (20), lockwashers (21), washers (22), spacers (23) and the steering bracket (11) from the support weld ment.

Assembly and Installation NOTE: The numbers in the"()" of the following procedure are the item numbers in Figure 7-13.

1. Install the steering bracket (11) onto the support weld ment with four capscrews (20), lockwas hers (21), washers (22) and spacers (23).

2. Install the tach mounting plate (19) onto the steering bracket (11) with two capscrews (15), washers (16), washers (17) and nuts (18).

3. Install the tach steering assembly (14) onto the steering bracket (11) with four capscrews (12) and lockwashers (13).

4. Connect the wiring to the tach steering assembly (14).

NOTE: Reversing the tach generator wires will cause reverse steering.

WARNING: No steering or reverse steering can occur if the Tach Generator connections are not proper! The ECM CANNOT detect these faults and traction will be allowed.

5. Install the two bearing cups (9), cones (10) and the steering shaft (4) through the steering bracket (11).

6. Install the lockwashers (8) and bearing locknut (7) onto the steering shaft (4).

7. Install the two sprockets (5) and tighten the setscrews.

8. Install the timing belt (6).

9. Install the steering wheel (2) onto the steering shaft (4) with the screw (3).

10. Install the steering knob assembly (1) onto the steering wheel (2).

11. Install the console cover onto the cowl.

12. Connect the battery connector.

Figure 7-14 - Guidance Button, Indicators and Alarm REPLACE GUIDANCE SWITCH, INDICATOR AND ALARM NOTE: Removal of each pari is usually not necessary. Remove only the parts necessary to replace the defective pari. The guidance switch and indicator are located in the instrument panel. The alarm is fastened to the front (upright side) of the operator platform.

Sheet 13: Steering System--Wire Guidance NOTE: The numbers in the "~" of the following procedure are the item numbers in Figure 7-14.

1. Disconnect the battery so that the connector is completely free.

2. Remove the screw that fasten steering wheel to the shaft of the steering mechanism. Remove the steering handle.

3. Remove the screws at the top of the instrument panel. Tilt the instrument panel to the open position for access to the paris.

4. To replace the switch or indicator, put tags on the wires for correct connection during installation. Pull the wire terminals off the switch or indicator terminals.

5. Push the switch assembly or indicator assembly out of the instrument panel. Push the replacement switch or indicator assembly into the instrument panel. Make sure the words on the switch are not upside down.

6. To replace the alarm, put tags on the alarm wires for correct connection during installation. Remove the bezel nut that fastens the alarm and remove the alarm. Install the replacement alarm and connect the wires as tagged during removal.

7. Close the instrument panel and tighten the screws. Install the steering handle on the shaft of the steering mechanism. Tighten the screw.

REPLACE THE MDU POTENTIOMETER NOTE: The numbers in the "~" of the following procedure are the item numbers in Figure 7-11.

1. Set the steering for straight travel. Refer to ADJUSTMENTS, CENTERING THE STEER TIRE. 2. Disconnect the battery so that the connector is completely free.

3. Open the motor compariment door. Disconnect the electrical plug for the MDU potentiometer.

4. Loosen the setscrew that fastens the shaft of the potentiometer. Loosen the upper coupling setscrew (11).

Remove the nut that fastens the potentiometer to the bracket (4). Remove the potentiometer (3).

5. 5.Center the MDU potentiometer. Refer to ADJUSTMENTS, CENTERING THE MDU POTENTIOMETER. 6. Adjust RT2 for straight travel. Refer to ADJUSTMENTS, ADJUSTING RT2 FOR STRAIGHT TRAVEL. 7. Close the motor compartment doors and connect the battery.

REPLACE THE ECM Replace the Complete Module NOTE: Complete disassembly is usually not necessary. Remove only the parts necessary to replace the defective pari.

See Figure 7-15 and Figure 7-16.

1.

Disconnect the battery so that the connector is completely free.

2.

To replacethecomplete module, install tags onthewires at the terminal strip for correct connections during installation. Disconnect the wires from the terminal strip. Disconnect the plugs of the wiring cables.

3.

Hold the module and remove the capscrews and washers that fasten the module to the frame plate. Access to the capscrews is from the traction motor compartment.

NOTE: Keep the frame area clean to prevent voids between the power base and the frame panel. Use a piece of plastic to cover the silicon grease on the power base or remove the grease.

4.

Install silicon grease on the power base of the replacement module and the frame. Install the module on the frame panel using the four capscrews and the washers.

5.

Install the wires on the terminal strip as marked during removal. Connect the wiring cable plugs.

Sheet 13: Steering System--Wire Guidance 6.

Adjust the ECM. Refer to CHECKS AND ADJUSTMENTS, ADJUSTMENTS. Replace the Logic Board Set

NOTE: The logic board for the guidance ECM is actually a two-piece set. The set MUST be replaced as a single unit.

NOTE: The logic board does not normally get defects. The logic board can be damaged from a malfunction of the power base. If the power base has a defect, replace the complete module. If physical damage causes a defect in the logic board, replace the logic board set as described in the following procedure.

Figure 7-15 - ECM and Logic Board CAUTION: The electronic components can be damaged by electrostatic discharge. Use a special floor pad to help prevent an electrostatic charge. ALWAYS remove the electrostatic charge on your body before touching electronic components. Connect a static strap to your wrist and a good earih ground. Follow the directions on the package of the component.

NOTE: The numbers in the"()" of the following procedure are the item numbers in Figure 7-15.

1. Disconnect the battery so that the connector is completely free.

2. Remove the nuts that fasten the cover (1) on the ECM. Install tags on all the electrical plugs (4) for correct connection during installation.

3. Disconnect the electrical plugs (4). The plugs are at the edges of the two circuit boards of the set (3).

4. Remove the spacers and washers (5) that fasten the logic board set (3). Remove the logic board set.

5. Install the replacement logic board set. Make sure the LEDs are at the top. Install the washers and spacers (5) to fasten the logic board set.

6. Install the electrical plugs (4) on the edges of the logic board set as marked during removal.

7. Adjust the ECM. Refer to CHECKS AND ADJUSTMENTS, ADJUSTMENTS. 8. Install the ECM cover (1) using the nuts and washers (2).

Replace the ECM Power Transistors NOTE: Make sure that the transistor block is defective before replacing the block. Refer to CHECKS AND

Sheet 13: Steering System--Wire Guidance ADJUSTMENTS, CHECKING THE ECM POWER TRANSISTORS. NOTE: The numbers in the"()" of the following procedure are the item numbers in Figure 7-16.

1. Disconnect the battery so that the connector is completely free. Open the motor compartment doors.

2. Remove the nuts that fasten the cover on the ECM. 3. Disconnect the electrical plugs from each edge of the logic board set.

4. Remove the spacers and washers that fasten the logic board set. Remove the logic board set.

5. Use a knife to carefully remove the protective coating on the terminals for the control leads of the transistor block (1) or (2) to be replaced.

6. Put tags on the control wires and power leads for correct connection during installation. Remove the power leads from the power terminals (3).

7. Use a soldering iron and pliers that have a long nose to remove the wires from the terminals of the transistor block. Use the pliers to pull each wire off each terminal as the soldering iron melts the solder. Do not hold the soldering iron on a terminal too long. The wire can get too hot and melt the insulation.

8. Remove the two screws and lockwashers (8) that fasten the block (1) or (2) to the heat sink plate. Remove the block.

9. Put athin coating of silicon grease on the metal plate on the bottom of the replacement transistor block.

10. Install the replacement block (1) or (2) on the heat sink. Make sure the block is in the correct position to correctly connect the control wires. Tighten the screws (8).

11. Connect the control wires to the control terminals (9) of the transistor block as marked during removal. Use solder and a soldering iron to connect the wires to the terminals. Use pliers that have a long nose to hold the terminal under the connection to help keep heat out of the transistor. Do not hold the soldering iron on a terminal too long. The terminal can get too hot and damage the transistors or melt the wire insulation. Make sure to use enough heat to make a good solder joint.

12. Connect the power leads to the power terminal (3) as marked during removal.

13. Install the logic board set, plugs and ECM cover. Close the motor compartment doors.

Sheet 13: Steering System--Wire Guidance

Figure 7-16 - ECM Power Panel REPLACE THE STEERING CONTACTOR NOTE: The steering contactor is fastened to the Electrical Panel Assembly in the motor compariment.

1. Disconnect the battery so that the connector is completely free and open the motor compartment doors.

2. Put tags on the steering contactor leads for correct connection during installation.

3. Remove the capscrews, nuts and washers that fasten the contactor to the Electrical Panel Assembly. Remove the contactor.

4. Install the replacement contactor in the same position as the old contactor. Reinstall the capscrews, nuts and washers that fasten the contactor to the Electrical Panel Assembly.

5. Install the contactor leads as tagged during removal.

Sheet 13: Steering System--Wire Guidance

Figure 7-17 - Sensor Arrangement REPLACE THE SENSORS NOTE: The replacement sensors must be for the frequency of the guide wire signal at the installation. See the decal on the sensor. The standard sensor frequency is 6,250 Hz. The Yale wire driver has the frequency and wire current on a label inside the door. See the manufacturer of other wire drivers for the installation frequency.

NOTE: Each sensor must have a cable of the correct length. New sensors have either a long (load wheel) or short (steer wheel) cable. Make sure to choose the sensor with the correct cable length during replacement.

CAUTION: The electronic components can be damaged by electrostatic discharge. Use a special floor pad to help prevent an electrostatic charge. ALWAYS remove the electrostatic charge on your body before touching electronic components. Connect a static strap to your wrist and a good earth ground. Follow the directions on the package of the component.

WARNING: To replace the load wheel sensor, the operator platform must be raised to provide access. The lowering of the operator platform or forks can cause an injury. Use blocks and chains on the mast and operator plafform so that they cannot move. Make sure the moving paris are attached to a part that cannot move. See SAFETY PROCEDURES WHEN WORKING NEAR THE MAST, Page 9-3 for specific instructions.

See Figure 7-17 and Figure 7-18.

1.

Raise the operator platform for access to the load wheel sensor area between the load wheels. Use blocks and chains on the mast and operator plafform so that they cannot move. Make sure the moving paris are attached to a part that cannot move. It can be necessary to remove the battery for access to the cable ties and wires from the load wheel sensor.

2.

Disconnect the battery so that the connector is completely free and remove the cover for access to the electrical compariment. Discharge the INTERNAL CAPACITOR of the traction motor controller using the proper procedure.

Sheet 13: Steering System--Wire Guidance CAUTION: The position of motor and other power cables can change the operation of the guidance system. DO NOT change the position of power cables during the replacement of sensors.

3.

Remove all the cable ties and clamps that fasten the sensor cable. Make a note of the location of each cable tie and position of the sensor cable for the installation.

4.

Remove the cover on the ECM. Remove plug connector "C" for the load wheel sensor. Remove plug connector "D" for the steer wheel sensor. Fasten a string or small gauge wire to the connector plug. The string or wire must be longer then the length of the sensor cable. Carefully pull the cable toward the sensor. Remove the string or wire from the connector plug.

CAUTION: Check the orientation of the old sensor position for the replacement installation. The replacement sensor MUST be installed so that the same side of the sensor is toward the mount surface. The replacement sensor MUST ALSO have the cable toward the same side as the old sensor. The guidance system will NOT operate correctly if the sensor is not installed correctly.

5.

Remove the two nuts, washers and capscrews that fasten the sensor. Remove the sensor.

6.

Install the correct replacement sensor as shown in Figure 7-17. The cable for the load wheel sensor is longer than the cable for the steer wheel sensor. Make sure to install the correct sensor. If necessary, loosen the capscrews and nuts at the end of the sensor bracket to align the center mark on the sensor board. Fasten the sensor so that the floor clearance is 66.5 mm (2.63 in). If possible, the center mark on the sensor must align with the centerline of the lift truck. Tighten the sensor mount capscrews and nuts to 2.0 to 2.5 N~m (18 to 22 lbf in).

7. Fasten a string or wire used during removal to the connector plug of the replacement sensor. Carefully pull the string or wire to get the sensor cable to the ECM. Remove the string or wire. Install new cable ties at the same locations of the old cable ties. Install the cable clamp near the sensor.

8. Connect the sensor connector plug to the ECM. Connect connector plug "C" (load wheel sensor) to the "C" location. Connect connector plug "D" (steer wheel sensor) to the "D" location. See Figure 7-18. Connect the battery connector.

9. Adjust the ECM for the replacement sensor. Refer to ADJUSTMENTS, ADJUSTING SENSORS TO LIFT TRUCK CENTERLINE. 10. Remove the suppori or chain and lower the operator platform.

11. Install the ECM cover, close and fasten the electrical compariment door. Install the electrical compariment cover.

NOTE:Do not splice sensor leads. Splicing sensor leads can cause erratic guidance operation. Anytime a sensor lead is damaged, install a complete sensor assembly.

NOTE:When installing new sensors, install new terminal leads. Do not try to use the connector pins from the previous sensor assembly.

Sheet 13: Steering System--Wire Guidance

Figure 7-18 - Connector Plug Location TROUBLESHOOTING PROBLEMPOSSIBLE CAUSE Truck will not steer or move No action when steering wheel is turned

Steering is loose

Truck tries to turn in opposite direction.(LED 1 and LED 2) do not illuminate correctly.

POSSIBLE CAUSE Battery disconnected.

Shut-off has occurred. Set key OFF, START and ON. Open circuit in wiring between steering Tach Generator and Tach Steer Module. Check connections and wires.

Open circuit in wiring between Tach Steer Module and ECM. Check connections and wires.

Steering Tach Generator or Tach Steer Module is defective.

ECM has no output to steering gearmotor. Check logic and power driver circuits.

Power leads between ECM and steering gearmotor are defective. Check con-nections and leads 5P2 and 6P2.

Steering gearmotor is defective.

MDU is against stop. Use large screwdriver in end of steering gearmotor arma-ture to move MDU away from stop.

Steering chain is loose. Adjust chain.

Gearmotor leads reversed.

Steering potentiometer leads reversed.

MDU potentiometer leads reversed.