Service Training Lansing Electric Fork Lift Truck E35P-E40P-E48P Lansing Linde Ltd Type 337 Section 6Gitte. Lansing Service Training TABLE OF CONTENTS LTM ELECTRICAL CONTROL (from Series 04/93) SECTION 6 46.0 INTRODUCTION 5 46.4 TRANSISTOR MODUL! 7 461% PRINCIPLE OF THE FIELD EFFECT TRANSISTOR 8 4.6.1.2 CONTROL OF FIELO-EFFECT TRANSISTORS, 46.1.3 TRANSISTOR MODULE TERMINALS 3 46.44 INSTALLATION OF THE TRANS'STOR MODULES 3 48.1.5 TESTING THE TRANSISTOR MODULES 14 4816 FREEWHEEL DIODE (DOUBLE DIODE) 6 461.7 REGEN DIODE (SINGLE DIODE} 7 462 TRACTION CIRCUIT 8 4621 FIELD OWERT 2 NEGATIVES . OUTY AND LOCATION 2 484 INTERLOCKS AND ALARMS. 23 464.1 SEAT SWITCH DELAY MODULE 23 4642 ALARMOPTION 23 485 OPERATION OF AUDIBLE ALARM (OPTION) 24 268 TRACTION CONTROL DUAL PEDAL 2 286! KEY SWITCH AND TAUCK INITIALISING CIRCUITS - DUAL PEDAL 2s REGENERATIVE BRAKING - DUAL PEDAL 26 46683 SEAT WIT LOCK AND DELAY. QUAL >! L 30 4.684 SEAT SWITCH INTERLOCK AND DELAY CIRCUIT - DUAL PEDAL 3 SEAT SWITCH DELAY MODULE 290 385 05 00 - DUAL PEDAL 3 HANDBRAKE INTERLOCK - DUAL 32 TRACTION MOTOR TEMPERATURE INTERLOCKS AND WARNINGS - DUAL PEDAL... 33 TRACTION STABILISED SUPPLY - DUAL PEDAL, 35 DIRECTION CONTACTOR 1K11 & 1K12 Pt, No 76.38 DUAL PEDAL a NERA BRAKING CONTACTOR 1K25 Ft. No. 7.915.692.0' 4.66.11 ELECTRONIC TRACTION CONTROL - QUAL DAL. 38 46.612 TRACTION MODULE REMOVAL - DUAL PEDAL 40Service Training lansing 466.13 TRACTION MODULE REPLACEMENT - QUAL PEDAL 40 £66.14 INSTALLATION OF THE TRANSISTOR MODULES - DUAL PEDAL 4 66.18 TRACTION MODULE PIN DESIGNATIONS - 25 WAY CONNECTOR - DUAL PEDAL 42 4.66.16 TRACTION MODULE 9 WAY CONNECTOR - DUAL PEDAL, 4.6917 FIELD DIVERT AND INCHING MODULE - DUAL PEDAL. 43 4.65.18 CURRENT SENSOR 391 52 00 - DUAL PEDAL 4s 4.66.19 CURRENT SENSOR DESCRIPTION JAL PEDAL 46. 4.620 ACCELERATOR UNIT - DUAL PEDAL, 468.2! ACCELERATOR UNIT AND D/RECTION SELECTION SWITCH AND DIRECTION CONTACTORS - DUAL PEDAL 48 4.6.622 ACCELERATOR TRANSMITTER 390 360 78 00 - DUAL PEDAL 49 4.68.23 QUTPUT SIGNALS AT ACCELERATOR TRANSMITTER CONNECTOR (2 - 3 DUAL PEDAL 50 4.6.6.24 CELERATOR PEDAL STOP SETTING - DUAL PEDAL, 51 467 TRACTION CONTROL - SINGLE PEDAL 52 4.67.1 KEY SWITCH AND TRUCK INITIALISING CIRCUITS - SINGLE PEDAL 52 4.67.2 REGENERATIVE BRAKING - SINGLE PEDAL 53 SEAT SWITCH INTERLOCK AND DELAY - SINGLE PEDAL 87 SEAT SWITCH DELAY MODULE 390 385 06 00 - SINGLE PEDAL 58 HANDBRAKE (NTERLOCK/CREEP SPEEI 8 ‘CH. SINGLE PEDAL 4.6.7.6 TRACTION MOTOR TEMI ATURE INTERLOCKS AND WARNINGS SINGLE PEDAL 60 467.7 TRACTION STABILISED SUPPLY - SINGLE PEDAL 62 467.8 DIRECTION CONTACTOR IKt1 & 112 Pt. No, 000.976.395.093 - SINGLE PEDAL 64 4679 REGENERATIVE BRAKING CONTACTOR 1K: SINGLE PEDAL Pi No. 7.915.692.016 « 487.10 TRACTION LOCK CONTACTOR 1K26 Pt. No. 7.9186 SINGLE PEDAL 86 4.8.7.1 TRACTION MODULEIADD ON MODULE REMOVAL SINGLE PEDAL er 467.12 TRACTION MODULE/AD0 ON MODULE AEPLACEMENT - SINGLE PEDAL er INSTALLATION OF THE TRANSISTOR MODULES - SINGLE PEDAL 88 467.14 ‘TRONIC TRACTION CONTROL MODULE 141 Pt. No. 390.360.5051 INGLE PEDAL 6 467.15 CTRONIG TRACTION CONTROL ADD ON MODULE 146 Pi. No. 3 SINGLE PEDAL 467.16 148 ADD ON TRACTION MODULE ®IN DESIGNATIONS - SING!Gitte Lansing Service Training 467.17 \A1 TRACTION MODULE PIN DESIGNATIONS - 26 WAY CONNECTOR SINGLE PEDA\ 2 4.67.18 — TRACTION MODULE 9 WAY CONNECTOR - SINGLE 467.19 FIELD DIVERT AND INCHING MODU! SINGLE PEDAL 73 46720 FIELDD VERT CONTACTOR - SINGLE PEDA\ 46721 CURRENT SENSOR 390 350 $2 00 - SINGLE PEDAL 78 4.67.22 CURRENT SENSOR DESCRIPTION - SINGLE PEDAL, ACCELERATOR UNIT - 8 SLE PEDAL 7 TRACTION LOCK 1K4 - SINGLE CON ERATOR UNIT/DIRECTION SELECTION SWITCH AND DIRECTION CTORS - SINGLE PEDAL 78 46726 AC RATOR TRANSMITTER 380 360 76 00 - SINGLE PEDAL OUTPUT SIGNALS 47 ACCELERATOR TRANSMITTER CON! SINGLE PEDAL 80 4.6728 ACCELERATOR PEDAL STOP SETTING - SINGLE P: 8 468 ELECTRONIC LIFT CONTROL 82 4.6.81 HYDRAULIC MODULE REMOVAL 83 4.682 HYDRAULIC MODULE REPLACEMENT 83 4.6.83 INSTALLATION OF THE TRANSISTOR MODULES 84 4684 HYDRAULIC PULSE LTM 85 4885 HYDRAULIC THERMAL SWITCH 2811 er 4686 HYDRAULIC MODULE PIN DESIGNATION, 86 4687 MODULE VOLTAGES TO AND FROM HYDRAULIC CONTROL POT (281) a8 4688 HYDRAULIC CONTROL MODULE ADJUSTMENTS 89 488.9 HYDRAULIC SYSTEM OPERATING PARAMETERS 80 469 COMBINED BATTERY DISCHARGE INDICATOR, HOUR METER, BRUSH BRAKE FLUID LEVEL AND MOTOR OVER TEMPERATURE INDICATOR. 92 469, BATTERY DISCHARGE INDICATOR AND HOUR METER FAULT FINDING 93 AULT ANALYSIS. $3 469.1.2 FAULT FINDING 33 RY DISCHARGE INDICATOR 4.69.1.4 BATTERY OISCHARGE INDICATOR WiLL NOT RESET 469,15 BATTERY DISCHARGE INDICATOR ALWAYS RESETS TO FULL CHARGE AFTER A RREAK IN THE BATTERY LINF 983Service Training Lansing NO DISCHARGE - BATTERY DISCHARGE INDICATOR WILL NOT RUN DOWN 98 |EOUCED HYDRAULIC PERFORMANCE CIRCUIT WILL NOT WORK 93 CONTINUOUSLY REDUCED HYDRAULIC PERFORMANCE CIRCUIT WORKS. 94 REDUCED HYDRAULIC PERFORMANCE CIRCUIT WORK: £08 DO NOT LIGHT oe UR METER 94 469142 NO DISPLAY 34 69.113 HOUR GLASS SYMBOL DOES NOT FLASH 9 4591.14 HOUR GLASS SYMBOL FLASHES CONTINUOUSLY. ea 4610 POWER STEERING CONTROL 98 POWER STEERI ONTROL 8 ELECTRICAL MAINTENANCE 98 EARTH FAULTS oe 4.6112 FITTING AUXILIARY ELECTRICAL EQUIPMENT <8 46113 CABLE RUNS 98 46414 INTERMITTENT FAULT ee 46118 CABLES co 4641.6 — CAALES- INSF oo 4.12 FAULTANALY 4.6.19 FAULT FINDING (OUAL PEDAL) 10 4613.1 FAULT FINDING (DUAL PEDAL 46.14 LIGHTING, COOLING FANS AND AUXILIARY 12 VOLT CIRCUITS 4.6.15 BRAKE WEAR INDICATOR {OPTIONAL} 110 CIRCIUT DIAGRAM - DUAL PEDAL 113 CIRCIUT DIAGRAM - SINGLE PEDAL 115Lansing Service Training KEYSWITCH AND INSTRUMENTSService Training Gite. Lansing KEYSWITCH AND INSTRUMENTS - KEYCODE Spacer Horn 12.Volt Plate Plate Retaining Nut Keyswitch ang Key Combined Instrument Screw Nut cle Assembly - Buzze’ Relay Buz: Sets Screw Nut Nut Soring Wat Lens insert Switch 1 1 1Lansing Service Training ELECTRONIC CONTROLOtte Service Training Lansing ELECTRONIC CONTROL - KEYCODE 1 Field Divert 50. Contactor 2 51, Contact set 3 Spring 52, Contact set 4 Pressure spring 5. Resistor 6. 55, Converter €0V- 12 7. Module - Fielc Divert Resistor 8. Bracket Mounting Fuse 9. Bracket - Contactor Fuse 10. Bracket - Fuse Hexagon head serew 11. Bracket - Converter 12. Spacer bush 13. Cable - urrent transformer as Hexagon head screw Hexagon head screw Hexagon head screw 2 sere lectronic drive contro sere! Transist scre: Diode 86. Diode 67. lectronic assembly - traction 68 Support 59, ecliovic assembly - hydraulics 70. Countersunk screw Temperature switch 71. Countersunk screw nsulator 72, Hexagon nut Socket head screw 73, Hexagon nut 74, Hexagon nut Hexagon nut 82. Spring washer 83. Spring washer 84. Fuse 36. Electronic assemaly - traction 85. Socket head screw 37. Support assembly 86. Wavey washer 38. Steering module 87 Contactor 38. Cip 88 Contactor set 40. Time relay 89. Pressure sprit 41. Contactor 980 Socket head 42 Contact set Wavey wi 43. Pressure spring 96 36Gitte. Lansing Service Training 4.6.0 INTRODUCTION Linde Transistor Mostet Power Contioller The electrical control system used in this serie uM) The modem technology optimises electrical efficiency with mechanical compactness. Only a small amount of energy is required to power the mostet when itis in the conducting mode. When the en es off gy is removed, the mostet suit ontrolled by LTM) ies the entire control system (Traction, Lift and Steering is & under the dri seat cover and is easily acc Single seres field motors are used ‘or Traction. Lift and Steering The circuit includes two stages of field divert for performance and regenerative braking. This st mani- mise conservation of energy and reduce wear on Traction Moter, Drive Ax’e and Braking Systerr The traction and hydraulic pulse power semiconductors share an extruded aluminium finned heatsink A high powered brushless blower tan provides forced air ventilation through ducting lo the heatsink lft and trac: tion motors. nirol medules. Th ih conni and hydrawic unts have separate attendant e: his module case is 4 sealed aluminium enc steering LTR is with'e a simi part of the enciesui The ion anc hydraulic control modules also include flying leads for the power mosfet terminatio ‘The traction medule has an additional 9 way connector on the end of a short tly | Contactors are used fer direction selection, field divert, auxiliary interlocks -egenerative braking and trac! looks. The regenerative contactor has normally closed main contacts and tor that has an addition! auxiliary microswitch fitted to enable the s monitored. energised to open. itis the only contac tus of the contactor lo be independently The direction contactors 111 and 1K12 are a pair of changeover units pen contacts can The field divert 1K: tor coil suppression cor 7 and 1K2@ are a pair of units with normally ‘4 wilh all contacto! 1K4 traction lock contactor hi Contactor call su omponents are integr with the contact c normally oper is Ditte coil sizes ensure that connections are corr ly polarised ‘The simple modular construction and a reduced number of components enables. ily identiied and replaced, ty components ta be its indard power fuses pro: Page 5 (04Gitte. Service Training lansing control fuses are otecling caver de type and have a rating of § amps 80 volts. These are housed in a six way unit with CAUTION. Atthough these fuses are interchangeable with automotive fuses. AUTOMOTIVE USES MUST NOT BE USED, Only genuine replacement fuses have sufficient vott to ensure correct operation at truck voitages. Use Part No. 791-604-00-01 FUSE, The control system uses a directly actuated emergency i ine contactor. ator witch which removes the requirement tor a The hydraulle pump moter and power steerin ontrol do not use con The combined battery discharge m lors lo ensure that the driver is er/Hour meter, includes brus! ware of the function of key component The combined meter will be illuminated when the keyswitch is tumed on. re colour code is to DIN ISO 6722 Part 3 BLACK - 8K GREEN- GN WHITE-WH VIOLET. VT BLUE - BU RED-AD ORANGE-OG YELLOW -YE GREY - GY Two colours would be indicated thus: Orange/Moter This model s fitted with the stepless Linge Transistor Mostet {LTM) regenerative control which proves p’ Inching contrat and smicath acceleration from rest with maximum daltery economy. The average motor voltage is varied uy a mostet chopper circuit which is controlled by a solid state pulse ge erator types of dri ction control are available. The SINGLE accelerator pedal which combined with a manual direction selector switch provides autome ype control The pedal is fitted with a hydraulic damper to assist in smootn operation/return of the a nedal erator The QUAL pedal arrangement wih two mechanically interlocked accelerator pedals situated each si centrally m brake pedal The pedals also have hydraulic dampers tite An automotive type accelerator potentiometer is used on the accelerator unit to detect extent ot demand required. A single sealed microswitch which is operated when the accelerator is away from its neutral position provides a secondary interlock The control circuits have a number of s: sower chopper components, fety features including maximum current limiting and monitoring of th ils are interrupted by the keyswiteh and seal switch and reduced in power the han ts are ‘ully isolated by operation of the emergency isolator switch Page €Gitte. Lansing Service Training The $37 range of trucks are all powered from a range of 40 cell DIN cased lead acid batteries making @ nomi al supply of 80 volts, The power circuit is protested by the directly actuated emergency isolator switch Traction, hydraulic and steering circuits have individual supply fuses. The single rsing field traction motor is connected to a double pole change are energised 10 sal truck fer contactor with coils which direction of motar retation resulticg in forward and reverse direction selection of the 4.6.1 TRANSISTOR MODULES Type Linde in-source voltage’ V "00¥ rain d.c. current 1 = 190,425 Gate-source vollage. 3V 10 + 78V Maximum Dissipation. =P = 700W ° GRAPHICAL SYMBOLS oe w 15t08 Page? oesGite. Service Training Lansing 4.6.1.1 PRINCIPLE OF THE FIELD EFFECT TRANSISTOR The transistor m tors employed ai dules emplayed by Linde of the MOS-FET ty; proximately 30,000 individual pris M= Metal O Oxee s iconductor T Transistor Field effect transistors (FE The type we use is an N. The current ilo 2 D Direction of J | - & o The source termin tion motors. The other terminal side of the motors is is nnecled to battery negative anc the drain to the nected to positive The concept of N-crannel denotes that a ps ive vollage must be applied between the gate and the source to control the ansistor, This voltage influences the region between drain and source. In an enhancement-type tran sistor the diain-source channel has approximately zero conductivity, het is the transi 1s, when the gat source voltage is 0 Volts. If the transistor is to become conductive, the gate-source votage must be creased until the threshold ot ag 4 Volts is exc Only minimal aower isLansing Service Training 4.6.1.2 CONTROL OF FIELD-EFFECT TRANSISTORS To make a FET conductive, an electric field is required as in the ca capacitance between the gale and source terminal that must be c' arged for ewitching it of i a capacito T principle, has a narged for switching the FET on and dis- CURRENT FLOW FOR CAPACITOR I+ Charging TURNING ON J [ ee . G 15 VOLT To tum the FET on, positive potential is applied te the gate (+ 15 Volt) via the series resistor (R} and the cor cul, This lets a current flow via (C) 10 the source terminal. The capacitance (C} is charged and the tansister " itive. Voltage 's now applied fo the traction motors. After the charging of {C) is cont through (C), but the transistor -emains conductive, leted, cur rent ne longer fk Page @Service Training Lansing 4 6 Gite voltage U - ' 1 + Curent es Gos chering ' 1 +! Motor votlage Us UBNING OFF \ 15 VOLT To luin the FET aff, negative potential is applied to the gate via the series resistor (R }, Current now flows trom Ine source terminal (C} via the built-in bleecer resistor, discharging 1h capactance (C), This tums the tran sistor off, cutting off tne voltage at the traction motors, (04/93) PakLansing Service Training te vollage U ate cUent lag ' : Motor voltage turned off Mot se ° 1 jate 3 and auxiliary source terminal 4, ‘The transistor module 's controlled vi The 15 volt stabilised supply of the control elactron‘es is referenced to negative through the auxiliary source ter minal 4.Service Training Lansing A. Freewheel Diode B. Zener Diode > ©. Bleed Resistor sO b I 3 aA _ L " 5p és Each transistor module contains a jee! diode, a Zener diode and a bleed resisto Tre wheal diode is used to prot kage neg: ve spikes, A Zener diode is mounted betwee could possibly arise al the gate term terminals to block voltage pé over 18 Volts When the postive gate voltage is cut off, the gate-source capacitance discharges via the biee ‘on, turning the transistor module oft (08/93)lite. Lansing Service Training 4.6.1.3 TRANSISTOR MODULE TERMINALS the module are designated by numbers, 3 Gate 4 Auxiliary sour lor modules are screwed to the heal sink with two Mé x 20 socket head screws. As the metallic mount- * the transistor module is insv'ated, ng insulation is needed between the transistor module and the heat sink epending on the power requirement, ual modules are connected at the s ansistor mi minals les are connect y two bus bars veral ree and drain | fe, For this the incivid in pai 4.6.1.4 INSTALLATION OF THE TRANSISTOR MODULES The transistor modules installed in Linde controls are MOS tive to electrostatic discharges Electrostatic charging can readily body can pick up a 95,000 Wott charg T modules. MOS transistors are extremely sens walking over a carpet. In the m se the human 1 oxtreme CAUTION: Betore starting work on the po Truck are all at the samme & ynthetic outer clothing r semiconductors, ensure that the operato h potential by bonding them together. Do nat working pers oF ainisource ter ‘The mounting surfaces of the transistor modules and the area of the heat sinx must be ree from dust and tor eign objects: Apply a thin coat of heat sink compound WPY 10 to the mounting surface of the transistor module to reduce the thermal contact resistance (heat transfer resistance] between the module and the heat sink. Position the transistor module properly. paying altention to the drain and source designations. Drain terminal 2 - eng bus bar ort bus bar screws alt lely 10 a loraue of § ss 0” the bus bars to 2 ks correctly with the locating nose.Service Training Lansing 4.6.1.5 TESTING THE TRANSISTOR MODULES: TRANSISTOR BLOCK TEST EST CONDITIONS AND REQUIREMENTS A multimeter with an chm range and a9 Vol block battery are requited for testing the transistor module 1en testing the module in the installed condition, remove both bus bars ‘TEST TRANSISTOR BLOCKS + Connect the ahmmeter to source t and drain 2 {+ lead to drain, - lead to soure: It no voltage registers at the gate, the transister is blocking, The resistance between source and drain is gh Ifthe tes e transistor is defective. TRANSISTOR SWITCHING skohmyo.25\Gitte. Lansing Service Training EST: TRANSISTOR TURNS ON Connect an chmmeter to source 1 and drain 2 (+ lead to drain, - lead to source! urce 4, Contro| the trans'star by applying + posttive to Connect the 9 Vot battery with negative to auxiliary ate terminal 3 i postive voltage is applied to the gate, the transistor becomes conductive and Ihe resistance between source ang drain is 00 CAUTION: Ensure t ‘ang to auxiliary soure: the polarity is absolutely correct when conni lermina 4 “y 10 gate terminal 3 + gate 3 negalive to auxiliary source 4 Not heeding this precaution will lead to failure of the transistor module. To prevent failure due to false connections, a 1k ohm/0.25W resistor should be installed in the positive lead of the 9 Volt bat- tery. TESTING THE FREEWHEEL DIODE IN THE TRANSISTOR MODULE ‘onnect multimeter set to Chm range with positive to source and negative to drain and confirm that the inter Page (04/93)Service Training lansing 4.6.1.6 FREEWHEEL DIODE (DOUBLE DIODE) Type Linde Limiting Curren Ira = S204, Virtual forward current: —Igams = 500A Inverse peak vollage’ — Vasyy= 800 V GRAPHICAL SYMBOLS Tne same mounting conditions apply for the brakng diode as for the trans stor modul (04/93) Page 16Cite. Lansing Service Training 4.6.1.7 REGEN DIODE (SINGLE DIODE} Type Linde Limiting Current lev = 320A Virtual forward current: ngs = 500A in 800 e peak voliage Vv GRAPHICAL SYMBOLS ‘The same mounting conditions apply for the braking diode as the trarsisto Page 17 ¢ module, (04/93)Gitte. Service Training Lansing 4.6.2 TRACTION CIRCUIT The motor circuit is connected in series with the Linde respond: nsistor mostet iLTM) chopper module (Fig.1 jperator demand and load conditions imposed to vary the current flowing in, and mean volts applied to the motor circus, thus cont he torque and speed of the moter. When the mesfot 's in con he full battery voltage 's applied to the motor circu, (Fig. 18) The (LTM) includes free wheel diodes which conduct current w mostel ig in a nor conducting state Fig.1C)Gitte. Lansing Service Training TRACTION CIRCUIT - Fig. 1F1 Fuse 1P26 Resist 1K26 ©. or (regen) IM! Motor Armature ‘A’ 1B3. Current Sensor ski 1K12 Dentactor Contactor Contactor (divert Contactor (divert) Battery 80V 'soialor - Emergency io4osService Training Gite. Lansing TRACTION CIRCUIT - Fig. 1B. 1F1 Fuse 1F26 Resistor 1K26 Contactor 1M Motor Armature ‘A 183. Current Sensor K71 Contactor 1K12 Contactor 1K27 Contactor 128. Contactor Battery 80 Isolator - Emergency 24/993Gitte. lansing Service Training TRACTION CIRCUIT - Fig.1C. 1Ft_ Fuse 1826 Fi 1K28 Contactor 127 Resistor 128 Resisto: (04/93)Gite. Service Training Lansing 4.6.2.1 FIELD DIVERT formance Two very low value resistors are switched in parallel with the motor field by two contacto’ ‘2 controlled oy the divert module These contactors The field divert module monitors motor current when the truck is in the drive mo: fully operated id the accelerator pedal is When the motor current uses the alls below approximately 130 amp, one stage of the field divert will energise. This jor to accelerate and consume increased current, When the speed has increased the motor current will ag Jise wien the Current falls 2elow the 130amp threshold. nfalla of tne field divert w a gradient has mately 225 negotiated, the motor 5 amps the second stage field divert contactor will release ase, when motor curtent exes The current will drop. 1S approx: 1 the gradient is such that the truck continu s to slow dows then the stage divert wll release when the 225amp thr shold 's reached for the se: ent is tine. in inerease ard the fist The truck will now have its {ul gracient performance restored NOTE: There are no adjustments avaliable on the traction {LTM) control system or tield divert Nomina! stalled t lon motor armature eur i limit is 450 amps. TED Low TO INHIBIT DNERT CONNECTED 70 1425 COWL NEGATVE eN=EROUN NE v7 ni O1SvOLT SURLY © ACCELERATOR OUTPUT SIGNAL CURRENT SENSOR OUTPUT SIGNAL 04/g3)Ciitte. Lansing Service Training 4.6.8 NEGATIVES - DUTY AND LOCATION The trucks electrical system is the connect ed using four independently wired negativ ns points ‘or each of these are correctly located and secu'e! important that Negative 1 Colour Blue (BU) used for all nen electronic negative requirements like the hon, lighting up point for tem is 00 the first negative conne: Neg iatod with the traction circuil. These negative circu are "star point connected at one ‘ing terminal whien must be connected te the source clamping sorew of the centre traction mosfet on the negative ous bar Negative 3. Colour White-Grey (WHGY) This is the traction electronic negative. It's routed trom each of the traction mostel plugs where i picks up the auxiliary source connections via black wires directly into the traction control module through a rubber grommet. From here itis routed out of the traction module via 1X13°6 and sup. plies ONLY the current sensor and the accelerator units, Colour Orange-violet (OGY This is the hydraulic to is derived from a ring te on the negative bus bar. 1nd control negative and feeds tne hydraulic ninal fitted to the source cl motor temper the centre hydrauli 4.6.4 INTERLOCKS AND ALARMS 4.6.4.1 SEAT SWITCH DELAY MODULE Ao electronic madule provides a delay of several seconds before the ttuck functions are inhibited aller the seat switch is opened. This ensures thal the truck functions, including electric braking are not necessariy inter rupted by seatboun 4.6.4.2 ALARM OPTION hen fitted this alarm sounds after @ delay of a few seconds if the driver vacates th ying the handbrake ar turning off the Keyswitch seat switch without tis Page 23 (04/93)Gitte. Service Training Lansing 4.6.5 OPERATION OF AUDIBLE ALARM (OPTION) 4.48 voll sounder is used for the alarm 184. A series resistor is used to reduce the battery vellage to the alarm A post 1d contacts of 1K3 to the alae, /e supply will be routed via the normally clos alarm will sound when the hand brake 's released clos! 19 182 which completes the path to seal is occupied 1S1 closes and causes the rough 1K3, 1R2, 1X31:2 through the now el When thi hen fh y within the delay modul fed relay contact within the 13 will energi o, ts contact will open removing the posttive supaly to the alan. Sounder Fart Number 791.891 52.05 Rolay Part Number 000.973.13.11 lay Module Part Number 380.365 05.00, OPERATION OF AUDIBLE ALARM (OPTION) CIRCUIT 143. Seat switen delay module in Ba Aleem . < Ki Seat swit 1K. Alarm int 1R2 Resistor 181 Seat swi 382. Handorake switch BN = BROAN 04/93)cite. Lansing Service Training 4.8.6 TRACTION CONTROL - DUAL PEDAL 4.6.6.1 KEY SWITCH ANO TRUCK INITIALISING CIRCUITS - DUAL PEDAL With the truck keyswitch closed, @ battery positive supply is provided by (GNRO) wires to the traction control module at 1X13:13 via resistor (14) hycraulic control module at 2X1:13, power steering module at 3X1:13. accelerator unit at 1X10:5, battery state of charge incicator via 6X2:12 and 6X1:12, the field divert and regenera: tion contactor cols, seat switch delay module (143), brake tluid level switch ($3) lighting key switch slave con: ‘or (SK11), footbrake switch 187 1x40. Keys Resistor 31 Batlery 80V 781. Isclator Emergency VARIOUS COMPO} VT INPUTS: —_ — —) a 6 a2 9 4 as 2 gg BE 5 ee 5 8 28 2s 2 & 8 gs 2 2 2 8 § 2 &5 2 § 2 & @ = 8 2 » S$ g¢ & € ; é 2 € # E 5 8 é z F— & & 4 ¢g g wy S = 8 g . 8 5 g 2 PagoGitte- Service Training Lansing 4.8.6.2 REGENERATIVE BRAKING - DUAL PEDAL Regene: direction yo braking is initiated either by initial operation of the footbrake pedal or by sel travel while the truck is in motion. sation cf the opposite During regenerative braking the matar direction contactors are energised appr the opposite direction o travel, The regenerative contactor 1K26 wil now open. The mosfets aro turned on ang an initial curtent will flow trom the battery through the motor and be limited by (126) resistor to about amps (Fig. 1D). We is sufficient to cause the motor to self generate and set up 2 circulating current that tloxs through the onlactors (1K11) and (1K12} and motor (1 M1) field) windin This current olor amature, current sensor (183), direction fe (153) (Fig. 16) ‘urrent will Se rapidly increasing until t reaches the threshold of 225 amps, set within the traction contro module, when the mosiet will be switched off This current will want 1o continue to flow, the route for this current now being down through the armature. cur rent sensor, contactors and field, through diodes (182) and (1V51) backwards through the battery, pulling Fgy into it and returning to the armature through diode (1¥58) (Fig.Gitte Lansing Service Training TRACTION CIRCUIT - Fig. 1D. 1F) Fuse 1F26 Res stor 1K28 Contactor MI Motor Armature ‘A 183 Current Sensor 1KI1 Contactor Contactor tor 7 Resistor Battery 80V 51 Isoator - Emergency Page 27Service Training Lansing TRACTION CIRCUIT - Fig.1E. stor +26 Contactor SMI Motor Armature 583. Current Sensor 1K11 Contactor Contacto: Contacto Contactor Resistor Resistor Gi Battery 80 St Isolator- Emergency son PagGitte. Lansii Service Training TRACTION CIRCUIT Fig.1F. SFL Fuss 126 Resistor Contactor TMI Motor Armature yk aKi2 Gr 3K27 Ci 1K28 1827 1R28 182 351 153 GI Battery ov ‘solator - Emerg jency Page 28 (0493)liste. Service Training Lansing 4.8.6.3 SEAT SWITCH INTERLOCK AND DELAY - DUAL PEDAL, dis suitable Th ange of operating voltage for cat switch delay module is designed 10 operate over a wi Of trucks with 24 voll, 48 volt and 80 vatt electrical systems, VB is PNP power transistor When the truck key switch is closed a battery positive supply is presented lo the atswitch delay module at 1X31-4 When the seat switch is closed, 1X31-5 is connected to battery negative > the seat switch 4, through Ra, base emitier junction of V8. 131-8, throu Current will now flow from 1x81 negative, om 1X31-4, the emitter - collector of V8, K1 coil and 1X31-1 10 It wail turn OF negative nd cause a main current flow WILL ENERGISE. This main current flow now energises the relay, a voltage will also be dropped across resistor R4 ys provides the comest current flow for KI coil regardless of the incom 9 this way the cire ing battery supply vollage With Kt energised its contacts will close and 1X31-3 and 1X31-7 will provide a negative signal to enable the meter, hydraulic circuit, steering circuit and the traction motor temperature switch 2, (1812). This nega tive supply also energises the relay within the optional sounder crcuil to inrbit saunder operation when the seal is occupied, eral seconds until the charge on internalGitte. Lansing Service Training 4.8.6.4 SEAT SWITCH INTERLOCK AND DELAY CIRCUIT - DUAL PEDAL Delay Module GATE, ENABLE SIGNAL ourrur 98 98 100101 4.6.6.5 SEAT SWITCH DELAY MODULE 390 365 05 00 - DUAL PEDAL PIN ALLOCATIONS 04)e3)Gitte Service Training Lansing 4.6.6.6 HANDBRAKE INTERLOCK - DUAL PEDAL The handbrake switch (182) closes ply that is routed to two places, nen the handbrake lever 's fully released. This provides @ negative st A. The traction control module (1A1) at 1%13:22 via creep speed switch (185) and diode 111. This enables the action control to be driven up to maximum speed. When the handbral n {12} or creep speed switch (188) are open, traction is still available but at a reduced speed This sures positive starting on gradients. negative supply to the optional sounder circuit. Diode (111) e tumed off that no revers: sounder (184) 0 oper sures that when the keyswitch ($1) is rent path exists through the module 1X13.22 that would cause the optional reduced volume. le HANDBRAKE INTERLOCK CIRCUIT - DUAL PEDAL 1A1_ Traction Control Module 1B4 Sounder (Optional) 1$2. Handarake Switen 18S Creep spec swt h (optional) ge [coleGate Lansing Service Training 4.6.6.7 TRACTION MOTOR TEMPERATURE INTERLOCKS AND WARNINGS - DUAL PEDAL The traction motor (1M) has two thermostats fitted (1811 and 1B12) the tra litt pump motor {2M*} each have one thermostat fitted A) thermostats are normally closed and open on temperature rise 1 LTM heatsink (1813) and the The traction thermostats progressively open as the temperature incre: B11} and the LTM heatsink thermostats provide a series citcult to connect trac! tive, This permits full speed to be achieved When either thermostat opens, traction ps meter (SP1) will be illuminated The vallage at 1X129 will “se to HALF BATTERY VOLTAGE when either of these thermost Pt) is cisconnected the voltage at 1X13:9 will rise to BATTERY VOLTAGE. (1811) opens first. ion module pin 1X13.8 10 a Ince will be reduced and the temperature in or on the hour ts open. Ifthe hour When therm opens due to an increased mot temperature, traction will be inhibited, TRACTION 1X7 1 vTs 1811 2 GNBRUSHY 681 3 GNBK 1B12 4 BK - 1Br 5 GY BRUSHWEA be 6 YEBU 1Bi2 Cau ReareaTONS | | ee uace [on eX=aa0HN | BU | O3=CRNOE. YT=VO.ET seuow Page 33, (04/93)Service Training oGimtte. Lansing TRACTION 4At 4811 1B12 113 8P1 jena | no= aeD 04/93 MOTOR TEMPERATURE INTERLOCKS AND WARNINGS - DUAL PEDAL Traction control module femperature sensor Temperature sensor ‘Thermostat sensor Baltery discharge indicator ow rage 34oGatte- Lansing Service Training 4.6.6.8 TRACTION STABILISED SUPPLY - DUAL PEDAL The battery positive supply routed from the keyswiteh ($1) to traction module (1A1} 1X13:13 via resist provides the feed for a regulator circuit within the module thal presents a regulated ‘5 volt supp: pins 1136 (negative) This stabilised 18 or {183} and the accelera tor unit (784) olt supply iS use) ind 104) ficed directly at the loom connectors that mate with these two units ensure that wiring are adequately suopressed at the point cf use 15 volt supply is aso routed to the field divert module {145} at 1X41:6. The negative return for the accelerator and current sensor units and the electronics within the tracton module is through the auxiliary source wires that run together with the gate wires to each power m« lock. The negative return to the divert module is wired directly to the centre traction mostet on the negative (source) bus bar Page 35 (04/93)Gite. Service Training Lansing TRACTION STABILISED SUPPLY - DUAL PEDAL (04/93) Page 36Lansing Service Training 4.6.6.9 DIRECTION CONTACTOR 1K11 & 1K12 Pt, No, 000.976.35.03 - DUAL PEDAL cover screw and washer ver with Blowouts uts and fixed contacts th nuts and washers 04/93 Page 37inte. Service Training Lansing 4.6.6.10 REGENERATIVE BRAKING CONTACTOR 1K25 Pt. No. 7.915.692.016- DUAL PEDAL Return spong spring 1g contact il assembly Pe (04/93)Gitte. Lansing Service Training 4.6.6.11 ELECTRONIC TRACTION CONTROL - DUAL PEDAL 1¢ electronic traction control is mounted in a cust and waterproot aluminium injection moukied housing. TRACTION CONTROL 80 VOLT NOTE: The different voltage versions of the traction control can only be differentiated oy tne Part No on the sticker, Due to the different pin configuration, the truck wil not suifer damage if the wrong version is inadver ised. In this case the truck will simply be inoperable. Transistor* Transistor 1 Connecte todtain e& pin connector 0 module y pin connector wi in the mosiet Page 3Gite. Service Training Lansing 4.6.6 12 TRACTION MODULE REMOVAL - DUAL PEDAL Apply the handbrake Ensure that the mast and carriage are fully lowered. Tur the Keyswitch to the aff position Disconnect the ti Disconnect 25 way connection and 9 way connection ng a small screwdriver release the suoport plate each side. @ medule and disconnect connectors 1Vt 1V2 and 1V3. 14 G1VS ng an allen key remove cap heac screw to release drain wre irom X4 connection. CAUTION: It is very important that trucks with the traction medule removed are not c baltery anc powered up unless precautions are taken, Fallure to take these precautions w either instant failure of the power mosfots or a very significant reduction in their serv 1 the traction control module is disconnected, the traction main fuse 1F1 must be removed. Hydraulic and steering may now be operated. Refit 1F1 alter traction module is replaced. 4.6.6.13 TRACTION MODULE REPLACEMENT - DUAL PEDAL the traction madule rovers ne removal procedure. fections are ‘eplaced correctly in thelr MOSFETS CAUTION: Ensure the drain wire ©: luck with the drain wire loose or disconnected or damage « ion is replaced, Under NC bbe caused vise damage wili be caused \ CAUTION: Ensure the correct traction module is connectGite. Lansing Service Training 4.6.6.14 INSTALLATION OF THE TRANSISTOR MODULES - DUAL PEDAL are extremely sen: led in Lince controls are MOS-FET modules. MOS transistor tic charging can readily occur when walking over a carpet. In 000 Volt charge. or modules insta rostalic discharges. Elect human body can pick up a The live to ele most ext ailing work on the power semi ensure that the ruck are all at the same earth potential by ponding them together. Do not wark on surfac are pels or use synthetic outer clothing ‘The transistor modules must be handled with care to prevent damage terminal or 10 the connecting leacs. 10 the cooling surtace, the drain/source \d the area of the heat sink must be tee from dust and for ‘The mounting surfaces of the transistor modules eign objects. @ mounting surface of the transistor module 10 pelween the module and the heal sink Apply a thin coat of heat sink compound WPY 10 to t! reduce the thermal contact resistance (heat transfer res'stance) ‘osition the transistor module properly, paying altention to the drain and source designations. Orain termi 1g bus bay ferminal 1 - short bus Tighten the Mé x tely 10 a tot Ne Is bars fo a torque of 3 + he Tighten the MS x 12 terminal screws orreelly with the lace - Connect the plug ing nose. Page 41 (04/93)Service Training Lansing 4.66.15 TRACTION MODULE PIN DESIGNATIONS - 25 WAY CONNECTOR - DUAL PEDAL Number Duty 1 Nogative input to contactor drivers 2 NOT USED) 3 4BN _1K11 negative coil connection 4 BK Tied to negative to enable contactors 5 GNAD Battery volts 5 WHG Negat ve lo accelerator ang 1 sensor 7 Test point 50% of 15 volts line = 75 volts 8 BN Stabilised 18 volt line 8 OGBN Held low by series connected traction motor and LTM full spi 1d speed thermostats open at ale volts when thermostats open 10 GNBK Motor temperature lock via delay module pin 7 OV = ena. ble tracton. 1 WHBU Single pedal trucks OV = forks forward solected NOT USED) BKYT 80 volt battery S| 68 volts at 1X13. 13 NOT USED) WHGN 112 coil negative BK Teed to negative to enabie contactors NOT USED) BK Tied low to enable full speed. WHOG Accelerator demand input 7.5 volts + = 3.75 volts, weve Current sensor ingul 7.5 volts to &.75 volts = Al 450 AMPS: NOT USED BUBN Tied to O volts via creep speed switch ISS and nancbrake sw handbrake released. BK Ted to 0 volts = on twin pedal trucks only BNBK ——_ Single pedal trucks OV = forks tralling selected NOT USED) 4.68.16 TRACTION MODULE 9 WAY CONNECTOR - DUAL PEDAL Number Goleur Duty BUGS input +VE when traveling oot to pin 7 1 2 ROVT direction contac 3 OGGN nO valls = foot off. Battery volts, on. 4 GNAD teh 's 0 5 aysu oswitch normally open 0 volts when re: 6 WHYE ensor signal 7 BUYE © reference = 7.5 volts 8 BK Batter 9 BUBN Page 42Gitte. Lansing Service Training 4.6.6.17 FIELD DIVERT AND INCHING MODULE - DUAL PEDAL Duty Tied low to inhibit divert, corne NOT USED Divert contactor 1K27 Stage 1, 0 volts when energised NOT USED) Traction LTM mostet drain. Near 0 volts when m Main negative to centre traction mostet power source connection NOT USED) Stabilised 18 volt supply input NOT USED NOT USED NOT USED NOT USED NOT USED) NOT USED. Divert contactor 1K28 - Stage 2, 0 volts when energised NOT USED, NOT USED NOT USED Aceolerator voltage t Current sensor signal NOT USED NOT USED NOT USED NOT USED NOT Us 10126 coil negative. tion module 1X13: 1 Page 43 fets in full conductionService Training FIELD DIVERT CONTACTOR - DUAL PEDAL us Uilansing Service Training 4.6.6.18 CURRENT SENSOR 390 350 52 00 - DUAL PEDAL, Direction of current Current sensor transmitter with integrated transducer Connector 1X6 + 18 Volts from 1X13:8 1A1 module 2 Ouiput signal to 1X13:20 1A? module 3 “Ve tram 1X13°6 1A1 module RIMULA FOR CURRENT SENSOR CHECK 100 ts, ssed through the curent senso: Bar (1), the output v ample (Current limit of truck amps The outp, from Pin 2 of 1X6 will be 9.75 volts (04793)le Service Training Lansing 4.6.6.19 CURRENT SENSOR DESCRIPTION - DUAL PEDAL ‘To enable current to be measured the magnetic tlux generated arounc monitored by the current sensor. This 8 a copper link to tne mosfet drains, Fixed to this link by @ pastic m tance that changes with the fluctuations which can occur in the magnetic flux. The complete current sensor ci cull includes Iwo MDRs (Magneto Dependant Resistors} which are connected in a haii bridge arrangement to ensure that any changes due to temperature are cancelled out. The current sensor which also includes a ampifer to ensure consistent gain and recuce noise immunity is powered from the traction circuits stabilised ¥5 volt supply, ying conduct connected in series with the armature cable connection ding is a magneta resistive de resi Etched semiconductor lamin MAGNETO DEPENDANT RESISTOR ‘The magnetic field varies in proportion to the intensity of the current. Ifa MDA is mounted vertically to the lines of magnetic tlux, the ‘low paths of current (b) are rotated depending on the strength of the magnetic field, and this increases the resistance of the MOR Current without extemal magnetic field Paths of current (b) ent with external magnetic field NOTE: The sensor transmitter for transistor controls must not be niused with the 3d in previous ich does not include an amplifier sent senso ransmitler (0493) Page 46Cite Lansing Service Training 4.66.20 ACCELERATOR UNIT - DUAL PEDAL s common to single and dual pedal trucks compris ion detectir jotentiomieter and an electronic module which butlers the potentiometer voltage and provid: switch contacts, it connects into the truck circuits via a 6 way connector. The pin allo: it supply 8N WHOG This voltage wil erator is al rest. On dual pedal trucks this voltage will fall to 32 - 3.75 volts when full speed forks forward is cemanded. It will ise to 11.26 - 1.8 volts wen full speed forks tailing 's selected. If the accelerator mecha: nism has excessive overtrave! the traction will be inhibited, if the voltage exceeds these limits by more than a small amount. PING Reference nagative WHGY PING Baltery positive when the microswitch is operated to 1K14 and 1K12 coils VTRO. PINS Supply to the microsw'teh derived trom the battery via fuse 1F2 and keyswiteh GNAD, PING NOT USED, oieGitte. Service Training lansing 4.6.6.21 ACCELERATOR UNIT AND DIRECTION SELECTION SWITCH AND DIRECTION CONTACTORS - DUAL PEDAL TAL Tract 1A A 14 Capa TKI trol ModuleGite Lansing Service Training 4.6.6.2 ACCELERATOR TRANSMITTER 390 960 76 00 - DUAL PEDAL ‘The accelerator transmitter is mounted under the floor plate. Its connected to the pedals via an adjustable link age. During forward and reverse travel the microswiten for the accelerator transmitter is actuated by the con: potentiometer is connected to the moveatl control carn fled 10 the accelerator. The p oweted by the traction module stabilised 15 volt line, The output voltage from the potent 's buttered by the attendant amplifier module. There ate no adjusiments. tet 1X10 is not plugged in, the contra! is noperable and the directional contactors cannot close. Description 1. Potentiometer 2 Microswitch 3, Control cam 4. Ball h nneotor 1X10 Connecting cable Butter Am Page 42Gite. Service Training Lansing 4.6.6.23 OUTPUT SIGNALS AT ACCELERATOR TRANSMITTER CONNECTOR (2 - 3) - DUAL PEDAL | TRAILING FORWAR 1X10 pin 2 and 3) y The contro! range of the forks trailing accelerator pedal transmitter is betwoen 7 4-7.6V and 11.25-11.8 Volts, ang for the forks forwarc accelerator pedal transmitter between 7.4-7.6 V and 3.2-3.78 Vols, ‘To be able to check the traction control for p Ihe conto! range of the accelerator transmitter oper operation, the following nominal v lagi ate important for FORKS FORWARD Neutral Position 4-7.6V Contactor mak oav Pulsing Starts Bev ‘At maximum pedal depression 32-375¥ Contacior Opens Tov (04/93) Page 50Gate Lansing Service Training 4.6.6.24 ACCELERATOR PEDAL STOP SETTING - DUAL PEDAL With the truck switched on 1d the handbrake applied ick that 20 steering is inhibit 19 a suilably scaled vollmeter, measure the accelerato: output voltage at the accel nectar. Voltmeter negative to pin 3 WHGY positive to pin 2 WHOG. The voltage should the pedals 'n the neutral pesition. ator inline 6 wa 8 7.4.7.8 volts with with tl forks forwaro peda| depressed to the stop, check that the voltage falls to 3.2 - 3.75 volts, with the forks tailing pedal depressed to the stop, check that the voltage rises to 11.25 - 11.8 volts The a piate lerator unit and pedal assembly are accessible by liting the seat mounting and removing the or (04oOinte. Service Training Lansing 4.8.7 TRACTION CONTROL - SINGLE PEDAL, 4.6.7.1 KEY SWITCH AND TRUCK INITIALISING CIRCUITS - SINGLE PEDAL with the truck keyswiteh closed. a battery cositive supply is provided by (GNAD) wires to the traction contro lule at 1X13:13 via resistor (1R4) hydraulic control module at 2X1 13, power steering module al 3X1 slerato’ unit at 1X10.5, baltery stale of charge indieator via 6X2:12 and 6X1:%2, the lield divert and rege Von contactor ceils, seat switch delay module (143), brake fluid level switch ($3) lighting key switch slave cor lactor (5411), footbrake switch 187 1X49.2 tery 80V 781 \solator Emergency NAD. [ Samp 781 = + 7 ; JOM? vancus courovenr neurs ‘at 1Re a ve Vo — — — = = — —) we J —_ g 8 El £ ws Sees es = = EN gs S 5 $2 € SY sh5R P52 2 & £9 Le x § &§ *& 85 8226 ke = gx 26 & & 65 * Bs S2e° s5 R E EF 3e » 6 Oo Se B= 85 ¥5 6a uo 5 BS BB e § g = So ge ee y 3 g & 2 3 & = 3282 28 2 8 Cs = a 2 5 5 ££ GS § Be S g au 5 2 F EEE 2 go" 8 Bg : BS a3 % w 2 gé& o 4 6 2 3 u = 5 a e “ ° g & 5 = 8 (04/93)Gite. Lansing Service Training 4.6.7.2 REGENERATIVE BRAKING - SINGLE PEDAL Regenerative braking 's initiated either oy ‘nitial operation of the foctbrake pedal/switen 1S7 |i the accelerator is in neuzral or by selection of the opposite di travel while the truck is in motion, Pin 3 of 1X42 with the brake pedal in neutral is negative. With t jal depressed 1S7 wil change over, causing Pin 3 of 1X42 to be at pattery voltage, signalling for regen ration, cnly # the accelerator is in the neutral position an the truck is traveling over 3km‘h During regenerative braking the travel. ter direction contactors are energised appropriate to the oppostte direction at The direction and speed of the truck is monitored the nearside till jack, secured to the axle casing tachogenerator G2 This unit is physically mounted uncer ‘The regenerative contactor 1426 will now open. The mostets are tumed on and an initial current will flow the baltery through the moter and be limited by (1126) resistor to about 10amps (Fig 1D) This current is sufficient to cause the motor to self generate and st motor armature, curren! sensor (1B3}, direction contactors (1 K* mosiels ard diode (1453) (Fig 1E} up a circulating current that flows throu: Vand (1K12} and motor (1M1} field windin This current wit! be razidly increasing until it reaches the threshold of module, wher the mosfet will be switched off 26 amps, set within the traction contro! Ths current will want to continue to flow, the rou! Tent sensor, contactors and field, through diodes (1 energy into tand returning to the armature this current now beng d v52) and i1V5%) backwar rough diode (153) (Fig. 1F) through the armatu s through the battery, putting Page 53 (04199)Service Training Gitte. Lansing TRACTION CIRCUIT - Fig.1D. 1F1 Fuse 126 Resistor 1K28 Cor IMI Mojor Armature ‘A 183 Cunent Sensor 1K11 Cont 1K12 Contactor 153 GI Battery soy 781 sol F- Emergency Fs 4958 1k23 1AB6Lansing Service Training TRACTION CIRCUIT - Fig.1E. 1F1_ Fuse 126 Res stor 4K26 ‘or SMI Motor Armature ‘A 583 Current Sensor 1KI1 1K12 1427 lergency a Page 55.cGinte. Service Training Lansing TRACTION CIRCUIT Fig.1F, iFt Fuse 126 Resistor 1k26 Contacto: IN} Motor Armature ‘A’ 1B3_ Current Sensor 1K14 Contactor 1K12 Contactor 1k27 Contactor 128 Contactor 1R27 Resistor 1828 Resistor 152 Diode 151 Diode 153 Diode G1 Battery e0v 781. ‘solalor - Emergency (04/93tte. Lansing Service Training 4.6.7.9 SEAT SWITCH INTERLOCK AND DELAY - SINGLE PEDAL The seat s for use on t delay module is cesgned to operate over a wide range of operating voltages and is suitable 8 with 24 vol, 48 volt and 80 volte When the (ruc ich delay module at AXs4 4:8 itch is closed a battery positive supply 's presented to the s Wnen the seat switch is closed, 1X31 is connected to battery negative Current will now flow from 1X31-4, through R4, base emitter jun: negative n of V8, 1X31-S, through the se: Ie wl negative use @ main current flow from 1X31-4, the emitter - c lector of V8, Kt coil and 1X: K1 WILL ENERGISE This main current tlow now energises the relay, a voltage will also be dropped across resistor R4, therefore maintaining the main current flow at a fixed lev y the circuit always provides the correct tow for K1 coil regardless of the incoming battery supply voltag ble via 1x12 vai 3X1°10, hydraulic enable via 2X1:10 and hourmeter en ise the relay within the optional sounder circuit to inhibit souncter ised its contacts will clase and 1X31-3 and 1X31-7 will provide a n: al 19 of “AB module providing that 1812 drive motor thermal switeh is le, power st 6X2:6, 6X16. This negalive supply als: eration when the seat 's occupied When the seat switch is opened the enab ontinue for several seconds until the charge on internal sufficiently reduced. signal wll Page 57 (oars.Gitte. Service Training Lansing SEAT SWITCH INTERLOCK AND DELAY CIRCUIT - SINGLE PEDAL Seat Switch Delay Module Seat Switch 1A3 ke NEGATIVE oe \ ENABLE SIGNAL output i 96 97 98 99 100101 102193104 105 4.6.7.4 SEAT SWITCH DELAY MODULE 390 365 05 00 - SINGLE PEDAL (04/93)Gite. Lansing Service Training 4.6.7.5 HANOBRAKE INTERLOCK/CREEP SPEED SWITCH - SINGLE PEDAL rol madule (141) at 1X192:22 via ade on module (1A6) 1X13. 22 via creep speed switch (185} and ciode 1V"1. This enabies the traction contralto be criven up to maximum speed. When the hand brake switch (1$2) or creep speed switch (185) are open, traction is stil available but at 2 reduced spe This ensures pos! we stating on gradients, 2 ve supply to the optional sounder circuit. Diode (111) ens: tumed off that no reverse current path exists through the modules ‘At ang 1 1 eat reduced volume. the keyswitch ($1) is pin 22 that would cause the optional sounder (14) to oper HANDBRAKE INTERLOCK CIRCUIT - SINGLE PEDAL 1A6 Add on traction Control Module 1Bs (Optional) 182 Handbrake Switch S5_ Creep speed switch foptional) (see also location 34 1X48 on main circuit diagram} — —_ | BLACK | GN=GEEN | HN Ba, awk, Ay 4 (os ae Ba i dt Page 89Service Training 4.6.7.6 TRACTION MOTOR TEMPERATURE INTERLOCKS AND WARNINGS - SINGLE PEDAL. The traction motor (11) has two thermostats fitted (1811 and 1812) the traction LTM heatsink (7813) and the ift pump motor (2M1) each have one thermostat fitted Allthermestats are normally closed and apen on temperature ise Both traction thermostats progressively open as the temperature increases (1811) opens first, 1812 second (1811) and 1813 LTM heatsink thermostats provide @ sere circuit to connect traction module pin 1X182:9 to negalive via add on module 146 1X13.1:9, This permits tull speed to be vuhen either thermastat opens, traction performance will be reduced and the meter (6P1) wil be illuminated ay removing the neg nal to 6X2-11, 8 The voltage at 1X13.1°9 and 1X13.29 wil ture indicator on tne nour of these therm open. if the nour meter x n 2.9 will se 10 BA OLTAG: thermostat (1B12) opens due to an increased motor temperature, traction will be inhibited TRACTION 1 X 7 CONNECTOR 6 WAY (TRACTION BRUSHWEAR/TEMPERATURE 1 vTB8K 1811 GNBAUSHWEAR - 681 GNBK 1812 8K sei GY BRUSHWEAR 682 YEBU 1Bi12 LOU ABEREUATIONS B= sIACK | = GREEN Page ¢Gate Lansing Service Training ‘TRACTION MOTOR TEMPERATURE INTERLOCKS AND WARNINGS - SINGLE PEDAL 188 Ade on tacion module module sor, traction motor ‘sor. traction motor Thermastat sensor, Battery cl iB 1B Page 61 (04/93)inte. Service Training Lansing 4.8.7.7 TRACTION STABILISED SUPPLY - SINGLE PEDAL The batlery positive fed from the keyswitch ($1) to traction module (1A1) 1X134:13 via vesister rovides the teed for a regulator circuit within the mocule that presents a 4X13.1:6 (negative) and 1X13.18 (positive) X13.2:6 {negative} Hy between pi and 1X38 (positive) BN. This stabilised 15 volt supply is used to supply the electronics within the current senser (183) and the accelers tor unit (144) two units o.1pf capacitors (1C3 and 1C4} fixed directly at the loom connectors that mate with the thal any induced transients in the wirng are adequately suppressed at the point of use volt supply is also routed to the field civert module (1A5) 2 1X41:8, ative return for the accelerator and current sensor units ard the electronics within the traction and add rodules is through the auxilary source wires that run together with the gate wires to each power mostet block module is wired directly 0 the centre traction on the negative (soucOinte. Lansing Service Training TRACTION STABILISED SUPPLY - SINGLE PEDAL 4A1 tad 1a8 183 1c3 citar suppression ica ;pacitor suppression 1a Ballast resistorService Training Lansing 4.6.7.8 DIRECTION CONTACTOR 1K11 & 1K12 Pt. No, 000.976.35.03 - SINGLE PEDAL fer base mould tre tube Co with diode ang re Fixed changeover con: (04/93) Page 6¢Lansing Service Training 4.6.7.9 REGENERATIVE BRAKING CONTACTOR 1K26 Pt. No, 7.915.692.016 - SINGLE PEDAL Top cover screws and washers Top cover Top cover with fixed contacts Top cover base Return spring Contact soning Moving contact Coil assembly Contact kit 3k o 8 g a 6 a = = . 16- Page 65 (04!83)Service Training Lansing 4.6.7.10 TRACTION LOCK CONTACTOR 1K26 Pt. No. 7.9156.92.055 - SINGLE PEDAL 1 Top cover screws and washers 3 fet with fixed contacts 5 or base 6 Retuin sping 9 FaceoGintte. Lansing Service Training 4.6.7.1 TRACTION MODULE/ADD ON MODULE REMOVAL - SINGLE PEDAL, re fully lowered. 1to the off aosition. ‘connect the battery ‘connect 25 way connection and 9 way connection. Using a small sor jelease the support plate each side Aa'se module and c'sconnect connectors 1V1 1¥2 and 1¥3. Using an allen key remove cap head screw to release drain wire from X4 connection battery and powered up unless precautions are laxen Failure to take these precautions will cal either instant failure af the fets or a very significant reduction in their service life A CAUTION. tis very important that trucks with the traction module removed are col connected to a ‘wer me ntrol module is disconnected, the traction main fuse 1F1 must be removed. ing may now be operated Rett 1F 1 afler tra tion mi ule is repia 4.6.7.12 TRACTION MODULE/ADD ON MODULE REPLACEMENT - SINGLE PEDAL Tor Ice the traction module or add on i, reverse the removal procedure. Ensure the conn: ions are replaced correctly in their MOSFETS. CAUTION: Ensure the drain wire connection is replaced. Under NO circumstances operate the truck with the drain wire loose or disconnected or damage will be caused. cauTio wise dar Engure the correct traction module is connected to the traction LTM assembly. other 2 will be caused. Page 67 104/93)Gitte. Service Training Lansing 4.6.7.13 INSTALLATION OF THE TRANSISTOR MODULES - SINGLE PEDAL The vansistor modules installed in Linde controls are MOS-FET modules. MOS transistors are extremely sensi: tive to electrostatic discharges. Electrostatic charging can readily occur when walking over a carpet. In the most extreme case the human bocy can pick up 4 85,000 Volt charge. CAUTION: Before starting work on the power semiconductors, ensure that the operator, working) surfaceltruck are all at the same earth potential by bonding them together. Do not work on car pets or use synthetic outer clothing The transistor modules must be handled with care te prevent damage to the cooling surface, the drain/source terminal or to the connecting leads. sof the transistor modules and the The mounting surfae bects ‘ea of the heal sink must be free fram gust and for Apel edu a thin coat of heat s 1¢ the thermal contact resistance k compound WP 10 to the mounting surface oft transistor module to and the heat sink resistance) between the modul ition the transistor module properly, paying attention to the drain and nal 2 - ong bus bar Source terminal 1 - snort bus bar wuroe designations, Orain te nthe ME x 20 s Tighte crews alternately to a torque of $ +0.5 Nm Tighten the M5 x 12 terminal screws on the bus bars to a torque of 3 + 0.5 Nm. he olug correctly with the locating nose PadGitte. lansing Service Training 4.6,7.14 ELECTRONIC TRACTION CONTROL MODULE 141 Pt. No. 390.360.50.51 - SINGLE PEDAL The electronic tractio: ntrol is mounted in a dust and waleroteot aluminium injection mouldec: TRACTION CONTROL 80 VOLT NOTE The different voltage versions of the tr control can only be dilferentiaied by the Part No on the stioxer, Due to the diferent pin configuration, the truck will not sutfer damage if the wrong version is inadver tently used. In this case the truck will simply be inoperable. 15 Connector - Trans'stor* 1V4 Connector - Transistor* 18 Connector - Trans'stor* 12 Connector - Transistor” 1V1 Connector - Transistor* Wire to drain connection x4. 25 way pin connector - Traction medule 1X13.2 Traction module 9 way pin connector CAUTION Ensure A Socket erage wil connector fits into the gro% in the mosiet s titted incorrectly Page 69cOintte. Service Training Lansing 4.6.7.15 ELECTRONIC TRACTION CONTROL ADD ON MODULE 1A6 Pt. No, 390.360.50.47 - SINGLE PEDAL The electronic traction control is ROL 80 VOLT jcurted in @ dust and waterproof aluminium injection moulded housing TRACTION CON ike the dua’ pedal configuration, the accelerator The add on module ensures that transistions between drive and braking as well as direction changes take: place smoothly and sequentially With the acd on module fitted the traction module is configured automatically by the wiring as if it were for a dual pedal tuck, The add on module contains the necessary components for singl module with correctly sequenced and interlocked dual pedal signa's. pedal operation and provides the tr When the add on module is used, the original traction harness connector 1X13 is connected to the add on mad ule a ated 1X13.1 A short lead from the add on module has anotrer similar connector that is made jon module to complete the circuit. This is 1X13.2, ions, and services Ine additional elerator micro A small additiona slave contacto wiring harness makes other con cf the connections within the add on module are connected straight through number to nu: main functions of the ad¢ on module are: Accelerator demand signal is condoned between 1X13 1.19 and 1x19.2:18 rent s teen 1X13.1-20 and 1X13.2:29 nsor signal is conditioned bet Further inter to seat switch Positive supply to direction contactor coils now routed via contac's, 1K4 and rot from the accleratar micraswitch reult be ween 113.110 and 1X13.2.10 the new Accelerator micro switch now provid battery volag ¢ signal to add on module. Checks acclerator outp: tor 1K@ to energise an interlock i series if OK enables conta voltage against accelarater micra s ses relay within module belw h the existing seat switch and temperature svt ich operating po n 1X19.1:10 and 1X13.210. This gives ac h interlock input to traction moc ule (94/93) Page 70Gite. Lansing Service Training 4.6.7.6 146 ADD ON TRACTION MODULE PIN DESIGNATIONS - SINGLE PEDAL. eal OMGILI Ell lo} 1X1 3 tmodule pin housing! 113 Imodule tly lead ket housing} Number Colour Duty Number 1 1 Bk Linked thro, a4 Linked through. Neg. supply fer Nag. supply for 1K4 coil Gitecton contactor drivers driver Linked to 1X13.2 23 2 GNBU Tacha input. Linked thr > 8 NOT USED 3 WHBN Linked through > 3 Neg supply to 111 coil 4 ROVE Linked through 4 nable batlery contactors also. Nag. coil feed 10 1K4 coil acclerator slave contactor 5 GNRD Linked through battery volts > 5 Battery volts to traction module 8 WHGY Linked through elec. neg - 8 Linked throgh elec. negatve 7 Linked through 7.8 voting > 7 Linked through 7.5 volt ine 8 BN Linked through 1S vollline 8 Linked through 15 volt line 8 OGBN Linked through - 3 Held low to enable full speed Routed via temperature sensors, 10 GNBK Seat switch interlock input 10 Seal switch interlock via add cn medule internal rela contacts normally ope: " WHEU Direction fever 1 NOT USED Forks tailing = negatve inked through = 12 48 volt input NOT USED 13 TEN Linked theaugh + 13 1a a 1K4 accelerator slave contactor 14 aux. normally open negative when energised 15 WHGN Linked through > 18 1K12 coil 16 YE Aceglerator micro switeh 16 NOT USED Normally open. Battery 208. when operated 7 WHGN Regen contactor auxiliary Normally open 7 NOT USED @ BK Linked though > 18 Aux. speed input. Tied to 19 WHOG Accelerator pot. signal 49 Conditioned accelerator demand signal to traction module 20 Wve Current sensor signal 20 Conditioned current se: to traction medule NOT USED) a BUBN Linked through > 2 23 23 Linked to 1X13.2.' 10 configure traction module on dual configuratio: 24 BNEK Direction lever 4s forward ~ negate NOT USED 25 Linked throug > 24 vail input, NOT USEDlitte. Service Training lansing 4.6.7.17 1A1 TRACTION MODULE PIN DESIGNATIONS - 25 WAY CONNECTOR - SINGLE PEDAL (Gs]bs\(sel[7] se] OM GIGILIGI Connector 1x13.2 Number Duty 1 Negative ion contactors, 2 NOT USED) 3 1K11 coil negative driver - via 1A6 4 NOT USED) 5 Battery volis - via 146 6 Electronic negative from mostet plugs, feeds add on module, then current sensor, accelerator € 7 7.5 volts reference point - a'so routed to 146 8 15 volt fine - Feeds add on module then current senso:, accelerator, field diver! module. 9 Full speed enable in, tiec low for full speed via 146 andl series connected motor and heatsink tem perature sensors Signals Curis indicator. Half battery volts when sensors ope! Motor temperature and seatswitch interlock - routed via interlock relay within 1A6: NOT USED NOT USED) Pov y input - via resistor 1R4 and 146 NOT USED 1K12 oil negative driver via 1A6 NOT USED) NOT USED) Additional speed control input - tied to negative va 146 to enabe lull speed Accelerator demand input cowcult in 186 Current sensor signal - vi es & 111 to full speeo nfigure to dual pedal mode and creep speed switet hin 16 betwoon pins 1 and 23 to Tied to neg: NOT USED NOT USED v9 via lin 4.6.7.18 TRACTION MODULE 9 WAY CONNECTOR - SINGLE PEDAL Connector 142 Number Colour Duty 1 GYOG —Tacho input. +VE when travelling forks forward with respect to pin 2 DVT Positive supply to enable direction contactors curing regen Routed trom pin 3 vi diode within module, 2 OGGN —_Footbrake switch common C volts = foot off. Battery volts = brake applies 4 GNRD Keyswitch battery posilive to regen circuit, 5 Rogen contactor 1K26 auxiliary microswitch normally open, Closes to ne fegen contactor energised 6 WHYE Current sensor signal DIRECT from curront sensor. ? GNBN — Tacho reference = 7.5 volts 8 BK Battery negalive 9 BUBN Regen contactor 126 coil negalive driver 04/93) Page 72Gite. Lansing Service Training 4.6.7.19 FIELD DIVERT AND INCHING MODULE - SINGLE PEDAL (alleliiLell=) AICI Number Duty 1 BUEN Tied fow to inhibit divert, connect oil negative 3 WHEL Overt contactor 1427 Stage 1, 0 volts when energised 4 NOT US 5 YEGN on LTM mosfet crain. Near 0 volts when mostets in full candi 6 BK Main negative to centre traction mosfet power source connection. 7 NOT USED, 8 BN Stabiiised 18 velt supply input 8 NOT USED) 10 NOT USED 1 NOT USED 12 NOT USED 13 NOT USED 14 NOT USED 15 Divert contactor 1X28 - Stage 2, 0 volts w 16 NOT USED. 7 NOT USED, 18 NOT USED, 19 WHOG Accelerator voltage to traction module 1X13:18 20 WHYE Current sensor signal 21 NOT USED, 22. NOT USED. 23 NOT USED 2a NOT USED. 25 NOT USED BN = 708K (06 = o8AKGE YE= YELLOW | GY Ga FO=RED v= WHT Pag}Service Training Lansing 4.6.7.20 FIELD DIVERT CONTACTOR - SINGLE PEDAL 1Lansing Service Training 4.6.7.21 CURRENT SENSOR 390 350 52 00 - SINGLE PEDAL T 0 0 Current sensor transmitter with Plegrated transducer Connector 1X8 18 Vos from 1X13.1:8 186. 4X6 2 Output signal to 1X13.1.20 146 module 3 -Ve trom 1X13.1:6 1A8 modu Ooo} 123 FORMULA FOR CURRENT SENSOR CHECK For every 100 amps passed through the curent sensor Bar (1), the output voltage at Pin 2 of 1X6 wil i py os In neutral with no current flowing the output vollag ind of Example Current limit of ttuct 450 amps ‘The output voltage from Pin 2 of 1Xi Page 75 (04/93)Service Training Lansing 4.6.7.22 CURRENT SENSOR DESCRIPTION - SINGLE PEDAL und the armature in series with the armature cable canr (0 the mosiel crains. Fixed to this ink . wich has a resi tance that changes with the fluctuations which ean rent sensor cit cuit includes two MDFs (Magneto Dependant Resistors) which are connected in a halt bridge arrangement t ensure that any changes due to temperature are cancelled oul. The current sensor which also includes an ampiltier {0 ensure consistent gain and reduce ngise immunity 's powered from the traction circuits stabised 15 volt Etched semiconductor lamina u cy MAGNETO DEPENDANT RESISTOR sured the magnetic Fux generated ar nsor. This is a copper ink con’ aslic auld ‘0 enable current to be m monitored by the current s The magnetic tied varies in proportion to the intensity of the current, If a MDA is mounted vertically te the fi magnetic flux, the flow paths of current (b) are rotated depending on the strength of the magnetic fivid, and this increases the rasistance of the MOR Current without external magnetic tele areas A Ri oa ! Aon netic tite ‘ot be cont not include an amplifier NOTE: The sensor tr used in previous Linde contGitte. Lansing Service Training 4.6.7.23 ACCELERATOR UNIT - SINGLE PEDAL This unit which is common to single anc dual pedal trucks comprises of a centre position detecting microswitch, a potentiometer and an electronic medule which butters the potentiometer voltage and provid suppression for the microswitch contacts, it connects into the truck circults via a8 way connector The pin allo- cations are as follows: PINT Stabilised 15 vel supply BN. PIN2 Accelerator output voltage This wil be 7-4-7. volts with the accelerator pedal in the neutral post tion The cutout voltage from Pin 2 will fal, directly ssicn from 7-b-PG volts in neutral to 3.65-3.85 volts at lull speed, regardless of dire FING Reerence negative WHGY PING Battory positive when the microswiteh is operated to 1K11 and 112 coils VTRO. PINS Supply to the microswitch derived fram the pattery via fuse 1F2 and keyswitch GN&D. PING NOT USED, 4.8.7.24 TRACTION LOCK 1K4 - SINGLE PEDAL 1K is. a checking relay externally mounted in the top left hand corner of the central panel. In lacto: there is a confirmation meroswiteh 1K4 auxiliary This mcroswitch confirms contactor opera add on module at 1X13” The contactor itself (1K4} is energised with an ignition postive via tegetner with a negative enable signal from 186 add on module at 1X°3.1:4. The enable con nal is only sent if the accelerator assembly is in neutral anc in a servicable conditior The nil is cesigned to monitor the condition of the accelerator 144, checking both misroswitch MS1 as well as the accelerator potentiometer 1B1. If the microswiteh is welded closed or aut of adjustment andior the potenti ometer 's out of adjustment ar unserviceable, relay traction look 1K4 cannol energise. As 1K4 is tesgonsible for the positive supply to the direction contactors 1K11 and 1K12 as well as the optional reversing bleeper it fi ted}, the direction contacts cannot close therefore traction is not available. If the accelerator is in a services ble: ‘adjusted condition, 1K4 will close when ignition switched on and ace: ssed, providing y voltage to both direction contactors 1K11 and 112. Page 77 (04/93)Gitte Service Training Lansing 4.6.7.25 ACCELERATOR UNIT/DIRECTION SELECTION SWITCH AND DIRECTION CONTACTORS - SINGLE PEDAL Traction Contiol Medule Add on module Ka Traction lack relay SB1_ Accelerator potentiometer A Mic oh (part of 14) (04193)Lansing Service Training 4.6.7.28 ACCELERATOR TRANSMITTER 390 960 76 00 - SINGLE PEDAL The accelerator transmitter is mou age. During forward and reverse travel the microsw trol car inder the floor plate. It's connected to the pedals via an adjustable lin ch for the accelerator transmitter is actuated by the A conductive plastic potentiometer is connected to the moveable control cam fitte to the accelerator The potentiometer is powered by the traction module stabilised 15 volt line. The output vollage trom the potent ometer is buffered by the attendant amplifier module, There are no adjustments. nngetor 1X10 is net plugged in, the contro’ is inoperable and the directional contactors cannot close. rialio’ Potentiome: 2 Micraswiten 3. Control cam 4. Ball head 5. Connector 1X10 Connecting cable Butter Amplifier 1x10 @ * 7.4 Volts ® Ps vor Neutral © positionService Training Lansing 4.6.7.27 OUTPUT SIGNALS AT ACCELERATOR TRANSMITTER CONNECTOR (2 - 3) - SINGLE PEDAL ‘The accelerator output signal can be measured at connector 1X10. Fin Connections 1X10 sv (output signal) 4 = Mleroswiteh N.C. {normally openi = Microswitch Com common} Microswitch N.C. (normally e! losed} NOT Us The output signal can vary within the following range MAX, BOTH TIONS NEUTRAL. POSITION OUTPUT SIGNAL MEASURED (1X10 pin 2 and 3} seen 7.4-7.8 \ with the accelerator pedal in neu: lected. itter is bet il be 3.2 - 3.75 volts, regardless of direction The control range of the accelerator aedal trar tral With the pedal fully depressed the voltage ‘eck the traction control for proper operation, the following nominal voltages are important tor @ of the accelerator transmitter To be able to the control ran; FORKS FORWARD Neutral Position 74-7.6V Contactor makes: aay Puising Starts: 6Vinte. Lansing Service Training 4.8.7 28 ACCELERATOR PEDAL STOP SETTING - SINGLE PEDAL With the truck switched on and the handbrake applied, check thal power steering is inhibite ge at the accelerator inline 6 je shou'd be 7.4 Using a suitably scaied voltmeter, measure the accelerator output vo! ectar Voltmeter negative to pin 3 WHGY positive to pin 2 WHOG of 1X10. The valt volts wth the pedals in the neutral position. 100 to the stop, creck that the voltage tals to 3.2 - 3.75 vel With the forks forward - single pedal depro: The ac for unit and pedal assembly are accessible oy lifting the seal mounting and removing the rubber coverifloorplate. (oa/o3)cOintte. Service Training lansing 4.8.8 ELECTRONIC LIFT CONTROL ‘The electronic lilt control is enclosed in a cust and waterproof injection moulded rousing. Electronic lift contro! 80 volts 2v5 Transistor 2 24 Transistor" 3 23 Transistor” 4 2V2 Connector - Transistor 5 2V1 Connector - Transistor* 8 Wire to drain connection X 8 7 25 way pin connector 8 Module Ensure polarising key 8’ on each connector fits in the groove in the MOSFET socket .ge will be caused If the connector is fitted incorrectly wire connection 6 is replaced. Under no circumstances operate the truck with the drain nected as damage will be caused, slic LTM assembly otherwis: he be caused d to the hy! hydraulic madule is conn (0493)Lansing Service Training 4.6.8.1 HYDRAULIC MODULE REMOVAL Apply the handbrake Ensure that the mast and carriage Turn the Keyswitch 10 the off position e fully lowers Using an allen key remow CAUTION [tis very important that trucks with the hydraulic module removed are not conn battery and ¢ tions are taken. Failure to take these precaution: elther instant failure of the power mosfets o a very significant reduction in their se” d, the hydraulic main fuse 2F1 must be re If the hygraule control module is discon Traction and steering may now be operat Rett 2F7 aiter hydraulic module is repiac 4.8.8.2 HYDRAULIC MODULE REPLACEMENT Te replace the hydraulic module, reverse the removal procedure. Ensure the connections are replaced correctly i their MOSFETS, CAUTION. Ensure the drain wi truck with the drain wire loose re co a nection 's replaced, Under NO circumstances operate the nnected or damage will be caused, CAUTION: Ensure the correct hy! wise damage will be caused ic module is connected to the hydra >Service Training Lansing 4.6.8.3 INSTALLATION OF THE TRANSISTOR MODULES The transistor modules installed in Linde controls are MOS-FET modules. MOS transistors are extremely sensi tive 10 electiostatic discharges. Electrostatic charging can readily occur walking over a carpet. {nt most extreme case the human body can pick up @ 35,000 Yo charge. CAUTION: Before stating work on the power semiconductors, ensure that the operator, working A surfaceltruck are all at the same earth potential by bonding them together Do not work on car pels or use synthetic outer clathing, the drainsource 9 the cooling surfac The Lansisior modules must be handled with care to prevent damaq terminal or to the ing leads, es and the area of n dust and fo ‘The mounting surfaces of the ti eign objects Apply @ thin coat of heal sink compound WPV 10 to the mounting surface of the transistor modula to reduce the thermal contact resistance (heat transter resistance) between the module anc the heat sink attention to the drain and source designations. Drain term nal 2 long bus bar Source terminal + - shom bus. ighten the M6 x 20 screws alternalely lo a torque of § +0.5 Nm, Tighten the MS x 12 terminal screws on the bus bars to a torque of 3 + 0.5 Nm Connect the plug comectiy with the locatingService Training 4.6.8.4 HYDRAULIC PULSE LTM The hydraulic LTM controls the pump motor voltage in a similar manner to the traction LTM. Smocth stepless control between zero and 100% battery voltage maybe applied to the motor. No contactors are required with this configuration of motor, The power circuit is protected by fuse (2F 1}. When the hydraulic lever is operated for if, tne externally mounted gotentiomete” (281) controls the pulse rate so that the motor speed is matched 10 the valve opening. During all other hydraulic functions a pre-set oulse rate is set on the individual function speed potentiometers within the hydraulic contro! module When the lever is operated the appropriate pulse rato is selected ‘or the function The valve is used for fine metering The to Control pins of the hydraulic contro! madule associated with function selection wil be internally puiled up jotage 0.6 valls below battery positive when NOT selocied. HYDRAULIC PULSE CIRCUIT 2F1 Fuse 425 amp 2M Hydraulic Pum: Motor Gt" Battery 20 vols 71 isletor Emergency Fi f rs1 Je a | ams omLansing Service Training HYDRAULIC PULSE LTM CIRCUIT begz vse ese zee bag Lez 1s ine Lve, 2 86Lansing Service Training 4.6.8.5 HYDRAULIC THERMAL SWITCH 2811 ‘Winen tne hyopaulig (2B11)4Me:mostal opens, hydraulic pe-tormance is reduced, The voltage 4 2! Nfrrfse to BATTERY VOLTAGE. Each motor is ited Sith a mutipn connector which provides temperature sensor and brush wea indicator con nections HYDRAULIC 2X7 NOT USE 2 YE BRUSHWEAR 683. 3 OGVT 2811 4 NOTUSED. 5 VIGNBRUSHWEAR- — 6B4 8 YEGN 2Bti STEERING 3 x 1 NOT USED) 2 OG BRUSHWEAR Bs. 3. VT BRUSHWEAR 686. 4 NOT USED When any brushwear sensor provides a positive supaly the respective LED in the hour meter 's tragered ON rature sensor 2B) Tame Bat Hydraulic control module ent SOLEL ABbREVArONS (04Service Training Lansing 4.6.8.6 HYDRAULIC MODULE PIN DESIGNATION (sae eee ell aisle) 7) oftslfoolfon fea Number Colour uly 1 NOT USED 2 Hydraulic lift potentiometer enabled 3 Tit pulse rate enabled = 0 volts 2 NOT USED 5 NOT USED 8 NOT USED 7 3K Supp lo hydraulic control potentiometer 8 NOT USED) 8 YEGN Linked to battery negative to enable full speed vie lit motor thermostat 0 yeu nat fy interlock. 1 2 D 3 GNAD Battery positive tram Keyswitch 14 NOT USED 18 YECG Auxiliary 1 pulse rate enabled 8 YEBK ——_Auniliry 2 pulse rate enablec NOT USED VTBU Tied low by hour meter for full speed enatle 1a WHBK Hydraulic control potentiometer slider 4.5V = maximum speed 20 WH Hydraulic control potentiometer sunpy 19 volts 2110.28 NOT USED) 4.6.8.7 MODULE VOLTAGES TO AND FROM HYDRAULIC CONTROL POT (261) INPUTS TO HYDRAULIC POTENTIOMETER (281) Measured between negative and pin 7 of 241 module ~ 7.5 volts Measured between negative and pin 20 of 241 module = 11.2 volts OUTPUT FROM POTENTIOMETER (281 Measured between negative and pin 18 of 241 module = 7.8 volts in neutral, ¢ 5 volts at full speed lilLansing Service Training 4.8.8.8 HYDRAULIC CONTROL MODULE ADJUSTMENTS Lif Pot threshold Auniliary 2 cuillary 1 - side shift Used Not Used Tat ot Used Page 89 0000 50 60Service Training 4.8.8.9 HYDRAULIC SYSTEM OPERATING PARAMETERS Typical currents, DOUBLE LIFT (TYPE 168) sured with a clamp on ammeter in the batlery circuit UFT UNCADEN AD E40 | e48 E46 SPEED os f o4s | oss 028 LOWER SPE: Tea | Tea | TBA 055 CONDITION LADEN EAOK- FORWARD DIRECTION =a | ©40 | 248 Ea E48 TIME (608) a7 a 52 et CURRENT Imps) | > > 2 aoe n 78 ne | att 108 aa DOUBLE LIFT (TYPE 167) FT UNLADEN LADEN LOAD Es | £40 | ea Ea SPEED ous | 04s | O48 028 [oes TOWER SPEED | TBA | TSA | TBA 055) Tier GONOITION LADEN LADEN FORWARD - BACK DIRECTION £a | e40 | 64 | €3 | £40 | £4 TIME (S208) 33 a7 34 a8 32 et CURBENT [Amps) . i i oe m1 5 12 | at sos | 184 Page &Gitte. Lansing Service Training TAPLEXLIFY 7 UNLADEN (ADEN Lor tS [ew [eS TES TED] Ee weeo[ oa | ox | oa [os | oar] 07s owen sree [tex] tea | tex [oss [ass [ose 7 CONDITION a FORWERS- PACK DIRECTION iS [a] es Em | ES TIME (secs) 30-40 | 3.04.0 | 2530 | 4055 | 4055 | 3.040 CURRENT Taps 5 = | ENT zo fo | oo | wo | 1 | 16Service Training Lansing 4.6.9 COMBINED BATTERY DISCHARGE INDICATOR, HOUR METER, BRUSH WEAR, BRAKE FLUID LEVEL AND MOTOR OVER-TEMPERATURE INDICATOR, The instrument includes an interlock as part of the meter function. The interlock contacts wil open and cause the hydraulic performance to be recuced when battery power has been discharged to a pre-set theshovd. The instrument display includes an LED multicoloured bar graph for the Pay is only illuminated when the truck key switch is turned on. fate of charge indication. This dis ‘The hour meter function is an LCD display and increments when the truck is tumed on and the seat is occu: pied. It can indicate up to 9899.9 hours. An egg timer symbol Hashes when the Nour meter is inerementing To alter the setting of the state of charge incicatorfinterlock, operate the truck on its normal working cycle Observe the position of the illuminated LED display, its posi from "1" to 0’ and the colours will change trom green, through yellow 10 red as the batter fe 2 red, 3 yellow and § gr LED segments. When the reserve ced LEOs flash, adjust Ine ‘cischargo" potentiometer on the bacé of the insu: ‘ent if higher oF lower battery SG (soecttic gravity) 's recvired ctor, it {5 connected to the truck loom The instrument a short adaptor oom and a 15 connector thus: a 18 way cor plug Colour Duty Connect GN Traction motor brush wear 681 Gy Traction motor brush wear GE2 13 BU Battery negative and interlock Not used Hour meter ~ enable BURO —_Fivid indicator enable/Brake wear detaction (option) ayvT Hour meter enable Not used 72 volt input vieu Interlock + og Steering motor brush wear 6BS YE Hydraulic motor brush wear 683 OGEN ——Qver-temperature indicator enable GNRD —— Keyswiton + GYBN —_Ballery positive 80 volt VIGN Hydraulic motor brush wear 684 WT Steering motor brush wear 6B6 Five individual LEDs each will luminate to indicate brush wear for the three motors, the brake fluid level, brake and motor temperature dedsdoao goon oo (04/93)Gitte Lansing Service Training 4.6.9.1 BATTERY DISCHARGE INDICATOR AND HOUR METER FAULT FINDING 4.6.9.1.1FAULT ANALYSIS Battery Discharge Incicator will not reset 46914 Battery Discharge Indicator always resets to full charge 46975 No Discharge 8D1 Does Not Run Down 469.16 Reduced Hydraulic Performance Circuit will nol work 46917 leduced Hydraulic Performance Circuit Works Continuously 469.18 Reduced Hydraulic Performance Circuit Works Early 46979 LEDs Don’t Light 4.6.9.1.10 Hour Mete: oa No Display 12 Hour Glass Icon Does Not Flash 469.713 Hour Glass Icon Always Flashes: 469 4.6.9.1.2 FAULT FINDING NOTE The same safety procedures ay Indicator and Hour Meter fault finding that are applied for the main truck fault finding lyin the Battery Discharr 4,8.9.1.3 BATTERY DISCHARGE INDICATOR, 4.6.9.1.4 BATTERY DISCHARGE INDICATOR WILL NOT RESET Ensure there is no voltage leak across the relevant terminals, by 1) removing fuse 6F1. 2) Replace the fuse 8F1, and measure the voltage across the instrument at connector pir 16 and pin 3, It must be above 2.08 voits, per cell. Itt is and the indicator does not reset to shaw a fully charged baltery, then replace the BOI anc hour meter 4.6.9.1.5 BATTERY DISCHARGE INDICATOR ALWAYS RESETS TO FULL CHARGE AFTER A BREAK IN THE BATTERY LINE It the voltage of the batteries 's below 2.09 volts per cell and the incicator did not formerly cisplay fully ‘aiged, i! should not reset to fuly charged after a break in the battery line. Ifthis oceurs, the instruments mem- oty cells fauty and the BO! and hour meter should be replaces This will cot affect the discharge function of the instrument if tis always connected to a fully charged batiery ar ‘0 monitos ts discharge witnout a break in the battery !ne NOTE All cattery discharge indicators are supplied with a full eacing in the memory Wr connected to Ine truck i will always show a ful! c! Iris either ce: how full ery is fully charged, or it he battery is ni cing nthe instrument is frst jarge because the bat 20 information in the memory which is a full fully charged it is repeating the 4.6.9.1.6 NO DISCHARGE - BATTERY DISCHARGE INDICATOR WILL NOT RUN DOWN The baltery dischar charged battery, i working time of at least 30 minules is required for the baltery discharge indicator to run ck niele'y discharged, To verily that the instrument will run down, measure across pin 16 and pin 3. A voltage of less than 2.0 volts per cell's requited lo lower Ihe battery discharge incicator from a full battery charged reading ¢ indicator monitors loaded battery voltage. if the instrument is connected lo a partially dis- IN not show a cischarge reading until it recognises the loaded voltages of the battery from fully to 4,8.9.1.7 REDUCED HYDRAULIC PERFORMANCE CIRCUIT WILL NOT WORK The two LE pertormar Page 93 (04/93) nust be alternately flashing on the Battery Discharge Indicator displs ce to occur for the reduced nydraulic