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EV–100 MOTOR CONTROLLER REPAIRS AND ADJUSTMENTS GENERAL This section has information for making repairs and adjustments for faults found in the Troubleshooting section. The EV–100 motor controller, used to control the operation of electric lift trucks, is made for Hyster Company by the General Electric Company. NOTE: This section does not include the EV–100LX/ ZX and EV–200LX/ZX series of motor controllers. See the section EV–100LX/ZX AND EV–200LX/ZX MOTOR CONTROLLERS, 2200 SRM 460, for information on these series of motor controllers. Most of the components of the EV–100 motor controller can not be repaired, but must be replaced. This section describes the procedures for checking or replacing the components of the motor controller. There are many electrical components that are not part of the motor controller, but give input signals to it. These components include the following: a. Key switch b. START switch c. Brake switch d. Foot switch e. Seat switch f. Direction (FORWARD and REVERSE) switches g. Accelerator potentiometer h. Guidance and steering systems The checks and repairs for these components are in other sections. Many of these components are adjusted during installation. See the following sections to check, repair, or adjust these components: ELECTRICAL CHECKS AND ADJUSTMENTS FOR SitDrive LIFT ELECTRIC TRUCKS, 2200 SRM 464 ELECTRICAL ADJUSTMENTS, 2200 SRM 381 for the N40–50EA, N40–45ER

ELECTRICAL SYSTEM ADJUSTMENTS, 2200 SRM 420 for the R30E, R30EA, and R30EF ELECTRICAL CHECKS AND ADJUSTMENTS, 2200 SRM 406 for the R40EH See the section BATTERY INDICATORS, 2200 SRM 138 to adjust or replace the battery indicator. See the section INSTRUMENT PANEL INDICATORS AND SENDERS, 2200 SRM 143 to check and replace the other instrument panel indicators and the senders.

WARNING Do not operate a lift truck that needs adjustment or repairs. Report the need for adjustment or repairs immediately. If adjustment or repair is necessary, put a “DO NOT OPERATE” tag in the operator’s area. Remove the key from the key switch. Some of the checks and adjustments are done with the battery connected. Never have any metal on your fingers, arms or neck. These metal items can accidentally make an electrical connection and cause an injury. Some voltage measurements must be made with the SRO circuit complete. Make sure the drive wheels are raised from the surface before doing troubleshooting. See the OPERATING MANUAL or the Preventive Maintenance section for your lift truck to raise the drive wheels. If you are working alone, put a weight in the seat to close the seat switch. If your lift truck has a seat brake, use a block behind the lower actuator bar to release the seat brake when the operator in not in the seat. Put the voltmeter so that you can see it from the operator area. You can operate the controls with your hand and also make the voltage measurements. Make sure you disconnect the battery and separate the connector before you disassemble any part of the controller. The capacitor stores electrical energy and cause injury if a person discharges a capacitor through parts of the body. AFTER the battery is disconnected, make sure you also discharge the capacitor C1 by putting a metal bar (screwdriver or similar tool) across the two connections of the capacitor. 1

BEFORE NOVEMBER 1987 1

11482

3

7

8

10

6

2

9 12

11 5

MOTOR CONTROLLER WITH REGENERATIVE BRAKING, 1A BY–PASS, AND SCR CONTROLLER FOR HYDRAULIC PUMP

1. TRACTION CARD REGENERATIVE BRAKING 2. TRACTION CARD WITHOUT REGENERATIVE BRAKING 3. EV–100 CONTROL, HYDRAULIC PUMP MOTOR 4. CONTACTOR, HYDRAULIC PUMP MOTOR 5. CONTACTOR, REGENERATIVE BRAKING 6. CONTACTOR, 1A

11531

4

12

8 10 6

7

11

MOTOR CONTROLLER WITH 1A BY–PASS, AND CONTACTOR CONTROL FOR HYDRAULIC PUMP

7. 8. 9. 10. 11. 12.

CONTACTOR, FORWARD DIRECTION CONTACTOR, REVERSE DIRECTION CONTACTOR, FIELD WEAKENING FUSE, TRACTION CIRCUIT FUSE, HYDRAULIC PUMP FUSES, CONTROL CIRCUIT AND STEERING

AFTER NOVEMBER 1987 1

12173

5

6

3

10

7

8

2

11 9 12

MOTOR CONTROLLER WITH REGENERATIVE BRAKING, 1A BY–PASS, AND SCR CONTROLLER FOR HYDRAULIC PUMP

10

6

11

4

7

8

12

MOTOR CONTROLLER WITH 1A BY–PASS, AND CONTACTOR CONTROL FOR HYDRAULIC PUMP

FIGURE 1. TYPICAL COMPONENT LOCATIONS OF THE EV–100 CONTROLLER 2

9

12124

CAUTION Correct meter polarity is necessary for some checks. Meter correct positive is indicated as (+). Meter correct negative is indicated as (–). Use a meter with a minimum rating of 20 000 ohms per volt to make measurements. Most digital volt meters are good. NOTE: The electronic controller can not be seen from the operator area. Some checks and adjustments are difficult to do unless another person can operate the controls. NOTE: The configuration of the controller was changed during November 1987. The operation of the controller is still the same, but some power connections and the location of some contactors were changed. All of the components are on a base plate mount in the earlier configuration. Two arrangements for the SitDrive series of lift trucks are shown in FIGURE 1. The later configuration for the SitDrive series of lift trucks and the R30E/EA/EF Orderpicker have a separate base plate for three groups:

10 11

9

12

13 8

1

7 6 2

4 3

5

1. Traction controller group 2. Contactor group 11740

3. Controller group for the hydraulic pump. (If the SCR controller for the hydraulic pump is not used, a single contactor for the hydraulic pump is installed in that position.) If the SCR controller for the hydraulic pump is not used, a single contactor for the hydraulic pump is installed in that location. NOTE: Most of the bolts and screws connected to the contactor assemblies are inch (SAE) in the controllers manufactured before November 1987. The bolts and screws in the controllers manufactured after November 1987 are metric sizes. The bolts and screws connected to the electronic components are normally metric sizes. Make sure that you use the correct fastener for the part that has been disassembled.

EV–100 MOTOR CONTROLLER FOR J25–35B 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

CONTROL CARD CAPACITOR C1 LEFT FORWARD CONTACTOR LEFT REVERSE CONTACTOR BALANCE CONTACTOR FUSES, CONTROL CIRCUIT AND STEERING ELECTRONIC DRIVERS (PMT, 1A, D) FUSE, HYDRAULIC PUMP HYDRAULIC PUMP CONTACTOR RIGHT REVERSE CONTACTOR RIGHT FORWARD CONTACTOR CONTACTOR 1A FUSE, TRACTION CIRCUIT

FIGURE 2. COMPONENT LOCATIONS, J25–35B

3

16

1

15

2 14

3

13 12

4

11

5

1. ELECTRONIC CONTROL MODULE 2. CONTROL CARD, HYDRAULIC PUMP 3. CONTACTOR C1 4. FUSES, CONTROL CIRCUIT 5. CONTROL CARD, TRACTION CIRCUIT 6. CONTACTOR, REVERSE DIRECTION 7. CONTACTOR, FORWARD DIRECTION 8. CONTACTOR, REGENERATIVE BRAKING 9. DIODE D7 (REGENERATIVE BRAKING), 10. CONTACTOR, STEERING PUMP 11. FUSES, TRACTION CIRCUIT HYDRAULIC PUMP. AND STEERING 12. MOTOR CONTROL MODULE, TRACTION 13. POWER DISCONNECT MODULE 14. CONTACTOR, BATTERY DISCONNECT 15. MOTOR CONTROL MODULE, HYDRAULIC PUMP 16. AUTOMATIC SHUT–OFF MODULE

3 10

6 9

7

8

FIGURE 3. COMPONENT LOCATIONS, R30EH LIFT TRUCKS

4

1

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

MOTOR CONTROL MODULE CONTROL CARD CAPACITOR C1 CONTACTOR, FORWARD DIRECTION CONTACTOR, REVERSE DIRECTION CONTACTOR, HYDRAULIC PUMP MOTOR CONTACTOR, BATTERY DISCONNECT CONTACTOR, 1A ELECTRONIC DRIVER FUSE, TRACTION CIRCUIT FUSE, HYDRAULIC PUMP FUSE, AUXILIARY PUMP

N40–50EA, N40–45ER LIFT TRUCKS 11 12 10

2

3

12373

6 1 7

4

5

8

R30E/EA/EF LIFT TRUCKS 6 11 10

2

3 12372

9 4

5

FIGURE 4. COMPONENT LOCATIONS, EV–100 CONTROLLER

5

12 13

11

14

10 9

1 8

12657

7 6

3 2 4

1. 2. 3. 4. 5. 6. 7.

5 CONTROL CARD CAPACITOR C1 BASE PLATE SCR 1 DIODE D3 MOTOR CURRENT SENSOR DIODE D4

8. 9. 10. 11. 12. 13. 14.

REACTOR (INDUCTOR L1 AND 1X) SCR 2 AND SCR 5 (NOT SHOWN) SUPPRESSOR MOUNT SUPPRESSOR, SCR 5 AND SCR 2 SUPPRESSOR, SCR 5 AND SCR 2 SUPPRESSOR, D4 SUPPRESSOR, D3

FIGURE 5. TYPICAL CONFIGURATION OF THE EV–100 MOTOR CONTROLLER (TRACTION OR HYDRAULIC PUMP CONTROLLER GROUP)

FUSES The fuses are found on or near the EV–100 controller. The fuses for the different lift trucks are shown in TABLE 1.

6

The power fuses for the traction circuit and for the hydraulic pump are found on the (+) bus bar. The control fuses are in fuse holders on or near the controller. The condition of the fuses can be normally be checked by looking at them or checked with an ohmmeter.

TABLE 1. FUSES LIFT TRUCKS

E20–30B/BS/BH E30–60B/BS 36–48 Volts 72–80 Volts

POWER FUSES

CONTROL CIRCUIT FUSES

Traction

Hyd. pump

Steering

Control

Battery Ind.

Hour Meter

LED Display

Accel. Card

225A

175A

30A

15A

N/A

N/A

N/A

10A

30A

10A

N/A

N/A

N/A

10A

30A

10A

N/A

N/A

N/A

10A

250A 175A

200A 150A

E60–120B 36–48 Volts 200A (2) 72–80 Volts 175A

200A (2) 150A

E/J1.25––3.00XL (E/J25–60XL)

500A

325A

40A

15A

15A

10A*

10A

N/A

E3.5–5.5XL (E70–120XL)

800A

325A (2)

40A (2)

15A

15A

10A*

10A

N/A

J25–35A, J25–35B

500A

325A

40A (2)

15A

N/A

N/A

N/A

10A

30A

15A

N/A

N/A

N/A

N/A

250A 175A

200A 150A

N40–50EA And N40–45ER

300A

500A

60A

15A

N/A

N/A

N/A

N/A

R30E/EA/EF

300A

500A

35A

15A

N/A

N/A

N/A

N/A

R40EH

175A

400A

63A

15A (3)

N/A

N/A

N/A

N/A

J40–60A, J50–60AS 36–48 Volts 72–80 Volts

*Later production lift trucks only. Earlier production lift trucks do not have a separate fuse. N/A = Not Applicable

CONTROL CARD

tion circuit. A bad control card must be replaced because it cannot be repaired by service persons.

The control card is a printed circuit board with electronic parts in a plastic case. The control card has two 6 pin plugs (PA and PB) that connect the signal wires between the parts of the controller and the control card. A 14 pin plug (PC) connects the control card to the functions for SCR 1, SCR 2, and SCR 5. Two machine screws at the bottom of the plastic case fasten the control card to the mounting plate. The control card for each function and the position of each control card is the same in both configurations of the controller.

An R–1 control card used when a lift truck is equipped with either field weakening or regenerative braking or both functions. A T–1 control card is used when a lift truck has only the plugging function.

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

The control card for the traction circuit has an ”Static Return to OFF” (SRO) circuit. The key switch and seat switch must be closed before the accelerator is moved to operate the lift truck. A service person must understand the SRO sequence when troubleshooting. The SRO is a safety circuit that normally prevents the FORWARD or REVERSE travel of the lift truck unless the operator is in the correct position at the controls. If a service person must operate the lift truck with a by–pass on the SRO circuit, raise the drive wheels so that the lift truck can not move and cause an accident. The control card for the traction circuit has a ”Pulse Monitor Trip” (PMT) circuit that checks for a malfunction of SCR 1. If SCR 1 does not operate with pulses, but stays ”ON” continuously, the controller will open the direction contactor and stop the lift truck. 7

17

32

38

57 A

29

6

10

d d d 1 2 3 5 6

A4

BRN GRN YEL GRY BLK

7

1 2 3 5 6

B4

d d d

d d d

22 21

24 34

d d d d d d d

8

d d d

C TB1

TB2

TB3

TB4

1

2

3

4

5

TB5

6

6

7

8 9 10 11 12 13 14

d d d d d d d TB6

BLU

RED

W/BLU 10 10

WHT

ORN PUR W/PUR

8 W/RED

PLUG A NO.

PLUG B

TERMINALS

PLUG C

FUNCTION

PA1 PA2 PA3 PA4 PA5 PA6

Signal to energize the regenerative braking electronic driver (wire 32). Not used. Voltage check for regenerative braking function (wire 17). Signal to the regenerative braking sensor (wire 22). Signal to the regenerative braking sensor (wire 21). Not used.

PB1 PB2 PB3 PB4 PB5 PB6

Not used. Not used. Signal to energize the field weakening electronic driver (wire 38). Signal to energize the PMT electronic driver (wire 24). Signal to energize the 1A electronic driver (wire 34). Not used.

TB1 TB2 TB3 TB4 TB5 TB6

5 volt supply to accelerator potentiometer (wire 29). Signal connection between START switch and control card (wire 57A). Voltage input from timer circuit (wire 7). Battery voltage supply from key switch (wire 10). Voltage input from FORWARD direction switch (wire 6). Voltage input from REVERSE direction switch (wire 8).

PC1 PC2 PC3 PC4 PC5 PC6 PC7 PC8 PC9 PC10 PC11 PC12 PC13 PC14

Signal wire from SCR 1 thermal protector (black wire). Battery negative (brown wire). Signal wire from current sensor (traction circuit) (yellow wire). Signal wire from current sensor (traction circuit) (green wire). Signal wire from SCR 1 thermal protector (gray wire). Not used. FIGURE 5. TERMINAL AND PIN ARRANGEMENTS FOR THE CONTROL CAR (TRACTION CIRCUIT) Battery positive voltage (white wire). Signal wire to SCR 1 gate (blue/white wire). Signal from SCR 1 cathode (blue wire). Signal wire to SCR 2 gate (white/red wire). Connection between filter for SCR 2 and control card (red wire). Signal wire to SCR 5 gate ( white/violet wire). Connection between filter for SCR 5 and control card (violet wire). Sensor wire for voltage check across capacitor C1 (orange wire).

FIGURE 6. TERMINAL AND WIRE ARRANGEMENTS FOR THE CONTROL CARD (TRACTION CIRCUIT) 8

The Control Card Plugs

HOW TO CHECK AN SCR (See FIGURE 8.)

There are no connections in the signal wires between the control card plugs and the components at the other end of the wires. If a signal wire must be replaced, the operation to remove a pin connector from one of the plugs must be done carefully. A special tool, part number 91065–1, is available from Amp Incorporated (manufacturer of electronic connectors) (Hyster Part No. 897408) to remove the pin connectors from the plugs. FIGURE 7. shows how the pin connectors are held in the plug and how the tool releases the lock so that the pin connector can be removed from the plug. If a pin connector must be removed, the service person must work carefully so that the pin connectors and the plug are not damaged.

In the section TROUBLESHOOTING, for each electric lift truck, there are instructions to check the SCRs. This section describes the methods to check the SCRs.

When a new pin connector is installed in the plug, make sure it is not damaged and is locked into the correct position in the plug. If the pin connection becomes loose during operation of the lift truck, the fault can be not regular and difficult to find and repair.

Make sure you disconnect the battery and separate the connector before you disassemble any part of the controller. Make sure you also discharge capacitor C1. NOTE: The following checks will indicate most SCRs with a problem. The checks will not always indicate a fault that does not occur regularly during operation. An SCR with a type of fault that does not occur regularly will normally indicate a resistance between the anode and cathode of less than 50 000 ohms. You will need a Cir/Kit or an ohmmeter to check the SCRs. The SCRs can be checked without removing them from the controller. Six volts is needed for a gate signal to check the SCRs. Use an ohmmeter and a six volt supply for a gate signal or use a Cir/Kit meter to check the SCRs. The Cir/Kit has a six volt supply for testing SCRs.

PART NO. 897408

1. PLUG 2. RUBBER SEAL 3. PIN CONNECTOR (REMOVED FROM PLUG) 4. LOCK 5. PIN CONNECTOR (INSTALLED IN PLUG) 6. TOOL (UNLOCKS PIN CONNECTOR FOR REMOVAL)

WARNING

6

1

5

1. Disconnect the (+) or (–) connection to the SCR to make a check for a short–circuit. Touch the probes of the Cir/Kit or ohmmeter to the power connections on the heat sinks (anode and cathode of SCR 1). Measure the resistance. Change the probe connections to the reverse direction and measure the resistance. Replace the SCR if the resistance indicates less than 50 000 ohms in either direction. 2. Measure the resistance between the gate connection and the cathode. Change the probe connections to the reverse direction and measure the resistance again. Replace the SCR if the resistance indicates zero or infinity on the R x 1 scale in either direction.

2 11559

4 3

FIGURE 7. CONTROL CARD PLUG

3. Connect the (+) probe of the ohmmeter to the anode and the (–) probe to the cathode. Momentarily connect six volts from the Cir/Kit [or a battery between the gate (+) and the cathode (–)]. The resistance indication on the Cir/Kit or the ohmmeter will decrease to less than 10 ohms on the R x 1 Scale. Replace the SCR if the resistance does not decrease when a six volt gate signal is applied momentarily. Make sure you touch the gate connection only momentarily with the six volt connection 9

or you will damage the SCR. Make sure the polarity of your test circuit is correct.

1. Make notes of the positions of the suppressors and remove the suppressors from the mount over SCR 1. Disconnect the electric connections to the SCR 1 assembly.

The SCR 1 Assembly The SCR 1 assembly cannot be disassembled. The SCR 1 assembly includes an SCR fastened between two metal blocks used as heat sinks. The heat sinks are also the power connections for the SCR. A plastic case holds the complete assembly. There is a thin sheet of electrical insulation between the SCR 1 assembly and the base plate. The insulator permits heat to transfer from the heat sinks to the base plate. Thermal Protector The SCR 1 has a thermal protector fastened to the cathode heat sink. The thermal protector is a resistor that changes resistance when the temperature changes. When the temperature is greater than 85°C (185°F), the thermal protector changes the signal

1

2

5

4

3

11566

1. 2. 3. 4. 5. 6.

SCR 1 THERMAL PROTECTOR CATHODE (POWER CONNECTION) ANODE (POWER CONNECTION) GATE SCR 2 OR SCR 5

FIGURE 8. HOW TO CHECK AN SCR 1, SCR 2, OR SCR 5

voltage to the control card. The control card decreases the percent of “ON” time to decrease the SCR 1 temperature. The normal resistance for the thermal protector is 120 to 150 ohms at 18°C (65°F) when measured between pins PC1 and PC5. 10

2. Remove the thermal protector from the heat sink. Remove the two capscrews that connect the power cables to the heat sinks (make a note of the cathode sensor wire). Remove the two mounting screws that hold the SCR 1 assembly to the base plate. 3. Check the insulator between the SCR 1 assembly and the base plate. Replace the insulator if it is damaged. The insulator is also a heat conductor. Use a very thin coat of silicon grease (Part Number 1198757 or approved equivalent) between the surfaces of the parts. Keep dirt from the surfaces.

CAUTION The insulator is very thin. Dirt between the surfaces of SCR 1 and the base plate can damage the insulator and cause a short–circuit. NOTE: Silicon compound is used between the heat sinks and the parts of the controller. The purpose of this compound is to fill in the micrometer size spaces between the parts to give better heat flow. Always use a very thin layer of compound between the parts. Too much compound will be an insulator and cause both electrical and heat faults. It is better to use no compound instead of too much.

6

5

4

3

How To Replace The SCR 1 Assembly

Part Number 1198757 is a silicon compound and is used between heat sinks and the base plate. This silicon compound must be used only as a very thin layer. DO NOT USE this silicon compound on the threads of the diodes. 4. Install the new SCR 1 assembly. Make sure the heat sinks make full contact with the insulator and base plate. Check the resistance between both heat sinks and the base plate with an ohmmeter. A correct installation will indicate infinity on the ohmmeter. 5. Install the electrical connections to the SCR 1 assembly. Install the thermal protector on the heat sink. 6. Install the mount and the suppressors over the SCR 1 assembly. Make sure the connections are made correctly.

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

CONTROL CARD CAPACITOR C1 THERMAL SENSOR FOR SCR 1 SUPPRESSOR FOR D3 SUPPRESSOR FOR D4 SUPPRESSOR FOR SCR 5 SUPPRESSOR FOR SCR 2 INDUCTOR (L1 AND X1) SCR 2 SCR 5 SCR 1 PLUG “C’ (SIGNAL WIRES TO THE SCRs)

NOTE: SUPPRESSOR MOUNT NOT SHOWN

1

2

12 3

10

4

5

6

11 7 8

9 11567

FIGURE 9. SCR “OFF” CIRCUIT COMPONENTS

THE ”OFF” CIRCUIT FOR SCR 1 WARNING Make sure you disconnect the battery and separate the connector before you disassemble any part of the controller. Make sure you also discharge capacitor C1. The “OFF” circuit for SCR 1 has the following parts: Inductor assembly SCR 2

Check The Inductor Assembly The inductor assembly is in a plastic case that fastens to the base plate. The connections for the inductor are under the suppressor mount and are difficult to check with an ohmmeter. A fault does not often occur in the inductor assembly. Most faults that do occur at the inductor assembly are caused by loose connections. The normal repair of the inductor assembly is to replace it. This inductor has two windings (L1 and 1X) joined by a common connection. A good inductor winding will indicate approximately zero ohms on the R x 1 scale.

SCR 5

Check Suppressors For SCR 2 And SCR 5

Suppressors for SCR 2 and SCR 5

The suppressors are one or more resistors and capacitors in a small plastic block. See FIGURE 10. The suppressors prevent damage to the SCRs from electrical noise. Sometimes a suppressor will not indicate a problem except when in an operating circuit and will cause a fault that does not occur regularly during lift truck operation. A bad suppressor can cause a fault similar to a bad SCR 2 or a bad SCR 5.

Capacitor C1 The inductor and a capacitor assembly generates the reverse polarity voltage to change the SCR 1 to ”OFF” for each pulse. SCR 2 and SCR 5 control the operation of the “OFF” circuit. The suppressors protect the SCRs from electrical noise.

11

place the SCR if the resistance indicates less than 50 000 ohms in either direction.

NOTE: Dotted lines indicate internal connections

2

1 1. ANODE 2. GATE 3. CATHODE

1

3 2 1. 2. 3. 4. 5. 6.

3

4

FIGURE 11. SCR 2 AND SCR 5 5

6 SUPPRESSOR MOUNT THERMAL SENSOR FOR SCR 1 SUPPRESSOR FOR D3 SUPPRESSOR FOR D4 SUPPRESSOR FOR SCR 5 SUPPRESSOR FOR SCR 2

FIGURE 10. SUPPRESSORS The best method to check for a bad suppressor is to replace it and then check the operation of the lift truck. NOTE: Some lift trucks are equipped with suppressors that have different part numbers. These suppressors all look the same, but the part numbers are different. Make sure that the correct part number is used for each function. The following list shows the function and the part number that appears on the suppressor. The Hyster Part Number is in (parenthesis) following the function: 171B3940 G1 (SCR 2) (368914) 171B3940 G1 (SCR 5) (368914) 171B3940 G1 (D3) (368914) 171B3940 G3 (D4) (368916) Later production lift trucks all use the same suppressor [171B3940 G1 (368914)] for all functions. Replacement suppressors for earlier production lift trucks can use this universal part number. Check SCR 2 And SCR 5 1. Disconnect either the (+) or (–) power connection. (The power connections have a (+) and (–) mark in the plastic case.) Touch the probes of the Cir/Kit or ohmmeter to the (+) and (–) power connections of the SCR. Measure the resistance. Change the probe connections to the reverse direction and measure the resistance. Re12

2. Measure the resistance between the gate connection and the cathode. Change the probe connections to the reverse direction and measure the resistance again. Replace the SCR if the resistance indicates zero or infinity on the R x 1 scale in either direction. NOTE: Six volts is needed as a gate signal to check the SCRs. Use an ohmmeter and a six volt supply for a gate signal or use a Cir/Kit meter to check the SCRs. The Cir/ Kit has a six volt supply for testing SCRs. 3. Momentarily connect six volts from the Cir/Kit [or a battery between the gate (+) and the cathode (–)]. The resistance indication on the Cir/Kit or the ohmmeter will decrease to less than 10 ohms on the R x 1 Scale. Replace the SCR if the resistance does not decrease when a six volt gate signal is applied momentarily. Make sure you touch the gate wire momentarily with the six volt connection or you will damage the SCR. Make sure the polarity of your test circuit is correct. NOTE: If a Handyman Component Tester is used to check SCR 2 and SCR 5, you must set the Tester to the ‘‘Hi’’ test gate. Only the ‘‘Hi’’ test gate will provide reliable measurements. Replace The SCR 2 And SCR 5 NOTE: The plastic case for SCR 2 and SCR 5 is similar, but the part numbers are different. Disconnect the electrical connections to the SCR. Remove the two screws that hold the SCR. Use a thin layer of silicon compound (Part Number 1198757 or approved equivalent) between the surfaces of the heat sink and the replacement SCR. Install the SCR. Connect the electrical connections.

Check Capacitor C1 Discharge C1 and disconnect the terminals before checking C1 for a short–circuit. Measure the resistance between the terminals. The ohmmeter will indicate a low resistance and increase to more than 100 000 ohms. A capacitor with a short–circuit must be replaced.

DIODES D3 AND D4 The heat sink assembly for the diodes D3 and D4 is also the connection for the (–) power cable. The heat sink assembly is connected to the base plate. A thin insulator with a silicone surface separates the heat sink assembly from the base plate. NOTE: The optional SCR controller used for the hydraulic pump only has a diode D3. Check The Diodes D3 and D4 You will need a Cir/Kit or an ohmmeter to check the diodes. Disconnect the cathode cables from the connectors. The diodes can stay attached to the heat sinks to make checks. Touch the probes of the Cir/Kit or ohmmeter to the heat sink and the cathode cable. Measure the resistance. Change the probe connections to the reverse direction and measure the resistance. A good diode will indicate 7 to 14 ohms on the R x 1 Scale in one direction and greater than 50 000 ohms in the other direction.

Disconnect the cathode cable. Use a deep socket to remove the diodes. Put the wire through the top of the socket and use a handle or wrench to turn the socket. Use a thin layer of silicone grease (Part Number 304408) between the surfaces of the heat sink and replacement diode. Tighten the diode to a torque of 3.4 N.m (30 lbf in). NOTE: Diodes D3 and D4 have a suppressor connected in parallel to the diode. Replace the suppressor and test the operation if troubleshooting indicates that the suppressor is bad.

MOTOR CURRENT SENSOR The motor current sensor is a short piece of the circuit bus bar with two sensor wires connected to it. See FIGURE 13. All of the traction motor current flows through this power connector. The metal between the connection points of the sensor wires has a small resistance. This small resistance between the two sensor wires sends a voltage signal to the control card. The voltage signal increases as the motor current increases. The control card compares the voltage with the “C/L” current limit adjustment. The control card controls the current flow so that the traction circuit is not damaged. 1

2 1. SENSOR WIRES 2. SENSOR SHUNT

1. DIODE D3 2. DIODE D4 3. HEAT SINK 1

3

FIGURE 13. MOTOR CURRENT SENSOR

THE ELECTRONIC DRIVER MODULE

11567

2

FIGURE 12. DIODES D3 AND D4 Replacement, Diodes D3 and D4

CAUTION Do not use a hammer and punch to loosen or tighten diodes.

The electronic drivers are solid–state switches. The 2 volts and 5–10 milliampere signal from the control card is too small to operate the contactor coils. The signal voltage is used to control the electronic drivers which have enough current capacity to operate the contactors. The signal voltage is applied to the base of the transistor terminal 1). The signal voltage causes current to flow between terminals 3 and 2. (Terminal 4 is only used on the PMT electronic driver for the ”FORWARD” contactor). NOTE: When a lift truck is equipped with regenerative braking, a special electronic driver is used for the regen13

erative braking contactor. The regenerative braking contactor has a special constant duty coil rated at 24 volts and must be used with the special electronic driver. This special electronic driver looks like the other electronic drivers used in this controller. The special electronic driver has the following part number: 1C3645CPM1UDA9. This special electronic driver has an internal circuit that reduces the battery voltage to an average 17 volts applied to the coil of the regenerative braking contactor. The coil of the regenerative braking contactor will be damaged unless the special electronic driver is used with it. When the configuration of the controller was changed during 1987, the special electronic driver for the regenerative braking function was removed. The coil on the regenerative braking contactor was changed to a 36–48 volt rating. The coil is not rated for constant operation, so a resistor is added in series with the coil on 48–volt lift trucks to reduce the voltage. The same electronic driver used for the other contactors is now used with the regenerative braking contactor.

5913

The resistor in series with the coil is installed in all 36–48 volt controllers. Two wires are connected to the coil when the controller is received from the manufacturer. One wire is from the resistor and the second wire is a by–pass around the resistor. If the controller is installed in a lift truck with a 48 volt battery, the by–pass wire is disconnected. If the controller is installed in a lift truck with a 36 volt battery, both wires stay connected and the resistor does not function. The electronic drivers used for the FORWARD, REVERSE, and 1A contactors have the following part numbers: 1C3645CPM1RDA2 (for 36–48 volt service) The access to the electronic drivers on the bottom of the stack is difficult. Remove the two mounting screws and separate the drivers as necessary for access to the terminals. Make sure you disconnect the battery when you separate or connect the electronic drivers. Do not cause a short–circuit. The electronic driver modules are most easily checked in the lift truck. Raise the drive wheels from the floor. Connect the battery. Set the controls of the lift truck so that the electronic driver you are checking will operate. Check that there is an input signal on terminal 1 of 1.0–2.0 volts. If there is 1.0–2.0 volts at terminal 1 of the electronic driver, check for approximately battery voltage between battery negative and terminal 3 or terminal 4. If there is approximately battery voltage, the electronic driver is damaged. A good electronic driver will indicate less than 10 volts when measured between terminals 2 and 3 when the contactor is closed during operation.

CONTACTORS

1

4

2

3

FIGURE 14. ELECTRONIC DRIVER MODULE

14

The FORWARD and REVERSE contactor assemblies control the direction of current flow through each traction motor. The contactor is a heavy–duty switch that opens and closes the power circuit. The traction circuit has a FORWARD and REVERSE contactor assembly. Each contactor assembly has the following parts: two sets of normally open (NO) contacts, two sets of normally closed (NC) contacts, and a coil. The coil is an electromagnet that moves the NO contacts to the closed position against spring pressure. The coil is in the control circuit. The contactor tips are in the traction circuit. A suppressor is part of each coil. The contactors in your lift truck can look different than the contactors shown in

FIGURE 15. or FIGURE 18., but the operation will be similar. NOTE: The suppressors are included with the coil in the contactors manufactured before November 1987. The suppressors are a separate component on the outside of the coil of contactors manufactured after November 1987. When a contactor coil is energized, the normally open (NO) contacts close and the normally closed (NC) contacts open. This action gives direction control to the traction motor. The contacts normally have a long service life because the current flow through the contacts is stopped before the contacts open. The SCR 1 is ”OFF” before the contactor coil is deenergized. The only condition where the contacts open during a large current flow is PMT. The other contactors used in the motor controller have one set of NO contacts. These contactors are not the same, but their operation is similar. A typical contactor of this kind is shown in FIGURE 16. and FIGURE 19.

1

2

NOTE: The other contactors (1A, field weakening, and regenerative braking) in the controllers manufactured after November 1987 are like the design of the FORWARD and REVERSE contactors except they are single units and have only one set of NO contacts. When the lift truck does not have an SCR controller for the hydraulic pump, the hydraulic pump contactor also has one set of NO contacts.

2

1

6

3

4

2 1. 2. 3. 4. 5. 6.

1

POWER TERMINALS CONTACTS SUPPRESSOR COIL TERMINALS MOUNT BRACKET COIL

5

1

FIGURE 16. TYPICAL CONTACTOR ASSEMBLY (REGENERATIVE BRAKING SHOWN) 1

CONTACTOR REPAIR 4

4

Removing A Contactor Assembly 5

3

3 12180

6 1. 2. 3. 4. 5. 6.

POWER TERMINALS NC CONTACTS NO CONTACTS COIL TERMINALS MOUNT BRACKET COIL

FIGURE 15. DIRECTION CONTACTOR (AFTER 1987)

Make an identification and disconnect the wires and cables from the contactor assembly. Remove the mounting screws and remove the contactor assembly. Contactor Contacts The contactor contacts are made of special silver alloy. The contacts will look black and rough from normal operation. This condition does not cause problems with the operation of the lift truck. Cleaning is not necessary. DO NOT USE A FILE ON THE CONTACTS. DO NOT LUBRICATE THE CONTACTS. Replace the contacts when the silver alloy is worn away to the copper support metal. 15

6

5 4

9

11

8 14 4

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

BASE–MAGNET 13 COIL FRAME–MAGNET BUS BUS 12 SPACER CLAMP–BUS 3 BUS COVER BUS BUS 2 SPRING–RETURN ARMATURE BASE–BUS CARRIER–MOVABLE TIP BUSHING–PLUNGER TIP–MOVABLE 1 SEAT–SPRING TIP SPRING INSULATION–UPPER BUS NUT WASHER

10

6

7 21 22 20 17 18 19

17

18 17 15, 16

3

21 20 22

18 19 18 17 15, 16 12180

2

FIGURE 17. FORWARD AND REVERSE CONTACTOR ASSEMBLY (FOR CONTROLLERS MANUFACTURED AFTER NOVEMBER 1987)

Coil Check the coil with an ohmmeter. A suppressor diode (and sometimes a resistor in series) is part of the coil. The diode will cause the ohmmeter to indicate a difference in resistance in one direction. Reverse the probes of the ohmmeter to the opposite terminals and measure the 16

resistance. Use the highest resistance indication. Replace the coil if it is damaged. Make sure the coil wires are connected again to the correct terminals. The coils in the contactors made after november 1987 have an external suppressor. The coil and the suppressor can be checked separately with an ohmmeter.

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

BASE PLATE COIL SUPPORT FRAME ARMATURE ASSEMBLY FIXED CONTACTS (NO) CENTER CONTACT CLAMP (2) FIXED CONTACTS (NC) UPPER CONTACT CLAMP WASHER (4) THROUGH BOLT (4) SPRING CORE ASSEMBLY

13. 14. 15. 16. 17. 18. 19.

LOWER CONTACT SUPPORT MOVING CONTACT CARRIER (2) CONTACT SHIM MOVING CONTACT (NO) SPRING CUP (2) MOVING SPRING CONTACT MOVING CONTACT (NC)

NOTE: THE POWER CONNECTIONS FOR THE FIXED CONTACTS CAN BE DIFFERENT THAN SHOWN

5497

FIGURE 18. FORWARD AND REVERSE CONTACTOR ASSEMBLY (CONTROLLERS MANUFACTURED BEFORE NOVEMBER 1987) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

BASE PLATE COIL SUPPORT FRAME ARMATURE ASSEMBLY FIXED CONTACTS (NO) UPPER CONTACT CLAMP (2) WASHER (4) THROUGH BOLT (4) SPRING CORE ASSEMBLY LOWER CONTACT CLAMP MOVING CONTACT CARRIER

13. 14. 15. 16.

CONTACT SHIM MOVING CONTACT MOVING CONTACT SPRING SPRING CUP

NOTE: THE POWER CONNECTIONS FOR THE FIXED CONTACTS CAN BE DIFFERENT THAN SHOWN

5498

FIGURE 19. CONTACTOR ARRANGEMENT (HYDRAULIC PUMP, 1A, AND FW) (CONTROLLERS MANUFACTURED BEFORE NOVEMBER 1987)

17

CONTROL CARD ADJUSTMENTS This section has a description of the adjustments that are on the control card for the electronic controller. Each adjustment is a potentiometer in the control card that turns from a minimum control at (1) to a maximum control at (9). The adjustments are normally set to the number shown in the specification tables for each model series of lift truck. See the section CAPACITIES AND SPECIFICATIONS for your model of lift truck. “CREEP” This adjustment controls the minimum lift truck speed when the direction contactors are closed. The adjustment of the accelerator potentiometer must be correct before the “CREEP” adjustment is made. This adjustment can be set at a different number than shown in the specifications. Some users want more accelerator pedal movement before the direction contactors close. This adjustment can be set at a different number than shown in the specifications. Some users want more accelerator pedal movement before the direction contactors close. “C/A” (Controlled Acceleration) This adjustment controls the maximum rate that the average voltage is increased by the controller to accelerate the traction motor. How quickly the accelerator (MONOTROL) pedal is pushed down does not control the maximum rate of acceleration. A high rate of acceleration increases the wear of the brushes in the traction motor. The acceleration is also selected to give a smooth acceleration for better load handling. The acceleration rate can be adjusted for the conditions of a user. Turn the potentiometer counter–clockwise to decrease the acceleration rate. “C/L” Set the current limit to the number in the specifications. Do not change the current limit without the approval of a Hyster Company Service Engineer. If the current limit is set higher than the specifications, parts of the traction circuit can be damaged. NOTE: A change was made in the control card during August 1986 which requires a different setting of the 18

C/L limit than control cards of earlier manufacture. Control cards made before August 1986 have a 099 mark on them. The part numbers for these control cards are 325751, 325753, and 359787. These control cards must be set to 9 for the current limit. Control cards made after August 1986 have a 098 mark on them and must be set to 5 for the current limit. The actual current limit value for all control cards of these part number series is approximately 235 amperes. The controller and the traction circuit can be damaged if the current flow is greater than the design specifications. A current sensor is installed in the controller to check the current flow. When the current becomes greater than the setting on the control card, the current limit overrides the other signals to the oscillator to decrease the pulse width and frequency. Sometimes the current limit must be checked in a lift truck. The following procedure is used to check if the current limit is the same as the setting on the control card. A damaged SCR 1 or SCR 5 can be an indication that the current limit is set too high. TABLE 2. through TABLE 4. shows the typical settings for this controller. Also see the section CAPACITIES AND SPECIFICATIONS for the model series of lift trucks for current limits.

CAUTION The battery shunt method of checking the current limit can give errors because of variations in the traction motor and temperature. If the battery shunt method must be used to check the current limit, use this method carefully so that the controller and traction circuit are not damaged. The ammeter shunt must be installed in the armature circuit and not the battery circuit if the following current limits are checked: “PLUG” “C/L R.B.” “DO R.B.” 1. Make sure the battery is charged and has a minimum specific gravity of 1.260. Raise the drive wheels from the surface. 2. Connect a 0–500 ampere ammeter between the battery and the power circuit. Make sure that the polarity is correct. (See FIGURE 20.) Make sure the ammeter cables are as short as possible. Install a jumper on the brake switch so that it does not interrupt the operation of the

FIGURE 20. CONNECT THE DC AMMETER controller. Disconnect the wire at terminal 1 of the 1A electronic driver so that the 1A contactor can not close. 3. You must be on the operator’s seat. Turn the key switch to the ”ON” position and apply the brake so that the drive wheels can not rotate. 4. Look at the ammeter and push the accelerator (MONOTROL) pedal for maximum forward speed. Quickly check the ammeter indication and release the accelerator pedal.

CAUTION Do not cause the traction motor to stall for more than 10 seconds at a time. The traction motor will quickly become hot. You want to set the current limit at operating temperatures or less. Give enough time between checks so that the traction motor can cool. Do not hold the accelerator pedal pushed down while adjusting the current limit.

5. Make an adjustment to the “C/L” potentiometer. Turn the adjustment clockwise to increase the current limit. Repeat Steps 4 and 5 until the correct current limits are set. The current draw from the battery for all 36–48 volt lift trucks is approximately 235 amperes. The current draw from the battery for all 72–80 volt lift trucks must not be greater than 250 amperes. 6. Turn the key switch to the “OFF” position. Remove the ammeter and remove the jumper from the brake switch. Connect wire to terminal 1 of the 1A electronic driver. Lower the drive wheels to the surface. “1A TIME” The “1A TIME adjustment permits the SCR control to bring the traction motor up to speed before the 1A contactor closes. This time delay prevents full battery current being applied across the traction motor when it is not rotating. This adjustment also permits smoother op19

eration of the lift truck. The control card begins “1A TIME” when the accelerator voltage is decreased to less than 0.5 volts. “1A TIME” is normally 1–3 seconds.

6. Turn the key switch to the “OFF” position. Remove the ammeter and remove the jumper from the brake switch. Lower the drive wheels to the surface.

“PLUG”

“REGEN C/L”

The “PLUG” adjustment is normally set by the number in the specifications. The plugging can be set to a user’s conditions. The shorter the plugging distance, the faster is the wear on the traction motor brushes.

The “regenerative braking current limit” controls how strongly the regenerative braking is applied during operation. The higher the number setting, the shorter the stopping distance. Set the control potentiometer to the number indicated in the Specifications.

“F.W.P.U. and “F.W.D.O.” “REGEN D.O.” The field weakening (FW) system permits a higher traction motor speed than when only contactor 1A is closed. (Field weakening is only used on 36–48 volt lift trucks.) These two adjustments give limits to the current flow in the traction motor when the field weakening contactor is closed. These adjustments are made by using the ammeter arrangement shown in FIGURE 20. 1. Make sure the battery is charged and has a minimum specific gravity of 1.260. Raise the drive wheels from the surface.

The ”regenerative braking drop out” adjusts the voltage level where the regenerative braking contactor closes during regenerative braking. When the regenerative braking contactor closes during regenerative braking, the remainder of the lift truck speed is decreased by plugging. The lift truck is normally moving slowly when the plugging function begins operation. When the plugging function is in operation, the voltage generated by the traction motor is less than battery voltage. Set the control potentiometer to the number indicated in the Specifications.

2. Connect a 0–500 ampere ammeter between the battery and the power circuit. Make sure that the polarity is correct. Make sure the ammeter cables are as short as possible. Install a jumper on the brake switch so that it does not interrupt the operation on the controller.

VOLTAGE ADJUSTMENTS, SCR CONTROL FOR HYDRAULIC PUMP

3. You must be on the operator’s seat. Turn the key switch to the “ON” position and push the accelerator pedal fully down while you look at the ammeter.

Connect a voltmeter so that the voltage can be measured across the hydraulic motor. (Some service persons connect the (+) probe of the voltmeter to the cable connection for D3 and the (–) probe to the P10 cable from the pump motor.)

4. When the contactors 1A and FW have both closed, apply the brakes. Adjust the “F.W.D.O.” so that the contactor FW opens at 400–450 amperes. 5. Push the accelerator (MONOTROL) pedal fully down while you look at the ammeter. When the contactors 1A and FW have both closed, apply the brakes so that the contactor FW opens. Slowly release the brakes until the contactor FW closes. Adjust the “F.W.P.U.” so that the contactor FW closes at 150–180 amperes. NOTE: Permit the brakes and traction motor to cool after each test. A hot traction motor will not give the correct adjustment. 20

Move the TILT hand lever so that the pump motor operates at Speed 1 and measure the voltage. If the voltage is not according to the specifications, adjust the voltage by turning the SPD 1 potentiometer. Do not make voltage measurements when the pump motor is operating against the relief valve. Move the LIFT hand lever so that the pump motor operates at speed 2 and measure the voltage. If the voltage is not according to the specifications, adjust the voltage by turning the SPD 2 potentiometer. Do not make voltage measurements when the pump motor is operating against the relief valve.

TABLE 2. CONTROL CARD ADJUSTMENTS FOR THE TRACTION MOTOR CIRCUIT (SitDrive LIFT TRUCKS)

EV–100 MOTOR CONTROLLER ADJUSTMENTS 5

5

5

1

1

9

CREEP

C/A 5

1

1

9

9

C/A

C/L

1

C/L

9

1

1A TIME

5

9

1

5

9

PLUG

9

1A TIME

5

REGEN C/L REGEN D.O.

CREEP

5

1

PLUG 5

9

F.W.P.U.

1

9

F.W.D.O.

REGEN C/L REGEN D.O.

F.W.P.U.

F.W.D.O.

E1.25–1.75XL (E25–35XL) (36–48 volts with Regenerative Braking) 5

3

* 235 amp***

4

7 500 amp**

3.5 350 amp**

9

––

––

––

––

––

––

9

8 185 amp***

7 450 amp***

––

––

––

9

––

––

––

––

––

E1.25–1.75XL (E25–35XL) (36–48 volts with Plugging only) 5

4

* 235 amp***

4

4 500 amp**

E/J2.00–3.00XL (E/J40–60XL) (36–48 volts with Regenerative Braking) 6

7 0.7 sec

* 235 amp***

1 1.4 sec

4 500 amp**

3.5 350 amp** E/J2.00–3.00XL (E/J40–60XL) (36–48 volts with Plugging only) 6

4 1.3 sec

* 235 amp***

2 1.7 sec

4 500 amp**

––

E/J2.00–3.00XL (E/J40–60XL) (72–80 volts with Regenerative Braking) 6

4 1.3 sec

4 250 amp***

2 1.8 sec

4 3.5 475 amp** 300 amp***

E/J2.00–3.00XL (E/J40–60XL) (72–80 volts with Plugging only) 8

5 1.0 sec

4 250 amp***

5 2.0 sec

4 475 amp**

––

E3.50–4.00XL (E70–80XL) Not available on E4.50–5.50XL (E100–120XL) models 7

7 0.55 sec

8 245 amp***

1 1.0 sec

4 475 amp**

6 430 amp***

4

––

––

* 235 amp***

5

5 500 amp**

––

––

––

––

* 235 amp***

5

5 500 amp**

––

––

––

––

J25–35B (24 volts) 6

2

J25–35B (36 volts) 4

2

* Control cards made before August 1986 and marked 099 must be set to a C/L of 9. Control cards made after August 1986 and marked 098 must be set to a C/L of 5. ** Maximum current must be checked with the ammeter shunt in the armature circuit. *** Maximum current must be checked with the ammeter shunt in the battery circuit.

21

TABLE 3. CONTROL CARD ADJUSTMENTS FOR THE PUMP MOTOR CIRCUIT (SitDrive LIFT TRUCKS)

EV–100 MOTOR CONTROLLER ADJUSTMENTS

1

5

5

5

9

SPD 1

1

9

SPD 2

1

5

9

SPD 3

1

5

9

1A TIME

1

9

NOT USED

VOLTS LIFT TRUCK MODEL AND ADJUSTMENTS (open center) E1.25–1.75XL (E25–35XL) 36–48 volts 17 SPEED 1 (Tilt) 24 SPEED 2 (Lift) not used SPEED 3 1A TIME not used C/A (300 milliseconds) set to 6 on adj. E/J2.00–3.00XL (E/J40–60XL) 36–48 volts SPEED 1 (Tilt) 3.5 (17 v) SPEED 2 (Lift) 3.5 (24 v) SPEED 3 not used 1A TIME not used C/A (300 milliseconds) set to 6 on adj. E/J2.00–3.00XL (E/J40–60XL) 72–80 volts 3 (40 v) SPEED 1 (Tilt) 4 (50 v) SPEED 2 (Lift) not used SPEED 3 1A TIME not used C/A (300 milliseconds) set to 6 on adj. E3.50–5.50XL (E70–120XL) 36–48 volts SPEED 1 1 (0 v) SPEED 2 (Tilt) 4.5 (24 v) SPEED 3 (Lift) 9 Full On) 1A TIME not used C/A (300 milliseconds) set to 6 on adj.

22

TABLE 4. CONTROL CARD ADJUSTMENTS FOR “N” AND “R” SERIES LIFT TRUCKS

EV–100 MOTOR CONTROLLER ADJUSTMENTS 5

5

5

1

1

9

CREEP

C/A 5

1

1

9

9

C/A

C/L

1

C/L

9

1

1A TIME

5

9

1

1A TIME 5

5

9

REGEN C/L REGEN D.O.

CREEP

5

PLUG

1

9

PLUG 5

9

F.W.P.U.

1

9

F.W.D.O.

REGEN C/L REGEN D.O.

F.W.P.U.

F.W.D.O.

R30E, R30EA, R30EF (24 volts) 7.5

1.5 2.3 sec

9 300 amp

N/A

5 440 amp

––

––

––

––

N/A

5 590 amp

––

––

––

––

5 2.6 sec

5 440 amp

––

––

––

––

4 1.4 sec

3 640 amp

––

––

––

––

N/A

6

5

5

N/A

N/A

––

––

––

––

R30E, R30EA, R30EF (36 volts) 7

2 2.2 sec

9 288 amp

N40–50EA, N40–45ER (24 volts) 7

2 2.2 sec

9 300 amp

N40–50EA, N40–45ER (36 volts) 7

1 1.3 sec

9 288 amp

R40EH (Traction Circuit) 2

2 2.2 sec

1

R40EH (Hydraulic PumpController) 1A TIME N/A

C/A 7

SPD–3 N/A

SPD–2 4*

SPD–1 4*

* Number settings of approximately 4 are not accurate. Set potentiometer for motor voltage of 33 volts.

23