Yale Forklift MT10/12/15 (A867) Service Manual

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Service Manuals Manuals Available For A867 (MT10/12/15) Manual

Manual Title

272485100

Service Repair Manual

272490600

Reducer

272491100

EPS-DC / Wire Guidance

524211261

Level Preselector

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272485100

Technical Information for YALE Service Centres

This manual is addressed exclusively to the specialised technicians of the Yale service network A867........... MT 10 - 12 - 15

Section: INDEX

GENERAL SAFETY PRESCRIPTIONS

NEVER DO ANY CLEANING, LUBRICATING OR SERVICING WITH THE BATTERY CONNECTED.

DO NOT WEAR RINGS, WATCHES, JEWELLERY, LOOSE CLOTHING SUCH AS SCARVES, UNBUTTONED OR UNZIPPED JACKETS OR SHIRTS THAT COULD GET CAUGHT UP IN MOVING PARTS. WE RECOMMEND INSTEAD THAT THE OPERATOR WEAR APPROVED SAFETY CLOTHING:HARD HAT, NON-SLIP FOOTWEAR, GLOVES, SAFETY GLASSES.

DO NOT USE PETROL, DIESEL FUEL OR OTHER FLAMMABLE LIQUIDS AS DETERGENTS: USE INSTEAD NON-FLAMMABLE, NON-TOXIC COMMERCIAL SOLVENTS. DO NOT SMOKE, USE NAKED FLAMES OR CAUSE ANY SPARKS NEARBY WHEN HANDLING EASILY FLAMMABLE MATERIALS. http://www.yaleaxcessonline.com/lib/service/itwservice/272485100/index.htm (1 of 2)07.09.2011 11:49:57

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When working on the machine outside the workshop, park on a level surface, if possible, and chock the wheels. If working on a gradient is unavoidable, chock the wheels to prevent the truck moving and transfer it to a level area as soon as it is safe to do so.

Disconnect the batteries and label all the controls to warn of the work in progress. Immobilize the machine and all equipment that has to be lifted.

When towing, use solely the prescribed towing points and make sure the pins and/or bolts are firmly secured before starting to pull. Lift and handle all heavy parts with lifting equipment of suitable capacity. Use the lifting eyes provided. Be careful of people close to the load to lift.

Do not get chains or metal ropes tangled up.

Do not trust bent or damaged chains and ropes: do not use them for lifting or pulling. Always wear safety gloves when handling ropes or chains.

Handle all parts carefully, do not put your hands or fingers between one part and another.

Wear approved safety clothing such as safety goggles, gloves and footwear.

The area where maintenance work is performed must be kept clean and dry. Clean up any spilt water or oil immediately.

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

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

When using compressed air to clean parts, protect your eyes with goggles that have side shields.

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

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

Take care not short the terminals.

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

NEVER CAUSE SPARKS OR ALLOW ANY NAKED FLAMES NEAR THE BATTERY! Do not check the battery charge level by placing metal objects across the terminals.

Before carrying any operations, check the electrical system for short-circuits.

Always disconnect the batteries before working on the electrical system.

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

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

Always use the appropriate instruments when checking system pressure.

NOTE: THIS MANUAL IS NOT INTENDED AS A SUBSTITUTE FOR THE USER AND MAINTENANCE MANUAL, BUT AS A SUPPLEMENT TO IT

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INDEX Section: ELECTRICAL SYSTEM STANDARD ELECTRICAL DIAGRAMS - STANDARD FUNCTIONAL ELECTRICAL DIAGRAM MODELS MT10 - 12 - 15 ELECTRICAL DIAGRAMS WITH WIRE GUIDANCE - FUNCTIONAL ELECTRICAL DIAGRAM WITH WIRE GUIDANCE SYSTEM MODELS MT10 - 12 - 15 - FUNCTIONAL ELECTRICAL DIAGRAM OF THE SOLENOID VALVES PRC CONTROLLER - FUNCTIONAL ELECTRICAL DIAGRAM - FUNCTIONAL ELECTRICAL DIAGRAM OF ELECTRIC STEERING WITH WIRE GUIDANCE SYSTEM - KEY TO ELECTRICAL AND CONNECTOR DIAGRAMS - ELECTRICAL COMPONENTS MODELS MT10 - 12 - 15 - FUNCTIONAL ELECTRICAL DIAGRAM OF THE SOLENOID VALVES PRC CONTROLLER - FUNCTIONAL ELECTRICAL DIAGRAM - KEY TO ELECTRICAL DIAGRAMS OF COMPONENTS 1.0 TABLE OF ELECTRICAL COMPONENTS 1.1 ELECTRICAL COMPONENTS 1.2 POSITION OF RELAYS BANK 1.3 DESCRIPTION OF RELAY FUNCTIONS - COMBI-C1 CONTROLLER 1.0 DESCRIPTION OF COMBI-C1 ELECTRONIC CONTROLLER 1.2 TECHNICAL SPECIFICATIONS 1.3 SCHEMATIC DIAGRAM 1.4 FUNCTIONAL CHARACTERISTICS 1.5 COMPENSATION CONCEPT 1.7 GENERAL WARNINGS AND PRECAUTIONS 2.0 POWER AND CONTROL CIRCUIT CONNECTORS 2.6 POWER CABLES CONNECTION DIAGRAM 2.7 CONTROL CIRCUIT CABLES CONNECTION DIAGRAM 3.0 PROGRAMMING CONSOLE 4.0 CONSOLE FUNCTIONS MAP 5.0 CONTROLLER PROGRAMMING 5.1 CONFIG. MENU SET OPTIONS 5.2 CONFIG. MENU ADJUSTMENT 5.3 MAIN MENU PARAMETER CHANGE 5.4 MAIN MENU TESTER 5.5 MAIN MENU SAVE PARAMETER 5.6 MAIN MENU RESTORE PARAMETER 5.7 MAIN MENU ALARM 5.8 MAIN MENU PROGRAM VACC 6.0 COMBI-C1 CONTROLLER CONFIGURATION TABLES 7.0 CALIBRATION SEQUENCE FOR INITIALIZATION OF A NEW CONTROLLER 7.2 PUMP UNIT CALIBRATION SEQUENCE 8.0 TROUBLESHOOTING 8.1 DECODING TRACTION SYSTEM DIAGNOSTIC LED ALARM SIGNALS 8.2 DECODING OF ALARMS DISPLAYED ON THE CONSOLE (TRACTION)

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9.1 DECODING OF PUMP UNIT DIAGNOSTIC LED ALARMS 9.2 DECODING OF ALARMS DISPLAYED ON THE CONSOLE (PUMP UNIT) - PRC HYDRAULIC CONTROLLER 1.0 INTRODUCTION TO PRC CONTROLLER 2.0 CONSOLE FUNCTIONS MAP 3.0 PRC CONTROLLER CONFIGURATION TABLE 4.0 CONFIGURATION OF POTENTIOMETERS ON PRC 4.1 DESCRIPTION OF PARAMETERS 5.0 DESCRIPTION OF ALARMS 6.0 PROGRAM VACC Section: HYDRAULIC SYSTEM HYDRAULIC SYSTEM 1.0 FUNCTIONAL HYDRAULIC DIAGRAM 1.1 TABLE OF HYDRAULIC COMPONENTS 1.2 TABLE OF HYDRAULIC COMPONENTS 1.3 MAST LIFT - HYDRAULIC CIRCUIT STATUS 1.4 MAST LOWER - HYDRAULIC CIRCUIT STATUS 1.5 FORKS RIGHT-HAND SIDESHIFT - HYDRAULIC CIRCUIT STATUS 1.6 FORKS LEFT-HAND SIDESHIFT - HYDRAULIC CIRCUIT STATUS 1.7 FORKS RIGHT-HAND ROTATION HYDRAULIC CIRCUIT STATUS 1.8 FORKS LEFT-HAND ROTATION HYDRAULIC CIRCUIT STATUS 2.0 MAST LIFT/LOWER AND LOAD HANDLER CONTROL VALVES 2.1 TABLE OF VALVE COMPONENTS

Section: LOAD HANDLER - THREE-SIDED LOAD HANDLER 1.0 STANDARD LOAD HANDLER COMPONENTS 1.1 TABLE OF STANDARD LOAD HANDLER COMPONENTS 1.2 COMPONENTS OF LOAD HANDLER WITH CARRIAGE 1.3 TABLE OF LOAD HANDLER COMPONENTS WITH CARRIAGE 2.0 LOAD HANDLER FUNCTION 2.1 INSTALLATION OF LOAD HANDLER WITH CARRIAGE 2.2 MECHANICAL ADJUSTMENT OF LIMIT POSITIONS 2.5 MAINTENANCE 2.6 TROUBLESHOOTING 3.0 MECHANICAL ADJUSTMENT OF THE LOAD HANDLER BEARINGS Section: TRUCK INSTALLATION 1.0 INSTALLING THE TRUCK 2.0 TRUCK OPERATING CONDITIONS OUTSIDE AND INSIDE AISLE 2.1 DESCRIPTION OF TRUCK OPERATION OUTSIDE AND INSIDE AISLE 3.0 INSTALLING TRUCK IN AISLE 4.0 WIDE GUIDANCE ADJUSTMENT PROCEDURE 5.0 LAYOUT FOR POSITIONING OF MAGNETS IN AISLE 6.0 LAYOUT FOR POSITIONING OF GUIDES IN AISLE

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FUNCTIONAL ELECTRICAL DIAGRAM WITH WIRE GUIDANCE SYSTEM MODELS MT10 - 12 - 15

FUNCTIONAL ELECTRICAL DIAGRAM OF THE SOLENOID VALVES PRC CONTROLLER

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FUNCTIONAL ELECTRICAL DIAGRAM

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KEY TO ELECTRICAL AND CONNECTOR DIAGRAMS

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ELECTRICAL COMPONENTS MODELS MT10 - 12 - 15

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STANDARD FUNCTIONAL ELECTRICAL DIAGRAM MODELS MT10 - 12 - 15

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FUNCTIONAL ELECTRICAL DIAGRAM OF THE SOLENOID VALVES PRC CONTROLLER

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FUNCTIONAL ELECTRICAL DIAGRAM

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KEY TO ELECTRICAL DIAGRAMS OF COMPONENTS

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FUNCTIONAL ELECTRICAL DIAGRAM OF ELECTRIC STEERING WITH WIRE GUIDANCE SYSTEM

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STANDARD ELECTRICAL DIAGRAMS 1.0 ELECTRICAL COMPONENTS TABLE

1.1 ELECTRICALCOMPONENTS 1.2 POSITION OF RELAYS BANK

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1.3 DESCRIPTION OF FUNCTIONS

COMBI-C1 ELECTRONIC CONTROLLER 1.0 DESCRIPTION OF THE COMBI.C1 CONTROLLER The COMBI-C1 controller is a single module that houses two independent controller that manage one traction motor, with regenerative braking, and one pump motor. a) TRACTION MOTOR MANAGEMENT Traction management and control is achieved using a microprocessor that makes it possible to optimize the motor excitation and de-excitation curves by controlling the power Mosfets. http://www.yaleaxcessonline.com/lib/service/itwservice/272485100/01_elett/c1a.htm (2 of 47)07.09.2011 13:45:30

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The high-frequency traction motor control allows for a wider range of adjustment and extremely smooth and progressive acceleration and braking performance.

The COMBI-C1 controller, supplying the traction motor with a filtered supply allows, unlike low frequency controllers, smoothing of power absorption with significant reduction of power draw peaks (See fig. 1). This helps improve operating conditions and increases the average duty life of both the battery and the motor

The COMBI-C1 controller optimises the delivery of power to the motor on the basis of truck speed. The motor power, controlled by the position of the accelerator potentiometer, does not follow linear progression but rather a curve that can be approximately described as a double ramp. (See fig. 2). This allows more gradual and minimal acceleration control. b) PUMP MOTOR MANAGEMENT The COMBI-C1 controller is connected on a serial line to the PCR controller (see description of controller on Page 77) which manages four potentiometric joysticks, one proportional solenoid valve, and eight ON/OFF solenoid valves.

When one of the potentiometric levers is operated the relative signal is received by the PRC controller which, by means of a digital signal, transmits it to the COMBI-C1 controller, transforms the analog signal and controls the pump motor through its various phases: - CURRENT - VOLTAGE - ACCELERATION - DECELERATION 1.1 DEFINITION OF TRUCK TRAVEL DIRECTION In conformance with the directives PREN 1175 regarding machines with steer handles and reverse safety button (belly button), the wiring of the microswitches for the direction of travel and rapid reversal has been made in compliance with the definition of the direction of travel given in the following drawing:

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

Do not connect the CONTROLLER to a battery with a different nominal voltage to that indicated on the module dataplate.

If the battery voltage is higher it may damage the MOS transistors.

If the battery voltage is lower, the module will not function.

In the event of CONTROLLER replacement, test the drive functions with the DRIVE WHEEL RAISED FROM THE GROUND, to prevent connection errors causing potentially dangerous situations. do not reverse the polarity of the controller power supply.

1.1 GENERAL CHARACTERISTICS 1.2 TECHNICAL SPECIFICATIONS version version 24V 36V and 48V Pump single direction current 150A 120A Traction motor max. power 3kW 4kW, 5kW Pump motor max. power 3kW 4kW, 5kW Drop voltage (IM = 120A) 280mV 400mV Type of connectable motors DC series 4 terminals (traction) DC series (pump) Switching device MOSFET Control device 8bit 12MHz micrprocessor Maximum operating temperature +40°C

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Minimum operating temperature -25°C Relative humidity range 20% ¸ 95% Protection category IP IP54 AC insulation 550VAC Mass (only module without contactors) 4.9 kg 1.3 SCHEMATIC DIAGRAM

1.4 FUNCTIONAL CHARACTERISTICS - Two controllers in a single module, one for the traction motor with regenerative braking and one for the pump motor.

- Excellent sensitivity at low speeds.

- High efficiency of motor and battery thanks to high frequency switching.

- Control logic internal contactors arc suppressor.

- No arc on contactor contacts.

- Main contactor management.

- Diagnostics with indication of fault type by means of two LEDs. - Configuration by means of programming console.

- Adjustment by means of programming console.

- Hour counter displayed on programming console.

- Log of last 5 alarms with relative value of hour counter and temperature displayed on programming console.

- Tester functions on programming console for real-time tests of inputs, motor voltage, motor current, etc.

- Programming of traction and pump potentiometers travel.

- Regenerative braking in direction reversal and travel control accelerator release.

- Reduction of travel speed and pump speed with compensation of resistance drop.

- Conforms to Directive 86/663/EEC with reference to points 9.7.3.5.5 and 97317.

- Conforms to DRAFT directive PREN 1175 with reference to points 8.9.3, 5.9.4, 5.9.5, 5.13, 5.14, and 5.15.

1.5 COMPENSATION CONCEPT Compensation causes the pump motor power feeding voltage to be dependent not only on the position of the lift potentiometer but also on the current draw. This means that the pump speed is less affected by the load, thus leading to almost unvarying lift

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speed irrespective of the load.

1.6 PROTECTION DEVICES - Battery polarity inversion: Observe the connections shown in the diagrams to avoid serious damage to the power section. You can connect a main contactor managed by the control logic to protect against polarity inversions. The logic is intrinsically protected against polarity inversion.

- Connection errors: All inputs are protected against connection faults.

Contactor commands will not accept loads above 3A and feature both overload and short circuit protection.

- Thermal protection: Above 80 °C maximum current is reduced in proportion to temperature rise. The maximum permissible temperature is 85°C. - Battery discharged: When the battery is discharged all truck functions are inhibited except the power steering.

This feature can be disabled from the programming console.

- External agents: As it is totally enclosed, the controller is protected against the ingress of dust and liquid sprays to IP54.

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

The travel request must be activated after the keyswitch is set to one and after the seat microswitch permissive has been transmitted.

The pump will not start if a travel request is already present at the time that the keyswitch is set to ON; on the contrary, the power steering is always enabled.

- Protection against uncontrolled movements; the contactors will not close if: - The power circuit is not functioning.

- The control logic is not functioning perfectly.

- Contacts sticking on one of the request microswitches.

- Accelerator fails to descend below the minimum value stored, increased by 2V.

1.7 GENERAL WARNINGS AND PRECAUTIONS - Do not combine low frequency SCR controllers with the C1 module because the filter capacitors in the C1 module will influence the operation of SCR controllers and cause them to overload.

- Do not connect the controller to a battery with a different nominal voltage to that indicated on the module nameplate. If the battery voltage is higher it may damage the MOS. If the battery voltage is lower, the module will not function.

- During battery recharging the C1 module must be disconnected from the battery because, apart from modifying the charge status read by the battery charger, the module is also prone to damage caused by excess voltage generated by the battery charger and by ripple current generated in the capacitors (if the battery charger is a low frequency unit).

- Supply power to the C1 module only from the traction battery; do not use rectifiers or power suppliers.

- Start the truck for the first time with wheels raised from the ground in order to avoid the risk of incorrectly made connections giving rise to dangerous situations.

- With the keyswitch set to off the filter capacitors inside the module will hold their charge for several minutes. To work in complete safety disconnect the battery and use a resistance of between 10W and 100W to short circuit the controller power output positive and negative terminals for a few seconds.

2.0 POWER CONNECTORS 2.1 CONTROL CIRCUIT CONNECTORS

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2.3 DESCRIPTION OF POWER CONNECTORS

2.4 DESCRIPTION OF AUXILIARY TRACTION CONNECTORS

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2.5 DESCRIPTION OF AUXILIARY PUMP CONNECTORS

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2.6 POWER CIRCUIT CABLES BASIC WIRING DIAGRAM

2.7 CONTROL CIRCUIT CABLES CONNECTION BASIC WIRING DIAGRAM

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3.0 PROGRAMMING CONSOLE 3.1 INTRODUCTION The programming console is designed to facilitate the user in the calibration and fault diagnosis of H type controllers.

Featuring the latest microprocessor technology, the console is connected to the controller via a cable that serves for both data

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transmission (serial line) and power.

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

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

- Rapid fault diagnosis.

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

Furthermore, in the event of a controller malfunction, the console can display the type of alarm in progress.

For more in-depth diagnostics, the user can display the last 5 alarms to be activated.

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

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

3.2 USING THE PROGRAMMING CONSOLE Take care to observe the correct polarity when plugging the console connector into the controller

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3.3 CONNECTION TO THE CONTROLLER THE CONNECTION MUST BE MADE WHEN THE TRUCK IS SWITCHED OFF as the controller and the console perform the http://www.yaleaxcessonline.com/lib/service/itwservice/272485100/01_elett/c1a.htm (12 of 47)07.09.2011 13:45:30

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connection test only on power-up.

1) Disconnect the Multifunction Display Panel connector from the Controller .

2) Plug the programming console connector into controller connector B. Take care to observe the correct polarity when plugging the console connector into the controller.

4.0 CONSOLE FUNCTIONS MAP

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5.0 CONTROLLER PROGRAMMING CONFIG. MENU In order to operate correctly, the controller must be informed of the choices made with regard to the power and control circuits and the power supply voltage utilized. The controller acquires this information by means of the programming console.

Controller configuration is carried out by setting the parameters in the various CONFIGURATION MENU submenus. MENU:

The programming modes of the CONFIG. menu are described below.

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

The following section illustrates the programming possibilities offered by the SET OPTIONS submenu, which is accessed using the programming console.

BATTERY CHECK: ON = Activates the check that reads battery voltage and charge condition during standby.

When the residual charge level is less than 10% of the total charge, maximum traction current is halved and pump functions are inhibited with the exception of power steering.

Both the diagnostic LEDs signal the battery discharged alarm.

OFF = Battery discharged alarm not controlled.

ANTIROLLBACK: ON = Antirollback management active.

OFF = No antirollback management.

RELEASE BRAKING: ON = Braking on pedal release is active (RELEASE BRAKING).

OFF = When the accelerator pedal or travel control is released the truck coasts without release braking.

HOUR COUNTER: KEYON = The internal hour counter is always activated when the controller is powered on.

RUNNING = The internal hour counter is activated in the following states: traction run, braking, pump, power steering.

MAIN CONTACTOR: PRESENT = Output E5 (NTG) is preconfigured to control the main the line contactor. Connect a resistance to charge the capacitors (refer to the circuit diagrams).

NONE = Output E5 (NTG) is disabled.

CUTBACK INPUT #1: ON = Input L9 is programmed as a traction speed reduction (RV1) request adjustable using the CUTBACK SPEED1 parameter (The speed reduction is activated when the microswitch is open).

OFF = Input L9 is programmed as a pump speed reduction request (4TH) adjustable with the 4TH SPEED parameter.

The speed request is accepted when the microswitch is connected to the battery negative.

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SLOW LIFT INPUT: ON = Input L9 is programmed as a pump speed reduction set by potentiometer; the speed is reduced by the coefficient programmable using the SLOW LIFT SPEED parameter.

OFF = Input L9 is enabled to operate in the mode defined by the option Cutback Input #1.

CUTBACK INPUT #2: ON = Input L8 is programmed as a traction speed reduction request (RV2), adjustable with the parameter CUTBACKSPEED2.

The speed reduction is active when the microswitch is open.

OFF = Input L8 is programmed as a pump speed request (3RD) adjustable with parameter 3RD SPEED. The speed request is accepted when the microswitch is connected to the battery negative.

HYDRO INPUT: ON = Input L8 is programmed as a power steering request from an external command; the power steering function is activated only by this input when the microswitch is connected to the battery negative.

OFF = Input L8 is enabled to function in the mode defined by the option Cutback Input #2.

PUMP MODE: STAND PUMP = This setting is necessary when a single pump controls both the lift unit and the power steering, so that the power steering function affects the speed of the pump connected to the controller.

PUMP + HYD. = This setting is necessary when the power steering is driven by a third motor, thus the power steering function acts only on output E4 (NTIDR) to control a contactor.

Instructions for programming the SET OPTION submenu from the console:

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1) Initial display 2) Press ROLL UP + SET UP to enter the SET menu 3) The SET MODEL menu heading is displayed 4) Press ROLL UP to select the SET OPTIONS submenu SET OPTIONS 5) The SET OPTIONS menu heading is displayed 6) Press ENTER to access the menu 7) The first menu option is displayed 8) Press ROLL UP or ROLL DOWN to scroll through the options.

9) A new option is displayed 10) Press SET UP or SET DOWN to change the setting 11) The new setting is displayed 12) Press OUT to quit the menu 13) A prompt is displayed asking you to confirm your changes 14) Press ENTER to confirm or OUT to cancel the change 15) The SET OPTIONS menu heading is displayed 16) Press OUT to return to the initial display 5.2 CONFIG MENU / ADJUSTMENT Programming of the ADJUSTMENT submenu serves to inform the controller of the type of power supply that it will receive.

In this submenu the user can set the following parameters: ADJUST. BATTERY: This parameter should indicate the effective supply voltage when the battery is fully charged. This voltage will be used by the controller as a reference value in continuous monitoring of the supply voltage.

Instructions for setting the parameters of the ADJUSTMENT submenu using the programming console: 1) Initial display 2) Press ROLL-UP + SETUP to enter the CONFIG. menu 3) The heading of the SET MODEL menu is displayed (this function is not available) 4) Press ROLL-UP to select the ADJUSTMENT menu http://www.yaleaxcessonline.com/lib/service/itwservice/272485100/01_elett/c1a.htm (16 of 47)07.09.2011 13:45:30

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5) The ADJUSTMENT menu heading is displayed 6) Press ENTER to access the menu 7) The first menu option is displayed (only ADJUSTMENT BATTERY is available) 8) Use the SETUP key to increase the value on the display or the SETDOWN key to decrease it; calibrate to the same value measured on the battery using a multitester 9) Press OUT to quit the menu 10) A prompt asking you to confirm your changes is displayed 11) Press ENTER to confirm or OUT to cancel the changes 12) The heading of the ADJUSTMENTS menu is displayed 13) Press OUT to return to the heading

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5.3 MAIN MENU / PARAMET. CHANGE Truck operating characteristics, such as, for example, acceleration, release braking intensity, maximum current, etc., can be easily adjusted to suit any specific operating requirements by using the console to change the parameter settings in the PARAMETER CHANGE menu.

For each parameter there are 10 possible programming levels.

After changing each individual parameter, you can immediately check the effect on truck operation without having to exit the programming menu.

On completion of programming, which must be done in accordance with the instructions given below, it is essential to disconnect the power supply to the Controller by setting the keyswitch to OFF so that the new parameters are saved in the Controller’s non-volatile memory.

KEY= (t) traction (p) pump ACCELER DELAY (t) = Acceleration time; i.e. the minimum time in which the motor voltage ramps up from 0V to max. voltage.

CUTBACK SP.1 (t) = Speed reduction RV1 associated inputs L9 and F2.

The accelerator is decreased and scaled. This parameter takes effect if the CUTBACK INPUT #1 option is set to ON. CUTBACK SP.2 (t) = Speed reduction RV2 associated with input L8. This parameter takes effect if the CUTBACK INPUT #2 option is set to ON. BRAKE CUTBACK (t) = Speed reduction applied when the brake pedal is pressed simultaneously with the accelerator pedal.

TRACTION IMAX (t) = Defines the maximum traction controller current during travel and during braking.

All current settings are expressed as a percentage of this value.

The adjustment range is from 50% (level 0) to 100% (level 9).

INVERSION BRAKING (t) = Basic braking current on reversal of travel direction. This value must be supplemented by a value that depends on the accelerator plus a fixed current increment per second.

RELEASE BRAKING (t) = Braking current on release of the travel control or accelerator pedal.

PEDAL BRAKING (t) = Braking current with travel control release and brake pedal pressed (pin G6 activated).

HYDRO TIME (p) = Power steering function deactivation delay time.

WEAK DROPOUT (t) = Current threshold for opening of the field weakening contractor.

CREEP SPEED (t) = Determines the minimum voltage supplied to the motor with a travel request active. Allows faster response on starting.

PLUG CURRENT (t) = Current value for reverse current braking (plugging). This braking mode is only applied in emergencies, i.e. when regenerative braking is not tripped.

BRAKING MODULE (t) = Determines the magnitude of the effect the accelerator has on the current increment for inversion braking. On fully depressing the accelerator pedal during inversion, the force of the braking action increases with the value of this parameter setting.

COMPENSATION (t) = compensation of speed (motor voltage) in relation to current when the speed reductions are active. Activated only when the

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pedal is pressed by more than 80%.

PU. ACCELER DELAY (p) = Pump motor acceleration time.

PU. DECELER DELAY (p) = Deceleration time, i.e. the time to reduce the motor voltage to zero from the time of release.

PUMP IMAX (p) = Defines maximum pump control current. All current adjustments are expressed as a percentage of this value. The adjustment range is from 50% (level 0) to 100% (level 9).

SLOW LIFT SPEED (p) = Reduction of the pump speed set on the potentiometer; the speed is scaled by the programmed coefficient. This function is active only when the SLOW LIFT INPUT option is set to ON. HYD SPEED COARSE (p) = Power steering coarse speed (from 0 to 100% Vbatt to motor). This parameter is active if the PUMP MODE option is set to STANDARD PUMP.

HYD SPEED FINE (p) = Fine power steering speed adjustment (add a value from 0 to 10% Vbatt to the coarse speed value). This parameter is active if the option PUMP MODE is programmed in STANDARD PUMP mode.

HYDRO COMPENS (p) = Power steering compensation. This parameter is active if the PUMP MODE option is programmed as STANDARD PUMP. 4TH SPEED COARSE (p) = Coarse adjustment of pump speed n°4. This parameter is active if the Cutback Input #1 option is set to OFF. 4TH SPEED FINE (p) = Fine adjustment of pump speed n°4. This parameter is active if the Cutback Input #1 option is set to OFF. 4TH SPEED COMP. (p) = Pump speed n°4 compensation. This parameter is active if the Cutback Input #1 option is set to OFF. 3RD SPEED COARSE (p) = Pump speed n°3, coarse adjustment. This parameter is active of the Cutback Input #2 option is set to OFF. 3RD SPEED FINE (p) = Pump speed n°3 fine adjustment. This parameter is active of the Cutback Input #2 option is set to OFF. 3RD SPEED COMP. (p) = Pump speed n°3 compensation. This parameter is active if the Cutback Input #2 option is set to OFF. 2ND SPEED COARSE (p) = Pump speed n°2, coarse adjustment.

2ND SPEED FINE (p) = Pump speed n°2, fine adjustment.

2ND SPEED COMP. (p) = Pump speed n°2 compensation.

1ST SPEED COARSE (p) = Pump speed n°1, coarse adjustment.

Instructions for programming the PARAMETER CHANGE menu using the programming console:

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1) Initial display 2) Press ENTER to access the main menu 3) The first menu item is displayed, PARAMETER CHANGE 4) Press ENTER to access the PARAMETERS function 5) The first parameter in the list is displayed 6) Use ROLL UP and ROLL DOWN to scroll through the list of parameters 7) The various parameters are displayed 8) Use SET UP and SET DOWN to change the programming level

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9) The new value is displayed 10) Press OUT to quit the programming procedure 11) A prompt asking you to confirm the changes is displayed 12) Press ENTER to confirm or OUT to cancel the change 13) The heading PARAMETER CHANGE is displayed 14) Press ROLL UP or ROLL DOWN to scroll through other options, or press OUT to return to the initial heading 5.4 MAIN MENU / TESTER The TESTER function makes it possible to monitor, in real time, status of the control sensors and drive permissive signal, instantaneous current and voltage supplied to the traction motor, plus other information (all shown in the table) that may prove useful for troubleshooting.

The following table lists the functions that can be displayed from this menu: TRACTION VMN: This is the voltage value measured between battery negative and terminal VMNT; three voltage bands are identified: 0% = from 0% to 22% battery voltage; 50% = from 22% to 70% battery voltage; 100% = from 70% to 100% of battery voltage.

PUMP VMN: This is the voltage measured between battery negative and terminal VMNP, three voltage bands are identified: 0% = from 0% to 22% battery voltage. 50% = from 22% to 70% battery voltage. 100% = from 70% to 100% battery voltage.

TR V. MOTOR PU: This is the voltage applied to the motors measured across terminals -SHT and VMNT for traction, and across terminals -SHP and VMNP for the pump; traction motor voltage is displayed under the letters TR, while pump motor voltage is shown under PU. The values are shown in volts.

TR I MOTOR PU: This is the current drawn by the motors measured across the input of terminal +SHT for the traction motor and +SHP for the pump motor. Traction motor current is displayed under the letters TR, while pump motor current is shown under the letters PU. The values are given in amperes.

BATTERY VOLTAGE: This is battery voltage read on pin E1 of input CH. Range = 60V, resolution = 0,3V, accuracy = ±1,5%.

TEMPERATURE: This is the temperature of the aluminium heat sink next to the MOSFETs. Range = -27°C ...100°C, resolution = 1 °C, accuracy ±1°C. ACCELERATOR: This is the voltage of the traction accelerator signal relative to pin G2 of input CPOT; range 0V ...10V, resolution 0.04V, accuracy = ±1%. The voltage value is shown on the left-hand side of the display while the percent value of the signal relative to PROGRAM VACC is shown on the right-hand side.

LIFTING CONTROL: Voltage of pump accelerator signal relative to input CPOTS pin L2.

The voltage value is shown on the left-hand side of the display, while the percent value of the signal relative to PROGRAM VACC is shown on the right-hand side.

Range = 0V ...5V, resolution = 20mV, accuracy = 1%.

FORWARD SWITCH: Forward travel digital input status MA pin G8. ON / +VB =

input enabled, voltage on connector OFF / GND =

, input disabled, connector free.

BACKWARD SWITCH: Digital input status of reverse travel microswitch MI, pin G7.

ON / +VB =

input active, power supplied to connector.

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OFF / GND =

input off, connector free.

CUT BACK SWITCH 1: Speed reduction 1 digital input status (RV1 pin L9). The function test is active when CUTBACK INPUT #1 is set to ON. OFF / GND =

, input disabled, connector to battery negative.

ON / +12 =

input enabled, connector free.

CUTBACK SWITCH 2: Speed reduction 2 digital input status (RV2 pin L8). The function test is active when CUTBACK INPUT #2 is set to ON. OFF / GND =

input disabled, connector to battery negative.

ON / +12 =

input enabled, connector free.

BRAKE SWITCH: Brake pedal digital input status (FR pin G6).

ON / +VB =

input enabled, voltage on connector.

OFF / GND =

input disabled, connector free.

SEAT SWITCH: Seat microswitch permissive digital input status (MSED pin F1).

ON / +VB =

input enabled, voltage on connector.

OFF / GND =

input disabled, connector free.

Instructions for displaying the TESTER submenu using the programming console.

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1) Initial display 2) Press ENTER to access the main menu 3) The first item in the list is displayed 4) Scroll through the list with ROLL UP or ROLL DOWN. Select TESTER 5) The selected item is displayed (TESTER) 6) Press ENTER to access the TESTER function 7) The first tested signal is displayed 8) Scroll through the list of tested signals using ROLL UP and ROLL DOWN 9) The next signal(s) is(are) displayed 10) To return to the list of options, press OUT 11) The selected option is displayed http://www.yaleaxcessonline.com/lib/service/itwservice/272485100/01_elett/c1a.htm (23 of 47)07.09.2011 13:45:30

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12) Press ROLL UP or ROLL DOWN to scroll through the other options or press OUT to return to the heading 5.5 MAIN MENU / SAVE PARAMETER The SAVE PARAM. function allows you to download, to the console memory, configuration data and parameters relative to controller programming. The console can store up to 30 programs.

Each program stored in the console can be loaded on to another controller using the RESTORE PARAM function.

The SAVE PARAM. function allows you to upload the following data on the console: - all the parameter settings (PARAMETER CHANGE); - the options settings (SET OPTIONS); - the battery setting (ADJUST BATTERY).

Service technicians should ensure that programs for all the truck models used in the area for which they are responsible are stored on their personal console. In this way, whenever a controller requires replacement, once the new unit has been installed, it can be programmed with the same data as the old unit using the RESTORE PARAM. function.

Controllers purchased as replacement parts are supplied with a standard program already loaded, but to obtain the best performance from each truck the specific program for the relevant model must be downloaded to the controller.

Instructions for using the SAVE PARAM. function from the console:

1) Initial display 2) Press ENTER to access the main menu 3) The first item in the list is displayed

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4) Scroll through the list with ROLL UP or ROLL DOWN and select SAVE PARAM 5) The selected option is displayed (SAVE PARAM.) 6) Press ENTER to access the SAVE function 7) The top line will show the selected model code while the bottom line will shown the message FREE if the code has not been assigned to a model, or the name of the model associated with the code 8) Use ROLL UP and ROLL DOWN to select the model code 9) A new code is displayed along with the relative status (FREE / ENGAGED) 10) Press ENTER to confirm the reading operation 11) The second line of the display will scroll through the list of saved parameters 12) On completion of the operation the message SAVE PARAM. will be restored 5.6 MAIN MENU / RESTORE PARAM. The RESTORE PARAM. function allows you to transfer any of the programs of the models stored in the console memory using the SAVE PARAM. function, this making it possible to download to the controller all the data relative to the truck model in a single operation.

Data loaded into the controller using the RESTORE PARAM. function are as follows: - all parameter values (PARAMETER CHANGE); - options settings (SET OPTIONS); - battery settings (ADJUST BATTERY).

WARNING: the RESTORE PARAM. operation overwrites data in the controller, consequently the data previously stored in the memory will be deleted.

Instructions for using the RESTORE PARAM. function with the console:

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1) Initial display 2) Press ENTER to access the main menu 3) The first item in the list is displayed 4 ) Scroll through the list with ROLL UP or ROLL DOWN and select RESTORE PARAM 5) The selected item is displayed (RESTORE PARAM.) 6) Press ENTER to access the RESTORE PARAM. function 7) The selected model code is shown with the type of controller in the memory on the bottom line 8) Use ROLL UP and ROLL DOWN to select the required model code

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9) The selected model code will be shown together with the relative type of controller in the memory 10) Press ENTER to confirm the download procedure 11) A prompt will appear asking you to confirm the operation ENTER = YES, OUT = NO 12) Press ENTER to confirm the download operation (OUT to cancel) 13) The list of parameters being downloaded will be shown on the display 5.7 MAIN MENU / ALARM In operation, the controller stores the last 5 alarm events in its memory, recording the relative identification code, the number of times that the same alarm has been activated and the program line at which the alarm was tripped (information useful only to the system supplier).

These alarms may be displayed on the console by interrogating the ALARMS submenu in the MAIN MENU. This function allows a more in-depth diagnosis of the electrical system by supplying controller historical data.

NOTE: if the console is not available, you can discover which alarm has been generated by counting the flashes of the LED on controller connector A (for flashing alarm codes see heading 5.0).

Instructions for accessing the ALARMS function from the console:

1) Initial display

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2) Press ENTER to access the main menu 3) The first item in the list is displayed 4) Scroll through the list using ROLL UP and ROLL DOWN and select ALARMS 5) The selected item is displayed (ALARMS) 6) Press ENTER to access the ALARMS function 7) The last alarm to have been tripped is shown together with the hour meter value, repeats, and temperature 8) Use ROLL UP to scroll through the list of previous alarms and ROLL DOWN to return to more recent alarms 9) Another alarm code is displayed. If there have been no alarms the display shows ALARM NULL 10) Press OUT to quit the ALARMS menu 11) A prompt is displayed asking you to confirm deletion of the alarms memory 12) Press ENTER to delete Press OUT to return to the main menu 5.8 MAIN MENU / PROGRAM VACC Through this function, the controller acquires the minimum and maximum values of the potentiometer signal, which are taken as the upper and lower speed control limits. This allows you to compensate for any asymmetry in the potentiometer control mechanism or any errors in the fine mechanical adjustment.

Instructions for using the PROGRAM VACC function from the console:

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1) Initial display 2) Press ENTER to access the main menu 3) The first item in the list is displayed 4) Scroll through the list with ROLL UP or ROLL DOWN and select PROGRAM VACC 5) The selected item is displayed (PROGRAM VACC) 6) Press ENTER to access the PROGRAM VACC. function

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7) The maximum values currently assigned to forward and reverse travel are displayed 8) Press ENTER 9) The controller is now ready to accept the new minimum and maximum values of the potentiometer signal 10) Press the pedal taking care to move it slowly in the initial phase of its stroke and to reach the stroke limit with the lever. N. B. Select the travel direction before pressing the pedal 11) The display will show the new min. and max. values for the respective directions of travel. The arrow indicates the selected travel direction 12) Press OUT 13) A prompt is displayed asking you to confirm acquisition of the new values 14) Press ENTER to confirm or OUT to cancel 6.0 COMBI-C1 CONTROLLER CONFIGURATION TABLES

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6.1 PROGRAMMING LEVELS EQUIVALENCE TABLE

7.0 CALIBRATION PROCEDURE FOR INITIALISATION OF A NEW CONTROLLER With the truck switched off, connect and power on the programming console. In normal circumstances, if no wiring errors are present or component faults, the display will shown the heading.

7.1 TRACTION CALIBRATIONS SEQUENCE 1) Set the options.

2) Calibrate battery voltage (only if necessary).

3) Check operation of all the inputs, including the potentiometer, using the console tester functions.

4) Acquire the accelerator signal in the “PROGRAM VACC” menu.

5) Calibrate maximum current (TRACTION IMAX.) by selecting the level corresponding to the required value shown in the adjustments table.

6) Calibrate acceleration (ACCELERATION DELAY) by starting from a standstill in both forward and reverse directions.

7) Calibrate CREEP speed starting from level 0 with the truck at a standstill and pressing the pedal slightly in order to trip the travel microswitch while leaving the potentiometer at its minimum value. Now raise the CREEP level until the truck starts to edge forwards.

8) To set the speed reductions, activate the microswitch relative to the required reduction and then set the COMPENSATION parameter to 0; set the speed value (CUTBACK SP.1 etc.) with the truck unloaded, on a level floor, and with the accelerator pedal fully depressed. At this point load the truck or travel up a grade, keeping the accelerator pedal fully depressed. In these conditions calibrate the COMPENSATION value until the truck reaches the required speed.

9) Release braking (RELEASE BRAKING) must be set by pulling away with the truck and then releasing the accelerator pedal

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completely without pressing any other pedals.

10) Reverse braking (INVERSION BRAKING): to set this parameter first bring the BRAKING MODULATION level to 0, then pull away and invert the direction of travel without releasing the pedal. Now adjust the braking level.

11) Braking modulation with accelerator (BRAKING MODULATION). This parameter increases inversion braking in accordance with the level of the accelerator signal and must be set by inverting the direction of travel with the pedal completely pressed.

12) Release braking with pedal pressed (PEDAL BRAKING). Set this value by pressing the pedal slightly during a release.

7.2 PUMP CALIBRATIONS SEQUENCE 1) Selection and calibration of battery voltage.

2) Check functionality of all the wired inputs, including the potentiometer, using the console tester functions.

3) Acquire the lift potentiometer signal (if used) in the menu “ADJUSTMENTS”, SET LIFT MIN and SET LIFT MAX. 4) Set the maximum current (PUMP IMAX.) by selecting the level corresponding to the required value.

5) Set the speed (SPEED) of the relative functions with the truck unloaded and compensation level (COMPENSATION) set to “0”, then load the truck and adjust the compensation value until you reach the desired speed. Since speed and compensation adjustments are interdependent, further adjustments will be required until the optimal condition is obtained.

6) Set the power steering speed (HYDRO SPEED) in the same way as the other speeds with the sole difference that the speed must be set with the steering at rest while compensation (HYDRO COMPENSATION) must be set with the steering loaded.

7) Calibrate acceleration, deceleration and creep speed as appropriate.

8) When the system is powered on the SLOW LIFT SPEED parameter is set to “0” and the hydraulic functions are disabled. To activate the hydraulic functions set the parameter to “9”.

8.0 TROUBLESHOOTING 8.1 DECODING OF ALARM SIGNALS ON THE TRACTION DIAGNOSTIC LED

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A = Eliminate the fault and reset the keyswitch to resume normal operation B = Eliminate the fault and reset the travel command to resume normal operation C = Indication; requires software remedies only 8.2 DECODING OF ALARMS DISPLAYED ON CONSOLE (TRACTION) 1) BRAKE CON CLOSED. (regenerative version only) Test performed on activating drive or at the start of regenerative braking.

If, on closing the drive contactor, VMN is found to be > 2/3VBATT, the alarm is activated.

Possible causes: a) The normally open contact of the brake contactor has stuck in the closed position; release the contact and clean, or, if too damaged, replace the contacts or the contactor. b) The brake contactor is constantly energised due to a malfunction of the control logic or because the NTFR* wire is shorted to negative.

To check whether the fault is due to one of these causes, select drive and press the accelerator pedal (or turn the butterfly control on trucks with steer handle) without giving the drive permissive signal. If the brake contactor is energised in synchrony with the pedal or control, check as follows: disconnect the NTFR* wire from the connector, and repeat the above test: if the contactor remains energised, replace the control logic; if the contactor moves, check that the wire is not coming into contact with a metal part.

2) DIR. CONT. OPEN Test performed on receipt of the travel request signal to check that travel contactor closes and that the VMN signal is consistent. a) To determine the cause of the fault, follow the diagnostic procedure below.

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A1) Poor contact on the NO* contact of TA* or on the NC* contact of TI* due to presence of dirt, dust or foreign material between contacts; clean with compressed air and, if necessary, with a very fine abrasive. *NOTE = For key to abbreviations see page 50.

It may be necessary to replace the two contactors.

A2) Poor contact on NO contact of TI or NC contact of TA. Presence of dirt, dust or foreign material between contacts. Clean the contacts with compressed air or, if necessary, using a light abrasive action.

It may be necessary to replace the two contactors.

A3) The most probable cause is that the normally closed contact of the contactor makes a poor contact with the battery negative due to the presence of dirt or a mechanical defect of the contactor.

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It may be necessary to replace the contactor.

Other possible causes are an interruption in the motor power connection due to: - Brushes not touching commutator (fig. 1) - Brushes wire burnt out (fig. 2) - No negative wire to brake contactor (fig. 3) - Breakage in the motor winding or in the winding connection

B1) The forward travel contactor is receiving power at the correct voltage but fails to close; possible causes: 1 The contactor coil is broken, check resistance with an ohmmeter.

2 The contact is mechanically prevented from closing.

3 The nominal operating voltage of the coil is greater than the nominal battery output.

B2) The reverse travel contactor is receiving power at the correct voltage but fails to close; the probable causes are those listed for TA in point B1.

B3) The forward and reverse contactors are receiving power correctly but fail to close; the probable causes are those listed in point B1.

C1) TA is not receiving power; check the wiring and connections between the TA coil, connector PT and NTA. C2) TI is not receiving power; check the wiring and the connections between the TI coil, connector PT and NTI. C3) TI and TA are not receiving power; check the wiring and connections between the coils and connectors PT, NTI and NTA. - For points C1 - C2 - C3 it may be necessary to replace the board For the H2B in standard configuration, the same solutions as those given in points A1 - A2 - B1 - B2 - C1 - C2 apply, except that in the last two points the connection points will differ from those indicated for the regenerative version.

3) BRAKE CONT. OPEN. (regenerative only) Test performed during drive engagement; after the travel contactor has closed, the brake contactor closes, verifying that the VMN increases from < 1/3 to > 2/3; if this condition is not verified, the relative alarm signal is activated. To determine the cause of the fault, proceed as follows:

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A4) Poor TFR NO contact; clean the contact or, if excessively worn, replace the contactor.

A5) The positive wire to the brake contactor is missing.

B4) Replace the contactor coil or the entire contactor.

B5) Contactor mechanically jammed; free or replace.

B6) Operating voltage rating of contactor greater than the nominal supply voltage.

C4) The coil is not receiving power; check wiring and connections between the coil and connectors PTFR and NTFR. The problem may be a malfunction of the electronic board; if no wiring faults are found, replace the board.

4) DIR. CON. CLOSED Drive contactor remains closed (stuck).

Test performed during transition to rest condition or on braking to verify that the drive contactor opens, checking that the status of VMN voltage is commensurate with this condition.

Possible causes: a) Drive contactor stuck or slow to open. b) Control logic faulty.

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5) VMN LOW Test performed at up to 80% PWM in both rest and drive conditions. If the VMN voltage is found to be 1/3 the battery voltage, the relative alarm condition is activated.

To determine the cause of this problem, follow the procedure given in the table below.

B7) If the travel contactor is constantly energised, check: 1) that the wire to NTA or NTI is not shorting against a metal part connected to the battery negative; 2) if the board is faulty, disconnect the wire to the constantly energised contactor from the board connector; if this de-energises the contactor, the board must be replaced.

B8) A travel contactor is stuck in the operating position; free the contacts. It may be necessary to replace the contactor.

D1) Incorrect connection of motor wires; stator and rotor wires swapped over:

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D2) There is current leakage between the stator winding and the armature winding of the motor, or there is contact between electrical parts of the two windings inside the motor.

D3) Check that there are no conductive metal objects inside the panel that could cause the points connected to SH- and SH+ to short to negative.

C5) The most probable cause is a faulty controller. Renew the controller.

E1) On trucks equipped with a bypass contactor, check whether it is stuck or slow to open.

To verify the latter possibility, check whether the fault can be eliminated by disconnecting the bypass; if so, renew the bypass.

Important: note that the contactors connected to the controller must not have arc suppression devices on the coils because the coils are accommodated inside the controller and, moreover, external suppression devices would alter the opening times of the contactor.

6) VMN HIGH. Test performed in rest condition.

If VMN voltage is greater than 2/3 VBATT, the relative alarm is activated. Possible causes: a) Short circuit between +BATT and VMN, check for metal parts that could cause a short-circuit on the panel. b) Cables probably inverted between pump motor and traction motor. c) Controller fault, probable failure of brake diodes, renew the power section.

7) NO FULL COND. The test is performed in total conduction condition.

If, in this condition, VMN is found to be greater than 1/3 VBATT, this means that there is a potentially dangerous fault in the diagnostic circuit and therefore truck operation is inhibited. If the fault persists, replace the control logic.

8) HIGH TEMPERATURE Indicates that controller temperature has risen to over 80°C The maximum current is gradually reduced until it reaches zero at 85°C. a) If the alarm occurs immediately on startup when the controller is cold, the most probable cause is a fault in the temperature sensing circuit on the power section or on the board. Renew one of these two parts or renew the entire controller. b) If the alarm occurs frequently soon after the truck starts operating this is probably due to insufficient heat dispersal; check tightness of the fixing nuts and correct installation.

9) BATTERY The battery is discharged.

The alarm occurs only when the “battery check” option is selected on the serial console (default setting). When the alarm is activated, the maximum current is limited to 50%.

10) INCORRECT START Incorrect start sequence.

The truck starts only if the operator observes the correct sequence : 1 key 2 drive. Possible causes: a) Drive safety microswitch stuck. b) Incorrect start sequence; pedal pressed when keyswitch is turned. c) Incorrect wiring: if no external faults are found, replace the control logic.

11) FORW - BACK The test is performed constantly; the alarm is activated if two drive request signals are detected simultaneously. Possible causes: a) Faulty wiring. b) Drive microswitch stuck. c) Incorrect manoeuvre. http://www.yaleaxcessonline.com/lib/service/itwservice/272485100/01_elett/c1a.htm (38 of 47)07.09.2011 13:45:31

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d) If no external faults are found, replace the board.

12) VACC NOT OK The test is performed in the rest condition.

The alarm indicates that the accelerator voltage is 1V greater than the minimum value stored in memory. Possible causes: a) The potentiometer negative wire is interrupted. b) The potentiometer is not calibrated correctly. c) The potentiometer is faulty (interrupted).

13) STBY I HIGHT Test performed in rest condition to verify that the current level is zero.

If this is not the case, the alarm is activated and truck operation is inhibited. Possible causes: a) Current sensor broken or faulty control logic.

First replace the control logic; if the fault persists, replace the power section.

14) I=0 EVER Test performed in travel condition.

The test checks that the current exceeds a minimum value during travel; if it does not, the alarm is generated and truck operation is inhibited Possible causes: a) The current sensor is faulty; replace the power section. b) Incorrect connection of the power wires to the SH- and SH+ bars.

15) EEPROM KO Fault in the non-volatile memory that contains the hour counter data, the alarm log and the programming parameters.

If the fault persists after turning the keyswitch off and then on again, replace the control logic.

16) WATCH-DOG The test is performed in both standby and drive conditions.

It is an internal self-diagnostic test of the control logic and can be reset by turning the keyswitch off and then on again.

If the alarm persists, replace the control logic.

17) COIL SHORTED Overload or short to battery positive on the negative contactor control outputs. Possible causes: a) The contactor coils are shorting out or have a continuous current draw in excess of 6A. b) Shorting to the +BATT of the wiring from the contactor connector. The alarm indicates an overload, rather than a breakage, of a controller component; once the external cause of the problem has been eliminated normal operation can be resumed.

18) DRIVER SHORTED The relative test is performed in standby condition and consists of checking that the output voltage of the drivers that control the contactors is correct. Possible causes: a) Control logic fault. b) Breakage of drivers due to over-voltage in the contactor negative wires; replace the control logic after having eliminated the cause of the problem.

19) CAPACITOR CHARGE The test is performed at startup when the MAIN CONTACTOR option is selected in PRESENT mode; the test consists in checking that VMNT voltage reaches a value greater than 1/3 battery voltage in an interval of less than 1sec. If this fails to happen it means that there is a fault preventing charging of the power stage capacitors; in this case the alarm is generated and the main contactor fails to close.

Possible causes: a) Faulty power section. b) Current leakage between motors and battery negative.

9.0 TROUBLESHOOTING 9.1 DECODING OF PUMP UNIT DIAGNOSTIC LED ALARMS

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9.2 DECODING OF ALARMS DISPLAYED ON THE CONSOLE (PUMP UNIT) 1) PUMP VMN LOW. The test is performed in standby conditions; if VMNP voltage value is lower than 1/3 Vbatt, an alarm is generated.

Possible causes: a) Motor incorrectly wired - check. b) Controller fault - renew.

2) PU NO FULL COND. The test is performed in total conduction condition.

If, in this condition, the VMNP is found to be greater than 1/3 VBATT, this indicates a fault condition in the diagnostic circuit, with resulting safety risk; truck operation is therefore inhibited. If the fault persists renew the control logic.

3) INCORRECT START. Travel request when keyswitch is turned. Possible causes: a) Incorrect operator manoeuvre. b) Travel request microswitch contacts sticking. The presence exclusively of the power steering request when the keyswitch is turned will not cause the alarm to be generated.

4) PUMP STBY I HIGH Test performed in rest condition to verify that the current level is zero.

If this is not the case, the alarm is activated and truck operation is inhibited. Possible causes: a) Current sensor broken or control logic faulty.

5) PUMP I=0 EVER Test performed in travel condition.

This test checks that the current exceeds a minimum value during travel; if it does not, the alarm is activated and truck operation is inhibited. Possible causes: a) The current sensor is faulty; renew the power stage.

First replace the control logic; if the fault persists replace the power section.

6) EEPROM KO See description in heading 5.2 alarm n°15.

7) WATCH-DOG See description in heading 5.2 alarm n°16.

8) HIGH TEMPERATURE See description in heading 5.2 alarm n°8.

9) CAPACITOR CHARGE See description in heading 5.2 alarm n°19.

10) COIL SHORTED See description in heading 5.2 alarm n°17.

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11) DRIVER SHORTED See description in heading 5.2 alarm n°18.

12) BATTERY See description in heading 5.2 alarm n°9.

PRC HYDRAULIC CONTROLLER INTRODUCTION TO THE PRC CONTROLLER CONSOLE FUNCTIONS MAP PRC CONTROLLER CONFIGURATION TABLE POTENTIOMETERS CONFIGURATION DESCRIPTION OF PARAMETERS DESCRIPTION OF ALARMS 1.0 PROPORTIONAL CONTROLLER PRC INTRODUCTION The PRC is an electronic microprocessor device connected to the COMBI-C1 controller on connector (B) by way of an interface card (Ref. 1) and connector (Ref. 2), using an optically decoupled serial line.

The PRC controls a proportional solenoid valve (EVP) for the descent movement, and three ON/OFF solenoid valves (EV) to control the other hydraulic functions: forks left and right sideshift and forks left and right rotation.

The PRC can manage a maximum of four joysticks for control of the solenoid valves.

PRC block diagram:

The PRC operates on either 24V or 48V and is able to control a total of 8 ON/OFF solenoid valves plus one proportional solenoid valve with a current control signal.

It is essential for both the valves and the PRC to be connected to the same power supply voltage.

The PRC can be powered either from the traction battery or the output of a DC/DC. The PRC is able to dialogue with the programming console, on which it is possible to edit the values of the PRC parameters and perform the necessary calibrations. The console is connected to the same connector reserved for connection with the COMBI-C1 controller, i.e. connector (B).

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2.0 CONSOLE FUNCTIONS MAP

3.0 PRC CONTROLLER CONFIGURATION TABLE

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4.0 CONFIGURATION OF POTENTIOMETERS IN PRC The PRC inputs can be connected to 4 analog potentiometers controlling 4 different functions. The potentiometers are designated J1, J2, J3, J4.

When the unit is powered on the potentiometers must be at the mid point of their travel (0 - 5V) with a signal of 2.5V ±200mV on the central wiper contact.

If any of the potentiometers are outside this position, the system generates an alarm that can be J1 SOL. NOT OK, J1 DIS. NOT OK, J2 NOT OK, J3 NOT OK, J4 NOT OK, depending on which potentiometer is out of position.

Simultaneously pressing the keys at the top right and top left of the programming console serves to open the CONFIG MENU, which features the single item SET OPTIONS; when you open the SET OPTIONS menu you can configure the PRC, defining which potentiometers are present/absent: J1 PRESENT / ABSENT J2 PRESENT / ABSENT J3 PRESENT / ABSENT J4 PRESENT / ABSENT By default all four potentiometers are set to ABSENT; inputs that are not used must be set to ABSENT. The potentiometers movement logic ensures that when the first function is selected it automatically disables all the others; if when one lever is being moved another lever is also moved, as soon as the first lever is returned to its rest position, the next function is enabled.

The only exception to this logic is the downward movement, which can be executed simultaneously with functions J2, J3, J4.

The potentiometer travel must be mechanically restricted in such a way as to supply output signals that are always lower than 4.7V and always higher than 0.3V. If these limits are surpassed, an alarm is generated indicating a potentiometer “OPEN CIRCUIT” condition.

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IMPORTANT = If any of the joysticks develops a fault, the entire truck is inhibited for both lifting and lowering movements and travel. To restore functionality, use the console and enter the CONFIG. MENU, access SET OPTIONS and change the status of the faulty potentiometer from “PRESENT” to “ABSENT”. At this point the truck is enabled for traction functions; to restore the hydraulic functions you must first renew the faulty joystick.

To set the joystick values use the console and select the “TESTER” menu, starting from J1 and then progressing to the others in sequence, the values are stored as shown in the following table.

OPTIMUM VALUES TO SET ON THE JOYSTICKS FOR EFFICIENT HYDRAULIC MOVEMENTS

4.1 DESCRIPTION OF PARAMETERS Movement of J1 towards 5 Volts controls lift movements and causes solenoid valve EV1 to open. The pump rotates at a speed that is proportional to the displacement of lever J1.

Moving J1 towards 0 Volt controls downward movement: the EVP opens proportionally to reflect the current joystick position.

The proportional solenoid valve EVP is associated with maximum and minimum opening valves programmable using parameters from 0 to 9.

Also the opening and closing times of EVP can be programmed using parameters from 1 to 9: EV ACCELERATION 0...9 EV DECELERATION 0...9

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As soon as the output of J1 departs from its rest value by more than 200mV, proportional solenoid valve EVP is supplied with the minimum programmed power without any ramp, while for the maximum, required opening of the solenoid valve the valve is supplied with the maximum programmed power via a ramp.

Like J1, also functions J2, J3 and J4 feature a tolerance of ±200mV around the value of 2.5V or the value acquired for the rest position if the potentiometer stroke programming procedure has been executed. When this tolerance area is surpassed, the system reads a control request signal.

This causes energization of a valve and starting of the pump at a speed that is proportional to the current displacement of the lever.

When lever J2 is displaced towards +5V it controls solenoid valve EV3; moving the same lever towards 0V causes it to control solenoid valve EV4.

When lever J3 is displaced towards +5V it controls solenoid valve EV5; moving the same lever towards 0V causes it to control solenoid valve EV6.

When lever J4 is displaced towards +5V it controls solenoid valve EV7; moving the same lever towards 0V causes it to control solenoid valve EV8.

It is possible to program a speed reduction for these three functions; the reduction can be programmed between 0 and 9, discriminating between different functions and between forward and reverse, by means of appropriate parameters.

Also a DESCENT CUTBACK function is available, again programmable from 0 to 9 and activated by connecting an NC microswitch to ground.

This function is activated when the microswitch is opened during downward movements. Opening of this microswitch in rest conditions has no effect, and the next descent movement is not limited by the speed reduction.

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The program does not allow two manoeuvres (Lift and Travel) to be performed together, because each lever has a different pump function and acceleration.

The only possibility for dual manoeuvres is to use the mast descent function (J1) together with another forks unit function (sideshift or rotation).

5.0 ALARMS The ALARMS menu provides the facility to read alarms in the memory.

Each alarm on the console is associated with a message, the time, the temperature, and the number of consecutive times the alarm in question has been generated.

Possible alarms: J1 SOL. NOT OK - J1 DIS. NOT OK - J2 NOT OK - J3 NOT OK EVP NOT OK - DRIVER SHORTED - EEPROM OFFLINE - EEPROM DATA KO EEPROM CONF KO - EEPROM PAR KO - WATCHDOG 5.1 DECODING OF ALARMS DISPLAYED ON THE CONSOLE 1) J1 SOL. NOT OK - J1 DIS. NOT OK - J2 NOT OK - J3 NOT OK. The first four alarms refer to an incorrect position of the potentiometers (joysticks) when the keyswitch is turned on or during travel. The potentiometers must give a reading of 2.5V±200mV in their rest position and < 4.7V and > 0.3V in their travel limit position.

2) EVP NOT OK. This alarm refers to incorrect operation of the proportional solenoid valve; when the keyswitch is turned on and in rest status the solenoid valve must be closed and not supplied with power.

3) DRIVER SHORTED. Indicates that one of the drivers is closed without the presence of a command, so that the solenoid valve in question is considered to be open without a corresponding request.

4) EEPROM OFFLINE - EEPROM DATA KO - EEPROM CONF. KO - EEPROM PAR KO - WATCHDOG. The other alarms refer to EEPROM malfunctions or a failed refresh of the WATCHDOG signal due to the presence of program errors or hardware faults.

6.0 PROGRAM VACC PROGRAM VACC provides the facility to acquire the effective stroke of the four potentiometers and then to scale the corresponding four functions appropriately.

When ENTER is pressed on PROGRAM VACC the message VACC SETTINGS is displayed, showing the maximum and minimum values of potentiometer J1; press ENTER again to access the programming function.

Moving, for example, the first lever forward causes the maximum value to increase (5V) while the minimum value remains on 2.5V (mid stroke); shifting the lever backwards causes the minimum value to drop (0V) while the maximum value remains at 2.5V. This operation must be repeated in sequence (from J1 to J4) on all the available joysticks, moving each one slowly to each limit position of its mechanical stroke.

After terminating the readings the values must be saved by pressing the OUT and ENTER keys. The maximum and minimum values are saved for each potentiometer in its rest position.

INSTALLATION The enclosure provides optimal protection for the control logic without requiring any form of heat sink. The control logic unit can be installed anywhere.

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HYDRAULIC SYSTEM 1.0 FUNCTIONAL HYDRAULIC DIAGRAM MODELS MT10 - 12 - 15

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1.1 TABLE OF HYDRAULIC COMPONENTS The components illustrated on the previous page are described in the following table.

Key: Ref. Component reference in adjacent figure; Component description Function of component;

NOTE: All Yale Part Numbers are given in the parts catalogue.

1.2 TABLE OF HYDRAULIC FUNCTIONS

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1.3 MAST LIFT CIRCUIT CONDITON MODELS MT10 - 12 - 15

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1.4 MAST LOWER CIRCUIT CONDITION MODELS MT10 - 12 - 15

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1.5 FORKS RH SIDESHIFT CIRCUIT CONDITION MODELS MT10 - 12 - 15

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1.6 FORKS LH SIDESHIFT CIRCUIT CONDITION MODEL MT10 - 12 - 15

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1.7 FORKS RH ROTATION CIRCUIT CONDITION MODELS MT10 - 12 - 15

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1.8 FORKS LH ROTATION CIRCUIT CONDITION MODELS MT10 - 12 - 15

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2.0 MAST LIFTING VALVE LOAD HANDLER CONTROL VALVES MODELS MT10 - 12 - 15

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2.1 TABLE OF LIFTING AND LOAD HANDLER VALVE COMPONENTS The components shown are described in the following table.

Key: Ref. Component reference in adjacent figure; Component description Function of component;

NOTE: All Yale Part Numbers are given in the parts catalogue.

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THREE-SIDED LOAD HANDLER 1.0 STANDARD LOAD HANDLER COMPONENTS MODELS MT10 - 12 - 15

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1.1 TABLE OF STANDARD LOAD HANDLER COMPONENTS MODELS MT10 - 12 - 15 Key: Pos. Component reference in adjacent figure; Component description Function of component;

NOTE: All Yale Part Numbers are given in the parts catalogue.

1.2 COMPONENTS OF LOAD HANDLER WITH CARRIAGE (OPTIONAL) MODELS MT10 - 12 - 15

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1.3 TABLE OF COMPONENTS OF LOAD HANDLER WITH CARRIAGE MODELS MT10 - 12 - 15 Key: Pos. Component reference in adjacent figure; Component description Function of component;

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NOTE: All Yale Part Numbers are given in the parts catalogue.

2.0 THREE-SIDED LOAD HANDLER FUNCTION MODELS MT10 - 12 - 15 The three-sided load handler installed on the trucks in question allows the operator to pick up and deposit loads on the shelving to the left or right of the operator position.

All the load handler movements - carriage lift, forks sideshift, forks rotation - are provided by a hydraulic system (see relative section) equipped with solenoid valves and hydraulic actuators.

By means of the relevant joysticks, the solenoid valves are operated to direct the oil flow to the various actuators controlling movements of the load handler.

FORKS UP: Moving joystick J1 towards the operator produces a lift movement of the mast. When the truck is equipped with a load handler with carriage, the forks carriage cylinder starts moving first (1700mm) followed by the mast cylinders.

FORKS SIDESHIFT: Joystick J2 serves to shift the forks to the right or left along the entire length of the rack. If the forks are not at their limit position (i.e. if they are outside the truck profile) the electronic control system will enable travel movements exclusively at reduced speed.

FORKS ROTATION: Joystick J3 serves to rotate the forks through 180°. If the forks are not at their limit position (i.e. if they are outside the truck outline) the electronic control system will enable travel movements exclusively at reduced speed.

COMBINED MOVEMENT: Per velocizzare le fasi di rotazione e traslazione, questi movimenti possono essere effettuati To speed up rotation and sideshift movements, they can be controlled simultaneously contemporain synchrony (no other combined movements are permitted). To use the rotation and sideshift controls simultaneously, press the button (N° 16, see electrical components on page 10a) and select both movements (joysticks J2 and J3).

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In some circumstances the truck is supplied with the load handler complete with carriage and lift accessory (optional); in this case the truck is shipped with the unit disassembled on a separate pallet.

The procedure for installing the load handler on the truck is described below.

SPECIAL EQUIPMENT REQUIRED - Suitable capacity lifting straps - Overhead crane with suitable load capacity or alternative lifting equipment STANDARD TOOLS REQUIRED

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1) LIFTING STRAPS - Fix the straps to the load handler in four points (see figure 9). This arrangement of the straps serves to lift the load handler vertically to facilitate its insertion on the relative beam.

2) OVERHEAD CRANE OR OTHER LIFTING MEANS Attach the straps to the lifting hook and lift the load handler vertically, ensuring that it is perfectly perpendicular (see figure 9).

3) 6mm ALLEN WRENCH. Start inserting the load handler into the guides, ensuring that the teeth of the upper and lower pinions (Ref. D Fig. 9) mesh perfectly with the initial teeth of the racks (loosen the hydraulic motor fixing screws if necessary (Ref. A Fig. 10) to facilitate insertion) and push the load handler onto the beam, checking that it is free moving without undue friction or sticking. When correctly installed the load handler should slide freely backwards or forwards when pushed firmly with the hands.

4) 18-23 mm HEX WRENCH - Route the hydraulic pressure (P) and return (R) hoses through the lower arm and secure them to the relative connections of the valves assembly.

5) 8 mm ALLEN WRENCH - Position the stroke limiting plate on the lower track of the rack and tighten the four fixing screws (Ref. E Fig. 11).

6) 4 mm ALLEN WRENCH - Connect the cable conveyor chain to the relative bracket on the load handler by means of the four screws.

7) Make the electrical connections by inserting the connectors in observance of the codes with which they are marked (Ref. F Fig. 12).

8) Before powering on the truck check all the electrical and hydraulic connections to ensure they correspond to the relative diagram.

9) Perform forks sideshift and rotation movements and check for possible oil leaks from the hydraulic connections. Ensure that the movements are smooth and performed without unusual noises. Perform the same manoeuvres with the nominal load shown on the rating plate and perform the checks relative to the no-load tests.

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2.2 MECHANICAL ADJUSTMENT OF LIMIT SWITCHES MODELS MT10 - 12 - 15 When the truck is delivered the manufacturer has already adjusted the positions of all limitswitches. During transport to the place of destination it may occur that the locking cams shift from their original positions, creating problems with the various limitswitches. Take corrective action and return any displaced cams to their original positions.

The microswitches installed on the load handler perform a dual function: a) Outline indicators that prevent high speed travel of the truck if the load handler is not at its stroke limit position; b) Deceleration limitswitches that prevent the load handler from impacting violently against the mechanical limit stops.

WARNING: When the adjustments are terminated test the system to ensure that all interventions have been performed correctly!

2.3 MECHANICAL LIMIT STOPS AND ROTATION CAMS STANDARD TOOLS REQUIRED

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Unscrew the mechanical stop grub screws (Ref. G Fig. 13), rotate the limiter (Ref. H Fig. 7) until the correct degree of rotation is obtained (90° to the right and 90° to the left of the forks). When the adjustment is terminated, tighten the grub screws.

Unscrew the grub screw securing the limitswitch cams (Ref. I-L Fig. 13) and turn the cams until the limitswitch trip action is correct (Ref. M Fig. 13) and the load handler rotates correctly through 180°. When the adjustment has been terminated immobilize the cams by tightening the grub screws.

2.4 SIDESHIFT DECELERATION MICROSWITCH Unscrew the two Allen screws (Ref. N Fig. 14) and adjust the position of the microswitch (Ref. O Fig. 14) in a longitudinal direction so that the load handler does not impact violently against the mechanical stop.

When the adjustment is terminated fix the microswitch in its new position by tightening the two Allen screws.

2.5 MAINTENANCE The three-sided load handler is an important part of the truck and the part that is most subject to mechanical stress. For this reason it must be subjected to regular servicing at intervals of 300/400 duty hours. This interval is not arbitrary. It must be calculated on the basis of the intensity of use of the truck, the type and condition of the flooring, and the type of loads handled.

An impact, slight oil leak, unusual noise, or a load that slumps forward must all be investigated carefully to identify the fault and http://www.yaleaxcessonline.com/lib/service/itwservice/272485100/03_attre/c3a.htm (8 of 13)07.09.2011 13:47:17

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make the necessary repairs before irreparable damage ensues. The following action is therefore recommended: a) Check that the load handler rollers do not have excess play; grease the rollers thoroughly. b) Make sure the forks rotation fork cylinder seals are perfectly oiltight and check the condition of the rotation chain, bearing in mind that the chain is automatically adjusted when the operating cylinders are pressurized. c) Check that the slideways of the load handler rollers are perfectly clean and then grease them. d) Check that the racks and load handler pinions are clean and properly greased. e) Check that the limit and positioning microswitches are clean and fully functional. f) Check that the sideshift hydraulic motor shows no signs of oil loss or internal leakage (with the truck switched off the nose of the load handler must remain in its position on the rack, even when pushed by hand).

NOTE: If any faulty parts are found during this inspection, such as crushed hydraulic hoses (renew), rollers with play procedure on , faulty microswitches, or other, make the necessary replacements.

2.6 TROUBLESHOOTING Problem: Sideshift does not operate with full load Causes and solutions 1) Excessive load weight: check rating plate data.

2) Racks or ways jammed or damaged: clean thoroughly and lubricate.

3) Pressure relief valve setting is too low: if necessary, check and adjust.

4) Oil leaks; check the condition of the hydraulic system and lines; check the truck lift pump. Renew all damaged parts.

5) Check the efficiency of the forks hydraulic motor; if you find signs of excess play or oil internal oil leaks, renew the motor.

Fault: The load handler fails to rotate when fully loaded Causes and solutions 1) Excessive load weight: check rating plate data.

2) Damaged drive chain: renew.

3) Pressure relief valve setting is too low: if necessary, check and adjust.

4) Oil leaks; check the condition of the hydraulic system and lines; check the truck pump. Renew all damaged parts.

5) Check that the internal seals of the pivot cylinders show no signs of internal oil dispersal with resulting power loss; renew the seals.

Fault: The load handler does not operate smoothly (vibrations, sudden movements, etc.)

Causes and solutions 1) Air in the hydraulic circuit: bleed the hydraulic system by loosening the connector located at the highest point.

2) Presence of debris or obstacles between the ways and the racks: clean and lubricate.

3) Interference between ways and rollers and/or between pinions and racks: check play and seizure; adjust the cams if necessary. When the adjustments are terminated tighten the gears fully down.

4) The rollers are stiff in their rotation: clean thoroughly and lubricate. Replace any worn rollers.

5) The pressure relief valve is damaged: strip down the valve, clean thoroughly and check all parts. If necessary, renew the entire valve.

Fault: Sluggish sideshift movements Causes and solutions 1) The racks and guides are jammed: clean thoroughly and lubricate.

2) Insufficient oil flow: check the hydraulic lines and eliminate any obstructions or deformations; check the condition of the truck pump. Renew the pump if excessively worn.

3) Pressure relief valve setting is too low (dumping oil to tank): adjust the valve setting.

4) Oil dispersal in hydraulic motor: check wear by positioning the arm at the stroke limit position, removing the drain line and pumping pressurized oil in the same direction. The motor must be renewed if the amount of internal leakage is high.

Fault: Sluggish rotation movements Causes and solutions 1) Insufficient oil flow: check the system oil lines, remove any obstructions and eliminate deformations, check the condition of

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the truck pump. Renew the pump if worn.

2) Pressure relief valve setting is too low (dumping oil to tank): adjust the valve setting.

3) Oil leakage in cylinder: check for oil leakage from the drain port and, if detected, renew the relative seal or the entire cylinder.

3.0 MECHANICAL ADJUSTMENTS OF THE LOAD HANDLER BEARINGS MODELS MT10 - 12 - 15 The entire load handler unit shifts sideways thanks to the bearings that run in the ways of the beam.

These bearings are mounted on eccentric pins that make it possible to adjust the play between the two pinions of the driveshaft and the rack.

After prolonged use of the load handler you may notice play or noises that reflect a deterioration in overall efficiency. At this point it may prove necessary to renew the supporting rollers. In any event, it is essential to adjust the load handler as described below: SPECIAL TOOLS REQUIRED - Appropriate size set square -Rule -200/250N/m torque wrench STANDARD TOOLS REQUIRED

ALLEN WRENCH HEX WRENCH FEELER GAUGE 12 mm 24 mm 0.1 mm - 0.15 mm PROCEDURE 1) Remove the forks from the fork arm carriage to make the load handler lighter and more manageable. Lift the load handler and bring the upper rollers to a working height of 1300 mm from the ground.

Shift the load handler sideways and bring it to the centre of the rack; simultaneously rotate the fork arm carriage forwards to obtain a uniform load on all four rollers.

ORTHOGONALITY OF LOAD HANDLER WITH RESPECT TO RACK 1) PLACE THE SET SQUARE ON THE LOWER RACK 2) MEASURE THE DISTANCE ON THE MACHINED POINT INDICATED BY ARROW (A) (E.g. 200 mm) 3) MEASURE THE DISTANCE ON THE FORKS ROTATION SHAFT SHOWN BY ARROW (B); THE DIFFERENCE BETWEEN THE TWO MEASUREMENTS MUST BE 39 mm (e.g. 239 mm)

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2) 12 mm ALLEN WRENCH, 24 mm HEX WRENCH - Use the Allen wrench to loosen the fixing screws of the lower roller eccentric journals (Ref. C Fig. 5). Use the hex wrench to turn the eccentric journals (Ref. D Fig. 5) until the rollers are free from contact with the beam and the pinion is perfectly meshed with the rack.

3) 12 mm ALLEN WRENCH - Loosen the upper eccentric journal fixing screws (Ref. C Fig. 5) so that when the journal is turned with the wrench there remains sufficient friction to hold the rollers in position during the adjustment procedure.

ADJUSTING THE UPPER ROLLERS 4) 24 mm HEX WRENCH - Turn the upper eccentric journals so that the punch marking of the maximum eccentricity is facing outwards (Ref. F Fig. 4), forcing the roller onto the rack side of the guideway (arrow 1, Fig. 2) and turn the journal until the pinion is perfectly meshed with the rack (arrow 3 Fig. 2).

NOTE: The punch marking of the journal eccentric cams must be at the same outer point on each side as shown in (Fig. 4) 5) FEELER GAUGE - Use the wrench to invert the direction of rotation of the journals, making minor adjustments and inserting the 0.10 mm feeler gauge between the teeth of the pinion and those of the rack (Ref. G Fig. 3); now adjust the journals until you obtain the clearance defined by the feeler gauge. Now use the Allen wrench to tighten the journal locking screws in order to maintain the correctly adjusted position (Ref. C Fig. 5).

6) SET SQUARE - After having adjusted the rollers check orthogonality of the nose with respect to the two racks. Place the square against the lower rack (arrow H Fig. 1) and use a steel rule to measure the distance between the edge of the square and the machined point (arrow A Fig. 1); make a note of the distance and then measure a second distance between the edge of the square and the fork arm carriage rotation shaft (arrow B Fig. 1). To obtain perfect orthogonality the second measurement must be 39 mm greater (fixed value) than the first one. (E.g. first measurement 200 mm, second measurement 239 mm). If the distance is more or less than 39 mm adjust the upper journals, making minor movements until obtaining perfect orthogonality, while maintaining the clearance of 0.10 mm between the pinion teeth and rack teeth.

7) 12 mm ALLEN WRENCH, TORQUE WRENCH - Tighten the eccentric journal fixing screws using the torque wrench until you reach a value of 235N/m; now check the clearance between pinion and rack to ensure the value of 0.10 mm has been maintained.

ADJUSTING THE LOWER ROLLERS 8) 12 mm ALLEN WRENCH - Lift the load handler and bring the lower rollers to the height of 1300 mm from the ground to facilitate the adjustment procedures. Use the wrench to tighten the lower eccentric journal fixing screws (Ref. C Fig. 5) so that when the journal is turned using the wrench there is sufficient friction to keep the rollers in position during the adjustment procedures.

9) 24 mm HEX WRENCH - Turn the lower eccentric journals with the maximum eccentricity punch markings facing outwards (Ref. E Fig. 6) forcing the rollers against the rear guideway and distancing the pinion from the rack (Arrow 2 Fig. 2).

NOTE: The punch marking of the journal eccentric cam must be in the same outward position on both sides as shown in (Fig. 6)

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10) FEELER GAUGE - Use the hex wrench con the journals to distance the pinion from the rack sufficiently to obtain clearance between the gear teeth of 0.10 mm as measured by the feeler gauge using the same procedure as that described in point 5.

11) 12 mm ALLEN WRENCH, TORQUE WRENCH - Before tightening the screws fully down check orthogonality of the nose with respect to the racks and ensure that the gear tooth clearance has not changed, by following the procedure outlined in point 6 above. Now tighten the lower journals fixing screws, applying torque of 235 N/m.

CHECKING THE FREEDOM OF MOVEMENT OF THE LOAD HANDLER ON THE BEAM After having completed the adjustments check the freedom of movement of the load handler on the beam; the load handler should be able to slide along the entire length of the beam in both directions when simply pushed with the hands; to facilitate this check disconnect the hydraulic hoses from the sideshift hydraulic motor. Remake all the hydraulic and electrical connections and perform a test with the nominal load shown on the identification dataplate.

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INSTALLING THE TRUCK 1.0 INSTALLING THE TRUCK 1.1 UNLOADING FROM THE LORRY Check the condition of the truck to ensure it has not been damaged during transport.

Any damage detected caused by transport must be specified on form TFR, which you can obtain from the carrier; enter a description of the damage and ensure you obtain the signature of the lorry driver and the dealer (if form TFR is not available, use a copy of the shipping note).

Decide whether to unload the truck in the warehouse or choose a suitable place from which the truck can be subsequently driven into the warehouse without encountering any obstacles (irregular terrain manholes, ramps) !!!!!!

Position the lorry and the crane and leave sufficient space to place the truck on the ground.

Take lifting straps of suitable load capacity and sufficient length.

1.2 TABLE OF LIFTING STRAP LOAD CAPACITIES

LENGTH Keep the centre of gravity between the frame and the mast, long strap for the mast and short strap for the rear of the truck.

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- Take the strain with the lifting ropes.

- Remove the fastenings securing the truck to the lorry.

- Check perpendicularity of the crane rope with respect to the centre of gravity of the load.

- Stand clear of the crane in a position where you can safely oversee the procedure of lifting the truck and placing it on the ground.

- Instruct the crane operator to perform the necessary manoeuvres to unload the truck.

1.3 TIPPING THE TRUCK TO UPRIGHT POSITION - Take a lifting strap of adequate load capacity and sufficiently long to protrude at least 50 cm above the mast when the truck is completely upright. Attach the strap to the lifting eye on the mast and attach the other end to the crane hook; - Take a lifting strap of adequate load capacity and sufficiently long to protrude at least 50 cm beyond the motor compartment hood when the truck is completely upright. Attach this strap to the lifting eye located next to the drive wheel and attach the other end to the forks of a front stacker truck;

- Tension the crane lifting rope ensuring that it is perpendicular with respect to the hook and then unscrew the screws currently securing the truck mast to the trestle; - Free the mast from the trestle fixings, check that the mechanical limit stop screw is already installed; if this stop screw is attached to the mast it must be screwed down into its location; - Remove the cardboard protections from the mast chains; - Position a front stacker truck, bring the forks together, and attach the lifting strap to the forks - fasten the strap securely to the fork arm carriage; - Take the strain on the rear lifting strap using the stacker truck forks; - Stand well clear and assume a position from where you can oversee the procedures for setting the truck upright; - Instruct the crane operator and stacker truck driver to perform the necessary manoeuvres; note that the stacker truck driver must be instructed to keep the lifting strap at the rear of the truck taut at all times; Once the truck has been set to an upright position: - Detach the lifting rope from the mast; http://www.yaleaxcessonline.com/lib/service/itwservice/272485100/04_info/c4a.htm (2 of 15)07.09.2011 13:47:57

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- Unload the pallet bearing the load handler from the lorry; 1. Load handler 2. Forks 3. 2 cans of oil 4. Box containing safety harness 5. Manuals 6. Battery cable and battery charge plug - Wire the battery cables to the battery. Note that the battery must be already on the customer’s premises when the truck is delivered (contact dealer to be sure that the battery will be available at the time of installation).

1.4 STARTUP - Open the hood and operate the carrier descent valve so that the carrier lowers to the ground; - Fit the battery following the correct procedure in accordance with the model;

Do not attempt lift movements if the battery is not accommodated in its compartment and if the oil tank is empty!!!

- Connect the battery - Loosen cover of the oil filter located on the tank in order to bleed out the air; - Pour the oil into the tank until you reach the appropriate level (with the carrier lowered); The truck is now ready to move to the aisle where functional tests can be performed.

2.0 TRUCK OPERATING MODES IN AND OUT OF THE AISLE MODELS MT10 - 12 - 15

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2.1 DESCRIPTION OF TRUCK OPERATION IN AND OUT OF AISLES A) OUT OF AISLE When the truck is out of the aisle and has the forks lowered it always travels at top speed. Low speed travel is activated when the forks are at 500 mm from the ground and when the forks are outside the truck outline in rotation or in sideshift.

B) Aisle entry When the truck enters an aisle the photocells are read to activate the steering lock within 7/8 seconds, during this time the operator must centre the drive wheel with the assistance of the steering indicator.

C) SENSOR/MAGNET READING AT ENTRY When the sensor reads the magnet, the truck decelerates and comes to a stop. To reset the truck, deactivate the deadman button and then reactivate it immediately afterwards. This action serves to release the brake and generate a travel permissive. (For the sequence of the control relays, refer to the description of relays on Page 17 of the electrical section).

D) IN AISLE When the truck is in the aisle with the forks lowered it always proceeds at top speed. The low speed is activated if the forks are raised to 500 mm or if the forks are outside the truck outline due to rotation or sideshifting.

E) SENSOR/MAGNET READING AT EXIT When the magnet is read at the exit of the aisle the truck decelerates and then stops. To reset the truck deactivate the deadman button and then reactivate it immediately afterwards.

F) EXIT FROM AISLE In exit from the aisle the photocells deactivate and the steering is released so that the operator can use it in order to negotiate the route from one aisle to the next.

G) OUT OF AISLE When out of the aisle the truck operates as described in point (A) NOTE 1: There is a specific condition in which the truck shuts down all functions.

If, during picking or deposit of the pallet on the shelving, the sensor is aligned with the magnet, all truck functions, including travel and lifting, are inhibited. To exit this condition, proceed as follows: 1) Release the deadman button.

2) Press button b27 which is located on the instrument panel next to the main keyswitch and then press the deadman button (the two buttons must be held down together).

3) Terminate the picking or deposit operation and move the truck clear of the magnet reading range; now release the buttons and, to resume normal operation, press the deadman button.

3.0 INSTALLING THE TRUCK IN THE AISLE MODELS MT10 - 12 - 15

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3.1 INSTALLING THE TRUCK IN THE AISLE - Before installing the truck in the aisle check that the contrast rollers, the aisle photocells, the deceleration and stop sensors, and the wire guidance antennas (if present) have not been damaged during transport or unloading procedures.

INSTALLATION IN AISLE 1) Adjust the wide guidance system, if present (follow the procedure described on Page 13).

2) Check and adjust the contrast rollers in accordance with the relative procedure.

- Check that dimension B1 (guide width) has max. tolerance of between 0 and +5 mm with respect to the position of the

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contrast rollers (see positioning of guides on Page 7).

- Check that the truck enters the aisle without problems with the factory adjustment of the rollers; if the guides are out of tolerance remove or add shims to the contrast rollers, while maintaining truck in the centre between the guides; check smooth movement of the rollers along the entire aisle and in all the other aisles in the warehouse.

- Check that the aisle photocells are reading correctly; an illuminated green LED indicates that the photocell is receiving power, an illuminated red LED means that the photocell has read the aisle reflector, after which the steering will be locked within 7/8 seconds. If the photocell fails to read the guide when the truck enters an aisle, adjust the trimmer to increase photocell sensitivity until the red LED illuminates (the trimmer adjuster screw can be reached through a hole in the bracket, see Fig. 5.

- Adjust the lifting limitswitch after checking that there are no headroom limitations in the warehouse and choosing a reliable solution to avoid the risk of collisions.

- Check that the deceleration and stop functions at the end of the aisle are fully operational and set braking intensity so that the truck stops in its own length and anyway 2 metres before the end of the aisle.

The sensor fails to read the magnet; bring the sensor closer to the magnet by loosening the fixing screws and lowering it until the sensor reading LED illuminates (Fig. 6) Without the aisle end deceleration and stop sensor, set average braking intensity which can later be personalized to respond to the preferences of the truck operator.

Test the truck in speed cut-back mode and at top speed to check that the floor is perfectly level (do not travel at top speed until the installation procedure has been terminated).

Adapt travel speed to match the conditions of the flooring and the height of the truck. Try travelling at different speeds and, if the mast sways excessively, reduce speed until you achieve conditions of safe transit.

Adjust the accelerator release braking function.

ADJUSTMENT OF LOADING UNIT DEPOSIT FUNCTION Adjust the left and right sideshift movements of the load handler with and without a load (see table of load capacities) so that the speed is identical in both directions; adjust also the limitswitches or mechanical stops When you have adjusted the load handler the racking must be equipped with reflector strips to assure correct positioning of the pallets.

4.0 WIRE GUIDANCE SYSTEM ADJUSTMENT PROCEDURE MODELS MT10 - 12 - 15 THIS PROCEDURE IS APPLICABLE EXCLUSIVELY FOR A NEW TRUCK ALREADY ADJUSTED IN THE FACTORY; FOR THE PROCEDURE TO BE APPLIED TO A REPLACEMENT BOARD THAT HAS TO BE SET UP STARTING FROM THE BEGINNING, REFER TO THE EPS SERVICE MANUAL The wide guidance line driver boards are of two different types depending on the frequency utilized:

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a) Trolley-Wire Card: 6.25 KHZ - 78mv (Nacco Standard) b) Trolley-Wire Card: 5.2 KHZ - 35mv (Other Standard) N.B. In the event of replacements, order the boards or complete controller using the part number relative to the Line Driver operating frequency IMPORTANT: For measurements and calibrations you must possess a multitester capable of AC measurements with frequency of 10KHZ Line Driver installation (when driver is supplied with truck) - Fix the line driver to the wall in a position of the warehouse that is prearranged for connection of the buried guide wire.

- Connect the two ends of the buried loop.

- Connect the power supply.

- Connect the battery terminals.

- Power on the line driver by means of the relative power switch.

- Check that the yellow LED illuminates (guide loop circuit working).

- Check that the red LED illuminates (Power On).

Check operation of the line driver and the continuity of the buried wire; if necessary, set the correct signal amplitude: - Connect a multitester set to the AC scale in series.

- Identify trimmer P1 on the line driver electronic board and adjust the trimmer to set the correct value in mA (78mA or 35mA).

WARNING: If there is already a line driver operating in the warehouse, do not alter the signal amplitude when it is in operation or trucks already installed would lose their settings.

PROCEDURE Place 3 pallets side by side on the racking (See Fig. 4). Bring the truck up to the first pallet and insert the forks as centrally as possible.

Direct the spotlight beam onto the racking rail where it is clearly visible to the operator from the operating position and then secure the spotlight; attach the reflector strip to the racking in the point where the light beam strikes it.

Withdraw the forks from the pallet and insert them under the second pallet as centrally as possible, attach a second reflector strip to the position in which the spotlight beam strikes the racking rail.

Repeat the same procedure for the third pallet. (See Fig. 4).

After having prepared these three reference locations, rotate the forks through 180° to the opposite side racking and, staring from the first reflector strip, deposit three pallets on the opposite side racking and check that they are placed in the same relative positions.

Repeat the pallet picking and placement operation on the throughout the full height of the racking up to the top level. Ensure that each pallet is positioned exactly above the pallets on lower levels.

It is now helpful to make up a template marked with the distances between reflector strips so that the strips can be rapidly applied to all the pallet locations in the warehouse. From time to time, as you proceed check the distance between pallets with the truck to ensure that you are positioning the reflector strips at the correct distance.

OPERATOR COURSE After the truck installation operations have been concluded and the shelving has been marked with the reflector strips, inform the person in charge of any irregularities you have observed in the warehouse such as to have a negative affect on the future efficient duty of the truck (e.g. irregular flooring, guide rails or guide wire out of tolerance; roof girders or other impediments that constitute a potential collision hazard...).

If the problem is such as to make it impossible to use the truck in total safety, the installing technician cannot authorize the customer to use the truck until the situation has been rectified.

At this point it is mandatory to instruct operators on the use of the truck by means of a short obligatory training course covering the following topics: - Using the truck: start sequence; travel controls; instructions on use of the emergency brake; hydraulic controls; in-aisle

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operation; out-of-aisle operation; description of the correct approach angle when entering aisles; emergency manoeuvres.

4.1 ADJUSTING THE ANTENNAS Position the truck so that it is centrally aligned over the guide wire; make sure that the wire is central at the same distance from the two coils.

Take the multitester, set it to the mV(Vac) scale and connect the prods to the following test points:

Check the signal value on the first antenna in mV(Vac) and adjust with trimmer (TM3)

Check the signal value on the second antenna in mV(Vac) and adjust with trimmer (TM4)

Check the signal value on the first antenna in mV(Vac) and adjust with trimmer TM1

Check the signal value on the second antenna in mV(Vac) and adjust with trimmer (TM2)

Identify the antenna with the lowest value and use the corresponding trimmer to bring it to 180mV; without moving the truck increase the value of all the other antennas to the same mV value: E.g. TP10 = 220mmv TP9 = 170mmv It is essential to increase TP9 by 10mv and bring the value to 180mv as the maximum value of the antennas.

You must now increase the other signals of the antennas TP10, TP11, TP12 by 10 mV using the relative trimmers.

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After having calibrated the antenna values. the performance of the truck in automatic wide guide mode must be checked.

When travelling around the circuit the truck must be perfectly centred over the wire without any trace of sideways oscillations.

In the case of anomalous guidance, such as travel in parallel to the wire, right/left deviations, swerving, or other, proceed to perform more checks and further adjustments.

A) CHECKING AND ADJUSTING TRAVEL IN THE DIRECTION OF THE DRIVE WHEEL. NOTE: When the truck is travelling in the direction of the drive wheel only the sensors corresponding to the drive wheel are enabled.

If the truck travels parallel to the guide wire when moving in the direction of the drive wheel, this situation must be corrected by adjusting TM10.

Turn TM10 clockwise to bring the truck back to the centre of the wire.

B) CHECK AND ADJUST TRAVEL IN THE DIRECTION OF THE LOAD WHEELS NOTE: When the truck is travelling in the direction of the load wheels, both the sensors corresponding to the drive wheel and those corresponding to the load wheels are active.

When moving in the direction of the load wheels make sure that the truck travels centrally over the guide wire.

If the truck tends to travel in a position that is parallel to the guide wire, stop the truck and connect the voltmeter to the following test points:

Check the value of the signal on the first antenna in mV(Vac) and adjust with trimmer (TM3)

Check the signal value on the second antenna in mV(Vac) and adjust with trimmer (TM4)

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Increase the antennal with the higher signal by 10 mV and decrease the other antenna by the same value. Repeat this procedure as many times as necessary before the truck travels centrally over the guide wire.

4.3 CHECKING AND ADJUSTING STRAIGHTNESS OF TRAVEL OVER THE WIRE Travel with the truck in both forward and reverse directions and check that it remains perfectly straight with respect to the guide wire. Note however that it is perfectly normal for the truck to oscillate by approximately 1 mm to each side of the guide wire.

If the truck travels with significant deviations from the guide wire to the left and the right, reduce this effect by adjusting trimmers TM14 and TM15.

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First of all it is necessary to eliminate oscillations in the drive wheel travel direction; if necessary adjust TM15.

Now check the progress of the truck when travelling in the load wheels direction. If the oscillations are excessive, adjust TM14.

NOTE:We recommend that users maintain adjustments close to the standard factory settings.

5.0 DIAGRAM SHOWING THE POSITIONING OF MAGNETS IN THE AISLE MODELS MT10 - 12 - 15

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6.0 DIAGRAM SHOWING THE POSITIONING OF GUIDE RAILS IN THE AISLE MODELS MT10 - 12 - 15

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P.N- 272490600

Technical Information for YALE Service Centres

This manual is addressed exclusively to the skilled technicians of the YALE service network REDUCTION GEAR SERIES HFK 100 - 200, 400 - 600 SERIES GR 92 - 96 - 97

Section: INDEX GENERAL SAFETY PRESCRIPTIONS

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

Do not wear rings, watches, jewellery, loose clothing such as scarves, unbuttoned or unzipped jackets or shirts that could get caught up in moving parts. Operators should wear approved safety clothing: hard hat, non-slip footwear, gloves, safety glasses, etc..

Do not use petrol, diesel fuel or other flammable liquids as detergents: use instead nonflammable, non-toxic commercial solvents.

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

If working outside the workshop, park the truck preferably on the level and immobilize it. If working on a slope is inevitable, chock the wheels to prevent the machine moving and transfer it to a level area as soon as it is safe to do so.

Disconnect the batteries and label all the controls to warn of the work in progress. Immobilize the machine and all equipment that has to be lifted.

When towing, use solely the prescribed points of connection and make sure the pins and/or bolts are firmly secured before starting to pull.

Lift and handle all heavy parts with lifting equipment of suitable capacity. Use the lifting eyes provided. Be careful of people close to the load to lift.

Do not get chains or metal ropes tangled up.

Do not trust damaged chains and ropes (kinked, etc.): do not use them for lifting or pulling. Always wear safety gloves when handling ropes and chains.

Handle all parts carefully, do not put your hands or fingers between one part and another.

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

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

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

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

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

Welding When welding, always wear the prescribed safety gear: welding goggles, helmet, overalls, gloves and footwear. Welding goggles should also be worn by anyone working in the vicinity of the welding operation.

Never look at the welding arc without appropriate eye protection.

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

Do not short the terminals.

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

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

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

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

NOTE: THIS MANUAL IS NOT INTENDED AS A SUBSTITUTE FOR THE OPERATING AND MAINTENANCE MANUAL, BUT AS A SUPPLEMENT TO IT.

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INDEX Section: VERTICAL REDUCTION GEAR HFK 100-200-400-600 1.0 REDUCTION GEAR COMPONENTS 1.1 TABLE OF REDUCTION GEAR COMPONENTS 1.2 GENERAL 1.2.1 REDUCTION GEAR COMPONENTS 2.0 SERVICING PRODUCTS 2.1 CLEANING PRODUCTS 2.2 ASSEMBLY PRODUCTS 3.1 STANDARD TOOLS AND INSTRUMENTS 3.2 MEASURING INSTRUMENTS 4.0 DISASSEMBLY 4.1 INTRODUCTION 4.2 REMOVING AND DISASSEMBLY OF THE UPPER PART OF THE REDUCTION GEAR CASE 4.3 REMOVING OF THE REDUCTION GEAR COVER 4.4 REMOVING THE CROWN WHEEL AND AXLE SHAFT 4.5 REMOVING THE INNER RACE OF THE TAPER ROLLER BEARING FROM THE AXLE SHAFT AND THE CROWN WHEEL 4.6 REMOVING THE PINION SHAFT 4.7 REMOVING OF THE TAPER ROLLER BEARING OUTER RACE FROM THE REDUCTION GEAR CASE 4.8 REMOVING OF THE THREAD GUARD 5.0 ASSEMBLY 5.1 INTRODUCTION 6.1 MEASURING PINION SHAFT ASSEMBLY CLEARANCE 6.2 PRE-ASSEMBLY OF THE REDUCTION GEAR CASE 6.3 PRE-ASSEMBLY OF THE PINION SHAFT 6.4 ASSEMBLY OF THE CROWN WHEEL BEARING INNER RACE 6.5 PRE-ASSEMBLY OF THE PINION SHAFT 6.6 INSTALLING THE PINION SHAFT IN THE REDUCTION GEAR CASE 6.7 MEASURING PINION SHAFT BEARING CLEARANCE AND ADJUSTMENT OF THE PRELOAD VALUE 6.8 INSTALLING THE AXLE SHAFT AND GEAR IN THE REDUCTION GEAR CASE 6.9 MEASUREMENT AND ADJUSTMENT OF CROWN WHEEL BACKLASH 6.10 CHECKING TOOTH CONTACT 6.11 MEASURING CLEARANCE OF THE AXLE SHAFT BEARINGS AND ADJUSTING THE BEARING PRELOAD VALUE 6.12 FITTING THE THREAD GUARD ON THE REDUCTION GEAR CASE 6.13 FITTING THE RADIAL SHAFT SEAL IN THE REDUCTION GEAR CASE 6.14 FITTING THE COVER OF THE REDUCTION GEAR CASE 6.15 REDUCTION GEAR UPPER SECTION 7.1 ADJUSTMENT DATA 7.2 TIGHTENING TORQUES 8.0 TROUBLESHOOTING 9.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK Section: VERTICAL REDUCTION GEAR GR-96-97 1.0 SERVICING PRODUCTS 1.1 CLEANING PRODUCTS 1.2 ASSEMBLY PRODUCTS 2.0 COMPONENTS OF REDUCTION GEAR GR-96 http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/TOC.htm (1 of 2)07.09.2011 13:49:51

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2.1 TABLE OF REDUCTION GEAR COMPONENTS, MODEL GR-96 2.2 COMPONENTS OF REDUCTION GEAR GR-97 2.3 TABLE OF REDUCTION GEAR COMPONENTS, MODEL GR-97 3.0 TOOLS FOR DISMANTLING AND REASSEMBLING THE REDUCTION GEAR 4.0 SECTION OF COMPLETE REDUCTION GEAR GR-96 GR-97 5.0 DISMANTLING AND REASSEMBLING THE REDUCTION GEAR 6.0 ASSEMBLY 6.1 INTRODUCTION 6.2 ASSEMBLY 7.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK 8.0 TROUBLESHOOTING Section: VERTICAL REDUCTION GEAR GR-92 1.0 SERVICING PRODUCTS 1.1 CLEANING PRODUCTS 1.2 ASSEMBLY PRODUCTS 2.0 REDUCTION GEAR COMPONENTS 2.1 TABLE OF REDUCTION GEAR COMPONENTS 3.1 SPECIAL TOOLS FOR FITTING COMPONENTS 3.2 REDUCTION GEAR SECURED TO TOOL FOR DISASSEMBLY 4.0 DISMANTLING THE REDUCTION GEAR 4.1 SPECIAL EQUIPMENT REQUIRED 4.2 STANDARD TOOLS REQUIRED 4.3 TABLE OF SCREW AND NUT TIGHTENING TORQUES 5.0 ASSEMBLY OF COMPONENTS 5.1 INTRODUCTION 5.2 FITTING THE PINION TAPER ROLLER BEARINGS OUTER RACES 5.3 FITTING THE TAPER ROLLER BEARING TO THE PINION 5.4 FITTING THE TAPER ROLLER BEARING ON THE CYLINDRICAL CROWN WEEL AND ASSEMBLY OF PINION AND CROWN WHEEL 5.5 FITTING THE WEEL STUDS TO THE AXLE SHAFT 5.6 FITTING THE TAPER ROLLER BEARINGS ON THE BEVEL CROWN WHEELFITTING THE TAPER ROLLER BEARINGS ON THE FLANGE 5.7 FITTING THE FLANGE AND BEVEL CROWN WHEEL TO THE AXLE SHAFT 5.8 FITTING THE STEERING THRUST BEARING, COMPLETE ASSEMBLY OF THE REDUCTION GEAR 6.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK 6.1 FILLING THE REDUCTION GEAR WITH OIL 7.0 TROUBLESHOOTING

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1.0 REDUCTION GEAR COMPONENTS

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http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm The components illustrated on the facing page are described in the following table.

Key: Ref. Exploded view Component reference in exploded view Component description Function of component

1.2 GENERAL 1.2.1 REDUCTION GEAR COMPONENTS The helical gear reduction unit comprises the following parts: Reduction gear casing (pos. 1) Axle shaft (pos. 2) http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (3 of 25)07.09.2011 13:50:22

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Gears, helical gear, motor pinion, Pinion shaft and crown wheel (not illustrated) Upper section (pos. 3) Reduction gear cover (pos. 4)

2.0 SERVICING PRODUCTS 2.1 CLEANING PRODUCTS Use detergents such as benzol or LOCTITE rapid cleaner n. 706

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and eye protection. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately. Follow the appropriate accident prevention standards.

2.2 ASSEMBLY PRODUCTS LOCTITE No. 243 for medium-high torque bolts LOCTITE No. 270 for splined shaft couplings LOCTITE No. 574 for gasketing Lubricant: (SEE TABLE 01 AT BEGINNING OF MANUAL) http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (4 of 25)07.09.2011 13:50:22

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Ink: for checking gear tooth backlash Use reduction gear oil (SEE TABLE 01 AT BEGINNING OF MANUAL) Viscosity: Standard oil: Ambient temperature: 0 - 40 °C (32-104 °F) SAE 80-90 Low oil temperature: Ambient temperature; down to -26 °C (-15 °F) SAE 80W Ambient temperature; down to -40 °C (-40 °F) SAE 75W Always consult the truck manufacturer before using a synthetic oil. Always check the oil level again after using the truck for a brief period. When topping up the oil, use the same oil as that used originally to fill the unit.

Read the following sections of the manual carefully: “Installation, Operation, Maintenance”.

Quantity of oil required: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) The indicated oil quantities apply to standard models. The oil level is correct when the oil is up to the lower edge of the filler hole (overflow).

3.1 STANDARD TOOLS AND INSTRUMENTS

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3.2 MEASURING INSTRUMENTS

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4.0 DISASSEMBLY 4.1 INTRODUCTION Thoroughly clean the outside of the reduction gear before dismantling.

The work area should be clean and well-lit.

All the necessary operations are described and illustrated in detail.

ATTENTION Some of the sub-assemblies cannot be dismantled.

To remove the traction unit from the truck, scrupulously follow the manufacturer’s instructions.

To facilitate removal and refitting we recommend using a rotary stand.(Figure 1).

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4.2 REMOVING AND DISASSEMBLY OF THE UPPER PART OF THE REDUCTION GEAR CASE Unscrew the Allen screws (pos. 1 and 2). (Figure 2).

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IMPORTANT ON VERSION SF/BF, THE UPPER PART OF THE REDUCTION GEAR IS FIXED TO THE MAIN CASE BY TWO ALLEN SCREWS (pos. 1), HEX NUTS (pos. 2) AND WASHERS (pos. 3); THE ALLEN SCREWS MUST THEREFORE BE REMOVED BEFORE PROCEEDING (Figure 3).

Gently tapping with the plastic mallet from underneath, detach the upper section (pos. 1) from the main case.Carefully remove.

IMPORTANT VERSION SF/BF IS EQUIPPED WITH A CENTRING RING (pos. 2) FIXED TO THE MOTOR SHAFT BEARING (pos. 3) (FIGURE 4).

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ATTENTION The upper section of the reduction gear can only be replaced as a complete unit. The centring ring supplied with the SF/BF version can be reutilized.

IMPORTANT REPLACE THE PIN, discharge filter and grease nipples if damaged. To check the upper part refer to the “Assembly” chapter.

4.3 REMOVING THE REDUCTION GEAR COVER Unscrew the hex screws (pos. 1).

Lift the cover (pos. 2) by tapping it with the hammer (Figure 5).

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4.4 REMOVING THE CROWN WHEEL AND THE AXLE SHAFT Position the reduction gear on the rotary stand.

Screw the 2 wheel nuts onto the relative bolts and hold the axle shaft against rotation with a lever.

Unscrew the hex bolt using a 24 mm wrench and remove the disk from the axle shaft (Figure 6).

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Extract the axle shaft (pos. 1) from its housing using a copper drift and a plastic mallet (Figure 7).

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ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Wear protective gloves when removing the heated crown wheel!

When removing the axle shaft, the seal (pos. 2) may be damaged; we recommend replacing the seal to avoid possible problems. Carefully extract the crown wheel (pos. 3) from its location (Figure 7).

4.5 REMOVING THE INNER RACE OF THE TAPER ROLLER BEARING FROM THE AXLE SHAFT AND FROM THE CROWN WHEEL If you intend to reutilize the taper roller bearings, you must use puller “M” for this operation.

REMOVAL OF THE INNER RACE OF THE TAPER ROLLER BEARING FROM THE AXLE SHAFT Position the bush of the puller on the roller.Fix the bush to the rollers with a cap nut. Screw the guide onto the shaft and remove bearing evenly.Remove the shaft seal (pos. 1).

REMOVAL OF THE INNER RACE OF THE TAPER ROLLER BEARING FROM THE CROWN WHEEL To remove the inner race of the taper roller bearing, proceed as described above.

Fix the crown wheel to an assembly bench and insert the disk “N” to push the shaft into the bore of the crown wheel (Figure 8).

If the taper roller bearings are to be renewed, open the bearing cage (pos. 1) and remove the rollers (pos. 2). With a puller, carefully remove the inner race of the bearing (Figure 9).

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PUSH THE WHEEL BOLTS OUT OF THE AXLE SHAFT The wheel bolts (pos. 1) can only be removed after having removed the axle shaft (pos. 2).Position the axle shaft in the pressure cylinder “0” and push out the wheel (Figure 10).

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REMOVING OF THE HELICAL GEAR First remove the crown wheel and then remove the pinion shaft.

Unscrew the hex nut (pos. 1).Hold the helical gear against rotation using the strap wrench “P”.

Remove the cylindrical gear (pos. 2) from the axle shaft (pos. 3) using a puller (Figure 11).

IMPORTANT THE HELICAL GEAR IS FIXED TO THE PINION SHAFT WITH LOCTITE 270. TO FACILITATE REMOVAL OF THE CYLINDRICAL GEAR, USE A BLOW TORCH TO HEAT IT TO 100/120 °C (212/248 °F).

ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Wear protective gloves when removing the heated gear!

REMOVING OF THE PINION SHAFT Withdraw the pinion shaft (pos. 1) using the maximum caution (Figure 12).

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ATTENTION Take care not to damage the shaft during this operation.

Remove the bush (pos. 2) from the pinion shaft.

IMPORTANT This bush is not present on reduction gear model 400 Extract the inner race of the taper roller bearing (pos. 3) from its seat (pos. 4) (Figure 12).

REMOVING OF THE OUTER RACE OF THE TAPER ROLLER BEARING FROM THE PINION SHAFT Using bush “B” push the outer race of the taper roller bearing (pos. 1) clear of the pinion shaft (pos. 2) (Figure 13).

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4.7 REMOVING OF THE TAPER ROLLER BEARING OUTER RACE FROM THE REDUCTION GEAR CASE Carefully pull from their seat the outer races of the bearings (pos. 1-4) that hold the axle shaft and pinion shaft using a copper drift and a hammer.

During this operation take care not to damage the spacers (pos. 5-8).

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IMPORTANT KEEP THE OUTER RACES OF THE BEARINGS AND THE SPACERS TOGETHER WITH THEIR RESPECTIVE INNER BEARING RACES. Remove the seal (pos. 9) using a screwdriver and hammer.

4.8 REMOVING THE THREAD GUARD Remove the thread guard using a screwdriver and hammer.

5.0 ASSEMBLY 5.1 INTRODUCTION Thoroughly clean all components and remove all traces of LOCTITE.

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and safety glasses. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately. Follow the appropriate accident prevention standards.

Inspect all parts for wear and replace any that are damaged.

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If any gears are damaged, the entire gear assembly must be replaced.

New gear assemblies require new taper roller bearings.

Even if only some of the taper roller bearings are damaged, all of them must be renewed (use only the inner and outer races supplied by the manufacturer).

After cleaning, lubricate the taper roller bearings with reduction gear oil prior to installing them.

Do not reutilize damaged spacers.

Smooth the sides of the seal using an oilstone or file.

The following new parts are required for assembly: Radial seal for the axle shaft Seal for the axle shaft Hex retaining nut for helical gear Shims to adjust bearing preload and clearances Gaskets for the oil filler and drain plugs

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http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm 6.1 MEASURING THE PINION SHAFT ASSEMBLY CLEARANCE Insert measuring bush “0” in the bearing bore in the reduction gear case and measure length F.

The length E of the reduction gear case is obtained by the following formula: E = L- F+d/2 L = Length of the measuring bush “D” (shown) F = Distance from the diameter of the bearing bore to the end of the measuring bush “D” d/2= Diameter of the bore (reduction gear model 400: 45.00 mm (1.7716 in.)

Thickness X of the shims (pos. 1) is obtained from the following formula: X= E -B - T E = Dimensions of the reduction gear case B = Assembly clearance of the pinion shaft (shown) T = Width of bearings (pos. 2)

6.2 PRE-ASSEMBLY OF THE REDUCTION GEAR CASE PINION SHAFT BEARING

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http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm Assemble a shim pack of the required thickness (see section 2).Insert the shims (pos. 1) into the bearing seat.

Fit the outer race of the bearing (pos. 2) in the bearing seat (Figure 17).

IMPORTANT MAXIMUM PERMISSIBLE DEVIATION FROM THE MEASURED VALUE IS + 0.05 mm (0.002 in.) - 0.05 mm (0.002 in).

AXLE SHAFT BEARING

Fit the shims (pos. 1) (recovered during dismantling) in the bearing seat for an initial adjustment.

Fit the bearing outer race (pos. 2) in the bearing seat (Figure 18).

Fit the shims (pos. 3) (recovered during dismantling) in the second bearing seat for an initial adjustment. Press the bearing outer race (pos. 4) into the bearing seat (Figure 18).

IMPORTANT DO NOT REUTILIZE DAMAGED SHIMS.

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ATTENTION Do not press the radial seal between the taper roller bearings and the thread guard until the bearings have been adjusted.

6.3 PRE-ASSEMBLY OF THE PINION SHAFT NSERTING THE WHEEL BOLTS IN THE AXLE SHAFT FLANGE Push the wheel bolt (pos. 1) fully home into the axle shaft utilizing pressure device “O” (Figure 19).

IMPORTANT DURING THIS OPERATION, MAKE SURE THAT THE FLAT ON THE BOLT COLLAR IS ORIENTED TOWARDS THE CENTRE OF THE AXLE SHAFT. FITTING THE AXLE SHAFT SEAL AND THE INNER BEARING RACE Push the seal (pos. 1) onto the axle shaft (pos. 2). (Figure 20).

Using bush “H” carefully drive the inner race of the taper roller bearing (pos. 3) onto the axle shaft up to the shoulder.

(Figure 20).

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IMPORTANT LUBRICATE THE SEAL (pos. 1) AND THE TAPER ROLLER BEARING WITH SHELL Alvania R3 AFTER HAVING ADJUSTED THE PRELOAD. 6.4 ASSEMBLY OF THE CROWN WHEEL BEARING INNER RACE

Using bush “H” carefully drive the inner bearing race (pos. l) into the crown wheel (pos. 2) up to the shoulder. (Figure 21).

6.5 PRE-ASSEMBLY OF THE PINION SHAFT Press fit the inner race of the bearing (pos. 1) fully home utilizing bush “C” (Figure 22).

6.6 INSTALLING THE PINION SHAFT IN THE REDUCTION GEAR CASE Lubricate the inner race of the bearing with reduction gear oil.

Insert the pre-assembled pinion shaft in the reduction gear case from below and screw it partially onto the outer ring of the bearing located in the reduction gear case using tool “F” (Figure 23).

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Fit the spacer collar (pos. 11) on the pinion shaft.

IMPORTANT THE SPACER COLLAR IS NOT SUPPLIED WITH REDUCTION GEAR MODEL 400.

6.7 MEASURING PINION SHAFT BEARING CLEARANCE AND ADJUSTMENT OF THE PRELOAD VALUE MEASURING THE BEARING CLEARANCE Dimension C = distance between the spacer and the ring of the pinion shaft (for reduction gear model 400) with the bearing outer race in its limit position (Figure 24).

Fit the shims (pos. 1) (Dimension C + 0.02 mm [0.00078 in.]) into their seat. (Figure 25).

Press fit the outer race of the taper roller bearing (pos. 2) into its seat.

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Using bush “G” carefully drive the taper roller bearing inner race (pos. 3) onto the pinion shaft up to the shoulder (Figure 25).

Fit the helical gear to the pinion shaft and secure with a hex nut. (Figure 26).

Using strap wrench “P”, hold the helical gear against rotation.

Tightening torque: reduction gear model 400 150 Nm (111 ft-lb.)

IMPORTANT TIGHTEN THE HEX NUT AFTER HAVING CHECKED THE TOOTH CONTACT PATTERN. Remove tool “F”.

Push the pinion shaft down manually and rotate the shaft several times in order to align the rollers inside the bearing.

Position the dial gauge as shown in figure 27 and turn to position “0”.

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Mark the measuring points on the helical gear with a felt-tip marker.

Gently raise the pinion shaft, using two screwdrivers or two levers.

Note the readings on the dial gauge.

IMPORTANT THIS OPERATION MUST BE CARRIED OUT WITH GREAT PRECISION IN ORDER TO DETERMINE THE BEARING MOUNTING DISTANCE.

Repeat the measurement procedure; the same value should be obtained.

SETTING THE PRELOADING ON THE BEARING Bearing preload: from 0.02 to 0.07 mm (0.0008 to 0.0028 in.)

Remove the helical gear and the pinion shaft.

Insert shims to the required thickness and refit the pinion shaft.

IMPORTANT THE BEARING PRELOAD MUST BE 0.07 mm (0.00028 in.)

Before refitting the cover of the helical gear, apply a light coat of LOCTITE 270 to the splines of the helical gear. Re-install the pinion shaft and the helical gear.

IMPORTANT REMOVE EXCESS LUBRICANT WITH A RAG. IMPORTANT IT IS NOT POSSIBLE TO TEST THE PRELOADING ON THE TAPER ROLLER BEARING IMMEDIATELY. AFTER CARRYING OUT THE TESTS DESCRIBED ABOVE, CHECK THAT THERE IS NO CLEARANCE BETWEEN THE BEARINGS. Tighten the pinion shaft nut.

6.8 INSTALLING THE AXLE SHAFT AND THE GEAR IN THE REDUCTION GEAR CASE IMPORTANT DO NOT FIT THE RADIAL SEAL BETWEEN THE TAPER ROLLER BEARINGS UNTIL THE PRELOAD ON THE AXLE SHAFT BEARING HAS BEEN SET. Carefully insert the crown wheel (pos. 1) into the reduction gear case.

Insert the axle shaft (pos. 2) into the internal splines of the gear.

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Fix the gear to the axle shaft by means of a hex bolt (pos. 3) and a washer (pos. 4).Tightening torque: 245 Nm (Figure 28).

6.9 MEASUREMENT AND ADJUSTMENT OF CROWN WHEEL BACKLASH In order to measure crown wheel backlash, it is necessary to lock the pinion shaft against rotation using a wooden wedge.

Position the base of the dial gauge a near as possible to 90° to the side of the teeth. Turn the axle shaft in both directions while noting the variation in the dial gauge reading (Figure 29).

Correct crown wheel backlash by adding or removing shims (pos. 1) (Figure 30).

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Permissible backlash: 0.03 - 0.11 mm (0.0012 - 0.0043 in.)

IMPORTANT THE OPTIMUM BACKLASH VALUE IS 0.07 mm (0.0028 in.)

6.10 CHECKING TOOTH CONTACT To check the tooth contact pattern, coat the flanks of 3-4 teeth of the crown wheel with marking ink.

Rotate the crown wheel to bring the marked teeth into mesh with the pinion teeth a number of times.

A sharper impression of the contact pattern can be obtained by applying slight resistance to the pinion shaft while turning the crown wheel.

The tooth contact pattern thus obtained can then be compared to that indicated by the manufacturer. The table below shows how to identify and correct tooth contact patterns.

Slight variations are permissible with respect to the optimum dimensions. Generally, such differences depend on the different contact pressures applied during the pattern marking procedure.

If significant differences are found, check that the assembly clearances have been measured correctly.

In general, unsatisfactory contact patterns are the result of incorrect assembly clearances. If the contact patterns are still unsatisfactory after having corrected the assembly clearances, they must be altered following the instructions in the table below.

Assembly instructions

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Installation instructions: Always respect the indicated installation dimensions (A). The installation dimension (A) may only be altered in the case of an incorrect contact pattern.

Adjust according to the position of the contact pattern.

6.11 MEASURING CLEARANCE OF THE AXLE SHAFT BEARINGS AND ADJUSTING THE BEARING PRELOAD VALUE Manually push the axle shaft downwards and rotate it a few times in order to align the rollers in the bearings.

Position the dial gauge as shown in figure 31 and set to “0”.

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Lift the axle shaft upwards using two levers (screwdrivers or assembly bars). Read the bearing clearance on the dial gauge.

Remove the axle shaft and remove the outer race of the taper roller bearing from it bore using a 3-leg puller.

Form a pack with the shims (pos. 1) and fit them in the reduction gear case (Figure 32).

IMPORTANT THE MINIMUM CLEARANCE BETWEEN BEARINGS MUST BE APPROX. 0.02 mm (0.0008 in.); IF NECESSARY, FIT ADDITIONAL SHIMS. DO NOT SET THE FINAL BEARING PRELOAD UNTIL THIS OPERATION HAS BEEN COMPLETED. Required preload: 0.05 to 0.10 mm (0.002 to 0.004 in.)

Install the outer bearing race and the axle shaft. Repeat the measurement procedure.

IMPORTANT AT THIS POINT IT IS NOT YET POSSIBLE TO CHECK THE PRELOAD ON THE ADJUSTED BEARING. DURING CHECKING

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PROCEDURES THERE MUST BE NO CLEARANCE BETWEEN THE BEARINGS. IT SHOULD BE POSSIBLE TO TURN THE AXLE SHAFT BY HAND. After setting the preload on the bearings, re-check the backlash.

If backlash is outside the permissible limits, the adjustment procedure must be repeated.

ATTENTION During backlash adjustment procedures, add (pos. 1 and 2) or remove shims from both bearing seats “1” and “2” (Figure 32).

After having preloaded the bearings and adjusted the backlash, remove the axle shaft once again in order to fit the thread guard and the radial seal. See paragraphs 12 and 13.

6.12 FITTING THE THREAD GUARD ON THE REDUCTION GEAR CASE Spray the seating of the thread guard with rapid detergent type LOCTITE No. 706 from a distance of about 30 cm, holding the spray can upright. Allow the detergent time to act then wipe away the dissolved dirt with a clean rag. Spray the surface again and this time leave the product to dry (Figure 33).

ATTENTION Avoid contact with eyes and skin! Do not spray near naked flames or incandescent parts!

Coat the thread guard seating with LOCTITE No. 270 and then press the thread guard (pos. 1) fully home using tool “S”.

6.13 FITTING THE RADIAL SHAFT SEAL IN THE REDUCTION GEAR CASE Remove the axle shaft and remove the outer race of the taper roller bearing from the reduction gear case using a puller.

Coat the outside diameter of the radial seal of the shaft (pos. 1) with a light film of LOCTITE No. 574 and then fit the seal in the case using installation tool “T” (Figure 34).

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Installation dimension “A”: reduction gear model 400 3.0+0.5 mm (0.118+02 in.)

Coat the entire surface of the internal splines of the crown wheel (pos. 1) with a light film of LOCTITE No. 270 and then fit the crown wheel into the reduction gear case.

IMPORTANT ONLY USE LOCTITE LUBRICANT FOR THE INTERNAL SPLINES OF THE CROWN WHEEL. Coat the seal and the taper roller bearing of the axle shaft with SHELL Alvania R3 lubricant.

Carefully screw the axle shaft (pos. 2) to its gear.

IMPORTANT REMOVE EXCESS GREASE WITH A RAG. Fix the crown wheel to the axle shaft with a hex bolt (pos. 3) and a washer (pos. 4) (Figure 35). Tightening torque: 245 Nm

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6.14 FITTING THE COVER OF THE REDUCTION GEAR CASE Apply a light coat of LOCTITE No. 574 to the contact surface of the case.

Apply a drop of LOCTITE No. 243 to the threads of each bolt (pos. 2).

ATTENTION If the case is pre-drilled with threaded holes, apply LOCTITE to the hex bolts and screw them fully into the case.

Attach the cover (pos. 1) with hex bolts (pos. 2). Tightening torque: 9.5 Nm (7 ft-lb.) (Figure 36).

6.15 REDUCTION GEAR UPPER SECTION CHECKING THE MOTOR SHAFT BEARING The upper part of the reduction gear must be replaced if: - the surface of the shaft cover displays signs of encrustation; - the shaft bearing is stiff or seized. It is not possible to replace the outer race or the balls; - the bearing seating is worn; Fix the upper part of the reduction gear to an assembly bed. Screw the 3 eyebolts into the outer race of the pivot bearing and rotate the bearing a few times.

Position 3 dial gauges on the shaft bearing and set to “0”. Mark the position of a dial gauge on the bearing with a felt-tip marker. Using an overhead crane and a spring scales, apply an upward force on the pivot bearing to obtain a reading on the scale of approx.

50-kg (110 lb.). Rotate the bearing a few times and then return it to the marked position (Figure 37).

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Maximum bearing clearance: 0.03 mm

INSTALLING THE DISCHARGE FILTER Fully insert the discharge filter (pos. 1) into the upper section of the reduction gear using installation tool “U” (Figure 38).

FITTING THE GREASE NIPPLE Screw the conical grease nipple (pos. 2) fully down in the upper section of the reduction gear using a wrench. Tightening torque: 10 Nm (Figure 38).

FITTING THE UPPER PART OF THE REDUCTION GEAR Screw the centring ring (pos. 1) (for assembly of the motor) to the motor shaft bearing (pos. 2) using 3 hex bolts (only for greater safety in transit) (Figure 39).

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IMPORTANT ON THE SF/BF VERSION ONLY.

ATTENTION The upper part of the reduction gear can only be replaced as a complete unit. The centering ring supplied with the SF/BF version can be reutilized.

Coat the entire end surface with a light film of LOCTITE No. 574.

Mount the upper part of the reduction gear on the case so that all the locating dowels can be inserted straight into their respective bores.

Tighten the Allen screws (pos. 1 and 2) Tightening torque: M8 - 23 Nm (17 ft-lb.) ,M10- 46 Nm (34 ft-lb.) (Figure 40).

IMPORTANT ON VERSION SF/BF THE UPPER PART OF THE REDUCTION GEAR IS FIXED TO THE MAIN CASE BY TWO ALLEN SCREWS (pos 1), HEX NUTS (pos. 2) AND WASHERS (pos.3) WHICH MUST BE TIGHTENED FULLY DOWN. http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1b.htm (16 of 20)07.09.2011 13:51:29

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Tightening torque: 23 Nm (Figure 41).

LUBRICATION OF THE MOTOR PIVOT BEARING The motor pivot bearing should be lubricated at least once a year.

After having cleaned the reduction gear unit using a steam cleaner or similar, lubricate the motor pivot bearing.

If the reduction gear is operating in a harsh environment (dusty or damp), lubricate the motor pivot bearing once a month.

We recommend SHELL Alvania R3 or an equivalent product.

Procedure:

a) Fit two grease nipples to the bearing (pos. 1 and 2) (Figure 42). b) Inject grease into the bearing through both grease nipples. Rotate the reduction gear slowly during this operation.

IMPORTANT IF THE MOTOR PIVOT BEARING IS COMPLETELY DRY, IT WILL REQUIRE APPROXIMATELY 55 G(0.1213 LB.) OF GREASE

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c) Rotate the reduction gear until the grease is distributed evenly around the entire circumference. d) Remove excess grease with a rag.

7.1 ADJUSTMENT DATA Preload of taper roller bearings/pinion shaft: 0.02 to 0.07 mm (0.0008 to 0.0028 in.)

Preload of taper roller bearings/axle shaft: 0.05 to 0.10 mm (0.002 to 0.004 in.)

Backlash: 0.03 to 0.11 (0.0012 to 0.0043 in.)

Max. bearing clearance for motor pivot bearing: 0.03 (0.0012 in.)

7.2 TIGHTENING TORQUES Hex nut securing helical gear: 400 150 Nm

Hex bolt for axle shaft: 245 Nm (180 ft-lb.)

Screws securing case cover: 9.5 Nm (7 ft-lb.)

Oil drain/filler plugs: 22 Nm (17 ft-lb.)

Screws securing upper part of the reduction gear: M8 23 Nm (17 ft-lb.), M10 46 Nm (34 ft-lb.)

Wheel nuts: 140 Nm (103 fl-lb.)

Grease nipples on upper part of the case: 10 Nm (7.4 ft- lb.)

8.0 TROUBLESHOOTING After assembly and refitting, check the operation of the reduction gear.

To do this, you will need to fill the unit with oil and refit the electric motor and the drive wheel.

See the chapters: “Installation, Operation, Maintenance” of this manual.

Start the electric motor and run for a few minutes at different speeds and in each direction. Simultaneously apply light braking force to the driving wheel.

Observe the movements of the reduction gear and listen for any abnormal noises.

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9.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK Install the reduction gear on the truck following the instructions and procedures utilized during the removal operation.

FILLING THE REDUCTION GEAR WITH OIL

Oil of the prescribed type and quantity must be poured into the unit both through the filler hole and through the opening of the motor coupling flange.

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ATTENTION When filling the unit through the top, ensure that the unit is in the installation position and that the filler hole plug has been removed. In this case, the filler hole serves as an overflow.

The oil level is correct when the oil is up to the lower edge of the filler hole (overflow), or, when filled through the reduction gear cover hole, when the oil is up to the lower edge of the motor coupling gear.

IMPORTANT WIPE AWAY EXCESS OIL WITH A CLEAN RAG. IMPORTANT FREQUENTLY CHECK THE OIL LEVEL DURING THE RUNNING-IN PERIOD AND TOP UP WHEN NECESSARY. USE THE SAME TYPE OF OIL FOR FILLING AND TOPPING UP. Required oil quantity, Viscosity, Standard oil, Oil temperature: see page 4 of this manual.

The prescribed quantities of oil are guideline and serve for the purposes of service planning only. Correct lubrication of the reduction gear will ensure an extended working lifetime.

Change the oil after 150 to 500 operating hours in order to remove any small metallic particles produced during the running-in period.

Reduction gears that have been overhauled and fitted with new gears are to be considered and treated as new units.

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http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm 1.0 SERVICING PRODUCTS 1.1 CLEANING PRODUCTS Use detergents such as benzol or LOCTITE rapid cleaner n. 706

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and safety glasses. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately. Follow the appropriate accident prevention standards.

1.2 ASSEMBLY PRODUCTS LOCTITE No. 242 for medium-high torque bolts LOCTITE No. 542 for gasketing

Lubricant: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) Ink: for checking gear tooth backlash Use reduction gear oil (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) Viscosity: Standard oil: Ambient temperature: 0 - 40 °C (32-104 °F) SAE 80-90 Low oil temperature: Ambient temperature; down to -26 °C (-15 °F) SAE 80W Ambient temperature; down to -40 °C (-40 °F) SAE 75W Always consult the manufacturer before using a synthetic oil. Always check the oil level again after using the truck for a brief period. When topping up the oil, use the same oil as that used originally to fill the unit.

Read the following sections of the manual carefully: “Installation, Operation, Maintenance”.

Quantity of oil required: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) The indicated oil quantities apply to standard models. The oil level is correct when the oil is up to the lower edge of the filler hole.

2.0 COMPONENTS OF REDUCTION GEAR GR-96

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2.1 TABLE OF COMPONENTS - REDUCTION GEAR GR-96 The components illustrated on the facing page are described in the following table.

Key: Ref. Component reference in exploded view Component description Function of component

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2.2 COMPONENTS OF REDUCTION GEAR GR-97

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2.3 TABLE OF COMPONENTS - REDUCTION GEAR GR-97 The components illustrated on the facing page are described in the following table.

Key: Ref. Component reference in exploded view Component description Function of component

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3.0 TOOLS FOR DISMANTLING AND ASSEMBLING THE REDUCTION GEAR

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4.0 SECTION OF THE COMPLETE REDUCTION GEAR MODEL GR-96 GR-97

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5.0 DISMANTLING AND REASSEMBLING THE REDUCTION GEAR Although of the same type, reduction gears series GR-96 and GR-97 differ in terms of the number of bevel gear pair teeth and the reduction gear upper cover.

GR-96 is a reduction gear for high speed trucks and features a steering thrust bearing that is separate from the upper cover.

GR-97 is designed for low speed trucks and features a steering thrust bearing that is integral with the upper cover.

The dismantling/assembly procedure and the tools required are identical for both types.

- Thoroughly clean the outside of the reduction gear before dismantling.

- The work area should be clean and well-lit.

- For dismantling and assembly procedures use an appropriate stand.

DISMANTLING SPECIAL EQUIPMENT REQUIRED - Reduction gear support - Bush for puller - Large bearing puller - Medium-size bearing puller

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PROCEDURE

1) Secure the reduction gear supporting fixture (1) in a vice on a clean workbench.

2) 17 mm hex wrench - Mount the reduction gear in the fixture and tighten the two fixing bolts (Ref. A) to immobilize it.

3) 6 mm Allen wrench - (GR-97) unscrew the six cover screws (Ref. B) and remove the cover to gain access to the gears.

4) 8 mm Allen wrench - (GR-96) Unscrew the 9 cover fixing screws (Ref. C) and remove the cover to gain access to the gears.

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5) Slotted screwdriver, Plastic mallet - Remove the oil seal from its seat in the reduction gear (Ref. E) 6) Large internal circlip pliers - Remove the circlip from the seat on the reduction gear (Ref. D) and relative shims; keep the shims on one side to be reused or replaced with a pack of the same thickness.

7) 7 mm Allen wrench - Unscrew the wheel hub bolt (Ref. F) 8) Wheel hub puller (2) - Screw the end of the tool into the wheel hub bore (Ref. F) and use the sliding hammer to strike the end of the spindle forcefully as shown by the arrow, until the wheel hub is completely free of the reduction gear.

Recover the shims from the bearing seat and put them aside to be reutilized or replaced with a pack of the same thickness.

IMPORTANT THE CYLINDRICAL GEAR IS FITTED TO THE PINION SHAFT WITH LOCTITE 542. TO FACILITATE REMOVAL, HEAT THE CYLINDRICAL GEAR WITH A BLOW TORCH UP TO 70/80 °C

ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Put on safety gloves and then remove the crown wheel.

9) 30mm hex wrench, Plastic mallet, Regular pliers - Use the pliers to immobilize the crown wheel (Ref. H) and then use the 30 mm hex wrench to unscrew the pinion nut (Ref. G).

Remove the crown wheel from the shaft and use the pliers to remove the crown wheel locking keys (Ref. I).

Strike the shaft screw with the mallet and extract it from inside the reduction gear case (see sequence shown in Fig. 2) 6.0 ASSEMBLY http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/02_gr96/c2a.htm (10 of 17)07.09.2011 13:53:35

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6.1 INTRODUCTION Thoroughly clean all components and remove all traces of LOCTITE.

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and safety glasses. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately. Follow the appropriate accident prevention standards.

Inspect all parts for wear and replace any that are damaged.

If any gears are damaged, the entire gear assembly must be replaced.

New gear assemblies require new taper roller bearings.

Even if only some of the taper roller bearings are damaged, all of them must be renewed (use only the inner and outer races supplied by the manufacturer).

After cleaning, lubricate the taper roller bearings with reduction gear oil prior to installing them.

Do not reutilize damaged spacers.

Smooth the sides of the seal using an oilstone or file.

The following new parts are required for assembly: Radial seal for the axle shaft Seal for the axle shaft Hex retaining nut for helical gear Shims to adjust bearing preload and clearances Seals for the oil filler and drain plugs 6.2 ASSEMBLY

1) Tool for installation of the outer races of the taper roller bearings of the bevel pinion on the reduction gear case (4). 19 mm hex wrench N° 2 Assembly procedure - Insert quadrant E on rod A with the conical side facing away from nut F. Install the outer ring of bearing D in the seat in the reduction gear case; insert the rod in the pinion seat from the top so that the conical side of quadrant E is inserted in the ring of bearing D.

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- From the side of the reduction gear case, insert the bearing ring B and then insert quadrant C so that the tapered side of the quadrant engages with the tapered side of the ring; screw the nut onto rod A on point G, tighten with the wrenches to force the bearing rings together in the reduction gear housing. (Fig. 4) 2) Tool for installing taper roller bearings on pinion (5), Plastic mallet - Fit the taper roller bearing to the pinion shaft, position the tool on the bearing and use the mallet to drive the bearing against the pinion (Ref. H fig. 5), fit the spacer on the shaft.

3) 30 mm hex wrench, Regular pliers, Hammer, Tool (5) Insert the taper pin in the reduction gear seat from the inside (Fig. 5), insert the second taper roller bearing on the top of the pin and use the hammer and special tool to drive the bearing fully home against the race.

Insert the two keys (Ref. M) in the locations in the shaft, clean the shaft thoroughly and smear on Loctite 542 then fit the crown wheel (Ref. L).

Smear Loctite 242 on the shaft threads and fit the nut (Ref. N).

Lock the crown wheel (Ref. L) against rotation with the pliers and tighten the nut with the torque wrench to 6 Kgm (59Nm) (Fig. 7).

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4) Wheel hub bearing tool (3), Plastic mallet, External circlip pliers (GR-96) - Position the base of the tool (Ref. O) on a workbench, install the wheel hub (Ref. P) on the base and insert the first bearing in the hub (Ref. Q), position the second tool on the bearing (Ref. R) and use the mallet to strike the tool and drive the bearing against the crown wheel. Using the circlip pliers, fit the circlip securing the first bearing and then install the second bearing using the same procedure described above.

(GR-97) - to drive in the bearings use the procedure described above with the exception of the internal circlip step because, since the hub is shorter, the bearings must be positioned close together.

5) Steering thrust bearing tool (7), Plastic mallet - (GR-96) - Position the base of the tool (Ref. S) on a workbench and place the thrust bearing on top of the base (Ref. T); place the reduction gear cover in the thrust bearing inner race (Ref. U), place the second tool on the cover (Ref. V) and use the mallet to strike the tool until the cover is located fully home against the thrust bearing

GR-97 - Operations to drive in the thrust bearing are not required because the reduction gear cover is integral with the steering thrust bearing.

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6) Fit the cover on the reduction gear (Ref. Z), before fitting the fixing screws smear Loctite 242 on the threads; this done, tighten with a torque wrench to 4.8 kgm (47Nm).

7) Plastic mallet, Wheel hub puller (2) - (GR-96 and GR-97) - Fit the spacers in the reduction gear against the bearing shoulder, screw the pin to the wheel hub (Fig. 10), Insert the wheel hub complete with bearings into the reduction gear and use the mallet to strike the puller (Ref. J) and drive in the bearings so that they locate against the reduction gear case.

8) Internal circlip pliers - Fit the shims against the wheel hub bearings and then fit the circlip using the pliers. Check the backlash of the bevel gear pair as indicated in (Fig. 10 Ref.K); if backlash is more or less than the specified value, move the shims until you obtain the optimum value. K), se il gioco è maggiore o minore di come descritto, spostare gli spessori fino a raggiungere il gioco ottimale.

9) Oil seal driving tool (6), Plastic mallet - Smear Loctite 542 on the outer edge of the oil seal. Offer up the oil seal to the reduction gear (Ref. Y Fig: 11), fit the tool above the oil seal and use the mallet to strike the tool until it is located against the circlip.

Before installing the reduction gear ensure that all screws and plugs are tight and that Loctite has been applied as illustrated on the next page.

Continuous axle shaft torque 181 Nm Axle shaft torque in max. acceleration and max. braking 484 Nm Max. load on wheel in line of motor axis 1100 kg Wheel bearing with 1100 kg Ratio. Co/p= 4.24 static

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7.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK Install the reduction gear on the truck following the instructions and procedures performed during the disassembly phase.

FILLING THE REDUCTION GEAR WITH OIL Oil of the prescribed type and quantity can be poured into the unit both through the filler hole and through the opening of the motor coupling flange.

ATTENTION When filling the through the top of the reduction gear, ensure that the unit is in the installation position and that the filler hole plug has been removed. In this case, the filler hole serves as an overflow.

The oil level is correct when the oil is up to the lower edge of the filler hole (overflow), or, when filled through the reduction gear cover hole, when the oil is up to the lower edge of the motor coupling gear.

IMPORTANT WIPE AWAY EXCESS OIL WITH A CLEAN RAG IMPORTANT FREQUENTLY CHECK THE OIL LEVEL DURING THE RUNNING-IN PERIOD AND TOP UP WHEN NECESSARY. USE THE SAME TYPE OF OIL FOR FILLING AND TOPPING UP. Required oil quantity, Viscosity, Standard oil, Oil temperature: see page 4 of this manual.

The prescribed quantities of oil are guideline and serve for the purposes of service planning only. Correct lubrication of the reduction gear will ensure an extended working lifetime.

Change the oil after 150 to 500 operating hours in order to remove any small metallic particles produced during the running-in period.

Reduction gears that have been overhauled and fitted with new gears are to be considered and treated as new units.

8.0 TROUBLESHOOTING After assembly and refitting, check the operation of the reduction gear.

To do this, you will need to fill the unit with oil and refit the electric motor and the drive wheel.

Start the electric motor and run for a few minutes at different speeds and in each direction. Simultaneously apply light braking force to the driving wheel.

Observe the movements of the reduction gear and listen for any abnormal noises.

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http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm 1.0 SERVICING PRODUCTS 1.1 CLEANING PRODUCTS Use detergents such as benzol or LOCTITE rapid cleaner n. 706

ATTENTION When using aggressive detergents, avoid contact with eyes and skin. Do not ingest or inhale the vapours. Wear safety gloves and safety glasses. In the case of skin contact, rinse the affected area immediately in plenty of water. In case of ingestion, call a doctor immediately.

Follow the appropriate accident prevention standards.

1.2 ASSEMBLY PRODUCTS LOCTITE No. 242 for medium-high torque bolts LOCTITE No. 542 for gasketing LOCTITE No. 638 for the crown wheel and axle shaft Lubricant: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL)

Ink: for checking gear tooth backlash Use reduction gear oil (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) Viscosity: Standard oil: Ambient temperature: 0 - 40 °C (32-104 °F) SAE 80-90 Low oil temperature: Ambient temperature; down to -26 °C (-15 °F) SAE 80W Ambient temperature; down to -40 °C (-40 °F) SAE 75W Always consult the truck manufacturer before using a synthetic oil. Always check the oil level again after using the truck for a brief period. When topping up the oil, use the same oil as that used originally to fill the unit.

Read the following sections of the manual carefully: “Installation, Operation, Maintenance”.

Quantity of oil required: (SEE TABLE 01 AT THE BEGINNING OF THE MANUAL) The indicated oil quantities apply to standard models. The oil level is correct when the oil is up to the lower edge of the filler hole (overflow).

2.0 REDUCTION GEAR COMPONENTS

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2.1 TABLE OF REDUCTION GEAR COMPONENTS The components illustrated on the facing page are described in the following table.

Key: Ref. Exploded view Component reference in exploded view Component description Function of component

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3.1 SPECIAL TOOLS FOR FITTING COMPONENTS

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3.2 REDUCTION GEAR SECURED TO TOOL FOR DISASSEMBLY

4.0 DISMANTLING THE REDUCTION GEAR - Thoroughly clean the outside of the reduction gear before dismantling - The work area should be clean and well-lit - To facilitate dismantling and reassembly procedures, use a suitable stand.

4.1 SPECIAL EQUIPMENT REQUIRED · N° 3 bolts Ø12 M · Grip pliers · Various bearing pullers

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4.2 STANDARD TOOLS REQUIRED

1) 19 mm socket wrench - Unscrew the three screws securing the steering thrust bearing (Ref. A - Fig. 1), remove the flange (Fig.2).

2) 8 mm Allen wrench - Unscrew the three reduction gear cover fixing screws (Ref. B - Fig. 1) located in the flange.

3) 17 mm hex wrench - Unscrew the three reduction gear cover fixing screws located under the flange. (Ref. C - Fig. 1)

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4) Small screwdriver - Lift and remove the thrust bearing circlip (Ref. D - Fig.3), remove the ring and free the thrust bearing so that it can be extracted.

5) 8 mm Allen wrench + 3 screws Ø12 M - The thrust bearing has three threaded through-holes that are to be used for extraction purposes. Screw the three screws into the holes, with the wrench tighten the screws in sequence until the thrust bearing has been completely extracted (Ref. E - Fig. 4).

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6) 17mm hex wrench - Unscrew the wheel hub flange fixing screws (Ref. F - Fig. 5), remove the complete wheel hub and place it on a workbench (Fig. 6).

IMPORTANT THE CYLINDRICAL GEAR IS FIXED TO THE PINION SHAFT WITH LOCTITE 245.

HEAT THE CYLINDRICAL GEAR WITH A BLOW TORCH TO A TEMPERATURE OF 70/80 °C TO FACILITATE EXTRACTION OF THE GEAR

ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Put on safety gloves and then remove the crown wheel.

7) 36 mm hex wrench - Ø3 pin punch - Grip pliers - Use the grip pliers to immobilize the bevel pinion from the inside of the reduction gear (Ref. G - Fig. 7). Use the pin punch to unclench the tab responsible for locking the pinion nut, (Ref. H - Fig.7). Use the wrench to remove the nut (Ref. I - Fig.7).

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8) Plastic mallet - After removing the nut, strike the pin with the mallet and drive out the pinion from the inside of the reduction gear (Fig. 8).

IMPORTANT THE BEVEL GEAR IS FIXED TO THE AXLE SHAFT WITH LOCTITE 638.

USE A BLOW TORCH TO HEAT THE BEVEL GEAR NEXT TO THE SHAFT TO A TEMPERATURE OF 70/80 °C TO FACILITATE THE EXTRACTION PROCEDURE.

ATTENTION Residual traces of LOCTITE can produce harmful vapours when heated. Wear a protective mask! Put on safety gloves and then remove the crown wheel.

9) 75 mm hex wrench with extension, Ø3 pin punch, Hammer - Secure the complete wheel hub in a vice and use the pin pinch and the hammer to unclench the tab that locks the nut (Ref. L - Fig. 9).

Use the wrench to unscrew and remove the nut, then remove the crown wheel (Fig. 10).

Overturn the flange and remove the wheel hub (Fig. 11).

After stripping the various segments, extract the taper roller bearings and races using suitable pullers.

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4.3 TABLE OF SCREW AND NUT TIGHTENING TORQUES

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5.0 ASSEMBLY OF COMPONENTS 5.1 INTRODUCTION - Thoroughly clean all the components, wash them with solvents and degreasing agents, remove any remains of Loctite

ATTENTION When using solvents and degreasing agents, keep to the manufacturer’s instructions.

Wear appropriate safety clothing for the accident-prevention regulations.

- Inspect all parts for wear and replace any that are damaged.

- If one of the gears is damaged, replace the whole set.

- When the gears are renewed all bearings must be renewed at the same time.

- Use only genuine parts supplied by the manufacturer.

- After cleaning, thoroughly oil the bearing seats and seals to facilitate assembly of the parts.

- Smooth the seats of the seals.

For assembly, the following new parts must be ordered: - Axle shaft oil seal - Axle shaft flange gasket - Reduction unit cover flange gasket - Bevel pinion fixing hex nut http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/03_gr92/c3a.htm (13 of 19)07.09.2011 13:54:23

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- Axle shaft hex nut - Bearing clearance adjustment shims - Oil filler and drain plug gaskets.

5.2 FITTING THE PINION TAPER ROLLER BEARING OUTER RACES

PROCEDURE 1) 19 mm hex wrench, Tool A92 -1 - Insert the outer race of the upper taper roller bearing relative to the pinion seat (Ref. A), use the special tool and wrench to drive the race fully home. (fig. 12) 2) Tool A 92-2, Feeler gauge - Position the dummy pinion (Ref. B), with relative replacement shims and tighten the nut (Ref. D) thereby securing the dummy pinion. Position the flange of the dummy crown wheel (Ref. C) use an 0.5 mm feeler gauge to check the clearance between the dummy pinion and the dummy crown wheel; if the clearance is greater or less than 0.5 mm, add or remove shims under the bearing seat (Ref. E). Remove the dummy bevel gear set. (fig. 13) 3) 19 mm hex wrench, Tool A 92 -1 - Insert the shims under the bearing seat, insert the external race of the lower taper roller bearing and use the tool and wrench to drive the race fully home (Ref. F). (fig. 14) 5.3 FITTING THE TAPER ROLLER BEARING ON THE PINION 4) Hammer - Tool A 92-3 - Fit the bearing (Ref: G) to the bevel gear set pinion, ensuring the wider conical side is facing the pinion.

Insert the pin from the threaded part in tool A 92-3, fit cover A 92-3 on the pinion and use the hammer to drive the bearing home against the pinion (Ref. L). (fig. 15)

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5.4 FITTING THE TAPER ROLLER BEARING ON THE CYLINDRICAL CROWN WHEEL ASSEMBLING PINION AND CROWN WHEEL

5) Hammer, Tool A 92-4 - Fit the taper roller bearing to the cylindrical crown wheel (Ref. M) and use special tool A 92-4 and the hammer to drive the bearing home against the crown wheel (Ref. N). (fig. 16) 6) 36 mm hex wrench with torque bar, Ø3-4 pin punch, Hammer - Insert the pinion from inside the reduction gear case and push it upwards until the bearing locates against the race (Ref. O). Smear Loctite 245 on the crown wheel mating surfaces. Insert the crown wheel onto the shaft and drive it until the bearing locates against the race; fit the washer and nut and then use the 36 mm wrench to tighten fully to 8.5Kgm (83Nm); using the pin punch and hammer, peen the upper edge of the nut in the position of the keyway on the shaft to prevent it from unscrewing. (fig. 17) 5.5 FITTING THE WHEEL STUDS TO THE AXLE SHAFT 7) Hammer, Support plate A 92-6, Tool A 92-5 - Position the axle shaft on support plate A 92-6; use tool A 92-5 and the hammer to drive the wheel studs into the holes in the hub ensuring that the flat part of the head is facing the shaft. (fig. 18)

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5.6 FITTING THE TAPER ROLLER BEARINGS ON THE BEVEL CROWN WHEEL FITTING THE TAPER ROLLER BEARINGS ON THE FLANGE

8) Hammer, Support plate A 92-7, Support plate A 92-8, Tool A 92-9 - Position the bevel crown wheel on support plate A 92-8.

Position the bearing guide A 92-9 on the crown wheel. Place the bearing on the crown wheel (Ref. P), then use tool A 92-10 and the hammer to drive the bearing fully home. (fig. 19) 9) Hammer, Support plate A 92-7, Support plate A 92-8, Tool A 92-10 - Place the flange facing upwards on the support plate 92-8 (fig. 20) and fit the taper roller bearing external race (Ref. Q); now use tool A 92-10 and the hammer to drive the race fully home. (fig. 20) 10) Support plate A 92-7, Tool A 92-10, Tool A 92-11 - Overturn the flange and place it on plate A 92-7, Fit the outer race of the taper roller bearing (Ref. S) and use tool A 92-10 to drive the bearing race fully home. Fit the oil seal in the crown wheel seat and use tool A 92-11 and the hammer to drive it fully home. (fig. 21) Grease the oil seal in the area of contact with the axle shaft.

5.7 FITTING THE FLANGE AND BEVEL CROWN WHEEL TO THE AXLE SHAFT

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11) Hammer, Support plate A 92-7, Support plate A 92-6, Tool A 92-10, Tool A 92-12 - Position the axle shaft on support plate A 92-6, insert the flange on the axle shaft from the oil seal side and use tool A 92-10 and the hammer to drive the bearing fully home; remove the special tool. Smear Loctite 638 on the axle shaft mating surfaces and insert the bevel crown wheel on the shaft.

Using tool A 92-12 and the hammer, drive the bearing fully home; remove the tool. (fig. 22) 12) 75 mm hex wrench with torque bar, Shims, Hammer, Pin punch - Insert the shims under the nut, smear Loctite 242 on the axle shaft thread and use the wrench to torque the nut to 40 Kgm (392 Nm).

N.B. The shims should be added or removed according to the friction of the bearings.

Use the punch and hammer to peen the upper edge of the nut in correspondence with the shaft keyway thereby preventing the nut from working loose. (fig. 23) N.B. ROLLING RESISTANCE 0.55 - 0.6 Kgm with properly greased oil seal. The bearings are lubricated by the manufacturer and do not require re-lubrication.

ROLLING RESISTANCE SHOULD BE MEASURED WHEN THE SHIMS HAVE BEEN INSERTED AND WITH THE NUT TORQUED TO 40Kgm 5.8 INSTALLING THE STEERING THRUST BEARING COMPLETE ASSEMBLY OF THE REDUCTION GEAR

13) Hammer - Tool A 92-14 - Place the steering thrust bearing on the reduction gear cover. Using tool A 92-14 and the hammer, drive the thrust bearing home against the cover and then fit the ring/circlip. (fig. 24) 14) 17 mm hex wrench with torque bar, 8 mm Allen wrench with torque bar - Coat the hub flange with grease (Ref. T), fit the gasket with the holes aligned with the holes in the flange, causing the gasket to adhere to the grease. Assemble the flange to the reduction gear and use the wrenches to tighten the four screws around the circumference; check backlash of the bevel gear set and, if necessary, add additional gaskets until you obtain the prescribed value. Smear Loctite 242 on the screw threads and torque them to 4.8Kgm (47Nm). (fig. 26) 15) 17 mm hex wrench with torque bar , 8 mm Allen wrench with torque bar - Smear liquid gasket type Motorsil D on the mating surfaces of the cover (Ref. U). Fit the cover complete with thrust bearing, apply Loctite 242 to the screw threads and torque to 4.8Kgm (47Nm). (fig. 26)

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For assembly on the truck, proceed in reverse order with respect to the disassembly procedure.

6.0 INSTALLING THE REDUCTION GEAR ON THE TRUCK Install the reduction gear on the truck following the instructions and procedures utilized during the removal operation.

6.1 FILLING THE REDUCTION GEAR WITH OIL Oil of the prescribed type and quantity must be poured into the unit both through the filler hole and through the opening in the motor coupling flange.

ATTENTION When filling the unit through the top, ensure it is in the installation position and that the filler plug has been removed. In this case, the filler hole serves as an overflow.

The oil level is correct when the oil is up to the lower edge of the filler hole (overflow), or, when filled through the reduction gear cover hole, when the oil is up to the lower edge of the motor coupling gear.

IMPORTANT WIPE AWAY EXCESS OIL WITH A CLEAN RAG. IMPORTANT FREQUENTLY CHECK THE OIL LEVEL DURING THE RUNNING-IN PERIOD AND TOP UP WHEN NECESSARY. USE THE SAME TYPE OF OIL FOR FILLING AND TOPPING UP. Required oil quantity, Viscosity, Standard oil, Oil temperature: see page 5 of this manual.

The prescribed quantities of oil are guideline and serve for the purposes of service planning only. Correct lubrication of the reduction gear will ensure an extended working lifetime.

Change the oil after 150 to 500 operating hours in order to remove any small metallic particles produced during the running-in period.

Reduction gears that have been overhauled and fitted with new gears are to be considered and treated as new units.

7.0 TROUBLESHOOTING After assembly and refitting, check the operation of the reduction gear.

To do this, you will need to fill the unit with oil and refit the electric motor and the drive wheel.

Start the electric motor and run for a few minutes at different speeds and in each direction. Simultaneously apply light braking force to the driving wheel.

Observe the movements of the reduction gear and listen for any abnormal noises.

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272491100

Technical Information for Yale Service Centres

This manual is addressed exclusively to the specialised technicians of the Yale service network DC-EPS POWER STEERING AND WIRE GUIDANCE

Section: INDEX

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INDEX Section: QUICK SET-UP PROCEDURE 1.0 PRELIMINARY SET-UP PROCEDURE 2.0 STEER SYSTEM SET-UP PROCEDURE 2.1 RTC (RETURN TO CENTER) SYSTEM 2.1.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ?

2.1 SYSTEM WITH TACH. GENERATOR 2.1.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ?

3.0 WIRE GUIDANCE SYSTEM SET UP (COMPLETE PROCEDURE) 3.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ?

4.0 WIRE GUIDANCE SYSTEM ADJUSTMENT (PROCEDURE TO CARRY OUT ON DELIVERY OF A NEW TRUCK WITH STANDARD FACTORY SETTINGS) Section: STEERING AND WIRE GUIDANCE 1.0 INTRODUCTION 2.0 EQUIPMENT FOR ADJUSTMENT 2.1 SYSTEM COMPONENTS 2.1.A TWO INDUCTIVE WIRE SENSORS 2.1.B STEER ANGLE POSITION POTENTIOMETER (MDU POT) 2.1.C STEERING SERVO MOTOR CONTROL UNIT 2.1.D OPERATOR CONSOLE 2.1.E STEERING SERVO MOTOR 2.1.F STEERING HANDLE 2.1.G LINE DRIVER (GUIDE WIRE SIGNAL GENERATOR) 2.1.G SIGNAL STRENGTH SET UP 2.2 ELECTRICAL SPECIFICATIONS 3.0 STEERING REDUCTION RATIO 3.1 INSTALLING SENSORS 4.0 SYSTEM DESCRIPTION 4.0.A AUTOMATIC WIRE GUIDED STEERING 4.0.B MANUAL STEERING WITH TACHO GENERATOR 4.0.C MANUAL STEERING WITH POTENTIOMETER 4.0.D WIRE GUIDED STEERING OPERATING SEQUENCE 5.0 POWER CONNECTION DIAGRAM 5.1 TACHO HANDWHEEL STEERING PLUS WIRE GUIDANCE ELECTRICAL DRAWING 5.2 TACHO-GENERATOR STEERING WHEEL AND AUTOMATIC CENTERING 5.3 POT (SMART STEER) CONTROLLED STEERING PLUS WIRE GUIDANCE ELECTRICAL DRAWING 5.4 POT (SMART STEER) CONTROLLED STEERING 5.5 PRELIMINARY SET UP PROCEDURE 6.0 DESCRIPTION OF ECM CONNECTORS 6.1 ECM CONNECTOR "D" DESCRIPTION 6.1.A AUDIBLE AND VISUAL SIGNALS (MANLED, AUTOLED, BUZZER, +12V) 6.1.B AUTOMATIC MODE REQUEST (AUTOSEL, GND) 6.1.D CONNECTIONS TO THE DRIVE SYSTEM (MA, MI, A1, A2) 6.1.E LIMIT MICROSWITCH CONNECTION (CLS, CCLS) 6.2 MOTHERBOARD CONNECTOR "E" DESCRIPTION 7.0 DESCRIPTION OF WIRE GUIDANCE CARD CONNECTIONS 8.0 SETTING ECM ACSZPA0B

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8.0.A SETTING THE MAXIMUM CURRENT (IMAX.) 8.0.B SETTING TACHOMETRIC FEEDBACK 8.0.C SETTING THE MANUAL STEERING 9.0 WIRE GUIDANCE CARD ACSZPB0B 9.0.A TRACTION PLUG SENSING SETTING 9.0.B MDU GUIDANCE SENSOR SETTINGS 9.0.C MDU POT OFFSET ADJUSTMENT 9.0.D STEERING ERROR OFFSET ADJUSMENT 9.0.E STEER CORRECTION RESPONSE ADJUSTMENT POTENTIOMETRIC FEEDBACK) 9.0.F GAIN LOOP ADJUSTMENT 9.0.G LOAD END SENSOR ADJUSTMENT 9.0.H LOAD END TRAVEL - MDU SENSOR WEIGHT ADJUSTMENT (WEIGHTED SETTING OF ANTENNAS WHEN TRAVELING LOAD WHEEL DIRECTION) 9.0.I ACQUISITION ANGLE ADJUSTMENT 9.0.L GUIDANCE ALARM TOLERANCE ADJUSTMENT 9.0.M MAXIMUM WIRE GUIDANCE STEERING ANGLE ADJUSTMENT (POT OUT OF RANGE ALARM) 10.0 TIP ON SETTING UP 10.0.A REVERSED MDU POT FEEDBACK 10.0.B REVERSED SENSOR FEEDBACK 11.0 ALARMS AND TROUBLE SHOOTING 11.1 DESCRIPTION OF FUSES 11.2 DESCRIPTION OF ALARMS 11.2.A MANUAL MODE ALARMS 11.2.B WIRE GUIDANCE MODE ALARMS 12.0 HAND SET DESCRIPTION 12.0.A TACH-GENERATOR STEERING OPTION - HAND SET FUNCTION MAP 12.0.B POT STEERING OPTION - HAND SET FUNCTION MAP 12.1 MAIN MENU "PARAMETERS" LIST 12.2 MAIN MENU: TESTER FUNCTIONS 12.3 MAIN MENU’: "ALARMS" FUNCTIONS 12.4 CONFIG MENU’: "SET OPTIONS" FUNCTION LIST 12.5 CONFIG MENU: "ADJUSTMENTS" FUNCTION LIST 13.0 HARDWARE FAILURE DETECTION 13.0.A HARDWARE FAILURE DETECTION IN MANUAL STEERING 13.0.B HARDWARE FAILURE DETECTION IN AUTOMATIC STEERING 14.0 PERIODIC MAINTENANCE 15.0 WIRE GUIDANCE DIAGNOSTICS

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STEERING AND WIRE GUIDANCE QUICK SET UP PROCEDURES QUICK SET-UP PROCEDURE RTC (RETURN TO CENTER) / TACH STEERING AND WIRE GUIDANCE This set-up procedure is intended to be a quick reference for the technician who is familiar with the system and should ALWAYS be used in conjunction with the service manual. All settings should be performed in an open area away from warehouse racking.

The quick set-up procedure gives the possibility to quickly access the various adjustment and set up phases to obtain optimal truck performance in manual and automatic drive modes. To aid consultation, the quick set-up procedure is divided into 4 principle chapters, in each of these chapters it is also explained when necessary to carry out each procedure.

1.0 PRELIMINARY SET-UP PROCEDURE (DONE BEFORE GUIDANCE SETUP) 1. Turn off key switch.

2. Raise sidegates.

3. Disconnect battery.

4. Raise MDU end of truck and manually rotate MDU to center position.

5. Connect battery 6. Connect Handset to Steer Controller 7. Turn on key switch 8. Put side gates down 9. Disregard alarms 10. Set guidance switch to manual mode. (If so equipped with Guidance) If truck is Tach steer go to Step B. A) Check for correct center voltage of RTC pot (Command Pot) (Section 12.2.A of steering section of service manual) 1) Main Menu Tester Set Point Pot. 2) Move RTC handle fully CCW and fully CW. 3) Voltage should not be less than .1 V or more than 4.9 V 4) Center value should be 2.5 V +/- .25 5) If voltage is not within specifications, adjust mechanically RTC pot at steering handle.

B) Check for correct steer demand from Tach generator (Section 12.2.D of steering section of service manual) Tester DT. 1) Main Menu 2) Rotate the Tach wheel clockwise for an increasing voltage (+) 3) Rotate the Tach wheel counter clockwise for a decreasing voltage (-) C) Check for correct center voltage of MDU pot (Feedback Pot) (Section 12.2.B of steering section of service manual) Tester Feedback Pot. 1) Main Menu 2) Check voltage. Should be 2.5 volts (+/- .1) 3) Manually adjust MDU pot. Loosen set screw and rotating shaft to obtain 2.5 V. 4) Tighten set screw and lock nut.

D) Check the steering limit switches (B39 and B40) to make sure they are functional.

(Sections 12.2.G and 12.2.H of steering section of service manual) The limit switches prevent the MDU from reaching the mechanical stops and damaging the controller. Carefully trip the switches using a screwdriver, and check that the steering is disabled in the corresponding direction. The rear limit switch, closest to the doors, disables steering in the RTC (or Tach) handle CCW direction. The front limit switch, closest to the battery, disables steering in the RTC (or Tach) handle CW direction.

If steering limit switches are not functional, refer to service manual for repairs, before continuing with set-up procedure.

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2.0 STEER SYSTEM SET-UP PROCEDURE (PRELIMINARY SET-UP PROCEDURE MUST BE PERFORMED PRIOR TO THIS STEP)

View of Steering Motherboard with Optional Wire Guidance Card Attached (This picture details where the various trimmer pots are used for setting up the system) 2.1 RTC (RETURN TO CENTER) SYSTEM 1) Setting Manual Steering (to then be able to carry out Set Battery Type – step 2) (Section 12.4.H of steering section of service manual) Config Menu

Set Options

System Config

a) Set System Config to Option #1: 1) Option #1 = Tach with wire guidance 2) Option #2 = Tach without wire guidance 3) Option #3 = RTC with Wire Guidance 4) Option #4 = RTC without Wire Guidance NOTE: Option #1 is not the correct configuration for the RTC system but it is necessary to carry out this step because Set Battery Type is not present on the Option #3 & 4 configuration menu.

2) Set Battery Type (Section 12.5.F of steering section of service manual)

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1) Config Menu Adjustments Set Battery Type 2) Set proper battery voltage 48v, 72v (US) or 80V (EU) NOTE: If the steer controller is set for the wrong voltage, the steering speed and response will be greatly affected.

3) Setting Manual Steering (per poter poi eseguire il Set Battery Type – step 2) (Section 12.4.H of steering section of service manual) Config Menu

Set Options

System Config

a) Set System Config to Option #3 or #4: (#3 if wire guided, #4 no wire guidance) 1) Option #1 = Tach with Wire Guidance 2) Option #2 = Tach without wire guidance 3) Option #3 = RTC with Wire Guidance or 4) Option #4 = RTC without Wire Guidance 4) Memorize RTC center voltage (Section 12.5.D of steering section of service manual) 1) Move steer handle and let it spring back to center position 2) Zero SP Pot Adjustments Zero SP Pot a) Config Menu b) Save settings (Enter, Enter, Out, Enter) 5) Set maximum steering angles (Section 12.5.B and 12.5.C of steering section of service manual) Parameter Change 1st Speed Coarse 1) Main Menu 2) Turn RTC handle fully CW (MDU will turn CCW) a) Set parameter to highest setting that does not trip steer limit switch (closest to Battery) b) Operate handle a few times to verify setting 3) Roll up to 1st Speed Fine and repeat procedure for fine adjustment 4) Roll up to 2nd Speed Coarse 5) Turn RTC handle fully CCW (MDU will turn CW) a) Set parameter to highest setting that does not trip steer limit switch (closest to compartment doors) b) Operate handle a few times to verify setting 6) Roll up to 2nd Speed Fine and repeat procedure for fine adjustment 7) Save settings - (Out, Enter) 6) Adjust steering minimum and maximum steer angles (Section 12.5.B and 12.5.C of steering section of service manual) Adjustments Set Steer Min 1) Config Menu a) Turn handle fully CCW and memorize setting (expect to see a voltage between 0 and 1.5 Vdc) 2) Roll up to Set Steer Max b) Turn handle fully CW and memorize setting (expect to see a voltage between 3.4 and 4.5 Vdc) NOTE: Unit may need to have travel energized to keep steering from timing out.

7) Set straight travel (Section 12.4.A of steering section of service manual) Adjustments Set Steer 0-Pos (begin with the setting of 2500.00 MV) 1) Config Menu 2) Adjust parameter for straight travel. Drive unit in load wheel direction (30 Feet) and check for straight travel 3) Adjust Set Steer 0-Pos until vehicle travels straight 4) Save settings - (Out, Enter) (If MDU dithers or straight travel is inconsistent, perform Adjust Steering Precision steps before continuing) 8) Adjust steering precision (Section 12.1.C and 12.1.D of steering section of service manual) 1) Main Menu

Parameter Change

KP

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2) Adjust KP setting to achieve low steering oscillation (Higher settings equal greater oscillation – typically set to Level 5) 3) Roll up to KD 4) Adjust KD to achieve low overshoot (typically set to level 1) Adjust KP and KD to achieve best amount of steering speed and accuracy with least amount of correction (dither).

8) Adjust steering speed (Section 12.1.Q of steering section of service manual) Parameter Change Acceleration 1) Main Menu a) Set acceleration rate to 9 ( level 9 = 3 seconds lock to lock) NOTE: If the previous step 7 is not performed, then the steering speed will be reduced regardless of how step 8 is set.

(May take MDU 12 seconds to steer lock to lock if step 7 is set wrong) 9) Adjust steering speed near center position (Section 12.1.R of steering section of service manual) Parameter Desensibilizat 1) Main Menu 2) Adjust parameter to desired steering speed near center position (typically set to level 6) 3) Go to step 13 for wire guidance setup 2.1.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ? · In case of substitution of the EPS controller (complete procedure). · In case of substitution of the Feed Back potentiometer (FB Pot): carry out only steps 5 – 6 – 7. · In case of substitution of the Steering Position potentiometer (SP Pot): carry out only steps 4 – 5 – 6 – 7.

2.1 SYSTEM WITH TACH. GENERATOR 1) Setting Manual Steering (Section 12.4.H of steering section of service manual) Config Menu

Set Options

System Config

- Set System Config to Option #1: 1) Option #1 = Tach with Wire Guidance (adjustment suggested with and without wire guidance) 2) Option #2 = Tach without wire guidance 3) Option #3 = RTC with Wire Guidance 4) Option #4 = RTC without Wire Guidance 2) Set Battery Type (Section 12.5.F of steering section of service manual) Adjustments Set Battery Type 1) Config Menu 2) Set proper battery voltage 48v, 72v (US) or 80V (EU) NOTE: If the steer controller is set for the wrong voltage, the steering speed and response will be greatly affected.

3) Set Speed Limit of Steering (Section 12.1.A of steering section of service manual) 1) Main Menu Parameter Change Speed Limit 2) Level 0 is for slow turning, Level 9 is for fast turning (standard adjustment is level 5) 4) Set Sensitivity (response) of Tach steering (Section 12.1.B of steering section of service manual) Parameter Sensitivity 1) Main Menu 2) Level 0 is for less responsive steering, Level 9 is for maximum sensitivity (standard adjustment is level 1) 2.1.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ? · In case of substitution of the EPS controller (complete procedure). · In case of necessity to vary the manual steering performance, carry out only steps 3 and/or 4.

3.0 WIRE GUIDANCE SYSTEM SET UP (COMPLETE PROCEDURE).

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View of Test Point card fitted to the Wire Guidance Card

View of Wire Guidance Card Adjustment Pot locations REFER TO FIGURE B FOR TEST POINTS AND FIGURE C FOR TRIMMER POTS WHILE ADJUSTING THE WIRE GUIDANCE SYSTEM 1) Setting TM13, 14 and 15 on a brand new guidance card prior to installation into the ECM using an ohm meter.

There are two ways to set up trimmer pots TM13, 14 and 15 on a brand new guidance card before it is installed into a ECM unit.

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Set the trimmer pots to a predefined number TM13 to position 7 TM14 to position 8 TM15 to position 9

Method #2: Ohm meter setup There are four extra test points on the guidance card that are not defined in the service manual (TP16, 17, 18, 19). These test points require the use of a clip on type adapter on your Ohm meter leads.

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Referring back to the previous figures (1,2), we can use an ohm meter connected in a certain way to set up trimmer pots TM13, 14 and 15. Refer to Figure 3 below for ohm meter connections.

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TM13 adjustment – Hook up ohm meter as shown in figure 3 (negative lead to TP16, positive lead to diode) and adjust TM13 to 15.5Kohms TM14 adjustment – Hook up ohm meter as shown in figure 3 (negative lead to TP17, positive lead to TP18) and adjust TM14 to 56Kohms TM15 adjustment – Hook up ohm meter as shown in figure 3 (negative lead to TP15, positive lead to TP19) and adjust TM15 to 20Kohms 2) Install the guidance card on the mother board (ECM) and make sure that all the connectors are in the correct position.

3) Switch on the power supply (Emergency switch ON, key switch ON, Side Gateds closed).

4) Check For Power To Guide Wire (guidance switch does not need to be on) a) Check that LED’s on steering controller (DL1 and DL2) are on with unit over the wire or b) Drive unit near wire (in manual mode) and unit will slow if both antennas are close to the wire.

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5) Find Center Of Truck a) Locate the center of the MDU end of truck and install a pointer b) Locate the center of the load wheel end of truck and install a pointer

6) Set Plugging Detect Threshold (Section 9.0.A of steering section of service manual) a) Connect volt meter to TP2 (+) and TP15 (-) b) Check for +5 VDC at TP2 with truck stopped c) Operate traction in MDU direction. d) Adjust Trimpot TM12 for 0 VDC after contactor picks up, but before truck begins to move.

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7) Centering truck on the wire.

Put the truck on the wire (far from the line driver generator).

VERY IMPORTANT: the traction and load wheel aerials have to be perfectly centered on the wire (consider pointer in point 5 as center).

8) Balance MDU Sensor Coils (NOTE: Coil voltages must be equal) (Section 9.0.B of steering section of service manual) a) Move truck to position center of MDU end pointer over wire and load end pointer close to wire. b) Connect voltmeter to TP9(+) and TP15(-) c) Adjust TM1 to 180 mV RMS AC d) Connect voltmeter to TP10(+) and TP15(-) e) Adjust TM2 to 180mV RMS AC

9) Balance Load End Sensor Coils (Note: Coil voltages must be equal) (Section 9.0.G of steering section of service manual) Check that load wheel sensor pointer is centered over wire. a) Connect voltmeter to TP11(+) and TP15(-) b) Adjust TM3 to 180 mV RMS AC c) Connect voltmeter to TP12(+) and TP15(-) d) Adjust TM4 to 180 mV RMS AC

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10) MDU (Feedback) Pot Offset Adjustment (Section 9.0.C of steering section of service manual) a) Insure steer wheel is straight (To do this travel down the wire in MDU direction 10 meters in guidance and coast to a stop - Truck may be parallel to wire at this point as illustrated in figure D on next page) b) Connect Handset c) Config Menu Set Options Special Pot Adj. Set parameter ON (Enter) (This disables the steering system during adjustment. Don’t worry about the buzzer alarm enabled) d) Connect volt meter to TP6 and TP15 e) Adjust TM10 as close to 0 VAC as possible f) When finished set Special Pot Adj back to “off” (switch the key off to stop the buzzer)

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11) Steering Error Offset (Zero Reference for Steer Angle Shutdown Points) (Section 9.0.D of steering section of service manual) a) Align MDU end over wire in guidance mode b) Travel in MDU direction and coast to a stop (After 30 seconds the system will go into “Time Out” c) Connect volt meter to TP4(+) and TP15(-) d) Adjust TM9 for 0 VDC e) Drive unit along wire in MDU end and recheck voltage. (be sure to disconnect meter leads, otherwise truck will interpret the meter as an offset)

12) Test wire guidance system with truck traveling in traction wheel (MDU) direction only a) Truck travels parallel to wire as in Fig.D: to center the truck on the wire, adjust trimmer TM10. Start with 2 turns one way and test the truck, if the parallel travel is worse, it means you have turned the trimmer the wrong way, turn the trimmer 4 turns in the opposite direction and try the truck again. If this adjustment is not sufficient, proceed by turning the trimmer 1 turn at a time until the truck travels perfectly over the wire. b) The truck makes corrections that are too wide or fast: go to point 13.

13) Steer Correction Response Adjustment and Loop Gain Adjustment (Section 9.0.E of steering section of service manual) a) TM13 (setting described at point 1- To high of a setting will cause MDU oscillation – too low will cause acquisition problems) b) TM15 (setting described at point 1 - Turning clockwise increases sensitivity to the guide wire) (Set TM13 and TM15 together to reduce wander and oscillation of steering) NOTE: to reduce oscillation, we suggest that only trimmer TM15 is used, adjustment to TM13 other than that suggested could lead to difficulty during signal acquisition.

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Set up of the Wire Guidance system in MDU direction is now complete, the relative settings must not be touched any more !

14) Test wire guidance system with truck traveling in load wheel direction only (Ratio pot adjustment).

If the truck carries out the corrections precisely on the center of the wire, go to g), otherwise, if the truck travels parallel to the wire, carry out the complete procedure. a) Drive unit in load wheel direction at slow speed b) Check that load wheel sensor and MDU sensor stay within 6mm (.25”) of wire. c) If load end sensor does not stay within 6mm (.25”) of wire, drive truck in load wheel direction to point where sensor is greatest distance off of wire. d) Connect meter to TP15 and check voltage at TP11 and TP12 on the mV RMS AC scale to see which test point has the lower voltage. e) Increase the higher voltage 5mv and decrease the lower voltage 5mv by adjusting the trimpot, (TM3 for TP11 or TM4 for TP12), and drive the unit again. Repeat this procedure until the load end sensor stays within 6mm (.25”) of the wire. f) Drive unit at a higher speed and check that truck does not wander or dither in load wheel direction. g) Adjust TM14 to fine tune truck to wire

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This illustration demonstrates behavior of truck if Load Wheel sensor needs to have an offset adjustment made to it.

15) Setting Acquisition Angle (Section 9.0.I of steering section of service manual) a) Move truck away from wire b) Drive truck in MDU direction at an angle approx. 30 degrees to wire c) Adjust TM5 to acquire the wire in the shortest distance

16) Guidance Alarm Tolerance (Section 9.0.L of steering section of service manual) a) TM8 is Factory Set – DO NOT ADJUST!! b) Main Menu

Parameter Change

Fwd Upp Err Ant Set to 5

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c) Main Menu, Parameter Change, Fwd Low Err Ant Set to 5 d) Main Menu, Parameter Change, Rev Upp Err Ant Set to 5 e) Main Menu, Parameter Change, Rev Low Err Ant Set to 5 17) Setting Pot out of Range Alarm (Section 9.0.M of steering section of service manual) a) TM7 is Factory Set – DO NOT ADJUST!!

Parameter Change Upper Error Pot Set to 0 b) Main Menu c) Main Menu, Parameter Change, Lower Error Pot Set to 0 If the procedure has been carried out correctly and precisely, the wire guidance system will work correctly, otherwise, go to point 18. If even after having carried out the tests in point 18, the system continues to work incorrectly, repeat the whole procedure from point 1.

18) Guidance Evaluation a) Connect meter to TP5(+) and TP15(-), set for DC voltage b) Drive the truck both directions while on Guidance c) Voltage should be close to 2.5 volts +/- .1 volts d) If the voltage stays low or stays high, then TM9 or TM10 could be out of adjustment. e) Connect meter to TP3(+) and TP15(-), set for DC voltage f) Voltage should stay close to 2.5 volts +/- .1 volts. g) If the voltage stays low or high then a sensor may need adjustment or TM9 or TM10 may need adjusting. h) If the voltage at TP5 and TP3 stays close to 2.5 volts while traveling either direction in guidance, then the wire guidance setup is complete.

Wire guidance setup is complete, the following pages give additional information about the Wiring Guidance system Additional information concerning Test Points and Trimmer Pots.

TP-5 – This testpoint will show you the Pot Wiper in Real Time. Ideally while the truck is guiding down the guidepath you want the voltage to stay roughly between 2.4 and 2.6 volts +/- .1 volt. This testpoint is what the microprocessor in the ECM uses to determine shut down alarm “POT OUT OF RANGE”. If the voltage at test point 5 stays either high (2.8 to 3.1 volts) or low (2.3 to 2 volts) the truck will be to sensitive to a shutdown alarm based on how the parameters for UPPER ERROR POT and LOWER ERROR POT are set. TM9/ TM10 affect this voltage.

TP-3 – This will show in real time the Antenna position over the wire. You should see 2.5 volts with a perfectly centered antenna. The closer the guidance system is set to keep this 2.5 volt signal at TP-3 the better the guidance system is running. Use this Test Point and TP-5 to determine Guidance performance. This test point is what the ECM uses to determine when the LATERAL OUT alarm will occur depending on how the parameters FWD UPP ERR ANT, FWD LOW ERR ANT, REV UPP ERR ANT, REV LOW ERR ANT are set. If the voltage stays to high (2.7 to 3 volts) or to low (2.3 to 2 volts) the truck will be sensitive to a shutdown alarm.

TM9 and TM10 both can cause the truck to guide parallel to the guidewire. TM10 will show up going MDU direction while TM9 can cause the truck to guide parallel to the guidewire both directions. So it is easy to confuse which trimmer is out of adjustment. TP-5 can assist in this determination.

TM13 (amount of steer correction) and TM15 (sensitivity to a guidance error) – These two trimmer pots are extremely difficult to set.

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Improper setting could cause the truck to go sideways in an aisle when coming off the wire. As a starting point be sure TM13 is set to 6 and TM15 is set to 9.

Test Point Definitions TP1 – MDU Guide Antenna Error (MVac) TP2 – Plugging Signal (5vdc when traction at rest or braking, 0vdc when traveling TP3 – ANTENNA ERROR CONVERSION (RELATES TO ANTENNA ERROR IN THE HANDSET) VDC (THE VOLTAGE AT THIS TEST POINT IS WHAT THE ECM USES TO DETERMINE LATERAL OUT ALARM) TP4 – Wire Guidance Error (test point to show when steer motor is active – Positive values for turning Clockwise, Negative values for turning Counter Clockwise) TP5 – MDU pot Feedback (the voltage at this test point is what the ECM uses to determine POT OUT Of RANGE alarm) TP6 – Feedback Pot Wiper Voltage (Vac in wire guidance mode, Vdc in manual) TP7 – Fixed 1.767 Vac voltage when the MDU Guide Antenna is near the wire TP8 – Fixed 1.767 Vac voltage when the LOAD WHEEL Guide Antenna is near the wire TP9 – MDU Guide Antenna Coil Signal (Vac) – set to 180MVac TP10 – MDU Guide Antenna Coil Signal (Vac) – set to 180MVac TP11 – LOAD WHEEL Guide Antenna Coil Signal (Vac) – set to 180MVac TP12 – LOAD WHEEL Guide Antenna Coil Signal (Vac) – set to 180MVac TP13 – 12Vdc supply test TP14 – Negative 12Vdc supply test TP15 – Ground 3.1 WHEN IS IT NECESSARY TO CARRY OUT THIS PROCEDURE ? · In case of substitution of the EPS controller (complete procedure). · In case of substitution of the feedback potentiometer, carry out only steps 10 and 12.

4.0 WIRE GUIDANCE SYSTEM ADJUSTMENT (PROCEDURE TO CARRY OUT ON DELIVERY OF A NEW TRUCK WITH STANDARD FACTORY SETTINGS).

When the wire guidance system has been installed on the truck by the factory, it is not necessary to carry out all the calibrations described in chapter 3 because the system has already been calibrated. It is necessary only to ‘adapt’ the settings relative to the amplification of the aerials using the following procedure point by point. It is taken for granted that the Line Driver is connected to the wire and set up correctly (see paragraph 2.1).

TRUCK DELIVERY - EPS WIRE GUIDANCE QUICK SET UP PROCEDURE 1) To find the centre of the aerials -

Firstly you have to mark the centre of the aerials forward and backward. This is important to check if the system is correcting well.

2) Put the truck on the wire (far from the line driver generator). VERY IMPORTANT: the traction wheel aerials have to be perfectly centred on the wire.

3) Open the EPS controller to access the trimmers and test point (see picture “A”) 4) Aerials setting. Use a multimeter able to read AC signals 10 kHz (suggested FLUKE 85 or 87)

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- Multimeter: Volt AC (or volt AC if there are) and connect the terminals as shown below.

- Check how many mVolts (we will call this value X mVolt) you have to increase (or decrease) the aerial value from the lower signal to reach the standard adjustment of 180 mVAC X = 180 - Lower signal (between the two measured TP10-TP15 & TP9-TP15) - YOU HAVE TO INCREASE (OR DECREASE) ALL AERIALS (forward and backward) BY “X mVolts”.

SEE EXAMPLE AFTER PICTURES:

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5) FINE ADJUSTMENTS – Look at the behaviour of the truck driving in automatic wiring guidance.

- PROBLEM: THE TRUCK DRIVES PARALLEL TO THE WIRE IN TRACTION WHEEL DIRECTION

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Turn TM10 anticlockwise if the truck drives to the left side of the wire, until the sensors will be centered. Turn it clockwise if the truck drives on the right side of the wire (as in picture D) - PROBLEM: DRIVING IN AUTOMATIC GUIDANCE IN THE TRACTION WHEEL DIRECTION THE CORRECTIONS ARE TOO WIDE OR TOO TIGHT SOLUTION: INCREASE OR REDUCE THE CORRECTION SPEED WORKING ON TRIMMER TM15

- PROBLEM: THE TRUCK DRIVES PARALLEL TO THE WIRE IN LOAD WHEEL DIRECTION - SOLUTION: CARRY OUT THE PROCEDURE DESCRIBED IN POINT 14 OF PARAGRAPH 4.0 The truck is now ready to work in aisle with wire guidance.

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STEERING & WIRE GUIDANCE 1.0 INTRODUCTION This equipment provides manually controlled electric power steering and automatic straight line wire guided steering. Manually controlled steering is available in either of the following options: - manually operated multi-turn steering using a tach-generator fixed to the steering handle - manually operated return-to-center steering using a potentiometer attached to the spring returned steering handle that automatically centers the steering when the handle is released In addition, this hardware controls the guide wire acquisition when the truck is approaching and seeking the guide wire for transition to automatic wire guided steering. Automatic straight line wire guided steering is possible for both directions of travel.

Configuration options, manual steering adjustment, measurement functions, and troubleshooting operations are simplified with the use of a hand held controller. Improved safety and operation are provided by one microprocessor to perform logic operations and a second microprocessor to perform supervisory operations.The microprocessors combined with the hand held controller make service interfacing easy and direct, reducing adjustment and trouble shooting time. Increased steering motor performance and reduced noise levels are achieved by using MOSFET technology operating at 18 kHz, which is above the range of human hearing.

2.0 EQUIPMENT FOR ADJUSTMENT - Hand set used for adjusting and diagnosing electric power steering and wire guidance.

- Digital multimeter that can measure true RMS AC voltages up to 10 kHz. 2.1 SYSTEM COMPONENTS The automatic wire guidance system includes: 2.1.A. TWO INDUCTIVE WIRE SENSORS There is a load wheel sensor mounted under the cab and a drive wheel sensor mounted at the drive end of the truck. Both sensors are mounted on the center line of the truck. Each sensor includes two pick up coils that detect guide wire signal strength. During normal wire guided operations steering is automatically controlled to keep the signal strength equal in each pick up coil.

2.1.B. STEER ANGLE POSITION POTENTIOMETER (MDU POT) A 5 turn 5 k potentiometer is mounted directly to the end of the output shaft on the steering gear reduction box. This potentiometer measures the angle of the DRIVE UNIT (Master Drive Unit) directly. The full range of possible voltage output is approximately 0 - 5 VDC. The Model V30XMU truck uses approximately 3.25 turns of the potentiometer for 180 degrees of steer angle. This single potentiometer provides steer angle feedback information for manual steering and wire guidance. This potentiometer also provides information for the steer angle indicator gauge mounted on the operator console of multi-turn (Tach) steering equipped trucks.

2.1.C. STEERING SERVO MOTOR CONTROL UNIT a) A printed circuit board (mother board) marked ACSZPAOB operates the steering motor for both manual and automatic steering. There are two different ECM's (Electronic Control Module) available: 1. A universal ECM that provides a maximum of 21 amps at 24 - 80 VDC. 2. A high output ECM that provides a maximum of 34 amps at 24 - 48 VDC. b) A guidance circuit board marked ACSZPBOB converts the signals from the guidance sensors and from the MDU potentiometer into a bi-directional steering error that produces steering demand to the ECM mother board. This steering error that produces steering demand is produced directly through electronic combination or comparison of the sensor feedback and the MDU pot feedback. This does not go through a microprocessor and is an AC signal.

2.1.D. OPERATOR CONSOLE In addition to the steer handle, the following devices are also mounted on the operator console: a) Key switch b) Manual/automatic steering selection switch (referred to later as AUTO SEL) c) An audible warning buzzer (referred to later as BUZZER) d) An "automatic" green indicator lamp (referred to later as AUTO LED) e) A "manual" red indicator lamp (referred to later as MAN LED) f) A MDU position Indicator (Tach Steering only) 2.1.E. STEERING SERVO MOTOR

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The steering system includes a permanent magnet DC servo motor rated at 12 amps current rating (Imax = 21 amps) 2.1.F. STEERING HANDLE Two operator steering input options are provided. These may be selected using the hand held controller. They include: a) A multi-turn steering handle or wheel attached to a tach-generator. b) A 180 degree rotation steering handle attached to a potentiometer. The potentiometer provides the steering system with the angle of the steering handle.

2.1.G. LINE DRIVER (GUIDE WIRE SIGNAL GENERATOR) The line driver provides an AC signal of the required frequency and strength to the guide wire.

The available frequencies are : - 5.25 Khz @ 35 mA - 6.25 Khz @ 78 mA (standard equipment) Seperate service manuals are available for the US versions of both the line driver and guide wire installation, please contact your service dept. for details.

2.1.G. SIGNAL STRENGTH SET UP On installation of a new system, the strength of the AC signal from the line driver may need adjustment depending on the application and resistance of the wire. To adjust the strength of the signal it is necessary to connect a multimeter in Amp AC in series on the wire and act on TM1 on the line driver (see FIG.A) until the correct current is obtained (78mA / 35mA).

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2.2 ELECTRICAL SPECIFICATIONS BATTERY VOLTAGE RANGE: VOLTAGE INPUT RANGE FOR THE ECM IS 24 - 80 VDC. STEER MOTOR CURRENT RANGE : IMAX </= 21 AMPS DC. ADJUSTABLE WITH TM3.

GUIDE WIRE SIGNAL: 6.25 KHZ @ 78 MAMPS RMS (± 50 HZ AND 60 - 90 MAMPS) OTHER FREQUENCIES AVAILABLE: 5.2 KHZ @ 35 MAMPS RMS Other frequencies are possible on a special basis such as 7 and 10 kHz. As the guidance frequency changes, a different guidance card (ref. ACSZPBOB) has to be installed, whose narrow band pass filters are tuned to the different frequency. Usually, due to changing signal strength associated with changing frequencies, new guidance sensors will also be required. The sensors have to be changed to ensure that adequate signal strength arrives at the control card.

Engineering Application Note: If the signal strength and frequency change according to the following formula, then no new sensors are required when changing the frequency.

IFD = I F0 + (((f0 - fD)/f0) x IF0) IF0 = Current at 6.25 kHz (78 mamps RMS) IFD = Current at desired frequency f0 = 6.25 kHz fD = Desired frequency 3.0 STEERING REDUCTION RATIO At rated RPM, the steer motor with a gear reducer should turn the MDU lock to lock in 5 seconds. There should also be adequate torque generated to statically steer the truck on smooth concrete.

Steer Angle Feedback Potentiometer Reduction Ratio The MDU feedback potentiometer rotates approximately 3.25 turns (V30XMU) and 1.25 turns (V40XMU) for 180 degrees of steer angle. The pot is a 5 turn 5 k pot.

The pot shaft is directly connected to the output shaft of the steering gear box and is secured with a set screw.

3.1 INSTALLING SENSORS

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The bottom edge of each sensor must be positioned approximately 2.4" - 3.2" (6 to 8 cm) above the embedded guide wire. This assumes the guide wire is 5/8" below the surface of the floor.

Fig. 1 The center of the sensor should be aligned with the center line of the truck. The DRIVE END sensor is mounted behind the MDU (MASTER DRIVE UNIT). The LOAD END sensor may be mounted on the load wheel axle line.

Fig. 2 The forward and reverse antennas must be mounted so that both their coil sides face the same direction.

Fig. 3

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4.0 SYSTEM DESCRIPTION 4.0.A. AUTOMATIC WIRE GUIDED STEERING The guide wire embedded in the floor induces an electrical signal in the sensors, mounted on the center line of the truck, which is proportional to the position of the truck in relation to the wire. The ECM continuously steers the truck to keep the sensors centered over the guide wire. When the signal strength is equal on all sensor coils, there is no steering demand.

4.0.B. MANUAL STEERING WITH TACHO GENERATOR This option uses a tach generator attached to the steering wheel to convert the steering wheel rotation into an electrical signal.

The ECM sets the steering servo-motor in motion at a speed that increases with the speed of the steering wheel. Steering sensitivity and maximum speed are adjustable by using the hand held controller.

4.0.C MANUAL STEERING WITH POTENTIOMETER This option uses a potentiometer attached to the steering handle to convert handle motion into an electrical signal. The response speed and precision are adjustable by using the hand held controller.

4.0.D WIRE GUIDED STEERING OPERATING SEQUENCE For your reference here are the different operating modes as indicated by light and buzzer operations.

Guidance Operational Modes

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Manual Steering Mode - All steering input is controlled by the operator. The guidance switch is in off position and the red MANUAL light is on.

Wire Acquisition Mode - The operator selects automatic steering using the toggle switch on the console. The steering operation changes to "Search" Mode. The operator continues to manually steer the truck. The ECM automatically reduces truck travel speed by opening a speed reduction relay.

If the truck is approaching the wire load wheel first, then both sensors have to detect the guide wire before manual steering is taken from the operator and automatic steering attempts to capture the wire. This requires an approach angle of not more than ± 5 degrees to the guide wire. The operator is responsible for avoiding obstacles until the wire is fully captured. After capturing the guide wire, the operator is responsible for stopping the truck if obstacles are in the aisle.

If the truck is approaching the wire DRIVE WHEEL first, then only the DRIVE WHEEL sensor has to detect the guide wire before manual steering is taken from the operator and automatic steering attempts to capture the wire. This requires an approach angle of not more than ± 30 degrees to the guide wire. The operator is responsible for avoiding obstacles until the wire is fully captured. After capturing the guide wire, the operator is responsible for stopping the truck if obstacles are in the aisle.

Automatic Wire Guided Steering Mode - When both antennas are aligned with the guide wire, then full automatic steering is enabled. The truck may now travel at full speed. The ECM is in full control of steering and the auto-shutdown system is enabled. http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2a.htm (6 of 15)07.09.2011 13:59:03

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The signal from the guidewire to the sensors is used to steer the truck.

If the truck is not aligned with the guide wire in Automatic Mode, then the auto-shutdown system automatically stops the truck, brakes are applied, both the AUTO and MANUAL lights are on, and the buzzer has the error audibly encoded.

5.0 POWER CONNECTION DIAGRAM

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The functional diagrams concerning possible steering configurations are shown on the following pages. Four different operating options (Tach-generator + wire guidance, Tach-generator steering only, Pot steering + wire guidance, and Pot steering only) are provided. "Tach-generator steering only" and "Pot steering only" also support "Automatic Centering".

5.1 TACHO HANDWHEEL STEERING PLUS WIRE GUIDANCE ELECTRICAL DRAWING

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Interface description: a) The MDU potentiometer should be rigidly mounted on the steering linkage with no play. b) The DRIVE END sensor is mounted on the DRIVE UNIT end of the truck. c) The LOAD END sensor is mounted on the LOAD END of the truck. d) The DRIVE END travel input corresponds to travel in the drive unit direction. The LOAD END travel input corresponds to travel in the load end direction. e) Pins 4 on connector D on the ECM is connected to the DRIVE END travel input. This pin is common with Pin 1 of the guidance board (eight poles) connector. Pin 2 on connector D on the ECM is connected to REV (load wheel) travel input. This pin is common with Pin 2 of the guidance board (eight poles) connector. f) Pin 9 of connector D on the motherboard is connected to the highest voltage potential side of the traction motor armature.

This pin is common with pin 4 of the guidance card (eight pole) connector. Pin 11 of connector D on the motherboard should be connected to the lowest voltage potential side of the traction motor armature. This pin is common with pin 8 of the guidance card (eight pole) connector (see 6.1.d). g) The AUTO LAMP comes on when there is a request for wire guided steering, i.e., when the guidance switch is turned on. It is blinking during speed reduction conditions. The active AUTOSEL level for automatic guidance (low or high) is selectable using the hand held controller (see 12.4.a). The active AUTOSEL level is “low” for all VNA trucks. h) The MAN LAMP is on during manual operation and goes out as soon as the truck steers independently from the manual input.

The MAN LAMP is blinking during slow down conditions. i) Pin 3 of connector D on the ECM is internally connected to a normally open (NO) contact on the mother board. This contact is

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closed when the key switch is turned on. The contact opens when there is an alarm. This contact provides ground (GND) reference to the brake relay and the main steering relay. When the brake relay loses this ground and opens, the brakes are applied and traction enable ground to the traction card is lost. j) Pin 5 of connector D on the mother board is not used. k) Pin 6 and 15 of connector E on the mother board are internally connected to a normally open contact on the mother board.

This contact is closed by the key switch and open in case of one of the following speed reduction conditions: 1) If the truck is in the manual steering mode and is close to a guide wire. (Minimizes possibility that an operator will go fast when inside an aisle and not on wire guidance).

2) When the truck is in the wire acquisition mode until both antennas are aligned with the guide wire.

3) When the truck is in the wire guided mode and has shifted sideways, from the guidepath, more than 2/3 of the “lateral out” alarm threshold (see 9.0.l). l) (Only for tach-generator steered trucks) - Pin 14 of connector E on the ECM provides 0 - 4 VDC to control the steer angle indicator gauge LEDs. Pin 4 and Pin 5 of connector E on the motherboard respectively provide negative and postive 12 VDC to the steering indicator. The steer angle indicator gauge is not used 5.2 TACHO-GENERATOR STEERING WHEEL AND AUTOMATIC CENTERING Refer to the previous section on Tach-Generator Steering with wire guidance. Here the wire guidance option is removed and the MDU potentiometer is connected to Pins 16, 17, and 18 of connector E on the ECM instead of to a connector on the wire guidance board.

Interface description: a) The 5k MDU potentiometer should be rigidly mounted on the steering linkage with no play. The pot wiper is connected to Pin 18 of connector E on the ECM. The ends of the pot are connected to Pins 16 and 17 of connector E on the ECM. b) The DRIVE END travel direction request should be connected to Pin 4 on connector D on the mother board. The LOAD END travel direction request should be connected to Pin 2 on connector D on the mother board.

Applications with pot steering and without wire guidance require these inputs to stop steering dither when the truck is motionless.

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c) The guidance board is not required for automatic centering with rail guidance. Also, the AUTOLAMP is not installed. The Automatic Centering feature is requested by the PLC after the guide rails are detected by photoswitches. d) The MAN LAMP is on during manual operation. e) Pin 3 of connector D on the ECM is internally connected to a normally open (NO) contact on the ECM. This contact is closed when the key switch is turned on. The contact opens when there is an alarm. This contact provides ground (GND) reference to the brake relay and the main steering relay. When the brake relay loses this ground and opens, the brakes are applied and traction enable ground to the traction card is lost. f) Pin 5 of connector D on the ECM is not used g) Only for Tach Generator steered trucks - Pin 14 of connector E on the ECM provides 0 - 4 VDC to control the steer angle indicator gauge LEDs. Pin 4 of connector E on the ECM provides negative and Pin 5 of connector E on the ECM provides positive 12 VDC to the steering angle indicator gauge.

5.3 POT (SMART STEER) CONTROLLED STEERING PLUS WIRE GUIDANCE ELECTRICAL DRAWING

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Interface description: a) The MDU pot should be rigidly mounted on the drive unit steering linkage with minimum play. b) The steering handle pot wiper is connected to Pin 10 of connector E on the ECM. The end points of the pot are connected to Pins 11 and 12 of connector E on the ECM. c) The MDU sensor is mounted on the DRIVE UNIT end of the truck. d) The Load Wheel Sensor is mounted on the LOAD WHEEL end of the truck. e) Request to travel in the DRIVE UNIT direction should be connected to Pin 4 of connector D on the ECM. Request to travel in the LOAD WHEEL direction should be connected to Pin 2 of connector D on the ECM. Select the operation mode using the hand held controller (see 12.4.b). f) Pin 9 of connector D on the ECM is connected to the highest voltage potential side of the traction motor armature. This pin is common with pin 4 of the guidance card (eight pole) connector. Pin 11 of connector D on the ECM should be connected to the lowest voltage potential side of the traction motor armature. This pin is common with pin 8 of the guidance card (eight pole) connector (see 6.1.d). g) When the AUTO SEL switch is turned on, the AUTO LAMP starts blinking when the truck is in the "SEARCH" mode and is lit continuously when the truck is in full guidance mode. The active (for automatic guide) AUTO SEL level (low=closed or high=open) can be selected using the hand held controller (see 12.4.l). The active AUTO SEL level is "low". h) MAN LAMP is on when the truck is in the manual steering mode. The MAN LAMP blinks in all slow down conditions. It goes out as soon as the truck steers automatically and there is no slow down condition. i) Pin 3 of connector D on the ECM is internally connected to a normally open (NO) contact on the ECM. This contact is closed when the key switch is turned on. The contact opens when there is an alarm. This contact provides ground (GND) reference to the brake relay and the main steering relay. When the brake relay loses this ground and opens, the brakes are applied and traction enable ground to the traction card is lost. j) Pin 5 of connector D on the ECM is not used. k) Pin 6 and 15 of connector E on the ECM are internally connected to a normally open contact on the ECM. This contact is closed by the key switch and open in case one of the following speed reduction conditions occurs: 1) If the truck is in the manual steering mode and is close to a guide wire (minimizes possibility that an operator will go fast when inside an aisle and not on wire guidance.)

2) When the truck is in the wire acquisition mode until both sensors are aligned with the guide wire.

3) When the truck is in the wire guided mode and has shifted sideways, from the guidepath, more than 2/3 of the "lateral out" alarm threshold (see 9.0.l). l) Only for Tach Generator steered trucks - Pin 14 of connector E on the ECM provides 0 - 4 VDC to control the steer angle indicator gauge LEDs. Pin 4 of connector E on the ECM provides negative and Pin 5 of connector E on the ECM provides positive 12 VDC to the steering indicator gauge.

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5.4 POT (SMART STEER) CONTROLLED STEERING The steering system does not use the Automatic Centering feature with Pot steering because the steering normally centers itself when the steer handle is released. (NOTE: If the Automatic Centering feature was used with Pot Steering, it would disable the tiller handle input and center the steer wheel.)

This is similar to Pot Controlled Steering with wire guidance. Here the steer angle feedback pot and steer handle pot connections have been moved down to the ECM from the guidance card. This application does not require a guidance card.

Interface description: a) The MDU pot wiper should be connected to Pin 18 of connector E on the ECM. The ends of the MDU pot should be connected to Pins 16 and 17 of connector E on the ECM. The pot should be rigidly mounted on the steering linkage to minimize play. b) Pin 4 of connector D on the ECM is connected to the travel request in the DRIVE END direction of truck travel. Pin 2 of connector D on the ECM is connected to travel request in the LOAD WHEEL direction of truck travel. c) AUTO LAMP IS NOT USED ON POT CONTROLLED STEERING WITHOUT WIRE GUIDANCE. d) MAN LAMP IS NOT USED ON POT CONTROLLED STEERING WITHOUT WIRE GUIDANCE.

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e) Pin 3 of connector D on the ECM is internally connected to a normally open (NO) contact on the ECM. This contact is closed when the key switch is turned on. The contact opens when there is an alarm. This contact provides ground (GND) reference to the brake relay and the main steering relay. When the brake relay loses this ground and opens, the brakes are applied and traction enable ground to the traction card is lost. f) Pin 5 "Locking Steering Device" is not used. g) STEERING DIRECTION INDICATOR LEDS ARE NOT USED ON POT CONTROLLED STEERING TRUCKS. 5.5 PRELIMINARY SET UP PROCEDURE This section of the manual describes the connection procedures for the electric steering and wire guidance.

Carry out the following steps with the steering motor disconnected. Disregard alarms that appear during the first and second step. Work in the manual mode.

STEP 1 - STEERING WHEEL OR HANDLE (COMMAND) DEVICE CONNECTIONS a) TACH-GENERATOR STEERING - Connect the two wires from the tach-generator so that clockwise rotation of the steering wheel produces an increasing (higher positive) command voltage. This may be measured two ways: using the hand held controller (see the TESTER MENU, 12.2.d) or using a DC voltmeter connected to the tach-generator wire that is disconnected from Pin 8 of connector D on the ECM (DT+) and the minus terminal on the battery. b) POT (SMART STEER) STEERING - The steer handle pot has 3 wires; two end wires and a wiper wire. Connect the two "end wires" from the steer handle pot so that clockwise rotation of the handle produces an increasing (higher positive) command voltage. This may be measured two ways: using the hand held controller (see the TESTER MENU, 12.2.a) or using a DC voltmeter connected to the handle pot wiper wire that is disconnected from Pin 10 of connector E on the ECM and the minus terminal on the battery. c) Perfect adjustment of the steering handle pot center point is not necessary. The center point value will be memorized later using the hand held controller (see 12.5.d).

STEP 2 - MDU POT CONNECTIONS a) The MDU pot has 3 wires; two end wires and a wiper wire. Connect the two end wires to Pins 16 and 17 of connector E on the ECM so when the drive unit(s) is turned counter-clockwise the voltage at the wiper increases. This voltage may be measured two ways: using the hand held controller (see the TESTER MENU, 12.2.b) or using a DC voltmeter connected to the steer angle feedback pot wiper wire and battery negative. The wiper wire should be connected to Pin 18 of connector E on the ECM. NOTE: When replacing an MDU pot, the handset must be used for proper installation.

b) Physically adjust the MDU pot using the handset so that with the drive unit straight ahead, the wiper voltage is 2.5 VDC. This will require a small amount of trimmer pot adjustment to get wire guidance performance as required. If wire guidance is not required on the truck, then this precise adjustment is not necessary, because the manual mode zero point for the steer angle feedback pot can be adjusted using the hand held controller (see the CONFIG MENU, 12.5.a).

STEP 3 - STEER MOTOR CONNECTIONS After adjusting and connecting the steer handle pot or tach-generator and the MDU pot, connect the two steer motor wires.

When the wiring is correct, the truck will turn clockwise, if the steer handle is moved clockwise, while the truck is traveling in the load wheel direction.

STEP 4 - LIMIT SWITCH CONNECTIONS After completing Steps 1 - 3, check that the clockwise limit switch stops steering in the steer handle clockwise direction. Then, check that the counterclockwise limit switch stops steering in the steer handle counterclockwise direction.

MANUAL STEERING CONNECTION IS COMPLETE. (SET UP AND ADJUSTMENT IS NOT COMPLETE)

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STEP 5 - GUIDANCE ONLY - SENSOR CONNECTIONS The DRIVE UNIT sensor is mounted on the drive unit end of the truck. The LOAD WHEEL sensor is mounted on the load wheel end of the truck.

Determine the connection of the guidance sensors as follows: a) DRIVE END SENSOR - Assume left and right are determined by an operator facing toward the load. Connect the right DRIVE END sensor coil to (FR) Pin 11 of big connector on the guidance board. Connect the left DRIVE END sensor coil to (FL) Pin 10 of big connector on the guidance board (see 7.0). b) LOAD WHEEL SENSOR - Assume left and right are determined by an operator facing toward the load and facing AWAY from the drive unit. Connect the right LOAD END sensor coil to (RR) Pin 4 of big connector on the guidance board. Connect the left LOAD END sensor coil to (RL) Pin 3 of big connector on the guidance board (see 7.0). c) If you have any problems connecting the wires, you may refer to the next two sketches for antenna coil location, mounting orientation and possible wire color combinations in the sensors. From these you should be able to determine which color wire to connect to the guidance board for each antenna.

NOTE: It is very important that the coils on each antenna are mounted so that they face the same direction.

The preferred wire colors are shown in bold print, but the others may be provided when the preferred ones are not available.

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6.0 DESCRIPTION OF ECM CONNECTORS This section describes connectors D and E on the ECM 6.1.

6.1 ECM CONNECTOR "D" DESCRIPTION

6.1.A AUDIBLE AND VISUAL SIGNALS (MANLED, AUTOLED, BUZZER, +12V) MANLED (13): This connection provides a ground line to switch on the manual operation light. This indicator is on in normal manual steering mode and flashing in any slow down or auto-shutdown situations.

AUTOLED (10): This connection provides a ground line to switch on the automatic operation indicator light. This indicator is on in auto steering mode and flashing in any slow down or auto-shutdown situations, when guidance has been selected by the operator.

BUZZER (16) This connection provides a ground line to switch on the buzzer. This connection also provides the output for encoding alarm conditions using the buzzer (see 11.2). The buzzer sounds in the following three operating states: - Guidance "SEARCH" mode in progress until the truck is aligned with the wire. The alarm sounds slowly.

- Aborted guidance "SEARCH" due to lost wire capture lock. Alarm sounds for a maximum of 3 seconds.

- A new steering mode begins, such as switching from manual to automatic or back to manual. The alarm sounds a beep for 0.5 seconds.

6.1.B AUTOMATIC MODE REQUEST (AUTOSEL, GND).

AUTOSEL (15): This is the steering mode selection input. According to the set up used with the hand held controller (see 12.14.l), this input (either active level or edge detection) is recognized by the controller when the event happens. According to how the truck is equipped, either guidance acquisition mode is entered or the automatic steering centering happens when this input is recognized. This input pin may be connected to: - directly to external ground (GND) - an internal ground reference on pin 17 of the same connector - to an external open collector transistor - to a push-pull interface stage with a maximum rail voltage of 24 volt DC NOTE: If the wire guidance board is not installed, then a small "key" connector must be inserted into flat cable http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2b.htm (1 of 13)07.09.2011 13:59:36

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connector A on the ECM motherboard. This "key" connector uses a transistor and some passive components to provide a travel request to the software. The forward and reverse travel inputs must be externally wired from Pin 2 and 4 on connector D of the ECM to this "key" connector. This approach eliminates the need to have a guidance board with the Automatic Steering Centering option.

GND (17): Provides GND reference voltage.

6.1.C. TACHO-GENERATOR CONNECTIONS (DT+, DT-) DT+ (8), DT- (6) Connect the tach-generator for manual steering control between these two pins. Pin 6 is internally connected to battery negative (GND): +12 VDC (5): Output for internally provided + 12 VDC stabilized supply. It may be used for Steer Angle Direction LED gauge connections or other interface cards. The maximum rated output is 40 mAmps. WARNING: Do not short circuit this pin, because it is common with the Electric Power Steering card supply.

NRV (6): This is the one side of the second speed reduction switch connection. The first connection is pin 15 on connector E of the ECM. This pin is one side of a switch and is typically connected in series with other similar switches feeding the traction controller speed reduction input.

AUTOLAMP (7): Provides a switched ground reference for the AUTOLAMP that is capable of switching a maximum lamp rating of 50 mAmps @ +24 VDC. This reference is switched on when the AUTOSEL switch is turned on. Connect the AUTOLAMP between this point and an external supply of + 24 VDC maximum. +5 VDC (9): Outputs regulated + 5 VDC supply.

WARNING: Do not short circuit this pin or the power supply in the ECM will fail CPOC (10), PPOC (11), NPOC (12): The steer handle feedback potentiometer is connected to these points. CPOC (Pin 10) is the wiper point. PPOC (Pin 11) is the positive supply voltage (+5 VDC). NPOC (Pin 12) is the negative supply voltage (0 VDC).

CFC (13): Not available - Diagnostic input for limit switch functionality.

INDIC (14): Outputs a scaled and converted 0 to 4 VDC signal for the steer angle indicator gauge LEDs (Tach Steer only). 0 VDC corresponds to the MDU pot voltage that was memorized using the hand control for SET STEER MAX. 4 VDC corresponds to the MDU pot voltage that was memorized using the hand control for SET STEER MIN. See 12.4.f to reverse turning direction displayed.

RV (15): First speed reduction switch connection. The second connection is Pin 6 of connector E on the mother board. This is one end of a contact that is normally connected in series with other switches in the traction controller slow down circuit.

NPOT (16), PPOT (17), CPOT (18): For applications without wire guidance, these are the connections for the steer handle feedback pot. CPOT(Pin 18) is the wiper point. PPOT(Pin 17) is the positive end voltage (+5 VDC). NPOT(Pin 16) is the negative end voltage (0 VDC).

6.1.D. CONNECTIONS TO THE DRIVE SYSTEM (MA, MI, A1, A2).

MA (4) A request to travel in the DRIVE UNIT direction must provide a signal on this input, either at battery positive or battery negative. Either level may be selected during set up with the hand held controller (see 12.4.a) MI (2) A request to travel in the LOAD WHEEL direction must provide a signal on this input, either at battery positive or battery negative. Either level may be selected during set up with the hand held controller (see 12.4.b) A1 (9): This should be connected to the more positive of the two two connections to the traction motor brushes (armature).

A2 (11): This should be connected to the more negative of the two connections to the traction motor brushes (armature).

These are used to identify the actual direction of travel of the truck. They make it possible to determine which direction the truck is traveling when regenerative braking is being applied. The traction motor controller configuration is shown in the drawing below.

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6.1.E. LIMIT MICROSWITCH CONNECTION (CLS, CCLS).

CLS (1): It is possible to interrupt steering in the clockwise direction by opening the connection between CLS (pin 1) and negative (GND = pin 17 of connector D on the ECM). Therefore, connection of a normally closed switch between pin 1 and pin 17 on connector D of the ECM acts as a clockwise steering limit switch. This keeps the MDU from physically hitting the mechanical stops during powered steering.

CCLS (7): It is possible to interrupt steering in the counterclockwise direction by opening the connection between CCLS (pin 7) and negative (GND = pin 17 of connector D on the ECM). Therefore, connection of a normally closed switch between pin 7 and pin 17 on connector D of the ECM acts as a counterclockwise steering limit switch. This keeps the MDU from physically hitting the mechanical stops during powered steering.

6.2 MOTHERBOARD CONNECTOR "E" DESCRIPTION

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Connector E on the ECM is used for steer handle pot input, travel speed reduction and to support recently introduced manual steering options.

NK2 (1): Not used.

NK3 (2): Not used.

GND (3,4): Pin 3 not used. Pin 4 is Internally connected to ground (battery minus) reference, these may be used for Steer Angle Direction LED gauge connections or other interface cards. + 12 VDC (5): Output for internally provided + 12 VDC stabilized supply. It may be used for Steer Angle Direction LED gauge connections or other interface cards. The maximum rated output is 40 mAmp. WARNING: Do not short circuit this pin, because it is common with the Electric Power Steering card supply.

NRV (6): This is the one side of the second speed reduction switch connection. The first connection is pin 15 on connector E of the ECM. This pin is one side of a switch and is typically connected in series with other similar switches feeding the traction controller speed reduction input.

AUTOLAMP (7): Provides a switched ground reference for the AUTOLAMP that is capable of switching a maximum lamp rating of 50 mAmps @ +24 VDC. This reference is switched on when the AUTOSEL switch is turned on. Connect the AUTOLAMP between this point and an external supply of + 24 VDC maximum.

CHOUT (8): Not used. +5 VDC (9): Outputs regulated + 5 VDC supply. WARNING: Do not short circuit this pin or the power supply in the ECM will fail.

CPOC (10), PPOC (11), NPOC (12): The steer handle feedback potentiometer is connected to these points. CPOC (Pin 10) is the wiper point. PPOC (Pin 11) is the positive supply voltage (+5 VDC). NPOC (Pin 12) is the negative supply voltage (0 VDC).

CFC (13): Not available - Diagnostic input for limit switch functionality.

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INDIC (14): Outputs a scaled and converted 0 to 4 VDC signal for the steer angle indicator gauge LEDs (Tach Steer only). 0 VDC corresponds to the MDU pot voltage that was memorized using the hand control for SET STEER MAX. 4 VDC corresponds to the MDU pot voltage that was memorized using the hand control for SET STEER MIN. See 12.4.f to reverse turning direction displayed.

RV (15): First speed reduction switch connection. The second connection is Pin 6 of connector E on the mother board. This is one end of a contact that is normally connected in series with other switches in the traction controller slow down circuit.

NPOT (16), PPOT (17), CPOT (18): For applications without wire guidance, these are the connections for the steer handle feedback pot. CPOT(Pin 18) is the wiper point. PPOT(Pin 17) is the positive end voltage (+5 VDC). NPOT(Pin 16) is the negative end voltage (0 VDC).

7.0 DESCRIPTION OF WIRE GUIDANCE CARD CONNECTIONS - CONNECTOR 'C' The wire guidance card 11 pin connector needs no description since it is only connected to the wire guidance antennas and input for automatic steering and is described earlier.

8.0 SETTING ECM ACSZPA0B The ECM has 4 trimmer pots. Two of the trimmer pots (TM1 and TM2) are for factory adjustment only. The other settings should be made with reference to the equipment options on the truck being adjusted. Use the following instructions.

ECM POTS AND HAND HELD CONTROLLER

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8.0.A SETTING THE MAXIMUM CURRENT (IMAX.) TM3 Adjust clockwise to increase maximum current to the steer motor. Adjust counterclockwise to reduce maximum current to the steer motor. Set maximum steer motor current to 21 amps. Settings higher than the limit can damage the steering card. Measure the steer motor current by producing a locked rotor condition in the steer motor and connect an ammeter in series with the steer motor.

8.0.B SETTING TACHOMETRIC FEEDBACK TM4 TM4 does not require adjustment.

8.0.C. SETTING THE MANUAL STEERING Only the hand set is required to adjust the manual steering settings (these settings have no affect on guidance operation).

Pot steering:

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The following procedure should be used only after the "Preliminary Set Up Procedure" in Section 5.5 is completed. Complete the procedures in the following sequence.

1) Specify SYSTEM CONFIG as pot steering (see 12.4.h).

2) Release the steer handle and let it come to its rest position. Without moving it, use the hand set to memorize the steer handle voltage using ZERO SP POT (see 12.7.d).

3) Use the hand set SET STEER 0-POS (see 12.5.a) to adjust the MDU pot for straight steering in manual mode. The setting may be adjusted up and down in 5 mvolt increments from the 2.5 volt default voltage. Test the results by driving the truck forward and reverse with hands off the steer handle. Truck should travel within 3 inches of a 30' straight lined. Make a mark where truck starts.

Travel 15' and make another mark. Travel another 15' and make a third mark. Draw a straight line between the first and 3rd marks.

The second mark should be no more than 3 inches from the straight line.

4) Turn the steer handle 90 degrees fully clockwise. Adjust 1ST ANGLE COARSE and 1ST ANGLE FINE on the hand set until the desired drive unit steer angle is achieved (see 12.1.m. and 12.1.n).

5) Turn the steer handle 90 degrees fully counterclockwise. Adjust 2ST ANGLE COARSE and 2ST ANGLE FINE on the hand set until the desired drive unit steer angle is achieved (see 12.1.0. and 12.1.p).

6) Adjust the steer angle centering precision using "KP" on the hand set (see 12.1.c). Higher values of KP increase the precision, but make the steering "busy". Adjust KD (see 12.1.d) to provide good precision with minimum oscillation and overshoot.

7) Use SET STEER MIN on the hand set to memorize the MDU pot voltage for maximum counter-clockwise rotation of the drive unit (see 12.5.b).

8) Use SET STEER MAX on the hand set to memorize the MDU pot voltage for maximum clockwise rotation of the drive unit (see 12.5. c).

9) Use ACCELERATION on the hand set to adjust manual steering rate. Level 0 = 9 seconds for 180 degrees of steering. Level 9 = 3 seconds for 180 degrees of steering (see 12.1.q).

10) Use DESENSIBILIZAT on the hand set to adjust for slower steering response close to a steady state position. This is useful for slowing the steering response when an operator wishes to make small corrections in manual steering (see 12.1.r).

Tach-Generator Controlled Steering : Four adjustment steps are recommended.

1) Use the hand set to specify the steering is Tach-Generator type using the SYSTEM CONFIG setting (see 12.4.h).

2) Adjust SET BATTERY TYPE to the battery voltage in the truck using the hand set (see 12.5.f).

3) Regulate the SPEED LIMIT for steering on the hand set. Higher values cause the steered wheel to turn faster (see 12.1.a).

4) Adjust the slow steering response using the SENSIBILITY setting on the hand set. A higher value causes faster response (see 12.1. b).

NOTES: Low settings of the SPEED LIMIT result in almost no steering response when turning the steering wheel at low speeds. To avoid this problem increase the SENSIBILITY setting.

Steer Angle Indicator Gauge: If your truck is equipped with tach-generator steering, it has also a steer angle indicator gauge with LED's. You will need to perform steps 3, 6, 7, and 8 described in Pot Steering for the gauge to respond correctly.

Automatic Steering Centering (Optional on Rail Guided Trucks): If the truck is equipped with automatic steering centering, then you must also perform steps 3, 6, 7, 8, 9, and 10 described in Pot Steering for the steer wheel to be properly centered.

9.0 WIRE GUIDANCE CARD ACSZPB0B This card processes the AC signals supplied by the wire guidance sensors and the MDU pot to generate steering signals used in the automatic (wire guided) steering mode. These steering signals are then used by the ECM to make steering corrections.

On the wire guidance card there are 2 LED's (DL1 and DL2) to indicate if a sensor sees a wire in the floor: DL1, DL2 DL1 is on when the DRIVE END sensor is close to a guide wire in the floor. DL2 is on when the LOAD WHEEL sensor is close to a guide wire on the floor.

In addition, there are 14 settings to be made in the following order for automatic (wire guided) mode.

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TP1 – MDU Guide Antenna Error (MVac) TP2 – Plugging Signal (5vdc when traction at rest or braking, 0vdc when traveling TP3 – Antenna Error Conversion (relates to ANTENNA ERROR in the handset) VDC (the voltage at this test point is what the ECM uses to determine LATERAL alarm) TP4 – Wire Guidance Error (test point to show when steer motor is active –positive values for turning Clockwise, Negative values for turning Counter Clockwise) TP5 – MDU pot Feedback (the voltage at this test point is what the ECM uses to determine POT OUT Of RANGE alarm) TP6 – Feedback Pot Wiper Voltage (Vac in wire guidance mode, Vdc in manual) TP7 – Fixed 1.767 Vac voltage when the MDU Guide Antenna is near the wire TP8 – Fixed 1.767 Vac voltage when the LOAD WHEEL Guide Antenna is near the wire TP9 – MDU Guide Antenna Coil Signal (Vac) – set to 180MVac TP10 – MDU Guide Antenna Coil Signal (Vac) – set to 180MVac TP11 – LOAD WHEEL Guide Antenna Coil Signal (Vac) – set to 180MVac TP12 – LOAD WHEEL Guide Antenna Coil Signal (Vac) – set to 180MVac TP13 – 12Vdc supply test TP14 – Negative 12Vdc supply test TP15 – Ground 9.0.A TRACTION PLUG SENSING SETTING TM12 This setting adjusts the guidance card to distinguish between when the truck is traveling or stopped. Measure the DC voltage at test point 2 (TP2) and gradually accelerate the machine. The voltage at TP2 must be +5 VDC as long as the truck is stopped. This must switch to 0 VDC with the contactor closed, but before the truck begins to move. Turning TM12 clockwise causes the transition at TP2 from +5 VDC to 0 VDC to take place with higher accelerator demand.

9.0.B MDU GUIDANCE SENSOR SETTINGS TM1, TM2 Position the truck so the DRIVE END sensor is centered over the guide wire. Adjust the signals from the right and left coils in the sensor so they are equal. Set the output gain from the antenna coils to 180 mV RMS using a multimeter that can measure true RMS AC voltages up to 10 kHz (Refer to your owner's manual.) Trimmer Pot 1 (TM1) adjusts the AC voltage at Test Point 9 (TP9).

Trimmer Pot 2 (TM2) adjusts the AC voltage at Test Point 10 (TP10). Turning the pots clockwise reduces the signal.

9.0.C MDU POT OFFSET ADJUSTMENT TM10 The MDU pot must be installed so that with the drive unit straight ahead the voltage on Test Point 6 (TP6) (MDU pot wiper) measures as close to 0 VAC as possible. If, during mechanical tightening of the MDU pot shaft, the signal level from the pot shifts, it is possible to use this adjustment to bring the required value back to the 0 VAC using Trimmer Pot 10 (TM10).

Adjustment Procedure: - Travel 10 meters (30 feet) on wire guidance in DRIVE END direction . If TM10 is not correctly adjusted, the truck will travel parallel to the guide wire some distance but always with a straight wheel.

- Use the hand set SPECIAL POT ADJ setting (see 12.4.g). "ON" disconnects power from the steer motor so steering angle does not change during adjustment. This causes an immediate steering alarm and disables the control unit.

- Now adjust TM10 to give as close to 0 VAC as possible at Test Point 6 (TP6) corresponding to a straight drive wheel position.

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9.0.D STEERING ERROR OFFSET ADJUSMENT TM9 (Only adjust after performing 9.3 Potentiometer Offset adjustment). Adjustment Procedure: - Travel 10 meters (30 feet) on wire guidance in DRIVE END direction.

- Stop all travel demand.

- Wait 30 seconds for the guidance system to go into TIME OUT status and stop steering until there is again a travel demand.

- Use a voltmeter attached to Test Point 4 (TP4) adjust TM9 until 0VDC is measured. (Improper adjustment causes the truck to travel parallel to the guide wire similar to TM10 being out of adjustment.)

9.0.E STEER CORRECTION RESPONSE ADJUSTMENT POTENTIOMETRIC FEEDBACK) TM13 Adjusting TM13 counterclockwise causes the truck to make larger steering corrections in response to a given sensor error. This setting also affects the steering performance during guidance "SEEK" mode. Turning TM13 counterclockwise results in shorter faster guidance acquisition.

Turning TM13 clockwise causes the truck to make smaller steering corrections in response to a given sensor error. It also results in longer slower guidance acquisition. Turning TM13 clockwise may be used to soften the wire guidance when tracking a guide wire that is not very straight.

WARNING: Turning TM13 too far clockwise will result in the truck "wandering" on wire guidance and not track the wire correctly.

9.0.F GAIN LOOP ADJUSTMENT TM15 Optimum performance of wire guidance is achieved by coordinating the adjustment of trimmers TM13 and TM15 as needed.

Turning TM15 clockwise increases the sensitivity of automatic steering response to a sensor error in wire guided mode. This will cause the truck to track the guide wire more closely, but will also cause the steering to be more likely to oscillate (dither).

9.0.G LOAD END SENSOR ADJUSTMENT TM3, TM4 Travel in the DRIVE END direction on wire guidance for 10 meters (30 feet) and slow to a stop. Measure TP11 and adjust TM3 for 180 mVAC RMS. Measure TP12 and adjust TM4 for 180 mVAC RMS. Turning the trimmer pots clockwise decreases the signal.

NOTE: A multimeter that can accurately measure true RMS AC voltages up to 10 kHz is required. (Check your multimeter owner's manual.)

9.0.H LOAD END TRAVEL - MDU SENSOR WEIGHT ADJUSTMENT (WEIGHTED SETTING OF ANTENNAS WHEN TRAVELING LOAD WHEEL DIRECTION) TM14 When the truck is traveling in the load wheel direction the steering signal is produced by combining the signals of the LOAD END and DRIVE END sensors. Turning TM14 counterclockwise gives more weight to the sensor on the DRIVE END. This further limits the side to side movement of the truck at the DRIVE END when guiding and traveling LOAD END first. Set the LONG VEHICLE option to ON using the hand set (see 12.4.c). (On a short wheel base truck is possible to reduce the correction level while traveling in the LOAD END direction by using the hand set.)

If the truck guides parallel to, but not centered on, the guide wire when traveling in the load wheel direction: - Ensure you have already set TM3, TM4, and TM14 - Check that the LOAD END sensor is perfectly aligned with the DRIVE END sensor.

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If the problem persists, travel on the guide wire in the load wheel direction and stop the truck at a point where the misalignment is very evident. At this point check TP11, corresponding toTrimmer 3 (TM3) and TP12, corresponding to Trimmer 4 (TM4) . Adjust whichever point is higher, through trial and observation, until the lateral shift is zero when traveling in the load wheel direction on guidance.

9.0.I ACQUISITION ANGLE ADJUSTMENT TM5 Turning TM5 counterclockwise increases the steering correction during the DRIVE END first direction of wire acquisition. NOTE: Increased approach angles to the guide wire during SEEK mode require the truck to be aligned with the wire for a longer period of time to lock on to guidance.

9.0.L GUIDANCE ALARM TOLERANCE ADJUSTMENT TM8 This trimmer adjusts how far a guidance sensor may be off the guide wire without setting off an alarm.The trimmer adjustment is supported by the hand set as described below: - Move the truck in manual steering mode in the LOAD END direction of travel parallel to the guide wire so the center line of the truck is about 70 mm (2.75 in.) from the wire.

- Use the hand set to read the ANTENNA ERROR (see 12.2.c) value and adjust TM8 to obtain an error value of 4.5 VDC (or 0.5 VDC if the truck is on the opposite side of the wire.)

NOTE: If the truck is centered over the wire, then the ANTENNA ERROR will be 2.5 VDC. NOTE: The ANTENNA ERROR read using the hand set will correspond to the antenna on the end of the truck that was leading the last direction traveled/selected.

To modify the alarm tolerance four parameters are provided (see 12.1.e - 12.1.h) 1) FWD UPP ERR ANT = Adjusts the sideways alarm threshold relative to a lateral shift of the DRIVE END sensor that increases over 2.5 VDC the ANTENNA ERROR measurement. (UPPer is for higher than 2.5 VDC. We do not use right and left references in this section. They are too easily confused.)

FWD UPP ERR ANT level = 0 gets alarm for 3.5 VDC on ANTENNA ERROR point. This is a very sensitive alarm threshold.

FWD UPP ERR ANT level = 8 gets alarm for 4.5 VDC on ANTENNA ERROR point. This is a very insensitive alarm threshold.

FWD UPP ERR ANT level = 9 disables the alarm for this pickup coil side.

2) FWD LOW ERR ANT = Adjust the sideways alarm threshold relative to a lateral shift of the DRIVE END sensor for an ANTENNA ERROR measurement that is below 2.5 VDC. FWD LOW ERR ANT LEVEL = 0 gives an alarm for 1.5 VDC on ANTENNA ERROR point. This is a very sensitive alarm threshold.

FWD LOW ERR ANT LEVEL = 8 gives an alarm for 0.5 VDC on ANTENNA ERROR point. This is a very insensitive alarm threshold.

FWD LOW ERR ANT LEVEL = 9 disables the alarm for this pickup coil side.

3) REV UPP ERR ANT = Adjusts the sideways alarm threshold relative to a lateral shift of the LOAD END sensor for an ANTENNA ERROR measurement that is above 2.5 VDC. REV UPP ERR ANT level = 0 gets alarm for 3.5 VDC on ANTENNA ERROR point. This is a very

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sensitive alarm threshold.

REV UPP ERR ANT level = 8 gets alarm for 4.5 VDC on ANTENNA ERROR point. This is a very insensitive alarm threshold.

REV UPP ERR ANT level = 9 disables the alarm for this pickup coil side.

4) REV LOW ERR ANT = Adjusts the sideways alarm threshold relative to a lateral shift of the LOAD END sensor for an ANTENNA ERROR measurement that is below 2.5 VDC. REV LOW ERR ANT level = 0 gets alarm for 1.5 VDC on ANTENNA ERROR point. This is a very sensitive alarm threshold.

REV LOW ERR ANT level = 8 gets alarm for 0.5 VDC on ANTENNA ERROR point. This is a very insensitive alarm threshold.

REV LOW ERR ANT level = 9 disables the alarm for this pickup coil side.

9.0.M MAXIMUM WIRE GUIDANCE STEERING ANGLE ADJUSTMENT (POT OUT OF RANGE ALARM) TM7 This trimmer is used to adjust the maximum steer angle correction which can occur during wire guided steering without setting off an alarm. Adjustment is supported by the hand set.

Adjustment Procedure: - Drive the truck in manual mode close to the guide wire. Rotate the steer handle until the drive unit has reached the maximum absolute angle allowed in wire guidance mode. Set SPECIAL POT ADJ to "ON" using the hand set. Immediately an alarm (ADJ. ZERO POT) occurs and the steering wheel position is frozen. Using the FEEDBACK POT measurement (12.4.b), read the AC/DC converted pot (see 12.4.g) value and adjust TM7 to obtain a feedback pot value of 4.5 VDC (or 0.5 VDC if the chosen direction of steering is below 2.5 VDC.). Note: FEEDBACK POT value is 2.5 VDC for steering straight ahead. with a correctly adjusted TM10. The value of FEEDBACK POT will increase for counterclockwise MDU steering and decrease for clockwise MDU steering. FEEDBACK POT measures MDU pot voltage in automatic (wire guidance) mode and manual mode. Since these measurements are very different, do not confuse the manual mode reading with the automatic mode reading. There is a special exception. When "SPECIAL POT ADJ" is set (see 12.4.g) to "ON", FEEDBACK POT measures the automatic mode reading even with the steering in manual mode. Since only one trimmer is provided for the two directions of drive unit steering, the hand set is used to separate them (see 12.1.l through 12.1.m).

1) UPPER ERROR POT = Adjust the POT OUT OF RANGE alarm threshold relative to steer angle rotations resulting in values over 2.5 VDC measured with FEEDBACK POT on the hand set.

UPPER ERROR POT = 0 results in an alarm level of 3.5 VDC on the FEEDBACK POT point. This is a very sensitive setting.

UPPER ERROR POT = 8 results in an alarm level of 4.5 VDC on the FEEDBACK POT point. This is a very insensitive setting.

UPPER ERROR POT = 9 disables the POT OUT OF RANGE alarm.

2) LOWER ERROR POT = Adjust the POT OUT OF RANGE alarm threshold relative to steer angle rotations resulting in values less than 2.5 VDC measured with FEEDBACK POT on the hand set.

LOWER ERROR POT = 0 results in an alarm level of 1.5 VDC on the FEEDBACK POT point. This is a very sensitive setting.

LOWER ERROR POT = 8 results in an alarm level of 0.5 VDC on the FEEDBACK POT point. This is a very insensitive setting.

LOWER ERROR POT = 9 disables the POT OUT OF RANGE alarm.

Finally, it is possible to make small corrections to the MDU pot zero position used for "POT OUT OF RANGE" alarm using the ZERO AUTO FB adjustment (see 12.5.e).

10.0 TIP ON SETTING UP If the "PRELIMINARY SET UP PROCEDURE" was performed correctly, the following information is not necessary. If problems were found, then the information below gives you some ideas to solve them.

- Position the truck over the guide wire using manual mode steering.

- With the truck positioned over the guide wire, turn on the wire guidance using the AUTOSEL switch on the operator console.

- Travel a few cm (inches) in the DRIVE END direction.

- The truck goes into automatic steering.

- If all goes well the MDU will set itself in a direction leading the truck to capture the guide wire. The MDU should be angled to intercept the guide wire as shown below:

If this does not occur, then there are two possible sources of the problem.

10.0.A. REVERSED MDU POT FEEDBACK: If the MDU swerves towards either of the two steering limits with the truck over the guide wire and the sensor moved to the side of the wire, then swap the wires going to NPOT (7) and PPOT (5) on the big Connector on the wire guidance board (see 7.0).

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10.0.B. REVERSED SENSOR FEEDBACK: If the MDU corrects in a proportional manner, but away from the wire when the truck is parked over and not on the guide wire, then swap the wires going to FL (10) and FR (11) for the DRIVE END sensor and the connections RL (3) and RR (4) for the LOAD END sensor on the big connector on the wire guidance board (see 7.0).

11.0 ALARMS AND TROUBLE SHOOTING 11.1 DESCRIPTION OF FUSES The system has two fuses.

- A 32 amp fuse (F1) in series with the battery positive protecting the power portion of the steering and guidance boards.

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- A 3 amp fuse (F2) in series with the key and placed on the ECM motherboard to protect the logic card.

If the key is switched on and the steering system shows no response, check the 3 amp logic fuse. If the fuse (F1) on the power portion of the unit is blown, an alarm "I=0 EVER" is produced.

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11.2 DESCRIPTION OF ALARMS If the Fuse (F2) is intact, the system signals through a combination of lights (AUTOLED and MANLED) and an audible device (BUZZER) of any problems: Each alarm or failure is encoded on the BUZZER with a number of high frequency beeps, repeated in bursts, corresponding with the alarm numbers in the list below. Low frequency beeps are reserved for wire SEEK mode only. To discriminate between manual mode and automatic mode alarms, the lights (AUTOLED and MANLED) are frozen when an alarm occurs to give information on the mode of operation the truck was in when the error occurred. The same information is repeated in a more direct fashion on the hand set. Below is a list of the alarms with the numbers that correspond to the beep code.

11.2.A MANUAL MODE ALARMS ALARM 1 MICRO SLAVE KO Signal is repeated single beep burst of the BUZZER and lighted MANLED. Cause: Occurs when the supervisor microcontroller has found one of the following incorrect events. The number of each possible cause is displayed on the right hand side of the hand set.

1) Two series connected alarm switches are used for safety reasons. Each microcontroller controls one of them and diagnoses the other's switch. If the master microcontroller finds the supervisor controlled switch open during steady state operations, this alarm occurs. If the supervisor microcontroller finds one of the two switches disagrees with the commands, during initial phase, this alarm occur.

2) The supervisor microcontroller has missed receiving an update (every 16 msec) from the master microcontroller. The master microcontroller is reading commands (tach-generator, pots, limit switches, etc.) and informs the supervisor with a regular signal. If this interrupt is missed, the supervisor behaves as through the command inputs are not being processed and stop the truck opening its own alarm switch.

3) The supervisor microcontroller has missed the fixed time (48 msec) watchdog timer pulse on the power portion functionality test.

Every 48 msec the master microcontroller sends an update pulse to the supervisor microcontroller. If a pulse is missed it looks like the power portion diagnosis was not executed so the supervisor stops the truck.

4) The supervisor microcontroller has determined a command action that disagrees with generated by the master controller.

5) The supervisor microcontroller has determined a measured steer angle feedback pot evolution disagrees with the command pot voltage.

Remedy: Switch off the machine and power it up again. If the problem persists, replace the unit or contact the factory.

ALARM 2 I=0 EVER: Indicated by repeated two beep burst on the BUZZER and a lighted MANLED. Cause: Occurs if there is a power failure on the power portion of the steering controller and in any case where steer motor current cannot increase above zero and with the appropriate voltage (+ or -) when commanded.

Remedy: Check that fuse F1 (32 A) on the logic board is intact. Check that the steering motor and its wires have not been cut off. Check that the motor is mechanically loaded. With the motor running free it should require a running current greater than 6% of IMax. If the problem persists, replace the unit.

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ALARM 3 STEER SENSOR KO or FB POT LOCKED: Indicated by repeated three beep burst on the BUZZER and a lighted MANLED. Cause: STEER SENSOR KO occurs if DT (Tach-Generator) is interrupted or short circuited (if your SYSTEM CONFIG option is TachGenerator selection) or if one of the pins or wires leading to the MDU pot or the steer handle pot is disconnected. FB POT LOCKED occurs if the feedback value doesn't change its value even if commanded to change.

Remedy: If the problem is not due to wiring, replace the tach-generator, or suspicious potentiometer.

In regard to pot steering, the alarm occurs only if the voltage between the central point and the end of the pot greater than 4.9 V or is less than 0.1V. For the FB POT LOCKED alarm confirm the mechanical connection between the MDU pot and steer motor and the electrical functionality of the pot.

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ALARM 4 EEPROM KO: Indicated by repeated four beep burst on the BUZZER and a lighted MANLED. Cause: It is due to a hardware or software defect of the non-volatile on-board memory parameters.

Remedy: Switch off the machine and turn it back on again. If the problem persists, replace the unit.

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ALARM 5 HIGH TEMPERATURE: Indicated by repeated 5 beep burst on the BUZZER and a lighted MANLED. Cause: Occurs if temperature of the power base exceeds 78°C (172°F).

Remedy: Let the unit cool down. If the alarm occurs repeatadly, it is necessary to improve the unit heat dissipation capability.

ALARM 6 STBY I HIGH: Indicated by repeated 6 beep burst on the BUZZER and a lighted MANLED. Cause: Occurs if truck is at rest when there should be no steering current for a disabled power unit state and the sensor shows an unforeseen output voltage level.

Remedy: Try to adjust the sensor offset with TM2 on the mother board. If alarm persists, replace the unit.

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ALARM 7 RELE'KO: Indicated by repeated 7 beep burst on the BUZZER and a lighted MANLED. Cause: Two alarm switches are connected in series and allow the traction to move. The first switch is closed by the master microcontroller. The second switch is closed by the supervisor microcontroller. Both microcontrollers execute diagnostic tests on their own and on the other opened or closed state switches. If the master microcontroller finds its own switch closed before it commands it closed or finds its own switch open before it commands it opened, then this alarm occurs.

If this error occurs immediately after switching on the key, then the contact may be shorted (welded) without a driving signal. If the error occurs later, then the contact may be in a locked open position with a driving signal present.

Remedy: Confirm the previous theory about shorted or open contacts. If no faults can be identified, read the explanation below of the open switch diagnostic test to help you understand the alarm causes.

As the picture on the following page shows, there are three diagnostic points; low voltage, mid point, and high voltage end that are read by software. When the switches are open, the three diagnostic points have different potential values. If the outside interface connected on Pin 3 of connector D or Pin 1 of connector E on the ECM gets one end equal to the midpoint, it looks like the switch is closed before it is commanded and an unwanted alarm occurs.

11.2.B WIRE GUIDANCE MODE ALARMS To escape the steering from any of the following alarms it is necessary to switch off the key.

ALARM 1 MICRO SLAVE KO: Indicated by a repeated single beep burst of the BUZZER and both AUTOLED and MANLED are lit.

Cause and Remedy: See 11.2.1 ALARM 1 in manual mode.

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ALARM 2 LATERAL OUT: Indicated by repeated two beep burst of the BUZZER and both AUTOLED and MANLED are lit.

Cause: It occurs in case the threshold for lateral shift during wire guided mode of operation (see 12.1.e through 12.1.h) is set at a higher value. The guidance sensor is too far from the wire side during guided operation.

Remedy: Confirm that during motion the sensor error signal does not exceed the threshold.

WARNING: A disconnected antenna coil wire or a swiftly changing magnetic field deformation around the guide wire (crooked wire, reinforcing rod, AC motor wires in the floor) can cause an alarm condition.

ALARM 3 PATH: Indicated by repeated 3 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause: Occurs if the sensor signal used for guidance in the traveling direction goes below the required threshold. The alarm occurs at the same time when the guidepath presents LED DL1 for DRIVE END sensor and DL2 for LOAD END sensor are off.

Remedy: This alarm may occur if the guide wire on the floor is cut, if the signal picked up by the sensor is too low, or if the sensor(s) is/ are not adjusted correctly.

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ALARM 4 EEPROM KO: Indicated by repeated 4 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause and Remedy: See 11.2.1 ALARM 4 in manual mode.

ALARM 5 HIGH TEMPERATURE: Indicated by repeated 5 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause and Remedy: See 11.2.1 ALARM 5 in manual mode.

ALARM 6 LOOP: Indicated by repeated 6 beep bursts on the BUZZER and both AUTOLED and MANLED are lit.

Cause: Occurs when in wire guided mode the MDU pot error will not neutralize the sensor error (regardless of travel direction). It is as if the closed loop control on steer angle feedback pot has opened.

Remedy: Try to reduce the truck oscillation on the guide wire by adjusting TM15 (clockwise increases steering speed response) and TM13 (counterclockwise causes the truck to make larger steering corrections) on the wire guidance card.

This alarm can also be caused by an open in the MDU pot, damage to the MDU pot, loose mechanical connection of the MDU pot, broken steer chain, broken steering gear box, broken steer motor, or noise induced by a guidance sensor.

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ALARM 7 RELE' KO: Indicated by repeated 7 beep bursts on the BUZZER and both AUTOLED and MANLED are lit.

Cause and Remedy: See 11.2.1 ALARM 7 in manual mode.

ALARM 8 STEER HAZARD: Indicated by repeated 8 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause: Occurs if a limit switch opens during an automatic controlled wire guided steering AUTOMATIC mode or SEEK mode.

Remedy: To get out of the alarm, select the MANUAL mode steering using the AUTOSEL switch on the operator console.

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ALARM 9 POT OUT OF RANGE: Indicated by repeated 9 beep burst on the BUZZER and both AUTOLED and MANLED are lit.

Cause: During guidance AUTOMATIC mode the drive unit has too large a steer angle. The maximum allowable steer angle is adjustable using the hand set and TM7 (see 9.0.m).

Remedy: If the alarm occurred during normal guidance mode operations without an excessive steer angle and it is practical to increase the steer angle limit, then you may use the hand set and TM7 as described in 12.1.f through 12.1.l and 9.0.m sections.

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ALARM 10 FORW + BACK: Cause: Dual direction input from traction controller.

Remedy: Replace traction controller

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12.0 HAND SET DESCRIPTION This section describes the hand set functions. Numbers inside the triangles correspond to the same number on the hand set keyboard buttons shown in the figure below. The orientation of the triangle indicates the shift direction of the button effect.

12.0.A. TACH-GENERATOR STEERING OPTION - HAND SET FUNCTION MAP

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12.0.B POT STEERING OPTION - HAND SET FUNCTION MAP

12.1 MAIN MENU "PARAMETERS" LIST The manual steering mode parameters are partially different between Tach-Generator and Pot Steering as described in http://www.yaleaxcessonline.com/lib/service/itwservice/272491100/Y3_%20Steering-Guidance/c2d.htm (2 of 8)07.09.2011 14:01:16

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paragraphs 12.0.a. and 12.0.b.

Each parameter is described below, there is no separation between Tach-Generator and Pot steering options. To locate each parameter inside its host menu, see the Function Maps in paragraphs 12.0.a. and 12.0.b. In every case a specific attribute is given to each parameter.

After modifying a parameter, memorize it with the hand set by pushing the "4" (OUT) button and a "3" (IN) button. Double pushing the OUT button gets out without saving the modifications.

Here is a description of the parameter adjustments and their function.

12.1.A SPEED LIMIT: used with tach-generator steering only, it regulates the maximum turning speed of the mdu.

- Level 0 is for slow turning - Level 9 is for fast turning Intermediate levels are for proportionally increasing speed settings. Maximum MDU speed has to be regulated after SET BATTERY TYPE is done (see 12.5.f). The higher the battery type is set to, the higher the MDU turning speed for a given value of the SPEED LIMIT parameter.

12.1.B SENSITIVITY: Used with Tach-Generator steering only, it provides a non-linear relationship between steering handle input (command) and MDU steering speed at small command input changes. This parameter produces increasing steering sensitivity with small changes in steering input.

- Level 0 is for steering response that is less sensitive to small steer handle movements - Level 9 is for steering response that is very sensitive to small steer handle movements Intermediate levels are for proportionally increasing speed settings. This parameter does not influence the maximum MDU steering rate.

12.1.C KP: Used with Pot Steering and Automatic Centering Option only. It modifies the static precision of the position control loop. To obtain precise return to center MDU pot voltage, increase the KP value. If dither or overshoot becomes evident, try to lower the KP value.

- Level 0 is for less responsive and precise steering.

- Level 9 is for very responsive and precise steering (but "busy").

Intermediate levels are for proportionally increasing speed settings.

12.1.D KD: Used with Pot Steering and Automatic Centering Option only. It modifies the dynamic behavior of the position control loop. To reduce MDU pot overshoot or oscillations, adjust this parameter.

- Level 9 is for a complete proportional controlling algorithm.

- Level 0 is for a maximum leading contribution controlling algorithm. This causes the MDU to slow down as it approaches near a steady state position. This is maximum overshoot (dither) reduction.

12.1.E FWD UPP ERR ANT: Used with Wire Guided Steering only. It modifies the threshold for a lateral shift that causes a "LATERAL OUT" alarm. This parameter adjusts the threshold limit corresponding to the DRIVE END sensor's lateral shift from the wire. This is relative to the coil that increases the ANTENNA ERROR test value over 2.5 volts. 2.5 VDC ANTENNA ERROR value is for a perfectly centered sensor.

- Level 0 is for a lateral out alarm threshold of 3.5 VDC (consistent with ANTENNA ERROR value.)

- Level 8 is for a lateral out alarm threshold of 4.5 VDC (consistent with ANTENNA ERROR value.)

- Level 9 disables this alarm in the specified direction.

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12.1.F FWD LOW ERR ANT: Used with Wire Guided Steering only. It modifies the threshold for a lateral shift that causes a "LATERAL OUT" alarm. This parameter adjusts the threshold limit corresponding to the DRIVE END sensor's lateral shift from the wire. This is relative to the coil that increases the ANTENNA ERROR test value over 2.5 volts. 2.5 VDC ANTENNA ERROR value is for a perfectly centered sensor.

- Level 0 is for a lateral out alarm threshold of 1.5 VDC (consistent with ANTENNA ERROR value.)

- Level 8 is for a lateral out alarm threshold of 0.5 VDC (consistent with ANTENNA ERROR value.)

- Level 9 disables this alarm in the specified direction.

12.1.G REV UPP ERR ANT: Used with Wire Guided Steering only. It modifies the threshold for a lateral shift that causes a "LATERAL OUT" alarm. This parameter adjusts the threshold limit corresponding to the LOAD END sensor's lateral shift from the wire. This is relative to the coil that increases the ANTENNA ERROR test value over 2.5 volts. 2.5 VDC ANTENNA ERROR value is for a perfectly centered sensor.

- Level 0 is for a lateral out alarm threshold of 3.5 VDC (consistent with ANTENNA ERROR value.)

- Level 8 is for a lateral out alarm threshold of 4.5 VDC (consistent with ANTENNA ERROR value.)

- Level 9 disables this alarm in the specified direction.

12.1.H REV LOW ERR ANT: Used with Wire Guided Steering only. It modifies the threshold for a lateral shift that, when exceeded, provides a "LATERAL OUT" alarm. This parameter adjusts the threshold limit corresponding to the LOAD END sensor's lateral shift from the wire. This is relative to the coil that in creases the ANTENNA ERROR test value over 2.5 volts. 2.5 VDC ANTENNA ERROR value is for a perfectly centered sensor.

- Level 0 is for a lateral out alarm threshold of 1.5 VDC (consistent with ANTENNA ERROR value.)

- Level 8 is for a lateral out alarm threshold of 0.5 VDC (consistent with ANTENNA ERROR value.)

- Level 9 disables this alarm in the specified direction.

12.1.I UPP ERROR POT: Used with Wire Guided Steering only. It modifies the threshold for the maximum allowable MDU steer angle, in guided mode, that causes a POT OUT OF RANGE alarm. This parameter adjusts the steer angle limit that corresponds to an increasing steer angle voltage over 2.5 VDC, found on the FEEDBACK POT test value (2.5 VDC is a perfectly centered MDU).

- Level 0 is for a POT OUT OF RANGE threshold of 3.5 VDC (consistent with FEEDBACK POT value.)

- Level 8 is for a POT OUT OF RANGE threshold of 4.5 VDC (consistent with FEEDBACK POT value.)

- Level 9 disables this alarm in the specified direction.

12.1.L LOW ERROR POT: Used with Wire Guided Steering only. It modifies the threshold for the maximum allowable MDU steer angle in the guided mode that causes POT OUT OF RANGE alarm. This parameter adjusts the steer angle limit that corresponds to a decreasing steer angle voltage below 2.5 VDC found on the FEEDBACK POT test value (2.5 VDC is a perfectly centered MDU).

- Level 0 is for a POT OUT OF RANGE threshold of 1.5 VDC (consistent with FEEDBACK POT value.)

- Level 8 is for a POT OUT OF RANGE threshold of 0.5 VDC (consistent with FEEDBACK POT value.)

- Level 9 disables this alarm in the specified direction.

12.1.M 1ST ANGLE COARSE: Used with Pot Steering only. It modifies in large steps the MDU maximum steer angle in the direction of increasing MDU pot voltage above 2.5 VDC. If the "PRELIMINARY SET UP PROCEDURE" was performed correctly, this direction of MDU movement corresponds to a clockwise steering handle movement. This parameter is used to regulate the 90 degree MDU steer angle, in the specified direction, corresponding to 90 degrees of steer handle movement.

- Level 0 is for the smallest maximum MDU steer angle - Level 9 is for the largest maximum MDU steer angle Intermediate levels are for proportionately increasing angle.

12.1.N 1ST ANGLE FINE: Used with Pot Steering only. It modifies in small steps the MDU maximum steer angle in the direction of increasing MDU pot voltage above 2.5 VDC. If the "PRELIMINARY SET UP PROCEDURE" was performed correctly this direction of MDU movement corresponds to a clockwise steering handle movement. This parameter is used to regulate the 90 degree MDU steer angle, in the specified direction, corresponding to 90 degrees of steer handle movement.

- Level 0 is for the smallest maximum MDU steer angle - Level 9 is for the largest maximum MDU steer angle Intermediate levels are for proportionately increasing angle.

12.1.O 2ND ANGLE COARSE: Used with Pot Steering only. Itt modifies in large steps the MDU maximum steer angle in the direction of decreasing MDU pot voltage below 2.5 VDC. If the "PRELIMINARY SET UP PROCEDURE" was performed correctly this direction of MDU movement corresponds to a counterclockwise steering handle movement. This parameter is used to regulate the 90 degree MDU steer angle, in the specified direction, corresponding to 90 degrees of steer handle movement.

- Level 0 is for the smallest maximum MDU steer angle - Level 9 is for the largest maximum MDU steer angle Intermediate levels are for proportionately increasing angle.

12.1.P 2ND ANGLE FINE: Used with Pot Steering only. It modifies in small steps the MDU maximum steer angle in the direction of decreasing MDU pot voltage below 2.5 VDC. If the "PRELIMINARY SET UP PROCEDURE" was executed correctly this direction of MDU movement corresponds to a counterclockwise steering handle movement. This parameter is used to regulate

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the 90 degree MDU steer angle, in the specified direction, corresponding to 90 degrees of steer handle movement.

- Level 0 is for the smallest maximum MDU steer angle - Level 9 is for the largest maximum MDU steer angle Intermediate levels are for proportionately increasing angle.

12.1.Q ACCELERATION: Used with Pot Steering only. It controls how long it takes to complete a 180 degree steer angle sweep - Level 0 is for about 9 seconds for 180 degrees of steering - Level 9 is for about 3 seconds for 180 degrees of steering - Intermediate levels are for proportional time changes 12.1.R DESENSITIZE: Used with Pot Steering only. It slows the MDU steering motion as the MDU pot voltage begins to equal the command pot voltage. Its action can be observed with the steering handle turned ± 30 degrees from the center position.

This parameter proportionately reduces the MDU steering speed.

- Level 0 is for no slowing of MDU steering near center steer handle position - Level 9 is for slowing the MDU steering 10 times more than what is imposed with the ACCELERATION parameter.

- Intermediate levels are for proportional changes in response 12.2 MAIN MENU: TESTER FUNCTIONS The TESTER function list is common for both tach-generator and pot steering options. Each TESTER function provides information for the specified parameter. To locate each parameter inside its host menu, see the function maps in paragraph 12.0.a and 12.0.b Descriptions of each TESTER function are given below.

12.2.A SET POINT POT: Used with Pot Steering only. It provides the steering handle command voltage in real time.

12.2.B FEEDBACK POT: Used with Pot Steering and Wire Guidance only. It provides the MDU Pot voltage in real time. When the system is in manual mode, then the hand set measured value is equal to the voltage present on the central terminal of the (FB) MDU pot with respect to the GND point.

When the system is in wire guidance mode, the (FB) MDU pot is supplied with AC voltage, so the hand set displays an AC/DC converted value. 2.5 VDC equals steer angle straight ahead. Higher or lower values are for a turned MDU. Exception: When the SPECIAL POT ADJ is set ON, regardless of steering mode, the FEEDBACK POT value is always measured as though the truck is in the wire guided mode of steering.

12.2.C ANTENNA ERROR: Used with Wire Guidance only. It provides the sensor error in real time. The sensor error is the voltage difference between the right and left coil on the sensor that leads the last travel direction selected. If the truck was last traveling DRIVE END first, then the DRIVE END sensor error is the one measured. If the truck was last traveling LOAD END first, then the LOAD END sensor error is the one measured. Since the sensors provide an AC voltage to the hand set, it converts these values to a DC value. 2.5 VDC corresponds to a sensor that is centered over the guide wire. The value is higher or lower if the sensor is shifted to the side of the guide wire. This measurement is also available in the manual mode, if the truck is near a guide wire.

12.2.D DT: Used with Tach Generator Steering only. It provides the value of the tach-generator input from the steer handle in real time. The value is scaled for the CPU A/D converter (range = ± 5 VDC). The value measured directly on the tach-generator output is sometimes higher than that measured on the hand set.

12.2.E MM ALARM SWITCH: Used on all steering options. It provides the real time state (Close = ON, Open = Off) of the Main Microcontroller controlled alarm switch. This is one of the two switches connected in series to this alarm. The first one is controlled by the Main Microcontroller and the second is controlled by the Supervisor Microcontroller.

12.2.F SM ALARM SWITCH: Used on all steering options. It provides the real time state (Close = ON, Open = Off) of the Supervisor Microcontroller controlled alarm switch. This is one of the two switches connected in series to this alarm. The first one is controlled by the Main Microcontroller and the second is controlled by the Supervisor Microcontroller.

12.2.G ENDSTROKE ACW (Counterclockwise Steering Limit Sw.State): Used on all steering options. It provides the real time state (Active (open) = ON, Not Active (Closed) = Off) of the limit switch used to prevent the MDU from reaching the mechanical stop.

12.2.H ENDSTROKE CW (Clockwise Steering Limit Sw.State): used on all steering options. It provides the real time state (Active (open) = ON, Not Active (Closed) = Off) of the limit switch used to prevent the MDU from reaching the mechanical stop.

12.2.I TEMPERATURE: Used on all steering options. It provides the real time ECM control unit temperature in Celsius degrees.

An alarm occurs when the temperature is above 78 degrees Celsius (172° F).

12.3 MAIN MENU’: "ALARMS" FUNCTIONS Inside the "ALARMS" menu of the hand set, the last five alarm events are memorized with the number of repetitions and the hour of the last occurrence for each kind of alarm.

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12.4 CONFIG MENU’: "SET OPTIONS" FUNCTION LIST The SET OPTIONS function list is used for all steering options. These options modify the system configuration. To locate the function inside its host menu, see the function maps in paragraph 12.0.a. and 12.0.b. A description of each option follows on the following page.

Fig. 37 12.4.A. HOUR COUNTER: there are two possible value options for what will appear in the root menu hand set display.

- RUNNING = Run time when the steering is enabled - Use this setting.

- KEYON = Time counted continuously when the ECM is powered.

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12.4.B. INP ACTIVE LOW: There are two possible options for this value regarding travel direction request.

- ON = External travel requests are active LOW. - OFF = External travel requests are active HIGH. Use this setting.

12.4.C. LONG VEHICLE: There are two possible options for wire guidance. This is used to reduce the combined wire guidance sensor error when traveling in the LOAD END direction (for a short truck).

- ON = Normally weighted combined sensors error. Use this setting.

- OFF = Reduced weighted combined sensors error (for a short truck).

12.4.D. STB I=0 EVER: There are two options for manual mode steering. If set on the power stage functionality. If the motor current goes down near zero when commanded a corresponding alarm occurs. Is continually monitored (also in the rest position) - ON = Continuous diagnosis (with tiresome audible noise, but an alarm condition could be discovered in advance of the steering motion) - OFF = Diagnosis inhibited at steering rest position. Use this setting.

12.4.E. MICRO CHECK: this feature is to support the debugging activity option. It is used to inhibit the Supervisor microprocessor operation and allow the system to run with just the Main processor support. This operating mode does not allow the supervisor controlled alarm switch to close. Therefore, traction is disabled.

- NONE = Inhibit supervisor functions - PRESENT = Enable diagnostic interaction between Main and Supervisor microprocessors. (This is only allowed in the running mode.) Use this setting. (NOTE: Remember to check this is set to "PRESENT" before you forget it. Otherwise, traction is disabled).

12.4.F. DIRECTION GAUGE: There are two options for trucks equipped with a MDU steer angle direction gauge. This setting permits the indicated turning direction displayed on the gauge to be reversed.

- OPTION #1 = Output on Pin 14 of connector E on the ECM connector varies from 4 VDC for STEER MAX condition to 0 VDC for STEER MIN condition.

- OPTION #2 = Output on Pin 14 of connector E on the ECM connector varies from 0 VDC for STEER MAX condition to 4 VDC for STEER MIN condition.

12.4.G. SPECIAL POT ADJ: This special option provides additional assistance in the adjustment of the MDU pot. When set to ON, an ADJ. ZERO POT alarm occurs immediately. Ignore it. The important thing to remember is that the FEEDBACK POT hand set reading is for the AC/DC converted value from the steer angle feedback pot that is used in wire guidance. The SPECIAL POT ADJ feature of the hand set is useful in adjusting trimmers TM10 and TM7 on the wire guidance card.

TM10 Travel 10 meters (30 feet) in DRIVE END direction on wire guidance. If TM10 is not correctly adjusted the truck will travel parallel to the guide wire some distance. If this is the case, use the hand set on SPECIAL POT ADJ setting. Immediately an alarm (ADJ. ZERO POT) occurs and the steering wheel position is frozen. You may regulate TM10 to give the minimum voltage possible on Test Point 6 (TP6) corresponding to a straight drive wheel position.

TM7 Drive the truck in the manual mode close to the guide wire. Rotate the steer handle until the drive unit has reached the maximum absolute angle allowed in wire guidance mode. Set SPECIAL POT ADJ to "ON" using the hand set. Immediately an alarm (ADJ. ZERO POT) occurs and the steering wheel position is frozen. Using the hand set, read the FEEDBACK POT value and adjust TM7 to obtain a feedback pot value of 4.5 VDC (or 0.5 VDC if the chosen direction of steering is below 2.5 VDC.) NOTE: FEEDBACK POT value is 2.5 VDC for steering straight ahead. with a correctly adjusted TM10. The value of the FEEDBACK POT will increase for clockwise drive unit steering and decrease for counterclockwise drive unit steering. FEEDBACK POT measures MDU pot voltage in automatic (wire guidance) mode and manual mode. Since these measurements are very different, do not confuse the manual mode reading with the automatic mode reading. There is a special exception. When "SPECIAL POT ADJ" is set to "ON", FEEDBACK POT measures the automatic mode reading even with the steering in manual mode. Since only one trimmer is provided for the two directions of drive unit steering, the hand set is used to separate them (see 12.1.i through 12.1.l).

12.4.H. SYSTEM CONFIG: use with all steering options. There are four possible settings: - OPTION #1 = Tach-generator steering plus wire guidance - OPTION #2 = Tach-generator steering plus automatic centering - OPTION #3 = Pot steering plus wire guidance - OPTION #4 = Pot steering plus automatic centering (Use this option for trucks with pot steering and no wire guidance).

12.4.I. ANTENNA REF SEL: use with wire guidance option. It selects which antenna signal must be used to supply the feedback pot. (It was decided to requireboth the drive unit and load wheel sensors to be close to the guide wire to change to guided steering mode when traveling load wheels first. This option is not required any longer.)

- OPTION #1 = The pot is supplied with the antenna signal corresponding to the direction of travel actually selected.

- OPTION #2 = The pot is supplied with the FWD (drive unit) antenna signal.

- OPTION #3 - The pot is supplied with the REV (load wheel) antenna signal.

12.4.L. AUTO INP ACTIVE: use with all steering options. It sets the active logic level (or edge) for the automatic mode request (AUTOSEL). It is common for both wire guidance or automatic steering centering requests.

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- OPTION #1 = External automatic request is active LOW ("LOW" means lower than +4 VDC).

- OPTION #2 = External automatic request is active HIGH ("HIGH" means higher than +5 VDC).

- OPTION #3 = The external automatic request is active for falling edge of odd numbering (i.e., the first falling edge is for automatic, the second is return to manual, the third is for automatic, etc.)

- OPTION #4 = The external automatic request is active for rising edge of odd numbering (i.e., the first falling edge is for automatic, the second is return to manual, the third is for automatic, etc.).

12.5 CONFIG MENU: "ADJUSTMENTS" FUNCTION LIST The ADJUSTMENTS function list is a little bit different between tacho-generator and pot steering options. Tacho-generator has BATTERY TYPE and pot has ZERO SP. POT. Settings are for parameter values unique to specific applications. Locate each function inside its host menu to see the functions map (paragraph 12.0.a. and 12.0.b). A description of each function is given below.

12.5.A. SET STEER 0-POS: Used only for Pot Steering option. It is used to set the MDU pot wiper voltage corresponding to the center position of steering for the manual steering mode. The steering handle must be released when adjusting this parameter.

Adjust this setting by Entering SET STEER 0-POS and pressing Enter (3) again. The default value is 2500.0 mV. You may roll the value up and down using the (5) and (6) keys in 5 mV increments. For VNA trucks a higher value turns the MDU in the counterclockwise direction.

12.5.B. SET STEER MIN: Used with all steering options. It is used to adjust the scaling of the clockwise 90 degree rotation of the MDU for use with the LED steer angle indicator gauge.

Adjust this setting with steering in MANUAL mode after completing 2ND SPEED FINE and 2ND SPEED COARSE adjustments.

Turn the MDU completely clockwise and with the SET STEER MIN in the hand set display, push the ENTER (3) button. The display changes to the present feedback pot value. Push the ENTER (3) button again to memorize this new reading.

12.5.C. SET STEER MAX: Used with all steering options. It is used to adjust the scaling of the counterclockwise 90 degree rotation of the MDU for use with the LED steer angle indicator gauge.

Adjust this setting with steering in MANUAL mode after completing 1ST ANGLE FINE and 1ST ANGLE COARSE adjustments.

Turn the MDU completely counterclockwise and with the SET STEER MAX in the hand set display, push the ENTER (3) button.

The display changes to the present MDU pot value. Push the ENTER (3) button again to memorize this new reading.

NOTE: If not set, MDU steering speed is reduced.

12.5.D. ZERO SP. POT: Used only for Pot Steering option. It is used to capture the zero setting of the steer handle pot for manual mode steering. Adjust this setting by releasing the steer handle on a pot steered truck. With ZERO SP. POT in the display, press ENTER (3) button on the hand set. The display changes to the present steer handle pot voltage. Press ENTER (3) button again to memorize this new reading.

12.5.E. ZERO AUTO FB: this setting is used for wire guided operations. It is used to modify the 2.5 V default value used to calculate POT OUT OF RANGE limits. The alarm situation occurs if: 1) the FEEDBACK POT (MDU Pot) in wire guidance mode is over ZERO AUTO FB plus the set limit. The set limit is 1 VDC if UPPER ERROR POT parameter is set to 0 and the set limit is 2 VDC if the UPPER ERROR POT parameter is set to 8.

2) the FEEDBACK POT (MDU Pot) in wire guidance mode is less than ZERO AUTO FB minus the set limit. The set limit is 1 VDC if UPPER ERROR POT parameter is set to 0 and the set limit is 2 VDC if the UPPER ERROR POT parameter is set to 8.

Only a small modification of the 2.5 VDC default value is permitted (2.5 ± 0.4 VDC). To adjust this setting, be sure that the truck is in wire guidance mode and the drive unit is straight ahead. With ZERO AUTO FB on the display of the hand set, push ENTER (3) button. The display changes to the current AC/DC converted MDU pot voltage. Push ENTER (3) button again to memorize this new reading. This memorized value is only used to modify the POT OUT OF RANGE limits.

12.5.F. SET BATTERY TYPE: it is used by software to scale the tach-generator signal with the battery voltage. The higher the battery voltage the higher the software controlled voltage to the steer motor must be for the same tach-generator rotation speed. There are nine values; 12, 24, 36, 40, 48, 60, 72, 80, and 96 available. The desired value is selected by rolling up or down (pressing the 5 or 6 button) until the desired value is displayed. Then push the OUT (4) button and then ENTER (3) button to save the selected value.

NOTE: If not set to correct voltage, steering performance is affected.

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13.0 HARDWARE FAILURE DETECTION 13.0.A HARDWARE FAILURE DETECTION IN MANUAL STEERING Six malfunctioning conditions are tested on electric manual steering: a) Failure on reclosing the internal current loop. (ALARM #2 - I=0 Ever) b) Failures of the steering DT ( manual steering handle tach generator - ALARM #3 - Steer Sensor KO or FB Pot Locked) c) Failures on the pot wiring (pot controlled manual steering - ALARM #3 - Steer Sensor KO or FB Pot Locked) d) Failure to shut off steering current when the truck is at rest ( ALARM #6 - STBY I High) e) Failure on a locked feedback pot voltage (pot controlled manual steering only - ALARM #3 - Steer Sensor KO or FB Pot Locked) f) Failure of cross diagnosis between master and supervisor microcontrollers. (ALARM #1 - Micro Slave KO) Here is a detailed look at them:

Reclose internal current loop verifies in real time the current set point (I*) and the real current of the motor (I) have the same sign. Since this internal current loop includes the power section and the motor itself, a defect in either of these will cause this alarm.

WARNING: This alarm is activated if the steer motor requires less than 6% of IMax when it is running. There may be no problem with the steer motor, power section, or any connections. This false alarm may be prevented by setting IMax low enough that a running steer motor will always require more than 6% of the allowed current.

Approximately: b) Failures in the steer handle tach generator due to short circuits and broken or disconnected wires are detected by monitoring the presence of the expected resistance on the control lines. c) Failures in the pot wiring are detected by monitoring for a voltage higher than 4.9 VDC indicating a short circuit or lower than 0.1 VDC indicating a broken or disconnected wire. Each pot is polarized with a pair of resistors that restrict its wiper voltage between these two limits in normal operation when correctly connected. (See fig. 30) d) The microcontrollers continuously monitor the steer motor output current when the steering is at rest. If steer motor output current is greater than zero an alarm condition occurs. e) If the MDU pot voltage does not change for more than 0.5 seconds after there has been a change in the steer handle pot, then an FB POT LOCKED alarm occurs. f) The Master and Superviosor microcontrollers independently read the command input from the steer handle tach-generator or pot. Then each microcontroller calculates a consequent controlling action. While the Master micro creates the control signals, the Supervisor micro creates matching comparison values. Each microcontroller receives both its own and the other microcontroller's values. If these values are mismatched each microcontroller may open its own alarm switch All six of these alarm conditions cause a relay to open that disables traction.

13.0.B. HARDWARE FAILURE DETECTION IN AUTOMATIC STEERING Four malfunctioning conditions are tested in AUTOMATIC (guided) mode steering: a) Failure due to a persistent wire guidance error detected by the difference between leading antenna signal and feedback pot voltage (ALARM #6 - LOOP alarm). b) Large leading antenna lateral shift ( ALARM #2 - LATERAL OUT alarm). c) Large drive unit steer angle in AUTOMATIC (guided) mode (ALARM #9 - POT OUT OF RANGE alarm).

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d) Small (or no) induced signal on the leading guidance sensor (ALARM #3 - PATH alarm).

Each condition is described below. a) In AUTOMATIC (guided) mode, the operating logic works to neutralize the error from the guidance sensor with a change in MDU pot value (steering angle). The normal result is that the system moves so quickly the automatic steering error remains close to zero.

If the system fails to accomplish this condition due to a malfunction the LOOP alarm is activated. b) If, during AUTOMATIC (guided) mode, the leading guidance sensor is to the side of the guide wire further than set with TM8 (wire guidance card trimmer pot) and with the hand set, then the LATERAL OUT alarm occurs immediately. c) If, during AUTOMATIC (guided) mode, the drive unit steer angle (MDU pot voltage) is greater than set with TM7 (wire guidance card trimmer pot) and the hand set, then POT OUT OF RANGE alarm occurs immediately. d) If the leading guidance sensor signal goes to zero volts or near zero volts, then the PATH alarm occurs immediately.

Any of these alarm conditions causes a relay to open, which disables traction.

14.0 PERIODIC MAINTENANCE Every 3 months perform the following checks: - Check power steering contactor tips for wear. Replace when contacts are worn.

- Check mechanical movement of the power steering contactor. It must be free and not jamb.

- Check power wiring going to the battery and steering motor. The terminals must be tight and firmly connected. The insulation must be in good repair.

- Check control wiring going to and from the steering and guidance control box. The insulation must be in good repair and connections must be tight.

- Check pot set screws and fastening hardware to ensure they are tight.

- Check steering chain tension. Tighten if necessary.

- Check steering motor and gear box mounting bolts. Ensure they are tight.

- Check wheel and drive unit bolts. Ensure they are tight.

- Check the steering and wire guidance operation. Adjust mechanical and electrical settings as necessary.

15.0 WIRE GUIDANCE DIAGNOSTICS SHEET A

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WIRE GUIDANCE DIAGNOSTICS SHEET B

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WIRE GUIDANCE DIAGNOSTICS SHEET C

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524211261

Technical information for YALE Assistance Service

This manual is addressed only to Yale Assistance Service specialized technicians LEVEL PRESELECTOR

Section: INDEX

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GENERAL SAFETY RULES

NEVER CARRY OUT ANY CLEANING, LUBRICATION OR MAINTENANCE INTERVENTION WITH THE BATTERY CONNECTED.

DO NOT WEAR RINGS, WRIST WATCHES, JEWELLERY, LOOSE OR DANGLING CLOTHES SUCH AS SCARVES, UNBUTTONED JACKETS OR OVERALLS WITH OPEN ZIP FASTENERS THAT CAN ENTANGLE IN THE MOVING PARTS. ON THE CONTRARY, IT IS ADVISABLE TO MAKE USE OF APPROVED SAFETY CLOTHES, SUCH AS FOR INSTANCE HELMETS, ANTISLIP SHOES, GLOVES, SAFETY GLASSES.

NEVER USE PETROL, DIESEL FUEL OR OTHER INFLAMMABLE MATERIALS SUCH AS CLEANING AGENTS: USE INSTEAD NON-INFLAMMABLE, NON-TOXIC COMMERCIAL SOLVENTS.

DO NOT SMOKE, DO NOT USE FLAMES, DO NOT CAUSE SPARKS, WHEN EASILY INFLAMMABLE MATERIALS ARE HANDLED. - In case of interventions outside the workshop, position the truck on a flat surface if possible and block it. If work on a slope is unavoidable, block the truck first and then move it to a level area as soon as possible with a certain degree of safety.

- Disconnect the batteries and label all the controls to signal that an intervention is taking place. Block the truck as well as every attachment that has to be lifted.

- Use only the prescribed attachment points when towing and make sure the prearranged pins and/or bolts are locked tightly before pulling. Lift and handle all heavy parts by means of a lifting device with the suitable capacity. Use the lifting eyebolts arranged for the purpose. Pay attention to the people near the load that has to be lifted.

- Avoid twisting chains or wire ropes.

- Beware of the chains, of bent or damaged ropes: do not use them while lifting or pulling. To handle them, always make use of safety gloves.

- Handle all parts carefully. Never put your hands or fingers in between parts.

- Wear the special-purpose safety clothes such as safety glasses, gloves and shoes.

- The area where maintenance operations are carried out must be always kept clean and dry. Clean up any water or oil stains immediately.

- Do not pile grease or oil-covered clothes. They represent a severe fire risk. Always put them in a closed metal container.

- Never carry out any service operation on the machine with anyone sitting in the seat, unless the operator is fully trained and involved in the operation to be carried out.

- When using compressed air to clean pads, always wear safety glasses with side shields.

Welding - When welding operations are required, use the safety clothing provided: dark glasses, helmets, overalls, gloves and shoes. The dark glasses should also be worn by anyone in the nearby area during a welding operation even if he is not performing the work.

Never look at the welding arc without properly protecting your eyes.

Battery - lf you have to use batteries, remember the cables shouId be connected to the terminals as specified:(+) with (+) and (-) with (-).

- Avoid short circuiting the terminals.

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compartment uncovered to ensure more effective ventilation and remove the caps.

AVOID SPARKS OR FLAMES IN THE BATTERY AREA! - Never check the state of charge of the batteries using “bridges” obtained by placing metal objects on the terminals.

- Before any service operation, check that no parts are shorted.

- Always disconnect the batteries before carrying out any intervention on the electric system.

- For the battery chargers and similar equipment use only auxiliary power supply sources having an efficient earth connection to avoid possible electric shocks.

Hydraulic System - A fluid seeping through a very small hole may be almost invisible and be sufficiently strong to penetrate beneath the skin. lf this happens use a piece of card or wood. Never use your hands.

- Use the special-purpose equipment to check system pressures.

NOTE: THIS MANUAL DOES NOT REPLACE THE USE AND MAINTENANCE MANUAL, BUT IT IS ITS INTEGRATION.

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INDEX Section: INDEX 1.00 INTRODUCTION 1.01 NEXUS MULTIFUNCTION CONTROLLER 2.00 WIRING DIAGRAM SYMBOL LEGEND - FUNCTIONAL WIRING DIAGRAMS FUNCTIONAL WIRING DIAGRAM MOD. MT 10-12-15 FUNCTIONAL ELECTRIC DIAGRAM SOLENOID VALVE CONTROL MOD. MT 10-12-15 FUNCTIONAL ELECTRIC DIAGRAM OF LEVEL PRESELECTOR CONNECTION MOD. MT 10-12-15 FUNCTIONAL ELECTRIC DIAGRAM MOD. MT 10-12-15 CONNECTOR CONNECTION TABLE MOD. MT 10-12-15 ELECTRIC DIAGRAM OF LEVEL PRESELECTOR CONNECTION MOD. MT 10-12-15 2.02 TABLE OF ELECTRIC COMPONENTS - ELECTRIC COMPONENTS FOR PRESELECTOR WORKING 3.00 PRESELECTOR PROGRAMMING 4.00 LEVEL HEIGHT PROGRAMMING 5.00 PRESELECTOR AUTOMATIC USE DURING PICKING AND DEPOSIT OPERATIONS 5.01 AUTOMATIC PICKING CYCLE ON THE UPPER LEVELS 5.02 AUTOMATIC DEPOSIT CYCLE TO THE GROUND BY DESCENDING 5.03 AUTOMATIC PICKING CYCLE FROM THE GROUND 5.04 AUTOMATIC DEPOSIT CYCLE ON THE UPPER LEVELS BY RISING 6.00 ALARMS

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1.00 INTRODUCTION The height preselector is a necessary instrument on the lift trucks that have to reach high levels. Its main features are: - HIGH PRECISION - EASY PROGRAMMING The control logic produces all the necessary signals for the slowing down and stop control.

The only duty of the operator is to set the wished level through the numeric pad and to enable the lifting or lowering control.

PROGRAMMING: The wished height for a particular level can be stored by setting a number corresponding to that level through the numeric pad.

Then it is necessary to lead the forks to that height manually and at the end to press a key of the programming instrument to store the height (auto-acquisition), otherwise it is possible to enter the value in millimeters of the fork height corresponding to that level. For every value of the level height it corresponds two points of slow movement and two stop points of the forks, which are necessary according to whether it is a load picking or deposit operation. It is possible to program up to 40 levels of different heights in all.

HEIGHT INDICATOR: The height can be measured by means of a timing belt, which moves on a gear wheel connected to an incremental transducer (Encoder), which transmits a number of impulses corresponding to the reached height to the control unit.

WORKING: The wished level can be selected by means of the numeric pad. The kind of cycle, picking or deposit, can be defined according to whether there is the load on the forks or not. During the lifting or lowering operation an electronic meter takes the height increments coming from the transducer and sends them to a comparator circuit. This last one compares the called up value to be reached with that one in the meter; when they are almost identical, the slow movement is enabled; when they are identical, the stop is enabled.

A graphic display guides the operator during all the automatic cycle and displays continuously the immediate value of the fork height.

1.01 NEXUS MULTIFUNCTION CONTROLLER: GENERAL FEATURES: - IP65 frontal guard level - Power supply 24 Vcc 36 Watt Max - Extractable terminal board: digital I/O power suppy - D-connector: encoder, analogic I/O - Lithium battery: 5 years life - Management up to 4 axises - Integrated, LADDER or AWL programmable PLC, - Configurable user interface - Graphic page management HARDWARE: - CPU 32 bit RISC - Flash memory 256 Kbyte, 32 Kbyte for PLC program - RAM memory for user programs, data and pages, expandable 256Kbyte up to 2 Mbyte - RAM memory for PLC data, expandable 4 Kbyte USER INTERFACE: - Polyester numeric pad with 41 dome-shaped keys with an excellent tactile sensation and programmable functions, which consists of: - 8 keys for display area - 10 function keys with personalizable indication - 8 navigation keys - 1 key for alarm reset or display - Start and stop push button - 25 programmable LED

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- Backlighted graphic display 240X128 pixel INTERFACE WITH THE FIELD: - 16-32 optoinsulated digital inputs - 4 interrup management inputs - 16-32 optoinsulated digital outputs - 2-4 Line Drive 5Vcc bidirectional count inputs with zero notch reading Freq.500Khz - 2-4 10Vcc analogic outputs with 12 bit - 4 0-5Vcc analogic inputs with 1024 points - 1 Contact for Watch-Dog system - 2 RS232 serial ports or 1 RS232 serial port and 1 RS485 por 2.00 WIRING DIAGRAM SYMBOL LEGEND

2.01 TABLE WITH DESCRIPTION OF DIGITAL INPUT/OUTPUT FOR PRESELECTOR CONNECTORS

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2.02 TABLE OF ELECTRIC COMPONENTS FOR THE PRESELECTOR FUNCTION

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3.00 PRESELECTOR PROGRAMMING 3.01 INSTRUMENT SETTING There is a section of the interface reserved to the instrument parameterization.

The operator can not enter this section because it is exclusively reserved to the technical staff.

In order to enter this section, it is necessary to turn on the machine and press the key “S8” within 5 seconds. In this way it will be displayed the page shown in (Pict. 01).

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2) Now it is necessary to enter a code: enter the “COD. 30” code and the page (Pict. 02) will be displayed NOTE: IF A WRONG CODE IS ENTERED, THE INSTRUMENT COMES BACK TO THE INITIAL DISPLAY AFTER 10 SECONDS

3) In this page it is possible to set the following data: a) LANGUAGE SELECTION, enter the corresponding number. b) TRUCK TYPE, by pressing F3 the reach or turret truck is selected.

The selection result is displayed.

4) Press the “F1” key and the page for the “Axis Parameter” setting is displayed (Pict. 03)

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The displayed “Axis Parameters” are “Default” parameters.

TABLE FOR DESCRIPTION OF THE “AXIS PARAMETERS”

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NOTE:

BY PRESSING THE “S8” KEY, THE AXIS PARAMETER WITH “DEFAULT” VALUES ARE ENTERED IN THE DISPLAY IN ORDER TO CHANGE THE VALUE OF A PARAMETER, IT IS NECESSARY TO ENTER THE NEW VALUE AND CONFIRM BY PRESSING “ENTER” , THEN PRESS “S4” TO CONFIRM THE VALUE OF THE NEW FACTORS. 4.00 LEVEL HEIGHT PROGRAMMING When the machine is turned on, only the manual movements of rise and descent are enabled and the picture below (Pict. 04) appears on the display. The picture shows that the instrument must be resetted.

Set the manual selector MAN/AUT on manual, let the forks go down through the lever “J1” till the micro “b33” can reset the count on the display. Now it is possible to display the homepage (Pict. 05)

The machine can work now in manual way and the displayed height value (60mm of default) shows the real position of the forks from the ground. (Pict. 05)

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Press the “ENTER” push button in order to display the “MENU” page (Pict. 06) MENU PAGE In the “MENU” page it is possible to carry out the following procedures (Pict. 06): - F1: Page for setting and display of each level heights - F2: Page for setting and display of the OFF SET parameters for picking and deposit - CRL: Back to the homepage

Press the “F2” key in order to enter the “Setup Off Set” page for picking and deposit (Pict. 07)

PARAMETER “SETUP OFF SET” PAGE FOR PICKING AND DEPOSIT

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“PICKING OFF SET ” It indicates how much the forks lift after they have taken a load at the selected level in order to take the load without touching the rest surface.

It is possible to have up to 4 different values for the different levels. The values must be linked in a crescent way according to the height and the flexion of the mast with the load.

The shown values are “DEFAULT” values.

“OFF SET DEPOSIT” It indicates how much the forks lower to deposit a load from the selected level, in order to deposit the load without touching with the forks the rest surface.

It is possible to have up to 4 different values for the different levels. The values must be linked in a crescent way according to the height and the flexion of the mast with the load.

The shown values are “DEFAULT” values.

Press the “CLEAR” key in order to come back at the “MENU” page (Pict. 8)

After setting the “OFF SET” values for picking and deposit, it is necessary to set and store the measures of the different levels.

Press the “F1” key in order to enter the “LEVEL SETTING” page (Pict. 09)

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In this page it is possible to perform the following procedures: “F2” key: it appears the level display page, which shows the measures expressed in “mm” and the off set values connected to each level.

“F3” key: it displays the change enquiry of the height values connected to each level.

Press the “F3” key to enter the “VALUE CHANGE” page (Pict. 10) The N° of the level (0), the position of the forks (0), and the off set for picking and deposit (0) are displayed in the page.

In this page it is possible to set the different level heights. The levels are divided from “1 to 40” a) The level numeration begins with the lowest picking or deposit and it is the ground level. There is not the N°0, that is why the ground level is the N° 1. b) The fork height from the ground is 60mm, which is the value of “FORK RESET” in the “Axis Parameter”. In the fork position the value “60mm” will be entered. http://www.yaleaxcessonline.com/lib/service/itwservice/524211261/Preselector/c1a.htm (11 of 14)07.09.2011 14:05:07

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c) Select off set picking and enter “1” (low forks) d) Select off set deposit and enter “1” (low forks) e) Press “F1” to store and keep it pressed till when “OK” appears on the display, which confirms the datum of the page (Pict.

11).

The above described level setting procedure is said: “LEVEL SETTING NOT IN AUTOACQUISITION”

Press the “CLEAR” key in order to come back to the “LEVEL SETTING” page (Pict. 12)

In order to set and store the other levels, press the “F3” key to come back to the “VALUE CHANGE” page (Pict 13).

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From this page it is possible to set the following levels through the procedure: “LEVEL SETTING WITH AUTOACQUISITION” a)Set the MAN/AUT selector on manual, bring the forks through the lever “J1” near the first level of the stand. b)Move the forks through the lever “J2” above the plate of the stand and with the lever “J1” lower the forks till when they come close to the plate by keeping them uplifted of about “10mm”. c)Through the “S4” and “S5” keys select the level number. d) Press the “F2” key to acquire the level height in “mm” e)Select off set picking and enter “1” (low forks) f) Select off set deposit and enter “1” (low forks) g)Press “F1” to store and keep it pressed till when “OK” appears on the display, which confirms the datum of the page (Pict. 13). h)Press the “CLEAR” key in order to come back to the “LEVEL SETTING” page (Pict. 14) Carry out the same procedure in order to set and store all the levels.

After setting and storing the levels it is possible to display the heights expressed in “mm” and the values of off set for picking and deposit connected to each level. http://www.yaleaxcessonline.com/lib/service/itwservice/524211261/Preselector/c1a.htm (13 of 14)07.09.2011 14:05:07

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In the “LEVEL SETTING” page, press the “F2” key to enter the “LEVEL DISPLAY” page (Pict. 15).

This page shows all the set and stored measures.

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FUNCTIONAL WIRING DIAGRAM MOD. MT 10-12-15

FUNCTIONAL ELECTRIC DIAGRAM SOLENOID VALVE CONTROL MOD. MT 10-12-15

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FUNCTIONAL ELECTRIC DIAGRAM OF LEVEL PRESELECTOR CONNECTION MOD. MT 10-12-15

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FUNCTIONAL ELECTRIC DIAGRAM MOD. MT 10-12-15

CONNECTOR CONNECTION TABLE MOD. MT 10-12-15

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ELECTRIC DIAGRAM OF LEVEL PRESELECTOR CONNECTION MOD. MT 10-12-15

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ELECTRIC COMPONENTS FOR THE PRESELECTOR FUNCTION MOD. MT 10-12-15

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http://www.yaleaxcessonline.com/lib/service/itwservice/524211261/Preselector/c1b.htm 5.00 AUTOMATIC PRESELECTOR USE DURING “PICKING” AND “DEPOSIT” OPERATIONS

In order to begin the automatic operations of picking and deposit, set the selector for the preselector working on “AUTO” (Pict. 16).

“AUTO CONTROL” will appear on the display (Pict. 17-18).

These pages depend on the sensor device of load presence on the forks.

In the page are displayed: the level number, the kind of manoeuvre (picking or deposit) according to the load presence on the forks or not.

It is possible to perform this procedure in every page, provided that the initial reset of the forks (forks totally lowered) has been carried out.

If the pages (Pict. 19-20) appear on the display while setting the selector for the preselector working on “AUTO” (Pict. 16), it means that the device of the load presence sensor does not work or there is not.

In order to let the device for the preselector “AUTOMATIC” cycle work, it is necessary to force or not a load on the forks by choosing a deposit or a picking.

In order to carry out this operation, press the “F1” push button to change the display of the kind of manoeuvre: “PICKING or DEPOSIT”

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5.01 AUTOMATIC PICKING CYCLE ON THE UPPER LEVELS BY RISING

In this page the picking level must be selected by carrying out the following procedure: a) Enter the level number b) Press “ENTER” c) The LED connected to the “START” key starts to blink d) Press the “START” key to confirm the selected datum.

The page (Fig. 22) appears on the display.

It shows that the forks must rise to reach the selected level.

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1) Activate the lever for the fork lifting “J1” (Pict. 23), arrow direction, and lift up to the automatic stop at the selected level and the page (Pict. 24) appears on the display.

The page (Pict. 24) shows with an arrow that the forks must move rightward or leftward according to their position.

2) When the selected level has been reached, press the “AUT - CYCLE” push button placed on the instrument board near the electric horn (Pict. 25).

Now all the procedure can be carried out in automatic way.

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a) Loading of the forks (Pict. 24)

b) Load lifting (Pict. 26) (Off set picking delta)

c) Fork return inside the truck frame with the load (Pict. 27)

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d) At the end of the procedure, the page “COMPLETED PROCEDURE” appears on the display (Pict. 28) It means that the picking operation has been carried out.

After this procedure you can come back to the page for the automatic level selection “AUTO CONTROL” (Pict.

29) 5.02 AUTOMATIC DEPOSIT CYCLE TO THE GROUND BY DESCENDING

a) Enter the level number b) Press “ENTER” c) The LED connected to the “START” key starts to blink d) Press the “START” key to confirm the selected datum.

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The page (Pict. 30) appears on the display

It shows that the forks must descend to reach the selected level.

1) Activate the lever for the fork lowering “J1” (Pict. 31), arrow direction, and descend up to the automatic stop at the selected level and the page (Pict. 32) appears on the display.

The page (Pict. 32) shows with an arrow that the forks must move rightward or leftward according to their position.

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2) When the selected level has been reached, press the “AUT - CYCLE” push button placed on the instrument board near the electric horn (Pict. 33).

Now all the procedure can be carried out in automatic way.

a) Fork moving out of the truck frame (Pict. 32) for the deposit. b) Fork lowering and load deposit (Pict. 34) (Off set deposit delta)

c) Return of the forks inside the truck frame without load (Pict. 35)

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d) At the end of the procedure, the page “COMPLETED PROCEDURE” appears on the display (Pict. 36) It means that the deposit operation has been carried out.

After this procedure you can come back to the page for the automatic level selection “AUTO CONTROL” to start a new picking and deposit cycle.

5.03 AUTOMATIC PICKING CYCLE FROM THE GROUND

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a) Enter the level number (the ground level is the number “1” ), which has the fork delta of “60mm” b) Press “ENTER” c) The LED connected to the “START” key starts to blink d) Press the “START” key to confirm the selected datum.

The page (Fig. 38) appears on the display.

It shows that the forks must rise to reach the selected level.

1) Activate the lever for the fork lifting “J1” (Pict. 39), arrow direction, and lift up to the automatic stop at the selected level and the page (Pict. 40) appears on the display.

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The page (Pict. 40) shows with an arrow that the forks must move rightward or leftward according to their position.

2) When the selected level has been reached, press the “AUT - CYCLE” push button placed on the instrument board near the electric horn (Pict. 41).

Now all the procedure can be carried out in automatic way.

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b) Load lifting (Pict. 42) (Off set picking delta)

c) Fork return inside the truck frame with the load (Pict. 43)

d) At the end of the procedure, the page “COMPLETED PROCEDURE” appears on the display (Pict. 44) It means that the picking operation has been carried out.

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After this procedure you can come back to the page for the automatic level selection “AUTO CONTROL” (Pict.

45).

5.04 AUTOMATIC DEPOSIT CYCLE ON THE UPPER LEVELS BY RISING

a) Enter the level number b) Press “ENTER” c) The LED connected to the “START” key starts to blink d) Press the “START” key to confirm the selected datum.

The page (Pict. 46) appears on the display

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It shows that the forks must rise to reach the selected level.

1) Activate the lever for the fork lifting “J1” (Pict. 47), arrow direction, and lift up to the automatic stop at the selected level and the page (Pict. 48) appears on the display.

The page (Pict. 48) shows with an arrow that the forks must move rightward or leftward according to their position.

2) When the selected level has been reached, press the “AUT - CYCLE” push button placed on the instrument board near the electric horn (Pict. 49). http://www.yaleaxcessonline.com/lib/service/itwservice/524211261/Preselector/c1b.htm (13 of 18)07.09.2011 14:07:55

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Now all the procedure can be carried out in automatic way.

a) Fork moving out of the truck frame (Pict. 48) for the deposit. b) Fork lowering and load deposit (Pict. 50) (Off set deposit delta)

c) Return of the forks inside the truck frame without load (Pict. 51)

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d) At the end of the procedure, the page “COMPLETED PROCEDURE” appears on the display (Pict. 52) It means that the deposit operation has been carried out.

After this procedure you can come back to the page for the automatic level selection “AUTO CONTROL” to start a new picking and deposit cycle.

IMPORTANT IF THE “B30 AUT-CYCLE” PUSH BUTTON BREAKS, ALL THE DESCRIBED OPERATIONS FOR THE AUTOMATIC DEPOSIT AND PICKING CAN BE CARRIED OUT MANUALLY THROUGH THE LEVER “J2” FOR THE FORK MOVING WITH AND WITHOUT LOAD AND THROUGH THE LEVER “J1” FOR THE LOAD DEPOSIT OR PICKING (OFF SET DELTA).

FOR EVERY MOVING OR LIFTING THERE ARE THE SAME AUTOMATIC SLOWING DOWN AND STOPS AND AT THE END OF THE PROCEDURE, THE PAGE “COMPLETED PROCEDURE” APPEARS ON THE DISPLAY. 6.00 ALARMS By selecting the “AUTOMATIC/MANUAL” way or during an automatic cycle of picking or deposit, the following

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alarms can appear.

A) ALARMS DURING THE “MAN/AUT” SELECTION 1) When the “MAN/AUT” function is selected through the selector and the page Pict. 01 appears, it means that the forks are uplifted and it is necessary to reset them to lead them at “0”.

SOLUTION: Lower the forks totally through the lever “J1” till when the micro “b33” resets the count on the display, the alarm deactivates 2) When the “MAN/AUT” function is selected through the selector and the page Pict. 02 appears, it means that the forks are out of the truck frame

SOLUTION: Move the forks rightward or leftward through the lever “J2” and activate the micro “b15 or b16” that confirm the return of the forks inside the truck frame, the alarm deactivates Otherwise, rotate the forks to the right or to the left through the lever “J3” and activate the micro “b13 or b14” that confirm the return of the forks inside the truck frame, the alarm deactivates B) ALARMS DURING THE AUTOMATIC CYCLE 1) LOAD ABSENCE (Pict. 03) It appears when the “AUTOMATIC” loading/unloading device is used.

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CAUSES a) The micro “b31” for load presence is broken b) The connecting cable of the micro “b31” is disconnected c) The pallet is not completely loaded on the forks SOLUTION: a) Replace the micro “b31” for load presence b) Replace the power cable c) Position the pallet in the right way If the alarm goes on, replace the preselector Use the manual way to keep on the operations.

2) FORKS OUT OF THE TRUCK FRAME (Pict. 04) It appears when the “AUTOMATIC” loading/unloading device is used.

CAUSE a) The micro “b15 or 16” for the stop of the fork moving rightward or leftward is broken b) The micro “b13 or 14” for the stop of the fork rotation to the right or to the left is broken c) The power cables of the fork moving micro are disconnected d) The power cables of the fork rotation micro are disconnected SOLUTION a-b) Find the broken micro and replace it

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c-d) Find the disconnected cable and replace it If the alarm goes on, replace the preselector Use the manual way to keep on the operations.

3) OCCUPIED PLACE (Pict. 05) It appears when the “AUTOMATIC” loading/unloading device is used.

CAUSE During the deposit operation the forks have impediments: a) Occupied place b) The forks hit the stand.

SOLUTION a) Change the place for the pallet deposit. b) Lift or lower the forks or move the machine, avoid the stand and deposit.

If the alarm goes on, replace the preselector Use the manual way to keep on the operations.

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