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Service Manuals Manuals Available For A869 (MTC15, NTA040SA) Manual

Manual Title

272350000

Service Repair Manual

272490600

Reducer

272491100

EPS-DC / Wire Guidance

520371764

Guide Wire Installation

520371765

Wire Driver Manual

524160763

Electrical Drawings (NTA040SA)

524160768

Electrical Drawings (MTC15)

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Yale Axcess Online

524319432

Hydraulic Diagram - Electrical Diagrams

©2012 Yale Axcess Online

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272350000

Technical Information for Yale Service Centers

This manual is addressed exclusively to the specialised technicians of the Yale service network EUROPEAN MODELS (EU) A868 - MTC10, A868 - MTC13 A869 - MTC15, A870 - MTC18 US MODELS (US) A868 (Was A872) - NTA030SA, A869 (Was A873) - NTA040SA, A870 (Was A874) - NTA040DA

Section: INDEX SERVICE WARNINGS

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CONNECTED.

NOT WEAR RINGS, WRIST WATCHES, JEWELERY, LOOSE OR DANGLING CLOTHES SUCH AS SCARVES, UNBUTTONED JACKETS OR OVERALLS WITH OPEN ZIP FASTENERS THAT CAN TANGLE IN MOVING PARTS. IT IS RECOMMENDED TO WEAR PROTECTIVE CLOTHING, SUCH AS, STEEL TOED SKID RESISTANT SHOES, SAFETY GLASSES AND GLOVES.

NEVER USE GASOLINE, DIESEL FUEL, OR OTHER INFLAMMABLE MATERIALS 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 service 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.

Disconnect the batteries and label all the controls to signal that service is taking place. Block the truck as well as any attachment that has to be lifted.

Use only the prescribed attachment points when towing and make sure the 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 eyes provided for the lifting. Do not lift over other people or permit them near a lifted load.

Avoid twisting chains or wire ropes.

Do not used damaged chanins or wire ropes while lifting or pulling. When handling chains or wire ropes always use goves.

Handle all parts carefully. Never put your hands or fingers in between parts.

Wear the special-purpose clothes, such as, safety glasses, gloves and steel toesd skid resistant shoes.

The area where maintenance operations are carried out must be always kept clean and dry. Clean up any water, oi, or fuel spills immediately.

Do not pile grease or oil-covered clothes. They represent a fire risk. Always put them in a closed metal container.

Never carry out any service operation on the machine with anyone in the operator position, unless the operator is fully trained and involved in the operation to be carried out.

Welding When welding operations are required, use appropriate protective clothing, such as, dark glasses, helmets, overalls, gioves and steel toed skid resistant shoes.

Dark glasses should also be worn by anyone in the vicinity during a welding operation, even if they are 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 (+) and (-) battery terminals together.

The gas released from the batteries is highiy infiammabie. During recharging, leave the battery compartment uncovered to ensure more effective ventilation and remove the caps.

DO AVOID SPARKS OR FLAMES IN THE BATTERY AREA! Never check the state of charge of the batteries using “bridges” by placing metal objects on the battery terminals.

Before any service operation, check that no parts are short circuited. Eliminate short circuits before proceeding with work.

Always disconnect the batteries before carrying out any electrical or mechanical service on the truck.

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to minimize the possibility of electrical shocks.

Hydraulic System High pressure hydraulic fluid coming from a very small hole may be almost invisible and be sufficiently powerful enough to penetrate the skin causing serious injury. Never use your hands or any part of your body to search for hydraulic leaks. Us a piece of paper or wood to for leaks.

Use the special-purpose equipment to check hydraulic system pressures.

NOTE: THIS MANUAL DOES NOT REPLACE THE OWNER AND OPERATOR MANUAL.

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INDEX INTRODUCTION Section: TRUCK INSTALLATION 1.0 INTRODUCTION 1.1 VNA INSTALATION 1.2 VNA UNPACKING AND SET UP 1.3 VNA DELIVERY 2.0 VNA REMOVAL FROM CONTAINER / TRUCK 3.0 VNA STAND UP PROCEDURE 4.0 LOWER CAB AFTER STAND UP 5.0 INSTALLATION OF ATTACHMENT 6.0 ADD OIL TO HYDRAULIC TANK 7.0.A BATTERY INSTALLATION US: NTA030SA - NTA040SA EU: MTC10, MTC13, MTC15 7.0.B BATTERY INSTALLATION - US: NTA040DA EU: MTC18 8.0 INSTALLATION IN AISLE 8.1 LOAD UNIT DEPOSIT ADJUSTMENT 8.2 IMPORTANT (GUIDE ROLLERS / WIRE GUIDANCE) 9.0 OPERATOR TRAINING Section: ELECTRICAL SYSTEM ELECTRIC STEERING SYSTEM EPS-DC FOR FURTHER INFORMATION REGARDING THE ELECTRONIC SYSTEM OF THE EPS-DC ELECTRICAL STEERING SYSTEM, CONSULT SERVICE MANUAL P/N 272491100 Section: ELECTRICAL SYSTEM 1.0 ELECTRICAL COMPARTMENT ARRANGEMENT MODELS NTA030SA - NTA040SA -MTC10 - MTC13 - MTC15 1.0.1 ELECTRICAL COMPARTMENT ARRANGEMENT MODELS NTA040DA - MTC18 1.1 DESCRIPTION OF COMPONENTS 1.1.1 PHOTOCELLS 1.1.1A PHOTOCELL ADJUSTMENT 1.1.1B MALFUNCTION CAUSED BY INCORRECT ADJUSTMENT 1.1.2 THROTTLE ASSEMBLY 1.1.3 BATTERY DISCHARGE INDICATOR (BDI) 1.1.3A LOCK OUT LEVEL ADJUSTMENT 1.1.3B BDI TROUBLESHOOTING 1.1.4 DC / DC CONVERTER 1.2 TABLE OF ELECTRICAL SYSTEM COMPONENTS 2.0 TRACTION MOTOR ELECTRONIC CONTROL 2.0.1 INTRODUCTION 2.1 DEFINITION OF THE TRUCK DIRECTION OF TRAVEL 2.2 CONTROLLER GENERAL FEATURES 2.3 CONTROLLER FUNCTIONAL FEATURES 2.4 CONTROLLER DIAGNOSTICS 2.5 CHOPPER H2B MECHANICAL DIAGRAM 2.6 CONNECTORS 2.7 CONNECTOR INCONNECTOR “E” INPUT DESCRIPTION 2.9 BASIC DIAGRAM OF THE TRACTION CONTROLLER CONNECTIONS 3.0 HAND SET 3.0.1 INTRODUCTION

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3.2 USE OF THE HAND SET 3.2.1 CONNECTION TO CONTROLLER 4.0 CONSOLE FUNCTION CHART - TRACTION MOTOR CONTROLLER 4.1 CONTROLLER PROGRAMMING 4.1.0 CONFIGURATION MENU 4.1.1 CONFIG. MENU / SET MODEL 4.1.2 CONFIG. MENU / SET OPTIONS 4.1.3 CONFIG. MENU / ADJUSTMENT 4.1.4 MAIN MENU / PARAMET. CHANGE 4.1.5 MAIN MENU / TESTER 4.1.6 MAIN MENU / SAVE PARAMETER 4.1.7 MAIN MENU / RESTORE PARAM 4.1.8 MAIN MENU / ALARM 4.1.9 MAIN MENU / PROGRAM VACC 4.1.9 MAIN MENU / PROGRAM VACC 4.2 CONFIGURATION TABLES FOR TRACTION CONTROLLER 4.3 PROGRAMMING LEVELS CORRESPONDENCE TABLE 4.4 SET UP OF A NEW CONTROLLER BEFORE OPERATION 5.0 TROUBLESHOOTING 5.1 DECODING DIAGNOSTIC LED ALARM CODES FOR TRACTION CONTROLLER 5.2 DECODING HAND SET ALARMS FOR TRACTION CONTROLLER 6.0 PUMP MOTOR CONTROLLER - DESCRIPTION 6.1 CONTROLLER FUNCTIONAL FEATURES 6.2 PUMP MOTOR CONTROLLER CIRCUIT 6.3 PUMP MOTOR CONTROLLER CONNECTORS 6.4 CONNECTOR INPUT DESCRIPTIONS (EXCEPT E) 6.5 CONNECTOR “E” INPUT DESCRIPTION 6.6.A CONSOLE FUNCTION CHART - PUMP MOTOR CONTROLLER 6.6 HAND SET PROGRAMMING OF THE PUMP MOTOR CONTROLLER 6.6.1 CONFIGURATION MENU 6.7 CONFIGURATION TABLE - PUMP MOTOR CONTROLLER 6.8 PARAMETER VALUE VERSUS PROGRAMMED LEVEL TABLE 6.14 TROUBLESHOOTING 6.14.1 DECODING DIAGNOSTIC LED ALARM CODES FOR PUMP CONTROLLER 6.14.2 DECODING HAND SET ALARMS FOR PUMP MOTOR CONTROLLER 7.0 CONFIGURATION TABLES - EPS ELECTRIC POWER STEERING CONTROLLER 7.1 EPS CONFIGURATION WITH SMART STEER (POT) STEERING 7.2 EPS CONFIGURATION WITH TACHO GENERATOR STEERING Section: PLC 1.0 STANDARD INTERLOCK FUNCTIONS 2.0 ENABLE FUNCTION MANAGEMENT 2.1 DESCRIPTION OF THE SYSTEM THAT RUNS THE ENABLES PLC (PROGRAMMABLE LOGIC CONTROLLER) 2.2 GENERAL CHARACTERISTICS 3.0 PROGRAMMING 4.0 ELECTRIC ADJUSTMENT OF THE CAB AND AUXILIARY MAST LOWERING PROPORTIONAL ELECTROHYDRAULIC VALVES 5.0 PLC DIGITAL INPUT / OUTPUT REFERENCE EU / US VERSIONS 5.1.A PLC TRUTH TABLE AND INTERFACE RELAY BOARD (US VERSION ONLY) 5.1.B PLC TRUTH TABLE AND INTERFACE RELAY BOARD (EU VERSION ONLY)

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6.0 REMOVING/INSTALLING THE PLC 7.0 PLC BATTERY FUNCTION AND CHANGING 8.2 PROCEDURE FOR CHANGING FUSES Section: DIAGNOSTICS 1.0 CAB DOES NOT LOWER 2.0 FORKS DO NOT EXTEND LEFT 3.0 FORKS DO NOT EXTEND RIGHT 4.0 FORKS DO NOT LOWER 5.0 FORKS DO NOT RAISE 6.0 FORKS DO NOT RETRACT FROM LEFT 7.0 FORKS DO NOT RETRACT FROM RIGHT 8.0 FORKS DO NOT ROTATE LEFT 9.0 FORKS DO NOT ROTATE RIGHT 10.0 HIGH TEMPERATURE 11.0 MINI MAST DOES NOT TRAVERSE LEFT 12.0 MINI MAST DOES NOT TRAVERSE RIGHT 13.0 SYNC CAB / FORKS DO NOT LOWER 14.0 SYNC TRAVERSE / ROTATE DOES NOT WORK 15.0 TRUCK DOES NOT TRAVEL Section: SLOW DOWN / STOP 1.0 AUTOMATIC SLOW DOWN AND STOP SYSTEM DESCRIPTION 1.1 MAGNET INSTALLATION IN AISLE 1.1.1 MAGNET LAYOUT FOR SYSTEMS WITH 2 MAGNETS IN AISLE 1.1.2 MAGNET LAYOUT FOR SYSTEMS WITH 4 MAGNETS IN AISLE 2.0 SYSTEM DESCRIPTIONS 2.1 (US) END OF AISLE AUTO-BRAKING 2.2 (EU) END OF AISLE AUTO-BRAKING 2.3 SLOW DOWN / STOP (SET / RESET) 3.0 SYSTEM FUNCTIONS (WITH STANDARD PLC PROGRAM) 3.1 SYSTEMS WITH 2 MAGNETS IN AISLE 3.2 SYSTEMS WITH 4 MAGNETS IN AISLE 4.0 TROUBLESHOOTING Section:HYDRAULIC SYSTEM 1.0 GENERAL DESCRIPTION 1.1 HYDRAULIC SYSTEM SYMBOL LEGEND - FUNCTIONAL HYDRAULIC DIAGRAM - HYDRAULIC SYSTEM COMPONENTS 1.2 TABLE OF HYDRAULIC SYSTEM COMPONENTS 1.3 FLOW CONTROL AND HOSE BREAK VALVES 1.4 COMPONENT ACTUATION TABLE: PUMPS AND ELECTRO-SOLENOIDS 1.4.1 HYDRAULIC SYSTEM FUNCTIONAL LAYOUT 2.1 MAIN HYDRAULIC VALVE ASSEMBLY 2.1.0 MAIN HYDRAULIC VALVE ASSEMBLY COMPONENTS 2.2 CAB LIFT PRESSURE RELIEF VALVE ADJUSTMENT 2.3 ADJUSTING THE CAB LOWER PROPORTIONAL VALVE 2.3.1 EMERGENCY LOWER SCREW 2.4 TROUBLE-SHOOTING

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3.1 AUXILIARY MAST/ATTACHMENT VALVE ASSEMBLY 3.1.0 AUXILIARY MAST/ATTACHMENT VALVE COMPONENT TABLE 3.2 AUXILIARY MAST/ATTACHMENT VALVE MAIN PRESSURE RELIEF ADJUSTMENT 3.3 ADJUSTING AUXILIARY MAST LOWER PROPORTIONAL VALVE 3.4 TROUBLE-SHOOTING 4.1 CAB LIFT CYLINDER EXPLODED DRAWING NTA030SA - MTC10 - MTC13 (2 STAGE MAST) 4.2 CAB LIFT CYLINDER TABLE OF COMPONENTS FOR NTA030SA - MTC10 - MTC13 5.1 CAB LIFT CYLINDER EXPLODED DRAWING NTA030SA - MTC10 - MTC13 (3 STAGE MAST) 5.2 CAB LIFT CYLINDER TABLE OF COMPONENTS FOR NTA030SA - MTC10 - MTC13 6.1 CAB LIFT CYLINDER EXPLODED DRAWING NTA040SA - NTA040DA - MTC15 - MTC18 (2 STAGE MAST) 6.2 CAB LIFT CYLINDER TABLE OF COMPONENTS FOR NTA040SA - NTA040DA - MTC15 - MTC18 7.1 CAB LIFT CYLINDER EXPLODED DRAWING NTA040SA - NTA040DA - MTC15 - MTC18 (3 STAGE MAST) 7.2 CAB LIFT CYLINDER TABLE OF COMPONENTS FOR NTA040SA - NTA040DA - MTC15 - MTC18 8.1 DISSASSEMBLING THE MAIN LIFT CYLINDERS 8.2 CHANGING THE SEALS 8.3 INSTALLING THE MAIN LIFT CYLINDERS ON THE MACHINE 8.4 BLEEDING THE AIR FROM THE MAIN HOIST CYLINDER 9.1 AUXILIARY MAST LIFT CYLINDER EXPLODED DRAWING 9.2 AUXILIARY MAST LIFT CYLINDER PART TABLE FOR 10.1 DISMANTLING AUXILIARY MAST LIFT CYLINDER 10.2 CHANGING THE SEALS 10.3 REASSEMBLING THE AUXILIARY MAST LIFT CYLINDER 10.4 BLEEDING THE AIR FROM THE AUXILIARY MAST LIFT CYLINDER Section: ATTACHMENT 1.1 ATTACHMENT COMPONENTS 1.2 ATTACHMENT COMPONENT TABLE 2.1 TRILATERAL ATTACHMENT FUNCTIONING 3.1 TRUCK INSTALLATION 3.1.1 ATTACHMENT ASSEMBLY PROCEDURES 4.1 MECHANIC ADJUSTMENT OF THE ATTACHMENT SUPPORT BEARINGS 5.1 MECHANIC STROKE END ADJUSTMENT 5.2 ROTATING MECHANIC STROKE END AND CAMS 5.3 TRASLATION SPEED REDUCER MICROSWITCH 6.1 MECHANICAL ADJUSTMENTS OF THE LOAD HANDLER BEARINGS 7.1 MAINTENANCE 8.1 TROUBLESHOOTING Section: MAST 1.0 MAST REMOVAL PROCEDURE MOD. EU MTC10 - MTC13 - MTC15 - MTC18 MOD. US NTA030SA NTA040SA - NTA040DA 1.1 REMOVING THE CAB FROM THE MAST 2.0 REMOVING THE CYLINDERS MOD. EU MTC10 - MTC13 - MTC15 MOD. US NTA030SA - NTA040SA 2.1 REMOVING THE MAST MOD. EU MTC10 - MTC13 - MTC15 MOD. US NTA030SA - NTA040SA 3.0 REMOVING THE BOTTOM GUIDE BEARING OF THE INNER MAST SECTION MOD. EU MTC10 - MTC13 1 MOD. US NTA030SA 4.0 REMOVING THE ROLLERS FROM THE CAB AND INNER TELESCOPING SECTION MOD. EU MTC15 - MTC18 MOD. US NTA040SA - NTA040DA 5.0 REMOVING SIDE ROLLERS FROM THE MAST MOD. EU MTC15 - MTC18 MOD. US NTA040SA - NTA040DA

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Section: BILATERAL EQUIPMENT 1.0 DESCRIPTION OF EQUIPMENT 1.0.1 COMPOSITION 1.0.2 TELESCOPING ACTION 1.1 TOP TELESCOPING SECTION OR LOAD PLATFORM 1.2 INTERMEDIATE TELESCOPING SECTION 1.3 TELESCOPING SECTION SUPPORT 1.4 TELESCOPING ASSEMBLY 1.5 TABLE OF COMPONENTS 2.0 MAINTENANCE 2.0.1 HOW TO DISMANTLE THE EQUIPMENT 2.0.2 TIGHTENING TORQUES 2.0.3 PRECAUTIONS WHEN USING MAINTENANCE PRODUCTS 2.0.4 COMPONENTS REQUIRING MAINTENANCE 2.0.5 ROUTINE MAINTENANCE OPERATIONS 2.0.6 ITEMS NOT REQUIRING RELUBRICATION 2.0.7 SYMBOLS 2.0.8 FAULT-FINDING AND REMEDIES 3.0 REMOVING THE VARIOUS SECTORS 4.0 DISASSEMBLING EQUIPMENT 5.0 REMOVAL PROCEDURE Section: WHEELS 1.0 REMOVING THE LOAD WHEELS 2.0 REMOVING THE DRIVE WHEELS MOD. US - NTA030SA - NTA040SA4 EU - MTC10 (EU ONLY) - MTC13 MTC15 3.0 REMOVING THE DRIVE WHEELS MOD. US - NTA040DA EU - MTC18 Section: BRAKING SYSTEM 1.0 BRAKING SYSTEMS DESCRIPTION 2.0 REMOVAL AND ADJUSTMENT OF THE ELECTROMAGNETIC BRAKE 3.0 ADJUSTMENT AND PUTTING INTO SERVICE Section: TRANSMISSION 1.1 DISMANTLING THE TRANSMISSION FROM THE TRUCK US - NTA030SA - NTA040SA EU - MTC10 (EU ONLY) - MTC13 - MTC15 1.2 INTRODUCTION 1.3 DISMANTLING THE CONNECTIONS 1.4 CHAIN 1.5 REMOVING THE TRANSMISSION UNIT 1.6 TRANSMISSION OIL 1.7 REMOVING THE MOTOR 1.7A REMOVING THE PLATE 1.8 DISMANTLING THE CHAIN 1.9 DISMANTLING THE WHEEL 2.0 DISMANTLING THE TRANSMISSION FROM THE TRUCK MOD. NTA040DA - MTC18 3.0 GENERAL INFORMATION NTA030SA - NTA040SA - MTC10 - MTC13 - MTC15 3.1 TRANSMISSION COMPONENTS 3.2 CONSUMABLE GOODS 3.4 STANDARD TOOLS AND FIXTURES

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4.0 DISASSEMBLY 4.1 INTRODUCTION 4.2 REMOVAL AND DISASSEMBLY OF THE TRANSMISSION HOUSING UPPER PART 4.3 REMOVING OF THE TRANSMISSION COVER 4.4 DISMANTLING THE CROWN GEAR AND WHEEL SHAFT 4.5 REMOVING THE TAPER ROLLER BEARING INNER RACE FROM THE WHEEL SHAFT AND CROWN GEAR 4.6 DISASSEMBLY OF THE PINION SHAFT 4.7 DISASSEMBLY OF THE TAPER ROLLER BEARING OUTER RACE FROM THE TRANSMISSION HOUSING 4.8 REMOVING THE THREAD PROTECTIVE SHIELD 5.0 ASSEMBLY 5.1 INTRODUCTION 5.2 MEASURING THE ASSEMBLY DIMENSION OF THE PINION SHAFT 5.3 PRE-ASSEMBLY OF THE TRANSMISSION HOUSING 5.4 PRE-ASSEMBLY OF THE WHEEL SHAFT 5.5 MOUNTING THE TAPER ROLLER BEARING INNER RACE ON THE CROWN GEAR 5.6 PRE-ASSEMBLY OF THE PINION SHAFT 5.7 MOUNTING THE PINION SHAFT IN THE TRANSMISSION HOUSING 5.8 MEASURING THE BEARING CLEARANCE OF THE PINION SHAFT AND ADJUSTING THE PRE-STRESS 5.9 MOUNTING THE WHEEL SHAFT AND THE CROWN GEAR ON THE TRANSMISSION HOUSING 5.10 MEASURING AND ADJUSTING THE CROWN GEAR CIRCUMFERENTIAL BACKLASH 5.11 CHECKING THE TOOTH PATTERN 5.12 MEASURING THE WHEEL SHAFT BEARING CLEARANCE AND ADJUSTING THE BEARING PRE-STRESS 5.13 MOUNTING THE THREAD PROTECTIVE SHIELD IN THE TRANSMISSION HOUSING 5.14 MOUNTING THE RADIAL SHAFT SEAL IN THE TRANSMISSION HOUSING 5.15 MOUNTING THE HOUSING COVER 5.16 TRANSMISSION UPPER PART 6.0 ADJUSTMENT DATA 6.1 TIGHTENING TORQUE 7.0 TROUBLESHOOTING 8.0 STORAGE 8.1 DECOMMISSIONING

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This manual is intended for the authorized service center technician, it shows the technical characteristics of the VNA (Very Narrow Aisle) turret trucks and guides the technician through fault finding procedures.

The manual covers both European (EU) and North American (US) model versions, the differences between the versions is minimal. In fact, other than the names, the EU and US versions are different only for a few components such as the operator 'hands on' sensor on the dash, not present on the US version, the fork lift end stroke microswitch not present on the EU version and some differences in the PLC connections.

Furthermore, the 1.0 Ton (2000 lbs) is available only for the European market. It is very important when you consult the manual that the paragraph you are reading is relevant to the truck you are interested in, the title of each chapter carries the name of the relevant truck.

The principal characteristics of each truck follow : MTC10 (Version for Europe only) - Battery Voltage: 48V - 3 wheels - 1 pump 10KW for all hydraulic movement - 1 traction motor 5KW - Mast: 2 stage - Traction controller: H2 Controller 48V in "regen. traction" configuration - Pump Controller: H2 Controller 48V in "Standard Pump" configuration

NTA030SA (US) MTC13 (EU) - Battery Voltage: 48V - 3 wheels - 1 Pump 10KW (AUX PUMP) for attachment hydraulic movements - 1 Pump 3,5KW (PRINC PUMP) only for cab lifting in conjunction with AUX PUMP. This pump never works alone - 1 traction motor 6KW - Mast: 2 stage / 3 stage - Traction controller: H2 Controller 48V in "regen. traction" configuration - Pump Controller: H2 Controller 48V in "Standard Pump" configuration

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NTA040SA (US) Battery Voltage: 72V MTC15 (EU) Battery Voltage: 80V - 3 Wheels - 1 Pump 6,5KW (AUX PUMP) for attachment hydraulic movement - 1 Pump 16,8KW (PRINC PUMP) only for cab lifting in conjunction with AUX PUMP. This pump never works alone - 1 traction motor 8KW - Mast: duplex/triplex - Traction controller: H2 Controller 72/80V in "regen. traction" configuration - Pump Controller: H2 Controller 72/80V in "Standard Pump" configuration

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NTA040DA (US) Battery Voltage: 72V MTC18 (EU) Battery Voltage: 80V - 4 wheels - 1 Pump 6,5KW (AUX PUMP) for attachment hydraulic movement - 1 Pump 16,8KW (PRINC PUMP) only for cab lifting in conjunction with AUX PUMP. This pump never works alone - 2 motor reducers 4,6KW each - Mast: duplex/triplex - Traction controller: H2 Controller 72/80V in "regen. traction" configuration - Pump Controller: H2 Controller 72/80V in "Standard Pump" configuration

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In the following sections of this manual the characteristics of each system of the trucks.

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VNA INSTALLATION 1.0 INTRODUCTION 1.1 VNA INSTALATION This section gives the field technician all information necessary to correctly install a VNA truck following the most rapid procedure.We suggest to follow the procedure step by step in the order that follows.1.0 INTRODUCTION

1.2 VNA UNPACKING AND SET UP This is the proposed method for removing a VNA Lift Truck from a hard top shipping container using a motorized hand truck and two lift trucks with adeguate lifting straps, blocks of wood 100mm x 100mm (4"X4") and cardboard to protect paintwork. This approach requires 3 people during the stand up process (2 lift truck operators and someone on the floor to coordinate).

1.3 VNA DELIVERY Typical equipment used for the installation of the VNA product: • Motorized hand pallet truck – 6000 lb (3 tonne) capacity preferred or a conventional truck with fork extensions • 8,000 lb (4 tonne) capacity forklift with 48” (1200mm) forks – used as the “rear anchor” truck during stand up process • 10,000 lb (5 tonne) (or greater) capacity forklift with 72” (1800mm) forks and at least 180" (4500mm) of lift (220 " - 5500mm of lift is required for VNA masts with overall lowered height above 195" - 4875mm) • Various lifting straps (in good condition), blocks of wood, metric Allen wrenches, standard tools, oil funnel and towels N.B. If an un-loading bay as shown in this procedure is not available or if the VNA must be lifted for other reasons from the transporter, a crane must be used with at least 19,000 lb (9 tonne) capacity. The crane will then replace the 10,000 lb (5 tonne) lift truck in the uprighting operation.

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View of VNA unit as received in the Container (Typically two are in a container depending on Mast Height) 2.0 VNA REMOVAL FROM CONTAINER / TRUCK

1. Remove palletized attachment with lift truck or motorized hand truck 2. Remove wheel chocks and tie downs that hold the VNA unit in the container

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3. Move the pallet truck so as to put it up against the cross bar on the VNA support frame that it against the backrest, or use wooden spacers if the backrest cannot be put up against the cross bar.

4. Use straps or the tie downs that came with the VNA unit to affix the support frame to the crossbar between the loadwheels on the VNA truck (this keeps the support frame from deflecting forward when the VNA unit is unloaded from the container.

5. Slowly remove the VNA unit from the container (or unload from truck using 19.000 lb - 9 tonne crane).

6. Observe dock plate in relation to the load wheels on the VNA unit when exiting the container, also observe top of mast of the VNA unit in relation to the top of the container.

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3.0 VNA STAND UP PROCEDURE 7. Check that the mechanical end stroke bolts are already fitted (they may be attached to the mast near their final position for shipment).

Place lift strap around forks of lifting truck “A” (10,000 lb - 5 tonne) and through top lifting eye. Forks of lifting truck are positioned far enough from the lifting eye so that the mast when upright will not hit the forks of the lifting truck.

8. Place chain around forks of “catch truck” “B” (8,000 lb - 4 tonne) and through back lifting eye of the VNA unit. Forks of “catch truck” positioned about 5’ (1500mm) above rear of VNA unit (this provides clearance for the forks over the top of the control compartment of the VNA unit once it stands up).

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9. Place cardboard “C” on back of the VNA’s control compartment doors to protect paint 10. A 4"X4” (100mm x 100mm) piece of wood “D” secured to the forks of the “catch truck” to prevent the strap from slipping off the forks when the VNA truck goes “over center”. Also add a securing strap to the lifting trucks strap as well.

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11. Once all straps are installed, lift the unit just off the floor and remove the VNA shipping support frame “E” from the main mast.

12. Raise the mast of the lifting truck “A” (10,000 lb - 5 tonne unit) slowly while13. Lowering and moving the “catch truck” “B” forward – keep chains tight, do not allow chains to become slack.

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14. Keep raising the forks on the lift truck to keep the VNA truck’s load wheels rolling on the ground, while keeping lifting chains tight.

15. When the VNA truck goes “over center” then the “catch truck” “B” will have most of the weight 16. Once the VNA truck goes “over center” then continue to drive the “catch truck” “B” forward and lower while17. Slowly lowering the forks on the lifting truck “A” until the VNA unit is standing.

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4.0 LOWER CAB AFTER STAND UP

(13) 18. Make sure the hoses, cables and hoist chains will not become snagged or damaged in the VNA’s mast when lowering the cab.

19. Support the cab with the “catch truck” 20. Keep hands and body clear of mast and cab while cutting steel straps (if equipped) that hold the cab of the VNA. 21. Open the manual lowering valve located in the control compartment (in the rear) of the VNA unit.

22. Lower the cab to the ground.

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Fig

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5.0 INSTALLATION OF ATTACHMENT

23. Pick up the attachment from the loading skid so that it hangs level (X,Y and Z axis) from the forks of the 8,000 lb (4 tonne) lift truck.

24. Use 6” X 6” X 24” (150mm X 150mm X 600mm) blocks of wood on top of forks to wrap the lift straps around.

25. Remove stop plate from lower traverse rail so attachment can be slid on.

26. Remove the traverse motor from the attachment so that the upper and lower gears on the attachment spin freely.

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Note the attachment sits 90 degrees to the traverse rail

28. Install attachment onto VNA truck, be sure the upper and lower gears on the attachment go into the traverse rail at the same time or the attachment will bind. (if the 8,000 lb - 4 tonne unit is equipped with a sideshift, this makes the process easier). Pay attention to insert the bearing with scraper orientated correctly (narrow window top and bottom ) - see fig (19).

29. If the attachment is installed correctly, it should easily move side to side effortlessly (can push by hand).

30. Once the attachment is installed be sure to re-install the traverse stop plate onto the traverse rail before unchaining attachment from the 8,000 lb (4 tonne) unit.

31. Re-install the traverse motor.

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Look how to position the rounded cable (US and Cold Store Version)

Look how to position the flat cable (EU standard Version)

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32. Route hydraulic lines and wiring into attachment (this is critical, do as the picture shows to prevent interference with the movable shaft that connects the top gear of the traverse mechanism with the lower gear).

33. Connect plastic drag link chain into metal brackets.

34. Install hydraulic lines to attachment valve (the fittings are standard JIC).

35. Hook up wiring (VNA unit may have unused wiring for options not installed on the truck). Electrical connectors are labeled with stickers (N, P, U and Q). Match up connectors from main harness to attachment harness using these labels.

36. Install the forks on the front carriage.

6.0 ADD OIL TO HYDRAULIC TANK 37. Be sure the Cab and Forks on the attachment are fully lowered.

38. Install oil into the hydraulic tank (remove vent plug to prevent oil from “burping” in fill hole).

39. Be sure not to overfill tank, monitor the viewport located on the front, upper left hand corner of the tank. The red dot is where the oil level should be.

40. Re-install the vent plug once the tank is filled

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7.0.A BATTERY INSTALLATION - US: NTA030SA - NTA040SA EU: MTC10 - MTC13 - MTC15

41. Place battery sideways on the motorized hand truck.

42. Remove the battery retainer pins from the frame of the VNA unit.

43. Put the motorized hand truck up against the VNA truck and use the forks of the hand truck as a battery leveler.

44. Use one of the 6” X 6” X 24” (150mm X 150mm X 600mm) blocks of wood up against the battery so that the 8,000 lb (4 tonne) lift truck can push the battery into the VNA truck.

45. Once the battery is installed then re-install the battery retainer pins back into the frame of the VNA unit and tighten. Check all systems of the VNA unit for proper operation.

7.0.B BATTERY INSTALLATION - US: NTA040DA EU: MTC18

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46. Battery for the 4,000 lb (1.8 tonne) unit with Dual Drive Units typically has fork pockets.

47. Remove battery retainer plates out of the frame of the VNA unit (plates are located on top of cover plate for drive axle towards the rear of the VNA unit as pictured above).

48. Place battery into VNA truck using fork pockets on battery and the 8,000 lb (4 tonne) lift truck.

49. Once the battery is installed, be sure to put the battery retainer plates back in to the frame of VNA unit and tighten.

NOW ALL PARTS ARE INSTALLED! 50. Check all systems of the VNA unit for proper operation.

51. Lift the cab about 300 mm (12 inches) after 15 minutes it will be possible to bleed the cab lift cylinders by slightly opening the bleed screws on the cylinder heads.

8.0 INSTALLATION IN AISLE 52. Adjustment of the wire guidance where applicable (follow separate wire guidance set up procedure).

53. Check and adjust the guide rollers, follow this procedure: - Verify that the guide rollers haven’t been damaged during transport or unloading operations.

- Verify that the truck enters without problems in the aisle with the rollers that have been adjusted in the factory; - Verify that B1(distance between rails) has a maximum tolerance from 0 to +5mm (0 to +0.2") If the guides are not within tolerance, remove or add shims to the guide rollers, keeping the truck always in the centre of the guides and verifying the smoothness for the whole length and in all the aisles.

- Measure A/2 (clearance) : With guide rollers A/2 100mm (4") Wire guidance A/2 1250mm (50") - Adjustment of photo cells (orientation and sensitivity) - see Service Manual.

- Adjustment of the top mast microswitch, it is necessary to check for the existence of overhead obstacles and decide on the best solution to avoid dangerous collisions.

- Test the speed reductions and the top speed (avoid running truck at full speed until the installation procedure is complete).

- Adjust speeds to the floor conditions and to the height of the machine (run the truck at speed, if the oscillations of the cab are great, reduce speed to guarantee safe running conditions).

- Adjust the release braking: Adjust automatic braking with the slow down and stop sensor to obtain a complete stop of the truck in the same length as the machine, and anyway so that the machine stops 2 meters before the end of the aisle.

Without slow down and stop sensor, adjust an average braking leaving the possibility to personalise it to operator requirements.

- Suggest to the dealer to reduce the max speed for a period that is necessary to the operators to practice with the truck.

ALL ADJUSTMENTS ARE DESCRIBED ON THE OTHER SECTIONS OF THE SERVICE MANUAL.

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8.1 LOAD UNIT DEPOSIT ADJUSTMENT - Adjust the attachment by checking the position of the deposit of the pallet in the rack, adjusting the electric microswitch and mechanical end stroke if necessary.

The deposit must be the same on both sides If another truck works in the same warehouse, it’s necessary to make the new truck able to deposit in the same way as the other one.

8.2 IMPORTANT (GUIDE ROLLERS / WIRE GUIDANCE) - It is imperative to check for the existence of overhead obstacles and decide on the best solution to avoid dangerous collisions.

- Adjust speeds to the floor conditions, shelves, guides and to the height of the machine (run the truck at full speed, if the oscillations of the cab are great, reduce speed to guarantee safe running conditions).

- Reduction speeds and max speed may be reduced but never increased.

- Magnets for slow down / stop must be installed following the manufacturers drawings (see relative Section on the Service Manual).

9.0 OPERATOR ORIENTATION Finished the installation of the truck in the warehouse, communicate to the customer the possible anomalies found in the warehouse that could create difficulties during future operation of the truck (e.g. irregular floor, rails or wire guidance not in tolerance, overhead beams or obstacles that can create danger of collision ….)

If the anomaly is so great as to not permit the safe use of the truck, the installation technician must not authorise the customer to use the truck until the anomaly has been resolved.

When all the above points have been completed, it is necessary to instruct the operators about the use of the truck through a short compulsory course covering the subjects that follow: Use of the truck; start sequence; traction controls; use of the emergency brake; hydraulic functions controls; working in lane; working out of the lane; explanation of the correct angle for lane entry; emergency manoeuvres.

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ELECTRICAL SYSTEM 1.0 ELECTRICAL COMPARTMENT ARRANGEMENT MODELS NTA030SA - NTA040SA MTC10 - MTC13 - MTC15

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1.0.1 ELECTRICAL COMPARTMENT ARRANGEMENT MODELS NTA040DA - MTC18 The NTA040DA and MTC18 (4 wheel) trucks have an extractable electrical component bay, the components are fitted on a vertical rack (position shown below) that slides horizontally out of the truck for easy access. The components themselves can be recognized using the photos and table shown on the previous pages and the specific electrical schematics.

1.1 DESCRIPTION OF COMPONENTS 1.1.1 PHOTOCELLS TRUCK IN AISLE PHOTOCELLS (RAIL GUIDED TRUCKS ONLY) (Trimmer adjustment procedure is identical for EU version 'hands on' photocells) All trucks using the rail guided system have 2 infrared photocells fitted, one on each side of the truck as shown

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PRINCIPLE The photocells are sensors that run on 24Vdc, they emit infrared rays that command a 24Vdc positive output when reflected off the guide rails.

TECHNICAL CHARACTERISTICS Power Supply : 24Vdc Current Consumption (Output current excluded) :30mA max Output : 24Vdc Output Current : 100mA max.

Output Saturation Voltage : 1.5V max Response Time : 1 ms max Indicators : OUTPUT LED - RED STABILITY LED - GREEN Operating Temperature : -25....+55°C

ELECTRICAL CONNECTION OF THE PHOTOCELLS ON THE TRUCK ELECTRICAL SYSTEM The reading condition of both photocells (OUT = 24Vdc - PLC IN I0.13 = 24V) must occur exclusively in aisle.

The effects of input on I0.13 of the PLC on truck functions are as follows : - Automatic self centering of the traction wheel (optional for RTC) - Dis-activation manual steering - Possibility to travel at full traction speed in aisle up to : 2550mm (102") - MTC10 (EU ONLY), MTC13 (EU), NTA30SA (US) 3600mm (144") - MTC15 (EU), MTC18 (EU), NTA40SA (US), NTA40DA (US)

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1.1.1A PHOTOCELL ADJUSTMENT The reading distance of the photocells can be adjusted using the trimmer on the side of the photocell When is it necessary to adjust the reading distance ?

A) On truck delivery B) When a new photocell is fitted

PHOTOCELL ADJUSTMENT PROCEDURE 1) Position truck in aisle so that the photocells are facing the guide rails NB. It is necessary to use the guide rails themselves for adjustment of the photocells because variations in reflection caused by different materials or colours will adversly effect the adjustment outcome .

2) Check correct orientation of the photocells.

3) Key switch to 'ON'.

4) IMPORTANT: Always start adjustment with photocell b11, check power supply to the photocell by checking that the RED LED is ON. 5) Conditions and adjustment procedure reading distance sensitivity. a) GREEN LED DOES NOT COME ON - Turn photocell trimmer clockwise until LED lights. b) GREEN LED IS ON - Turn photocell trimmer anti-clockwise until LED goes off, then turn clockwise until it lights again.

6) Before adjusting the trimmer on photocell b12, it is necessary that photocell b11 is reading (GREEN LED ON).

7) Repeat the adjustment procedure described in point 5.

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8) Test the truck in all the aisles and verify that the photocells are working correctly.

1.1.1B MALFUNCTION CAUSED BY INCORRECT ADJUSTMENT 1) In some points of the aisle, one of the photocells does not read (this can happen if the rails are not laid out correctly with points that are too wide).

SYMPTOMS : The manual electric steering cuts in - With cab lifted between 500 and 2500mm, traction is at slowest speed.

SOLUTION : Increase reading sensitivity with the trimmer.

2) The photocells read distant obstacles even out of aisle.

SYMPTOMS : Electric steering blocks out of aisle SOLUTION : Decrease reading sensitivity using the trimmer 1.1.2 THROTTLE ASSEMBLY The throttle assembly fitted on VNA trucks uses Hall effect technology and solid state MOSFET drivers for forward and reverse contactors.

SPECIFICATIONS MAXIMUM THROTTLE OUTPUT : 5.3 Volts MINIMUM THROTTLE OUTPUT : 0 Volts MAXIMUM DEADBAND AT ZERO THROTTLE : 10° MAXIMUM DEADBAND AT FULL THROTTLE : 10° SYMMETRICAL THROTTLE REPONSE IN BOTH DIRECTIONS

CONNECTIONS

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The trimmer present on the throttle assy is factory pre-set and must not be tampered with.

NOTE: Great care must be taken when tightening the internal camme grubscrews, damage may result from over tightening.

1.1.3 BATTERY DISCHARGE INDICATOR (BDI) DISPLAY The BDI unit fitted to the VNA range of trucks combines solid state LED battery state of charge indicator, an LCD hour meter, and lift lock out.

When the key switch is 'ON' or when pin 2 of the BDI connector is connected directly to battery positive, the LED display will light giving the state of charge of the battery.

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When the battery is connected to the truck,the hour counter indicates the accumulated working time.

When the key switch is 'ON' or when pin 2 of the BDI connector is connected directly to battery positive, the hour counter functions if one or both of the inputs (HRM+, HRM-) are connected.

When the hour counter is in function, the hourglass on the left of the display flashes 15 times per minute in cycles of 3 seconds on and 1 second off.

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1.1.3A LOCK OUT LEVEL ADJUSTMENT DISCHARGE POTENTIOMETER ADJUSTMENT The battery nominal capacity of a battery is determined by the following conditions: - 5 hour discharge rate that corresponds to 8 hours of effective work (European Legislation).

- Electrolyte temperature 30°C (86°F) The voltage curve of the BDI is refered to this cycle of 5 hours work on an 8 hour shift. This curve corresponds to the standard potentiometer setting (letter N).

As a rule, the trucks are designed around these standard parameters, therefore it is not usually necessary to adjust the potentiometer setting.

In some specific cases however (cold store, high consumption applications or with trucks using sealed batteries), the discharge rate may differ from standard, in these cases it may be necessary to adjust the setting.

Discharge potentiometer adjustment - Use the truck in normal conditions until lock out cuts in.

- Measure the density of the electrolyte - Determine the density corresponding to 80% discharge using the data supplied by the battery maker.

- Adjust the potentiometer to the correct value of the electrolyte density (each letter corrects the density by 20 points) Eg. N = 1200, M = 1180, L = 1160.

Voltage reference table relative to the potentiometer letters, at 80% battery discharge

N.B. These values can be read only when the battery is in function.

RESET VALUES The BDI unit has fixed reset values that are set at the factory.

- When the battery is dis-connected from the truck for charging, the BDI will reset at 2.09 V per element.

1.1.3B BDI TROUBLESHOOTING

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BDI CONNECTIONS

US Version: see Parts - Service Bulletin FA00007 1.1.4 DC / DC CONVERTER The DC / DC converter provides a reduced, precise and constant output to the control systems used on the VNA range of trucks.

It is extremely important not to overload the DC / DC converter by using the 24 V output for additional aftermarket accessories such as worklights, fans etc., these accessories must be supplied using an additional supplementary power source.

TECHNICAL CHARACTERISTICS

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1.2 TABLE OF ELECTRICAL SYSTEM COMPONENTS The electrical system components illustrated in the previous page are described in the Table below: Key: Drwg. Ref. Part reference on the exploded drwg.

Schematic Ref. Part reference on the electrical schematic Component description Task assigned to part

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NOTE: Trucks produced after January 2001 have the connector under the cab.

Key: Drwg. Ref. Part reference on the exploded drwg.

Schematic Ref. Part reference on the electrical schematic Component description Task assigned to part

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2.0 TRACTION MOTOR ELECTRONIC CONTROL 2.0.1 INTRODUCTION The traction controller (H2B - 600A), used to control the traction motor, makes use of a microprocessor controlling power MOSFETS. Microprocessor control permits adjustment of acceleration, dynamic braking, top speed, etc.

High frequency control of the motor provides a wider range of settings than lower frequency controls.

Since the Controller provides the traction motor with a high-frequency (18KHz) filtered voltage, it ensures a more uniform absorption than low-frequency controls for the same average delivered current, and considerably reduces the peak currents(as shown in Fig. 1). This improves operations and increases the average life of the battery and the motor.

The Traction Controller optimizes power delivery to the motor at low speed. Motor power, corresponding to accelerator pot input, is applied according to the Controller curve shown (see Fig. 2). This provides a greater range of slow speed traction and then good high speed acceleration.

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2.1 DEFINITION OF THE TRUCK DIRECTION OF TRAVEL The direction of truck travel used in this service manual is shown in Fig. 3 below.

GENERAL INSTRUCTIONS AND PRECAUTIONS - DO NOT CONNECT THE CONTROLLER TO A BATTERY WITH A VOLTAGE RATING DIFFERENT FROM THE ONE SHOWN ON THE CONTROLLER DATA PLATE. - A HIGHER BATTERY VOLTAGE CAN DAMAGE THE MOSfETS. tHE CONTROLLER WILL NOT OPERATE WITH A LOWER VOLTAGE, THE MODULE WILL NOT START. - IF YOU CHANGE THE CONTROLLER, TEST THE TRACTION FUNCTIONS WITH THE TRACTION WHEEL RAISED FROM THE GROUND TO PREVENT HAZARDOUS SITUATIONS FROM BEING CAUSED BY CONNECTION OR SET UP ERRORS. - DO NOT REVERSE THE POLARITY OF THE CONTROLLER POWER SUPPLY. tHE TRUCK WILL NOT OPERATE - DO NOT UNPLUG BATTERY WHILE CONTROLLER IS ENERGISED, DAMAGE MAY OCCUR TO CONTROLLER 2.2 CONTROLLER GENERAL FEATURES The Controllers used for traction and hoist have different voltage and current ratings.

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MOSFET working frequency 18 KHz Motors (feature) Excitation motors in series, 4 terminals direct current.

Working place temperature -30° to +40° C Maximum Controller temperature +85° C The Controller is always supplied directly by a battery voltage and does not require a voltage reducer.

The Controller can be set in 4 different working configurations: 1. Traction control with energy regeneration (REGENERATIVE.TR.); 2. Standard traction control (STANDARD TRACT.); 3. Five-speed pump control (STANDARD PUMP); 4. Four-speed pump control + power steering contactor control (PUMP + HYDRO).

All traction controllers on VNA (Very Narrow Aisle) trucks are always set to (REGENERATIVE TR.) option. All pump controllers on VNA trucks are always set to (STANDARD PUMP) option.

NOTE: You may use the 600A rated pump controller in place of the 500A rated controller. The external connectors are however different and will require the use of the wiring harness of the 600A unit.

2.3 CONTROLLER FUNCTIONAL FEATURES

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Always set up the traction controller as REGENERATIVE TR. for VNA trucks.

TRACTION CONTROLLER FEATURES ADJUSTABLE MAXIMUM DYNAMIC BRAKING RATE CONTACTOR TURNS ON AND OFF WITH ZERO CURRENT START SEQUENCE SELF-DIAGNOSTICS DIAGNOSTIC LED FILTERED INPUT VOLTAGE FROM BATTERY QUIET OPERATION (NON-AUDIBLE FREQUENCIES) ADJUSTABLE ACCELERATOR DEMAND SENSITIVITY SEPARATE FORWARD AND REVERSE TRAVEL SPEEDS ADJUSTMENT 3 ADJUSTABLE TRACTION SPEED REDUCTIONS AUTOMATIC BRAKING WHEN THROTTLE RELEASED (REGENERATIVE TR. ONLY) EMPTY-LADEN COMPENSATION ON TRACTION MOTOR PROTECTED FROM CURRENT PEAKS CURRENT CONTROL DURING TRACTION WITH BOOSTER I MAX + 20 % FOR 3 SECONDS ANTIROLLBACK INTERNAL SUPPRESSION ON THE CONTACTOR COILS STORAGE OF THE LAST 5 ALARMS

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2.4 CONTROLLER DIAGNOSTICS SELF-DIAGNOSTICS OF COMPONENTS The microprocessor performs diagnostics for the main parts of the controller in four conditions: 1) Diagnostics during key start, including: Watch dog test, current sensor test, power MOSFET test, contactor driver test, travel power preset test, accelerator connection test, EEPROM test.

2) Diagnostics at rest, including: watch dog test, power MOSFET test, current test, contactor driver test, accelerator connection test.

3) Diagnostics during travel, including: watch dog test, power mosfet test, current test, contactor driver test, contactor opening and closing test, accelerator connection test.

4) Continuous diagnostics, including: temperature control, battery voltage control.

The message signaling the detection of a fault can be decoded by counting the number of times the diagnostics LED on connector A flashes (see Section 5.0).

The active alarm message can also be viewed using the Hand Set (see section 4.1.8).

2.5 CHOPPER H2B MECHANICAL DIAGRAM

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2.6 CONNECTORS

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*NOTE: All measurements refer to the battery negative pole with key on. **NOTE: +VBATT is intended as battery voltage. It can be 48V, 72V, 80V depending on the model.

Logic Card is inside the Controller. Connector G hooks to contactors.

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POWER CONNECTORS

2.7 CONNECTOR INPUT DESCRIPTIONS (EXCEPT E) CONNECTOR A - Made up of 2 PINS, this connector is devoted to the TEST LED for decoding any active alarm, according to the number of times it flashes (See Table 5).

CONNECTOR B - Made up of 8 pins. Pins 1 - 4 are used for transmitting and receiving data with the Hand Set. Pins 5 and 6 are for Hand Set power supply. Pins 7 and 8 are not used. (See Table 5) CONNECTOR C - Made up of 3 PINS, this connector is devoted to the potentiometer connection. (See Table 5) CONNECTOR D - Made up of 2 PINS, through this connector the logic card (PIN 1) is fed. This is also the connector that feeds the auxiliary circuits. (See Table 5) CONNECTOR G - Made up of 6 PINS + 1 free, this connector controls the different traction contactors. (See Table 6) 2.8 CONNECTOR “E” INPUT DESCRIPTION Pin - Function - Description E1 - QUICK INVERSION (ON/OFF) - Set QUICK INVERSION to "OFF". This pin is the input for travel speed cutback 3 consent when QUICK INVERSION is set to "OFF". The function is active when the pin is disconnected or grounded. It is not active when the corresponding parameter (CUTBACK 3) is set to 9 or when the input is connected to +VB* . Since the parameter CUTBACK SPEED 3 is http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y3_Elett/c3c.htm (4 of 6)17.02.2012 10:56:23

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set to "9", this function is not active. Pin E1 is connected to +VB and is never grounded. (Note: The QUICK INVERSION "ON" feature is only used on motorized hand trucks.)

E2 - BACKING FUNCTION (ON/OFF) - Set BACKING FUNCTION to "OFF". This pin is the input for travel cutback speed 2 consent when BACKING FUNCTION is set to "OFF". Set CUTBACK SPEED 2 to "4". CUTBACK SPEED 2 is active when the pin is disconnected or grounded. It is not active when the corresponding parameter (CUTBACK 2) is set to 9 or when the input is connected to +VB. NOTE: DO NOT SET BACKING FUNCTION TO "ON". If BACKING FUNCTION is set to "ON", when the pin reaches a low level (voltage value below 10V) and there is a travel request (right thumb switch), traction begins at a speed determined by the parameter BACKING SPEED and the function is active for a time established by the parameter BACKING TIME. The traction consent through this function does not require to enable input E4 (foot switch or side gate).

E3 - RV1 - Input for Cutback Speed 1 consent. Set CUTBACK SPEED 1 to "1". This function is active when the pin is disconnected or when it is grounded. It is no longer active when the input is connected to +VB or the corresponding parameter (CUTBACK 1) is set to 9.

Automatic braking from full speed to CUTBACK 1 speed is controlled by two parameters. The braking rate is set by (CURVE BRAKING) and the time braking is applied is set by (CURVE TIME). This automatic braking may be disabled by setting the CURVE TIME parameter to "0".

E4 - SAFETY SW. (HAND/SEAT) - PLC traction enable input. This input is programmed as "HANDLE". If the input is programmed as SEAT, there is a 2 second delay after input disconnect before the traction is interrupted. Travel is enabled when the input is a high logic level (+VB).

E5 - MF - Not used E6 - MI - Input for reverse travel demand signal from switch in traction control switch in console (right butterfly). This function is active when the input is a high logic level (+VB).

E7 - MA - Input for forward travel demand signal from switch in traction control switch in console (right butterfly). This function is active when the input is a high logic level (+VB).

E8 - - Not used.

E9 - - Not used. * +VB is the battery voltage.

2.9 BASIC DIAGRAM OF THE TRACTION CONTROLLER CONNECTIONS

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The hand set has been designed to make it easier for the user to perform calibration and diagnostics of the controllers.

Featuring microprocessor technology, the hand set is connected to the controller by a single cable for data transmission (serial communication) and power supply.

The messages appear on a 2 row, 16 characters LCD display, using alphanumerical characters.

The hand set has the following features:

- Quick and simple parameter setting: It is not necessary to adjust potentiometers. The parameters can be modified as the truck is working using the hand set.

- Quick fault diagnostics: The user can check the controller input signals in real time (potentiometer signal, currents, voltages, etc).

In case of controller malfunction, the hand set displays the type of alarm.

The user may display the last 5 alarms on the hand set.

- Standardized settings: Once the parameters have been optimized for one truck, they can be stored in the hand set memory to be making it possible to load them quickly and simply on other trucks.

3.2 USE OF THE HAND SET

WARNING: PAY ATTENTION TO THE POLARITY OF THE HAND SET CONNECTOR WHEN IT IS INSERTED INTO THE CONTROLLER. INCORRECT POLARITY WILL RESULT IN HAND SET AND OR CONTROLLER DAMAGE.

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3.2.1 CONNECTION TO CONTROLLER THE CONNECTION MUST BE MADE WITH THE TRUCK TURNED OFF since the controller and the hand set perform the connection check only when the truck is first turned on.

Connect the hand set connector to the Controller Connector B. When connecting the connector to the chopper, ensure the connector polarity is correct as shown in the picture above.

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When the key switch is turned on, the hand set tries to connect to the controller while displaying the following message:

If the connection does not succeed the hand set displays the following message:

If this message is shown, it is necessary to check if the connections were made properly as indicated in the enclosed diagrams.

CAUTION: The hand set connector polarity may not be correct. In this case the hand set may be damaged and frequently must be replaced.

If the message is displayed:

Means that the controller and hand set are not compatible. The most common reason for this is that an incorrect controller is being installed.

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The message indicates the following: H2 = controller model REGENER = configuration type V1.0 = program version installed on controller eprom.

48 or 72V = nominal battery voltage.

600A = maximum current admitted to the motor 00000 = controller working hours since installation 4.0 CONSOLE FUNCTION CHART - TRACTION MOTOR CONTROLLER

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4.1 CONTROLLER PROGRAMMING 4.1.0 CONFIGURATION MENU To work correctly the Controller must know the type of auxiliary power connections chosen and the battery voltage used. The Controller is provided with this information by software, through the hand set.

The Controller configuration is obtained by setting the data contained in the CONFIG. MENU submenus:

You will find below a description of programming the CONFIG. MENU. 4.1.1 CONFIG. MENU / SET MODEL The setting of this submenu makes it possible to arrange the Controller for work according to the type of connections made to the electrical system.

The Controller can be configured in four different ways: REGENERATIVE TR.: uses the Controller as traction control, with automatic braking when the accelerator is released and with regenerative braking STANDARD TRACT.: uses the Controller as traction control, without braking when the accelerator is released and without regenerative braking STANDARD PUMP : uses the Controller as pump motor control, with possibility of programming 5 speed limits PUMP+HIDRO: uses the Controller as pump motor control, with possibility of programming 4 speed limits with control of a power steering contactor All VNA (Very Narrow Aisle) trucks have the traction controller configured as REGENERATIVE TR.and the pump controller configured as STANDARD PUMP. Instructions for programming the SET MODEL using the hand set: 1) Heading 2) Press ROLLUP+SETUP at the same time 3) The SET MODEL menu heading appears 4) Press ENTER 5) The current configuration model is shown 6) Use the SET UP or SET DOWN keys to change the model selection 7) The new selected model appears 8) Press OUT to quit the selection 9) You will be asked to confirm the change 10) Press ENTER to confirm the change or OUT to cancel it http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y3_Elett/c3d.htm (5 of 13)17.02.2012 10:56:51

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11) The SET MODEL menu heading appears 12) Press OUT to come back to the main heading, or press ROLL UP or ROLL DOWN to proceed to the other information menu items

4.1.2 CONFIG. MENU / SET OPTIONS This submenu makes it possible to program the Controller for work according to the type of connections made to the auxiliary control connectors.

You will find below the different ways of programming the options through the SET OPTIONS submenu using the Hand Set. OPTIONS THAT ARE USED FOR VNA TRUCKS ARE SHOWN IN BOLD PRINT. BYPASS CONTACTOR (G3) BYPASS = Pin No.3 of the connector G controls the bypass contactor, by supplying the corresponding coil with the negative polarity when the current on the motor reaches 80% of Imax, with a connection delay of 800 msec. The contactor is disconnected when the current goes under 90% of Imax.

WEAKENING = Pin No. 3 of the connector G controls the field weakening contactor, by supplying the corresponding coil with the negative polarity when the current on the motor reaches 50% of Imax, with a connection delay of 800 msec. The disconnection current can be programmed from 10% to 100% of Imax, by setting the parameter WEAK DROP OUT. The BYPASS CONTACTOR will be programmed as WEAKENING even if output G3 is not used.

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SPEED CONTROL (B7,B8) OFF = Automatic control of speed not active.

ON = Automatic control of speed active. A reference signal, proportional to the desired speed and included between 1V and 5V, must be applied on input B8. An analog signal proportional to the instantaneous speed must be applied on input B7. When the signal on connector B7 exceeds the reference signal on connector B8, the Chopper starts reducing the voltage on the motor, braking with an intensity corresponding to programmed value in CURVE BRAKING. The braking state continuesuntill the signal on B7 does not become less than the one on B8. The sampling is carried out every 60 msec. For more details, see Section 2.7.

BATTERY CHECK OFF = Discharged battery alarm off.

ON = Enables the control reading the battery voltage at rest. When the residual charge is less than 10% of the total charge, the maximum current that can be given to the traction motor is reduced to half and the diode L.E.D. connected to the connector A indicates the low battery alarm by flashing continuously.

ANTIROLLBACK OFF = Function disconnected.

ON = Function enabled. The Controller provides the traction motor with the current necessary to make the truck start with the accelerator pressed on a slope, without making rolling back.

RELEASE BRAKING OFF = Disables automatic regenerative braking when accelerator is released.

ON = Automatic regenerative braking when the accelerator is released, with possibility of increasing the braking current if input E5 is enabled through the brake pedal switch. The increase in current is proportional to the parameter that has been programmed in PEDAL BRAKING. (Input E5 is not used.)

HOUR COUNTER RUNNING = Hour meter, indicating the Controller working hours, active only when the truck is working.

KEYON = Hour meter, indicating the Controller working hours, active when the key contact is connected.

QUICK INVERSION (E1) OFF = The Controller is configured for CUTBACK SPEED 3 (RV3), when on pin E1 (+VB) signal is absent.

ON = The Controller is arranged for the quick inversion connection (in case of trucks with tiller), when on pin No.1 of the connector E the +VB signal is absent.

VNA setting are shown in bold print.

SAFETY SWITCH (E4) HANDLE = Disables traction without delay when the input connected to pin E4 is disconnected. Input to E4 is provided by by the PLC when the foot switch is pressed and side gates are closed.

SEAT = Disables the traction with a 2 second delay when the input connected to pin E4 is disconnected. This setting is not used on the VNA trucks.

BACKING FUNCTION (E2) OFF = Enables CUTBACK 2 when Pin E2 is disconnected. WARNING! SET TO "OFF". Otherwise undesirable or unexpected truck motion may occur.

ON = Enables the truck to move if the pin E2 is disconnected from +VB and if accelerator demand is made at the same time. The truck moves without any other traction consent (foot switch pressed or side gates closed) at a speed that is independent of the accelerator position. The truck speed will depend only on the parameter that has been programmed in CUTBACK2, according to the scale of values shown in BACKING SPEED. It is possible to limit the time of the movement using the BACKING TIME parameter. If this parameter is set to 9, the truck will stop only when the accelerator is released.

SOFT BRAKING OFF = All braking currents are controlled according to the nominal values programmed in the PARAMETER CHANGE menues.

ON = All braking currents are reduced by 25%. In this case, the parameter IMAX indicating the maximum current level, will have to be programmed at a value not inferior to 6.

AUX FUNCTION CURRENT GAIN = This is the standard setting for the Controller.

HIDRO CONTACTOR = Input G7 controls the negative polarity on the coil of a power steering control contactor. The contactor (negative on G7) is started when the truck goes in forward and reverse gear, when it brakes with accelerator release and with input E5 on (pressed brake pedal microswitch). PARAMETER NOT USED on these models.

BIMOTOR CONT. = This function is used if the truck has 2 traction wheels controlled by 2 motors. However, it is not used on these trucks.

The chart in Section 4.2 shows the progamming parameters of the SET OPTIONS menu for the VNA Trucks. *Use these settings for all VNA trucks.

Instructions for programming the SET MODEL using the Hand Set:

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1) Heading 2) Press ROLL UP + SET UP to enter the SET OPTIONS menu 3) The SET MODEL menu heading appears 4) Press ROLL UP to select the SET OPTIONS menu 5) The SET OPTIONS menu heading appears 6) Press ENTER to enter the menu 7) The first item on the menu appears 8) Press ROLL UP or ROLL DOWN to scroll the different items.

9) A new item appears 10) Press SET UP or SET DOWN to change the configuration 11) The new configuration appears 12) Press OUT to quit the menu 13) You will be asked to confirm changes 14) Press ENTER to confirm changes, or OUT to cancel changes 15) The SET OPTIONS menu heading appears 16) Press OUT to come back to the heading

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4.1.3 CONFIG. MENU / ADJUSTMENT The ADJUSTMENTS submenu programming is essential to set up the Controller for the type of battery voltage on the truck.

It isprogrammed by setting the following parameters: SET BATTERY TYPE: The Controller feed voltage rating must be given. You can choose among the following values: 12V,24V,36V, 48V, 72V, 80V, 96V, 60V, 40V, 120V. ADJUST. BATTERY: The real value of the battery voltage with a fully charged battery must be set.

This value will be the value tused by the Controller as reference value to continually test the battery voltage level.

Instructions for the ADJUSTMENTS submenu programming through the hand analyser: 1) Heading 2) Press ROLL UP + SET UP to enter the ADJUSTMENTS menu 3) The SET MODEL menu heading appears 4) Press ROLL DOWN to select the ADJUSTMENTS menu 5) The ADJUSTMENTS menu heading appears 6) Press ENTER to enter the menu 7) The first item of the menu appears (to change the value, press SET UP or SET DOWN) 8) Press ROLL UP or ROLL DOWN to scroll the different items.

9) A new item appears 10) Press SET UP or SET DOWN to change the configuration 11) The new configuration appears 12) Press OUT to quit the menu 13) You will be asked to confirm the change

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14) Press ENTER to confirm the changes, or OUT to cancel the changes 15) The ADJUSTMENTS menu heading appears 16) Press OUT to come back to the heading

4.1.4 MAIN MENU / PARAMET. CHANGE Some functional features of the truck, such as the acceleration, braking intensity when the accelerator is released, maximum travel speed, etc., can be modified to meet different requirements by changing the parameter values in the PARAMETER CHANGE menu using the Hand Set. For each parameter there are 10 calibration levels.

After modifying each parameter, you can check immediately, without quitting the programming menu, the effect the modification has on the truck working.

At the end of programming, which must be carried out according to the instructions given below, disconnect the Controller power by turning the key switch OFF so that the new parameters are stored in the Controller memory. http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y3_Elett/c3d.htm (10 of 13)17.02.2012 10:56:51

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PARAMETER DESCRIPTION ACCELER DELAY: Minimum time it takes to change motor voltage from 0 volts to maximum value. Recommended setting is “4” (2 seconds) INVERS. BRAKING: Braking current when the accelerator handle is reversed from direction of travel. Maximum setting is 59% of Imax. Recommended setting is “3” (32% of Imax). An additional amount of braking current is added to the set value depending on accelerator handle position.

RELEASE BRAKING: Basic braking current when the accelerator is released.

PEDAL BRAKING: Not used.

BRAKING MODUL: It defines the extent of accelerator effect in the inversion braking current increase. If the accelerator is pressed thoroughly when the truck is reversing, the braking is the more abrupt the higher the parameter value.

CURVE BRAKING: Automatic braking current applied to slow truck down when pin E3 (CUTBACK 1) is disconnected. Automatic braking is applied only if the truck travels at a speed that is greater than 80% of the maximum speed and with a motor current less than 40% of Imax.

CURVE TIME: Duration that CURVE BRAKING is applied. If the set value is 0, CURVE BRAKING does not take place.

AUXILIARY TIME: Delay time when the auxiliary contactor (power steering) controlled by output G7 after releasing the consent microswitch is disconnected.

BACKING TIME: Enabling time of drive consent without driver on board. If it is set to level 9, there is no timing and the drive is active till the request is active. This function is on only if the BACKING FUNCTION parameter SET OPTIONS submenu is set to ON (see sect.

4.1.2). is no timing and the drive is active till the request is active. This function is on only if the BACKING FUNCTION parameter SET OPTIONS submenu is set to ON (see sect. 4.1.2).

BACKING SPEED: Scale of values (in %V Battery) inside which the CUTBACK SP.2. parameter can be changed, according to the set value. This will be the truck maximum drive speed, without driver on board.

Example: BACKING SPEED set to level 7 will make it possible to choose with CUTBACK SP.2 ten programmable levels, a motor voltage from a minimum of 2%Vbatt. to a maximum of 30%Vbatt. (see table .09). This function is on only if the BACKING FUNCTION parameter of the SET OPTIONS submenu is set to ON (see sect. 4.1.2).

CUTBACK SP.1: Cutback speed 1 (RV1), associated with input E3. The maximum speed is reduced according to the set level.

CUTBACK SP.2: Cutback speed 2 (RV2), associated with input E2. The maximum speed is reduced according to the set level.

If the BACKING FUNCTION parameter of the SET OPTIONS submenu is set to ON, the control on E2, used in this case as drive request without driver on board, will insert a fixed speed depending on the level set in CUTBACK SP.2 and on the scale of values set through the BACKING SPEED setting.

CUTBACK SP.3: Cutback speed 3 (RV3), associated with input E1. The maximum speed is reduced according to the set level.

COMPENSATION: According to its setting, it makes it possible to keep constant the truck speed when it is empty or laden, with the accelerator in the same position.

WEAK DROPOUT: Current threshold for the field weakening contactor disconnection. The contactor connection is always set at 50% of the disconnection current. If this contactor is not connected, or if the BYPASS CONTACTOR option is set as BYPASS, this parameter has no effect, since the BYPASS contactor connection and disconnection threshold is fixed and can not be programmed.

IMAX: It defines the maximum current allowed by the Chopper. Beyond this value the Chopper places a restriction. On H2B 400A, the current can be set from 200A (level 0) to 400A (level 9).

CREEP SPEED: It defines the minimum voltage value applied to the motor with the drive request on and the potentiometer still to 0.

MAX SPEED FORW.: Maximum speed with forward speed.

MAX SPEED BACK.: Maximum speed with reverse speed.

WARNING: If the SOFT BRAKING parameter of the SET OPTIONS submenu is set to ON, the currents set through the RELEASE BRAKING, the INVERS.BRAKING, the PEDAL BRAKING, the BRAKING MODUL and the CURVE BRAKING parameter programming , will all be reduced proportionally (see table.10).

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Instructions for the PARAMETER CHANGE submenu programming using the Hand Set: 1) Heading 2) Press ENTER to go to the main menu 3) The heading of the first item (PARAMETER CHANGE) appears 4) Press ENTER to reach the PARAMETER function 5) The first parameter of the list appears 6) Use the ROLL UP and ROLL DOWN keys to scroll the list of parameters 7) The parameters appear 8) Use the SET UP and SET DOWN keys to change the programming level 9) The new set value appears 10) Press OUT when the setting is finished 11) You will be asked to confirm changes 12) Press ENTER to confirm changes, or OUT to cancel the changes 13) The heading of the item (PARAMETER CHANGE) appears 14) Press ROLL UP or ROLL DOWN to scroll the other items, or OUT to come back to the initial heading.

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4.1.5 MAIN MENU / TESTER The TESTER function allows real time monitoring of the operation of the controller and traction consent sensors, instantaneous current and voltage on the traction motor, and other important information given in the table below, which can be useful in troubleshooting.

Below are the functions that can be displayed using the TESTER menu on the traction controller.

Instructions for the TESTER submenu using the Hand Set: 1) Heading 2) Press ENTER to enter the main menu 3) The first parameter of the list is displayed 4) Use the ROLL UP and ROLL DOWN keys to scroll the list of parameters and select TESTER 5) The selected parameter appears (TESTER) 6) Press ENTER to enter the function TESTER 7) The first set value is displayed 8) Press the key ROLL UP or ROLL DOWN to scroll the other items 9) The following set values are displayed 10) To come back to the initial heading press OUT. http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y3_Elett/c3e.htm (1 of 12)17.02.2012 10:57:28

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11) The heading is displayed.

4.1.6 MAIN MENU / SAVE PARAMETER The SAVE PARAM. function makes it possible to load the Controller configuration parameters and data into the Hand Set memory. Up to 32 different programs can be loaded.

The data saved in the Hand Set memory can be loaded on another Controller using the RESTORE PARAM. The following data can be loaded using the SAVE PARAM. function: - all parameter values (PARAMETER CHANGE); - option settings (SET OPTIONS); - model settings (SET MODEL).

It is suggested that the service technician stores on his own Hand Set the programs for the truck models present in his area. In this way, in case a Controller has to be replaced, the new one, after being installed, could be set up using the same data as the old one, by means of the RESTORE PARAM.function.

The new Controller contains a standard program loaded by the supplier, however, to ensure the desired truck performance in each application, the Controller must be loaded with its own program (set of parameters).

WARNING: The RESTORE PARAM. opertion rewrites all the Controller parameters, so after this operation all the old data contained in the Controler is overwritten.

Description of the SAVE PARAM. function using the Hand Set:

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1) Heading 2) Press ENTER to go to the main menu 3) The first item of the list appears 4) Use the ROLL UP or ROLL DOWN keys to scroll the list; select SAVE PARAM. 5) The selected item (SAVE PARAM.) appears.

6) Press ENTER to gain access to the SAVE function.

7) The top line shows the selected model code; the bottom line shows FREE if themodule box is free or the name of the model if occupied.

8) Use the ROLL UP and ROLL DOWN keys to select the model code 9) The new selected code and the corresponding conditions appear (FREE /“Model Name”).

10) Press ENTER to confirm the reading operation.

11) The stored parameters are scrolled on the second line.

12) At the end of the operation the message SAVE PARAM. reappears

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4.1.7 MAIN MENU / RESTORE PARAM. The RESTORE PARAM. function allows to transfer the programs of each model stored in the Controller memory using the SAVE PARAM. function. This makes it possible to load on the Controller all data concerning the truck model with a single operation.

The following data are loaded into the Controller using the RESTORE PARAM. function: - all parameter values (PARAMETER CHANGE); - option setting (SET OPTIONS); - model setting (SET MODEL); WARNING: the RESTORE PARAM. operation rewrites all the Controller data, so after this operation all the old data contained in the Controller are deleted.

Performing the RESTORE PARAM. operation using the Hand Set: 1) Heading.

2) Press ENTER to open the main menu.

3) The first item of the list appears.

4) Use the ROLL UP or ROLL DOWN keys to scroll the list; select RESTORE PARAM. 5) The selected item (RESTORE PARAM.) appears.

6) Press ENTER to gain access to the RESTORE PARAM. function.

7) The selected model code appears. The bottom line shows the type of Controller contained in the memory (FREE if memory free).

8) Use the ROLL UP 9) The code of the model selected and the corresponding type of Controller appear 10) Press ENTER to confirm the charging operation.

11) You will be asked to confirm the operation (ENTER = YES; OUT = NO) 12) Press ENTER to confirm the charging operation (OUT to cancel) 13) The charging parameters scroll on the second line.

14) At the end of the operation the message RESTORE PARAM reappears

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4.1.8 MAIN MENU / ALARM While working the Controller stores the last five alarm codes that have occurred, the number of times the alarm occurred.

These alarms can be displayed using the Hand Set by entering the ALARMS submenu contained in the MAIN MENU. This function allows more detailed diagnostics on the electric system, by supplying information on the Controller operating history.

WARNING: If there is no Hand Set, it is possible to know which alarm has occured, by counting the number of times the LED on the Controller connector A flashes. (To decode flashing LED alarms, see Section 5.0).

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Using the ALARMS menu on the Hand Set: 1) Heading 2) Press ENTER to open the main menu 3) The first item of the list appears 4) Use the ROLL UP or ROLL DOWN keys to scroll the list and find ALARMS. 5) The selected item (ALARMS) appears.

6) Press ENTER to gain access to the ALARMS menu.

7) The last alarm code appears together with the hour meter value, the number of times the alarm has occurred, and the controller temperature when the alarm occurred.

8) Use the ROLL UP key to scroll previuos alarms and the ROLL DOWN key to come back to recent alarms.

9) Another alarm code appears. If no alarms have occurred, ALARM NULL appears.

10) Press OUT to quit the ALARMS menu.

11) You will be asked whether you wish to clear the stored alarms.

12) Press ENTER to clear. Press OUT to come back to the main menu.

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4.1.9 MAIN MENU / PROGRAM VACC Through this function, the Controller acquires the minimum and maximum values of the accelerator signal, considering them as the two ends for adjusting the speed. This allows to make up for errors in mechanical adjustment of the accelerator potentiometer.

How to enter the PROGRAM VACC menu through the Hand Set: 1) Heading

2) Press ENTER to enter the main menu.

3) The first item of the list appears.

4) Use the ROLL UP or ROLL DOWN keys to scroll the list.Select the PROGRAM VACC. menu.

5) The selected item (PROGRAM VACC) appears.

6) Press ENTER to gain access to the PROGRAM VACC. function.

7) The current stored minimum and maximum accelerator voltages appear 8) Press ENTER. 9) The controller is now ready to record the new minimum and maximum values of the potentiometer signal.

10) Depress footswitch in cab and keep pressed.

11) Slowly press the accelerator thumb switch in either direction to achieve an optimal MAX voltage of 3.5V. Do not move the accelerator to the end of travel.

12) Press OUT. 13) Press ENTER to confirm if the values are between the optimal values 0.0V and 3.5V (any value less than 1V will not generate alarm) or OUT to cancel. Release accelerator.

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The same procedure must be done on the pump controller using the relative cab lift accelerator, the same values apply (0.0V - 3.5V).

4.1.9 MAIN MENU / PROGRAM VACC After carrying out the PROGRAM VACC on both controllers the truck must be tested in aisle as follows : - From truck stopped, start traction and cab lift simultaneously, both on full accelerator.

- Is there a loss of power on traction or on lift ?

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- NO = PROGRAM VACC has been carried out correctly - YES = Repeat the operation both on traction and pump controllers, decrease the VACC MAX value by 0.1V (value should now be 3.4V). Test the truck again. If the problem persists, repeat the operation, decreasing VACC MAX value by 0.1V on both controllers until optimal performance is obtained.

ATTENTION: We recommend not to decrease the VACC MAX values below 3.0V - Furthermore, the truck test must be carried out with battery completely charged.

4.2 CONFIGURATION TABLES FOR TRACTION CONTROLLER OPTION SETTINGS FOR THE TRACTION CONTROLLERS ARE HIGHLIGHTED AND SHOWN IN BOLD PRINT IN THE TABLE BELOW.

NOTE: YOU MUST SET UP A NEW CONTROLLER BEFORE OPERATING THE TRUCK. REMEMBER TO PERFORM THE COMPLETE PROCEDURE DECSRIBED IN SECTION 4.4 BEFORE ATTEMPTING TO OPERATE A NEW CONTROLLER. 4.3 PROGRAMMING LEVELS CORRESPONDENCE TABLE

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The following table shows, for each level of parameter programming, the corresponding values concerning the parameter quantity.

4.4 SET UP OF A NEW CONTROLLER BEFORE OPERATION It is necessary to use the Hand Set to set up a new controller before operating the machine. With the truck turned off, connect the Hand Set observing proper connector polarity. Turn on the truck. The heading appears on the display. f the Controller has already been configured for the model concerned (REGENERATIVE TR.), go to step 3, otherwise do as follows.

1) Set MODEL for the Controller to REGENERATIVE TR. (Procedure in Section 4.1.1) 2) Set OPTIONS for the Controller to the values shown in Table 8. (Procedure in Section 4.1.2) 3) Set ADJUSTMENTS inlcuding BATTERY TYPE (voltage) to the rated battery voltage and measured battery voltage in your truck.

(Procedure in Section 4.1.3) 4) Perform the accelerator potentiometer minimum and maximum values (PROGRAM VACC) described in Section 4.1.9.

5) Set IMAX (maximum current) according to the model configuration table (Section4.2). (Note: Maximum current for the 48 volt truck should be 600 amps and for the 72/80 volt trucks should be 500 amps for the traction controller. Check the Controller name plate and adjust accordingly. Also refer to the table in Section 4.3) 6) Set all other values shown in the PARAMETER CHANGE part of the table in Section 4.2. Ensure all changes are made according to the table and remember not to change IMAX, since it was already set in Step 5 above.in theCREEP SPEED according to the table in Section 4.2.

7) Use the TESTER functions on the Hand Set to check that all functions are as described in Section 4.1.5 for your truck.

9) Drive the truck and check and adjust the following travel speeds.

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10) Save all traction controller settings before turning off the truck. Turn off the truck. Disconnect the Hand Set. Close and secure compartments.

5.0 TROUBLESHOOTING 5.1 DECODING DIAGNOSTIC LED ALARM CODES FOR TRACTION CONTROLLER The diagnostic LED found on the Controller may be used to give a general indication of what the problem may be with the traction system. Below is a table that shows which possiblle alarms may have occurred in relation to the number of flahses you count on the LED. Us the Hand Set to determine which alarms are causing the problem.

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Refer to section 5.2 for a more detailed description of the alarm messages that appear on the Hand Set. NOTE: ** VMN means Voltage Motor Negative - voltage on Mosfets.

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5.2 DECODING HAND SET ALARMS FOR TRACTION CONTROLLER 1) BRAKE CON CLOSED. (only for Controllers set up with regenerative braking) This test is performed both with the truck moving and with regenerative braking.

If, when the driving contactor closes, VMN is > 2/3VBATT, then this alarm is reported.

Possible causes: a) The regen braking contactor, which is usually open, is stuck closed. Open the contactor and clean it. If it is damaged, replace the contactor or the contacts. b) The regen braking contactor is always energized (ON) because of a defect in the logic board or because the regen braking contactor negative wire is shorted.

To check if the fault comes from one of these sources, select the speed and turn the accelerator without pressing the foot switch. If the regen braking contactor start is synchronous with the accelerator control, do as follows: disconnect the wire from the regen braking contactor negative connector, and perform the test above again. If the contactor is stays open, replace the logic board. If the contactor continues to follow the accelerator command, check that the regen contactor negative wire is not shorted with some metal part.

2) DIR. CONT. OPEN This test is performed in case of travel request. The driving contactor is closed by checking that the VMN signal is present. a) To search for the cause of the fault follow the diagnostic procedure described below.

A1) There is a poor contact on the NO (Normally Open) contact of the forward contactor or on the NC (Normally Closed) contacts on the reverse contactor because of contamination. Clean the contacts. If necessary, remove with contamination with a very light abrasive action.

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It may be necessary to replace the two contactors.

A2) There is a poor contact on the normally open contact of reverse contactor or on the normally closed contact of the foward contactor, because of contamination. Clean the contacts. If necessary, remove with contamination

with light abrasive action. It may be necessary to replace the two contactors.

A3) The most probable cause is that the normally closed contacts on the regen braking contactor have poor contact towards the negative pole of the battery because of contamination or because the contact does not close completely owing to a mechanical fault.

It may be necessary to replace the contactor.

Other causes: The motor connection may have been broken for one of the following reasons: - Brushes raised from commutator (fig. 1) - Brush wire burned out (fig. 2) - Lack of negative wire to the regen braking contactor (fig. 3) - Open in motor winding or connection to the motor itself

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B1) The forward contactor is powered at the correct voltage, but does not close. Possible causes: 1 The contactor coil is open: Check its resistance using a ohmmeter.

2 The contact does not move because it is mechanically jammed.

3 The rated voltage of the contactor coil is higher than the battery voltage.

B2) The reverse contactor is powered at the correct voltage but does not close. The possible causes are the same as for the foward contactor described in paragraph B1 above.

B3) The forward and back contactors are powered at the correct correctly but they do not close. The possible causes are the same as for the foward contactor described in paragraph B1 above.

C1) Power does not reach the foward contacts. Check wiring to the foward contactor positive and negative connections.

C2) Power does not reach the reverse contacts. Check wiring to the reverse contactor positive and negative connections.

C3) Power does not reach the foward and reverse contacts. Check wiring to the foward and reverse contactor positive and negative connections.

NOTE: It may be necessary to replace the Controller for problems not corrected in paragraphs C1, C2, or C3.

3) BRAKE CONT. OPEN. (only for Controller set up for regenerative braking) This test is performed during the travel start after closing the direction contactor and the regen braking contactor. If VMN does not go from < 1/3 to > 2/3 +VB the alarm occurs. Use the diagnostic table below to aid in troubleshooting.

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A4) There is poor contact on the Normally Open contacts of the Regen Braking Contactor. Clean or replace the contacts.

A5) Lack of the positive wire on the Regen Braking contactor.

B4) Replace the contactor coil or the whole contactor.

B5) Mechanically jammed contactor. Free it or replace it.

B6) Contactor with a rated coil working voltage higher than the battery voltage.

C4) Power does not reach the coil. Check wiring and connections from the coil to positive and negative Regen Braking connectors. It can be caused by a fault of the logic card. Replace it if there are no faults in the wiring.

4) DIR. CON. CLOSED Forward or Reverse Direction contactor stuck closed.

This test is performed when putting the truck in neutral or while braking. In these cases the direction contactor is supposed to open.

Possible causes: a) Forward or Reverse contactor stuck closed or slow to open. b) Broken logic card.

5) VMN LOW. This test is performed with the truck stopped and with the truck moving at up to 80% of PWM. If the VMN voltage is lower than 1/3 of the battery voltage this alarm is caused.

To search for the fault cause follow the instructions given in the table below.

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B7) If the Forward or Reverse contactor is always energized, check: 1) that the wires connected to the negative side of the coils on the contactors are not shorted accidentally with a metal part onnected to the nagative pole of the battery.

2) if the Controller is faulty, disconnect the contactor positive wire from the Controller connector. If the contactor coil is no longer energized, replace the Controller.

B8) A direction contactor is stuck closed in the working position. Free up the contactor. It may be necessary to replace the contactor.

D1) Incorrect connection of the motor wires. Stators and rotors are crossed.

D2) There is a short circuit in the motor between the stator and the armature windings or some electric parts inside the motor.

D3) Ensure there are no metal pieces in the electrical panel causing a short circuit towards the between the negative battery pole and the points connected to -SH and +SH. C5) It is very likely that the fault is inside the Controller. Replace it.

E1) If there is a bypass or field weakening contactor, check that it is not closed or that it is not too slow to open.

To check this, disconnect the bypass or field weakening contactor and check if the fault disappears. Replace the contactor if this corrects the fault.

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6) VMN HIGH. This test is performed with the truck at rest.

If the VMN voltage is higher than 2/3 VBATT, this alarm is caused. Possible causes: a) Closed contactor. (only standard traction configuration) b) Short circuit between +BATT and VMN. Check that there are no metal parts causing a short circuit on the panel. c) Broken Controller. Braking diodes probably broken, replace the Controller.

7) NO FULL COND. This test is performed at full conduction.

If in this condition it is found that VMN is higher than 1/3 VBATT, this means that something is not working in the diagnostic circuit. The truck is automatically stopped. If the fault continues, replace the logic card.

8) TH. PROTECTION It indicates that the Controller temperature has exceeded 80°C. The maximum current is gradually reduced to a value of zero at a temperature of 85°C. a) If the alarm occurs immediately when the truck is turned on and the Controller is cold, it is very likely that the heat detection circuit on the power or on the Controller is broken. In this case replace the Controller. b) If the alarm occurs frequently just a short time after the truck has been switched on, it is probably due to little cooling. Check that the securing nuts are bolted tightly and that the Controller is correctly installed.

9) BATTERY The battery is discharged.

The alarm occurs only if the "battery check" option has been selected by a serial (default) Hand Set. When it appears, the maximum current is limited to 50%.

10) INCORRECT START Wrong start sequence.

The truck starts only if the sequence: Turn key on first, followed by accelerator demand is followed.

Possible causes: a) Direction switch closed. b) Wrong sequence followed by the operator, accelerator switch turned when the key is turned on. c) Wrong wiring. If the fault is not detected externally, it is necessary to replace the logic card.

11) FORW - BACK This test is always performed. The alarm occurs when forward and reverse travel requests are made at the same time.

Possible causes: a) Faulty wiring. b) Forward or Revese switch is closed. c) If no external faults are detected, it is necessary to replace the Controller logic card.

12) VACC NOT OK This test is performed with the accelerator released.

The alarm indicates that the accelerator voltage is 1volt higher than the minimum stored value. Possible causes: a) The potentiometer negative or positive wire is broken (the pin floats high with a broken wire) or the potentiometer negative pole has not been connected to the pin C2 of the Controller. In this case the alarm occurs because the logic card does not detect the load on pin C2. b) The accelerator potentiometer is badly calibrated. Recalibrate using the Hand Set. c) The accelerator potentiometer is faulty (open).

13) HIGH CURRENT This test is performed with the truck at rest. Check for the absence of current.

If this does not happen the alarm occurs and the truck will not move.

Possible causes: a) The current sensor is broken or the logic card is broken. Replace at first the logic card. If the fault does not disappear, replace the entire Controller.

14) I=0 EVER This test is performed with accelerator demand.

During travel the current is higher than a minimum value. If this does not happen, the alarm occurs and the truck stops.

Possible causes: a) The current sensor is broken. Replace the Controller. b) Wrong connection of the power wires to bars -SH and +SH. 15) EEPROM PAR. KO

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Fault in the memory area containing the setting parameter data.

The alarm stops the truck.

If the fault persists after turning the key off and back on again, replace the Controller logic card.

If the alarm disappears, previously stored parameters have been cleared and replaced with default values. You must reset the parameters.

16) EEPROM CONF. KO Fault in the memory area containing the Controller special configuration data. If the fault persists after turning the key off and back on again, replace the logic card.

If the fault disappears the Controller configuration has been replaced with default values (regeneration version, etc...)., so it will be necessary to reprogram it. Use the Hand Set and follow the instructions for Initializing a new Controller.

17) EEPROM DATA KO The data relating to the hour meter memory area are incorrect. The alarm does not stop the truck. If the alarm disappears when the truck is turned off and back on again, the hour meter data have been set to zero.

18) EEPROM OFF LINE Fault in the nonvolatile memory containing the hour meter data, stored alarms and programming parameters.

If the fault persists after turning off and back on again, replace the logic card.

19) CHOP NO CONF. This alarm is similar to No.16, but in this case, though the data are incorrect, they do not correspond to a hardware configuration recognized by the Controller.

If the fault persists after turning the key off and back on again, replace the logic card.

If the fault disappears chopper configuration has been replaced with default values (regeneration version, etc...)., so it will be necessary to reprogram it. Use the Hand Set and follow the instructions for Initializing a new Controller.

20) WATCH - DOG This test is performed both at all times when the power is turned on to the Controller.

It is a self-diagnostic function inside the logic card. It may be reset by turning off the key.

If the alarm persists, replace the logic card.

21) COIL SHORTED On the contactor negative drivers there is an a short circuit to the battery positive pole. Possible causes: a) The contactor coils are shorted or they absorb more than 6 amps. b) Short circuit with +BATT of the wiring coming out of the contactor connectors. The alarm indicates that there has been an overload but not a failure of one of the Controller components. After removing the external cause restart the truck.

22) DRIVER SHORTED This test is performed with the truck stopped. It consists in checking that the driving voltage of the drivers controlling the contactors have the expected voltage.

Possible causes: a) Fault in the logic card . b) The drivers are broken, because of an overvoltage in the contactor negative wiring of the contactor negative poles. Replace Controller.

6.0 PUMP MOTOR CONTROLLER - DESCRIPTION The pump motor controller is the same model used for the traction control, but on some trucks has a different current rating. The pump motor controller is programmed and connected differently from the traction controller, but the controller itself is identical (except for maximum current ratings where they apply). It is simply necessary to program the Controller using the Hand Set. Use the "SET MODEL" parameter of "CONFIG.MENU" in "STANDARD PUMP".

At this point all the inputs and outputs are arranged to send and receive signals which control the pump motors. The characteristics of "STANDARD PUMP" configuration are described in more detail below.

6.1 CONTROLLER FUNCTIONAL FEATURES

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NOTE: THE PUMP MOTOR CONTROLLER IS ALWAYS PROGRAMMED IN "STANDARD PUMP" CONFIGURATION. If unit is equipped with synchronised CAB and FORK lowering (all trucks produced after June '99), the H2 pump controller is used to control the forks lowering proportional solenoid valve (s7). On these trucks, in order to obtain simultaneous CAB and FORKS lowering, it is necessary first to operate CAB lowering then fork lowering with the specific command. For trucks before the date indicated above, this combined function is not possible.

6.2 PUMP MOTOR CONTROLLER CIRCUIT - Input for speed control by potentiometer - 4 speeds with separately adjustable compensation - Main contactor handling - Weakening or bypass contactor handling - Proportional solenoid valve handling for descent (Used on trucks fitted with synchronised CAB and FORK lowering).

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+++ INPUT TO OPERATE THE LOWERING FORKS PROPORTIONAL VALVE S7 (ONLY FOR TRUCKS WITH THIS FUNCTION) 6.3 PUMP MOTOR CONTROLLER CONNECTORS

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**NOTE: +VBATT is intended as battery voltage. It can be 48V, 72V, 80V depending on the model.

POWER CONNECTORS

NOTE: All measurements refer to the battery negative pole with key on.

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http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y3_Elett/c3g.htm 6.4 CONNECTOR INPUT DESCRIPTIONS (EXCEPT E)

CONNECTOR A - Made up of 2 PINS, this connector is devoted to the TEST LED for decoding any active alarm, according to the number of times it flashes (See Table 14).

CONNECTOR B - Made up of 8 pins. Pins 1 - 4 are used for transmitting and receiving data with the Hand Set. Pins 5 and 6 are for Hand Set power supply. Pins 7 and 8 are not used. (See Table 14) CONNECTOR C - Made up of 3 PINS, this connector is devoted to the potentiometer connection. (See Table 14) CONNECTOR D - Made up of 2 PINS, through this connector the logic card (PIN 1) is fed. This is also the connector that feeds the auxiliary circuits. (See Table 14) CONNECTOR F - Made up of 6 PINS + 1 free, this connector controls the different pump motor contactors. (See Table 15) 6.5 CONNECTOR “E” INPUT DESCRIPTION Pin - Function - Description E1 - 4TH S. Speed enabling input No 4. (NOT USED).

E2 - 3RD S. ROTATE FORKS enable input. This pump motor speed limit is activated when the battery positive pole is on the input. The pump motor maximum speed is reduced to according to the parameter value set with the programming console in "PARAMETER CHANGE" menu. The left thumb switch input provides continuous speed control through its full range.

E3 - 2ND S. TRAVERSE FORKS enable input. This pump motor speed limit is activated when the battery positive pole is on the input.

The pump motor maximum speed is reduced to according to the parameter value set with the programming console in "PARAMETER CHANGE" menu. The left thumb switch input provides continuous speed control through its full range.

E4 - HYD. S. (NOT USED) Hydrostatic pump motor enabling input.

E5 - 1ST S. EMERGENCY FORK TRAVERSE CONTROL enable input. This pump motor speed limit is activated when the battery positive pole is on the input. The pump motor maximum speed is reduced to according to the parameter value set with the programming console in "PARAMETER CHANGE" menu. The left thumb switch input provides continuous speed control through its full range.

E6 - DOWN Input to operate the lowering forks proportional valve, only on trucks with this function fitted (trucks produced after June '99).

E7 - UP LIFTING enable input. This pump motor speed limit is activated when the battery positive pole is on the input. The pump motor maximum speed is set according to the parameter IMAX set with the programming console in "PARAMETER CHANGE" menu. The left thumb switch input provides continuous speed control through its full range.

E8 - (NOT USED) E9 - (NOT USED) 6.6.A CONSOLE FUNCTION CHART - PUMP MOTOR CONTROLLER

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6.6 HAND SET PROGRAMMING OF THE PUMP MOTOR CONTROLLER The Controller programming is always carried out using the Hand Set described in Section 3. Please, refer to Section 3 for more information on the Hand Set and its use, including procedures, access to various menus, and setting performance parameters.

The following paragraphs provide a complete description of the parameters relating to "STANDARD PUMP" configuration.

6.6.1 CONFIGURATION MENU To work correctly the Controller must know the type of auxiliary power connections chosen and the battery voltage used. The Controller is provided with this information by software, through the hand set.

The Controller configuration is obtained by setting the data contained in the CONFIG. MENU submenus:

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Below you will find a description of programming the CONFIG. MENU. 6.6.2 CONFIG. MENU / SET MODEL The setting of this submenu makes it possible to arrange the Controller to work according to the type of connection made on the electric system.

The Controller can be configured in four different ways: REGENERATIVE TR.: uses the Chopper as traction control, with automatic braking when the accelerator is released and with energy regeneration; STANDARD TRACT.: uses the Chopper as traction control, without braking when the accelerator is released and without energy regeneration; STANDARD PUMP : uses the Chopper as pump motor control, with possibility of programming 5 speeds; PUMP+HYDRO: uses the Chopper as pump motor control, with possibility of programming 4 speeds with control of a power steering control contactor.

All turret trucks are configured as STANDARD PUMP. 6.6.3 CONFIG. MENU / SET OPTIONS The setting of this submenu makes it possible to arrange the Chopper for working according to the type of connection made on the auxiliary control connectors.

You will find below the different ways of programming the options through the SET OPTIONS submenu which can be reached through the hand analyser.

BYPASS CONTACTOR (G3) BYPASS = Pin No.3 of the connector G controls the bypass contactor, by supplying the corresponding coil with the negative polarity when the current on the motor reaches 80% of Imax, with a connection delay of 800 msec. The contactor is disconnected when the current goes under 90% of Imax.

WEAKENING = Pin No. 3 of the connector G controls the field weakening contactor, by supplying the corresponding coil with the negative polarity when the current on the motor reaches 50% of Imax, with a connection delay of 800 msec. The disconnection current can be programmed from 10% to 100% of Imax, by setting the parameter WEAK DROP OUT. The BYPASS CONTACTOR will be programmed as WEAKENING even if output G3 is not used.

BATTERY CHECK OFF = Discharged battery alarm off.

ON = Enables the control reading the battery voltage at rest. When the residual charge is inferior of 10% to the total charge, the maximum current that can be given to the traction motor is halved and the diode L.E.D. connected to the connector A indicates the alarm by flashing continuously.

HOUR COUNTER RUNNING = Hour meter, indicating the Chopper working hours, active only when the truck is working.

KEYON = Hour meter, indicating the Chopper working hours, active when the key contact is connected.

AUX FUNCTION CURRENT GAIN = The Chopper must be programmed in this way when it is under the STANDARD TR. configuration, that is without the automatic braking when the accelerator is released. Input G7 is not connected.

MAIN CONTACTOR = Input G7 controls the negative polarity on the coil of a main contactor for the general power supply.

The Table in Section 6.7 shows the progamming parameters of the SET OPTIONS menu for pump controller.

6.6.5 CONFIG. MENU / ADJUSTMENT The ADJUSTMENTS submenu programming is required to set up the Controller for the voltage of the battery the truck is equipped with.

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SET BATTERY TYPE: The Controller supply voltage must be given. You can choose among the following values: 12V, 24V, 36V, 48V, 72V, 80V, 96V, 60V, 40V, 120V. ADJUST. BATTERY: In this parameter the real value of the battery voltage with a fully charged battery must be set. This value will be used by the Controller as the reference value to test continually the battery voltage level.

6.6.6 MAIN MENU / PARAMET. CHANGE Some functional features of the truck, such as maximum attachment speed and accleration rate can be modified to meet different requirements by changing the parameter values in the PARAMETER CHANGE menu using the Hand Set. For each parameter there are 10 calibration levels.

After modifying each parameter, you can check immediately, without quitting the programming menu, the effect the modification has on the truck working.

At the end of programming, which must be carried out according to the instructions given below, disconnect the Controller power by turning the key switch OFF so that the new parameters are stored in the Controller memory.

PARAMETER DESCRIPTION ACCELER DELAY: Acceleration time, i.e. the minimum time during which the motor pump voltage changes from 0V to the maximum value.

EV. ACCELER DELAY: Acceleration time relative to forks lowering (proportional solenoid valve s7). Only on trucks with sync. Cab and Forks lowering function fitted (produced after June '99).

DECELER DELAY: Deceleration time, i.e. to annul the voltage on the motor pump upon release.

EV.DECELER DELAY: Deceleration time relative to forks lowering (proportional solenoid valve s7). Only on trucks with sync. Cab and Forks lowering function fitted (produced after June '99).

AUXILIARY TIME: Not used in the standard pump configuration.

IMAX: Defines the maximum chopper current. All current adjustments are expressed as a percentage of this value. The adjustment range is from 50% (level 0) to 100% (level 9).

HYD SPEED FINE: Not used (Fine hydrostatic steering pump motor speed (a value from 0 to 10% Vbatt is added to the coarse speed value) HYDRO COMPENS: Not used (Compensation in current for hydrostatic steering pump motor request) CREEP SPEED: Defines the minimum value of voltage applied to the pump motor(s) with running request active. Allows a more immediate response at start up.

WEAK DROPOUT: Threshold of current for opening the weakening contactor (if programmed as such and not as bypass, in which case the output threshold is fixed and not programmable).

HYDRO TIME: Not used (Hydrostatic steering pump motor drive delay time. If set at 0, there is no delay.)

1ST SPEED COARSE: Speed no. 1, coarse adjustment of maximum speed for emergency fork traverse.

1ST SPEED FINE: Speed no. 1, fine adjustment of maximum speed for emergency fork traverse.

1ST SPEED COMP.: Compensation speed no.1.

2ND SPEED COARSE: Speed no. 2, coarse adjustment of maximum speed for fork traverse.

2ND SPEED FINE: Speed no. 2, fine adjustment of maximum speed for fork traverse.

2ND SPEED COMP.: Compensation speed no.2.

3RD SPEED COARSE: Speed no. 3, coarse adjustment of maximum speed for fork rotate.

3RD SPEED FINE: Speed no. 3, fine adjustment of maximum speed for fork rotate.

3RD SPEED COMP.: Compensation speed no.3.

4TH SPEED COARSE: Not used (Speed no. 4, coarse adjustment.)

4TH SPEED FINE: Not used (Speed no. 4, fine adjustment.)

4TH SPEED COMP.: Not used (Compensation speed no.4.)

MIN. VALVE VOLT.: Minimum voltage applied on the forks lowering proportional solenoid valve.

MAX. VALVE VOLT.: Maximum voltage applied on the forks lowering proportional solenoid valve.)

6.7 CONFIGURATION TABLE - PUMP MOTOR CONTROLLER SETTINGS ARE IN BOLD PRINT AND SHADED.

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6.8 PARAMETER VALUE VERSUS PROGRAMMED LEVEL TABLE The following table shows, for each level of parameter programming, the resulting controller values.

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6.9 MAIN MENU / TESTER The TESTER function allows real time monitoring of the operation of the controller and pump motor consent sensors, instantaneous current and voltage on the pump motor(s), and other important information given in the table below, which can be useful in troubleshooting.

Below are the functions that can be displayed using the TESTER menu on the pump motor controller.

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6.10 MAIN MENU / SAVE PARAMETER The SAVE PARAM. function makes it possible to load the Controller configuration parameters and data into the Hand Set memory. Up to 30 different programs can be loaded.

The data saved in the Hand Set memory can be loaded on another Controller using the RESTORE PARAM. The following data can be loaded using the SAVE PARAM. function: - all parameter values (PARAMETER CHANGE); - option settings (SET OPTIONS); - model settings (SET MODEL).

It is suggested that the service technician stores on his own Hand Set the programs for the truck models present in his area. In this way, in case a Controller has to be replaced, the new one, after being installed, could be set up using the same data as the old one, by means of the RESTORE PARAM.function.

The new Controller contains a standard program loaded by the supplier, however, to ensure the desired truck performance in each application, the Controller must be loaded with its own program (set of parameters).

WARNING: The RESTORE PARAM. opertion rewrites all the Controller parameters, so after this operation all the old data contained in the Controler is overwritten. (See Section 4.1.6 for more information.)

6.11 MAIN MENU / RESTORE PARAM. The RESTORE PARAM. function allows to transfer the programs of each model stored in the Controller memory using the SAVE PARAM. function. This makes it possible to load on the Controller all data concerning the truck model with a single operation.

The following data are loaded into the Controller using the RESTORE PARAM. function: - all parameter values (PARAMETER CHANGE); - option setting (SET OPTIONS); - model setting (SET MODEL); WARNING: the RESTORE PARAM. operation rewrites all the Controller data, so after this operation all the old data contained in the Controller are deleted. (See Section 4.1.7 for more information.)

6.12 MAIN MENU / ALARM While working the Controller stores the last five alarm codes that have occurred, the number of times the alarm occurred.

These alarms can be displayed using the Hand Set by entering the ALARMS submenu contained in the MAIN MENU. This function allows more detailed diagnostics on the electric system, by supplying information on the Controller operating history.

WARNING: If there is no Hand Set, it is possible to know which alarm has occured, by counting the number of times the LED on the Controller connector A flashes. (To decode flashing LED alarms, see Section 6.14).

6.13 MAIN MENU / PROGRAM VACC Through this function, the Controller acquires the minimum and maximum values of the accelerator signal, considering them as the two ends for adjusting the speed. This allows to make up for errors in mechanical adjustment of the accelerator potentiometer.

How to enter the PROGRAM VACC menu through the Hand Set: 1) Heading

2) Press ENTER to enter the main menu.

3) The first item of the list appears.

4) Use the ROLL UP or ROLL DOWN keys to scroll the list.Select the PROGRAM VACC. menu.

5) The selected item (PROGRAM VACC) appears.

6) Press ENTER to gain access to the PROGRAM VACC. function.

7) The current stored minimum and maximum accelerator voltages appear 8) Press ENTER. 9) The controller is now ready to record the new minimum and maximum values of the potentiometer signal.

10) Depress footswitch in cab and keep pressed.

11) Slowly press the left side cab lift accelerator thumb switch in either direction to achieve an optimal MAX voltage of 3.5V. Do not

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move the accelerator to the end of travel.

12) Press OUT. 13) Press ENTER to confirm if the values are between the optimal values 0.0V and 3.5V (any value less than 1V will not generate alarm) or OUT to cancel. Release accelerator.

The same procedure must be done on the traction controller using the relative traction accelerator, the same values apply (0.0V - 3.5V).

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6.14 TROUBLESHOOTING 6.14.1 DECODING DIAGNOSTIC LED ALARM CODES FOR PUMP CONTROLLER The diagnostic LED found on the Controller may be used to give a general indication of what the problem may be with the hydraulic system. Below is a table that shows which possiblle alarms may have occurred in relation to the number of flahses you count on the LED. Us the Hand Set to determine which alarms are causing the problem.

6.14.2 DECODING HAND SET ALARMS FOR PUMP MOTOR CONTROLLER 1) STAND BY VMN LOW The test is carried out with the pump motor off. If the VMN voltage is lower than 1/3 of the battery voltage, this alarm is signalled.

Possible causes: a) Check the motor wiring to make sure it is correct, check C2 contactor tips. b) Controller is broken. Replace it.

2) NO FULL COND. The test is carried out at maximum pump motor speed.

If, in this condition, the VMN is found to be greater than 1/3 +VB, the diagnostic circuit is faulty. Therefore, the pump motor operations is stopped. If the problem persists, replace the logic card.

3) TH.PROTECTION It indicates that the Controller temperature has exceeded 80°C. The maximum current is gradually reduced to a value of zero at a temperature of 85°C. a) If the alarm occurs immediately when the truck is turned on and the Controller is cold, it is very likely that the heat detection circuit http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y3_Elett/c3g.htm (9 of 12)17.02.2012 10:59:39

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on the power or on the Controller is broken. In this case replace the Controller. b) If the alarm occurs frequently just a short time after the truck has been switched on, it is probably due to little cooling. Check that the securing nuts are bolted tightly and that the Controller is correctly installed.

4) BATTERY The battery charge is low.

The alarm is signalled only if the BATTERY CHECK option has been selected (usually BATTERY CHECK is OFF).

All functions, except hydrostatic steering pump motor (which is not used), are inhibited.

5 ) INCORRECT START A running request is present on key startup.

Possible causes: a) Operator turns on key switch with pump controller switch (left thumb switch) actuated. Release switch and try again. b) Request switch stuck.

6) I HIGH AT STAND Test carried out with pump motor(s) not running. Checks that current is 0.

If this is not verified, this alarm is displayed. This alarm shuts down the pump motor(s). Possible causes: a) Current sensor broken and logic failure.

First replace the logic card, and if the problem persists, replace the Controller.

7) I=0 EVER Test carried out with pump motor(s) running.

Checks that the current during running is greater than a minimum value. If it is not, this alarm is displayed and the pump motor(s) are shut down. Possible causes: a) The current sensor is faulty. Replace the Controller. b) Power cables interupted or loose connections. c) One or more brushes do not touchthe collector. Remove brushes , clean brush holders and brushes and reassemble, check for correct contact.

8) EEPROM PAR.KO Fault in the memory area containing the setting parameter data.

The alarm stops the truck.

If the fault persists after turning the key off and back on again, replace the Controller logic card.

If the alarm disappears, previously stored parameters have been cleared and replaced with default values. You must reset the parameters.

9) EEPROM CONF.KO Fault in the memory area containing the Controller special configuration data. If the fault persists after turning the key off and back on again, replace the logic card.

If the fault disappears, the Controller configuration has been replaced with default values (regeneration version, etc...)., so it will be necessary to reprogram it. Use the Hand Set and follow the instructions for Initializing a new Controller.

10) EEPROM DATA KO The data relating to the hour meter memory area are incorrect. The alarm does not stop the truck. If the alarm disappears when the truck is turned off and back on again, the hour meter data have been set to zero.

11) EEPROM OFF LINE Fault in the nonvolatile memory containing the hour meter data, stored alarms and programming parameters.

If the fault persists after turning off and back on again, replace the logic card.

12) CHOP. NO CONF. This alarm is similar to No.9, but in this case, though the data are incorrect, they do not correspond to a hardware configuration recognized by the Controller.

If the fault persists after turning the key off and back on again, replace the logic card.

If the fault disappears chopper configuration has been replaced with default values (regeneration version, etc...)., so it will be necessary to reprogram it. Use the Hand Set and follow the instructions for Initializing a new Controller 13) WATCHDOG This test is performed both at all times when the power is turned on to the Controller.

It is a self-diagnostic function inside the logic card. It may be reset by turning off the key.

If the alarm persists, replace the logic card.

14) COIL SHORTED On the contactor negative drivers there is a short circuit to the battery positive pole. Possible causes: a) The contactor coils are shorted or they absorb more than 6 amps. b) Short circuit with +BATT of the wiring coming out of the contactor connectors. The alarm indicates that there has been an overload but not a failure of one of the Controller components. After removing the external cause restart the truck.

15) DRIVER SHORTED This test is performed with the truck stopped. It consists in checking that the driving voltage of the drivers controlling the contactors

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have the expected voltage.

Possible causes: a) Fault in the logic card . b) The drivers are broken, because of an overvoltage in the contactor negative wiring of the contactor negative poles. Replace Controller.

7.0 CONFIGURATION TABLES - EPS ELECTRIC POWER STEERING CONTROLLER SETTINGS ARE IN BOLD PRINT AND SHADED. 7.1 EPS CONFIGURATION WITH SMART STEER (POT) STEERING

7.2 EPS CONFIGURATION WITH TACHO GENERATOR STEERING

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TRUCK FUNCTIONS & PLC CIRCUITS 1.0 STANDARD INTERLOCK FUNCTIONS Truck functions are activated using the switches on the control console. The right thumb switch is used for the traction speed and direction and the left thumb switch is used for speed and direction control of the hydraulic function selected by using one of the function switches.

Interlocks have been built into the system so that truck movement will only be performed if the required inputs are detected by the PLC. No truck functions are enabled if the side gates in the cab are raised. If the truck is moving and the side gates are raised, the truck will stop immediately.

The interlocks required differ depending on whether the truck is in or out of an aisle. The section below lists the interlocks that must be active to enable different truck functions and the corresponding speeds.

MOVEMENT OUTSIDE THE AISLE Permitted speed Speed allowed when moving outside an aisle: fast 9 km/h (6.0 mph) first slow speed Not used outside the aisle second, slow speed 2,5 km/h (1.5 mph) Conditions: List of the conditions that must be satisfied for each model to obtain the corresponding speed.

For each function you will find the name of the relative actuator as shown on the schematic.

Function Movement called for by operator selection.

Conditions: List of conditions required to enable movement. .

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MOVEMENTS IN AISLE In Aisle Interlocks are activated either by two photoswitches (b11 & b12) on the sides of the truck that detect the guide rail or by the truck acquiring the guide wire.

Speed permitted Speed permitted during movement outside an aisle in particular: full speed 9 km/h (6.0 mph) first slow speed 5 km/h (3.1 mph) second slow speed 2,5 km/h (1.2 mph) Conditions List of conditions to be satisfied for each model to obtain the required speed.

Function Movement commanded with the controls on the operator console.

Safeties List of the conditions to be satisfied to obtain the required movement

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2.0 ENABLE FUNCTION MANAGEMENT 2.1 DESCRIPTION OF THE SYSTEM THAT RUNS THE ENABLES PLC (PROGRAMMABLE LOGIC CONTROLLER) The system that runs the enables includes sensors and switches installed in the truck. They collect information and transmit it as input signals on the PLC (Programmable Logic Controller).

The PLC processes the input signals using a User Program installed for this purpose. The PLC then generates output signals through a relay interface board that control the actuators (pumps, valves, etc.).

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The PLC has 16 digital inputs (I0.0 - I0.15), 16 digital outputs (Q0.0 - Q0.15), 4 analogue inputs (IA0.0 - IA0.3) and 1 analogue output (QA0.0).

The PLC can function only when an input/output management program has been loaded onto it. The program is compiled by the truck producer, only the truck producer is authorized (or can authorize) to carry out modifications to the program. As the PLC is a safety device, an error could lead to serious risk of dangerous operation of the truck. There is the possibility to memorize the program on a special tool and then transfer the copy to an 'empty' PLC, this procedure is described further on in this section.

- Digital Inputs (ON = +24Vdc) : connected to and actuated by microswitches / sensors that detect the conditions and functions of the truck.

- Digital Outputs (ON = +24Vdc) : consent for the outputs depends on two factors: 1) The digital inputs in use.

2) The I/O management program that has been loaded onto the PLC by the truck producer.

It is the program that decides which output to use depending on the inputs received.

Management of the inputs and outputs in the 'standard' program is shown in the tables in paragraphs 5.0 - 5.1.A - 5.1.B of this section.

The outputs can manage a maximum load of 500mA. For this reason, to avoid dangerous overloads that could damge the system, the outputs are not connected directly to the user components, each one operates a relay contained on the interface board.

The interface board, described later in this section, contains 20 relays that interface the PLC outputs with with their actuators (controllers, electro-valves etc.). On the same board there is the proportional valve command amplification circuit and trimmers TM1, TM2 and TM3 that are used to adjust performance of the cab and aux. mast lowering functions (see details later in this section).

The PLC has the possibility to manage 4 analogue inputs and 1 analogue output. Use of these I/O depends if the truck has SYNCHRONIZED CAB + FORK LOWERING fitted or not : The inputs / outputs will be described in detail in the following pages.

In the following pages you will find the characteristics of the components mentioned so far.

2.2 GENERAL CHARACTERISTICS

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The PS 3-DC-EE is a compact mini PLC. Its main features and how it operates are described in the pages below.

The central unit contains the control unit which runs the operations that the PLC executes.

The PLC has three types of memory: á System program memory in an EEPROM (protected against interference by the User Program). It contains, among other, PLC initialization, base time pulses, data transmission procedures and all system modules. á User program memory and RAM data memory buffered by two 1.5V batteries (to be changed every two years). Its capacity is 3.6 kByte. The data memory also contains the markers (memory locations) used to store the intermediate results in the PS 3 during signal processing. The PS 3 has 36 M words which can be retrieved as bytes or bits. http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y4_Plc/c4a.htm (5 of 11)17.02.2012 11:00:24

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N.B. If the batteries go dead, user has to turn key switch off and on twice before truck will run.

TECHNICAL SPECIFICATIONS AND PERFORMANCE PARAMETERS The PLC PS 3-DC-EE has the following features: 16 digital inputs 24V DC 4 analog inputs 0 - 10 V 16 digital outputs 24V DC 1 analog output 0 - 10 V DC 1 fast input 10 kHz power supply 24 V DC data transmission rate 187.5 kBit/s SUCONET interface Once the power has been switched on, the PS 3 does a complete Self-test. The PLC will only start if no system error was detected.

If an error is detected, regardless of its potential effects, it is signalled to the User Program by means of a signal marker and, if required, the PLC is brought to safe status.

The Self-test checks the following: 1. User program syntax 2. Data transmission 3. Expansion board status 4. Restart status The PLC is started for the first time, the "RUN" led will flash to indicate that the PLC is not running a User Program or that this is unusable.

If there is a fault, the RUN and POWER LEDs will flash at a different rate depending on the fault detected:

REAR VIEW PLC

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3.0 PROGRAMMING This paragraph describes the procedure to load a new program and delete the old one using the Memory Module.

CAUTION! Since the PLC manages enable and interlock functions, only the factory is authorized to modify the programs installed.

If the need arises, the User should inform manufacturer of the reasons for the proposed changes.

CONNECTING TO THE EE1-PS3 MEMORY MODULE To connect the memory module and the PLC, just plug into the left connector on the PLC front panel. This is the PC or PRG connector.

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PROCEDURE FOR LOADING A NEW PROGRAM LOADING FROM A MEMORY MODULE The program can be transmitted with the PLC in RUN or HALT status.

1) Check to make sure the selector on the side of the memory module is on "0".

2) Connect the memory module to the left connector in the front panel of the PLC. At this point, the green LEDs will both be illuminated.

3) Select PROGR. 1 or PROGR. 2 based on the information supplied. The two LEDs will be out while the program is being checked. If the program is defective, the transfer will not be made, the module is inactive and the two LEDs will flash together. If the program is OK, the transfer is made. During transfer, the "IN" LED is off and the "OUT" LED is lit.

4) At the end of the transmission, both LEDs light at the same time. At this point, any program previously installed in the PLC will have been replaced with the new one.

5) Turn the switch back to "0" and disconnect the plug.

NOTE: be careful not to press the TRANSFER button by accident. If you do, the program in the PLC will be transferred to the memory module and delete any program in the module.

DESCRIPTION OF THE INTERFACE WITH THE ELECTRIC SYSTEM Since PLC outputs are rated 500 mA maximum, a relay interface board is used to operate output functions.

Each PLC output is connected to one of the coils in the 20 relays installed on the board (numbered R1 to R20).

A relay coil will be energized whenever the PLC output goes high (24V). This operates the relay.

The QA 0.0 analog output from the PLC is amplified by the board and commands the proportional electro-hydraulic valve.

There is an 8-pin DIN connector on the left side of the apparatus. This is used to connect the 4 analog inputs and one analog output used for the following functions: Independant Cab / Fork lowering configuration (synchronised cab/fork descent impossible). analog inputs: IA 0.0 trimmer TM1 (interface card) : cab and inner mast descent acceleration regulating ramp IA 0.1 trimmer TM2 (interface card) : cab and inner mast descent deceleration regulating ramp IA 0.2 trimmer TM3 (interface card) : cab and inner mast descent braking regulation ramp (last 300mm travel) IA 0.3 cab and inner mast descent speed control potentiometer analog output: QA 0.0 current amplifier to pilot the proportional electro-solenoid valve cab (s2) or forks (s7) http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y4_Plc/c4a.htm (8 of 11)17.02.2012 11:00:24

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Synchronised Cab / Fork lowering configuration (possibility of synchronised cab/fork descent). analog inputs: IA 0.0 trimmer TM1 (interface card) : cab descent acceleration regulating ramp IA 0.1 trimmer TM2 (interface card) : cab descent deceleration regulating ramp IA 0.2 trimmer TM3 (interface card) : cab descent braking regulation ramp (last 300mm travel) IA 0.3 cab descent speed control potentiometer analog output: QA 0.0 current amplifier to pilot the proportional electro-solenoid valve cab (s2) (Refer to figure on the next page detailing the relay interface).

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NOTE: Refer to the electric schematics for additional information on connections.

There are 3 trimmer potentiometers on the Relay Interface Board with the following functions: TM1 cab and auxiliary mast lowering acceleration rate TM2 cab and auxiliary mast lowering deceleration rate TM3 cab and auxiliary mast stopping rate The procedure for adjusting the three potentiometers is described in the section below.

4.0 ELECTRIC ADJUSTMENT OF THE CAB AND AUXILIARY MAST LOWERING PROPORTIONAL ELECTRO-HYDRAULIC VALVES

The cab lift/lower circuit and the auxiliary mast lift/lower circuit both include a proportional electro-hydraulic valve to control the lowering rate. In this way, the acceleration, deceleration and stopping rates can be adjusted.

Acceleration rate corresponds to solenoid opening. Deceleration and stopping rates corresponds to solenoid closing time.

Adjustment Procedure for trimmer pots TM1, TM2, and TM3 1) Turn trimmer pots TM1, TM2, TM3 - 20 turns counter clockwise (Best method).

2) Turn trimmer pot TM1 - 5.5 turns clock wise 3) Turn trimmer pot TM2 - 3 turns clock wise 4) Turn trimmer pot TM3 - 4 turns clock wise The adjustment above shoul correspond to the following ohm value measured on the PLC --> Interface Card Connector: CABLE PLC --> INTERFACE CARD - To disconnect the connector from the PLC side.

ADJUSTMENT PROCEDURE 1) Turn the key switch in OFF position; 2) Disconnect the above connector from the PLC; 3) Connect the Multimeter, in Ohm range, as following:

NOTE: The adjustments above should be changed very little. However, small adjustments (less than +/- 1/8 turn) may be appropriate depending on higher or lower levels of friction in the mast and rollers.

STANDARD TOOLS REQUIRED

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If the result is not satisfactory, repeat the procedure changing the setting slightly.

Increasing the setting will cause the valve to close more slowly causing slower rate changes. If the setting is decreased, the valve closes more quickly causing faster slow downs and stopping.

N.B. These adjustments have no effect on the AUXILIARY MAST LOWERING VALVE (s7) when synchronised cab / fork lowering is fitted. In this case, s7 is driven directly by the H2 PUMP CONTROLLER (see Electrical System section).

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5.0 PLC DIGITAL INPUT / OUTPUT REFERENCE EU / US VERSIONS

5.1.A PLC TRUTH TABLE AND INTERFACE RELAY BOARD (US VERSION ONLY)

This table shows which PLC inputs MUST be enabled and consequently which must be actuated for each function (column 1).

Key: PLC inputs A list of all the PLC inputs and actuators connected to them.

PLC outputs A list of all the PLC outputs and the relays connected to them.

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This table shows which PLC inputs MUST be enabled and consequently which must be actuated for each function (column 1).

Key: PLC inputs A list of all the PLC inputs and actuators connected to them.

PLC outputs A list of all the PLC outputs and the relays connected to them.

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Remove the PLC following the procedure below: 1) Disconnect the battery from the truck.

2) Disconnect all the PLC wires from their connections.

3) Lift up the clips on the top that retain the PLC on its rail.

4) Remove the PLC from its rail.

Install the PLC by following the procedure above in reverse order. Ensure the PLC is properly retained by the clips on the rail.

7.0 PLC BATTERY FUNCTION AND CHANGING User program memory and RAM are buffered by two 1.5V 'N' size alkaline batteries located in the front panel of the PLC. These batteries should be changed at least every two years. More frequent battery replacement is indicated in freezer and high temperature applications. Follow these steps: 1) Check to make sure the PLC is powered up by checking if the POWER LED is lit (if the battery is changed with the PLC switched off, you run the risk of losing part of the memorized data).

2) Remove the plastic cover on the front panel.

3) Remove the batteries and replace them with new ones with the same rating (1.5V 'N' size alkaline). Observe the indicated battery polarity when installing the new batteries.

4) Replace the cover.

8.0 PROBLEMS WITH PLC PS3 POWER SUPPLY The Table below highlights some situations where the fuse(s) have to be changed to bring the PLC back to operational status.

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8.1 CHANGING THE PLC PS3 FUSES Follow the steps detailed below if the PLC fuse(s) require changing.

Fuse ratings and positions are detailed above.

8.2 PROCEDURE FOR CHANGING FUSES STANDARD TOOLS REQUIRED

CHANGING FUSE F1 (see SECTION A) 1) Check if 24 VDC power to terminal strip is present. If it is, disconnect battery from truck.

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2) SMALL PHILLIPS SCREWDRIVER - remove the 4 screws on the left cover of the housing.

3) Change the F1 fuse and replace everything as described above in reverse order.

CHANGING FUSE F3 (see SECTION B) 1) Check if 24 VDC power to terminal strip is present. If it is, disconnect battery from truck.

2) Tilt the PS3 onto its front.

3) SMALL PHILLIPS SCREWDRIVER - remove the 4 screws on the bottom of the housing.

4) MIDDLE SIZE PHILLIPS SCREWDRIVER - remove the 3 screws retaining the cooling grill.

5) SMALL PHILLIPS SCREWDRIVER - remove the 4 screws on the left cover of the housing.

6) Carefully slip out the aluminium section until fuse F3 is visible.

7) Change fuse F3 and replace everything as described above in reverse order.

CHANGING FUSE F2 AND F4 (see SECTION C) 1) Check if 24 VDC power to terminal strip is present. If it is, disconnect battery from truck.

2) SMALL PHILLIPS SCREWDRIVER - remove the 4 screws on the right cover of the housing.

3) Change the F2 or the F4 fuse and replace everything as described above in reverse order.

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DIAGNOSTIC 1.0 DIAGNOSIS OF PRINCIPLE TRUCK FUNCTIONS The following flowcharts show how to carry out a fault finding diagnosis on the principle truck functions, this section does not substitute the indications given in the Electrical and PLC sections of this manual, it is intended as an integration to assist the field technician in fault finding activities.

1.0 CAB DOES NOT LOWER

2.0 FORKS DO NOT EXTEND LEFT

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3.0 FORKS DO NOT EXTEND RIGHT

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4.0 FORKS DO NOT LOWER

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5.0 FORKS DO NOT RAISE

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6.0 FORKS DO NOT RETRACT FROM LEFT

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7.0 FORKS DO NOT RETRACT FROM RIGHT

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8.0 FORKS DO NOT ROTATE LEFT

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9.0 FORKS DO NOT ROTATE RIGHT

10.0 HIGH TEMPERATURE

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11.0 MINI MAST DOES NOT TRAVERSE LEFT

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12.0 MINI MAST DOES NOT TRAVERSE RIGHT

13.0 SYNC CAB / FORKS DO NOT LOWER

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14.0 SYNC TRAVERSE / ROTATE DOES NOT WORK

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15.0 TRUCK DOES NOT TRAVEL

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AUTOMATIC SLOW DOWN / STOP IN AISLE 1.0 AUTOMATIC SLOW DOWN AND STOP SYSTEM DESCRIPTION There are three different automatic slow down and stop systems used on the VNA range of trucks, these systems can be used either with rail or wire guided trucks: - (US) End of aisle auto-braking, 2 Sensors fitted on truck with 2 magnets set in aisle floor.

- (EU) End of aisle auto-braking (Set / Reset), 4 Sensors fitted on truck with 2 magnets set in aisle floor.

- Slow down / stop (Set / Reset), 6 Sensors fitted on truck with 4 magnets set in aisle floor.

These systems are described in detail in the following paragraphs.

1.1 MAGNET INSTALLATION IN AISLE 1.1.1 MAGNET LAYOUT FOR SYSTEMS WITH 2 MAGNETS IN AISLE

It is VERY IMPORTANT to respect the positions shown for correct functioning of the truck.

1.1.2 MAGNET LAYOUT FOR SYSTEMS WITH 4 MAGNETS IN AISLE

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It is VERY IMPORTANT to respect the positions shown for correct functioning of the truck.

2.0 SYSTEM DESCRIPTIONS 2.1 (US) END OF AISLE AUTO-BRAKING This system forsees 2 magnets set in the aisle floor, the sensors must be positioned as in Fig.A. The distance from the end of aisle to the magnets must be observed in order to stop the truck safely, in case of magnets already present, they must be at least the same distance.

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To detect the magnets, there are 2 sensors fitted on the truck, the distance between the floor and the sensor is very important for correct functioning of the system, if factory supplied magnets are used the distance in Fig.C must be observed, if other magnets are used, tests must be carried out to verify correct functioning before the truck is used.

INDUCTIVE SENSORS WIRING SCHEMATIC FOR TRUCKS WITH 2 SENSORS FITTED

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THE SENSORS ARE ALWAYS NUMBERED WITH YELLOW LABELS 2.2 (EU) END OF AISLE AUTO-BRAKING (SET / RESET) This system forsees 2 magnets set in the aisle floor, the sensors must be positioned as in Fig.A. The distance from the end of aisle to the magnets must be observed in order to stop the truck safely, in case of magnets already present, they must be at least the same distance.

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To detect the magnets, there are 4 sensors fitted on the truck, the distance between the floor and the sensor is very important for correct functioning of the system, if factory supplied magnets are used the distance in Fig.D must be observed, if other magnets are used, tests must be carried out to verify correct functioning before the truck is used.

INDUCTIVE SENSORS WIRING SCHEMATIC FOR TRUCKS WITH 4 SENSORS FITTED

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THE SENSORS ARE ALWAYS NUMBERED WITH YELLOW LABELS 2.3 SLOW DOWN / STOP (SET / RESET) This system forsees 4 magnets set in the aisle floor, the sensors must be positioned as in Fig.B. The distance from the end of aisle to the magnets must be observed in order to stop the truck safely, in case of magnets already present, they must be at least the same distance.

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To detect the magnets, there are 6 sensors fitted on the truck, the distance between the floor and the sensor is very important for correct functioning of the system, if factory supplied magnets are used the distance in Fig.E must be observed, if other magnets are used, tests must be carried out to verify correct functioning before the truck is used.

INDUCTIVE SENSORS WIRING SCHEMATIC FOR TRUCKS WITH 4 SENSORS FITTED

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TRUCKS WITH 6 SENSORS HAVE AN AUXILIARY PLC EXTENTION (NOTE INPUTS I1.1 AND I1.0) THE SENSORS ARE ALWAYS NUMBERED WITH YELLOW LABELS 3.0 SYSTEM FUNCTIONS (WITH STANDARD PLC PROGRAM) 3.1 SYSTEMS WITH 2 MAGNETS IN AISLE: OUT OF AISLE - With correct PLC inputs the truck can travel at full speed ENTER IN AISLE - Rail presence photocell reads (rail guided version) or wire guidance systems finds wire (wire guided version) - truck travels in CUTBACK SP.1 CUTBACK SP.1 TO FIRST MAGNET - Maximum consented speed for truck conditions (PLC inputs) SECOND MAGNET - Auto braking To reset the system after Auto braking, it is necessary to: EU - Remove both hands from hand grips.

US - Release foot pedal.

3.2 SYSTEMS WITH 4 MAGNETS IN AISLE: OUT OF AISLE - With correct PLC inputs the truck can travel at full speed ENTER IN AISLE - Rail presence photocell reads (rail guided version) or wire guidance systems finds wire (wire guided version) - truck travels in CUTBACK SP.1 CUTBACK SP.1 TO FIRST INTERESTED MAGNET - Maximum consented speed for truck conditions (PLC inputs) SECOND MAGNET - Auto braking (PLUGGING / RELEASE) to CUTBACK SP1, the braking intensity is set through CURVE BRAKING. STOP MAGNET - Electromagnetic brake applied.

To reset the system after Auto braking, it is necessary to: EU - Remove both hands from hand grips.

US - Release foot pedal.

4.0 TROUBLESHOOTING PROBLEM: Truck with slow down / stop sensors is delivered to a warehouse where the magnets have not yet been installed (truck will

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travel always in CUTBACK SP1 when in aisle).

SOLUTION: Fit a jumper between wire 4 (+24V) and wire 34 PLC input IO14.

ATTN: This jumper must be removed when magnets have been installed to enable slow down / stop / reset functions (where applicable).

PROBLEM: Set sensor passes over magnet but truck continues to travel slowly.

SOLUTION: Check that sensor functions by observing LED on sensor (red - sensor reads).

If sensor does not read - try to adjust height from floor, if sensor still does not read, change sensor.

If sensor reads - check that LED on PLC input IO14 is enabled LED does not light - check wiring from sensor to PLC. LED lights - check height of sensor from floor, if the sensor is too low or if non original magnets are used, the magnetic field may be too strong and the sensor will double read the magnet - lift sensors.

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HYDRAULIC SYSTEM 1.0 GENERAL DESCRIPTION This section provides a general description of the hydraulic system which will be covered in greater detail in later sections with more information on the individual components.

All truck movements such as cab lifting and lowering, load handling (auxiliary lift and lower, fork traverse, and fork rotation) are done by the hydraulic actuators detailed below.

Cab lift Working hydraulic pressure is supplied by the main and auxiliary hydraulic pumps working together and located inside the rear equipment compartment.

Cab lower A proportional electro-hydraulic valve permits infinitely variable control of lowering speed. Acceleration and deceleration of this function can be modified using the electronic control unit (refer to electric system).

Attachment movement Hydraulic pressure is supplied by the auxiliary hydraulic pump whose operating speed, as required for each function, is electronically controlled.

Hydraulic pressure is switched to the auxiliary mast by an solenoid electro-hydraulic valve. Auxiliary mast lowering is controlled by the same proportional electro-hydraulic valve used for cab lowering eliminating abrupt movement of the forks.

Fork traverse is provided by a hydraulic motor installed on the attachment. This hydraulic motor turns a pinion gear that is engaged in a rack gear fixed to the front of the cab.

Fork rotation is provided by two hydraulic cylinders that operate a roller chain around a rotate shaft sprocket.

All actuators (valves, solenoids, cylinders, etc.) for these movements are located in the “Integrated attachment ass'y".

FLOW CONTROL, HOSE BREAK, AND MANUAL LOWERING VALVES There is a "hose break" valve in the base of each hoist cylinder to maintain pressure in the cylinder and prevent oil loss even if a hose breaks.

There is a lowering control valve in each of the cab and auxiliary mast hydraulic circuits. These valves regulate maximum hydraulic flow and limit maximum lowering speed.

Cab lowering may be manually controlled from the ground by operating the emergency lowering valve located in the "Cab hoist/lower Ass'y".

A more detailed description of these components can be found on page 5.

WARNINGS

Before using the emergency manual lowering valve, the user must ensure sure the operator's limbs are completely inside the cab. Stop lowering immediately if the main lift chain(s) become loose.

Before disconnecting the hydraulic circuit line, check to make sure that it is not pressurized and thus eliminate the danger of high pressure fluid leaks. For the same reason, tighten all line fittings before pressurizing the circuit.

Do not stand or work under suspended loads.

1.1 HYDRAULIC SYSTEM SYMBOL LEGEND The symbols used in the layouts are listed below with their meanings.

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1.2 TABLE OF HYDRAULIC SYSTEM COMPONENTS The hydraulic system components illustrated in the previous page are described in the Table below: Key:

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Exploded Drwg. Ref. Part reference on the exploded drwg.

Layout ref. Part reference on the hydraulic layout Component description Task assigned to part Specifications Technical specifications for the part NTA030SA, NTA0400SA, NTA040DA MTC10, MTC13, MTC15, MTC18 Part installed on the model(s) listed

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1.3 FLOW CONTROL AND HOSE BREAK VALVES Flow control valves (Items 6 - 10 - 16) These are used as lowering control valves during cab lowering (pos. 6) and auxiliary mast lowering (pos.10) or as rotate equalizer valves for smoother movement (Pos. 16).

The valves consist of a cylinder held in position by a pre-loaded spring which determines the cross section of the passage way and therefore, the oil flow volume. This valve only restricts flow in the lowering direction and permits free flow when the hydraulic cylinders are pressurised.

Hose break valves (Item 8) These are inserted in the main hoist cylinders and prevent the cab from lowering if hydraulic pressure is lost due to a break in the delivery hose or its fitting. This type of valve consists of a disk held in its raised position by a spring. When there is an increase in the flow rate due to a sudden increase in the differential pressure between the inside and outside of the cylinder, the hydraulic force exceeds that of the spring and the valve is immediately closed.

Both valves, though adjustable, are supplied factory set, because valve regulation is very sensitive. Once installed, the valves are no longer readily accessible minimizing the possibility of tampering.

WARNING It is unlikely that the hose break valves will become defective, but can become contaminated by particles suspended in the hydraulic fluid. In this case, the valves will have to be dismantled, cleaned, and reinstalled. Before installing the valves, they should be fully immersed in the hydraulic fluid.

1.4 COMPONENT ACTUATION TABLE: PUMPS AND ELECTRO-SOLENOIDS The Table below illustrates the hydraulic pumps and solenoids energized for each movement of cab and attachment. This table will assist in identification of the components involved if an abnormal movement occurs.

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Key: The boxes marked highlight the components energized for every movement permitted.

Motor acceleration and speed depend on the setting applied to the accelerator and the parameters input on the electronic controller.

The electro-solenoid valves are energized with 24 Volts.

NOTE: All solenoid valves have a constant 24 Volt supply, the solenoid will activate when battery negative is supplied to the solenoid through the PLC relay interface board.

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FUNCTIONAL HYDRAULIC DIAGRAM FUNCTIONAL HYDRAULIC DIAGRAM MOD. MTC10 - MTC13 - MTC15 - MTC18 MOD. NTA030SA - NTA040SA - NTA040DA

HYDRAULIC SYSTEM COMPONENTS FUNCTIONAL HYDRAULIC DIAGRAM MOD. MTC10 - MTC13 - MTC15 - MTC18 MOD. NTA030SA - NTA040SA - NTA040DA

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1.4.1 HYDRAULIC SYSTEM FUNCTIONAL LAYOUT The following pages illustrate truck hydraulic functions using a "Functional hydraulic layout". The parts of the circuit involved in each function are highlighted.

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2.1 MAIN HYDRAULIC VALVE ASSEMBLY

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2.1.0 MAIN HYDRAULIC VALVE ASSEMBLY COMPONENTS

The Table below describes the various components described in the previous page.

Key: Ref. to Exploded Drwg. Component reference on Exploded Drwg.

Ref. to Layout Component reference on hydraulic layout Component Description Task assigned to component

2.2 CAB LIFT PRESSURE RELIEF VALVE ADJUSTMENT The cab hoisting circuit is protected by a valve (Pos. 5a) which limits the maximum hydraulic pressure preventing damage caused by overpressure.

If the pressure relief setting is increased or decreased the cylinder lift power is increased or decreased.

TOOLS REQUIRED ● ●

Pressure gauge with full-scale of at least 250 bar (3,500 psi) Pressure gauge fitting suitable for the coupler on the valve.

NOTE: THE GAUGE FITTING SHOULD BE INSTALLED ON THE "M" HYDRAULIC PORT. STANDARD TOOLS REQUIRED

ADJUSTING PROCEDURE

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This adjustment should be made when the hydraulic fluid temperature is close to the normal working temperature. It is good standard operating practice, if the machine has been inactive for a long time, to make a number of cab lift and lower cycles to bring the hydraulic fluid up to operating temperature.

1) Open the rear compartment to access the cab lift/lower hydraulic ass'y.

2) Remove the port cap and connect the pressure gauge with its fitting.

3) Close both the shut-off valve for the main cylinder 4) Operate the cab hoist lever so that the pressure relief valve cuts in. At this point, the pressure gauge will show the maximum pressure set. This setting corresponds to the pressure relief valve calibration and must coincide with the settings detailed below.

5) Open both the shut-off valve for the main cylinder.

I If necessary, adjust the relief pressure as described below. a) OPEN END WRENCH 13 mm - Loosen the locking nut; b) OPEN END WRENCH 13 mm - Turn the adjusting screw to set the correct pressure. Turn clockwise to increase and counter-clockwise to decrease the pressure; c) OPEN END WRENCH 13 mm - Once the adjustment has been made, lock the adjusting screw in position with the lock nut; d) Check if the maximum pressure setting is correct by repeating points 3 and 4. If necessary, repeat the operation from point a) to fine tune the adjustment.

If you do not have a pressure gauge, the regulation can still be made as follows: 1) Open the rear compartment to access the cab lift/lower hydraulic ass'y; 2) Place a load on the forks corresponding to the maximum load weight listed on the machines name plate; 3) Operate the cab lift lever until the mechanical maximum extension limit switch is tripped; a) OPEN END WRENCH 13 mm - Loosen the lock nut; b) OPEN END WRENCH 13 mm - Turn the adjusting screw counter-clockwise until the load tends to lower. At this point the pressure in the hydraulic circuit is the minimum necessary to hoist the load and the final pressure relief setting must be adjusted slightly higher. c) OPEN END WRENCH 13 mm - Turn the adjusting screw a half turn clockwise to set the pressure relief at the minimum required higher setting. d) Make a series of raise/lower cycles to check if the adjustment is correct. If the load does not reach maximum height, repeat the sequence from point a) and turn the adjusting screw 1/2 turn clockwise to increase the pressure. e) OPEN END WRENCH 13 mm - Once the adjustment is satisfactory, lock the adjusting screw in position with the lock nut.

2.3 ADJUSTING THE CAB LOWER PROPORTIONAL VALVE Since this adjustment is electronic refer to the procedure detailed in the ELECTRIC SYSTEM section of the service manual.

2.3.1 EMERGENCY LOWER SCREW The emergency lower screw (Item 5f) is on the valve body and colored red. It can be used by a person on the ground to manually lower the cab.

Manually turn the lower screw counter-clockwise with the 5mm hex wrench fastened near the valve.

If you use the emergency lower screw, remember to tighten the screw back before using the machine.

WARNING Before using the emergency cab lower screw, the user must ensure sure the operator's limbs are completely inside the cab.

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Stop lowering immediately if the main lift chain(s) become loose.

2.4 TROUBLE-SHOOTING

a) When a solenoid electro-hydraulic valve is serviced, always replace the O-rings since they are easily damaged during dissassembly. b) When tightening the solenoid screws, torque setting is 18 - 20 Nm (1.8 - 2 kgm) or (160 - 178 in-lb).

3.1 AUXILIARY MAST/ATTACHMENT VALVE ASSEMBLY

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3.1.0 AUXILIARY MAST/ATTACHMENT VALVE COMPONENT TABLE The Table below describes the components shown in the previous page.

Key: Ref. to Exploded drwg. Part reference on exploded drawing Ref. to Layout Part reference on hydraulic layout Component description Task assigned to part

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3.2 AUXILIARY MAST/ATTACHMENT VALVE MAIN PRESSURE RELIEF ADJUSTMENT The attachment hydraulic circuit is protected by a pressure relief valve (Item 18a) which limits the maximum hydraulic pressure preventing damage caused by over-pressure.

Also, if the setting is increased or decreased, auxiliary lift cylinder power is increased or decreased.

SPECIAL TOOLS NEEDED · Pressure gauge with full scale of at least 250 bar (3500 psi) · Pressure gauge fitting suitable for the type of gauge couple used.

NOTE: THE PRESSURE GAUGE FITTING MUST BE POSITIONED ON IN-FEED "M" BETWEEN THE DELIVERY HOSE AND AND THE HYDRAULIC ASS'Y. STANDARD TOOL REQUIRED

ADJUSTMENT PROCEDURE This adjustment should be done when the hydraulic fluid temperature is close to the normal working temperature. It is good standard operating practice, if the machine has been inactive for a long time, to make a number of cab and auxiliary mast lift and lower cycles to bring the hydraulic fluid up to operating temperature level.

1) Access the attachment main valve ass'y (Item. 18). It is located under the sheet metal cover on the attachment.

2) Connect the pressure gauge with its fitting on the M opening of the valve.

3) Operate the axiliary mast lift until the mechanical upper limit is reached.

Continue to operate the auxiliary mast lift so that the pressure relief valve operates. At this point, the pressure gauge will show the pressure relief valve setting. This setting must correspond to the values shown in the table below.

If the pressure gauge reading does not match the Table, adjust it as described below: a) OPEN END WRENCH 13 mm - slacken off the lock nut; b) OPEN END WRENCH 13 mm - turn the adjusting screw to set the correct pressure. To increase pressure, turn the screw clockwise or counter-clockwise to decrease the pressure; c) OPEN END WRENCH 13 mm - when the adjustment has been done, lock the adjusting screw in position with the lock nut; http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y7_Hydraulic/c7c.htm (6 of 7)17.02.2012 11:08:20

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d) Check to make sure the maximum pressure setting is correct by repeating setps 3 and 4. Repeat the operation from point a) if the setting needs to be fine tuned.

If you do not have a pressure gauge, the regulation can still be made as follows: a) Place a load on the forks corresponding to the maximum weight shown on the name plate for the truck. b) Operate the auxiliary mast lift until the mechanical mechanical limit is reached; c) OPEN END WRENCH 13 mm - Loosen the lock nut; d) OPEN END WRENCH 13 mm - Turn the adjusting screw counter-clockwise until the load tends to lower. At this point the pressure in the circuit is the minimum necessary to hoist the load and the setting must be adjusted to a slightly higher pressure. e) OPEN END WRENCH 13 mm - Turn the adjusting screw a half turn clockwise to set the maximum pressure relief. f) Make a series of lift/lower cycles to check if the adjustment is correct. If the load does not reach the maximum height, repeat the adjustment procedure from step g) OPEN END WRENCH 13 mm - Once the adjustment is satisfactory, lock the regulating screw in position with the lock nut.

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3.3 ADJUSTING AUXILIARY MAST LOWER PROPORTIONAL VALVE This is an electronic adjustment. Please, refer to the procedure detailed in the ELECTRIC SYSTEM section of the service manual.

3.4 TROUBLE-SHOOTING

NOTES: a) When a electro-hydraulic valve is serviced, always replace the O-rings, because they are easily damaged during dissassembly. b) Torque the screws retaining the solenoids on the valve to 18 - 20 Nm (1.8 - 2 kgm) or (160 - 178 in-lb).

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4.1 CAB LIFT CYLINDER EXPLODED DRAWING US - NTA030SA (2 STAGE MAST) EU - MTC10, MTC13 (2 STAGE MAST)

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4.2 CAB LIFT CYLINDER TABLE OF COMPONENTS FOR US - NTA030SA EU - MTC10, MTC13 The Table below describes the components shown in the previous page.

Key: Ref. to Exploded drwg. Part reference on exploded drawing Ref. to Layout Part reference on hydraulic layout Component description Task assigned to part Components on hoist cylinders to 8700

NOTE: All part numbers can be found in the Spare Parts Catalog.

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5.1 CAB LIFT CYLINDER EXPLODED DRAWING US - NTA030SA (3 STAGE MAST) EU - MTC10, MTC13 (3 STAGE MAST)

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5.2 CAB LIFT CYLINDER TABLE OF COMPONENTS FOR US - NTA030SA EU - MTC10, MTC13 The Table below describes the components shown in the previous page.

Key: Ref. to Exploded drwg. Part reference on exploded drawing Ref. to Layout Part reference on hydraulic layout Component description Task assigned to part Components on hoist cylinders to 8700

NOTE: All part numbers can be found in the Spare Parts Catalog.

6.1 CAB LIFT CYLINDER EXPLODED DRAWING US - NTA040SA, NTA040DA (2 STAGE MAST) EU MTC15, MTC18 (2 STAGE MAST)

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6.2 CAB LIFT CYLINDER TABLE OF COMPONENTS FOR US - NTA040SA, NTA040DA EU - MTC15, MTC18

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The Table below describes the components shown in the previous page.

Key: Ref. to Exploded drwg. Part reference on exploded drawing Ref. to Layout Part reference on hydraulic layout Component description Task assigned to part NTA040SA, NTA040DA Components on models referred to

NOTE: All part numbers can be found on the Spare Parts Catalog.

7.1 CAB LIFT CYLINDER EXPLODED DRAWING US - NTA040SA, NTA040DA (2 STAGE MAST) EU MTC15, MTC18 (2 STAGE MAST)

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7.2 CAB LIFT CYLINDER TABLE OF COMPONENTS FOR US - NTA040SA, NTA040DA EU - MTC15, MTC18 The Table below describes the components shown in the previous page.

Key: Ref. to Exploded drwg. Part reference on exploded drawing Ref. to Layout Part reference on hydraulic layout Component description Task assigned to part NTA040SA, NTA040DA Components on models referred to

NOTE: All part numbers can be found on the Spare Parts Catalog.

8.1 DISSASSEMBLING THE MAIN LIFT CYLINDERS The main cylinders are installed in a seating in the truck base and bolted in place with an M12 screw. The cylinders are then fixed to the mast with two M10 screws at a point about halfway along their length.

The maintenance needs of these hydraulic cylinders are quite small and will depend largely on the work intensity and the environment in which the work is done. The cause of oil leakage at the top of piston rod (refer to the drawing on the previous page) is mainly wear on the head seals or grooving of the piston rod.

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STANDARD TOOLS NEEDED

DISSASSEMBLY PROCEDURE 1) HEX WRENCH 6 mm - Remove the screw that fixes the top of the lift cylinder rod to the chain sheave assembly.

2) Close one of the lock off gate valve for the main lift cylinder that you are removing. This will minimize oil loss when hoses are disconnected. Disconnect and plug hydraulic supply lines to the main lift cylinder.

3) Lift the cab until the telescoping cylinder is extended about 300 mm (12 in).

4) Block the mast to prevent it from lowering to its home position. Lower the mast slightly to engage the blocks.

5) Turn the key to OFF, disconnect the battery and block the wheels firmly in place with wedges.

6) Sling the cylinder using a bridge crane. Capacity 500 kg.

7) OPEN END WRENCH 17 mm - remove the top cylinder shell anchor bolts.

8) OPEN END WRENCH 19 mm - remove the bottom cylinder shell anchor bolts.

9) Lift the cylinder with the crane and remove it from the machine.

8.2 CHANGING THE SEALS SPECIAL WRENCHES NEEDED

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DISSASSEMBLY PROCEDURE Repeat the steps 1 through 5 described in the previous page.

1) PIN WRENCH - release the cap locking the seal in position. Replace the seal and re-assemble everything following the steps described above in reverse order.

(NOTE: Remove the rod to replace the seals on cylinder fitted on 3 stage mast, model NTA030SA and NTA040DA)

IMPORTANT Before installing the new seals, lubricate them with SAE 20 hydraulic fluid. Reposition the seal cap applying a couple of drops of Locktite on the threads. Tighten using a 20 Nm (177 in-lb) torque.

8.3 INSTALLING THE MAIN LIFT CYLINDERS ON THE MACHINE To install the main cylinder, follow the steps described previously to dissassemble it, but in reverse order. Pay special attention when you raise the cab to remove the blocks. Do this very slowly since the chains must be tensioned without being damaged.

8.4 BLEEDING THE AIR FROM THE MAIN HOIST CYLINDER In order for the hydraulic circuit to operate correctly, any air inside the hydraulic cylinders must be bled off.

Follow these steps to bleed the air from the cylinder: 1) Operate the cab lift cylinder until it is extended 300 m. Leave it in this position for about 5 minutes so that the air mixed with the hydraulic fluid in the cylinder can rise to top and accumulate at cylinder head.

2) HEX WRENCH 4 mm - loosen the air bleed screw on the cylinder head a full turn so that the accumulated air can bleed out. When only oil comes out, tighten the screw completely.

3) If necessary, repeat this operation after a couple of minutes.

9.1 AUXILIARY MAST LIFT CYLINDER EXPLODED DRAWING

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9.2 AUXILIARY MAST LIFT CYLINDER PART TABLE FOR

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The parts shown in the previous page are described in the Table below.

Key: Ref. to Exploded drwg. Part reference on exploded drawing Ref. to Layout Part reference on hydraulic layout Component description Task assigned to part NTA030SA, NTA040SA, NTA040DA Components on models referred to

NOTE: All part numbers can be found in the Spare Parts Catalog.

10.1 DISMANTLING AUXILIARY MAST LIFT CYLINDER The auxiliary mast lift cylinder is installed in the attachment.

The maintenance needs of this hydraulic cylinder are small and will depend largely on the work intensity and the environment in which the work is done. The cause of oil leakage at the top of the piston rod (refer to the drawing on the previous page) is mainly due to wear on the head seals or grooving of the piston rod.

The procedure for dissassembling the cylinder and changing the seals is detailed below: STANDARD TOOLS NEEDED

DISMANTLING PROCEDURE 1) Hoist the fork carriage about 300 mm (12 in).

2) Insert blocks under the fork carriage to prevent it from lowering to its home position.

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3) Lower the auxiliary mast lift cylinder until it is fully collapsed.

4) Turn the key to OFF, disconnect the battery and block the wheels firmly in place with wedges.

5) HEX WRENCH 6 mm - Loosen the screw securing the chain guide sheave assembly to the cylinder. The chains will be slack because you should have raised and blocked the fork carriage. Remove the chain guide sheave assembly and secure it where it cannot be damaged.

6) Disconnect the cylinder from the hydraulic circuit.

7) Lift the cylinder out with a hoist.

10.2 CHANGING THE SEALS The hydraulic circuit, in order to operate properly, must be drained of the air accumulated inside the cylinder during its reassembly.

Follow the procedure below to bleed accumulated air from the auxiliary mast lift cylinder.

1) Operate auxiliary mast lift cylinder until the forks are 200 mm (8 in) height from the floor and leave it in this position for about 5 minutes, so that the air entrained in the oil and the inside of the cylinder accumulates inside the head.

2) 5 mm SOCKET - Loosen the bleed screw one turn that is located in the cylinder head (Item10, page 44) so that all the accumulated air can escape. Retighten the screw only when the oil starts to come out.

3) If necessary, repeat the operation.

SPECIAL WRENCHES NEEDED

DISSASSEMBLY PROCEDURE Repeat the steps 1 through 5 described in the previous section.

1) PIN WRENCH - release the cap locking the seal in position. Replace the seal and re-assemble everything following the steps described above in reverse order.

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applying a couple of drops of Locktite on the threads. Tighten using a 20 Nm (177 in-lb) torque.

10.3 REASSEMBLING THE AUXILIARY MAST LIFT CYLINDER To reassemble the cylinder, follow the steps described previous to dissassemble it, but in reverse order. Pay special attention when you raise the fork carriage to remove the blocks. Do this very slowly since the chains must be tensioned without being damaged.

10.4 BLEEDING THE AIR FROM THE AUXILIARY MAST LIFT CYLINDER In order for the hydraulic circuit to operate correctly, any air inside the cylinder must be bled off.

Follow these steps to bleed the air from the cylinder: 1) Operate auxiliary mast lift cylinder until the forks are 200 mm (8 in) height from the floor and leave it in this position for about 5 minutes, so that the air entrained in the oil and the inside of the cylinder accumulates inside the head.

2) 5 mm SOCKET - Loosen the bleed screw one turn that is located in the cylinder head (Item10 page 44) so that all the accumulated air can escape. Retighten the screw only when the oil starts to come out.

3) If necessary, repeat the operation.

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ATTACHMENT 1.1 ATTACHMENT COMPONENTS The components of the trilateral attachment are listed below. Special care has been placed on those needed to assemble the attachment itself, operation which must be carried out on receiving the truck.

1.2 ATTACHMENT COMPONENT TABLE

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The following table lists the various components described in the following page.

Reading key: Pos. It refers to the component on the drawing of the previous page.

Component description Component function

2.1 TRILATERAL ATTACHMENT FUNCTIONING The trilateral attachment, when mounted on the trucks, lets the operator lift and place the load both on the shelves to the right and left of his driving position.

All the allowed movements - lifting of the standard, fork traslation, fork rotation - are made possible by the hydraulic installation (see relative section), which is made up of electrovalves and actuators.

The electrovalves are activated by operating on the respective selective machine and on the throttle key. In this way oil is sent to the appropriate actuators which then activate the attachment.

LIFTING OF THE FORKS: the machine can lift the cabin or just the two forks (1700mm) (68"). To do this select the function by means of the switch placed behind the right knob and operate on the throttle key of the left knob.

FORK TRASLATION: choose the desired function by operating on the throttle key, as described above, and the forks will traslate from right to left or viceversa along the entire length of the rack.

FORK ROTATION: in order to rotate the forks 180° it is necessary to select the function and to operate on the key. If the forks are not at stroke end (they are not properly placed) the electronic control limits the speed of the movement.

COMBINED MOVEMENT: to speed up rotation and traslation procedures it is possible to carry them out simultaneously (this is not possible for the other procedures). In order to this select both procedures and operate on the throttle key.

OPTIONAL: Extensible forks

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Width adjustable forks Oscilating forks 3.1 TRUCK INSTALLATION Due to its considerable size the attachment is disassembled from the truck during transportation procedures. It is therefore necessary to reassemble it once it is delivered.

The following drawing indicates the truck configuration at shipping time.

For transportation purposes, the majority of the machines are loaded horizontally on a truck. Use a crane or, if an apron is availble, use an electric pallet truck as indicated below. For overseas shipping the machine is placed horizontally inside a container. Use an electric transpallet truck with a 2000 kg (4500lb) capacity to remove it from the container.

Hook onto the support of the mast side, lift it about 50 mm (2") and haul the machine out of the container.

Use a crane with a capacity of at least 8000 Kg (18.000 lb) together with a 5000 Kg (11.000 lb) capacity lift truck to bring the machine to its normal position.

The following items remain mounted on the cabin of the truck: upper beam with electric stroke end lower beam with hose and cable carrying chain 3/8'' diameter tank flow hose 1/2'' diameter tank return hose electrovalve electric cable

3.1.1 ATTACHMENT ASSEMBLY PROCEDURES NECESSARY STANDARD TOOLS

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1) With the aid of a tackle (1.000 Kg / 2200 lb capacity) hook up the attachment (see drawing below) by letting the support rollers slide in the appropriate seats and by throwing into gear the first teeth of the traslation motor toothed wheel with the rack.

2) 6 mm HEX WRENCH - Loosen the screws of the hydraulic motor support to help insert the gears on the rack. Make sure the arm is mounted correctly, that is, vertically with respect to the rack.

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3) 18 mm OPEN END WRENCH - Insert the flow hose (3/8'' diameter) inside the lower arm and carefully tighten it to the appropriate connection (P) of the valve unit. (see pictures below).

4) 23 mm OPEN END WRENCH - Insert the return hose (1/2'' diameter) inside the lower arm and carefully tighthen it to the appropriate connection (R) of the valve unit. (see pictures below.)

5) Connect the cables with the connectors. Be sure to observe the codes on them.

6) 8 mm HEX WRENCH - Place the mechanic stroke end plate on the lower line of the rack and tighten the 4 screws carefully (see picture):

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7) 6 mm HEX WRENCH - Tighten the screws which bind the traslation motor to the structure. (See point 2).

8) 4 mm HEX WRENCH - Connect the cable carrying chain to the appropriate connection on the structure by means of the 4 screws; 9) To electrically connect the machine join the two connectors. Make sure the letters indicated on them correspond:

10) Test the machine when it is loaded to make sure there are no leaks. Tighten the connections (point 3 and 4) again if needed.

11) After a few minutes bleed the air which might have formed inside the standard lift cylinder, as described in the Hydraulic System section.

4.1 MECHANIC ADJUSTMENT OF THE ATTACHMENT SUPPORT BEARINGS

The entire attachment traslates thanks to the bearings which slide in the beam guides.

The above-mentioned bearings are mounted on eccentric pins so the play-gap between the traslation motor toothed wheel and the rack can be adjusted.

All adjustments on the machinery are done before delivery and they do not usually need to be checked furtherly. Anyhow if a vibration caused by an excessive play-gap is felt during traslation, observe the following indications: NECESSARY STANDARD TOOLS

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PROCEDURE 1) THICKNESS MEASURING DEVICE - make sure the play-gap between the teeth of the rack and of the pinion (upper and lower) is included between 0,1 and 0,15 mm; 2) 24 mm OPEN END WRENCH and n°12 HEX WRENCH - If the measured value is different from the correct one, loosen the screw of the buckle and operate on the eccentric adjusting pin, placed under the bearing. Rotate the bearing pins in order to have the correct playgap between the teeth. To help this operation, the pin is punched on the lower side, in the area of maximum eccentricity. Once the adjustment is done, tighten the screw of the buckle with a 140 Nm (100ft - lbs) torque.

3) Adjust the paralelism of the teeth of the pinions/racks by means of the taper bush on the pinion shaft. Tighten the screws with a 41Nm (29ft - lbs) torque.

5.1 MECHANIC STROKE END ADJUSTMENT NOTE: The manufacturing company has already adjusted the stroke end microswitches before delivery therefore it is advisable to repeat the operation only in emergency situations.

The microswitches on the attachment carry out two functions: a) position indicators which hinder the truck drive speed if the attachment is not at stroke end; b) speed reducer stroke end which protects the attachment from violently bumping against the mechanic stroke end.

WARNING Test the installation once the adjustment procedure is over in order to make sure all operations have been performed correctly!

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5.2 ROTATING MECHANIC STROKE END AND CAMS NECESSARY STANDARD TOOLS

Unscrew the grub screws (A), rotate the mechanic stroke end (B) until the proper rotation (90° to the right and 90° to the left of the forks) is restored. Once the adjustment is done, tighten the grub screws.

Unscrew the grub screw and rotate the cams until the correct 180° attachment rotation is restored (see picture).

Once the adjustment is done, lock the cams in place by tightly screwing the grub screws again.

5.3 TRASLATION SPEED REDUCER MICROSWITCH NEEDED STANDARD TOOLS

Unscrew the two hexes and adjust the switch lenghtwise so that the attachment will not bump violently against the mechanic stop.

Once the adjustment is done, lock the switch in place by screwing the two hexes.

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6.1 MECHANICAL ADJUSTMENTS OF THE LOAD HANDLER BEARINGS 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

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.

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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.

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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) 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.

7.1 MAINTENANCE

The attachment does not need special maintenance operations, especially if it is used correctly and if the load weight and the environment in which it is used are adequate.

It is advisable, nonetheless, to keep the bearing roller guides, in the beam, clean. This is especially true of the front one which, having a large horizontal surface, can dirty easily. In the long run the cleaning plate may become insufficient. A shock, a slight oil leak, an unjustifiable noise or the falling down of the load, all demand an accurate inspection of the parts, to find and repair the breakdown before this causes greater damage. It is therefore advisable to: A) Every 200 working hours check: - The cleaning of the sliding parts (bearings and guides) - The tightness of the hoses and of the hydraulic organs - The condition of the rotation control chain; keep in mind that the stress is automatically adjusted and the control cylinder are put under pressure.

- How clean the stroke end and position microswitches are, and their perfect functioning.

B) Every 1000 working hours repeat the operations listed in paragraph "A" as well as: - Clean all sliding parts accurately (guides, bearings, cleaning skates). Any damaged or worn part must be replaced.

- Clean the rotation control chain accurately; check its condition and lubricate it with fine grease or oil.

- Clean the pinion/racks traslation unit accurately; check their condition and lubricate with quality grease.

- Lubricate the arm bearings with greasers: 2 upper sliding greasers (on the roller pin, lower side); 2 lower sliding greasers (on the roller pin, lower side); 1 central sliding greaser (on the side of the arm).

- Lubricate the pivot socket of the fork rotating shaft, in 2 points (higher and lower positions) - General check of the entire structure and especially of the bolted connections which, due to vibrations or settling operations, might loosen.

C) Every 2000 working hours, repeat the operations listed in paragraphs "A" and "B" as well as: - Check the chain accurately after it has been cleaned; an excessive snagging near the small pins, or an excessive lengthening of the chain requires the replacement of parts.

- Check the roller bearings after they have been cleaned; if the external ring vibrates or if there is a slight buzzing sound, due to faulty internal rotation, they must be replaced.

- Check the fork rotation unit; an excessive play-gap of the pivot requires the replacement of the sockets.

- Check the forks accurately, especially in the area where the angle is formed (greater stress point) and in the lifting points. If these points are deformed they must be replaced.

- Check the rolling guides; possible deformities and bruises require the replacement of said parts.

- Check the hydraulic piping accurately; if the flexible hoses are creased or deformed and the rigid hoses or connections are crushed or altered in any way, they must be replaced.

8.1 TROUBLESHOOTING - Problem: The traslation does not work when loaded Causes and solutions 1. Excessive load weight: check the data on the information plate.

2. Racks or guides blocked or damaged: accurately clean and lubricate them. If necessary replace them.

3. The calibration of the maximum pressure valve is too low: check it and adjust it, if necessary.

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Replace faulty components.

- Problem: The attachment does not rotate when loaded Causes and solutions 1. Excessive load weight: check the data on the information plate.

2. The transmission chain is damaged: replace it 3. The calibration of the maximum pressure valve is too low: check it and adjust it, if necessary.

4. Loss of oil flow; check the conditions of the installation and of the pipings, then proceed to check the pump of the truck.

Replace faulty components.

- Problem: The attachment functions irregularly (it vibrates, it jerks etc.)

Causes and solutions 1. Air in the hydraulic circuit: bleed the installation by loosening the connection found in the highest position.

2. Residue or other obstacles between the guides and the racks: clean and lubricate them.

3. Interference between the guides and the rollers and/or between the pinions and the racks: check play-gaps and seizures and, if necessary, proceed to operate on the eccentrics; lock the gears once the adjustment procedure is over.

4. The rollers rotate with difficulty: clean and lubricate them accurately and, if necessary, replace the worn ones.

5. The maximum pressure valve is altered; dismantle it, clean it accurately and check its components. If necessary replace the entire valve.

- Problems: Reduced speed traslation Causes and remedies 1. The racks or the guides are blocked: clean and lubricate them accurately 2. Insufficient oil flow: check the installation piping, remove obstacles and deformation, check the conditions of the pump of the truck. Replace it if worn.

3. The calibration of the maximum pressure valve is too low (it discharges oil): adjust the calibration.

4. Blow-by hydraulic motor: check its wear condition by sending the arm to its stroke end, by removing the discharge hose and by sending the oil under pressure always in the same direction. A heavy oil blow-by requires the replacement of the motor.

- Problem: Reduced speed rotation Causes and remedies 1. Insufficient oil flow: check the installation piping, remove obstacles and deformities, check the condition of the pump of the truck. Replace it if worn.

2. The calibration of the maximum pressure valve is too low (it discharges oil): adjust the calibration.

3. Cylinder blow-by: check if oil leaks from the outlet opening, if this condition is true, replace the packing or the cylinder.

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MAST 1.0 MAST REMOVAL PROCEDURE MOD. EU MTC10 - MTC13 - MTC15 - MTC18 MOD. US NTA030SA - NTA040SA NTA040DA 1.1 REMOVING THE CAB FROM THE MAST The cab slides in the inner mast section by means of roller bearings fitted on the cab support. The mast cannot be removed without first removing the cab.

SPECIAL EQUIPMENT REQUIRED · Wooden beam 1200mmx100mmx100mm (48"x4"x4") · 2 x sling with lifting capacity of 2000 kg (4000 lb), length 4000mm (13') · 1 x sling with lifting capacity of 1000 kg (2000 lb), length 3000mm (10') · Step ladder or platform elevator · Bridge crane STANDARD TOOLS REQUIRED

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

Park the truck in a safe place away from moving vehicles and pedestrians.

1) Wooden beam - Lift the cab until the beam passes under the central section, position the beam under the mast section (Ref. A Fig. 2), lower the cab so that the mast is resting on the beam, turn the key switch to OFF and disconnect the battery.

2) Allen wrench 5mm - Using the wrench, unscrew the bolts fastening the cover to the underside of the cab, and remove the cover.

Using the same wrench, unscrew the bolts holding the cable clamps (Ref. C Fig. 4-5), and free the cables.

3) Slotted tip screwdriver - step ladder - Allen wrench 5mm - Position the ladder in front of the rack on which the equipment slides.

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Using the Allen wrench, unscrew the bolts fastening the cable guard above the top rack, and remove the guard. Using the screwdriver, unscrew the wire connection terminals for sheathed wires coming from under the cab, (Ref.E Fig. 3). NB: to facilitate connection of the cables, check and mark the position of the wires in the terminal box before removing the sheaths - the wires in each sheath are numbered -, remove the sheaths via the passage (Ref. D Fig. 5) and place the freed sheaths against the mast.

4) Wrench 19-24mm - Undo the fittings of the hydraulic pipelines running from the mast to the equipment (Ref. B Fig.4), detach the pipelines, fit plugs to prevent oil from leaking, and ensure that all connections between mast and cab have been separated.

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5) Bridge crane - 2 slings, capacity 2000 kg (4000lb) - Position the bridge crane over the cab, place the step ladder near the crane hook, and proceed to sling up the cab (Ref. F Fig. 7), attach the slings to the crane hook, raise the cab until the lift chains are slack, then lock the bridge crane in position.

6) Step ladder - Ordinary pliers - Place the step ladder at the side of the mast next to the chain anchor points on the cab. Using the pliers, remove the cotter pins from the chain tensioners, (Ref. H Fig. 6). Detach the three chains supporting the cabin.

7) Activate the bridge crane, lower the cab with care, separate the cab from the internal mast section, shift outwards on the load wheels side, and set down well away from the work area. In the meantime, check the condition of the various bearings, and replace if necessary.

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2.0 REMOVING THE CYLINDERS MOD. EU MTC10 - MTC13 - MTC15 MOD. US NTA030SA - NTA040SA With the chain removed, the cylinders can also be removed.

1) Allen wrench 6mm - Step ladder - Place the ladder at the side of the mast, next to the cylinders. Stand on the ladder and, using the wrench, unscrew the bolt locking the cylinder fixing pin in the pulley support, (Ref. I Fig.10), remove the pin, free the cylinder from the support, then repeat the above procedure on the other cylinder.

2) Allen wrench 5mm - Open the hood of the motor compartment, then use the wrench to loosen the boltof the emergency descent control valve located on the solenoid valve assembly (see valve assembly, pag.22 ref. 5f hydraulic system section). Bring the

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cylinders all the way down, tighten the bolt to close the valve, and close the hood.

3) Fixed wrench 17-27mm - Allen wrench 5mm - Using the 17mm wrench, loosen the locknut (Ref. M Fig. 11). Using the 5 mm Allen wrench, completely unscrew the bolt (Ref. N Fig.11), using the 27mm wrench, unscrew the hydraulic fitting on the cylinder, (Ref. L Fig.11), detach the pipe from the cylinder, fit plugs to both the pipe and the cylinder to prevent ol from leaking, then repeat the same operation on the other cylinder.

4) Fixed wrench 17mm - Step ladder - 1 Sling with lifting capacity 1000Kg (2000 lb) - Bridge crane - Place the ladder at the side of the mast next to the the cylinders. Fasten the sling around the cylinder at a distance of 500 mm (20") below the head, (Ref. P Fig. 9), attach the sling to the crane hook, hoist until taut, then using the 17 mm wrench undo the bolts fastening the cylinder to the fixed mast section (Ref. O Fig. 9); raise the cylinder 100mm (4"), remove it from the seat on the truck, position well clear of the work area, then repeat the same operations on the other cylinder.

5) 1 Sling with lifting capacity 1000 kg (2000lb) - Bridge crane - Step ladder - Position the bridge crane hook over the centre of the mast. Place the step ladder next to the hook, climb up, and hook the sling to the inner mast section taking care to avoid cables and pipes, then attach the other end of the sling to the crane hook, (Fig 12), lift 100mm (4"), and remove the wooden beam from under the mast (Ref. A Fig. 13); measure the distance between centres of the fixed mast section (Fig. 15-16), lower the mast until fully retracted, and recover the sling.

2.1 REMOVING THE MAST MOD. EU MTC10 - MTC13 - MTC15 MOD. US NTA030SA - NTA040SA 1) 2 Slings with lifting capacity 2000 kg (4000 lb) - Bridge crane - Step ladder - With the bridge crane and ladder positioned as described in point 5, chapter 5 “Removing the cylinders”, connect the fixed and moving mast sections at the sides using the two slings (Fig. 14), attach the two ends of the slings to the crane hook, hoist until taut, and lock the crane in position; all equipment can now be cleaned and removed from the work area.

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2) Insert two wooden wedges between the upright and the cylinder seat (Fig. 17). This operation is necessary in order to prevent the mast from springing forward when the last bolt is removed from the bottom section.

3) Position the battery change trolley, and remove the battery from the compartment. If no trolley is available, use a front loading fork lift with a load capacity sufficient for the weight of the battery.

4) Allen wrench 22mm with extension and ratchet - Working from the battery compartment, use the wrench to unscrew the top mast fixing bolts (Fig. 19 for three stage mast), (Fig. 20 for two stage mast).

5) Working from the battery compartment and using the same wrench, unscrew the lower mast fixing bolts (Fig. 21 for three stage mast), (Fig. 22 for two stage mast).

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6) Socket wrench 22mm with extension and ratchet - Unscrew the top mast retaining bolts (Fig. 24); before removing the last bolt, recover the shims from between the mast and the body (Ref. Q Fig. 25).

7) Using the same wrench, unscrew the bottom mast retaining bolts (Fig. 26); before removing the last bolt, recover the shims from between the mast and the body (Ref. R Fig. 27), repeat the same operation on the opposite side.

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to their original positions when the mast is refitted.

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8) Lift the mast 100mm (4") from its seat in the truck (Fig. 28), move it forwards towards the load wheels, and set down well clear of the work area (Fig. 29), on suitably strong stands. Start the dismantling procedure required to replace the bearings or the mast.

9) To replace the cab bearings or rollers and the two stage mast sections for the MTC10-13 / NTA030SA, the mast must first be removed following the procedure described above. The only parts that are accessible and replaceable without removing the mast are the bearings or rollers on the lower part of the inner section. The dismantling procedure is described on the following pages.

10) Bearings or rollers on the two or three stage mast of a MTC15-18 / NTA040SA - NTA040DA can be replaced with the mast on the machine. The dismantling procedure is described on the following pages. To replace the cab bearings or rollers, the cabin must first be removed following the procedure described above.

To refit the mast, repeat the above steps in reverse order, DO NOT FORGET TO USE THE SHIMS RECOVERED PREVIOUSLY

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3.0 REMOVING THE BOTTOM GUIDE BEARING OF THE INNER MAST SECTION MOD. EU MTC10 - MTC13 MOD. US NTA030SA The two rollers on the inner section of the two stage mast for truck model MTC10-13 / NTA030SA can be replaced without removing the mast.

SPECIALI EQUIPMENT REQUIRED · Wooden beam 1300x100x100 (52"x4"x4") · Step ladder STANDARD TOOLS REQUIRED

PROCEDURE

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

Park the truck in a safe place away from moving vehicles and pedestrians.

1) It is possible to replace the rollers complete with spindle, or the roller slidind in the upright only.

2) Wooden beam - Lift the cabin until the lower guide bearings on the inner sections are visible above the bodywork on the battery compartment side, and once there is sufficient clearance, position the beam under the centre of the telescoping section (Ref. S Fig. 30); lower the cab, rest the mast section on the beam, turn the key switch to OFF, disconnect the battery, and use the step ladder to come down from the cabin.

3) Nut wrench - Replacing the roller complete with spindle: unscrew the nut retaining the spindle complete with roller (Ref.T Fig. 31), remove the roller complete from the battery compartment side of the body, and replace.

4) Allen wrench-Replacing the roller only: using the wrench, unscrew the socket head screws fastening the roller retaining flange to the spindle (Ref. U Fig. 32), remove the flange, watching out for the shims, then remove the roller and replace.

Connect the battery, turn the key switch to ON, raise the cab by 200 mm (8"), remove the beam, then lower the cab to floor level.

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4.0 REMOVING THE ROLLERS FROM THE CAB AND INNER TELESCOPING SECTION MOD. EU MTC15 - MTC18 MOD. US NTA040SA - NTA040DA The rear rollers of two and three stage masts can be replaced without the mast being removed.

STANDARD TOOLS REQUIRED

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

Park the truck in safe place away from moving vehicles and pedestrians.

1) Allen wrench - Raise the cab until the broken roller is opposite the access slots (Ref. Z Fig. 35 - Ref. Y Fig 37),, then using the wrench, unscrew the socket head screws on the flange securing the roller (Ref. V Fig. 34 - Ref. W Fig. 36), remove the flange, remove the roller, and replace. All the rear rollers on the inner section and cab are removed as described above; it is important that the access slots are always level with the roller to be removed.

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5.0 REMOVING SIDE ROLLERS FROM THE MAST MOD. EU MTC15 - MTC18 MOD. US NTA040SA - NTA040DA The side rollers on two and three rod uprights can be replaced without removing the mast.

SPECIAL EQUIPMENT REQUIRED · Step ladder of suitable height or platform elevator STANDARD TOOLS REQUIRED

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

Park the truck in a safe place away from moving vehicles and pedestrians.

REPLACING TOP ROLLERS OF MAST 1) Allen wrench 10mm - step ladder - small chisel - hammer - Lower the cab right down to the ground so that the mast is completely retracted (Fig. 38). Place the step ladder next to the outer mast section, slot the chisel between the faces of the fixed and movable sections (Ref. A Fig. 39). (NB the chisel must be wedged firmly and left in place until the end of the operation: this helps facilitate recovery and postioning of the new roller). Using the Allen wrench, unscrew the bolts securing the roller plate (Ref. J Fig. 39).

2) Drift - hammer - socket wrench 9mm - Pass a rope of suitable size under the roller, tie the two ends to the outside of the mast (NB the rope serves to prevent the roller from falling into the guide channel). Using the socket wrench, remove the grease nipple, position the drift in the roller plate fastening slot (Ref. K Fig. 39), beat the pin with a hammer to free the plate, remove the roller completely from the profile and replace it, repeat the same operation on the other side.

REMOVING BOTTOM ROLLERS OF LOWER MAST SECTION 1) Allen wrench 8-10mm - Lift the cab until the rollers are at working height, then lock the chisel between the faces of the fixed and movable mast sections (Ref. A Fig. 40). (NB the chisel must be wedged firmly and left in place until the end of the operation: this helps facilitate recovery and postioning of the new roller). Using the Allen wrenches, unscrew the bolts securing the roller plate (Ref. J.X Fig. 40).

2) Drift - hammer - Allen wrench 9mm - Using the Allen wrench, remove the grease nipple, position the drift in the roller plate fastening slot (Ref. K Fig. 39), beat the pin with a hammer to free the plate, remove the roller complete of plate and replace it, repeat the same operation for the rollers on the other side.

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http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y10_bilat/c10a.htm BILATERAL EQUIPMENT 1.0 DESCRIPTION OF EQUIPMENT

This is called bilateral equipment because it is made up of two elements, or loading platforms, which incorporate a telescoping mechanism and are able to extend horizontally to a distance exceeding their length. The equipment is thus able to telescope only to the specified travel limit and retract again in the two directions of movement.

1.0.1 COMPOSITION It is made up of two elements (Ref. A-B Fig. 1), positioned over a bearing structure and set apart at a distance that will depend on the width of the pallets being handled.

Each element comprises a sliding base fixed to the bearing structure, an intermediate telescoping section, a top telescoping section or loading platform, all running on self-lubricated rollers and bushings and held in position by teflon shoes.

1.0.2 TELESCOPING ACTION The telescoping movement is synchronised by gears located inside the structures; pinions meshing with racks fixed to the movable sections are driven mechanically by a hydraulic motor (Ref. C). The connection between the two elements is provided by two shafts connected to each other by a self-aligning coupling (Ref. D).

1.1 TOP TELESCOPING SECTION OR LOAD PLATFORM

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1.3 TELESCOPING SECTION SUPPORTS

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1.4 TELESCOPING ASSEMBLY

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1.5 TABLE OF COMPONENTS The various components shown on the adjoining pages are described in the table below.

Key REF. Exploded view Component reference in exploded view DESCRIPTION Function of component FIG. Figure The drawing in which the component is illustrated

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NOTE: All Yale component codes can be found in the parts catalogue 2.0 MAINTENANCE 2.0.1 HOW TO DISMANTLE THE EQUIPMENT The bilateral equipment is an assembly of components that run on guide rollers, bearings and bushings and must be regularly serviced and lubricated in order to ensure constant efficiency.

After a given number of working cycles (one cycle being a complete extension and retraction of the telescoping assembly, loaded or otherwise) it is necessary to dismantle the various parts of the equipment to replace worn bushings and spindles, or bearings, gears, etc.

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

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

A certain amount of resistance may be encountered when undoing bolts, etc... Should they prove impossible to unfasten using normal tools, do not use extensions (the head of the bolt might shear off), but instead, heat the area slightly so as to eliminate the effects of the Loctite (max 50 °C / 122°F).

In the cases described above, add a moderate amount of LOCTITE 270 when refitting (generally speaking, 30% of the coupled thread should be coated).

2.0.2 TIGHTENING TORQUES The tightening torque of threaded joints is of maximum importance for the safety of the joint itself and therefore for the safety of the machine.

To ensure that threaded fasteners do not work loose, apply Loctite 270.

The following table indicates the classes of nuts and bolts normally used in the equipment.

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N.B. if the operating environment is at normal ambient temperature (-20°C +40° C) (-4°F +104°F) use product “F” For lower ambient temperatures (from -40°C to +40°C) (-40°F +104°F) use product “H” in place of products “E” and “F”.

N.B. it is strongly recommended not to mix different greases, as the mixture obtained might have a very low consistency.

If greases other than those mentioned in the table are to be used, remove all the original grease first.

2.0.3 PRECAUTIONS WHEN USING MAINTENANCE PRODUCTS To safeguard health, safety and the environment, proceed conscientiously in accordance with the following indications, which reflect the statutory regulations adopted typically by most industrialised countries (Dlgs 626 in Italy): - When using Loctite products, take care not to inhale fumes and never allow the product to come into contact with the eyes (use appropriate protective wear).

- When using solvents for cleaning purposes, take careful note of the properties, reading the technical specifications to ensure full comprehension of how such products should be used. In any event, solvents should never be brought into contact with the skin and the eyes (use appropriate protective wear) - Waste material resulting from cleaning of lubricated parts, along with any excess oil or grease, must be disposed of in compliance with the statutory regulations adopted typically by industrialised countries (Dlgs 626 in Italy): 2.0.4 COMPONENTS REQUIRING MAINTENANCE

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2.0.5 ROUTINE MAINTENANCE OPERATIONS The following table indicates a series of routine maintenance operations required for smooth and troublefree operation of the equipment. Proper monitoring of the equipment’s operation will ensure a long working life and the elimination of irreversible problems or wear. Insuffucient or inexpert maintenance can result in incorrect operation, wear or irreversible damage to the machine.

The maintenance times are indicated in numbers of work cycles, one cycle being a complete extension and retraction of the telescoping assembly (loaded or otherwise). If the fork does not operate under normal ambient conditions but in an agressive environment, the life of parts subject to wear may be drastically reduced; in these cases maintenance operations need to be performed more frequently than indicated in the table below.

The fork is built to ensure minimum possible backlash between gear teeth in order to limit longitudinal play during operation as far as possible, and to minimise clearance between the lateral shoes and guides; the resulting tightness may produce a slight resistance to smooth telescoping action in the initial period of operation, but this should be considered as an aspect of running-in, and not confused with any operating malfunction.

The fork must under no circumstances be washed down with water, but cleaned with solvents that will not corrode the paintwork, using rags that leave no solid residue.

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2.0.6 ITEMS NOT REQUIRING RELUBRICATION The drive shaft bearings (ref 6 in the drawing) are RIV-SKF type 2RS. These bearings are equipped with 2 seals sliding in grooves formed on the faces of the inner ring. The seals are made of synthetic rubber and resistant to oil and wear. They are reinforced by a metal backup ring and able to withstand operating temperatures of between -40° and +120 °C (-40°F and +248°F).

The outer diameter of the seal is seated in a groove afforded by the face of the outer ring, which holds it in position and prevents deformation.

These bearings are supplied already filled with an amount of grease sufficient to ensure lubrication for life. The greases used are suitable for operating temperatures of between -30° and +110 °C (-22°F and +230°F).

The pinions can be keyed to the following two types of device: - needle bearings, which are supplied pregreased for operating temperatures of between -20 °C and +110 °C (-4°F and +230°F). To relubricate, the pinions must be removed, although generally speaking (in the event of malfunction) they should be replaced, as the amount of grease present is sufficient for the life of the bearing.

- self-lubricating bushings known as “Glycodur F” (from the SKF name) or similar; these bushings are used in particular for extremely low operating temperatures, where the standard grease in needle bearings is unsuitable; these bushings are able to withstand operating temperatures of between -200 °C and +250 °C (-328°F and +482°F). Again, relubrication from the outside is not possible without removing the pinion. It is recommended (in the event of malfunction) that the bushings be replaced.

2.0.7 SYMBOLS

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Pay attention to the message and the colour of symbols placed on certain items of equipment.

YELLOW-BLACK = DANGER RED-WHITE = PROHIBITION They indicate the presence of a potential danger to personal health and safety.

Never remove safety symbols from any machine. Should removal be unavoidable due to maintenance operations or other contingencies, please request replacements from the YALE service department.

2.0.8 FAULT-FINDING AND REMEDIES

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3.0 REMOVING THE VARIOUS SECTORS According to the seriousness of damage, the equipment may be repaired either with the system fitted to the machine, removing the various sections until the faulty part has been located and replaced.

Should the damage be particularly severe, such as in the event of bent telescoping sections, or in the case of a general overhaul, the elements must be removed from the equipment.

Indications on how to remove the elements from the bearing structure are given on this page.

SPECIAL EQUIPMENT REQUIRED · 2 x sling with lifting capacity of 1000 kg (2200 lb), length 4000mm (13/14ft) · Bridge crane or suitable lifting device STANDARD TOOLS REQUIRED

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

Park the truck in safe place away from moving vehicles and pedestrians.

1) Slings - lifting equipment - suitable wrenches - Position the lifting equipment over the machine, directly above the element requiring attention. Sling up the beam (Fig.10), attach the slings to the lifting equipment, hoist until taut, then use a suitable wrench to unscrew the hydraulic fittings connecting the oil lines to the Danfoss hydraulic motor, (Ref. E Fig. 9), disconnect the sensor wires, use a suitable wrench to unscrew the bolts at the four anchor points of the element (Fig. 8), raise two centimetres, move the element sideways toward the outside of the machine, and separate the shaft from the coupling (Ref. F Fig.9), ; lift and set down on a clean work bench, then proceed with overhaul.

To refit, repeat the above sequence of steps in reverse order.

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4.0 DISASSEMBLING EQUIPMENT

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5.0 REMOVAL PROCEDURE According to the seriousness of damage, the equipment may be repaired either with the system fitted to the machine, removing the various sections until the faulty part has been located and replaced.

Indications on how to remove the two telescoping sections are given on this page.

SPECIAL EQUIPMENT REQUIRED · 2 x sling with lifting capacity of 1000 kg (2200 lb), length 4000mm (13/14ft). · Bridge crane or suitable lifting device STANDARD TOOLS REQUIRED

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

Park the truck in a safe place away from moving vehicles and pedestrians.

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1) Sling - Bridge crane - Fork lift truck - Suitable wrenches - Position the fork lift truck over the equipment, above the element to be removed. Disconnect the wires to the sensors. Use a suitable wrench to unscrew the hydraulic fittings connecting the oil lines to the Danfoss hydraulic motor (Ref. E Fig. 9). Use a suitable wrench to unscrew the bolts at the four anchor points of the element, raise two centimetres, move the element sideways toward the outside of the machine, and separate the shaft from the coupling (Ref. F Fig. 13). Fix the element to the beam again, remove the equipment by pulling it from one side (Fig. 11), uncover the mechanical stop located on the intermediate telescoping section (Ref. A Fig. 14). Using a suitable wrench, unscrew the retaining bolts, remove the stop, repeat the same operation on the opposite side. Remove the mechanical stops to the right and left of the top telescoping section (Ref. B Fig. 12). Sling up the telescoping section, attach the slings to the bridge crane hook, and position the forks of the lift truck under the intermediate telescoping section; now pull the top section by operating the bridge crane until the two sections separate completely, the intermediate remaining on the forks of the truck and the top section suspended from the bridge crane.

Repair and replace damaged components as necessary.

To refit, repeat the above sequence of steps in reverse order.

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WHEELS 1.0 REMOVING THE LOAD WHEELS MOD. US - NTA030SA - NTA040SA - NTA040DA MOD. EU - MTC10 (EU ONLY) - MTC13 MTC15 - MTC18 The load wheels are of great importance to the stability of the machine. Any imperfection in the wheels, failure of bearings or ovalisation will render the machine unstable and dangerous to manoeuvre.The replacement procedure is described below.

SPECIAL EQUIPMENT REQUIRED · Wooden block 100mmx100mmx200mm (4"X4"X8")

STANDARD TOOLS REQUIRED

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

Park the truck in a safe place away from moving vehicles and pedestrians.

1) Hydraulic jack - wooden block - Lift the cab to a height of 1500 mm (40"), turn the key switch to OFF, then disconnect the battery.

Position the jack near the load wheel (Fig. 1). Raise the truck until the wooden block passes under the body, locate the block, lower the jack until the body rests on the block, then remove the jack.

2) Hammer - large and small screwdriver - Using the hammer and the large screwdriver, remove the cover from the wheel spindle (Fig. 2); using the hammer and the small screwdriver, straighten the tongue of the lockwasher bent into the notch of the nut (Fig. 3).

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3) Socket wrench with ratchet - Unscrew the nut fixing the wheel to the spindle (Fig. 4), remove the lockwasher from the wheel spindle (Ref. A Fig. 5).

4) Hammer - While turning the wheel, use the hammer to tap the base and facilitate removal of the spindle (Fig. 6), remove the wheel and replace the bearings or the entire wheel (Fig.7).

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To refit the wheel, repeat the above steps in reverse order, tighten wheel nut to: MTC10 (EU ONLY) - MTC13 - 80Nm NTA030SA - 80Nm MTC15 - MTC18 - 90Nm NTA040SA - NTA040DA - 90Nm 2.0 REMOVING THE DRIVE WHEELS MOD. US - NTA030SA - NTA040SA EU - MTC10 (EU ONLY) - MTC13 - MTC15 The drive wheel is of great importance to the stability of the machine. Any imperfection in the wheel, ovalisation or chipping of the vulcolan facing will make the machine unstable and dangerous to manoeuvre. The replacement procedure is described below.

SPECIAL EQUIPMENT REQUIRED · N°2 wooden blocks 200x150x200 (8"X6"X8") · N°2 wooden wedges STANDARD TOOLS REQUIRED

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

Park the truck in a safe place away from moving vehicles and pedestrians.

1) Wooden blocks - Lower the cab, place the blocks under the load wheels (Fig. 8), open the hoods of the motor compartment, turn the steering wheel 90° so that the wheel bolts are fully in view (Fig. 10), then turn the key switch to OFF and disconnect the battery.

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2) Hydraulic jack - N° 2 wooden blocks - Position the jack under the body in correspondance with the drive wheel, lift the truck until the wooden blocks will pass underneath, insert the blocks under the truck, lower the jack until the truck rests on the blocks, remove the jack (Fig. 9).

3) Socket wrench with ratchet and extension - Unscrew the bolts retaining the wheel (Fig. 10). Slide the wheel towards the reduction gear under the truck (Fig. 11), pull the wheel off (Fig. 12), and replace it.

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To refit the wheel, repeat the above steps in reverse order, tighten wheel nuts to: MTC10 (EU ONLY) - MTC13 - MTC15 - 136Nm NTA030SA - NTA040SA - 136Nm MTC18 - 81Nm NTA040DA - 81Nm N.B. The wheel is heavy. To facilitate assembly it is recommended that a lever and wooden beam be used for leverage when raising and locating it on the drive shaft (Fig. 13-14).

3.0 REMOVING THE DRIVE WHEELS MOD. US - NTA040DA EU - MTC18 The drive wheels are of great importance to the stability of the machine. Any imperfection in the wheels, ovalisation or chipping of the vulcolan facing will make the machine unstable and dangerous to manoeuvre. The replacement procedure is described below.

SPECIAL EQUIPMENT REQUIRED · N°2 wooden blocks 250x200x250 (10"X8"X10") · N°2 wooden wedges

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

Park the truck in a safe place away from moving vehicles and pedestrians.

1) Wooden blocks - Lower the cab, position drive wheels in straight ahead position, turn the key switch to OFF and disconnect and remove the battery from the truck in order to access the drive units. Chock the load wheels (Fig.15).

2) Hydraulic jack - Wooden blocks - Position the jack centrally under the body at the rear of the truck, lift the truck 250mm (10 ") until the wooden blocks will pass underneath, insert the blocks under the truck, lower the jack until the truck rests on the blocks at 250mm (10") from the ground, remove the jack (Fig.16).

3) Dismantle only 1 push rod from the MDU (Fig.17), manually turn the MDU so as to access the wheel retention bolts.

4) Socket wrench with ratchet and extension - Unscrew the bolts retaining the wheel (Fig.18). TOP TIP: Get somebody to slightly move the MDU back and forth by hand while the wheel is extracted from the hub, pull the wheel off, and replace it (a few drops of weak Loctite on the wheel bolts are recommended when refitting the wheel).

To refit the wheel, repeat the above steps in reverse order N.B. The wheel is heavy. To facilitate assembly it is recommended that a lever and wooden beam be used for leverage when raising and locating it on the hub (Fig. ).

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BRAKING SYSTEM 1.0 BRAKING SYSTEMS DESCRIPTION There are three different braking systems present on the VNA range of trucks: - Reverse Current (Plugging) Braking The Reverse Current (Plugging) Braking function is actuated by reversing the current to the traction motor(s) while the truck is in motion. When the current is reversed, the truck starts to decelerate at a rate that is proportional to the current value set in the INVERSION BRAKING parameter using the programming console.

The braking current must be regulated in such a way that the distance taken by the truck to come to a halt is not less than the length of the truck itself.

An excessively short braking distance could have negative effects on certain truck components in that the current supplied to the motor reaches very high levels during reverse current and release braking, if the braking action is not adjusted correctly, premature wear of the traction motor brushes, commutator and driving wheel may occur. We therefore advise to adhere to the recommended settings given in our manuals.

- Release (Coasting) Braking The Release (Regenerative) braking system is actuated if the operator releases the traction accelerator butterfly while the truck is travelling forwards or in reverse. The intensity of the braking effect is proportional to the current value entered in the RELESE BRAKING parameter by means of the programming console.

The braking current must be regulated in such a way that the distance taken by the truck to come to a halt is not less than the length of the truck itself.

An excessively short braking distance could have negative effects on certain truck components in that the current supplied to the motor reaches very high levels during reverse current and release braking, if the braking action is not adjusted correctly, premature wear of the traction motor brushes, commutator and driving wheel may occur. We therefore advise to adhere to the recommended settings given in our manuals.

- Emergency / Parking Brake The Emergency / Parking Brake functions are performed by the electromagnetic brake mounted on the traction motor(s) (see following paragraph - removing and adjusting electromagnetic brake).

The electromagnet and plate assembly must be attached with three screws to the traction motor(s) so that the center of the magnet coincides with the center of the disc and so that the plate, under pressure of the springs, presses against the brake disc. The distance between the plate and the electromagnet must be set to 0.4mm (see following paragraph - removing and adjusting electromagnetic brake).

When the electromagnet is supplied with 24V by operation of the travel control, it generates an electromagnetic field that pulls the plate towards it, thereby overcoming the force of the springs that previously held the brake disc tight against the top flange of the motor, thereby preventing its rotation. This allows the disc to rotate freely with the rotor.

The electromagnetic brake is applied in the following situations: - On termination of Regenerative (Release) Braking action, power is disconnected from the brake coil and the Emergency / Parking Brake is applied.

- Operator Presence / Hands On (EU ONLY) Sensors are released or Emergency stop switch is pressed or key switch is switched off while truck is in motion.

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2.0 REMOVAL AND ADJUSTMENT OF THE ELECTROMAGNETIC BRAKE STANDARD TOOLS REQUIRED

REMOVAL PROCEDURE

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

Take the truck to a safe place, far from the transit of other vehicles and pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.

1) open the hood to access the motor compartment.

2) 17 mm hex wrench - 6 mm Allen wrench - Disconnect the brake power supply connector.

With the wrench, loosen the three locknuts of the magnet retaining bolts (Ref. A Fig. 1).

With the Allen wrench, fully unscrew the three magnet retaining bolts (Ref. B Fig. 1) and remove the complete magnet assembly from the motor.

3) Circlip pliers - Remove the brake disc from the drive pinion; with the circlip pliers, remove the circlip from the motor shaft and extract the brake disc guide pinion. (N.B. when replacing the brake disc, it is essential to renew also the pinion).

To reassemble, perform the disassembly steps in reverse order.

Inspection and maintenance - Check the amount of wear on the brake disc “C”; the thickness must not be less than 5 mm.

- Check the condition of the Belleville springs - Check the operation of the engage/release coil - Check the condition of the splines on the pinion and disc.

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3.0 ADJUSTMENT AND PUTTING INTO SERVICE 1) After refitting the brake assembly, before operating the truck you must adjust the brake disc.

2) To obtain good braking action, the distance (t) between the brake disc (p) and the plate of the electromagnet must not exceed 0.4 mm. You will therefore need a feeler gauge of this size.

3) With the three nuts (r) loosened off, insert the feeler gauge next to a bolt (v) and tighten bolt with a 6 mm Allen wrench. Adjust the plate until the feeler gauge can be withdrawn with slight friction. Repeat the operation on all three bolts (v). Tighten nuts (r).

5) Adjusting the braking distance: start the truck and travel at maximum speed. Disconnect power from the brake coil by releasing the operator presence pedal. The truck should brake in a distance that is no less than and no greater than its own length. To set the braking distance, turn adjuster nut (g): turn clockwise to reduce braking distance and counter-clockwise to increase it.

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TRANSMISSION 1.1 DISMANTLING THE TRANSMISSION FROM THE TRUCK MOD. US - NTA030SA - NTA040SA EU - MTC10 (EU ONLY) MTC13 - MTC15 SPECIAL TOOLS NECESSARY ● ● ● ●

TUBULAR SPANNER TO DISMANTLE THE 15mm LOCK NUT WHEEL AND TRANSMISSION SUPPORT. WOODEN WEDGES. HOISTING PLATE

STANDARD TOOLS NECESSARY ● ● ● ● ● ● ●

18mm SPANNER 17mm SPANNER 10mm SPANNER 6mm SPANNER 10mm ALLEN WRENCH 8mm ALLEN WRENCH NIPPER

1.2 INTRODUCTION

ATTENTION BEFORE DISMANTLING THE TRANSMISSION, DISASSEMBLE THE HYDRAULIC CIRCUIT TANK AND PIPINGS. First of all, stop the truck, lower the forks and lock the wheels with wooden wedges.

Cut off the power supply by detaching the rapid battery disconnection socket. Make sure that the parking brake is engaged.

1.3 DISMANTLING THE CONNECTIONS Gain access to the rear opening, remove the 4 protection covers of the electric connections, disconnect the relevant 4 electric cables by loosening the nuts that lock them to the motor (indicated in the picture below with "A") by means of a 17mm spanner. Release the 2 pins indicated in the same picture with "B".

Disconnect the electric connections of the micro-switches that define the maximum turn of the transmission. Then, remove them by unscrewing the nuts indicated with a "C" in the picture by means of a 6mm spanner.

1.4 CHAIN Loosen the transmission chain (which allows the wheel to turn) by means of a 15mm spanner, acting on nut "D".

Remove the chain from the pinion and release the springlet that connects the chain links by means of a nipper (see the picture below and its detail).

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1.5 REMOVING THE TRANSMISSION UNIT After releasing the electric connections and chain, remove the 6 M16x80 screws that fix the transmission supporting plate to the truck by means of a 18 mm spanner.

Couple the motor upper part with the hoisting plate. Connect then the plate to a crane (bridge crane) by means of a rope or chain (see picture on the side).

Hoist the transmission unit and the plate completely out of the truck.

ATTENTION HOIST THE MOTOR SLOWLY AND CAREFULLY AND MAKE SURE NOT TO DAMAGE OTHER COMPONENTS. Place then the transmission unit on the support and lock the wheel with 2 wooden wedges in order to prevent it from moving (see picture in the left).

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ATTENTION MAKE SURE THAT THE TRANSMISSION IS WELL FIXED ON THE SUPPORT.

1.6 TRANSMISSION OIL Before dismantling the transmission, let the transmission oil flow out completely.

To carry out this operation, place a vessel of at least 4 lt. capacity under the transmission, slightly loosen the nut indicated in the picture on the side by the arrow and remove the cap placed on the lower cover. Let then the transmission oil flow out completely.

1.7 REMOVING THE MOTOR Before removing the lifting rope (chain), unscrew the 6 M8 + grower nuts (indicated with "E" in the picture on the side) that fix the motor to the transmission by means of a 10mm spanner.

Lift then the motor making sure not to damage the stud threads (see picture below).

Place the motor on a working bench to carry out further maintenance operations.

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1.7A REMOVING THE PLATE Once you have removed the motor, you can gain access to the screw that fix the plate on the motor. To carry out this operation, unscrew the 6 M12x70 Allen screws (indicated with "F" in the picture below) that fix the plate on the transmission by means of a 10mm Allen wrench. Remove then the plate.

ATTENTION THE PLATE IS VERY HEAVY; SO IT MUST BE LIFTED BY MEANS OF A CRANE OR A BRIDGE CRANE.

1.8 DISMANTLING THE CHAIN At this point you must remove the chain from the transmission. To carry out this operation, you must remove the 2 elastic pins indicated with "G" in the picture below; unscrew then the 8mm Allen screw indicated in the same picture with "H".

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ATTENTION THE CHAINS ARE DIFFERENT. THE LONGER PART OF THE CHAIN MUST REMAIN ON THE RIGHT OF THE TRANSMISSION WITH REGARD TO THE FASTENING POINT (SEE PICTURE BELOW).

1.9 DISMANTLING THE WHEEL In the end you must disassemble the transmission wheel.

To carry out this operation, you must remove the transmission unit from the support, place it on a working bench and unscrew the 5 nuts that fix the wheel to the transmission (indicated with "I" in the picture below) by means of a 18mm spanner.

ATTENTION THE TRANSMISSION IS VERY HEAVY; SO IT MUST BE LIFTED BY MEANS OF A CRANE OR A BRIDGE CRANE.

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2.0 DISMANTLING THE TRANSMISSION FROM THE TRUCK MOD. US - NTA040DA EU - MTC18 SPECIAL TOOLS NECESSARY - Adequate lifting straps with hooks - M10 eyebolt for N° 3 hook - Adequate gantry crane STANDARD TOOLS NECESSARY - 5/6/8/10/12/mm Allen keys - 17mm socket and ratchet - Rubber mallet 1)The reducers group is below the battery compartment, it is necessary to remove the battery and the cover below it.

2) Lift the truck with a jack and support with blocks of wood under the frame for the entire duration of the replacement. Remove bolts (Ref. D-E) and fit the eyebolts in their place, hook on the straps as in Fig.1, hook the straps to the crane and take up slack.

3) Unscrew the bolts that hold the oscillation stop brackets (Ref.C). Unscrew the bolts that hold the oscillation pin brackets (Ref.B).

Remove traction and steering motor power cables (mark the position of the cables to ease re-installation), remove the wires from the various microswitches. Lift the whole group out of the truck and lower onto the ground. Unscrew the bolts that hold the traction groups to the support and position the traction groups on a bench for disassembly.

Assembly on the truck is reverse of dis-assembly.

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3.0 GENERAL INFORMATION NTA030SA - NTA040SA - MTC10 (EU ONLY) - MTC13 - MTC15 3.1 TRANSMISSION COMPONENTS The helical bevel gear transmission comprises essentially the following main components: Transmission housing (Item 1) Wheel shaft (Item 2) Gearing parts, Helical gear, Motor pinion, Pinion shaft and crown gear (not illustrated) Upper part (Item 3) Transmission cover (Item 4)

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3.2 CONSUMABLE GOODS For Cleaning Cold cleaner, such as, benzene or LOCTITE fast cleaner no. 706

WARNING Do not allow aggressive cleaning agents to come into contact with the skin, do not drink or inhale fumes. Wear protective gloves and goggles. If the cleaning agent has come into contact with the skin, flush immediately with plenty of water. If it has been drunk accidentally, contact a physician immediately. Observe accident prevention regulations.

For Assembly LOCTITE No. 243 for securing screws, medium-hard LOCTITE No. 270 for securing spline and shaft connections LOCTITE No. 574 seal surface Grease: SHELL Alvania R3 Ink: for checking the circumferential backlash Use API GL4 bzw. MIL L2105 trransmission oil Viscosity classes: Standard oil: Room temperature: 0 - 40 °C (32-104 °F) SAE 80-90 Low-temperature oil: Room temperature; down to -26 °C (-15 °F) SAE 80W Room temperature; down to -40 °C (-40 °F) SAE 75W If synthetic oil is used for the transmission, always contact the truck manufacturer before operation. The oil level should be checked again after a short driving period. Top up, if necessary. Refill only with the same type of oil used for the first filling.

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Please read the following manual sections: “Installation, Commissioning, Maintenance”.

Required oil quantity: Transmission mod. 400 approx. 3,7 litres; approx. 3,9 US qt.

The oil quantities indicated are standard values. The correct oil level has been reached when the oil is at the filling hole lower edge (overflow).

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3.4 STANDARD TOOLS AND FIXTURES

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3.4 MEASURING TOOLS

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4.0 DISASSEMBLY 4.1 INTRODUCTION Thoroughly clean the outer surface of the transmission before disassembly.

A well-lit and clear working place, which is free from dirt and swarf chips, will assist the work.

All necessary working steps are constantly described and illustrated.

Parts, which can only be replaced by subassemblies, are not to be disassembled further.

To disassemble the drive unit from the vehicle, strictly observe the instructions issued by the vehicle manufacturer.

We recommend using a swivelling stand for disassembly and assembly (Picture 1).

Picture 1

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http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y13_ridut/c13c.htm 4.2 REMOVAL AND DISASSEMBLY OF THE TRANSMISSION HOUSING UPPER PART

Unscrew all Allen screws (item 1 and 2).

(Picture 3).

REMARK With version SF/BF, the upper part of the transmission is additionally bolted to its housing by means of 2 hexagon socket-head screws (item 1), hexagon nuts (item 2) and washers (item 3). These must be unscrewed as well (Picture 4).

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Slightly knock with a plastic hammer from below against the upper part (item 1) to disengage it from the transmission housing.

Remove the transmission upper part carefully.

REMARK With version SF/BF, a centring ring (item 2) is screwed on the trunnion bearing (item 3) TO securE the motor (PICTURE 5).

ATTENTION The upper part of the transmission can be replaced only completely. The centring ring supplied with version SF/ BF can be re-used.

REMARK Replace the parallel pins, the venting filter and the grease nipples when damaged. Please refer to chapter “Assembly”, Section 15.1 TO check the upper part.

4.3 REMOVING OF THE TRANSMISSION COVER Unscrew the hexagon screws (item 1).

Loosen the transmission cover (item 2) by knocking on it slightly with a plastic hammer and remove it (Picture 6).

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4.4 DISMANTLING THE CROWN GEAR AND WHEEL SHAFT Place the transmission in the swivelling stand and tighten.

Screw 2 wheel nuts on the wheel bolts and lock the wheel shaft with a lever.

Unscrew the hexagon bolt with a 24-mm wrench and remove the disk from the wheel shaft (Picture 7).

Drive the wheel shaft (item 1) out of its housing, using a copper mandrel and a plastic hammer (Picture 8).

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REMARK The crown gear is fitted in the wheel shaft with LOCTITE 270. By heating the crown gear to about 100/120 °C (212/248 °F) by means of a welding torch, You can drive the wheel shaft out more easily.

WARNING LOCTITE residues, if heated, may generate aggressive vapours. Use a protective mask! Remove the heated crown gear only with protective gloves!

When you dismantle the wheel shaft, the sealing ring (item 2) may be damaged,so it should be replaced in any case.

Carefully take the crown gear (item 3) out of its housing (Picture 8).

4.5 REMOVING THE TAPER ROLLER BEARING INNER RACE FROM THE WHEEL SHAFT AND CROWN GEAR If the taper roller bearings are to be re-used, we recommend employing extractor unit “M”.

Removing the taper roller bearing inner race from the wheel shaft Place the extractor collet on the roll.

Tighten the collet to the rollers by means of a cap nut.

Screw the spindle on the shaft and pull off the bearing evenly and carefully.

Remove the shaft seal (item 1).

Removing the taper roller bearing inner race from the crown gear When removing the bearing inner race from the crown gear, proceed as described above.

Clamp the crown gear on a fitter bench and insert thrust member "N" to support the spindle in the crown gear bore (Picture 9).

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If the taper roller bearings are to be renewed, open the bearing cage (item 1) and remove the rollers (item 2). Carefully pull off the bearing inner race by means of an extractor (e.g. a three-arm extractor) (Picture 10).

PUSHING THE WHEEL BOLTS OUT OF THE WHEEL SHAFT The wheel bolts (item 1) can be pushed out only when the wheel shaft (item 2) is dismantled. Place the wheel shaft into pressure device “0” and push the wheel.

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4.6 DISASSEMBLY OF THE PINION SHAFT DISASSEMBLY OF THE HELICAL SPUR GEAR First remove the crown gear and then dismantle the pinion shaft.

Unscrew the hexagon nut (item 1).

Hold the helical gear tight using strap wrench “P”.

Pull the cylindrical gear (item 2) out of the pinion shaft (item 3) by means of an extractor (Picture 12).

REMARK THE CYLINDRICAL GEAR IS FITTED IN THE PINION SHAFT WITH LOCTITE 270. BY HEATING THE CYLINDRICAL GEAR TO APPROX. 100/120 °C (212/248 °F) BY MEANS OF A WELDING TORCH FLAME, YOU CAN PULL THE CYLINDRICAL GEAR OUT EASIER.

WARNING LOCTITE residues, if heated, may generate aggressive vapours. Use a protective mask! Remove the heated crown gear only with protective gloves!

REMOVING THE PINION SHAFT Knock the pinion shaft (item 1) out carefully (Picture 12).

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ATTENTION During this operation, make sure not to damage the shaft.

Remove the spacer bushing (item 2) from the pinion shaft.

REMARK NO SPACER BUSHING IS PROVIDED WITH TRANSMISSION MOD. 400.

Take the taper roller bearing inner race (item 3) out of its housing (item 4) (Picture 12).

DISASSEMBLY OF THE TAPER ROLLER BEARING OUTER RACE FROM THE PINION SHAFT Push the taper roller bearing inner race (item 1) out of the pinion shaft (item 2) using bush “B” (Picture 13).

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4.7 DISASSEMBLY OF THE TAPER ROLLER BEARING OUTER RACE FROM THE TRANSMISSION HOUSING Carefully drive out of their housing the bearings outer races (items 1-4) that support the wheel and pinion shafts by means of a copper mandrel and a hammer.

When driving the outer races out, make sure not to damage the shims (items 5-8).

REMARK ALWAYS PLACE THE BEARING OUTER RACES AND SHIMS CLOSE TO THE RELATIVE INNER RACES. Remove the sealing ring (item 9) by using a sturdy screwdriver and a hammer.

4.8 REMOVING THE THREAD PROTECTIVE SHIELD Carefully remove the thread protective shield from the bonding point with a sturdy screwdriver and a hammer.

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5.0 ASSEMBLY 5.1 INTRODUCTION Clean all components thoroughly and remove all residues of LOCTITE.

WARNING Do not allow aggressive cleaning agents to come into contact with the skin, do not drink or inhale fumes. Wear protective gloves and goggles. If the cleaning agent has come into contact with the skin, flush immediately with plenty of water. If it has been drunk accidentally, contact a physician immediately. Observe accident prevention regulations.

Check the wear condition of all parts, if some parts are damaged or cracked, replace them.

In case of damaged gears replace the whole gear set.

New gear sets require new taper roller bearings.

If some taper roller bearings are damaged, always replace all of them (use manufacturer’s inner and outer races only).

After all cleaning operations, lubricate the taper roller bearings with transmission oil before assembly.

Do not re-use shims that have been damaged.

Smooth the sealing faces with an oilstone or a fine finishing file.

The following new parts are required for assembly: Radial shaft sealing ring for wheel shaft sealing Sealing ring for wheel shaft sealing Hexagon nut to secure the cylindrical gear Shims for adjustment of bearings and backlash Sealing rings at the oil drain and oil filling plugs 5.2 MEASURING THE ASSEMBLY DIMENSION OF THE PINION SHAFT Insert measuring bush “0” in the bearing bore hole of the transmission housing and measure dimension F.

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The transmission housing dimension E is determined according to the following formula: E = L- F+d/2 L = Length of measuring bush “D” (marked) F = Distance from the bearing housing diameter to the end face of measuring bush “D” d/2= Bore hole diameter (transmission mod. 400: 45,00 mm (1,7716 in.)

The thickness X of the shims (item 1) is calculated according to the following formula: X= E -B - T E = Transmission housing dimensions B = Assembly dimension of the pinion shaft (marked) T = Bearing width (item 2)

5.3 PRE-ASSEMBLY OF THE TRANSMISSION HOUSING PINION SHAFT BEARING

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Put several shims together up to reach the desired thickness (see section 2).

Insert the shims (item 1) in the bearing seat.

Drive the bearing outer race (item 2) into the bearing seat (Picture 17).

REMARK A DIFFERENCE OF PLUS 0,05 MM (0,002 IN.) AND MINUS 0,05 MM (0,002 IN.) FROM THE MEASURED VALUE IS ALLOWED. WHEEL SHAFT BEARING Insert the shims (item 1) (removed for disassembly) into the bearing seat for preliminary adjustment. Drive the bearing outer race (item 2) into the bearing seat (Picture 18).

Insert the shims (item 3) (removed for disassembly) into the second bearing seat for preliminary adjustment. Press the bearing outer race (item 4) into the bearing seat (Picture 18).

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REMARK DO NOT RE-USE SHIMS THAT HAVE BEEN DAMAGED.

ATTENTION Do not push on the radial shaft seal between the taper roller bearings and the thread protective shield until the bearings have been adjusted.

5.4 PRE-ASSEMBLY OF THE WHEEL SHAFT PUSHING THE WHEEL BOLTS IN THE WHEEL SHAFT Push the wheel bolt (item 1) in the wheel shaft up to the stop using pressure device "0" (Picture 19).

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REMARK WHEN PUSHING THE BOLT IN, MAKE SURE THAT THE FLAT SIDE OF THE BOLT COLLAR IS DIRECTED TOWARDS THE WHEEL SHAFT CENTRE.

Mounting the shaft seal and taper roller bearing inner race Push the sealing ring (item 1) on the wheel shaft (item 2). (Picture 20).

Carefully push the taper roller bearing inner race (item 3) on the wheel shaft up to the stop using bush “H”. (Picture 20).

REMARK GREASE THE SEALING RING (ITEM 1) AND THE TAPER ROLLER BEARING WITH SHELL ALVANIA R3 AFTER PRESTRESS ADJUSTING. 5.5 MOUNTING THE TAPER ROLLER BEARING INNER RACE ON THE CROWN GEAR. Carefully push the taper roller bearing inner race (item l) on the crown gear (item 2) up to the stop using bush “H”. (Picture 21).

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5.6 PRE-ASSEMBLY OF THE PINION SHAFT Carefully push the taper roller bearing inner race (item 1) up to the stop using bush “C” (Picture 22).

5.7 MOUNTING THE PINION SHAFT IN THE TRANSMISSION HOUSING Lubricate the bearing inner race with transmission oil.

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Insert the previously mounted pinion shaft from below into the transmission housing and screw it partially on the bearing outer ring in the transmission housing by means of clamping device ‘F’ (Picture 23).

Place the spacer bushing (item 11) on the pinion shaft.

REMARK NO SPACER BUSH IS PROVIDED WITH THE TRANSMISSION MOD. 400.

5.8 MEASURING THE BEARING CLEARANCE OF THE PINION SHAFT AND ADJUSTING THE PRE-STRESS Measuring the bearing clearance Dimension C = determines the distance between the spacer bush and the collar of the pinion shaft (with transmission mod.

400) and the limit switch of the bearing outer race (Picture 24).

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Insert the shims (item 1) (Dimension C plus 0,02 mm [0,00078 in.]) into their housing (Picture 25).

Push the taper roller bearing outer race (item 2) in its housing.

Carefully push the taper roller bearing inner race (item 3) on the pinion shaft up to the stop using bush ‘G’ (Picture 25).

Place the helical spur gear on the pinion shaft and screw it on with the new hexagon nut (Picture 26).

Hold the helical spur gear tight using strap wrench “P”. Tightening torque: Transmission mod. 400 150 Nm (111 ft-lb.)

REMARK AFTER CHECKING THE TOOTH PATTERN, LOCK THE HEXAGON NUT BY CAULKING IT.

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Remove clamping device. “F”.

Push the pinion shaft downwards manually and turn it several times to align the rollers in the taper roller bearing.

Place the dial gauge as shown in picture 27 and turn the dial face to position “0”.

Mark the measuring points on the helical spur gear with a coloured pencil.

Lift the pinion shaft carefully, using two screwdrivers or two tire levers.

Read the values displayed on the dial gauge.

REMARK THIS STEP SHOULD BE DONE VERY CAREFULLY, IN ORDER TO OBTAIN THE ACTUAL BEARING CLEARANCE. Repeat then the measuring procedure. The measured value must be reproducible.

Adjusting the bearing pre-stress Bearing pre-stress: from 0,02 to 0,07 mm (0,0008 to 0,0028 in.)

Remove the helical spur gear and the pinion shaft.

Insert the corresponding shims and remount the pinion shaft.

REMARK THE BEARING PRE-STRESS SHOULD MEASURE 0,07 MM (0,00028 IN.) Before fitting the helical gear cover, grease the splines of the helical gear with a thin coat of LOCTITE 270. Refit the pinion shaft and the helical gear.

REMARK WIPE OFF THE EXCEEDING GREASE WITH A RAG. REMARK IT IS IMPOSSIBLE TO CHECK THE TAPER ROLLER BEARING PRE-STRESS DIRECTLY. WHEN THE ABOVE MENTIONED TESTS ARE CARRIED OUT, MAKE SURE THAT NO CLEARANCE IS LEFT BETWEEN THE BEARINGS. Tighten and stake the nut to the wheel shaft.

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http://www.yaleaxcessonline.com/lib/service/itwservice/272350000/Y13_ridut/c13d.htm 5.9 MOUNTING THE WHEEL SHAFT AND THE CROWN GEAR ON THE TRANSMISSION HOUSING REMARK DO NOT MOUNT THE RADIAL SHAFT SEAL BETWEEN THE TAPER ROLLER BEARINGS UNTIL THE WHEEL SHAFT BEARING PRE-STRESS HAS BEEN DETERMINED.

Carefully insert the crown gear (item 1) in the trasmission housing.

Engage the wheel shaft (item 2) in the crown gear splines.

Mount the crown gear and wheel shaft with a hexagon bolt (item 3) and a washer (item 4).

Tightening torque: 245 Nm (Picture 28).

5.10 MEASURING AND ADJUSTING THE CROWN GEAR CIRCUMFERENTIAL BACKLASH For measuring the crown gear circumferential backlash, prevent the pinion shaft from turning, e.g., with a wooden wedge.

Place the dial gauge foot as close as possible to 90° to the tooth flank. Turn the wheel shaft in both directions and then determine the backlash by noting the deflection of the dial gauge pointer (Picture 29).

Correct the circumferential backlash by adding or removing shims (item 1) (Picture 30).

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Allowed circumferential backlash: 0,03 - 0,11 mm (0,0012 - 0,0043 in.)

REMARK THE IDEAL CIRCUMFERENTIAL BACKLASH SHOULD MEASURE 0,07 MM (0,0028 IN.) 5.11 CHECKING THE TOOTH PATTERN To check the tooth contact pattern you must coat 3-4 crown gear tooth flanks with ink.

Bring the coated flanks in contact with the conical pinion several times.

The contact pattern will be shown more clearly if the pinion shaft is slightly retained during this operation.

Compare the pattern so obtained to the pattern provided (operation and size).

The table below shows the prescribed patterns.

Slight deviations from the ideal size are possible and allowed. They are generally due to a different contact pressure while taking the pattern.

If you obtain significant differences, check that the mounting dimensions have been kept correctly.

As a rule, wrong contact patterns are due to wrong mounting dimensions. If after having rechecked the mounting dimensions, you still obtain incorrect patterns, the position of the pattern may be corrected according to the instructions mentioned in the diagram below.

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Setting instructions: Always mount every gear set according to the marked installation dimension (A). The installation dimension (A) can be modified only if tooth patterns are not correct.

Carry out the modification according to the tooth pattern position.

5.12 MEASURING THE WHEEL SHAFT BEARING CLEARANCE AND ADJUSTING THE BEARING PRE- STRESS Push the wheel shaft down manually and turn it several times so that the taper rollers can align themselves between the bearings.

Position the dial gauge as shown in picture 31 and set the dial gauge pointer on “0”.

Push the wheel shaft upward with two levers (sturdy screwdrivers or assembly bars). Read the bearing clearance on the dial gauge.

Remove the wheel shaft and pull the taper roller bearing outer race out of its housing with a three-arm puller.

Put the shims together (item 1) and insert them in the transmission housing (Picture 32).

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REMARK THE MINIMUM BEARING CLEARANCE SHOULD MEASURE APPROX. 0,02 MM (0,0008 IN.); INSERT OTHER SHIMS, IF NECESSARY. DO NOT ADJUST THE FINAL BEARING PRE-STRESS UNTIL THIS HAS BEEN REACHED. Required bearing pre-stress: 0,05 to 0,10 mm (0,002 to 0,004 in.)

Mount the bearing outer race and the wheel shaft. Repeat the measuring procedure.

REMARK IT IS NOT POSSIBLE TO CHECK THE ADJUSTED BEARING PRE-STRESS. WHILE CHECKING, MAKE SURE THAT THERE IS NO CLEARANCE BETWEEN THE BEARINGS. IT SHOULD BE POSSIBLE TO TURN THE WHEEL SHAFT MANUALLY. After adjusting the bearing pre-stress, check the circumferential backlash again.

If the circumferential backlash is out of the required tolerances, it must be readjusted.

ATTENTION While correcting the circumferential backlash, add (item 1 and 2) to or remove shims from both bearing positions “1” and “2” (Picture 32).

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After adjusting the bearing pre-stress and circumferential backlash, remove the wheel shaft again in order to mount the thread protective shield and the radial shaft seal. Please, see paragraphs 12 and 13.

5.13 MOUNTING THE THREAD PROTECTIVE SHIELD IN THE TRANSMISSION HOUSING Spray the thread protective shield housing with LOCTITE Fast Cleaner No. 706 from a distance of approx. 30 cm, making sure to hold the spray can upright. Let the fast cleaner work and remove the dissolved dirt with a clean cloth. Spray the surface again and let it dry (Picture 33).

WARNING Hazardous when inhaled or swallowed! avoid any contact with eyes or skin! do not spray near open flames or glowing parts!

Coat the thread protective shield housing with LOCTITE No. 270 and push on the thread protective shield (item 1) as far as possible with mounting mandrel “S”.

5.14 MOUNTING THE RADIAL SHAFT SEAL IN THE TRANSMISSION HOUSING

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Remove the wheel shaft and pull the taper roller bearing outer race out of the transmission housing with a three-arm puller.

Coat the outer diameter of the radial shaft seal (item 1) with a thin film of LOCTITE No. 574 and drive it in the transmission housing using mounting mandrel “T’ (Picture 34).

Installation dimension A: transmission mod. 400 3,0+0,5 mm (0,118+02 in.)

Coat the whole surface of the crown gear inner toothing (item 1) with a thin film of LOCTITE No. 270 and insert it in the transmission housing.

REMARK USE LOCTITE GREASE ONLY FOR THE CROWN GEAR INNER TOOTHING. Coat the sealing ring and the taper roller bearing of the wheel shaft with SHELL Alvania R3 grease. Carefully screw the wheel shaft (item 2) on its own gear toothing.

REMARK REMOVE THE EXCEEDING GREASE WITH A CLEAN CLOTH. Assemble the crown gear and the wheel shaft with a hexagon bolt (item 3) and a washer (item 4) (Picture 35).Tightening torque: 245 Nm

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5.15 MOUNTING THE HOUSING COVER Coat the flat surface of the transmission housing with a thin film of LOCTITE Surface Seal No. 574.

Apply one drop of LOCTITE No. 243 to the thread of each hexagon bolt (item 2).

ATTENTION If the housing is equipped with drilled-through threaded holes, grease the hexagon bolts with LOCTITE and push them into the housing body up to the stop.

Screw the housing cover (item 1) with hexagon bolts (item 2). Tightening torque: 9,5 Nm (7 ft-lb.) (Picture 36).

5.16 TRANSMISSION UPPER PART CHECKING THE TRUNNION BEARING The transmission upper part must be replaced if: - the caulked cover plate of the trunnion bearing is scaled; - the trunnion bearing turns with difficulty and binds. It is not possible to replace the outer race and/or the balls;

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- the maximum bearing clearance has been exceeded; Clamp the transmission upper part to the assembly table. Screw 3 eyebolts on the outer race of the trunnion bearing and let the bearing turn several times.

Position 3 dial gauges on the trunnion bearing and set the gauge dials to “0”. Mark the position of one dial gauge on the trunnion bearing with a pen.

Using a crane and a spring balance, pull on the trunnion bearing with an approx. 50-kg weight (110 lb.). Turn the trunnion bearing several times and re-position it at the mark (Picture 37).

Maximal bearing clearance: 0,03 mm MOUNTING THE VENTING FILTER Carefully drive the venting filter (item 1) as far as possible into the transmission upper part using mounting mandrel “U” (Picture 38).

Mounting the taper grease nipple Screw the taper grease nipple (item 2) as far as possible into the transmission part with an open-end spanner. Tightening torque: 10 Nm (Picture 38).

MOUNTING THE TRANSMISSION UPPER PART

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Screw the centring ring (item 1) (for motor mounting) on the trunnion bearing (item 2) with 3 hexagon bolts (for transportation safety only) (Picture 39).

REMARK ONLY WITH VERSION SF/BF.

ATTENTION The transmission upper part can be replaced only completely. The centring ring supplied with version SF/BF can be reused.

Coat the whole transmission end face with a thin film of LOCTITE No. 574.

Place the transmission upper part on its housing in order to position the straight pins in the relative mating holes.

Screw all Allen-head bolts in (item 1 and 2 Tightening torque: M8 - 23 Nm (17 ft-lb.) M10- 46 Nm (34 ft-lb.) (PIcture 40).

REMARK WITH VERSION SF/BF THE TRANSMISSION UPPER PART IS BOLTED TO ITS HOUSING WITH 2 ALLEN-HEAD BOLTS (ITEM

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1), HEXAGON NUTS (ITEM 2) AND WASHERS (ITEM 3) THAT HAVE TO BE SCREWED IN AS WELL. Tightening torque: 23 Nm (Picture 41).

Greasing the trunnion bearing Regrease the trunnion bearing once a year.

After cleaning the transmission with a steam cleaner or something equivalent, regrease the trunnion bearing.

If the transmission is operating in a very dusty or wet environment, the trunnion bearing should be regreased every month several times.

We recommend using SHELL Alvania R3 grease or something similar.

Procedure: a) Fit the trunnion bearing with two grease nipples (item 1 and 2) (Picture 42). b) Gun the grease in the trunnion bearing through both grease nipples.

Slowly turn the transmission while greasing.

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REMARK IF THE TRUNNION BEARING IS DRY THE QUANTITY REQUIRED WILL BE OF ABOUT 55 G (0,1213 LB.) c) Turn the transmission until the grease is distributed over the whole circumference. d) Remove the forced out grease with a cloth.

6.0 ADJUSTMENT DATA Taper roller bearing pre-stress, pinion shaft: 0,02 to 0,07 mm (0,0008 to O.0028 in.)

Taper roller bearing pre-stress, wheel shaft: 0,05 to 0, l0 mm (0,002 to 0,004 in.)

Circumferential backlash: 0,03 to 0.11 (0,0012 to 0,0043 in.)

Max. Bearing clearance, trunnion bearing: 0,03 (0,0012 in.)

6.1 TIGHTENING TORQUE Hexagon nut for securing helical spur gear: 400 150 Nm (locked by staking) Wheel shaft hexagon bolt : 245 Nm (180 ft-lb.)

Housing cover screws: 9,5 Nm (7 ft-lb.)

Oil drain and oil filling plugs: 22 Nm (17 ft-lb.)

Mounting screws for transmission upper part: M8 23 Nm (17 ft-lb.)

M10 46 Nm (34 ft-lb.)

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

Grease nipples on the housing upper part: 10 Nm (7,4 ft- lb.)

7.0 TROUBLESHOOTING After mounting, test the transmission functioning.

For that purpose, fill the transmission with oil and mount the electric motor and the drive wheel.

Please read the following manual chapters: “Installation, Commissioning, Maintenance”.

Start the electric motor and let it run for several minutes at different speeds and directions. At the same time, slightly brake the drive wheel.

Check the transmission movements from outside and make sure that there’s no irregular running noise.

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8.0 STORAGE After you have tested the transmission with the prescribed oil and after you have drained it, a certain quantity of fluid remains in the transmission housing.

An internal preservation is thereby ensured, providing an anticorrosion protection for at least one year, when the transmission is stored in a dry environment.

If the transmission is not to be used for a long time, it should be filled with the prescribed transmission oil (see paragraph 2).

Make sure that all internal parts are coated with oil.

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The motor opening has to be closed.

Before you re-start the truck after a long storage period, we recommend flushing the transmission with the required transmission oil.

8.1 DECOMMISSIONING Install the transmission on the vehicle observing the instructions given in the “Installation, Commissioning and Maintenance” manual.

Filling the transmission with oil The transmission can be filled with the required oil type and quantity either through the oil filling opening or through the transmission upper cover, when it is removed.

ATTENTION While filling through the transmission upper part, make sure that the transmission is in the installation position and the oil-filling plug is removed. The oil filling opening serves as an overflow.

The suitable oil level is reached when the oil is at the oil-filling opening lower edge (overflow) with the transmission in the installation position.

REMARK WIPE OFF THE EXCEEDING OIL WITH A CLEAN CLOTH. REMARK FREQUENTLY CHECK THE OIL LEVEL AFTER A SHORT BREAK-IN PERIOD AND TOP UP, IF NECESARY. USE THE SAME OIL TYPE WHEN TOPPING UP OR REFILLING. Required oil quantity, viscosity classes, standard oil, oil temperature: see at page 5 of this manual.

The specified oil quantities are approximate values and are intended for planning purposes only. For a long working life of the transmission it is necessary to lubricate it. Change the oil only after 150 to 500 operating hours, in order to remove any particle worn down during the running-in stage. When the transmissions must be repaired and provided with new gears handle them as new.

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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)17.02.2012 11:22:52

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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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1.1 TABLE OF REDUCTION GEAR COMPONENTS http://www.yaleaxcessonline.com/lib/service/itwservice/272490600/01_hf100/c1a.htm (2 of 25)17.02.2012 11:24:05

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)17.02.2012 11:24:05

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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)17.02.2012 11:24:05

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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)17.02.2012 11:25:22

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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 16)17.02.2012 11:26:23

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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.

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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

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

4.1 SPECIAL EQUIPMENT REQUIRED · N° 3 bolts Ø12 M · Grip pliers · Various bearing pullers 4.2 STANDARD TOOLS REQUIRED

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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).

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).

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

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

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

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

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

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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

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

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

Wear appropriate safety clothing for the accident-prevention regulations.

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

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

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

- Use only genuine parts supplied by the manufacturer.

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

- Smooth the seats of the seals.

For assembly, the following new parts must be ordered: - Axle shaft oil seal - Axle shaft flange gasket - Reduction unit cover flange gasket - Bevel pinion fixing hex nut - Axle shaft hex nut - Bearing clearance adjustment shims - Oil filler and drain plug gaskets.

5.2 FITTING THE PINION TAPER ROLLER BEARING OUTER RACES

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

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

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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)17.02.2012 11:35:42

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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)17.02.2012 11:36:56

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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)17.02.2012 11:41:09

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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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520371764

Guide Wire Installation Section B868/B869........... Complete PDF

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Maintenance

GUIDE WIRE INSTALLATION MTC10, MTC13 (NTA030SA) [A868, A872]; MTC15 (NTA040SA) [A869, A873]; MTC18 (NTA040DA) [A870, A874]; MTC13 (NTA030SB) [B868]; MTC15 (NTA035SB) [B869]; OSO30EA [A801]; OSO30EB [B801]; OSO30EC [C801]; OS/SS030BC [B826]; OS/SS030BD [C826]; OS/SS030BE [D826]

PART NO. 520371764

2200 YRM 1230

SAFETY PRECAUTIONS MAINTENANCE AND REPAIR • When lifting parts or assemblies, make sure all slings, chains, or cables are correctly fastened, and that the load being lifted is balanced. Make sure the crane, cables, and chains have the capacity to support the weight of the load.

• Do not lift heavy parts by hand, use a lifting mechanism.

• Wear safety glasses.

• DISCONNECT THE BATTERY CONNECTOR before doing any maintenance or repair on electric lift trucks. Disconnect the battery ground cable on internal combustion lift trucks.

• Always use correct blocks to prevent the unit from rolling or falling. See HOW TO PUT THE LIFT TRUCK ON BLOCKS in the Operating Manual or the Periodic Maintenance section.

• Keep the unit clean and the working area clean and orderly.

• Use the correct tools for the job.

• Keep the tools clean and in good condition.

• Always use YALE APPROVED parts when making repairs. Replacement parts must meet or exceed the specifications of the original equipment manufacturer.

• Make sure all nuts, bolts, snap rings, and other fastening devices are removed before using force to remove parts.

• Always fasten a DO NOT OPERATE tag to the controls of the unit when making repairs, or if the unit needs repairs.

• Be sure to follow the WARNING and CAUTION notes in the instructions.

• Gasoline, Liquid Petroleum Gas (LPG), Compressed Natural Gas (CNG), and Diesel fuel are flammable. Be sure to follow the necessary safety precautions when handling these fuels and when working on these fuel systems.

• Batteries generate flammable gas when they are being charged. Keep fire and sparks away from the area. Make sure the area is well ventilated.

NOTE: The following symbols and words indicate safety information in this manual:

WARNING Indicates a hazardous situation which, if not avoided, could result in death or serious injury.

CAUTION Indicates a hazardous situation which, if not avoided, could result in minor or moderate injury and property damage.

On the lift truck, the WARNING symbol and word are on orange background.

The CAUTION symbol and word are on yellow background.

Guide Wire Installation

Table of Contents

TABLE OF CONTENTS General................................................................................................................................................................

Description ..........................................................................................................................................................

Guide Wire Physical Installation ..........................................................................................................................

Equipment ...........................................................................................................................................................

Specifications ......................................................................................................................................................

Wire Slot and Expansion Loop Specifications.................................................................................................

Material and General Specifications ...............................................................................................................

System II Wire Guidance Specifications..............................................................................................................

Pre-Installation Information Form ........................................................................................................................

1 1 2 11 14 14 15 18 20

This section is for the following models: MTC10, MTC13 (NTA030SA) [A868, A872]; MTC15 (NTA040SA) [A869, A873]; MTC18 (NTA040DA) [A870, A874]; MTC13 (NTA030SB) [B868]; MTC15 (NTA035SB) [B869]; OSO30EA [A801]; OSO30EB [B801]; OSO30EC [C801]; OS/SS030BC [B826]; OS/SS030BD [C826]; OS/SS030BE [D826]

©2008 Yale Materials Handling Corp.

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2200 YRM 1230

Description

General This manual has the correct procedures/methods for installing the guide wire and wire driver for operation of the Yale Wire Guided Vehicles. The procedure is in a sequential step format in the order the steps are usually done. Some steps can be performed out of sequence if the application and circumstances indicate. Adequate preparation for an economical and durable wire installation therefore requires a review and complete

understanding of this procedure before initial checking of the site. A list of required tools, equipment and supplies, as well as specifications are included in this manual.

For adjustments of the wire driver, refer to the section Wire Driver Manual 2200 YRM 1229.

Description There are several things that must be done before beginning the actual installation of the guide wire. Careful planning can prevent costly and time consuming mistakes. It may be easier and cheaper for the wire installer to repair any minor floor irregularities in the truck path during guide wire installation. It is best the racks can be installed and approved by the customer and Yale Company before the installation of the guide wire. If the racks cannot be installed before the guide wire installation, rack location must be referenced to one or more permanent benchmark points. These points must be established and agreed upon by the customer and Yale Company. All dimensions for the guide wire installation must be referenced to the approved racks or the benchmarks. When the guide wire path is known, a physical inspection of the floor must be done by the customer and dealer to establish the following: 1. Location of racks or benchmark points. Possible location of the wire driver.

2. Location of areas of floor to be repaired.

3. Location of all expansion joints and cracks in the wire path.

4. Location of studs, conduit, rebar, water or drain lines, rails, or other material in the concrete of the wire path that will require special procedures during cutting or installation.

An accurate wire path drawing based on the previously planned aisle layout must be made by either the customer, the dealer, or Yale Company. The purpose of this wire and rack installation drawing is to plan the continuous wire path of up to 1524 m (5000 ft) per line driver.

The drawing will also be used to show: 1. Dimensions for wire routing.

2. Walls and traffic aisles.

3. Location of wire driver in a visible area.

4. Total estimated wire length.

5. Total saw cut length.

6. Location and type of floor discontinuities.

7. Location of desired expansion loops.

8. Location and capacity of electrical outlets.

9. The location and type of connectors necessary to connect a garden hose to the cold water source(s).

If possible, the drawing should include a 12.2 m (40 ft) straight section of guide wire outside the rack aisle for truck testing and alignment. All dimensions must be referenced to the approved racks or to the agreed on permanent benchmark points and be given in inches or feet and inches. The drawing must be mutually approved by the customer and Yale Company.

At least two weeks before the date of installation of the wire, a pre-installation information form must be completed by the dealer. At this time, the working hours will be tentatively scheduled with the customer and the amount of customer help (if any) will be determined. If possible, establish cutting hours when customer personnel and vehicle traffic through the cutting area are at a minimum. Alternate traffic patterns must be developed to avoid congestion during installation. See Figure 2.

1

Guide Wire Physical Installation The amount of normal traffic through the work area, the number of people close enough to the saw cutting to require ear protection, protection of electrical and water lines from vehicle traffic, and venting for the exhaust if a gasoline powered saw is used, are things to be considered in establishing the working hours. Establish areas for breaks and lunch for the work party. If necessary, define any off-limit areas and determine security arrangements for entering and exiting the work site, especially during odd hours.

2200 YRM 1230 is approximately 1.5 m (5 ft) above the floor (bottom of box), will be visible during normal operation and is reasonably protected. It is the customers responsibility to provide a 115 volt or 230 volt, 1 amp power source for the wire driver. The wire driver must be installed using conduit for the guide wire and the power source per specifications and according to local and national electrical and building codes. If necessary, the control module can be removed and stored in a safe place until all work is completed.

At this time, the movement or protection of any material or equipment in the work area must be agreed to by the customer. Determine from the customer a suitable dump site for the slurry from the cutting operation.

Make sure container handling and transportation will be available for handling the slurry from the installation site to the dump site. Make sure the floor is smooth enough for the casters on the 208.2 liter (55 gal) drum of the vacuum. See Figure 1. Slurry must NOT be dumped in sewer or storm drains. Make sure the flow from the water source will not be interrupted during the cutting operations.

The date and responsibility for installation of the wire driver must be established at this time. A copy of Wire Driver Manual 2200 YRM 1229 must be provided.

Make sure the wire driver can be installed so that it

Figure 1. Wet Vacuum

Guide Wire Physical Installation 1. Make sure the work party knows the security arrangements for access to work site. Show them the location of restrooms and the break and lunch areas. Make sure they know the location of all off-limit areas.

2. Locate the power and cold water sources. Provide protection for the power and water lines if vehicles will cross lines. Install the pedestrian and other traffic barricades. See Figure 2. Distribute ear protection devices to customer personnel and cutting crew. Make sure all material or equipment has been removed from the area or is protected from the dust and water of the cutting process.

Figure 2. Traffic Barricades

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2200 YRM 1230

Guide Wire Physical Installation

3. Locate the benchmark from which all dimensions are taken. In the example of Figure 3, the benchmark is the column which is flush with the rack face.

If the racks are already installed and have been checked and approved, measurements can be taken from the racks. Otherwise, measurements must be taken from the permanent benchmark points. Any variation between the actual warehouse, racks, or guide wire path and the drawing MUST be resolved BEFORE continuing the layout and cutting. Wire guided tracks operate in minimum clearance conditions so all changes must be approved before installation continues.

4. Mark the guide wire reference locations with a felt tip pen. Using the transit, piano wire, taut string, or laser beam, mark sufficient points along the path to allow convenient chalk-line marking. See Figure 4.

5. Now is the time to double check all dimensions and locations against the guide path installation drawing. Any discrepancies and all questions must be resolved between the customer, Yale Company, and installer.

6. The chalk line must be exactly located over the previously marked points. See Figure 5. Slight variations are not allowed due to the critical nature of wire straightness. The line must be snapped so the red chalk is highly visible along a continuous path with no breaks.

Figure 3. Benchmark

Figure 4. Marking Guide Wire Path

Figure 5. "Snapping" Chalk Line

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2200 YRM 1230

7. The entire chalk path must be spray coated using the specified clear sealer to prevent its being erased prior to or during cutting of the slot. See Figure 6.

8. Mark any floor irregularities which require expansion loops or which must have the slot filled with silicon elastic instead of grout to allow for expansion. Metal within 50.8 mm (2 in.) of the saw cut must be removed and the area filled with epoxy and ground flush with the surface. In Figure 7, the two metal studs are small enough that they were left in the floor and ground flush with the concrete surface.

The cracks and expansion joint shown were remedied by filling the slot with caulking for 101.6 mm (4 in.) on each side of the discontinuity.

9. The crack shown in Figure 8 had chipped out in an area in the path of the load wheel. The chipped area had to be ground smooth, cleaned, filled with epoxy, and ground flush with the surface. Grind all high spots and fill all low spots where the floor tolerance is not within the specification on the installation drawing.

Figure 6. Spraying Chalk Line

Figure 7. Floor Irregularities

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2200 YRM 1230

Guide Wire Physical Installation also decrease with a speed increase or an increase in concrete hardness or density.

Figure 8. Low Spot Filled 10. On a new or unstable floor, expansion loops must be made at each expansion joint between concrete pads and at the end of each aisle. Minor cracks, where the concrete cannot shift, do not need expansion loops. However, the guide wire must be covered with caulking for at least 50.8 mm (2.0 in.) on each side of the crack. If vertical loops are used, the holes must be drilled now. Horizontal loop slots can be added with an electric hand saw after the guide wire slot is cut. The expansion loops must be made as shown in Figure 23 in the Specifications section. The areas that have caulking make the guide wire continuity checking and repairs much easier.

11. Saw alignment is the most critical step in cutting the floor. The first cut must be made in a main or cross aisle where the truck will not need to guide on the wire. Before turning the saw on, it should be pushed forward and backward along a 6.1 m (20 ft) length, and the steering adjusted until it tracks along that length without deviation. This must be done at the beginning of each cut. See Figure 9.

12. Turn the saw and water on and adjust the travel speed and water flow. The speed must be gradually increased until the saw starts to lug down. Reduce the speed until the blade runs freely. While cutting, increase the water flow until the water coming out of the cut slot is clear. Reduce the flow until the color is a slight milky color. The speed and flow adjustment can be noted for later reference. The speed and flow can also very for different areas or floor composition. The depth of cut (slot depth) will

Figure 9. Aligning Saw

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2200 YRM 1230

13. The depth of the slot must be 11.18 mm (7/16 or 0.44 in.) for one wire and 12.70 mm (1/2 or 0.50 in.) for two wires. A standard 3.175 mm (1/8 or 0.125 in.) blade is acceptable. If three or four wires are planned, the slot must be deep enough to ensure 6.35 mm (1/4 or 0.25 in.) grout over the top wire. A diamond blade will hold the slot depth with only infrequent adjustments for wear.

Measure the depth continually and adjust the saw as necessary to maintain a depth tolerance of ±1.5875 mm (±1/16 or 0.0625 in.). A gradual transition is acceptable if the top wire will be covered with the minimum 6.35 mm (1/4 or 0.25 in.) grout.

The transition must be over a distance of more than 1.5 m (5 ft).

14. While sawing, constant attention must be on the saw path. See Figure 10. Every effort must be made to keep the indicators and blade in-line. Make sure the slot is within tolerances shown in the Specifications section. The end of each cut must extend at least 203.2 mm (8 in.) beyond the actual intersection point.

15. The slurry must be vacuumed immediately, to keep it from re-hardening in the slot. A squeegee and if necessary, another vacuum is used to keep the slurry from flowing over the floor. See Figure 11.

16. Saw alignment is critical at all times. If the chalk line is difficult to see, a flashlight can be used. See Figure 10.

Figure 11. Vacuum Slurry Immediately

WARNING If water is used with the electric hand saw, the saw MUST have an insulated case and care must be taken to prevent electrical shock.

17. For short distances, to widen the slot for expansion loops, and to deepen the slot when needed, an electric hand saw can be used. See Figure 12.

Although this can be a dry cut, a water supply for cooling and lubrication is better. A water type fire extinguisher filled with water can be used.

18. No special care is given to the slot after cutting. It can be left overnight without covering it. If left for long periods, duct tape can be used to keep the slot free of dirt.

19. Inspect the entire slot (especially guided sections) to locate any metal in the slot path that was not visible at the surface. Rebar, conduit, or pipe are some examples. If the conduit or pipe are still in use, an agreement must be made with the customer on the solution to the problem. Remove any metal within 50.8 mm (2 in.) of the slot. Fill the area with epoxy and grind the epoxy flush with the surface.

Cut the slot through the filled area.

Figure 10. Keep Saw on Path

6

20. Just prior to laying the wire, the slot must be cleared using an ice pick or similar instrument. Then vacuum the slot and surrounding area, to make sure there are no granules left in the slot. See Figure 13.

2200 YRM 1230

Guide Wire Physical Installation method is to provide an expansion loop so the wire passes around the corner only along the short wire length that will experience very little movement.

See Figure 15.

23. When a splice is needed, the "Western Union" or equivalent method must be used. These splices must be made at a point where the truck will not be guiding. A 101.6 mm (4.0 in.) length of heat shrinkable tubing is placed on the end of the one wire. The wire insulation is stripped back 38.1 mm (1 1/2 or 1.5 in.). Twist the strands of each end and make the "Western Union" splice. See Figure 16.

Figure 12. Electric Hand Saw

Figure 14. Installing the Wire

Figure 13. Vacuum Slot 21. The wire is installed in the slot directly from the reel.

A blunt instrument is used to press the wire into the bottom of the slot. The instrument shown in Figure 14 is a keyhole saw with the blade ground smooth. If necessary, use pieces of cork or cardboard to keep the wire in the bottom of the saw cut.

It is important for correct guidance that the wire is kept at the bottom of the saw cut. The cork or cardboard must be a tight fit in the slot to hold the wire at the bottom of the slot.

Figure 15. Loop at Corner

22. Whenever the wire passes around the corner, it must be taped to prevent chafing. An alternative

7

Guide Wire Physical Installation

2200 YRM 1230 Legend for Figure 16 1.

2.

3.

4.

5.

6.

SHRINKABLE TUBING WESTERN UNION SPLICE SEALANT SOLDERING IRON SOLDER HEAT GUN

24. Solder the wires together and center the shrinkable tubing over the splice. Use the heat gun or hold the soldering iron under the splice to shrink the tubing around the splice until it is tight. Coat the splice with the specified sealant. If needed, chisel or saw the slot so it is wide enough for the splice. See Figure 16.

25. When the wire is completely installed, leave some extra length of wire at the wire driver box for convenience. If the wire driver is located in a traffic area, the conduit must be buried. A 50.8 × 50.8 × 50.8 mm (2 × 2 × 2 in.) hole for the conduit can be made by drilling, sawing, and chiseling. If located in a non-traffic area, the guide wire can exit the conduit and enter the slot at the floor surface. However, the end of the conduit and slot must be covered with grout as shown in Figure 17.

26. The next step is to test the continuity of the wire.

See Figure 18. This must be done before grouting because corrections are difficult to make after the grout is installed. A voltage/ohmmeter (VOM) connected to the wire ends will indicate four to five ohms per 304.8 m (1000 ft) of wire, if the wire has continuity. An infinity indicates a break in the wire.

A reading of much less than the proper resistance indicates a short circuit between sections of the wire. Inspect the total length of the wire to locate any break(s) or short(s) and make the necessary repairs. The wire driver control module can be installed now or as the final step.

27. All cracks and breaks in the floor must have been previously marked. The entire guide path must be inspected. Fill the slot using elastic caulking for a minimum of 50.8 mm (2 in.) each side at all expansion loops, cracks, and over any splices. Fill the slot flush with the surface. Generally, it is better to use too much than too little caulking. This step must be completed before grouting begins. See Figure 19.

Figure 16. Splice

8

2200 YRM 1230

Guide Wire Physical Installation

Figure 19. Caulking Slot

Figure 17. End of Conduit Covered

Figure 18. Testing Wire

28. Now the grout can be applied to the entire guide path. With a resin-mixed grout, the consistency will be stiff, so pouring is not possible. As shown in Figure 20, installing the grout with a trowel is required.

If water-mixed grout or thin epoxy is used, a pouring technique is possible. Plastic ketchup or chalk bottles can be filled and used to squirt the grout into the slot, while a second person keeps the containers filled. Another possible technique is to insert and tape a funnel to one end of a long tube, such as a golf tube, and tape a small funnel or chalk bottle top to the other end. See Figure 20. Then one person can hold the small funnel to direct the grout into the slot, while the second person pours grout into the large funnel. If the grout begins to harden and will not pour, dump the batch, clean the tools, and make a new batch.

29. It is extremely important for the grout to be flushed with the floor surface. Because the grout hardens rapidly, only one segment of the guide path must be grouted at one time. Before moving to the next segment, the grout must be scraped with a trowel or spatula and smoothed before it solidifies. See Figure 21. The length and timing of each segment will depend on the consistency of the grout. Have a readily available water supply with 18.93 liter (5 gal) pails and other supplies to allow a more efficient process. The 208.2 liter (55 gal) drum for the wetdry vacuum can be partially filled with water to rinse the equipment periodically.

9

Guide Wire Physical Installation

2200 YRM 1230 30. As mentioned previously, the wire driver conduit to the floor can be either a buried or surface interface.

As shown in Figure 17, the wire driver is located where no pedestrian or equipment traffic will occur, so the exposed wire and the end of the conduit is simply covered with a few inches of grout.

31. The entire floor must be cleaned and swept. See Figure 22. The guide path will be almost unnoticeable in the floor. The extent of the cleanup must be mutually agreed to by the customer and the installer. Generally, a water or mopping cleanup is the customers responsibility.

32. Now the control module can be installed in its housing, and the wire continuity checked again. Connect and check the wire driver according to Wire Driver Manual 2200 YRM 1229.

Figure 20. Grouting

33. Inspect the installation with the customer so that the customer knows that the installation is satisfactorily completed, and wire continuity has been checked.

Figure 22. Sweeping Guide Path

Figure 21. Smoothing Grout

10

2200 YRM 1230

Equipment

Equipment Table 1. Equipment Layout Equipment 1.

At least one 30.5 m (100 ft) tape measure.

2.

Chalk line

3.

Chalk (including refills

Red preferred, blue acceptable. Yellow or white NOT acceptable since they are not as permanent.

4.

Clear sealer to seal chalk line

Clear spray "paints" commonly available in spray cans work well. Tank type sprayers using bulk concrete sealer can be used. Sealer must preserve chalk line before and during cutting of groove.

5.

A normal transit, piano wire or laser beam

To ensure straight lines. Sufficient piano wire or string for the longest aisle can be substituted for the transit. A laser beam can also be used.

6.

Felt tip (fine) marker

Appropriate color ink for marking reference points on floor.

Cutting Equipment

1.

A self propelled concrete saw

Electric (preferred) or gasoline powered. A 355.6 mm (14 in.) blade capacity and 18 horsepower is preferred. Must have an infinite and positive depth adjustment and be equipped for water cooling the blade. Provide extra gasoline, funnel, and etc. if gasoline powered machine is used.

2.

Two (minimum) general purpose 355.6 mm (14 in.) diamond blades

One cutting and a minimum of one replacement or spare. More blades can be required for large installations. Type of blade can vary depending on floor composition. A carborundum blade can be necessary to cut steel plate, rails, or other large pieces of metal in the floor.

3.

A wet-dry vacuum

To pick up slurry before it sets and to clean slot before installing wire. A vacuum to fit a 208.2 liter (55 gal) capacity drum mounted on a caster base is recommended. Smaller wet-dry vacuums can also be necessary to prevent water flow on the floor.

4.

An electric hand saw with concrete blade

Used for short cuts and minor corrections to depth or straightness. Minimum one spare or replacement blade.

5.

An electric rotary/hammer hand drill with 3/4 inch bit capacity

For drilling vertical expansion loop holes.

6.

1/2 and 3/4 inch carbide tipped impact masonry bits

For rotary/hammer drill.

7.

Electric grinder (right angle)

For grinding metal or epoxy flush with the surface.

8.

Carbide grinding wheel(s)

For grinder. Sufficient quantity to complete installation.

11

Equipment

2200 YRM 1230

Table 1. Equipment (Continued) 9.

20 amp capacity extension cords

Sufficient length(s) to reach furthest point from power source to equipment.

10.

Standard garden hose

For concrete saw blade cooling. Sufficient length to reach furthest point from water source.

11.

Hose/pipe adapter or connectors

To adapt water source outlet to garden hose connector. Repair connectors to repair the hose if it is damaged during cutting operation.

12.

Portable water tank

For water source to cool hand saw blade. Can be water type fire extinguisher or garden sprayer filled with water.

13.

Floor squeegee

For moving saw slurry on floor (containment until removed). Provide extra replaceable squeegee blades for the squeegee head or sufficient squeegees to complete the job. The squeegee blades wear rapidly.

14.

Safety goggles, ear protection, flashlight

For saw operator(s). OSHA can require ear protection for others near saw cutting operation if cutting is too loud. Flashlight for chalk path visibility.

15.

208.2 liter (55 gal) drum

For dumping slurry from vacuum to transport dump site. Caster base for moving drum.

Wire Installation Tools and Supplies

1.

Wire

Sufficient length of wire for all guide paths (no splices in guided areas), return paths, and test paths.

2.

Ice pick

For scraping, loosening particles in slot before vacuuming just before wire installation. A keyhole saw ground smooth or similar tool can be substituted.

3.

Pliers, wire strippers, solder, and solder gun or iron For making wire splices.

4.

Heat shrinkable tubing, electrical tape, and sealant

Sufficient length of specified tubing to insulate and protect splices ( 101.6 mm (4 in.) minimum per splice). Tape for protecting wire insulation at corners. Specified sealant to protect splices.

5.

Commercial heat gun (hot air)

To shrink tubing. Soldering iron can be used if there is enough heat without direct contact to tubing.

6.

Smooth tipped tool

For pressing wire into slot. A stiff piece of bent wire or keyhole saw (ground smooth) will do.

7.

Pieces of cork or thick cardboard

Used to keep wire in the bottom of the slot before grouting. May be unnecessary depending on width of cut.

Grouting Tools and Supplies 1.

12

Specified grout

For filling slot over wire. Sufficient quantity to finish job.

2200 YRM 1230

Equipment

Table 1. Equipment (Continued) 2.

Specified caulking

For filling over, crack or expansion joints. Sufficient quantity to finish job.

3.

Caulking gun

For dispensing caulking.

4.

Epoxy concrete patching compound

For patching, filling, or leveling small areas of the floor.

5.

Pails or trays

For mixing grout or epoxy patch compound. For the epoxy products, containers must be disposable or have disposable liners and be in sufficient quantity to complete job.

6.

Trowels and grout tools

For working grout into slots and cracks. For finishing grout smooth at all floor repairs. A shovel can be necessary depending on the type of grout.

7.

Plastic ketchup bottles or funnels, chalk bottle tops and golf tube

For getting grout mix into slot.

8.

Knee pads or kneeling pad

Recommended for knee protection during grouting operation.

Testing Equipment

1.

A volt/ohmmeter (VOM).

Beckman HD 100 Recommended.

Fluke 8020A acceptable at 6.25 KHz or less

For checking guide wire continuity and wire driver output. Meter MUST have a reading resolution of 100 uV and an RMS accuracy of ±5 percent at the frequency of the wire driver.

13

Specifications

2200 YRM 1230

Specifications WIRE SLOT AND EXPANSION LOOP SPECIFICATIONS Figure 23 shows the wire slot and expansion loop specifications.

A. SLOT B. EXPANSION LOOPS C. VERTICAL LOOP (PREFERRED METHOD)

D. HORIZONTAL METHOD E. GROUT OR EPOXY F. ELASTIC CAULKING

1.

2.

3.

4.

5. CRACK 6. EXPANSION JOINT BETWEEN CONCRETE PADS

CONCRETE SLOT GUIDE WIRE HOLE (12.7 mm (1/2 or 0.5 in.) FOR SINGLE, 19.05 mm (3/4 or 0.75 in.) FOR DOUBLE

Figure 23. Wire Slot and Expansion Loop Specifications

14

2200 YRM 1230

Specifications

MATERIAL AND GENERAL SPECIFICATIONS Table 2 shows the material specifications. shows the general specifications.

Table 3

Table 2. Material Specifications Material

Specification

1.

Wire

6 AWG, stranded 19/29 copper type B, 0.010 PVC insulation, any color, 1.98.12 mm (5/64 or 0.078 in.) diameter Suggested vendors: Beldon 9980 Alpha 1858/19 Newark 27F3223WM or 37F571WM

2.

Solder

Tin 60%, lead 40%, non-activated rosin core, 16 gauge Suggested vendors: Kester Ersin Multicore Newark 33F228, 33F315, 33F217, 81N1591 Duratec TLR6016-1

3.

Heat Shrinkable Tubing

3.175 mm (1/8 or 0.125 in.) diameter, any color, PVC, polyolefin or teflon Suggested vendors: Voltrex PVS-008, TTS-514, SST-008, FPS-008 Alpha FIT-221-1/8 Newark 37F6992, 81N2701, 37N1170

4.

Sealant (Wire Splice)

Provide splice corrosion protection from moisture, oil, or acid.

Suggested product (equivalent products acceptable): Spray Tec "Crystal Clear Insulating Acrylic" Type 32N291 (MIL-TT-0048) Newark P/N 00Z245 3M "IVI-Spray" Electrical Sealer No. 2530 Suggested vendor: Newark Electronics Chicago Graybar

5.

Caulking

Must remain elastic and not shrink or dry out.

Suggested product: G.E. Silastic Silicone or equivalent

6.

Grout

Must not shrink. Can be water mix "mortar" type or epoxy.

Suggested product: 5-Star Epoxy Grout (U.S. Grout Corportation) 3-6-M (Dural International Corporation) ROCKITE Grout

15

Specifications

2200 YRM 1230

Table 2. Material Specifications (Continued) Material

Specification

7.

Thin Wall E.M.T. Conduit

U.L. approved, galvanized electrical metallic tubing.

Trade size: 1/2 inch Outside diameter: 0.76 +0.005 inch Inside diameter: 0.622 inch nominal Wall thickness: 0.042 inch nominal Suggested vendors: Graybar

8.

Thin Wall E.M.T. Fitting

Steel insulated throat.

Size: 1/2 inch Suggested vendors: Graybar Appleton - TW 50SCI, TW-50-SI 98T050 T & B - 5123, 5131 Raco - 2912, 2122, 1992 Gould - 750B, 720B Steel City - TC-711, TC-721, TC-741 Bridgeport - 250-I, 230-I, 215-I O.Z./Gedney - 7050 SIT, 4050 SIT Table 3. General Specifications

Item or Area

Specification

1.

Wire Path

See Figure 23.

Continuous (electrically) loop. 1524 m (5000 ft) maximum.

2.

Straightness

Maximum ±3.048 mm (±1/8 or 0.12 in.) deviation from straight in any 3.048 m (10 ft) length in guided aisle (smooth transition). A maximum deviation change 1.5748 mm (1/16 or 0.062 in.) per 1.524 m (5 ft) and the maximum deviation between any two random points must not exceed 0.3175 mm (0.0125 in.) in any 0.3048 m (1 ft)of wire run.

Maximum 12.7 mm (1/2 or 0.5 in.) deviation from straight in 3.048 m (10 ft) length outside guided aisle (smooth transition).

3.

Slot

Slot to be 3.175 mm (1/8 of 0.125 in.) wide nominal (with of saw blade).

Slot for single wire must be 11.176 ±1.524 mm (7/16 or 0.44 ±1/16 or 0.062 in.) deep. Slot for double wire must be 12.7 ±1.524 mm (1/2 or 0.5 ±1/16 or 0.062 in.) deep. Minimum 6.35 mm (1/4 or 0.25 in.) of specified grout or caulking over all wires.

4.

Splice

No splice allowed in guided aisle. No splice allowed in expansion loops.

Each end of wire to have 38.1 mm (1 1/2 or 1.5 in.) insulation removed and wire strands twisted together. "Western Union" type splice required.

Splice must be soldered using specified solder and soldering iron or gun.

Splice must be centered in a 101.6 mm (4 in.) length of specified heat shrink tubing. Tubing to be heated by hot air. No direct flame or hot metal.

Heat shrink tubing must be coated after shrinking using specified sealant.

Spliced wire must be covered by specified elastic caulking in slot for 50.8 mm (2 in.) each side of splice.

5.

Expansion Loops

Expansion joints and cracks that can shift and stress the wire must have vertical or horizontal expansion loops as shown in Figure 23.

16

2200 YRM 1230

Specifications

Table 3. General Specifications (Continued) Item or Area

Specification

6.

Floor Flatness Lift Heights to 6096 mm (240 in.)

Floor flatness of Face F65 is recommended. In the direction for truck travel, the elevation between any two points separated by 1828.8 mm (72 in.) will not exceed 4.318 mm (1/6 or 0.17 in.) and will not change at a rate greater than 3.556 mm (1/7 or 0.14 in.) per 0.3048 m (1 ft) of travel across the floor. Areas that do not meet the specification must be corrected (filled or ground) to specification.

Perpendicular to the direction of truck travel, the elevation difference between any two points separated by 1371.6 mm (54 in.) will not exceed 3.556 mm (1/7 or 0.14 in.) and will not change at a rate greater than 3.556 mm (1/7 or 0.14 in.) per 0.3048 m (1 ft) of travel across the floor.

In any direction, the elevation difference between any two points separated by 304.8 mm (12 in.) will not exceed 1.778 mm (1/14 or 0.07 in.) and will not change at a greater rate than 1.778 mm (1/14 or 0.07 in.) per 0.3048 m (1 ft) of travel across the floor. Areas that do not meet this specification must be corrected (grounded or filled) to specification.

Sharp discontinuities in truck aisle must be filled or ground so that there is no jolting of the truck.

7.

Floor Flatness Lift Heights Above 6096 mm (240 in.)

Floor flatness of a Face F95 is recommended. In the direction of truck travel, the elevation difference between any two points separated by 1828.8 mm (72 in.) will not exceed 2.794 mm (1/9 or 0.11 in.) and will not change at a rate greater than 2.032 mm (1/12 or 0.08 in.) per 0.3048 m (1 ft) of travel across the floor. Areas that do not meet this specification must be corrected (grounded or filled) to specification.

Perpendicular to the direction of truck travel, the elevation difference between any two points separated by 1371.6 mm (54 in.) will not exceed 2.54 mm (1/10 or 0.10 in.) and will not change at rate greater than 2.032 mm (1/12 or 0.08 in.) per 0.3048 m (1 ft) of travel across the floor.

In any direction, the elevation difference between any two points separated by 304.8 mm (12 in.) will not exceed 1.0668 mm (1/24 or 0.042 in.) and will not change at a rate greater than 1.0668 mm (1/24 or 0.042 in.) per 0.3048 m (1 ft) of travel across the floor. Areas that do not meet this specification must be corrected (filled or ground) to specification.

Sharp discontinuities in truck aisle must be filled or ground so there is no jolting of the truck.

8.

Floor Magnetic Condition

Guidance sensors respond to a magnetic field from the guide wire.

Therefore, all hard topping or any iron or steel must be evenly distributed within 609.6 mm (24 in.) on both sides of the guide wire. Wire mesh and rebar must be at least 101.6 mm (4 in.) below the guide wire.

Other magnetic materials, such as pipes, rails, and drains must be at least 152.4 mm (6 in.) below the guide wire.

Other guide wires in the floor with the same or different frequencies must be at least 762 mm (30 in.) away from the guide wire in the guide path.

17

System II Wire Guidance Specifications

2200 YRM 1230

System II Wire Guidance Specifications Installation Requirements

Specifications

Wire Driver Output Requirements Standard Frequency Current

6520 ±10 Hertz 76 to 80 mA

Optional Frequency Current

5200 ±8 Hertz 34 to 36 mA

Straightness of Guide Requirements Maximum Deviation from Straight

±3.0 mm (±0.12 in.) per 3.05 m (10 ft)

Maximum Deviation Change

1.6 mm (0.062 in.) per 1.53 m (5 ft)

Maximum Deviation Between Any Two Points Maximum Deviations Per 3.05 m (10 ft) Floor Flatness Requirements - For Lift Heights to 6096 mm (240 in.)

0.32 mm (0.0125 in.) per 305 mm (1 ft) One Deviation.

F65

In Direction of Vehicle Travel * Maximum Elevation Difference

4.3 mm (1/6 or 0.17 in.) per 1829 mm (72 in.) *

Maximum Elevation Change Rate

3.6 mm (1/7 or 0.14 in.) per 305 mm (1 ft) *

At 90 to Direction of Vehicle Travel * Maximum Elevation Difference

3.6 mm (1/7 or 0.14 in.) per 1372 mm (54 in.) *

Maximum Elevation Change Rate

3.6 mm (1/7 or 0.14 in.) per 305 mm (1 ft) *

In Any Other Direction of Vehicle Travel * Maximum Elevation Difference

1.8 mm (1/14 or 0.07 in.) per 305 mm (1 ft) *

Maximum Elevation Change Rate

1.8 mm (1/14 or 0.07 in.) per 305 mm (1 ft) *

Floor Flatness Requirements - For Lift Heights Above 6096 mm (240 in.)

F95

In Direction of Vehicle Travel * Maximum Elevation Difference

2.8 mm (1/9 or 0.11 in.) per 1829 mm (72 in.) *

Maximum Elevation Change Rate

2.1 mm (1/12 or 0.08 in.) per 305 mm (1 ft) *

At 90 to Direction of Vehicle Travel * Maximum Elevation Difference

2.5 mm (1/10 or 0.10 in.) per 305 mm (1 ft) *

Maximum Elevation Change Rate

2.1 mm (1/12 or 0.08 in.) per 305 mm (1 ft) *

In Any Other Direction of Vehicle Travel * Maximum Elevation Difference

1.1 mm (1/24 or 0.04 in.) per 305 mm (1 ft) *

Maximum Elevation Change Rate

1.1 mm (1/24 or 0.04 in.) per 305 mm (1 ft) *

Floor Magnetic Condition Requirements

18

2200 YRM 1230

Installation Requirements Floor Topping Wire Mesh or Rebar Other Magnetic Materials - Pipes, Rails, Drains Other Guide Wires With the Same or Different Frequencies

System II Wire Guidance Specifications

Specifications All iron or floor steel topping must be evenly distributed within 610 mm (24 in.) on both sides of the guide wire.

Wire mesh and rebar must be at least 102 mm (4 in.) below the guide wire.

Materials must be at least 152 mm (4 in.) below or 610 mm (24 in.) to the side of the guide wire.

Must be at least 762 mm (30 in.) away from the guide wire and guide path.

Lift Truck Speed With Guide Path Deviation Zero Deviation (Load End First Only) 32 mm (1.25 in.) Deviation 38 mm (1.50 in.) Deviation (R30E only) 44 mm (1.75 in.) Deviation

8.8 km/h (5.5 mph) (R30EA only) 6 km/h (4 mph) maximum (R30E) 3.6 km/h (2.25 mph) maximum (R30EA) 3.6 km/h (2.25 mph) maximum Traction shutoff

* Segment specification for ALL points within the segment. Segment specifications apply to ALL areas of the guide path (path of truck travel during guided operation).

19

Pre-Installation Information Form

2200 YRM 1230

Pre-Installation Information Form Customer’s Name (Print) Office Address: (For correspondence regarding installation) Telephone Number: Installation Address:

Person to contact for access to installation site and other arrangements for the installation: Name(s) (Print): Date of Installation: Working Times for Installation: Number of customer employees helping during installation (if any): Amount and type of normal traffic through installation area:

Alternate patterns for traffic during installation. If possible, note on the drawing or draw a map.

Number of customer employees requiring ear protection: Determine what methods will be used to protect electrical and water lines from necessary vehicle traffic (lengths and number of "ramps").

Determine fittings required and distance from power and water.

Electrical fittings: Number and lengths of electrical cords: Hose fittings required: Number and lengths of garden hoses: Exhaust fans needed for gasoline exhaust from gasoline powered saw?

Yes

No

Number needed:

Type:

Define off-limit areas for people making wire installation:

20

Size(s):

2200 YRM 1230

Pre-Installation Information Form

Define break, lunch, restroom locations for work party:

Define security arrangements for entering and leaving work site. Person to contact if daily escort is needed.

Name (Print): Procedures:

Locate and arrange for movement or protection of any customer equipment or material in work area. Customer agreement to have moved or protected by installation date.

Customer or representative initials: Determine location of dump site or provision for disposing of slurry. Slurry must NOT be dumped in sewer or storm drains. Path to dump site must be smooth enough for caster travel or equipment available to transport full 55-gallon drums.

Establish responsibility of installing power for the wire driver prior to the installation date. Provide customer a copy of The Wire Driver Manual (Form 599565).

Initials of person responsible: Determine if there are areas of the floor that require repair. Will repairs be done by customer?

Yes

No

Will repairs be done during installation by installation crew?

Yes

No

21

NOTES ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________

22

Yale Materials Handling Corp.

1400 Sullivan Dr., Greenville, NC 27834-2011

2200 YRM 1230

6/08 (9/05) Printed in U.S.A.

520371765

Wire Driver Manual Section B868/B869........... Complete PDF

http://www.yaleaxcessonline.com/lib/service/itwservice/520371765/index.htm17.02.2012 11:56:52

Maintenance

WIRE DRIVER MANUAL MTC10, MTC13 (NTA030SA) [A868, A872]; MTC15 (NTA040SA) [A869, A873]; MTC18 (NTA040DA) [A870, A874]; MTC13 (NTA030SB) [B868]; MTC15 (NTA035SB) [B869]; OSO30EA [A801]; OSO30EB [B801]; OSO30EC [C801]; OS/SS030BC [B826]; OS/SS030BD [C826]; OS/SS030BE [D826]

PART NO. 520371765

2200 YRM 1229

SAFETY PRECAUTIONS MAINTENANCE AND REPAIR • When lifting parts or assemblies, make sure all slings, chains, or cables are correctly fastened, and that the load being lifted is balanced. Make sure the crane, cables, and chains have the capacity to support the weight of the load.

• Do not lift heavy parts by hand, use a lifting mechanism.

• Wear safety glasses.

• DISCONNECT THE BATTERY CONNECTOR before doing any maintenance or repair on electric lift trucks. Disconnect the battery ground cable on internal combustion lift trucks.

• Always use correct blocks to prevent the unit from rolling or falling. See HOW TO PUT THE LIFT TRUCK ON BLOCKS in the Operating Manual or the Periodic Maintenance section.

• Keep the unit clean and the working area clean and orderly.

• Use the correct tools for the job.

• Keep the tools clean and in good condition.

• Always use YALE APPROVED parts when making repairs. Replacement parts must meet or exceed the specifications of the original equipment manufacturer.

• Make sure all nuts, bolts, snap rings, and other fastening devices are removed before using force to remove parts.

• Always fasten a DO NOT OPERATE tag to the controls of the unit when making repairs, or if the unit needs repairs.

• Be sure to follow the WARNING and CAUTION notes in the instructions.

• Gasoline, Liquid Petroleum Gas (LPG), Compressed Natural Gas (CNG), and Diesel fuel are flammable. Be sure to follow the necessary safety precautions when handling these fuels and when working on these fuel systems.

• Batteries generate flammable gas when they are being charged. Keep fire and sparks away from the area. Make sure the area is well ventilated.

NOTE: The following symbols and words indicate safety information in this manual:

WARNING Indicates a hazardous situation which, if not avoided, could result in death or serious injury.

CAUTION Indicates a hazardous situation which, if not avoided, could result in minor or moderate injury and property damage.

On the lift truck, the WARNING symbol and word are on orange background.

The CAUTION symbol and word are on yellow background.

Wire Driver Manual

Table of Contents

TABLE OF CONTENTS General................................................................................................................................................................

Description ..........................................................................................................................................................

Installation Procedure..........................................................................................................................................

Checks and Adjustments.....................................................................................................................................

Checks ............................................................................................................................................................

Adjustments ...................................................................................................................................................

Troubleshooting ...................................................................................................................................................

Wire Driver Troubleshooting ............................................................................................................................

Guide Wire Troubleshooting ............................................................................................................................

Guide Wire Repair...........................................................................................................................................

Short Circuit Repair ....................................................................................................................................

Open Circuit Repair ....................................................................................................................................

System II Wire Guidance Specifications..............................................................................................................

1 1 3 4 4 6 7 7 8 9 9 9 12

This section is for the following models: MTC10, MTC13 (NTA030SA) [A868, A872]; MTC15 (NTA040SA) [A869, A873]; MTC18 (NTA040DA) [A870, A874]; MTC13 (NTA030SB) [B868]; MTC15 (NTA035SB) [B869]; OSO30EA [A801]; OSO30EB [B801]; OSO30EC [C801]; OS/SS030BC [B826]; OS/SS030BD [C826]; OS/SS030BE [D826]

©2008 Yale Materials Handling Corp.

i

2200 YRM 1229

Description

General This manual has a description, installation instructions, test and adjustment procedures, troubleshooting for the wire driver, and troubleshooting procedure for locating a break in the guide wire.

Refer to the section Guide Wire Installation 2200 YRM 1230 for information on the guide wire installation.

Description This wire driver is designed to supply the guide signal for Yale wire guidance trucks. Provisions for adjusting the signal frequency and amplitude permit using the wire driver with other truck guidance systems. The wire driver generates a signal between 600 Hz and 12.85 KHz. The frequency can be selected in 50 Hz steps using the frequency select switches. See Figure 1.

A guide wire up to 1524 m (5000 ft) is buried in the floor and connected to the wire driver. The guide wire acts as a conductor for the guide signal that produces a magnetic field which is sensed by the trucks guidance system. The guidance system receives the signal and steers the truck to follow the guide wire. The guide wire current is 78 ±2.0 mA RMS. The standard signal frequency is 6250 ±10 Hz and is factory set. Another common frequency is 5.2 KHz ±8 Hz at guide wire current of 35 ±1 mA RMS. The wire driver operates on 115 volts or 230 volts AC. Self contained backup batteries will automatically operate the unit for approximately four hours. The wire driver is normally operated on the AC power continuously, even when a guide signal is not needed. This prevents the automatic battery operation from discharging the batteries. It also keeps the charging circuit operating so the batteries have a full charge.

The major parts of the wire driver are as follows: • Case with hinged cover and fault lamp - The case protects the electronic circuitry. The fault lamp indicates that the unit is operating on the backup batteries.

• Rechargeable batteries - Provide backup power.

• Power circuit board - The power board provides the correct voltages to the logic board and keeps the batteries charged.

• Logic circuit board - The logic board produces the signal for the guide wire.

The power board has three 1 Amp fuses. Fuse 1 is in the AC source line between the power terminal strip and the primary winding of the transformer. Fuse 2 and Fuse 3 are in the plus and minus DC output lines.

The power board also has three LEDs. LED 1 (green) indicates that the power board has AC power voltage at the secondary of the transformer. LEDs 2 and 3 (red) illuminate when there is plus and minus DC available to the logic board (switch S1 is ON).

The logic board has two red LEDs and a 1 Amp fuse.

LED 1 is an adjustment indicator for setting the current "window". LED 2 is the fault lamp mounted on the door of the wire driver. The fuse is a ground loop protector.

1

Description

2200 YRM 1229

A. FRONT 1. DOOR 2. FAULT LAMP 3. INTERLOCK SWITCH 4. AC OUTLET 5. TERMINAL STRIP 6. FREQUENCY SELECT SWITCHES 7. CASE 8. LOGIC BOARD 9. LED 1 (LOGIC BOARD) 10. FUSE 1 (1 AMP, LOGIC BOARD) 11. GUIDE WIRE TERMINAL STRIP 12. CAPACITOR C31 13. POWER BOARD

14. FUSE 2 (1 AMP, POWER BOARD) 15. LED 2 (POWER BOARD) 16. DC POWER SWITCH S1 17. LED 3 (POWER BOARD) 18. FUSE 3 (1 AMP, POWER BOARD) 19. GUIDE WIRE CONDUIT 20. BATTERIES 21. POWER SOURCE CONDUIT 22. LED 1 (POWER BOARD) 23. 115/230 VOLT AC SELECT SWITCH S2 24. FUSE 1 (1 AMP, POWER BOARD) 25. SPECIFICATION LABEL Figure 1. Wire Driver

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2200 YRM 1229

Installation Procedure

Installation Procedure 1. Install 16 AWG stranded 19/29 type B 0.010 PVC insulated guide wire in the floor according to Guide Wire Installation 2200 YRM 1230.

2. Install 115 VAC or 230 VAC 60/50 Hz power source using EMT or rigid tubing (conduit) and 12.7 mm (0.50 in.) insulated throat connectors. The wire driver power requirement is less than 1 Amp. Install the power according to the national and local electrical and building codes. The wire driver end of the AC power source line must be installed for easy connection to the wire driver. The wire driver must be mounted at an accessible height above the floor for ease of maintenance and for visibility of the fault lamp.

WARNING Make sure the AC power source (main supply) is OFF before installing the wire driver.

3. Install the wire driver so the bottom of the box is approximately 1.5 m (5.0 ft) from the floor and is in an area that is reasonably protected. The fault lamp must also be visible during normal operations.

The door hinge is on the left side. Flanges at the top and bottom of the case have holes for nails or screws. The conduit for the AC power source installs at the left hole in the bottom of the case. Make sure that the 115/230 switch is set to 115 for a 115 volt AC power source and 230 for a 230 volt AC power source. Connect the AC L1 to the top terminal of the AC terminal strip. Connect the neutral/ground to the grounding screw on the side wall of the case. Connect the L2 to the bottom terminal.

4. The frequency select switches (8 switch set) on the logic board sets the frequency of the wire driver.

The switch sets in Figure 2 are shown set for frequencies of 6.25 and 5.2 KHz. The eight switches each have a specific value as shown in Figure 2.

The switch to the far left has a value 128 (up). The next switch to the right has the value of 64 (up). If the switch is in the OFF (down) position, it has no (0) value.

WARNING Make sure the AC power source is set to OFF at the source (circuit breaker) before setting the frequency select switches.

A. SHOWN SET FOR 6.25 KHZ B. SHOWN SET FOR 5.2 KHZ Figure 2. Frequency Select Switches 5. To set the wire driver for a frequency of 6.25 KHz, locate the frequency select switches (on the logic board to the right of the interlock switch near the hinge) and proceed as follows: a. Multiply the frequency (in KHz) by 20.

6.25 × 20 = 125 b. Subtract 2.

125 2 = 123 c. Determine if the first (left most) switch value (128) is greater than the calculated value of Step b (123 for this frequency). If so, set the switch to 0 (down). If not, set the switch to 128 (up).

If the switch value is NOT greater than the calculated value, subtract the switch value from the calculated value and continue to the next step.

If the calculated value of Step b was 130, this remaining value would be 2 (130 128 = 2).

For this frequency, the switch value is NOT greater, so the switch is set to 0. Since we have not subtracted a switch value from the calculated value, the remainder is still the calculated value (123).

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Checks and Adjustments

2200 YRM 1229

d. Determine if the switch value of the next switch (64) is greater than the remaining value of Step c (64 is NOT greater than 123). If switch value is greater, set the switch to 0 (down).

If the switch value is NOT greater (as for this frequency), set the switch to 64 (up), subtract the switch value from the remainder (123 64 = 59) and continue to the next step.

h. Next switch value (4) IS greater than the remaining value. Set switch to 0 (down) and continue. i.

Next switch value (2) is NOT greater than the remaining value (still 3). Set switch to 2 (up) and subtract.

3 2=1

e. Next switch value (32) is NOT greater than the remaining value (59). Set switch to 32 (up) then subtract.

59 32 = 27

j.

Next switch value (1) is NOT greater than the remaining value (1). Set switch to 1 (up).

f.

Next switch value (16) is NOT greater than the remaining value (27). Set switch to 16 (up) and subtract.

27 16 = 11

g. Next switch value (8) is NOT greater than the remaining value (11). Set switch to 8 (up) and subtract.

11 8 = 3.

6. To find an unknown frequency of a wire driver: 1. Add the switch positions.

0 + 64 + 32 = 16 + 8 + 0 + 2 + 1 = 123 2. Add 2 to the value.

123 + 2 = 125 3. Divide the result by 20.

125 ÷ 20 = 6.25 KHz The final result is the frequency in KHz.

Checks and Adjustments CHECKS NOTE: These checks require a digital volt/ohmmeter that has an AC RMS reading resolution of 100 uV and ±5 percent accuracy at the frequency of the wire driver.

One such meter is the Beckman model HD100. The Fluke model 8020A is acceptable at 6.25 KHz or less.

NOTE: If any of the checks in this procedure fail, refer to the Troubleshooting section.

1. Verify AC is OFF at the source (fuse or breaker panel). Carefully remove the two plugs CP1 and CP2 from the power board. See Figure 3. Verify that the AC select switch S2 is properly set for the AC supply voltage (115 volts or 230 volts).

WARNING Do Not touch the terminal strip for the AC power source during the following tests.

2. Turn the AC power ON at the source (circuit breaker or fuse). Pull the door interlock switch button out until it locks in place. This connects the AC voltage to the power board after the wire driver door is opened. Check that the power board LED 1 (green) is ON. Set the S1 toggle switch to the right (ON).

Check that the LED’s 2 and 3 are ON.

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3. Use the voltmeter to check for 15 ±0.2 volts DC at CP2 between pins 1 (+) and 2 ( ) and between pins 2 (+) and 3 ( ) (total 30 volts DC). Check for 20 volts AC between pins 2 and 4.

4. Turn the AC power OFF by pushing in and releasing the door interlock switch. LED 1 will be OFF. Install the 3-pin battery connector into CP1. Check for 13.2 ±0.6 volts DC at CP2 between pins 1 (+) and 2 ( ) and between pins 2 (+) and 3 ( ).

5. Set switch S1 toggle switch to OFF and connect the 4-pin connector at CP2. Set S1 toggle switch to ON and check that the fault lamp (mounted on the outside of the door) is flashing.

WARNING Turn the AC power OFF at the breaker panel during this test.

6. Set S1 toggle switch to OFF. Disconnect both ends of the guide wire from the logic board terminal strip TS1. Determine the guide wire length and check for 4 to 5 ohms resistance per 305 m (1000 ft) of guide wire. If not correct, refer to the Troubleshooting section.

2200 YRM 1229

Checks and Adjustments

1. FAULT LAMP (LED 2 LOGIC BOARD) 2. INTERLOCK BUTTON 3. FREQUENCY SELECT SWITCHES 4. LOGIC BOARD 5. R89 CALIBRATION ADJUST 6. TP2 7. R47 CURRENT ADJUST 8. R78 OUTPUT AMPLITUDE ADJUST 9. TP1 10. R62 CURRENT WINDOW ADJUST 11. LED 1 12. TERMINAL STRIP TS1

13. CAPACITOR C31 14. TP3 15. TP4 16. TOGGLE SWITCH S1 17. CP2 18. + DC (PIN 1) 19. COMMON (PIN 2) 20.

DC (PIN 3) 21. AC (PIN 4) 22. 15 OHM, 10 WATT RESISTOR (LOAD) 23. OSCILLOSCOPE 24. DIGITAL VOLTMETER

Figure 3. Wire Driver Adjustments

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Checks and Adjustments

ADJUSTMENTS Refer to Figure 3 for component locations.

CAUTION If the wire driver is operating correctly, do NOT make any adjustments.

NOTE: These adjustments require a digital volt/ohmmeter that has an AC RMS reading resolution of 100 uV and ±5 percent accuracy at the frequency of the wire driver. One such meter is the Beckman model HD100.

The Fluke model 8020A is acceptable at 6.25 KHz or less.

1. Verify that the frequency select switches are properly set or follow the setup procedure in the Installation Procedure.

2. Disconnect both ends of the guide wire from the terminal strip and measure the resistance of the guide wire. If the resistance is greater than 16.8 ohms for 6.25 KHz or 37.4 ohms for 5.2 KHz, connect the guide wire to terminals 2 and 3 on the terminal strip.

If the reading is less than 16.8 ohms for 6.25 KHz or 37.4 ohms for 5.2 KHz, connect the guide wire to terminals 3 and 4 on the terminal strip. If the reading is 0 ohms (short circuit) or infinity (open circuit), refer to the Troubleshooting section.

3. Make sure there is a 715P capacitor connected to terminals 1 and 5 of the terminal strip. A typical value for this capacitor is 0.33 ufd, 400 volts DC. Turn the AC power ON at the circuit breaker panel.

Use the procedures in Step 4 through Step 8 to adjust the logic board for the correct signal current.

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2200 YRM 1229 4. Connect the digital meter between TP2 (current sense) and TP1 (common). Set the meter to the 200 mV DC range. Adjust R47 fully counterclockwise. Pull the interlock switch to set the AC power ON. 5. Adjust R78 (output amplitude) fully clockwise. Adjust R47 (current adjustment) for a 156 mV DC (156 mA wire current) reading on the voltmeter.

6. Adjust R78 to fully counterclockwise. Adjust R78 clockwise until the reading on the meter (TP2) does not increase. Adjust R78 another 1/4 turn clockwise.

For 6.25 KHz: Adjust R47 (current adjustment) for a 78 ±3.0 mV DC reading on the voltmeter. 78 mV is 0.078 volts. This equals 78 mA wire current.

For 5.2 KHz: Adjust R47 (current adjustment) for a 35 ±1.0 mV DC reading on the voltmeter. 35 mV is 0.035 volts. This equals 35 mA wire current.

7. Connect the digital meter between TP3 (AC output) and TP1 (common). Set the meter scale to 20 volts AC. If the meter reading is greater than 6.1 volts AC, connect the guide wire between terminals 2 and 3.

If the guide wire is already connected to terminals 2 and 3, the guide wire is too long to be driven by one driver. If the meter reading exceeds 6.1 volts AC after moving the guide wire to terminals 2 and 3, the guide wire is to long to be driven by one driver.

Contact service for the correct installation.

8. Adjust R62 (current window) until LED 1 on the logic board and the fault lamp (LED 2) are OFF (center of window).

2200 YRM 1229

Troubleshooting

Troubleshooting WIRE DRIVER TROUBLESHOOTING Table 1 shows the wire driver troubleshooting.

Table 1. Wire Driver Troubleshooting Problem Step 2 in the section Checks is not correct.

Possible Cause Verify that the AC supply is correct and the power board line switch S2 is properly set for the AC source voltage (115 volts or 230 volts).

Turn AC power OFF at the source. Check fuse 1 on the power board.

Check the wires and connections between the power source terminal strip, the interlock switch, and the power board.

If these checks are good, replace the power board.

Step 3 of Checks is not correct. Check fuse 2 and 3 on the power board.

Check that S1 toggle is set to the ON position (right).

If LEDs 2 and 3 are ON and the AC source is correct, replace the power board.

Step 4 of Checks is not correct. Batteries are discharged or damaged. To recharge the batteries, connect the 3 pin battery connector into CP1 on the power board and turn the AC power ON for 4 or more hours. Replace the batteries if they are damaged.

With AC power OFF, check the wires and connections between the batteries and the 3 pin plug. If the batteries, wires, and connections are good, replace the power board.

Step 5 of Checks is not correct. Check the wire and plug (CP2) between the power and logic boards. Make sure the AC power is OFF at the source before making checks or repairs.

Check the wiring and connections between the power and logic board and fault lamp. If the wiring is OK, remove the lens and reverse the fault lamp in the socket.

If these checks are good, replace the logic board.

Step 6 of Checks is not correct. Check fuse 1 (1 Amp) on the logic board.

Refer to Guide Wire Troubleshooting.

Wire driver will not adjust correctly.

If the output current level is not adjustable, check that all connections are correct in Figure 3 and as described in the Installation Procedure and Checks and Adjustments. Make sure that the volt/ohmmeter and oscilloscope are the correct type. Refer to the NOTE in Checks and Adjustments.

Check all associated wiring between the logic board and power board.

Check that the frequency select switches are correctly set.

If all checks are good, replace the logic board.

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Troubleshooting

GUIDE WIRE TROUBLESHOOTING NOTE: Most of the guide wire troubles are from a break in the guide wire (open circuit) usually at a crack or expansion joint. Use the following procedure to find a break in the guide wire.

If Step 6 in the Checks is not correct, the guide wire has an open or short circuit. An open circuit will have an infinite reading in Step 6. A short circuit will have a low resistance reading. The ready will usually be much less than 4 to 5 ohms per 305 m (1000 ft) of guide wire.

Short circuits are rare occurrences and usually occur on the return lines where two wires are in the same slot.

Open circuits usually occur at expansion joints, cracks, or other breaks in the concrete. The following procedure has the steps necessary to find an open circuit.

2200 YRM 1229 slot. If the guide wire installation drawing is available, locating the "caulk" areas will be easier. An area for each "half" of the loop, as close as possible to the wire driver, must be found. See Figure 4 points 1 and 2.

4. Check for low resistance reading at each location of Step 3 (points 1 and 2 of Figure 4). Carefully push the "needle" of the tool through the elastic caulking and insulation of the guide wire. Set the ohmmeter to a low scale (R × 1 or R × 0.5). Measure the resistance between the "needle" of the tool and a floor stud of a rack support. One location will normally have an infinite reading. The other location will normally have a low resistance reading. The location that has the low resistance is the "half" of the guide wire loop that has the ground connection (point 2 of Figure 4).

WARNING Make sure that there are no trucks operating on any part of the guide wire before troubleshooting or repairing the guide wire. Personal injury or equipment damage can occur if trucks are operating.

Make sure the AC power is OFF at the source (circuit breaker OFF).

1. Open the door of the wire driver, set switch S1 on the power board OFF and disconnect both ends of the guide wire from the logic board terminals TS1.

See Figure 4. Check that the insulation of the guide wire is not cut where the ends enter the wire driver case. Use a jumper wire to connect either end of the guide wire to the bottom left (-) battery terminal (battery common - ground) or TP1.

2. Get a sharp ice pick or other tool similar to a heavy duty needle to penetrate the elastic caulking and guide wire insulation.

NOTE: To locate the break in the guide wire, we must know which "half" of the guide wire is the grounded half.

Step 3 and Step 4 will identify the grounded half of the guide wire.

3. Determine which "half" of the guide wire loop has the ground connection at the wire driver. Locate an area that has caulking and has only one wire in the

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CAUTION Fill each "needle" hole with caulking after the "needle" is removed to prevent moisture from entering the hole.

5. Locate a point on the guide wire that is near the center of the guide wire loop. Check the resistance at this point (point 3 of Figure 4). A low resistance reading indicates that the break must be between points 1 and 3 as in the example in Figure 4. An infinity reading at point 3 would indicate a break between points 2 and 3.

6. Locate a point approximately half way between points 1 and 3. Check the resistance at this point (point 4 of Figure 4). The reading in this example would be infinity, indicating the break is between points 3 and 4.

NOTE: Breaks are normally found at cracks or expansion joints.

7. Continue to check the resistance at points half way between the previous points (points 5 and 6 of Figure 4) until the break must be in a relatively short section of the guide wire. Refer to Guide Wire Repair to repair the guide wire.

2200 YRM 1229

Troubleshooting

NOTE: THE CIRCLED NUMBERS INDICATE POINTS THAT ARE BEING CHECKED IN THE GUIDE WIRE TROUBLESHOOTING PROCEDURES. 1.

2.

3.

4.

5.

6.

7.

8.

WIRE DRIVER GUIDE WIRE TERMINAL STRIP GUIDE WIRE BATTERY COMMON (GROUND) RACKS CAULK AREA BREAK IN GUIDE WIRE OHMMETER

9. NEEDLE OF TOOL 10. RACK SUPPORT 11. FLOOR STUD 12. CAULKING 13. INSULATION 14. WIRE STRANDS OF GUIDE WIRE 15. CONCRETE

Figure 4. Guide Wire Troubleshooting

GUIDE WIRE REPAIR

Open Circuit Repair

Use the procedures in Guide Wire Troubleshooting to find the point of the open or short circuit of the guide wire.

1. Remove the elastic caulking approximately 203 to 254 mm (8 to 10 in.) on each side of the point of the open circuit.

Short Circuit Repair

2. Cut 76.2 mm (3.0 in.) off each end of the wire.

1. Remove the elastic caulking approximately 203 to 254 mm (8 to 10 in.) on each side of the point of the short circuit.

3. Strip 38.1 mm (1.5 in.) of insulation off each end of the wire. Twist the wire strands together. See Figure 5.

2. Install insulation to repair the short circuit.

4. Use a 1/2 inch diameter carbide tipped impact masonry bit and rotary/hammer drill to drill a hole 63.5 mm (2.5 in.) deep at the center of the break in the slot. See Figure 6.

3. Put the guide wire back into the bottom of the slot and fill the slot with caulking.

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Troubleshooting

2200 YRM 1229

1. ELASTIC CAULKING 2. CONCRETE 3. GUIDE WIRE

4. SLOT 5. HOLE Figure 5. Guide Wire Preparation

5. Put a 101.6 mm (4.0 in.) length of shrinkable tubing on each wire. See Figure 6.

8. Center the shrinkable tubing over each splice and use a heat gun to shrink the tubing in place.

6. Cut a 355.6 mm (14.0 in.) length of jumper wire and strip 38.1 mm (1.5 in.) of insulation from each end.

Twist the wire strands together.

9. Seal each splice using sealant.

NOTE: The splice MUST be soldered to provide the required conductance and corrosion resistance.

7. Connect the jumper wire and each end of the guide wire using the "Western Union" splice. Solder each splice using a 60% tin, 40% lead, non-activated rosin core solder.

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10. Make a loop in the jumper wire centered over the hole. See Figure 7.

11. Put the wire in the groove and push the loop in the hole so the wire lays flat in the bottom of the slot.

12. Fill the slot with elastic caulking (silastic silicone).

2200 YRM 1229

1.

2.

3.

4.

GUIDE WIRE SHRINKABLE TUBING WESTERN UNION SPLICE JUMPER WIRE

Troubleshooting

5. SLOT 6. HOLE 7. SEALED SPLICE Figure 6. Guide Wire Splicing

1. GUIDE WIRE 2. SEALED SPLICE 3. JUMPER WIRE

4. EXPANSION LOOP IN HOLE 5. ELASTIC CAULKING IN SLOT Figure 7. Guide Wire Expansion Loop

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System II Wire Guidance Specifications

2200 YRM 1229

System II Wire Guidance Specifications Installation Requirements

Specifications

Wire Driver Output Requirements Standard Frequency Current

6520 ±10 Hertz 76 to 80 mA

Optional Frequency Current

5200 ±8 Hertz 34 to 36 mA

Straightness of Guide Requirements Maximum Deviation from Straight

±3.0 mm (±0.12 in.) per 3.05 m (10 ft)

Maximum Deviation Change

1.6 mm (0.062 in.) per 1.53 m (5 ft)

Maximum Deviation Between Any Two Points Maximum Deviations Per 3.05 m (10 ft) Floor Flatness Requirements - For Lift Heights to 6096 mm (240 in.)

0.32 mm (0.0125 in.) per 305 mm (1 ft) One Deviation.

F65

In Direction of Vehicle Travel * Maximum Elevation Difference

4.3 mm (1/6 or 0.17 in.) per 1829 mm (72 in.) *

Maximum Elevation Change Rate

3.6 mm (1/7 or 0.14 in.) per 305 mm (1 ft) *

At 90 to Direction of Vehicle Travel * Maximum Elevation Difference

3.6 mm (1/7 or 0.14 in.) per 1372 mm (54 in.) *

Maximum Elevation Change Rate

3.6 mm (1/7 or 0.14 in.) per 305 mm (1 ft) *

In Any Other Direction of Vehicle Travel * Maximum Elevation Difference

1.8 mm (1/14 or 0.07 in.) per 305 mm (1 ft) *

Maximum Elevation Change Rate

1.8 mm (1/14 or 0.07 in.) per 305 mm (1 ft) *

Floor Flatness Requirements - For Lift Heights Above 6096 mm (240 in.)

F95

In Direction of Vehicle Travel * Maximum Elevation Difference

2.8 mm (1/9 or 0.11 in.) per 1829 mm (72 in.) *

Maximum Elevation Change Rate

2.1 mm (1/12 or 0.08 in.) per 305 mm (1 ft) *

At 90 to Direction of Vehicle Travel * Maximum Elevation Difference

2.5 mm (1/10 or 0.10 in.) per 305 mm (1 ft) *

Maximum Elevation Change Rate

2.1 mm (1/12 or 0.08 in.) per 305 mm (1 ft) *

In Any Other Direction of Vehicle Travel *

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Maximum Elevation Difference

1.1 mm (1/24 or 0.04 in.) per 305 mm (1 ft) *

Maximum Elevation Change Rate

1.1 mm (1/24 or 0.04 in.) per 305 mm (1 ft) *

2200 YRM 1229

Installation Requirements

System II Wire Guidance Specifications

Specifications

Floor Magnetic Condition Requirements Floor Topping Wire Mesh or Rebar Other Magnetic Materials - Pipes, Rails, Drains Other Guide Wires With the Same or Different Frequencies

All iron or floor steel topping must be evenly distributed within 610 mm (24 in.) on both sides of the guide wire.

Wire mesh and rebar must be at least 102 mm (4 in.) below the guide wire.

Materials must be at least 152 mm (4 in.) below or 610 mm (24 in.) to the side of the guide wire.

Must be at least 762 mm (30 in.) away from the guide wire and guide path.

Lift Truck Speed With Guide Path Deviation Zero Deviation (Load End First Only) 32 mm (1.25 in.) Deviation 38 mm (1.50 in.) Deviation (R30E only) 44 mm (1.75 in.) Deviation

8.8 km/h (5.5 mph) (R30EA only) 6 km/h (4 mph) maximum (R30E) 3.6 km/h (2.25 mph) maximum (R30EA) 3.6 km/h (2.25 mph) maximum Traction shutoff

* Segment specification for ALL points within the segment. Segment specifications apply to ALL areas of the guide path (path of truck travel during guided operation).

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NOTES ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________ ____________________________________________________________

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Yale Materials Handling Corp.

1400 Sullivan Dr., Greenville, NC 27834-2011

2200 YRM 1229

6/08 (4/06)(9/05) Printed in U.S.A.

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524160763

Technical Information for Yale Service Centers

This manual is addressed exclusively to the specialised technicians of the Yale service network ELECTRICAL DIAGRAMS US MODELS A868 (Was A872) - NTA030SA, A869 (Was A873) - NTA040SA, A870 (Was A874) - NTA040DA Section: INDEX

INTRODUCTION This manual contains complete schematics for STANDARD truck configurations, from the first truck produced up to current production specification. The schematics for factory fitted special equipment can be found on the specific truck schematics that are delivered with the truck in question.

REVISIONS The revision date of the schematics correspond to the introduction of the revision in production.

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There is a description on each model section frontpage of the modification included in each revision.

STEERING CONFIGURATION For each schematic, the page relative to the electric steering is always repeated four times, this is to show the four possible steering configurations: Tacho + Wire Guidance Tacho RTC (Smart Steer) + Wire Guidance RTC (Smart Steer) When using the schematics, it is necessary to choose the version relative to the truck configuration in question.

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INDEX Section: NTA030SA REVISION MODIFICATION DESCRIPTION REVISION 0 (03-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 1 (09-22-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 2 (09-29-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 3 (10-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 4 (11-00) - DIAGRAMS (1/10)

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- DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) Section: NTA040SA REVISION MODIFICATION DESCRIPTION REVISION 0 (03-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 1 (09-22-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 2 (09-29-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 3 (10-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10)

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- DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 4 (11-00) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) Section: NTA040DA

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NTA030SA REVISION MODIFICATION DESCRIPTION REVISION 0: First release.

REVISION 1: Added fuse e8 on PLC line supply.

REVISION 2: Added fork lift end stroke microswitch b47 REVISION 3: Eliminated line contactor c8 (optional field weakening).

REVISION 4: Modified worklights and in-cab fan connections. Added 'sheet 5' to electrical drawings because of hour counter substitution.

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REVISION MODIFICATION DESCRIPTION REVISION 0 (03-99) DIAGRAMS (1/10)

DIAGRAMS (2/10)

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DIAGRAMS (3/10)

DIAGRAMS (4/10)

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DIAGRAMS (5/10)

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DIAGRAMS (7/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c1f.htm DIAGRAMS(8/10)

DIAGRAMS(10/10)

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DIAGRAMS (9/10)

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REVISION 1 (03-99) DIAGRAMS (1/10)

DIAGRAMS (2/10)

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DIAGRAMS (3/10)

DIAGRAMS (4/10)

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DIAGRAMS (5/10)

DIAGRAMS (6/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c2e.htm DIAGRAMS (7/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c2f.htm DIAGRAMS (8/10)

DIAGRAMS (10/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c2g.htm DIAGRAMS (9/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c3a.htm DIAGRAMS (1/10)

DIAGRAMS (2/10)

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DIAGRAMS (3/10)

DIAGRAMS (4/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c3c.htm DIAGRAMS (5/10)

DIAGRAMS (6/10)

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DIAGRAMS (7/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c3e.htm DIAGRAMS (8/10)

DIAGRAMS (10/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c3f.htm DIAGRAMS (9/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c4a.htm DIAGRAMS (1/10)

DIAGRAMS (2/10)

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DIAGRAMS (3/10)

DIAGRAMS (4/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/c4c.htm DIAGRAMS (5/10)

DIAGRAMS (6/10)

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DIAGRAMS (7/10)

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DIAGRAMS (10/10)

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DIAGRAMS (1/10)

DIAGRAMS (2/10)

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DIAGRAMS (3/10)

DIAGRAMS (4/10)

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DIAGRAMS (5/10)

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DIAGRAMS (6/10)

DIAGRAMS (8/10)

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DIAGRAMS (9/10)

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DIAGRAMS (10/10)

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http://www.yaleaxcessonline.com/lib/service/itwservice/524160763/cover2.htm

C1.5B REVISION MODIFICATION DESCRIPTION REVISION 0: First release REVISION 1: Added fuse e8 on PLC line supply - see Parts Service Gram F-F-00024(E) REVISION 2: Modified worklights and in-cab fan connections.

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DIAGRAMS (1/10)

DIAGRAMS (2/10)

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DIAGRAMS (3/10)

DIAGRAMS (4/10)

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DIAGRAMS (5/10)

DIAGRAMS (6/10)

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DIAGRAMS (7/10)

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DIAGRAMS (8/10)

DIAGRAMS (10/10)

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DIAGRAMS (9/10)

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Section: NTA040DA REVISION MODIFICATION DESCRIPTION REVISION 0 (03-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 1 (09-22-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 2 (09-29-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 3 (11-00) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) << Back

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524160768

Technical Information for Yale Service Centers

This manual is addressed exclusively to the specialised technicians of the Yale service network ELECTRICAL DIAGRAMS EUROPEAN MODELS A868 - MTC10, A868 - MTC13, A869 - MTC15, A870 - MTC18

Section: INDEX

INTRODUCTION This manual contains complete schematics for standard truck configurations, from the first truck produced up to current production specification. The schematics for factory fitted special equipment can be found on the specific truck schematics that are delivered with the truck in question.

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REVISIONS The revision date of the schematics correspond to the introduction of the revision in production.

There is a description on each model section frontpage of the modification included in each revision.

STEERING CONFIGURATION For each schematic, the page relative to the electric steering is always repeated four times, this is to show the four possible steering configurations: Tacho + Wire Guidance Tacho RTC (Smart Steer) + Wire Guidance RTC (Smart Steer) When using the schematics, it is necessary to choose the version relative to the truck configuration in question.

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INDEX Section: MTC10 REVISION MODIFICATION DESCRIPTION REVISION 0 (03-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 1 (09-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 2 (10-00) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) Section: MTC13 REVISION MODIFICATION DESCRIPTION REVISION 0 (03-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10)

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- DIAGRAMS (10/10) REVISION 1 (09-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 2 (11-00) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 3 (04-01) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) Section: MTC15 REVISION MODIFICATION DESCRIPTION REVISION 0 (03-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 1 (09-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) http://www.yaleaxcessonline.com/lib/service/itwservice/524160768/toc.htm (2 of 4)17.02.2012 14:21:39

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- DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 2 (11-00) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) Section: MTC18 REVISION MODIFICATION DESCRIPTION REVISION 0 (03-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 1 (09-99) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10) - DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10) REVISION 2 (11-00) - DIAGRAMS (1/10) - DIAGRAMS (2/10) - DIAGRAMS (3/10) - DIAGRAMS (4/10) - DIAGRAMS (5/10)

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- DIAGRAMS (6/10) - DIAGRAMS (7/10) - DIAGRAMS (8/10) - DIAGRAMS (9/10) - DIAGRAMS (10/10)

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MTC10 REVISION MODIFICATION DESCRIPTION REVISION 0: First release REVISION 1: Added fuse e8 on PLC line supply - see Service Bulletin F-F-00016(E) REVISION 2: Modified worklights and in-cab fan connections.

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DIAGRAMS (1/10)

DIAGRAMS (2/10)

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DIAGRAMS (3/10)

DIAGRAMS (4/10)

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DIAGRAMS (5/10)

DIAGRAMS (6/10)

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DIAGRAMS (8/10)

DIAGRAMS (9/10)

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524319432

A868-A869-A870...........

Section HYDRAULIC DIAGRAM SCHEMA OLEODINAMICO - (MTC10) FIGURE 1A HYDRAULIC DIAGRAM SCHEMA OLEODINAMICO - (MTC13-NTA030SA - MTC15-NTA040SA - MTC18-NTA040DA) FIGURE2A ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( MTC10 ) FIGURE 3A-3.1A-3.2A-3.3A-3.4A-3.5A-3.6A-3.7A-3.8A-3.9A-3.10A-3.11A-3.12A-3.13A ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( MTC10 PLC EASY ) FIGURE 3B-3.1B-3.2B-3.3B-3.4B-3.5B-3.6B-3.7B-3.8B-3.9B-3.10B-3.11B-3.12B-3.13B ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( MTC13 ) FIGURE 4A-4.1A-4.2A-4.3A-4.4A-4.5A-4.6A-4.7A-4.8A-4.9A-4.10A-4.11A-4.12A-4.13A ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( MTC13 PLC EASY ) FIGURE 4B-4.1B-4.2B-4.3B-4.4B-4.5B-4.6B-4.7B-4.8B-4.9B-4.10B-4.11B-4.12B-4.13B ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( NTA030SA ) FIGURE 5A-5.1A-5.2A-5.3A-5.4A-5.5A-5.6A-5.7A-5.8A-5.9A-5.10A-5.11A-5.12A-5.13A ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( NTA030SA PLC EASY ) FIGURE 5B-5.1B-5.2B-5.3B-5.4B-5.5B-5.6B-5.7B-5.8B-5.9B-5.10B-5.11B-5.12B-5.13B ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( MTC15 ) FIGURE 6A-6.1A-6.2A-6.3A-6.4A-6.5A-6.6A-6.7A-6.8A-6.9A-6.10A-6.11A-6.12A-6.13A ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( MTC15 PLC EASY ) FIGURE 6B-6.1B-6.2B-6.3B-6.4B-6.5B-6.6B-6.7B-6.8B-6.9B-6.10B-6.11B-6.12B-6.13B ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( NTA040SA ) FIGURE 7A-7.1A-7.2A-7.3A-7.4A-7.5A-7.6A-7.7A-7.8A-7.9A-7.10A-7.11A-7.12A-7.13A-7.14A ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( NTA040SA PLC EASY ) FIGURE 7B-7.1B-7.2B-7.3B-7.4B-7.5B-7.6B-7.7B-7.8B-7.9B-7.10B-7.11B-7.12B-7.13B ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( MTC18 ) FIGURE 8A-8.1A-8.2A-8.3A-8.4A-8.5A-8.6A-8.7A-8.8A-8.9A-8.10A-8.11A-8.12A-8.13A

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524319432

ELECTRICAL DIAGRAM SCHEMA ELETTRICO ( NTA040DA ) FIGURE 9A-9.1A-9.2A-9.3A-9.4A-9.5A-9.6A-9.7A-9.8A-9.9A-9.10A-9.11A-9.12A-9.13A-9.14A POWER WIRING DIAGRAM H2 TRACTION CONTROL SCHEMA DI POTENZA H2 CONTROLLO TRAZIONE FIGURE 10A WIRING DIAGRAM H2 TRACTION CONTROL SCHEMA DI COLLEGAMENTO H2 CONTROLLO TRAZIONE FIGURE 11A POWER WIRING DIAGRAM H2 PUMP CONTROL SCHEMA DI POTENZA H2 CONTROLLO POMPA FIGURE 12A WIRING DIAGRAM H2 PUMP CONTROL SCHEMA DI COLLEGAMENTO H2 CONTROLLO POMPA FIGURE 13A LAYOUT INPUT-OUTPUT ( MTC10-MTC13-MTC15-MTC18 ) FIGURE 14A LAYOUT INPUT-OUTPUT ( MTC10-MTC13-MTC15-MTC18 PLC EASY ) FIGURE 14B LAYOUT INPUT-OUTPUT ( NTA030SA-NTA040SA-NTA040DA ) FIGURE 15A LAYOUT INPUT-OUTPUT ( NTA030SA-NTA040SA-NTA040DA PLC EASY ) FIGURE 15B 524319432

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Truck model / Carrello tipo

MTC10-MTC13-MTC15-MTC18-NTA030SA-NTA040SA-NTA040DA

Part No: 524319432

Hydraulic diagram - Electrical diagrams Schema oleodinamico - Schemi elettrici

MTC10-13-15-18 NTA030SA-NTA040SA NTA040DA Hydraulic / electrical diagrams

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 1

Pag. 2

HYDRAULIC DIAGRAM SCHEMA OLEODINAMICO

DIVISION 1 DESCRIPTION / DESCRIZIONE

PAGE NO.

HYDRAULIC DIAGRAM / SCHEMA OLEODINAMICO - ( MTC10 ) FIGURE 1A ...................................................................................................................................................................................................

4-5

HYDRAULIC DIAGRAM / SCHEMA OLEODINAMICO - ( MTC13 - NTA030SA - MTC15 - NTA040SA - MTC18 - NTA040DA ) FIGURE 2A ...................................................................................................................................................................................................

6-7

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 3

HYDRAULIC DIAGRAM SCHEMA OLEODINAMICO

FIGURE 1A

MODEL

MTC10 OPTIONS FORKS TELESCOPIC

Pag. 4

4

7

16

3

8

9

9

6

7

10

2

8

1

11

15

5

13

14

14

12

OPTIONAL FORCHE ESTENSIBILI

HYDRAULIC DIAGRAM SCHEMA OLEODINAMICO

FIGURE 1A

MODEL

MTC10 REF. 1 2

DESCRIPTION Tank Filter

DESCRIZIONE Serbatoio Filtro

3 4 5 6

Pump Motor Solenoid valv e Flow control valv e

Pompa Motore Elettrov alvola Valv ola regolatrice di flusso

7 8 9

Manual release v alve Hose failure v elve Principal lift cylinder

Rubinetto a sfera Valv ola di blocco Cilindro sollevamento principale

10 11

Flow control valv e Aux iliary lift cy linder

Valv ola regolatrice di flusso Cilindro sollevamento ausiliario

12

Forks traslation hy draulic motor

Motore idraulico traslazione forche

13 14 15

Stop rotation cylinder Forks rotation cy linder Solenoid valv e

Martinetto fermo forche Martinetto rotazione forche Elettrov alvola

16

Check valve

Valv ola di ritegno

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 5

HYDRAULIC DIAGRAM SCHEMA OLEODINAMICO

FIGURE 2A

MODELS

MTC13-NTA030SA-MTC15 NTA040SA-MTC18-NTA040DA OPTIONS FORKS TELESCOPIC

Pag. 6

16

7

17

8

9

18

9

4

6

7

10

3

8

11

19

15

5

2

1

13

14

14

12

OPTIONAL FORCHE ESTENSIBILI

HYDRAULIC DIAGRAM SCHEMA OLEODINAMICO

FIGURE 2A

MODELS

MTC13-NTA030SA-MTC15 NTA040SA-MTC18-NTA040DA REF. 1 2

DESCRIPTION Tank Filter

DESCRIZIONE Serbatoio Filtro

3 4 5 6

Pump Principal motor Solenoid valve Flow control valv e

Pompa Motore principale Elettrov alv ola Valvola regolatrice di flusso

7 8 9

Manual release v alve Hose failure velve Principal lift cylinder

Rubinetto a sfera Valvola di blocco Cilindro sollevamento principale

10

Flow control valv e

Valvola regolatrice di flusso

11

Auxiliary lift cylinder

Cilindro sollevamento ausiliario

12

Forks traslation hydraulic motor

Motore idraulico traslazione forche

13 14 15 16

Stop rotation cylinder Forks rotation cylinder Solenoid valve Auxiliary motor

Martinetto fermo forche Martinetto rotazione forche Elettrov alv ola Motore ausiliario

17 18 19

Pump Check valve Check valve

Pompa Valvola di ritegno Valvola di ritegno

From serial N° / Da matr. :

A868T01501U A869T01510V A870T01501U

Until serial N° / Fino a matr. :

A868T01805D A869T01562D A870T01516A

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 7

NOTE NOTE

Pag. 8

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 10

FIGURE 3A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 11

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 12

FIGURE 3.1A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.1A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 13

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 14

FIGURE 3.2A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.2A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 15

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 16

FIGURE 3.3A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.3A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 17

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 18

FIGURE 3.4A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.4A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 19

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 20

FIGURE 3.5A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.5A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 21

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 22

FIGURE 3.6A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.6A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 23

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 24

FIGURE 3.7A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.7A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 25

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 26

FIGURE 3.8A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.8A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 27

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 28

FIGURE 3.9A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.9A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 29

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 30

FIGURE 3.10A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.10A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 31

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 32

FIGURE 3.11A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.11A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 33

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 34

FIGURE 3.12A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.12A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01653B Pag. 35

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.13A

MODEL MTC10

From serial N° / Da matr. :

A868T01501U Pag. 36

Until serial N° / Fino a matr.:

A868T01653B

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 37

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 38

FIGURE 3B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 39

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 40

FIGURE 3.1B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.1B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 41

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 42

FIGURE 3.2B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.2B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 43

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 44

FIGURE 3.3B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.3B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 45

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 46

FIGURE 3.4B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.4B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 47

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 48

FIGURE 3.5B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.5B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 49

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 50

FIGURE 3.6B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.6B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 51

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 52

FIGURE 3.7B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.7B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 53

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 54

FIGURE 3.8B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.8B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 55

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 56

FIGURE 3.9B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.9B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 57

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 58

FIGURE 3.10B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.10B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 59

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 60

FIGURE 3.11B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.11B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 61

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC10

Pag. 62

FIGURE 3.12B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.12B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D Pag. 63

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 3.13B

MODEL MTC10

From serial N° / Da matr. :

A868T01659B Pag. 64

Until serial N° / Fino a matr. :

A868T01810D

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 65

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 66

FIGURE 4A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4A

MODEL MTC13

ITEM DESCRIPTION

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 67

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 68

FIGURE 4.1A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.1A

MODEL MTC13

ITEM DESCRIPTION

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 69

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 70

FIGURE 4.2A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.2A

MODEL MTC13

ITEM DESCRIPTION

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 71

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 72

FIGURE 4.3A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.3A

MODEL MTC13

ITEM DESCRIPTION

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 73

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 74

FIGURE 4.4A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.4A

MODEL MTC13

ITEM DESCRIPTION

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 75

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 76

FIGURE 4.5A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.5A

MODEL MTC13

ITEM DESCRIPTION

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 77

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 78

FIGURE 4.6A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.6A

MODEL MTC13

ITEM DESCRIPTION

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 79

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 80

FIGURE 4.7A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.7A

MODEL MTC13

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 81

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 82

FIGURE 4.8A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.8A

MODEL MTC13 ITEM DESCRIPTION

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 83

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 84

FIGURE 4.9A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.9A

MODEL MTC13

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 85

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 86

FIGURE 4.10A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.10A

MODEL MTC13

ITEM DESCRIPTION

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 87

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 88

FIGURE 4.11A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.11A

MODEL MTC13

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 89

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 90

FIGURE 4.12A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.12A

MODEL MTC13

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01648A Pag. 91

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.13A

MODEL MTC13

From serial N° / Da matr. :

A868T01501U Pag. 92

Until serial N° / Fino a matr. :

A868T01648A

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 93

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 94

FIGURE 4B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 95

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 96

FIGURE 4.1B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.1B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 97

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 98

FIGURE 4.2B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.2B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 99

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 100

FIGURE 4.3B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.3B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 101

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 102

FIGURE 4.4B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.4B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 103

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 104

FIGURE 4.5B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.5B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 105

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 106

FIGURE 4.6B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.6B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 107

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 108

FIGURE 4.7B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.7B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 109

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 110

FIGURE 4.8B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.8B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 111

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 112

FIGURE 4.9B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.9B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 113

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 114

FIGURE 4.10B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.10B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 115

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 116

FIGURE 4.11B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.11B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 117

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC13

Pag. 118

FIGURE 4.12B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.12B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01805D Pag. 119

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 4.13B

MODEL MTC13

From serial N° / Da matr. :

A868T01657B Pag. 120

Until serial N° / Fino a matr. :

A868T01805D

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 121

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 122

FIGURE 5A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 123

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 124

FIGURE 5.1A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.1A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 125

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 126

FIGURE 5.2A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.2A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 127

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 128

FIGURE 5.3A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.3A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 129

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 130

FIGURE 5.4A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.4A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 131

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 132

FIGURE 5.5A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.5A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 133

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 134

FIGURE 5.6A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.6A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 135

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 136

FIGURE 5.7A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.7A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 137

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 138

FIGURE 5.8A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.8A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 139

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 140

FIGURE 5.9A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.9A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 141

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 142

FIGURE 5.10A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.10A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 143

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 144

FIGURE 5.11A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.11A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 145

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 146

FIGURE 5.12A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.12A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 147

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 148

FIGURE 5.13A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.13A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01656B Pag. 149

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.14A

MODEL NTA030SA

From serial N° / Da matr. :

A868T01501U Pag. 150

Until serial N° / Fino a matr. :

A868T01656B

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 151

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 152

FIGURE 5B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 153

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 154

FIGURE 5.1B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.1B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 155

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 156

FIGURE 5.2B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.2B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 157

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 158

FIGURE 5.3B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.3B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 159

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 160

FIGURE 5.4B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.4B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 161

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 162

FIGURE 5.5B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.5B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 163

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 164

FIGURE 5.6B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.6B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 165

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 166

FIGURE 5.7B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.7B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 167

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 168

FIGURE 5.8B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.8B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 169

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 170

FIGURE 5.9B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.9B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 171

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 172

FIGURE 5.10B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.10B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 173

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 174

FIGURE 5.11B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.11B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 175

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA030SA

Pag. 176

FIGURE 5.12B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.12B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B Pag. 177

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 5.13B

MODEL NTA030SA

From serial N° / Da matr. :

A868T01660B Pag. 178

Until serial N° / Fino a matr. :

A868T01717B

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 179

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 180

FIGURE 6A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 181

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 182

FIGURE 6.1A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.1A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 183

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 184

FIGURE 6.2A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.2A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 185

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 186

FIGURE 6.3A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.3A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 187

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 188

FIGURE 6.4A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.4A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 189

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 190

FIGURE 6.5A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.5A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 191

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 192

FIGURE 6.6A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.6A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 193

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 194

FIGURE 6.7A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.7A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 195

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 196

FIGURE 6.8A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.8A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 197

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 198

FIGURE 6.9A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.9A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 199

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 200

FIGURE 6.10A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.10A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 201

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 202

FIGURE 6.11A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.11A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 203

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 204

FIGURE 6.12A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.12A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01535A Pag. 205

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.13A

MODEL MTC15

From serial N° / Da matr. :

A869T01510V Pag. 206

Until serial N° / Fino a matr. :

A869T01535A

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 207

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 208

FIGURE 6B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 209

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 210

FIGURE 6.1B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.1B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 211

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 212

FIGURE 6.2B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.2B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 213

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 214

FIGURE 6.3B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.3B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 215

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 216

FIGURE 6.4B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.4B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 217

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 218

FIGURE 6.5B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.5B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 219

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 220

FIGURE 6.6B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.6B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 221

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 222

FIGURE 6.7B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.7B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 223

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 224

FIGURE 6.8B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.8B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 225

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 226

FIGURE 6.9B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.9B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 227

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 228

FIGURE 6.10B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.10B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 229

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 230

FIGURE 6.11B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.11B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 231

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC15

Pag. 232

FIGURE 6.12B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.12B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01562D Pag. 233

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 6.13B

MODEL MTC15

From serial N° / Da matr. :

A869T01538B Pag. 234

Until serial N° / Fino a matr. :

A869T01562D

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 235

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 236

FIGURE 7A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 237

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 238

FIGURE 7.1A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.1A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 239

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 240

FIGURE 7.2A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.2A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 241

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 242

FIGURE 7.3A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.3A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 243

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 244

FIGURE 7.4A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.4A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 245

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 246

FIGURE 7.5A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.5A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 247

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 248

FIGURE 7.6A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.6A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 249

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 250

FIGURE 7.7A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.7A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 251

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 252

FIGURE 7.8A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.8A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 253

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 254

FIGURE 7.9A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.9A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 255

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 256

FIGURE 7.10A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.10A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 257

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 258

FIGURE 7.11A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.11A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 259

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 260

FIGURE 7.12A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.12A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 261

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 262

FIGURE 7.13A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.13A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01534A Pag. 263

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.14A

MODEL NTA040SA

From serial N° / Da matr. :

A869T01510V Pag. 264

Until serial N° / Fino a matr. :

A869T01534A

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 265

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 266

FIGURE 7B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 267

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 268

FIGURE 7.1B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.1B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 269

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 270

FIGURE 7.2B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.2B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 271

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 272

FIGURE 7.3B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.3B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 273

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 274

FIGURE 7.4B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.4B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 275

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 276

FIGURE 7.5B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.5B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 277

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 278

FIGURE 7.6B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.6B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 279

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 280

FIGURE 7.7B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.7B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 281

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 282

FIGURE 7.8B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.8B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 283

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 284

FIGURE 7.9B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.9B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 285

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 286

FIGURE 7.10B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.10B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 287

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 288

FIGURE 7.11B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.11B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 289

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040SA

Pag. 290

FIGURE 7.12B

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.12B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A869T01545B Pag. 291

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 7.13B

MODEL NTA040SA

From serial N° / Da matr. :

A869T01536B Pag. 292

Until serial N° / Fino a matr. :

A869T01545B

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 293

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 294

FIGURE 8A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 295

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 296

FIGURE 8.1A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.1A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 297

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 298

FIGURE 8.2A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.2A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 299

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 300

FIGURE 8.3A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.3A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 301

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 302

FIGURE 8.4A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.4A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 303

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 304

FIGURE 8.5A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.5A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 305

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 306

FIGURE 8.6A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.6A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 307

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 308

FIGURE 8.7A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.7A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 309

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 310

FIGURE 8.8A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.8A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 311

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 312

FIGURE 8.9A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.9A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 313

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 314

FIGURE 8.10A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.10A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 315

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 316

FIGURE 8.11A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.11A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 317

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL MTC18

Pag. 318

FIGURE 8.12A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.12A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01515A Pag. 319

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 8.13A

MODEL MTC18

From serial N° / Da matr. :

A870T01501U Pag. 320

Until serial N° / Fino a matr. :

A870T01515A

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 321

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 322

FIGURE 9A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 323

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 324

FIGURE 9.1A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.1A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 325

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 326

FIGURE 9.2A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.2A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 327

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 328

FIGURE 9.3A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.3A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 329

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 330

FIGURE 9.4A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.4A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 331

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 332

FIGURE 9.5A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.5A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 333

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 334

FIGURE 9.6A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.6A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 335

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 336

FIGURE 9.7A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.7A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 337

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 338

FIGURE 9.8A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.8A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 339

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 340

FIGURE 9.9A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.9A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 341

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 342

FIGURE 9.10A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.10A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 343

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 344

FIGURE 9.11A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.11A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 345

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 346

FIGURE 9.12A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.12A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 347

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

MODEL NTA040DA

Pag. 348

FIGURE 9.13A

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.13A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A870T01516A Pag. 349

ELECTRICAL DIAGRAM SCHEMA ELETTRICO

FIGURE 9.14A

MODEL NTA040DA

From serial N° / Da matr. :

A870T01501U Pag. 350

Until serial N° / Fino a matr. :

A870T01516A

With the exception of / Ad esclusione di :

Including / Compreso :

NOTE NOTE

From serial N° / Da matr. :

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 351

POWER WIRING DIAGRAM H2 TRACTION CONTROL SCHEMA DI POTENZA H2 CONTROLLO TRAZIONE

From serial N° / Da matr. :

A868T01501U A869T01510V A870T01501U Pag. 352

Until serial N° / Fino a matr. :

A868T01810D A869T01562D A870T01516A

With the exception of / Ad esclusione di :

FIGURE 10A

Including / Compreso :

WIRING DIAGRAM H2 TRACTION CONTROL SCHEMA DI COLLEGAMENTO H2 CONTROLLO TRAZIONE

FIGURE 11A

CONNECT TO CONSOLLE

From serial N° / Da matr. :

A868T01501U A869T01510V A870T01501U

Until serial N° / Fino a matr. :

A868T01810D A869T01562D A870T01516A

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 353

POWER WIRING DIAGRAM H2 PUMP CONTROL SCHEMA DI POTENZA H2 CONTROLLO POMPA

From serial N° / Da matr. :

A868T01501U A869T01510V A870T01501U Pag. 354

Until serial N° / Fino a matr. :

A868T01810D A869T01562D A870T01516A

With the exception of / Ad esclusione di :

FIGURE 12A

Including / Compreso :

WIRING DIAGRAM H2 PUMP CONTROL SCHEMA DI COLLEGAMENTO H2 CONTROLLO POMPA

From serial N° / Da matr. :

A868T01501U A869T01510V A870T01501U

Until serial N° / Fino a matr. :

A868T01810D A869T01562D A870T01516A

With the exception of / Ad esclusione di :

FIGURE 13A

Including / Compreso :

Pag. 355

LAYOUT INPUT-OUTPUT

FIGURE 14A

MODELS MTC10-MTC13-MTC15-MTC18

From serial N° / Da matr. :

A868T01501U A869T01510V A870T01501U Pag. 356

Until serial N° / Fino a matr. :

A868T01653B A869T01535A A870T01515A

With the exception of / Ad esclusione di :

Including / Compreso :

LAYOUT INPUT-OUTPUT

FIGURE 14A

MODELS MTC10-MTC13-MTC15-MTC18

From serial N° / Da matr. :

A868T01501U A869T01510V A870T01501U

Until serial N° / Fino a matr. :

A868T01653B A869T01535A A870T01515A

With the exception of / Ad esclusione di :

Including / Compreso :

Pag. 357

LAYOUT INPUT-OUTPUT

FIGURE 14B

MODELS MTC10-MTC13-MTC15

From serial N° / Da matr. :

A868T01657B A869T01538B Pag. 358

Until serial N° / Fino a matr. :

A868T01810D A869T01562D

With the exception of / Ad esclusione di :

Including / Compreso :

LAYOUT INPUT-OUTPUT

FIGURE 14B

MODELS MTC10-MTC13-MTC15

From serial N° / Da matr. :

A868T01657B A869T01538B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01810D A869T01562D Pag. 359

LAYOUT INPUT-OUTPUT

FIGURE 15A

MODELS NTA030SA-NTA040SA-NTA040DA

From serial N° / Da matr. :

A868T01501U A869T01510V A870T01501U Pag. 360

Until serial N° / Fino a matr. :

A868T01656B A869T01534A A870T01516A

With the exception of / Ad esclusione di :

Including / Compreso :

LAYOUT INPUT-OUTPUT

FIGURE 15B

MODELSNTA030SA-NTA040SA

From serial N° / Da matr. :

A868T01660B A869T01536B

Until serial N° / Fino a matr. :

With the exception of / Ad esclusione di :

Including / Compreso :

A868T01717B A869T01545B Pag. 361

Part No: 524319432 12 / 2007

Pag. 362