Service Training lansing SERVICE TRAINING MANUAL FOR REACH TRUCKS TYPE 113 MODEL F14/R16/R16N 113 804 2561 E (from Series 09/93) ‘The information given in this publication is factually correct at the time of going to press. Lansing Linde Lid. policy is one of continuous improvement and we reserve the right to change truck specifica. tions and design without notice, Lansing Linde Ltd., is the over of the copyright in this publication and any reproduction of this publication in whole or in part without written consent of Lansing Linde Ltd, is strictly forbidden,eorsssx Lansing Service Training TABLE OF MAIN CONTENTS INTRODUCTION SECTION 1 POWER UNIT - TRACTION MOTOR AND DRIVE UNIT BRAKE SECTION 2 ‘TRANSMISSION - GEARBOX, WHEEL AND TYRE SECTION 3 CHASSIS, BODYWORK AND FITTINGS. SECTION 4 POWER STEERING AND COMPONENTS AND LOAD WHEELS. SECTION 5 BRAKE SYSTEM AND TRAVEL CONTROL LINKAGE ) SECTION 6 UTM ELECTRICAL CONTROL SECTION 7 HYDRAULIC EQUIPMENT SECTION 8 MAST ASSEMBLY SECTION @ OPTIONS AND ACCESSORIES SECTION 10 MISCELLANEOUS - SPECIAL TOOLS, SEALANTS, COMPOUNDS, RECOMMENDED LUBRICANTS AND MAINTENANCE SCHEDULE. Page 2 insisa,Service Training lansing INTRODUCTION This is a guide to those responsible for the Repalr/Training of the A14/R216 type 113 Reach Truck. A full inspec: tion and maintenance procedure for up to 3000 haurs, together with all necessary checks and adjustments can be found in the Operating Instructions publication 113 804 2531 E. BEFORE ATTEMPTING ANY REPAIR WORK, APPLY THE HANDBRAKE, TURN THE KEYSWITCH OFF, DISCONNECT THE BATTERY, CHOCK LOAD WHEELS SECURELY FRONT AND REAR, TAKE THE NECESSARY FIRE PRECAUTIONS WHEN WORKING ON BATTERIES. ‘The CONTENTS gives the varlous sections into which this manual is divided. Due to the ever increasing higher standard of production methods, materials used and the company policy of continuous improvement , various servicing procedures will have changed. ON NO ACCOUNT SHOULD METRIC AND IMPERIAL THREADS BE INTERMIXED ALTHOUGH IN SOME CASES THEY MIGHT APPEAR TO FIT. THIS IS PARTICULARLY IMPORTANT IN THE CASE OF EYEBOLT FIXINGS WHICH CAN BE SERIOUSLY WEAKENED, DO NOT FIT PARTS OTHER THAN THOSE AVAILABLE FROM LANSING LINDE LIMITED, OR ALTER EXISTING EQUIPMENT, INCORPORATION OF PARTS OTHER THAN THOSE SUPPLIED BY LANSING LINDE LIMITED OR ALTERATION OF EXISTING EQUIPMENT WITHOUT THE MANUFACTURER'S PERMISSION MAY MAKE THE TRUCK UNSAFE AND WILL RENDER INVALID THE LANSING VEHICLE GUARANTEE: When overhauling any unit, all seals, tab washers or split pins must be renewed. The unit must then be greased or filed with correct grade lubricant. See Recommended Lubricants. Reference is made throughout the text to the front, rear, left hand side and right hand side of the truck, To avoid any confusion when ordering spare parts, t should be noted that the elevating forks are always consid ered to be on the rear of the truck. The left hand of right hand side is determined from the driving position fac- ing towards the mast. TRUCK IDENTIFICATION, The truck has a detailed Truck Identification Plate serial number which can be seen (on the serial number plate. The plate is mounted on the top of the overhead guard facing the diver. It is most important that the full serial number is quoted when ordering replacement parts, or when any refer- ‘ence is made to your vehicle, in any comespondence or by telephone conversation. Below is a typical example of a vehicle serial number plate,lansing Service Training SECTION 1 - POWER UNIT - TRACTION MOTOR AND DRIVE UNIT BRAKE (from Series 01/93) TABLE OF CONTENTS 10 TRACTION MOTOR AND DRIVE UNIT BRAKE... . . 5 "1 INTRODUCTION . 5 1.2.0 TRACTION MOTOR REMOVAL . 8 134 TRACTION MOTOR - DISMANTLING 5 1.3.11 COMPONENT INSPECTION 6 1312 ARMATURE CHECKS - 6 1.3.13 CONIMUTATOR REFACING. 6 132 TRACTION MOTOR RE-ASSEMBLY 6 143 SETTING THE BRUSH GEAR TO NEUTRAL. . . cee 8 134 BEDDING OF MOTOR BRUSHES . ... . 8 1.40 COOLING FAN - TRACTION MOTOR: 9 14st COOLING FAN SYSTEM - TRACTION MOTOR 9 1.5.0 THE DRIVE UNIT BRAKE ASSEMBLY 10 184 ORIVE UNIT BRAKE ADJUSTMENT 10 1.6.0 BRAKE DRUM (ORIVE UNIT) 12 Page 4 (01/93)Service Training Lansing 1.0 TRACTION MOTOR AND DRIVE UNIT BRAKE 4.1 INTRODUCTION R14/R16 reach truck is powered by a single drive unit with @ partially enclosed, series wound 48 volt, 120 amp traction motor developing SkW at 1800 rpm. It also incorporates electrical fying leads connected for a brush wear indicator and an over temperature thermal switch device. The thermal switches reduce traction motor per- formance when the motor temperature has elevated, Should the motor temperature rise to the maximum sate working temperature traction will be stopped. Al these traction motor interlocks and warnings are indicated by LEDs on the Battery Discharge Indicator and Hour Meter. ‘Assmall motor coating fan is fitted to the commutator strap. ‘The traction motor is vertically mounted above a bolt on ball bearing type turntable. A 'V' section type brake drum is fited direct to the top of the armature shat To remove the traction motor brushes, the cooling fan and commutator end cover must be removed. The brushes are then easily acoassible. If the brushes are removed for any reason, ensure they are replaced in the same holders from which they were removed. (One point to take particular note of in service is to ensure the flexible brush leads are completely free and not dis- torted oF fouled in such a way as to prevent the brush spring from keeping the brush in firm contact with the com- mutator, Particular care should be exercised to ensure thal the leads are not distorted or jammed when repiac- Ing the commutator cover. 1.2.0 TRACTION MOTOR REMOVAL Traction motor removal procedure can be found in Section 2, 2.1.0 Removing the gearbox 1 1 TRACTION MOTOR - DISMANTLING FIG.1 Remove strap commutator 33" Remove brushes '23" from the brush holders in the Brush yoke ring ‘21’. Disconnect the brush wires and remove brushes ’23' from the Brush Yoke Ring ‘21°. Note their positions to ‘ensure original positions on re-assembly. = Mark the Cover-Bearing 's', the cover-beating 28" and motor casing to ensure correct re-assembly = Remove the four cap head screws '28' and washers spring ‘90 Remove Nut-Sleted "1, Washer Lock 2’ and Pinion Gear 41" from the armature '10" = Remove the eight Gap head screws 7" and withdraw the Cover-Bearing ‘8° ~ Using @ suitable extractor withdraw Bearing ‘8 from the Armature "10" Remove the Fan ' and withdraw the armature "10" together with the Cover-Bearing '28' - Support the bearing-cover '28" on two suitable wooden biocks. Using a sultable hide head hammer drive the armature "10" from the Cover-Bearing "28", + Remove the bearing '32" from the cover-bearing '28°Service Training Remove the four screws '26' and nuts ‘27’ and withdraw the brush yoke ring '21' from the Cover-bearing "28 - itis only necessary to remove Joint “4° and ‘0 ring '3'ifthey are damaged. ‘The traction motor Is now dismantied and ready for visual inspection NOTE: When using an extractor, ensure the drive end of the armature shaft is protected with a washer or spacer, Ifthe spline is damaged the armature may have to be replaced. 1.9.1.1 COMPONENT INSPECTION ‘After the motor is dismantled, the components should be thoroughly cleaned and inspected for wear or dam- ‘age. Clean components with a good grade petroleum based cleaning solvent and dry. Discard all bearings and refit new always. Check brushes for even wear and commutation, replace if badly wor (minimum wear brush length 17mm), pit- ted or burnt from overheating. Always replace @ complete set of brushes, never individually. Check the brush ‘movement is free in the holders, and the brush spring tension. 1.9.1.2 ARMATURE CHECKS: Check the armature shaft bearing journals and spline for wear. Check windings, commutator connections and bars for any signs of burning. If burned sections are evident elther in the brush track or on the riser ends of the commutator bars, an open oF short circuit is indicated in the armature windings, 1.3.1.3 COMMUTATOR REFACING The commutator may be refaced in a lathe with 00 or fine emery paper for superficial scores or piting Excessive pilting, scores or wear will requize turning to a minimum diameter 100mm. Only light cuts of 0.43mm and the final skim of 0.005mm, The Mica segment insulation should then be undercut to a depth of equal to the Width of the mica insulation, usually 1mm. Aer the commutator has been undercut, it should be lightly sanded with No.00 emery paper and cleaned to remove dust and dirt partices. 1.3.2 TRACTION MOTOR RE-ASSEMBLY To re-assemble the motor reverse the dismantling procedure. Ensure all bots and terminal connections are secure. Bed in the brushes if new ones have been fitted, see 1.9.4 Bedding of Motor Brushes. Page 6 (01/93)Service Training TRACTION MOTOR Nut - Slotted Washer - Lock ‘0’ Ring Joint Cover - Bearing Washer - Spring Screw - Cap Head M6 x 16 Bearing Fan ‘Armature . Key Line Bush - Insulating Socket ‘Screw - Cheese Head 3. Screw - Hexagon Head MB x 16 Wesher - Spring 1. Clamp 2. Screw - Hexagon Head M8 x 35 Washer - Spring SSSLSRLBRSSBB Brush Yoke Ring Spring Brush Brush ‘Screw - Hexagon Head M6 x 16 Washer - Spring Screw - Socket Head M6 x 25 Nut M6 Bearing Cover Screw - Cap Head M8 x 20 Washer - Spring Circlip Bearing ‘Strap - Commutator Cable Sleeve Sleeve Pin Housing Clip Screw - Cheese Head M3.5 x 16 Washer - Spring Nut m4‘Lansing Service Training 1.3.3 SETTING THE BRUSH GEAR TO NEUTRAL When maintenance has been carried out on the armature or brush gear, it is essential to check that the brushes are set in the ‘Neutral’ position. Failure to do this may result in premature failure of the armature. Before carrying out the test, the truck should be run for approximately 15 minutes to allow the oil to warm up. Procedure = Check that the brushes are well bedded’ and that they are free to move in their holders. truck has been in service for two or three days. By this time the brushes will have become fully bed: ded. \ WARNING: When new brushes have been initially ‘bedded’, any readings taken may vary after the Connect a suitable ammeter with a 300amp deflection to the motor armature 'A’ cable, ~ Test the truck in both directions of travel. (Forward and Reverse). {tis essential that there tests are carried out on a dry, level surface and that the truck begins at the same point and travels the same course, for both directions of travel. Failure to observe this could result in discrepancies in the readings, due to variations in the floor surface. Mechanical friction can also give variations in the meter readings for either direction of travel. Because of this itis recommended that several test runs are taken and the average readings for either direction of armature rotat- ings are compared. These should be within a tolerance of + or -8% of each other, = Ifthe readings do not fall within this tolerance, the brush gear must be adjusted. To do this, determine in which direction the motor is running (clockwise or anti-clockwise) when the highest current reading is ‘obtained. Slacken the clamp screws and rotate the brush ring fractionally in the same direction as the arma- ture rotation. This will reduce the higher armature current and increase the lower. if necessary, continue this procedure until the readings are both even, within the tolerance. Tighten the clamp screws and test the truck after each adjustment. Check that commutation remains good with minimum arcing at the brush face. 1.3.4 BEDDING OF MOTOR BRUSHES ‘When fitting new brushes or after adjustment of the neutral position the brushes should be bedded to the com: mutator ‘New brushes should first be bedded to the commutator using fine sand paper to obtain a rough shape. A com- mutator stone may be used for final bedding. 1. Place a sheet of fine glass paper round the commutator - rough side facing brushes. 2, Position the new brushes in their holders and ensure that the brush springs are centrally located 3. Rotate the armature slowly, until the brush surface shows contact over the whole area. 4, Mark the brushes and their respective holders, 8. Withdraw the brushes and glass paper and remove the carbon deposit from the commutator 6. Rub the commutator with a clean rag moistened with paraffin to remove oil or grease. Replace the brushes back in their correct position. 7. Run the drive motor at reduced speed, Pages (01/93) )Service Training Lansing 40, " Apply the bedding stone close behind a brush, moving it from side to side across the commutator, using {ust sufficient pressure to give a steady flow of dust. Reverse direction of rotation and repeat 7 and 8 until all brushes are perfectly bedded, Clean out the motor, brushes and boxes thoroughly. Note that this final step is most important, as no abra- sive material must be present on the brushes or commutator during normal running Recommended grade of bedding stone - Morganite BS24, 1.8.0 COOLING FAN - TRACTION MOTOR FIG.2. The traction motor is equipped with a 48 volt 3.3 watt brushless cooling fan fitted to the motor cover. It is electri> cally connected to the brake tluid level indicator switch $3 positive connector, taking negative from the horn 4H1 circuit. Therefore, the cooling fan operates via the keyswitch, 1.8.1 COOLING FAN SYSTEM - TRACTION MOTOR FIG.2. Figure 2 shows the traction motor and the lit pump motor cooling system exploded view. Items 2,7, 8, 10, 11, 12, 13, 15, 17, 19, 21 and 24 are assembled and mounted to the motor cover. COOLING SYSTEM . Plug - Grommet Screw - M4x6 Screw-Mi2x16 3 Screw - MB x70 Nut - MB Washer Washer Spring M12 | Clip Clip - Hose Fan Cooling Air Duct Assembly Cooling Air Duct Assembly Cap Hose Hose Clip - Hose Clip - Hose Plate Plate GuardLansing Service Training 1.5.0 THE DRIVE UNIT BRAKE ASSEMBLY Hydraulically operated shoe type brake grips a V section brake drum which is coupled directly to the top of the drive motor armature shaft, This assembly also serves as a parking handbrake, operated by an adjustable cable, 1.5.1. DRIVE UNIT BRAKE ADJUSTMENT If the handbrake moves more than 8-9 notches, it may indicate a stretched cable or worn brake linings. (it worn, first renew the brake tinings) Turn the keyswitch OFF disconnect the battery plug and chock the load wheels securely - Unplug seat switch connector and unlock and remove the seat pan assembly. With the footbrake pedal depressed, release lock nuts (3) and adjust set screws (4) to give a gap each off 1.5 to 175mm, see Fig.3 With the tootbrake pedal released, turn nut (2) to contact the brake arm (5), Secure nut (2) with locknut (1), Apply and release the handbrake. Check that nut (2) still contacts the brake arm (5). Repeat procedure if this is not the case, When the handbrake adjustment is satisfactory, replace and lack seat pan assembly and reconnect seat switch plug. Figs. Page 10 (01/93)Service Training ‘TRACTION MOTOR AND BRAKE ASSEMBLY - KEYCODE Motor - Traction Brake - Disc Washer Screw - Cap Head M8 x 25 ‘Washer - Spring Bracket - Support Lining - Brake Shoe Lever- Brake Shoe Screw - Hexagon Head M6 x 25 Washer - Spring Wher 90 x 30 x 6 Screw - Cap Head M12 x 60 ‘0’ Ring Axle - Brake Shoe Lever Cylinder Screw - Hexagon Head M6 x 16 Screw - Cap Head MB x 20 Washer - Spring Screw - Hexagon Head Not MB Screw - Cap Head Screw - Hexagon Head M10 x 20 Washer - Spring 2Service Training 4.6.0 BRAKE DRUM (DRIVE UNIT) FIG.4, Fig.4. shows the exploded view of the drive unit brake assembly. The assembly detail is self explanatory. The brake drum Is a press fit onto the drive motor armature shait. The removal of the drive unit brake drum will require and extractor, Tool Number J42854, See Fig.5. A special tool, Number J42855 to re-fit the brake drum Is requited, See Fig 6 FIGS, FIG, Page 12 (01/93)— — —— ~ _ ER: Service Training Lansing TABLE OF CONTENTS TRANSMISSION, WHEEL AND TYRE (from Series 61/93) SECTION 2 20 TRANSMISSION, WHEEL AND TYRE............ 2 24.0 REMOVING THE MOTOR AND GEARBOX. . . . 2 242 REPLACING THE GEARBOX....... 0... 3 248 REPLACING THE TRACTION MOTOR. . 3 2.20 THE GEARBOX, bette eee 3 224 GEARBOX ASSEMBLY. : 6 222 TOOTH BEARING CHECK ... . 6 223 DISMANTLING THE GEARBOX 8 230 DRIVE WHEEL REMOVAL a 234 DRIVE WHEEL RE-FITTING. . . aService Training 2.0 TRANSMISSION, WHEEL AND TYRE 2.1.0 REMOVING THE MOTOR & GEARBOX Removing the gearbox should be regarded as a two man job. Suitable lifting equipment will be needed to raise the truck, (Truck weight 3110kg) ~ Park the truck under a crane or gantry. Another fork truck can be used. + Disconnect the battery and block the load wheels securely, Disconnect the fan and seat switch leads and fan motor cover, lif the seat from the truck Disconnect the parking brake cable at the brake shoes, This is done by undoing te two locknuts (1) and pulling the cable through the shoes and compressing spring Slacken the clip '9' and remove traction motor cooling hose ’é' from the commutator cover and air duct '3', See Fig.2. Section 1 Remove the two 6mm screws (2) which secure the hydraulic slave cylinder. Lif the siave cylin- der clear of the motor while still connected to its hydraulic pipe. Take care not to kink the pipe. It will not be necessary to remove the brake shoes or drum. Note and disconnect the four traction motor cables (3). Disconnect the temperature sensing lead plug. On the narrow version truck, access to the motor terminals is Improved by removing the horn and its mounting bracket. = Remove the six mm socket head screws (4) which secure the traction motor in the power unit chassis. Using a suitable sling and special too! 4702284 (sw 50kg) clamped to the brake drum - lift the traction motor carefully ftom the tuck, see Fig.2. ~ Remove the two 8mm socket head screws, which secure the floor plate hinges (one screw each - Disconnect the accelerator leads. Lift the floor plate out. = Slacken the steering unit tensioner screw (5) and the two hexagon head securing screws (6), See Fig.3. The steering chain will slacken. Page2 (01/93)Service Training Disconnect the steering chain at its split tink (7}, see Fig 3., and tie both ends around the gearbox. Drain the gearbox oil Support the truck by stinging from the overhead guard with another suitable truck or gantry or crane. This is a safer way of lifting the truck at the power unit end and gives a greater degree of control when re-fiting the gearbox. Its not necessary to remove the drive wheel, Slacken the six 12mm hexagon head bolts (8), which secure the gearbox tumtable in the chassis, See Fig.2. Remove four, leaving two diagonally opposite to support the gearbox in the chassis. Slightly raise the chassis and at the same time carefully remove the two remaining 12mm bolts (8) support the gearbox. - Raise the chassis to clear the gearbox and remove it from undemeath. Lower the chassis onto suitable wood blocks. 2.1.2 REPLACING THE GEARBOX Reverse the removal procedure to replace the gearbox. Fig.4. shows a special tool 3/H02263 (sw! 90kg) to make it easier when re-fiting the gearbox into the chassis. NOTE: When the gearbox is re-fitted in the truck before re-fiting the traction motor itis advisable to fil the gear bbox with recommended oil see recommended oil in Section 10. This will save time from filing thraugh the nor. mal filer hole, Gearbox capacity - 3.75 litres. 2.1.9 REPLACING THE TRACTION MOTOR: To replace the traction motor, reverse the removal procedure, see under 2.1.0 Removing the Gearbox. 2.2.0 THE GEARBOX ‘The gearbox is a combined spur and bevel gear reduction box with a ratio of 17.96:1. The input pinion is driven by the motor armature and the output shaft carries the drive wheel. Both the input and output shatts are each sup- Ported by a pair of taper roller beatings.Lansing: Service Training GEARBOX ASSEMBLY Page 4 FIGS, (01/93)Service Training GEARBOX ASSEMBLY - KEYCODE 1. Chain Anchor 2. Pin- Spring MB x 20 3, Gearbox 4, Housing 5. Plate 6. Shaft 7. Pinion 8. Gear 9. Pinion 10. Gear 11. Nut 12, Spacer 13. Wheel Bott 14, Sleeve - Distance 15, Spacer Ring 16. Ring 17, Shim 18. Washer 19, Spacer 20. Bearing 21. Bearing 22. Bearing 23. Bearing 24. Bearing 25. Seal 26. O-ring 27. Osting 28. Shim 28. Ring-Snap 30. Plug M16 31. Plug M16 32. Seal 33. Screw - Durlok 34. Sorew- Cap Head Ma x 22 35. Screw - Cap Head M8 x 30 38, Screw - Cap Head M8 x 60 37. Screw - Cap Head M10 x 50 38, Screw - Cap Head M10 x 60 39. Washer - Spring M& 40. Washer - Spring M10 41. Dowel Me 42. Screw - Cap Head M12 x 45 43. Washer - Spring 44. Spacer 45. Screw - Cap Head M12 x 20Service Training 2.2.1 GEARBOX ASSEMBLY FIG.S. = Before assembling the gearbox ensure the housing '3" is thoroughly clean. = Assemble to the housing '3' the outer shell of taper roller bearings '21', '22', ‘29! and '24'. + Assemble ring '16"to the housing ‘3’ Piace the inner taper roller beating '2' (apply loctitie 620 to inner ring) into its outer shell in the housing Assemble the spacer ‘12’, distance sleeve '14° and gear ‘10’ to the pinion ‘7. ‘Assemble the taper roller bearing inner race '22" to the pinion ‘7’, using loctite 620 ‘The assembled pinion assembly can now be mounted into housing Loctite 270. and secured with nut ‘11, using Assemble taper roller bearing '24’ to gear ‘8 - Assemble taper roller bearing inner race '23' to the shat {ter wheel bolts "13" are securely fitted. < Fit snap ring '29" and oil seal 25 (apply Loctite 307 to circumference) to housing '2" [Assemble spacer ring '15' and spacer '19" together with the gear '8" into the housing ‘3 = Mount the assembled shaft '6' to the housing ‘3’. Shatt ’6' will be assembled to gear 8’ and secured by ‘washer "18" and screws '33' - Clean face surfaces of housing '3' and plate- top '4' and seat with Hermatite Green sealing compound. Assemble the plate-top ‘4’ to the housing '3' and secure washers '40’. Tightening torque 90-94Nm, M10 x 50 cap head screws °37’ and spring = Assemble steer bearing '20' to the gearbox and secure with fiteen MB x30 cap head screws “85', M8 x 60 cap head screws ’36' and spring washers '39'. Tightening torque 44-47Nm, = Adjust the gears to obtain the correct surface tooth contact and bearing play to the main drive shaft and ver- tical input shaft, see 2.2.2, 2.2.2 TOOTH BEARING CHECK FIG.6. To check the tooth bearing, coat 2 or 3 surfaces of the crown gear with marking ink. Move marked tooth sur faces several times into mesh with the beve! pinion. The bearing pattern will be better visible if the bevel pinion is slightly braked. Compare tooth bearing with the attached “Tooth Beating Chart. If correction is required pro- ‘coed as shown on the char, see fig.6. The gear shaft (vertical input shatt is adjusted by shimming '28". The hori- zontal shatt (main drive shat) is adjusted by the thickness of the shimming (item ‘17’ FIG.S). The optimum backlash setting is marked on the crown gear. Measure backlash 0.25-0.30mm on bevel gear by locking spur gear shaft. Adjust backlash by positioning hub bevel gear assembly on splined end of wheel shaft by means of the shims "17" Proceed with final assembly, check backlash, bearing clearances and gear tooth engagement. Torque the input shaft nut '11"to 400Nm. Page 6 (01/99)Service Trai CORRECT SURFACE. APPEARANCE > rust Drive Surfece Tooth contacts at crown wheel Wrong surface appearance Concave Flank Convex flenk 4 g Contact, at tooth heed Jo obtain correct surface appearance, adjust the gears in the direction of the arrows. A \ I ontact at tooth base y f —t ‘heel ak ‘Assemble the plate 'S’ and O-ring '26' to the housing ’3' and secure with eight Ma x 22 cap screws '34' and spring washers ‘30’. Tightening torque 44-47Nm. Ensure drain plug ‘31" and seal '32" is positioned at bottom of the gearbox. FIGs. ‘Test gearbox for smooth operation, that is, free running, Fill gearbox assembly with 3.75 litres of Gear Oil, SHC 75W/80 until itis level with filer/levet plug '30' hole in the housing '3’. Test for oil leaks,Lansing Service Training ‘The gearbox is now ready for assembly to the truck and test. - On new gearbox assemblies the olf lubricant should be re-newed after approximately 150-200 hours of ‘operating time and every 2000 hours thereafter. 2.2.3 DISMANTLING THE GEARBOX ‘To dismantle the gearbox, reverse the assembly procedure. Note the number of shims on the input shaft and the gear/drive shaft for re-assembly. Do not remove beating outer shells from the housing '3' ifthe bearings are serviceable. 2.3.0 DRIVE WHEEL REMOVAL FIG.7. Apply handbrake, turn keyswitch OFF, disconnect battery plug, Raise the truck at the drive unit end approximately 800mm using @ suitable jack (truck weight approxi mately 3110kg} = Support each side securely with suitable solid wooden blocks, = Toaccess the drive wheel nuts rotate the drive unit toward the chassis unit away, see Fig 7. - Release the handbrake and rotate drive to access the drive wheel nuts with the wheel brake. Apply the hand- brake each time to prevent drive wheel rotation, Remove each drive wheel nut Manoeuvre the drive whee! caretully trom under the chassis. 2.3.1 DRIVE WHEEL RE-FITTING ‘To refit the drive wheel, reverse the removal procedure. Torque wheel nuts to t40Nm, FIG, Page 8 (01/93)Service Training SECTION 3 - CHASSIS, BODYWORK AND FITTINGS (from Series 01/93) TABLE OF CONTENTS 3.0 CHASSIS, BODYWORK AND FITTINGS . . 34 CHASSIS. . 32 DRIVER'S SEAT 33 OVERHEAD GUARD 334 OVERHEAD GUARD REMOVAL. . 332 ‘OVERHEAD GUARD - REPLACEMENT 340 ‘SEAT ASSEMBLY 3.50 BATTERY CARRIER - 354 BATTERY CARRIER REMOVAL 352 BATTERY CARRIER REPLACEMENT 353 BATTERY CARRIER 360 BATTERY REMOVAL 361 BATTERY REPLACEMENT : 362 BATTERY CHANGING (WITH ROLL ON ROLL OFF CARRIER) OPTION 3.7.0 REACH CARRIAGE. . 374 REACH CARRIAGE REMOVAL 372 REACH CARRIAGE ASSEMBLY 373 REACH CARRIAGE REPLACEMENT. . a7 REACH CARRIAGE ROLLER ADJUSTMENT. 37.41 FRONT-SIDE STEADY ROLLERS . 3742 GUIDEROLLERS ............ . 37.43 REAR- SIDE STEADY ROLLERS 37.44 REAR- ECCENTRIC ROLLERS 3.80 COVERS, COWLINGS AND PANELS 320 ‘TRUCK SERIAL NUMBER 394 POSITION 302 FORMAT 303 EXAMPLEng Service Training 3,0 CHASSIS, BODYWORK AND FITTINGS. 3.1 CHASSIS. The chassis comprises a one piece electrically welded and rounded design fabricated from heavy gauge steel. The driver's compartment is at the front of the truck, Under the driver's seat pan is housed all the d.c. motors to power the traction, hydraulic system and steering. The triplex mast unit operates between the tough steel con- structed reach legs, at the end of which are mounted the load wheels and brake assemblies. The Ri4/F16 have two chassis widths available, 1224mm and 10S4mm(RI6N only), The wide chassis has a width over reach legs of 1250mm and the narrow chassis width over reach legs of 1080mm. Fig.2, shows the basic chassis with overhead guard with rounded blended in design, 3.2 DRIVER'S SEAT The driver's seat, see Fig.3. is mounted on the seat pan (which covers the d.c. motors) by four M8 x 30 screws, spring washers and nuts, Housed under the seat squab is the seat interlock microswitch and heater if fitted), and is actuated by the driv- ers body weight, The heated seat assembly is an alternative option, 3.3 OVERHEAD GUARD Fig.2. shows the standard overhead guard exploded away view. Secured by two M24 x 80 cap head screws "11" and plain washers '12' (torque to 850Nm) and one M12 x 30 hexagon head sorew, plain washer, spring washer and M12 nut (torque to 93 - 104Nm). Attemative overhead guards can be fitted to both narrow and standard chassis, with mesh and no poly- carbonate cover or with polycarbonate cover and no mesh. 4.3.1 OVERHEAD GUARD REMOVAL FIG.1. Apply handbrake, turn keyswitch OFF, chock load wheels securely and disconnect the battery. = Using a suitable sling connected to the overhead guard support the weight, See Fig.1 FIG. Page 2 (01/99)Service Training lansing Remove The driver's seat/cover, and the driver's floorplate. Using @ 19mm socket Alien key connected to a suitable torque wrench (600 Nm} remove both M24 x 80 socket cap head screws '11’ and washers "12’ Remove the N12 x 30 hexagon head screws '13', washer "14, spacer '17', spring washer '15’ and nut "16! ‘The overhead guard "10" can now be removed from its chassis mountings. 3.3.2 OVERHEAD GUARD - REPLACEMENT To replace the overhead guard, reverse the removal procedure. Torque the M24 cap head screws "11° to 650Nm,Lansing Service Training OVERHEAD GUARD AND BATTERY CENTRALISING MECHANISM 4. Spacer 2. Screw- M12 x 30 3. Screw - M24 x 60 4. Nut- M12 5. Washer 6. Washer 7. Spring Washer 8 Chassis 9. Overhead Guard 40. Tension Locking 11, Grating * 12, Strap - Stee! * 13. Panalling * 14, Tape * Page 4 FIG.2, 16. 16. 17 18. 19, 20. 2a 22. 23, 24, 25. 26. t . Spring Plate Plate Pivot Bracket Sorew - MB x 12 Screw - M12 x 25 Spring Washer . Plate t Plate t 5. Screw - MI0x 301 Cable assembly - Battery Option Roll off battery option (01/83)Service Training 3.4.0 SEAT ASSEMBLY eeroesena " 12 13. 14. 18, 16, 7 18 Upper Assembly Petal Assembly ‘Seat Cover Foam assembly Frame assembly Suspension assembly Microswitch assembly Microswitch - Heater Tittlever assembly Suspension cover Fore and Aft adjustment Damper Weight - adjuster Springs Bearing Bump stop Suspension Spring KnobLansing Service Training 3.5.0 BATTERY CARRIER - FIG.4. Figure 4 shows the two types of battery carrier assembly available in exploded view. Each type of battery car rier is mounted across the top of the chassis legs and located on two guides '18" each side. The battery cartier in ‘each case is released by liting lever '3', which disengages the locking mechanism lever ‘17’. This allows the vari- ‘ous plates and angles '31’, 32, '36','37’ and 38" to engage the levers 12’ and '14' to draw the battery carrier out sufficient to clear the chassis, and allow the battery to be lifted clear as shown in Fig 5. NOTE: There are combinations of the above detailed plates and angles, which are fitted to the reach carriage to suit various chassis widths and amp hour capacities. See the Spare Parts List publication number 113 804 90 Ot page reference 03/70/00 to 03/70/02 for details. 3.5.1. BATTERY CARRIER REMOVAL Should the battery carrier require removal, follow the battery removal procedure 3.6.0. If no suitable liting equip- ment is available, then it is recommended that two persons are used to lift the battery carrier from the trucks reach legs. 3.5.2 BATTERY CARRIER REPLACEMENT Battery trolley replacement is a reversal of the battery carrier removal procedure. Ensure it sits square and firm on the reach legs before following the Battery Replacement 3.6.1. procedure. Ensure the battery carrier locks firmly in the battery cartier locking mechanism. 3.5.3 BATTERY CARRIER FIGs. Page 6 (01/93) )Service Training BATTERY CARRIER KEYCODE 4, Spring 2, Tension Spring 3. Lever 4. Handle 5. Pin 6. Piate 7. Nut M10 8. NutMt2 9. Washer 10, Pin = Cotter 11. Spring Clip 12 Pod 13, Shim 14, Rod 15, Thrust Washer 16, Thrust Washer 17. Lever 18. Guide 19. Screw - Countersunk head M12 x 30 20, Spring Washer 21. Spring Washer 22. Spring cotter 23. Block 24. Sorew - Cap Head M10 x 20 26, Screw - Countersunk head M6 x 20 26. Thrust Washer 27. Spring Washer 28. Spring Cotter 29. Screw - Countersunk head M12 x 35 30. Nut M12 31. Angle - Right hand roll on/off 32, Angle 33. Plate - Standard carrier 34, Plate - roll on/off cartier 35. Plate 36. Plate 37. Angle 38, Angle 39, Sorew- hexagon head M12 x20 40. Screw - hexagon head M12 x 35 41, NutMt2 42. Plate assembly right 43, Plate assembly left 45. Support roller 46. Butier 47. Washer 48, Screw - hexagon headService Training 8.6.0 BATTERY REMOVAL Apply the handbrake Ensure the mast is fully reached back. - Pull battery release lever up. = Raise the front battery lid '1' (i hinged lid Is fitted). + Reach fully forward. + Using suitable liting equipment remove battery from trolley, see Fig.6. Ensure battery does not strike the mast or power chassis while carrying out the battery removal. FIGS, 9.6.1 BATTERY REPLACEMENT = Replace the battery on the trolley, Ensure the battery is allgned onto the trolley as shown in Fig.6.0n page @ and is replaced the correct way round. = Reach fully backwards. The trolley will automatically lack in position. NOTE 1: Approximate weight of the battery can be as follows :- 360 Amp Hour = 750 kg, 480 Amp Hour = 950kg, 600 Amp Hour = 1135kg NOTE2: 600AH battery is fitted to a standard truck and 480AH battery is fited to narrow version only These trucks are fitted with a battery lid which hinges upwards for battery removal. it also assists when replacing the battery. Lids must always be hinged upwards to prevent damage. in weight must be compensated by additional weights. CAUTION : The battery must correspond to the series versions in size and weight. Any deviations Please contact your local authorised LANSING LINDE dealer. Pages (01/93)Service Training BATTERY REPLACEMENT NOTE: It is essential that the battery is correctly seated on the batlery trolley before reaching back and locking into position. Position the battery on the trolley centrally using the red/green markers (1 and 2) for guid- ance. 000\ It any of the red section (2) is visible when the battery is on the trolley, reposition the battery Until it is as near to the outer edge of the green 7 section (1) as possible, fi Fl Reach the battery back until it locks into pos! tion, - The battery will be automatically centralised and aligned with the trolley edges. 2 FIG.6, CORRECT BATTERY POSITION (Battery reached out for elarity) CAUTION : Ensure the battery is replaced with the negative terminal adjacent to the bulkhead, See Fig.7. Replacement of the battery the other way round will cause damage. NOTE : Some batteries also have the positive terminal adjacent to the bulkhead.eons Lansing Service Training 346.2 BATTERY CHANGING (WITH ROLL ON ROLL OFF CARRIER) OPTION The A14/A16 has it's 48 volt battery supply in a steel rec- tangular container (containing 24 x 2 volt cell assem- blies), and located between the chassis and the mast. ‘Some models can be supplied with a roll-on/rolt-off type battery changing facility. The procedure for changing this type of battery is as follows. = Reach the battery fully out ~ Disconnect the battery plug, Place battery cartier on the side of the chassis along- side the battery position. ~ Lift out the battery locking device '1' on the carrier, see Fig.8. Release the truck battery locking device by lifting up and rotate down the battery retaining bracket '2', see Fig.9. = Manoeuvre the battery (on the rollers) fully onto the carrier, see Fig. 10. = Lock battery unit on to the cartier using the locking device. Re-connect the battery to the truck, using a battery cable extension. Manoeuvre the truck to align with the recharged bat- tery on the static stand, = To replace the battery unit onto the truck, reverse the removal procedure. Page 10Service Training Lansing 3.7.0 REACH CARRIAGE FIG.12, The reach carriage is of welded stee! construction and is mounted between the chassis reach legs, running on four steel guide rollers '13'. The guide rollers incorporating bal! bearings run two each side within reach chan- nel Four side steady rollers '4’, adjustable by means of shim(s) '8" for central alignment and sideplay. Two other roll ers ’5' are used to remove any excessive vertical reach cartiage roller freeplay. A pivot welded to the front left hand side is the forward anchor for the reach jack. Two magnets '35' mounted in the base of the reach carriage are the actuators for the reach slowdown proximity switch '30' fixed to the reach cyl- indor. The two front upright members form the mounting points for the mast unit pivots. 3.7.1 REACH CARRIAGE REMOVAL ‘Apply handbrake, chock load wheels securely. Reach mast unit fully out ‘Turn keyswitch OFF, Disconnect battery plug. Remove mast unit, see Section 8. Disconnect hydraulic hose connections at the reach carriage hose mounting bracket. = Remove the hydraulic hose clamp from the left hand side of the reach carriage (viewed from the driver's seat) Disconnect the reach jack front pivot. Remove the reach carriage stop, bolts from the front of each reach leg. Using suitable liting equipment, see Fig.11, remove the reach carrlage from the chassis, taking care to release the hoses as the carriage is withdrawn.Service Training 3:7.2. REACH CARRIAGE ASSEMBLY Screw - MB x 35 ‘Suppot roller Washer Bearing Bearing Cable assembly Proximity switch Tab housing Flat plug 10, Bracket 11, Shaft 12. Spacer 13. Shim 14, Washer 18, Bracket 16, Collar nut 17, Magnet 18. Screw - M6 x 10 19. Screw - M6 x 16 20. Screw - MB x35 Page 12 Fig.12. 21 22, 24, 28. 26. a7. 3 22, 33. 34, 35. 7. 30. 40, Screw - M10x 16 ‘Screw - M10 x 35 Screw - M10 x 60 Screw - M4 x 25 Screw = M12 x 40 Screw - M4 x8 Nut - M20 Nut - M10 Nut - M12 Spring Washer Spring Washer Spring Washer Spring Washer Spring Washer Spring Clip Shatt Lubrication Nipple Shaft Shaft Reach carriage (01/93)Service Training Lansing 8.7.8 REACH CARRIAGE REPLACEMENT ‘To replace the reach carriage, reverse the removal procedute. Should new guide rollers oF steady roliets be fitted then some rollers may require adjustment, see 3.7.4 ‘Should the reach carriage be re-newed, ensure the reach slowdown magnets ‘36’, see Fig.9., are replaced in the correct position, see Section 7 3.7.4 REACH CARRIAGE ROLLER ADJUSTMENT 3.7.4.1 FRONT - SIDE STEADY ROLLERS FIG.13 The side steady rollers 't' can be shimmed to remove excessive side play, see Fig 13 and 14, Adjustment is by slackening the two hexagon head sorews '2' and inserting or removing shims ‘3! to suit each side. Ensure there is minimal side play 2mm maximum and the reach carriage is central within the legs. 3.7.4.2 GUIDE ROLLERS FIG.13 ‘The main guide rollers 4’ are not adjustable. FIG.13. 3.7.8.3 REAR - SIDE STEADY ROLLERS FIG.14 ‘Two side steady rollers are located at the rear of carrlage and can be adjusted as described in 3.7.4.1 3.7.4.4 REAR - ECCENTRIC ROLLERS FIG.1, ‘Two additional rollers one each side at the rear of the reach carriage run on the bottom of the reach channel ‘Those rollers have eccentric shafts for adjustment. Adjustment is by slackening locknut 's' and turn the hexagon shaft with a 27mm spanner to press the roller down onto the reach leg channel bottom face. This will raise the guide roller '7’ into contact with the channel top face. Tiahten locknut'S' ater adjustment,Lansing Service Training 3.8.0 COVERS, COWLINGS AND PANELS Screw M6 x 12 Screw MB x 12 Pin Washer Washer Blind Clamp Lock hook Key 10. Pipe clip 11. Rubber washer 12, Cable bushing 43, Fan (see 6.10.1 in Section 6) 14, Washer 48. Paneling 18. Pivot 17. Shatt 18 Rod 19. Angle Page 14 20. 21 22. 23, 24. 26, 26. 27. 28. 29, 30. 3. 32. 33, 34, 36. 36. 37, 28. 39. 40. Stay Stay Cover Guard Hinge Screw Ma x12 Screw M6 x 16 Screw M6 x20 ‘Sctew MB x 10 Screw MB x 16 ‘Screw M8 x 20 Sorew M8 x 25 Screw MB x 30 Screw Md x 10 Screw M8 x 20 ‘Screw M10 x 25 Nut M8 Nut Me Washer Washer Washer Figs. 41 42 43, 44, 45, Spring washer Spring washer Washer Spring Pin Screw hexagon head M8 x 30, Floor plate Seal profile ‘Support Bracket Side panel Cover Seal support Cover Fastening Rubber strip Pheumatic spring . Battery cover Battery cover Nut Mé Spring washer Armrest (01/93)Service Training Lansing 3.9.0 TRUCK SERIAL NUMBER ‘The 113 family reach truck R14/R16 models each have the chassis stamped with a truck serial number. 3.9.1 POSITION ‘The serial number is normally stamped on the front top right hand side of the chassis just under the LTM con trol base plate in characters of nm and also on the capacity plate, see fig. 16 9.9.2 FORMAT XXX X KK KKK KK — testeenay Year produced. D = 1993. — geen 3.9.3 EXAMPLE 113 D 04 0015 16 — mercapaciy 16 ~1.5 tomes Truck serial number January {_________________ 993 - E = 94 and soon Family type number NOTE: When ordering spare parts , the truck serial number is normally required to ensure the correct repiace- ‘ment pact is supplied. L. Capactey Plate 2. TruckService Training SECTION 4 - STEERING AND COMPONENTS & LOAD WHEELS (from Series 01/93) TABLE OF CONTENTS 40 STEERING AND COMPONENTS 41.0 INTRODUCTION HYDROSTATIC POWER STEERING 41d POWER STEERING HYDRAULIC PIPING CIRCUIT . . 4A2 POWER STEERING HYDRAULIC SCHEMATIC DIAGRAM. 41.3 POWERSTEERING UNIT. . 420 MAINTENANCE 4.3.0 STEERING UNIT . 43.1. UNIT VALVES REFERENCE 43.1.1 PRESSURE RELIEF 43.12 SHOOK, beceevees beeen 43.1.3 SUCTION 4314 CHECK 43.15 STEERING UNIT- EXPLODED VIEW. 43.2 STEERING UNIT REMOVAL . . 43,3 ‘STEER UNIT REPLACEMENT 4.4.0 STEERING MOTOR - REMOVAL 44d STEER MOTOR - REPLACEMENT 45.0 STEERING CHAIN ADJUSTMENT 46.0 STEER MOTOR - EXPLODED VIEW 46.4 ASSEMBLY DETAIL 47.0 STEERING INDICATOR 47.1 STEERING INDICATOR SETTING 4.8.0 LOAD WHEEL REMOVAL... . ve 4.84 LOAD WHEEL REPLACEMENT . 482 LOAD WHEEL BEARING - PRELOAD PROCEDURE 483 LOAD WHEEL ASSEMBLYLansing Service Training 4.0 STEERING AND COMPONENTS 4.1.0 INTRODUCTION HYDROSTATIC POWER STEERING Hydraulic power assisted steering is standard on the F14/R16 models, Hydraulic oll is fed from the main reservoir to a pressure pump driven direct from a pump motor, which oper- ates at low speed when the keyswitch is turned on and the seat switch is closed. Only when the steering whee! is. ‘operated by the driver hydraulic pressure will rise and close the pressure switch 351. This will cause the power steering LTM to go into full conduction and apply battery voltage to the motor, which will run at full speed. The power steering LTM will revert to slow speed, when the pressure switch opens, after a small delay when the river stops turning the steering wheel. ‘The pressure pump delivers oil through flexible hoses to the steering unit, which is connected to the steering wheel. As described above only when the steering wheel is turned hydraulic oil is directed at high pressure ‘rom the pump via the rotary valve and the rotary meter of the steering unit to the steering motor ports L or R depending on the direction the steering wheel is turned, The rotary meter regulates the oil flow to the steering ‘moter in proportion to the angular rotation of the steering wheel. Hf the oil flow from the steering system pump fails or becomes very low, the steering unit functions auto- matically as a manual steering pump The R14 has a turning radius of 1540mm and the R16 a turning radius of 140mm, 4.1.1 POWER STEERING HYDRAULIC PIPING CIRCUIT 1. Hose - Steer Unit to Pump Outlet 2. Hose - Steer Unit to Steer Motor (Port 'A’) 3. Hose - Steer Unit to Steer Motor (Port 'B') 4. Hose - Steer Unit to Tank FIG. Page 2 (o1/93)Service Training 4.1.2 POWER STEERING HYDRAULIC SCHEMATIC DIAGRAM Hydraulic tank Fitter Stee hydraulic motor ‘Shock valve - steering control (190/140 bar) Steer pump motor Steer hydraulic pump Pressute switch (8 bar at working pressure) Pressure reliet - steering contro! (85 bar)Service Training 4.4.3 POWER STEERING UNIT (01/93) Page 4Service Training POWER STEERING UNIT - KEYCODE 1. Sorew- Hexagon Head MB x 20 2. Washer - without Steering Indicator 3, Washer Piain - Without Steering indicator 4. Steering Wheel 5. Steering Column 6 Nut-M18 7. Washer 8. Mounting 98. NutMB 10. Washer - Spring 11, Control Valve - Steering 12. Kit Repair 13, Adaptor 14, Adaptor 15. Cover 16. Hydraulic Motor 17. Key 18. Seal Kit - Repair 19. Adaptor 20. Washer 21. Spacer 22, Screw - Hexagon Head M12 x 50 23. Washer - Plain 24. Washer - Spring 25. Plate 26. Chain Whee! 27. Washer - Spring 28. Mounting, 29, Nut-M10 30. Washer - Plain 31. Adaptor 32. ‘O'Ring 33, Adaptor 34, Washer - Spring 36. Chain 36. Chain 37. Link- Chain 38. Bolt - Hexagon Head M12 x 90, 39. Nut- M12 40, Switch - Pressure 41, Seal 42. Bush 43. Potentiometer assembly 44, Support 45. Gear 46. Gear 47, Bush 48. Bolt MB x 50 43. Threaded pin 60. Washer 51. Spring washer 52. Spring cotter‘Lansing Service Training 4.2.0 MAINTENANCE Careful maintenance is essential to the reliability and the life of the power steering hydraulic system. ‘The power steering hydraulic system shares the same oil reservoir as the truck's hydraulic lif, each and tit sys. tems. Theretore, the oll condition and level must be checked regularly and the oil and oil fiters changed at the prescribed intervals, see Inspection and Maintenance Schedule in Section 10. Check also the hoses for leaks and connections for security. Check the operation of the steering lock to lock. Ensure the operation is smooth driving slowly over a level. dry concrete surface. Should the steering operation not be smooth, suspect dirty hydraulic oil causing partial ‘obstruction somewhere in the system. if the hydraulic oil is suspect, replace the fluid in the system clean the power steering oil fiter and replace the filter element. Should the hydraulic oi and filter remedy not cure the ‘ault, then suspect a faulty steering unit or steering motor. The steering unit relief valve pressure reference is 70-75 bars and the shock valve is set to 130-150 bars. Do ‘ot interfere with these settings as they are factory set and should not be touched. 4.3.0 STEERING UNIT 4.3.1 UNIT VALVES REFERENCE FIG.4 4.3.1.1 PRESSURE RELIEF ‘The pressure relief valve protects the pump and steering unit against excessive pressure and limits the system pressure while steering, 4.3.1.2 SHOCK ‘The shock valves protects the steering unit and limits maximum external forces on the steering motor. The shock valves in the steering unit also limit the maximum pressure drop from L to T and from R to T. The shack valves are of the direct acting type, so they re-act very quickly. 4.3.1.3 SUCTION The suction vaives ensures oll suction to avoid cavitation in the steering motor. To provide correct suction, @ back pressure valve must be connected into the tank line from the steering unt. NOTE: A connection which incorporates a check valve allows cil flow to bypass the back pressure valve from the tank to steering unit 4.9.1.4 CHECK ‘The check valve protects the driver against jerky steering wheel. t also prevents ail from flowing back into the pump line when steering against a high pressure on the steering motor side. The check valve is built into the steering unit P Connection. Page 6 (orse3)7 hE Service Training Lansing 4.3.1.5 STEERING UNIT - EXPLODED VIEW Torques ‘Screws 20 and 21 -3.0+/-0.6 Nm Plug - Roliof Valve 24-5.4/-1 Nm Plug - Shock Valve 26-3+/-0Nm 4. Dust Seai Ring 2, Housing - Spool and Sleeve 3 Ball 4. Thread Bushing 5. 0'Ring 6 Kin Ring 7. Bearing Assembly & Ring 16. ‘0'ring 8 Pin 17, End Cover 10. Spacer 18. Washers 24, Relief Valve 44, Cardan Shaft 19. Rolled Pin 25. Spring Wire 12. Spring Set 20. Screw-with Bore 26. Shook Valve (Dual) 13. ‘O'ring 21, Screw 27. Ball 44, Distributor Plate «22. Nameplate 28. Spring 48 Gear Wheel Set 28 Prive Serew 28 Rllad PinService Training 4.3.2 STEERING UNIT REMOVAL Apply handbrake turn keyswitch off, disconnect battery. = Remove the three fast fit securing screws and lit up the LTM control covers and which surround the steer- ing wheel. - Remove the second cover and instrument switch panel. This simply requires the removal of the two fast fit securing screws and the cover can be stowed down on the driver's footplate. Using a 27mm spanner remove the M18 steering wheel securing nut and withdraw the steering wheel = Disconnect the four hose pipe connections on the steer unit. Plug each connection to prevent ingress of din, Remove the four M8 nuts securing the steer unit to the mounting bracket. ~ Withdraw the steer unit from its mounting, 4.3.3 STEER UNIT REPLACEMENT To replace the steer unit, reverse the removal procedure. 4.4.0 STEERING MOTOR - REMOVAL = Chock load wheels securely, turn keyswitch off, disconnect battery plug. Remove seat/motor cover, - Raise driver's fooiplate. - Remove steering indicator, see 4.6.0. = Tum steering (if necessary) to reveal steering chain link. = Slacken steering chain tension, by releasing the steering chain tension adjusting bolt under the steer ‘motor mounting bracket. Remove stearing chain link but keep chain secure. Do not allow it to go slack. Disconnect both steer motor hydraulic hoses. Plug hose adaptor ends to prevent ingress of dirt Remove steer motor chain sprocket, Remove both M12 x 50 hexagon head steer motor securing screws, Withdraw the steer motor from the steer motor mounting bracket and from under the chassis, NOTE:On narrow aisle trucks, it will be necessary to remove the reach jack rear pivot pin and move the reach Jack aside to allow room for the steer motor to be removed from its mounting underneath the chassis. Page 6 (01/93)Service Training 4.4.1 STEER MOTOR - REPLACEMENT To replace the steer motor, reverse the removal procedure and adjust the steering chain, see 4.5.0. 4,5,0 STEERING CHAIN ADJUSTMENT FIG. Apply handbrake, turn keyswitch OFF, disconnect the battery, chock the load wheels securely. Remove the driver's floorplate focking screw, lft and support the floorplate. NOTE: For narrow aisle trucks. it may be necessary to semove the driver's tloorplate complete by:- removing the two MB x 20 cap head hinge serews to remove the floorplate and disconnecting the accelerator unit and lett footswitch (i ited) electrical cables Slacken the two M12 x 50 hexagon head screws '1' which secure the steer motor to its mounting bracket. Slacken the locknut '2 ‘ease the steering chain tension by turning the screw '3' anti-clockwise. Do not overtighten the steering chain, Allow &mm - t2mm deflection at i's midpoint. Tighten locknut ’2’ and steer motor securing screws ‘1’ afler satisfactory adjustment + Replace driver's floorplate and reconnect accelerator unit and left foot switch electrical cables. Test steer- ing operationLansing Service Training 4.6.0 STEER MOTOR - EXPLODED VIEW = (ene 0000- 8 10 bd : PHO Screw - Hexagon Head Seal Kit ‘Commutator Assembly End Cover Manifold Rotor Set Wear Plate 4.6.1 ASSEMBLY DETAIL FIG.7 ® now FIG 7. Link - Drive 8 Circlip 8. Coupling Shatt 10. Key 11. Wear Plate 12. Housing Assembly ae Fia.7 1, Fit commutator assembly with new seal. Assemble seal flat side cut 2. Torque five hexagon head screws 20-35Nm diagonally. 3. Apply grease to the coupling shatt in Page 10 the areas designated by the dotted lines. (01/93)Service Training 4.7.0 STEERING INDICATOR ‘The steering indicator mechanism is located under the driver's footplate. The potentiometer and gear whee! assembly is mounted on a bracket and fitted to the steer motor, which is driven by a small gear wheel con- nected direct to the steer motor drive coupling shail mounted above the steer chain sprocket, see Fig 9. See 6.20.0 in Section 6 for electrical circuit detail 4.7.1 STEERING INDICATOR SETTING The steer indicator setting is carried out with the drive wheel in the straight ahead position. Litt up the driver's footplate. Set the gear wheels so that the arrow on the steering indicator 3P1 points in the straight ahead posi- tion as near as possible, See Fig 8 To fine set the arrow position, the potentiometer adjustment sorew '2" can be used , see Fig.9. - Using a 2.6mm Allen key slacken locking screw ‘1’ and with a small screwdriver turn potentiometer setting screw '2’ clockwise or anti-clockwise to sat the arrow in the straight ahead position, Ensure the locking screw ‘1’ is secure after the adjustment is finally set.Lansing Service Training 4.8.0 LOAD WHEEL REMOVAL FIG.10. Apply handbrake, turn keyswitch OFF, disconnect battery = Securely chock the opposite load wheel and drive wheel. = Raise the load wheel to be removed ciear of the ground. Slacken the brake shoe adjustment. Remove the dust cap 't’ with a screwdriver + Release tab on lock washer ‘3 Remove slotted ring nut "’, Too! number J42828 can be used for this operation, see Fig. tf Withdraw the load wheel, lock washer and bearing inner races trom the load wheel axle shatt. 4.8.1 LOAD WHEEL REPLACEMENT ‘To replace the load wheel to the load wheel axie shaft, reverse the removal procedure. 4.8.2 LOAD WHEEL BEARING - PRELOAD PROCEDURE Tighten ring nut “4’ to 50 Nm. Slacken off ring nut ‘4, Tighten ring nut ‘4’ to 12Nm. = Ensure load whe rns freely. - Secure ring nut '4' with lock washer ’3' to the nearest avaltable tab slot, Page 12 (01/93)Service Training lansing 4.8.3 LOAD WHEEL ASSEMBLY Seal Bearing Sorew - Cap Head M8 x 12 (torque to 23Nm) Washer - Wavy Hub - Cap Washer - Tab Wheel Hub Tye Pin - Dowel 0. Nut - Ring NOTE: Where workshop press facilities are available, the minimum weight required to press the wheel hub ‘onto the bonded tyre is 13 tonnes. Fig.t2.Service Training Lansing TABLE OF CONTENTS BRAKE SYSTEM AND TRAVEL CONTROL LINKAGE (from Series 01/93) SECTION 5 50 BRAKE SYSTEM AND TRAVEL CONTROL LINKAGE. 2 54 THE BRAKING SYSTEM 2 Bad PREVENTIVE MAINTENANGE - HYDRAULIC BRAKES 2 52 MASTER CYLINDER oe 2 52.1 MAINTENANCE NOTES-MASTER CYLINDER, 2 522 FITTING MASTER CYLINDER 3 52.2.1 MASTER CYLINDER - REMOVAL a 52.22 MASTERCYLINDER- REPLACEMENT .. 3 530 FOOTBRAKE LINKAGE ADJUSTMENT, 4 5a BLEEDING THE BRAKES 4 541 LOAD WHEEL BRAKES - PROCEDURE. 4 542 DRIVE WHEEL BRAKES - PROCEDURE 5 55.0 BRAKE ADJUSTMENT - LOAD WHEELS. 5 56.0 THE LOAD WHEEL BRAKES 6 864 ‘ADJUSTMENT 6 562 WHEEL CYLINDER 6 563 MAINTENANCE 6 8.63.1 REPAIR INSTRUCTIONS . 7 57.0 BRAKE SHOES (LOAD WHEELS) 7 874 MAINTENANCE AND INSPECTION 7 872 BRAKE SHOE REPLACEMENT ........... 8 573 BRAKE SHOE - REMOVAL 8 874 BRAKE SHOE - REPLACEMENT 8 875 BRAKE DRUMS (LOAD WHEELS) 8 58.0 ‘THE DRIVE UNIT BRAKE ASSEMBLY 9 58.1 HANDBRAKE AND CABLE - REMOVAL. 9 582 HANDBRAKE - REPLACEMENT. 8 59.0 BRAKE PIPING ASSEMBLY . . rrr 1" 59.4. FOOTBRAKE AND PIPING ASSEMBLY . n 5.10.0 BRAKE AND ACCELERATOR PEDAL LINKAGE ASSEMBLY 13 5.101 ACCELERATOR PEDAL STOP SETTING 213; 5.10.2 BRAKE AND ACCELERATOR PEDAL LINKAGEService Training 5.0 BRAKE SYSTEM AND TRAVEL CONTROL LINKAGE 5,1 THE BRAKING SYSTEM ‘Mechanical and hydraulic braking systems are incorporated on your truck. With optional dual accelerator ped- als fitted controlled electric braking is also available. ‘The hydraulic braking system is operated by the footbrake pedal and is used to. supplement the electric brak- ing and provide an emergency brake. The footbrake s directly coupled to the brake master cylinder, which is self replenished from an external supply reservoir. The footbrake operates a single leading brake shoe on each of the load wheels and also a brake connected to top of the traction motor armature shaft The mechanical braking system consists of a parking/handbrake lever connected by a single brake cable and linked to the brake on the top traction motor. 5.4.1 PREVENTIVE MAINTENANCE - HYDRAULIC BRAKES ‘To ensure the brakes operate with maximum efficiency, the following notes. should be observed: Cheek the hydraulic fluid level in the master cylinder every 1000 hours. Under normal circumstances, top- ‘ping up should only be required after considerable use. A rapid fallin the fluid level indicates either a leak in the system or overfiling of the cylinder. THE FLUID LEVEL SHOULD BE KEPT TOPPED UP TO THE LEVEL MARK AT THE TOP OF THE FILLER CAP ORIFICE, 00 NOT FILL COMPLETELY. Check that the fiter cap orifice is not blocked. Check and adjust the brake shoes periodically, to compensate for wear on the shoes, see 8.8. ~ any part of the system is uncoupled, the system must be "bled". See 5.4 There is brake fluid low level warning LED on the Hour Meter and Battery Discharge indicator, if this LEO should illuminate the truck brake reservoir must be topped up immediately. Check for leaks, 8.2 MASTER CYLINDER 5.2.1 MAINTENANCE NOTES-MASTER CYLINDER Betore dismantling the master cylinder, thoroughly clean the outside, work on a clean bench, spread a sheet Cf brown paper on the working surface. Absolute cleantiness is essential to safe operation of any hydraulic brak- ing system. Carefully dismantle the cylinder and make note of the order of the components and which way they face. Inspect the cylinder barrel and piston for scores or corrosion, replace the master cylinder if dam- ‘aged. Check that fluid ports are clear. Always re-assernble with new cupwasters and seals. Pay particular attention to the correct re-assembly of com- ponent paris, see Fig.1 which illustrates the layout. Note the installation of the valve. Take care not to damage the cupwashers. Check the breather hole in the filler cap. Page 2 (01/93)Service Training 5.2.2 FITTING MASTER CYLINDER The following checks and adjustments must be carried out belore the brake master cylinder is replaced. CHECK: There is 4mm end float on the master cylinder push rod. This will give 5mm free movement on the brake pedal ‘The breather hole in the Master Oylinder Reservoir cap is open, ‘There is sufficient brake lining materia + The brake shoe retun springs are correct = The wheel cylinders are not seized. = The handbrake mechanism and linkage ts ree. The pedal return spring is not broken and the linkage is free = There are no restricted or damaged brake pipes and flexible hoses. The system is tree of a. (Bleed) There is sufficient fluid in the reservolr and the system does not need to be ‘bled! MASTER CYLINDER 1. Master Cylinder 2. Rubber Boot 3. Push Rod 4 Chaip* 6. Secondary Seal sf e. & Seon A= WW ~~ (O ps) GI RI 8. Primary Seal EVENT 8 Primary CA AES 10. Compression Spring ia oO 1, Connector 7” Replace existing ciclip with new one supplied, Component in repair Kit FIG. 5.2.2.1 MASTER CYLINDER - REMOVAL + Chock load wheels securely, turn keyswitch OFF and disconnect the battery. + Disconnect accelerator unit plug and left foot svitch plug (i fited). + Using @ 6mm Allen key remove footplate complete, = Disconnect feed pipe and drain brake fluid reservok. + Disconnect brake pressure pipe. Using @ 1g mm spanner remove the two M8 x 30 hexagon head screws and withdraw the master cylinder ‘and mounting bracket assembly. Remove the two MB x 30 hexagon head screws and withdraw the master cylinder from the mounting bracket. 8.2.2.2 MASTER CYLINDER - REPLACEMENT ‘To repiace the master cylinder, reverse the removal procedure, Bleed the brake system, see 6.4.0 and set the {ootbrake linkage, see 6.3.0. (ora) Page 3Gitte Lansing Service Training 5.3.0 FOOTBRAKE LINKAGE ADJUSTMENT FIG.2 It the master cylinder or the foolbrake linkage has had to be removed for repair or replacement, the linkage ‘and footborake pedal level wil require adjustment. When repairs or replacements have been completed carry out the following procedure. Turn the keyswitch OFF, disconnect the batteries, securely chock the load wheels front and rear. Release the handbrake, Ensure there is mm ftee movement in the master cylinder, To set this, slacken nut ‘A’ and adjust push rod at until there is 1mm clearance. Tighten lacknut ‘A’. This will give approximately Emm free move- ment in the brake pedal. ‘Check that linkage is free to operate with no stifress or binding. Reconnect batteries, remove the chocks ‘rom the load wheels, Check the brake operation, 5.4 BLEEDING THE BRAKES FiG.3 NOTE: Keep reservoir topped up as necessary with corract grade of brake fluid, DO NOT use od brake fluid Which has been bled from the system, 6.4.1 LOAD WHEEL BRAKES - PROCEDURE - Apply handbrake, turn keyswitch OFF, disconnect battery and chock wheels, Ensure all brake pipe connec: tions are secure = Remove dust cover ftom bleed nipple on the right hand oad wheel backplate and connect a length of ‘5mm bore rubber tube, immerse ather end in a small quantity of brake fluid in @ gless container. = Slacken nippie, 9/4 of a turn, and slowly depress brake pedal then release it. Repeat procedure with & brief pause between strokes to allow system to recharge unti fluid in the container is free of air bubbles. Tighten nipple on the lest stroke. Relesae brake podal and remove bleed tube. Replace dust cover Repeat procedure on the other load wheel brake cytinder Page 4 (0/93)Figs 5.4.2 DRIVE WHEEL BRAKES - PROCEDURE FIG.4 Remove seat and seal pan and bleed the drive unit brake cylinder. Carry out the bleeding procedure as In 641 Check brake operation and top up reservoir it necessary, 5.5.0 BRAKE ADJUSTMENT - LOAD WHEELS FIG.5 ‘The load wheel brake adjustment has one adjuster to each load wheel. To camry out the brake adjust: ‘ment, proceed as follows:- 1. Apply handbrake, tun Keyswitch OFF, dis connect batteries, chock drive wheels securely 2 With a sutable jack or liting crane, raise load wheel clear of the ground and chock securely into position. 8. With 17mm adjusting spanner tum the adjust- ers clockwise unt the brake shoes bind tightly fon the drum, 4. Depress the brake pedal sharply several times to focate the fnings against the drum. Then slacken each adjuster in tum one noich at a ‘ume until the load whee! rotates freely. 6. Repeat the procedure for the other load wheel then check brake operation. NOTE: Each toad ‘gon head, fovea) Page 5ite . . Lansing Service Training 5.6.0 THE LOAD WHEEL BRAKES FIG.6 Each load wheel brake has a wheel cylinder mounted to the top of the brake backplate secure by two M6 x 16 screws and M6 spring washers. Hydraulic brake fluid pressure applied to each wheel cylinder ‘I’ expands each brake shoe '2’ and ’3' to the load whee! brake drum. Each brake shoe pivots from the fixed anchor ‘a’, thus the leading brake shoe ‘2° is applied to the brake drum in the direction of rotation and the traling brake shoe '3' against the direction of rota- tion, [As a result the braking action is approximately the same in both directions of travel 6.6.1 ADJUSTMENT ‘The brake shoe adjustment is screw ’S' located on the back of the brake assembly backplate ‘6’. Brake adjust- ment is deseribed in 5.6.0. Fig.7, shows the wheel cylinder exploded view. Bleed the brakes after replacing the cylinder oF seals, see 5.4.1 and 6.4.2. 5.6.2 WHEEL CYLINDER ‘The wheel cylinder “tis operated by the hydraulic brake fluid pressure transmitted by the application of the driv- €er°s foot to the brake pedal, hus expanding the brake shoes by the wheel cylinder pistons. 5.6.3 MAINTENANCE ‘The wheel oylinders and pipe connections should be checked for leaks in accordance with the periodical serv ice in the operating instructions routine maintenance. Figs. Page 6 (01/93)Service Training 8.6.3.1 REPAIR INSTRUCTIONS. Check the cylinder and pistons after dismantling. Use all the Lansing Linde Ld repait kit pats when servicing the brake cylinder‘. IMPORTANT When using mineral ol or synthetic brake fluid as the operating medium. Ensure that correspond- ing resistant sets of seals are used, otherwise the whee! cylinder will not function, Only methylated spirt must be used to clean the brake cylinder and its components. Under no circumstances must any cleaning agent containing mineral oll be used. uring assembly, & suitable assembly paste or fuid must be used and the correct assembly sequence main: tained, Any corrosion pitting, scoring or other damage detected in the brake whee! cylinder ‘1’ then it must be replaced with a complete new whee! cylinder assembly, WHEEL CYLINDER 1. Cylinder 2. Spring Rubber Boot 3. Seal + Push Rod FIG7 ‘After completion of the work on the hydraulic brake system, Carry out the Brake Bleeding operation 5 4. 5.7.0 BRAKE SHOES (LOAD WHEELS) 5.7.1 MAINTENANCE AND INSPECTION ‘The brake shoes need litle maintenance. They require only periodical inspection for damage and wear, see Operating instructions. Routine Maintenance. ‘Check the thickness of the brake linings. These should be examined every 1000 hours, Brake shoes should bbe replaced ithe linings are worn to the following: Riveted Brake Linings: 0.5mm to 1.0mm thickness above the rivets Bonded Brake Linings: Minimum thickness at the most worn part 1.0mm. (oss) Page 7oGimtte- lansing Service Training 6.7.2 BRAKE SHOE REPLACEMENT Always replace @ set of brake shoes. Use only Lansing Linde Ltd genuine spare parts in all servicing and tepair operations, otherwise the vehicle guarantee will be void, Riveted brake linings can be replaced with appropiately equipped workshop in accordance with the brake ‘shoe manufacturers instructions, 5.7.3 BRAKE SHOE - REMOVAL 1. Apply the handbrake, tun keyswitch OFF, disconnect the battery, chock the drive wheels securely. 2. With a suitable jack or Fiting equipment raise load wheel clear of the ground and securely chock under the chassis, 3. Release the adjustment fully on both brake shoes, and remove the load wheel. See under load whest removal, $8@ 4.10.1 Section 4. 4. Take careful note of the positions of the shoes '2’ and and their springs '7° and ‘e'. Remove the steady spring and washer '9' trom each shoe. Carefully store for re-use. See Fig 6 5. Against the load of the pull-off spring pull the hee! of one of the shoes out of the slotted abutment on the ‘wheel oylinder body “I'. Repeat for the other shoe. Unhook the pull-off springs and separate the brake shoes from the piston slots, 6, Prevent inadvertent election of the pistons by restraining them with soft wire, or an elastic band, around the cylinder body 1". Take care not to damage the rubber boots "10° 7. Remove ail dust and dirt from the backplate The brake shoes should be renewed ifthe linings are contaminated with lubricants or hydraulic fluid irrespec- tive of the state of wear. Check for signs of leakage from the wheel cylinders. Inspect the boots, also examine metal brake pipes for wear, damage or corrosion and pullott springs for damage or over-stretching and replace as necessary. Do rot attempt to remove the adjusters from the backplate, if tauty a new backplate will be required. Other than hydraulic parts, metal to metal contact points should be lightly coated with a high meting point ‘grease that Is shoe tips, the areas where the shoe platform seats against backplate, the wheel cylinder abut- ment slots DO NOT allow grease to contaminate the shoe linings, rubber parts and the friction surface of the brake drum. 5.7.4 BRAKE SHOE - REPLACEMENT 1, To re-assembie the brake shoes '2' and '3' reverse the removal procedure. Ensure the springs ‘7" and ‘3° are fitted correctly, see Fig.6 and that the restraining wire or band is removed from the cylinder body "1. 2. Tum the brake adjusters to give minimum adjustment. Refit he load wheel assembly, see 4.10.2. ‘8. Adjust the brake shoes, see Brake Shoe Adjustment 5.5 ‘To ensure balanced brake performance, itis necessary to replace the shoes on both load wheel brake assem- bles. Repeat above procedure on the other load wheel brake assembiy. Bed in the brakes, Pane 8 (01/93)Service Training Lansing 5.7.5 BRAKE DRUMS (LOAD WHEELS) Ifthe brake drum is found to be scored during periodical maintenance, the drum can be skimmed to remove the scores in accordance with the table below. Brake Sizo (mm) Drum iD new (mm) Maximum /D (mm) 200 x 30 200 2015 NOTE: Always skim both drums to the same overeize diemeter and use oversize brake linings. Renew the load hse! if the above remedy does not remove the scores. 5.8.0 THE DRIVE UNIT BRAKE ASSEMBLY ‘The drive unit brake assembly detail can be found in Section 4 5.8.1 HANDBRAKE AND CABLE - REMOVAL FIG. Chock load wheels securely. Reach battery out, Disconnect battery. Release handbrake, Open both LTM contro! covers Femove seat and motor compartment cover, ~ Remove cover containing instruments/switches and lower it down onto driver's floorplate Disconnect the handbrake operating cable from the traction motor end. Remove the large cover trom the ‘chassis, which covers the handbrake lever assembly. = Disconnect the handbrake interlock switch wiring at connector 1 x2. ~ Remove the two screws “4” and 'S’ and nut ‘7’ that mount the handbrake lever assembly to the chassis. ‘rom the battery side omove the bracket '2' and handbrake lever assembly 1" from its mounting, ‘To remove the cable from the handbrake assembly :- Remove handbrake lever from ratchet, Remove clevis pin from the handbrake lever and the assembly is dismartled. 5.8.2 HANDBRAKE - REPLACEMENT ‘o replace the handbrake lever assembly, reverse the removal procedure. Check and adjust the handbrake ‘cable if necessary, see 1.6.1 in Section 1 (ovss) Page 9fansing Service Training HANDBRAKE AND CABLE 3 é Housing -3 way 1x2 40. Tab - Terminat 11. Mioroswiten 12, Actuator 18, Sorew- M3 x20 14, Washer - Plain 18. Nut Ma: 16. Pin ” —2 ¥7. Pin-Cottet y __ 18 Spring 18, NutMa Page 10 coves)Service Training 5.9.0 BRAKE PIPING ASSEMBLY Fig® shows the brake pipe layout for the RI4/R16, Al bundy material brake piping is supplied ready set (approximately) for fiting. Bleeding points are_on the load wheel cylinders (backplate) and the brake cylinder fon the drive unt 5.9.1. FOOTBRAKE AND PIPING ASSEMBLY 1 Brake Pipe - tee piece to left hand load whee! brake Brake Pipe - tee piece to ‘ight hand load wheel brake Brake Pipe - tee piece to tee piece Brake Pipe - tee piece to drive unit brake Backplate - Load Whee! Plug Brake Cylinder - Load Whee! Spring Washer Screw - MB x 16 Adjuster Wedge Washer - Plain Screw M10 Brake Shoe ‘Spring - Upper (0193) 18 Spring - Lower Spring - Steady Master Cylinder Kit - Repal, see parts list Sorew = M12 x 40 Washer - Spring Bearing - Needle Nuts Washer - Spring ‘Sorew - MB x 30 Washer Nut Head - Fork Pin - Captive Circip 18 x 1.5 Washer - Plain 17 x 28x25, Lever Bracket Connector Banjo Union Figs. Hollow Serew Seal Seal Pipe Assembly Reservoir Guage Pin Pipe 43a,.Bracket 44 46, 46 a7. 49, Screw M6 x 12 Spring Washer Clip Screw MS x 12 Washer Screw MB x 30 Module Bracket ‘Screw -MB x 12 Nut Ms ‘Spring Washer we \Gitte Lansing Service Training FAULT FINDING CHART FAULT POSSIBLE MECHANICAL CAUSE POSSIBLE HYDRAULIC CAUSE. Pedal Travel Excessive Both Brakes Drag Unbalanced Braking Spongy Pedal Action Brakes inefficient Severe Brakes No Brakes (Pedal aoes to floor) Page 12 Brake shoes require adjusting, Reservoir fluid (insulficient frm pressure level low. ‘on pedal), Acrated system Womn brake linings. (Bleed Brakes) Pedal to master cylinder. Linkage incorrectly set. Brake shoes improperly Blocked air vent in fited. cap. Incorrectly set pedal linkage. Port clogged by (No clearance between push rod main rubber cup. and piston) (incorrectly set Padal or linkage seized or pede! linkage). st Reservoir over ‘Weak or broken pedal return filed. spring Whee! cylinder Weak or broken shoe pul-off seized. 5 ral oll or con- Handbrake adjustment incorrect. tamination in system Handbrake mechanism seized or (causes rubbers to sti swell. Loose wheel bearing Faulty whet Loose backplate covtinder. Brake shoes incorrectly Obstructed brake adjusted, those, Weak or broken shoe return spring, Handbrake adjustment incorrect. Handbrake mechanism seized or sti. Lining grades mixed. Grease on tinings. Drums distorted or cracked, ‘Warped brake shoes. Agrated System Loose brake tinings. {Bleed Brakes) Loose anchor pins. Either or both ‘Loose brake backplate master rubber cups worn, Linings not ‘bedded-in’ Aerated System Grease on linings. (Bleed Brakes). Incorrect grade of ining Wheel cylinder Linings badly worn, leaking, Incorrect reassembly. Loose brake linings. Not an hydraulic Loose anchor faut. Loose brake backplate. Incorrectly profiled linings, Pedal linkage damaged, or Aerated System disconnected. @leed Brakes). Brakes out of adjustment. Distorted or damaged Brake linings worn out. ‘master cylinder cup washers. Lack of fuid. (01/93) raService Training Lansing 5.10.0 BRAKE AND ACCELERATOR PEDAL LINKAGE ASSEMBLY Fg 10 shows the exploded view ofthe brake and dual pedal accelerator linkage assembly. Single pedal items are in the keycode. The footbrake master cylinder setting fs described in 5.3.0. 5.10.1 ACCELERATOR PEDAL STOP SETTING ‘The single accelerator pedal stop setting fs described in 6.8.6 ‘The dual accelerator pedal stop settings are described in 6.8.6 BRAKE AND ACCELERATOR PEDAL LINKAGE KEYCODE Theaded bar 39. Screw M12 x35 Pin 40, Pin Bush 41, Bush Support 42, Bush 1 2. 3, 4 5. Tension Spring 6 Spring 7 8 9. Pedal Covering Pedal Right - with bushing Shaft 10. Brake Pedal 11. Roller 12. Accelerator Assembly 13. Screw MB x 12 14 Screw M6 x 20, 15. Screw M6 x 30 16. NutMS 17, NULMS, 18 NutMé 18 Shim 20. Shim 21, Spring Washer 22, Pin 23. Ping x98 24. BallJoint 25. Ball Joint 26. Bush 27. Noodle Bearing + 28 Clip * 23. Pedal Covering * 30. Switch’ © 31, Screw Mx 10 * 32, Washer * 33, Spring Washer 3. Pin 35, Pedal Covering 36. Pedal 37, Lever +38, Beating *Htoms starred are required for single pedal models oniy SEE FIGURE 10, PAGE Ta coves) Page 13) Service Training Gitte. lansing ND ACCELERATOR PEDAL LINKAGE 5.10.2 BRAKE Al (01/93)Service Training TABLE OF CONTENTS LTM ELECTRICAL CONTROL (from Series 01/93) SECTION 6 60 119 FAMILY ELECTRICS - MOSFET CONTROL AN INTRODUCTION . 61.0 TRACTION GIRCUIT - REFERENCE CIRCUIT DIAGRAM 620 TRANSISTOR MODULES 621 PRINCIPLE OF THE FIELD EFFECT TRANSISTOR 822 CONTROL OF FIELD-EFFECT TRANSISTORS . 623 TURNING ON 624 TURNING OFF: 625 TRANSISTOR MODULE TERMINALS 628 _ INSTALLATION OF THE TRANSISTOR MODULES. 62.7 TESTING THE TRANSISTOR MODULES 627.1 TRANSISTOR BLOCK TEST .... : : 627.2 TESTCONDITIONS AND REQUIREMENTS |... 62.73 TEST TRANSISTOR BLOCKS 628 TRANSISTOR SWITCHING TEST 6281 TEST: TRANSISTOR TURNS ON 6282 TESTING THE FREEWHEEL DIODE IN THE TRANSISTOR MODULE - 629 FREEWHEEL DIODE (DOUBLE DIODE) 6.30 TRACTION CIRCUIT AND VARIOUS MAIN CURRENT FLOW PATHS 113 TRACTION CIRCUT. 640 NEGATIVES - DUTY AND LOCATION 65.0 _ INTERLOOKS AND ALARMS : 65.1 SEAT SWITCH DELAY MODULE 390.366.05.00, 65.2 LEFT FOOT SWITCH (SINGLE PEDAL ONLY). 853 ALARMOPTION. 654 OPERATION OF AUDIBLE ALARM (OPTION) 855 KEY SWITCH AND TRUCKINITIALISING CIRCUITS. 85. SEAT SWITCH INTERLOCK AND DELAY... .. 65.5. _ 1 SEAT SWITCH DELAY MODULE 390 368 05 00 65.7 HAND BRAKEINTERLOCK... .. 658 MOTOR TEMPERATURE INTERLOCKS AND WARNINGS 65.8 TRACTION STABILISED SUPPLY 86.0 - ELECTRONIC TRACTION CONTROL 66.1 TRACTION MODULE. REMOVAL. . 662 TRACTION MODULE PIN DESIGNATIONS. 6621 MOSFET AND DIODE REPLACEMENT 683 TRACTION CONTROL LTM MAIN COMPONENTS. 67.0 CURRENT SENSOR CIRCUIT . .. 87.1 GURRENT SENSOR 390 350 62 0. 67.2 CURRENT SENSOR DESCRIPTION 680 ACCELERATOR UNIT. : 681 DIRECTION SELECTION SWITCH! 14 INGLE PEDAL TRUCKS ONY, 6.8.1.1 HORN PUSH DUAL PEDAL TRUCKS. . : 682 DIRECTION CONTACTORS... .. : 683 ACCELERATOR TRANSMITTER 380 360 76 0. . 684 ADJUSTMENT OF THE NEUTRAL POSTION.» 685 OUTPUT SIGNALS AT ACCELERATOR TRANSMITTER | CONNECTOR 'e- 9 685--~ ACCELERATOR PEDAL STOP SETTING. (ova) 18 4 8 18 9 19 19 19 2 224 24 26 28 28 30 3 at 32 38 38 40 Page 1Gitte Lansing Service Training a7 690 69.0.1 6902 69.1 es14 692 69.21 6922 693 8931 a4 695 6.10.0 610.1 e110 6att att 6113 ita e115 en6 oir e118 6119 6.11.10 ert e112 611.13 6.120 6.12.1 6.10.0 6.10.1 610.2 6.11.0 eit e112 6113 etd 6.12.0 e124 6.13.0 613.1 6.140 615.0 6.16.0 6.17.0 Fage 2 ‘SOLENOID SWITCH - DOUBLE POLE - 1K11 AND 1Ki2 - ELECTRONIC LIFT CONTROL. «<2... 042-25 HYDRAULIC MODULE - REMOVAL. . ... HYDRAULIC MODULE - REPLACEMENT. . HYDRAULIC PULSE LTM te HYDRAULIG MODULE PIN DESIGNATIONS... =. : HYORAULIC LTM 390 360 87 02 MAIN COMPONENTS MOSFET AND DIODE REPLACEMENT HYDRAULIC PULSE CIRCUIT HYDRAULIC CONTROL MODULE ADJUSTMENTS LIFT POTENTIOMETEA SETTING - LOCATED ON END OF VALVE LEVER ASSEMBLY. HYDRAULIC SYSTEM OPERATING PARAMETERS TRACTION SPEEDS AND MOTOR CURRENTS. . UTM CONTROLS UTM CONTROL COOLING FAN CURTIS 804 COMBINED BATTERY DISCHARGE INDICATOR, HOUR METER, BRUSH WEAR, BRAKE FLUID LEVEL ANO MOTOR OVER-TEMPERATURE INDICATOR... BATTERY DISCHARGE INDICATOR AND HOUR METER FAULT FINDING . FAULT ANALYSIS. : BATTERY DISCHARGE INDICATOR WILL NOT RESET. BATTERY DISCHARGE INDICATOR ALWAYS RESETS TO FULL CHARGE AFTER A BREAK IN THE BATTERY LINE . NO DISCHARGE - BATTERY DISCHARGE INDICATOR WILL NOT RUN DOWN . REDUCED HYDRAULIC PERFORMANCE CIRCUIT WILL NOT WORK. . CONTINUOUSLY REDUCED HYDRAULIC PERFORMANCE CIRCUIT WORKS REDUCED HYDRAULIC PERFORMANCE CIRCUIT WORKS EARLY LEDS 00 NOT LIGHT HOUR METER NO DISPLAY. HOUR GLASS SYMBOL DOES NOT FLASH : HOUR GLASS SYMBOL FLASHES CONTINUOUSLY. POWER STEERING CONTROL POWER STEERING CONTROL MODULE. HIGH LIFT TRACTION INTERLOCK STANDARD ON LIFT HEIGHTS. ABOVE 8.5 METRES HIGH LIFT WITH REDUCED TRACTION SPEED DEVICE THE HIGH LIFT SWITCH AND ACTUATOR CAM ELECTRICAL MAINTENANCE EARTH FAULTS, FITTING AUXILIARY ELECTRICAL EQUIPMENT CABLE RUNS... .. : INTERMITTENT FAULTS. CABLES. CABLES - INSPECTION - FAULT ANALYSIS... 0... woes FAULT FINDING ........ wee BATTERY AND CABLES... . cette cones BATTERY MAINTENANCE. eeeereeeeereererss WIRING UNIT - KEYCODE, WIFING UNIT 113 802 03 02 LIGHTING OPTIONS . . STEERING INDICATOR CIRCUIT DIAGRAM 113 202 05 03 CIRCUIT DIAGRAM - KEYCODE. 255 42 3 43 4% 44 44 248 45 48 47 47 49 51 51 51 83 +54 54 54 54 284 84 55 +85 86 55 55 55 86 87 (01/93) ) )Service Training 6.0 113 FAMILY ELECTRICS - MOSFET CONTROL AN INTRODUCTION. The electrical contro} system employed on this new range of trucks uses the Linde Transistor Mosfet power con- trollers (LTM). This modem technology optimises electrical efficiency with mechanical compaciness. Only @ small amount of energy is tequired to power the mosfet when it isin the conducting mode, when this energy is removed the mosfet switches off. On the 113 family the entice control system for traction, hydraulic pump ‘motor and power steering is situated under the drivers arm rest. This gives good access for al electrical compo- ents and provides unrestricted access to the hydraulic tank and motors, which are situated beneath the driv rs seat, The control system is modular in approach with separate pulse units for traction, hydraulic motor and power steering control Single seri field motors are used for all three duties. The traction and hydraulic pulse units are each built on an aluminium base plate, the power steering unit is built within an aluminium module case. Each is bolted directly to the truck chassis and heat sink compound Is Used to improve thermal low. The traction and hydraulic units include an attendant control module. The trac- tion, hydraulic and power steering modules share a common case and connector design. This is a sealed alu ‘minium enclosure with the connector forming part of the enclosure seal. The traction and hydraulic control mod- Ules also include flying leads for the power mostet terminations. ‘A new Albright direction contactor pair uses a single moulding for the contact sets and the internal copper inter- links, it provides direction selection with a minimum of electical terminations. Contactor coll suppression com: ponents are integral with the contactor coils. Different coil termination sizes ensure that the connections are cor rectly polarised, The simple modular approach and reduced component count enable a faully component to be identified and replaced using basic skills and equipment, ‘Three DIN standard fuses provide protection for Traction, Hydraulic and Power steering power circuits. All control fuses are of the modern blade type and have a rating of § amperes and 80 volts. These are housed within @ single six way unit with protective cover. NOTE although these control fuses are mechanically inter cchangable with automotive fuses, AUTOMOTIVE FUSES MUST NOT BE USED. Only genuine Linds fuses have -suticient voltage capability to ensure correct operation at truck voltages. (part rlumber 791 604 00 01). ‘The control system uses a directly actuated emergency isolator removing the need for a line contactor. The hhydravile pump motor control does not use a contactor. ‘The Curtis whee! position indicator unit is employed and is driven by @ potentiometer coupled to the steering mechanism. ‘The combined battery state of charge indicator / hourmeter / brushwear indicator / motor over temperature indi Ccatoriluminates to indicate the truck keyswitch Is turned on. Notes Circuit diagrams show major curtent paths from top (positive) to bottom (negative). All connectors are shown in each curtent path to enable simple fault finding using one circuit diagram. Wire colours are to DIN ISO 6722 part 3 - See table thus = Black BK Green GN White WH Violet VT Blue BU Red AD ‘Orange OG Yellow YE Brown BN’ Grey oy All colour abbreviations are in upper case ‘Two colours would be denoted thus:- OGVT = Orange Violet Page 3bitte . a lansing Service Training 6.1.0 TRACTION CIRCUIT - REFERENCE CIRCUIT DIAGRAM ‘This model is filed with the stepless Linde Transistor Mosfet (LTM) control which provides precise inching con trol and smooth acceleration from rest with maximum battery economy. ‘The average motor voltage is varied by a mostfet chopper circuit which is controlled by a solid state pulse gen- erator. “Two types of driver traction control are available: ‘The single accelerator pedal which combined with a manual direction rocker switch provides automotive type ‘contra With this arrangement an additional floor mounted switch is situated in the correct resting position for the driv- €'5 left foot, ifthe ruck is operated without this switch being depressed traction will not be available. (nat fted 10 trucks with cabs) ‘The DUAL pedal arrangement with two mechanically interlocked accelerator pedals situated each side of the centrally mounted brake pedal, The driver uses the left foot to select driver fist direction of travel. ‘An automotive type throttle potentiometer Is used in the accelerator unit to detect amount of demand required (On dual pedal trucks the potentiometer output fs also Used to determine direction of travel required. A single sealed microswitch which is operated when the accelerator is away from its neutral position provides @ secon: dary interlock to the direction contactor circuit. ‘The single reversing field traction motor is connected to a double pole change over contactor assembly with coils which are energised to select direction of motor rotation resulting in forward and reverse direction selec- tion of travel The control circuits have @ number of safety features including maximum current limiting and monitoring of the power chopper components. The traction circuits are intertupted by the Key switch and seat switch and reduced to half power when the hand brake is applied, The simple modular approach to the control system enables fauity modules to be identified using basic equip- ment and skils, The 119 range of trucks are ail powered from one of 2 range of 24 call, DIN cased lead acid batteries making ‘nominal supply of 48 volt. ‘The power circult is protected by the hand actuated isolator. However, the traction, hydraulic and power steer- ing circults have individual supply fuses. Page 4 (01/89)Service Training 6.2.0 TRANSISTOR MODULES ype: Linde 7.9194.91.010 Drain-source voltage: V Drain d.c. current 1 Gatesource voltage: V Maximum Dissipation: P GRAPHICAL SYMBOLS: PagesLansing Service Training 6.2.1 PRINCIPLE OF THE FIELD EFFECT TRANSISTOR The transistor modules employed by Linde comprise approximately 80,000 individual transistors. The transi {ors employed are of the MOS-FET type, Metal ‘Oxide Semiconductor Field Effect Transistor amnoog Fleid effect wansistors (FET) belong to the category of unipolar transistors. There are various types ot FETS. The type we use is @ so-called N-channel enhancementtype FET. The current flow in the field-effect transistor is trom the drain (0) to the source (S). Direction of Current ‘The source terminal is connected to battery negative and the drain to the traction motors. The other terminal side of the motors is connected to positive. ‘The concept of N-channel denotes that @ postive voltage must be applied between the gate and the source to control the transistor. This voltage influences the region between drain and source. In an enhancement-type tran- sistor the drain-source channel has approximately zero conductivity, that isthe transistor biocks, when the gate- ‘source voltage is 0 Volts. Ifthe transistor is to become conductive, the gate-source voltage must be increased unt the threshoid of approximately 4 Volts is exceeded, (Only minimal power is required to control the FETs via the gate-source channel Page 6Service Training Lansing 6.2.2 CONTROL OF FIELD-EFFECT TRANSISTORS To make a FET conductive, an electic field is required as in the case of a capacitor, The FET principle, has a capacitance between the gate and source terminal that must be charged for switching the FET on and dis- charged for switching i of, Current Flow for Capacitor I \ Charging Discharging 6.2.3 TURNING ON: Totumn the FET on, positive potential is applied to the gate (+ 15 Vol) via the series resistor (R) and the contro! it~ couit. This fets a current flow via (C) to the source terminal. The capacitance (C) is charged and the transistor becomes conductive. Voltage is now applied to the traction motors, After the charging of (C) is completed, cur- ‘ent no longer flows through (C), but the transistor remains conductive. Page 7Service Training Gate votage tumed on Gate vatlage Us Gate current le Cay charging N t Motor voltage wrned an Motor voltage Us 6.2.4 TURNING OFF: eee 15vOLTS | = ! ‘To tum the FET off, negative potential is applied to the gate via the series resistor {R ). Current now flows from the source terminal (C) via the buil-n bleeder resistor, discharging the gate capacitance (C). This tums the tran- sistor off, cutting off the voltage at the traction motors. Page 8Service Training Lansing Gate voltage Us Gate current os Motor voltage Ue Gate voltage tumed off t Coy discharging Motor voltage turned of t ‘The transistor module is controlled via gate 3 and auxiliary source terminal 4, The 15 volt stabilised supply of the contro! electronics is referenced to negative through the auxiliary source ter minal 4 Electronic Component Page ®Lansing Service Training A. Freewheel Diode B. Zener Diode C. Bleed Resistor Each transistor module contains a freewheel diode, a Zener diade and a bleed resistor. The freewheel diode is used to protect the module against inductive voltage negative spikes. AA Zener diode is mounted between the gate and source terminals to block volage peaks over 18 Volts that could possibly arise at the gate terminal When the posite gate voltage is cut off, the gate-source capacitance discharges via the bleed resistor, turning the transistor module oft Page 10Service Training Lansing 6.2.5 TRANSISTOR MODULE TERMINALS The four terminals on the module are designated by numbers. 3Gate 4 Aunillry source 3 a Ole]: 42 [a 4 The transistor modules are screwed to the heat sink with two M6 x20 socket head screws. As the metallic mount ing surlace of the transistor module is insulated, no insulation is needed between the transistor module and the heat sink ‘Depending on the power requirement, several transistor modules are connected in parallel, For this the indivi: ual modules are connected at the source and drain terminals by two bus bars. 6.2.6 INSTALLATION OF THE TRANSISTOR MODULES ‘The transistor modules installed in Linde controls are MOS-FET modules. MMOS transistors are extremely sensi tive to electrostatic discharges Electrostatic charging can readily occur when walking aver a carpet. In the most extreme case the human ‘body can pick up a 35,000 Volt charge. CAUTION: Before starting work on the power semiconductors, ensure that the operator, working surface/truck are allt the same earth potential by bonding them together. Do not work on carpets or use synthetic outer cloth- ing, The transistor modules must be handled with care to prevent damage to the cooling surface, the drain/source ter- ‘minal orto the connecting leads. ~The mounting surfaces of he transistor modules and the area ofthe heat sink must be free from dust and for: eign objects, = Apply a thin coat of heat sink compound WPV 40 to the mounting surface of the transistor module to reduce the thermal contact resistance (heat transter resistance) between the module and the heat sink + Position the transistor module property, paying altenlion to the drain and source designations. Drain terminal 2- ong bus bar ‘Source terminal 1 - short bus bar Tighten tho MB x 20 screws alternately o 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 correctly with the locating nose, Page 11Lansing Service Training 6.2.7 TESTING THE TRANSISTOR MODULES 6.2.7.1 TRANSISTOR BLOCK TEST -—Q- 6.2.7.2 TEST CONDITIONS AND REQUIREMENTS ‘A multimeter with an ohm range and a 9 Volt block battery are required for testing the transistor module. ‘When testing the module in the installed condition, remove both bus bars. 6.2.7.3 TEST TRANSISTOR BLOCKS = Connect the ohmmeter to source and drain 2 (+ lead to drain, -lead to source). ~ ino voltage registers at the gate, the transistor is blocking. The resistance between source and drain is high It the resistance between source and drain is iow, the transistor is detective. 6.2.8 TRANSISTOR SWITCHING TEST R OND, Pane 12Service Training 6.2.8.1 TEST: TRANSISTOR TURNS ON Connect an ohmmeter to source 1 and drain 2 (+ lead to drain, - lead to source) Connect the 9 Volt battery with negative to auxiiary source 4, Control the transistor by applying + positive to gate terminal 3 It positive voltage is applied to the gate, the transistor becomes conductive and the resistance between source and drain is 00 CAUTION: Ensure that the polaity is absolutely correct when connecting the 9 volt battery to gate terminal 3 ‘and to auxiliary source terminal 4 +9 Volt to gate 3 negative to ausiiary source Not heeding this precaution will lead to fallure of the transistor module. To prevent failure due to false connections, a 1k chm/0.25W resistor should be installed in the positive lead of the 9 Volt bat- tery, 6.2.8.2 TESTING THE FREEWHEEL DIODE IN THE TRANSISTOR MODULE ‘Connect multimeter set to Ohm range with positive to source and negative to drain and confi that the inter nal diode conducts. Page 13Ale Lansing Service Training 6.2.9 FREEWHEEL DIODE (DOUBLE DIODE) re: Linde 7 919 48 90 24 Limiting Current: tray = 8208 Virtual forward current: tees = 500A Inverse peak voltage: Vrsu= 800 V GRAPHICAL SYMBOLS 10— oa ‘The same mounting conditions apply for the braking diode as for the trensistor module. Page 14Service Training 6.3.0 TRACTION CIRCUIT AND VARIOUS MAIN CURRENT FLOW PATHS 113 TRACTION CIRCUIT ‘The single reversing field traction motor is connected to @ double pole changeover contactor. The selection of 1d determines the direction of rotation of the motor and hence the direction of travel of the ‘The motor circuit is connected in series with the Linde Transistor Mosfet (LTM) chopper module (Fig 1a) which responds to operator demand and toad conditions imposed to vary the current flowing in, and mean vokage applied to the motor citcuit thus controling the torque and speed of the motor 183 Current Sensor iFt Fuse 1K31 Contactor 112 Contactor IMI Motor «Field Mi Motor - Armature 1V6 Diode 182 Diode G1 Battery 48 volt LIM. Traction Pulse Unit 781. Isolator - Emergency Fage 15Lansing Service Training 113 TRACTION CIRCUIT MAIN CURRENT FLOW, MOSFETS TURNED ON ‘when the mostet is In conduction the full battery voltage is applied to the motor circu (Fig 1b). 183. Current Sensor 1Ft Fuse 1K11 Contactor 1K12 Contactor AMT Motor - Field M1. Motor - Armature 1V6_ Diode 152 Diode G1 Battery 48 volt ETM. Traction Pulse Unit 781. Isolator - Emergency FIGAB Page 16Service Training Lansing 113 TRACTION CIRCUIT MOSFETS SWITCHED OFF FREE WHEEL CURRENT FLOW ‘The LTM includes free wheel diodes which conduct current when the mosfet is in @ non conducting state (Fig 10). There are no adjustments available on the standard traction LTM control system. Nominal stalled traction motor armature current limit is 310 amperes. 183. Current Sensor 1Ft Fuse 1K41 Contactor 1K12 Contactor IM1 Motor Field ANT Motor - Armature 1V6 Diode 182 Diode G1 Battery 48 volt UTM Traction Pulse Unit 781. Isolator - Emergency Fig.c Page 17Lansing Service Training 6.4.0 NEGATIVES - DUTY AND LOCATION ‘The trucks electrical system is wited using four independently wired negative systems. itis very important that the connection points for each of these are correctly located and securely connected Negative 1. Negative 2, NOTE Negative 3 Negative 4, Page 18 Colour Blue (BU) This ig used for all non electronic negative requirements tke the horn, lighting supplies and acces- sories, The pick up point for this negative system is on the first negative connection available {rom the battery plug - the hydraulic LT. Colour Black (BK) Used for all logical and control circuits associated with the traction circutt. These negative circuits are “star point connected at one ring terminal vihich must be connected to the source clamping screw of the centre traction mosfet on the negative bus bar. ‘The black wire betwoen 2X1:7 and the hydraulic lever remote potentiometer is as supplied on the potentiometer and is NOT associated with the negative number 2. ‘Colour White-Grey (WHGY) This is the traction electronic negative, Its routed from each of the traction mostet plugs where it ploks 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 (O@VT) This is the hydraulic logic and control negative and feeds the hydraulic motor temperature sensor and reach lever switch. I is derived trom a ring terminal fited to the source clamping screw of the centre hydraulic mostet on the negative bus bar.Service Training 6.5.0 INTERLOCKS AND ALARMS. 6.5.1 SEAT SWITCH DELAY MODULE 390.988.08.00 ‘An electronic module provides a delay of several seconds before truck functions are inhibited after the seat swilch is opened. This ensures that the truck functions, including electric braking are not unnecessarily inter- tupted by saat bounce, 65.2 LEFT FOOT SWITCH (SINGLE PEDAL ONLY) The 113 family reach truck includes in the circuit a foft foot switch 184 on single pedal models only. This must be fully depressed to permit traction. The let foot switch 184 is not fled to 143 reach truck models supplied with cabs, 6.5.3 ALARM OPTION ‘When fitted, this alarm sounds after a delay ofa few seconds ifthe driver vacates the seat without first applying the hand brake, see 6.5.4 Pace 19—imtie lansing Service Training 6.5.4 OPERATION OF AUDIBLE ALARM (OPTION) 'A.48 volt sounder is used for the alarm 184. This assembly is located adjacent to the seat switch delay module, see Wiring Unit 113 802 03 02 and page 72. ‘A positive supply will be routed via the normally closed contacts of 1K3 to the alarm, ‘The alarm will sound when the hand brake is released closing 1$2 which completes the path to negative. When the seat is occupied 1$1 closes and causes the relay within the delay madule 1A3 to close. Current will then flow from 1F2, through 1%3, 1R2, 1X31:3 through the now closed relay contact within the delay module, +1K3 will energise, Its contact will open removing the positive supply to the alarm. Sounder Part Number 791.891.5205 Relay Part Number 000.973.19.11 Delay Module Part Number 380.965.08.00 OPERATION OF AUDIBLE ALARM (OPTION) CIRCUIT 1A3 Seat Switch Delay Module 184 Alarm 1F2 Fuse control Circuit 1K3 Alarm Interlock Relay Gt Battery St Keyswitch 4182. Hand brake switch 181 Seat Switch 781 Emergency Isolator Fig Page 20Service Training 6.5.5 KEY SWITCH AND TRUCK INITIALISING CIRCUITS FIG.3, ith the truck key switch closed a battery postive supply is provided by GNRD wires to the traction control mod: ule at 113-12 hydraulic control module at 2K1-12, power steering module at 3X1-12, accelerator unit at 1X10- the tws cooling blower motors at 9X1-2 and 9X22, the steering indicator, battery state of charge indicator via 4542.12 641-12 and the heater control circuit should @ cold store seat be fitted. 12 Fu St Battery 81 Keyswitch 751 Emergency Isolation 1F2 ‘ocAO st NRO VARIQUS COMPONENT INPUTS = vs va a a) = va — POWER STEERING 3X1-12 FAN 2.9x2-2 3Pt BATTERY INDICATOR X22 "AND FAN 1 1XS2-4 FAN 9x1-2 TRACTION 1Xx13-12 HYDRAULIC 2x1-12 POWER STEERING INDICATOR (OPTION) SEAT - COLD STORE BEACON 5X1. ACCELERATOR 1X105 FIGS Page 21Cmte we Lansing Service Training 6.5.6 SEAT SWITCH INTERLOCK AND DELAY FIG.4 The seat switch delay module is designed to operate over a wide range of operating voltages and is suitable for use on trucks with 24 volt, 48 volt and 80 volt electrical systems, V6 is a PNP power transistor. When the truck key switch is closed a battery postive supply is presented to the seatswitch delay module at 1X31-4. When the seat switch is closed, 1X31-5 is connected to battery negative. Initially, current wil flow charging up ‘capacitors C1 and C2 via R2 and V2. The voltage will be clamped by zener diode V1 Current will now flow from 1X31-4, through R4, base emitter junction of V8, V3, R3, R2, V2, 1X31-5 through the Seat switch to negative. The voltage at the junction of R2 and R3iis clamped by V1. \Ve will turn ON and cause @ main current flow from 1X31-4, R4, the emitter - collector of VB, Kt coil and 131-1 to negative Kt will eneraise, This main current fow now energises the relay, a voltage will also be dropped across resistor R4, This voltage will stabilise at a level determined by the value of zener diode V1, therefore maintaining the main current fow at @ fixed level. In this way the ciroul always provides the correct current flow for Kt coll regardless of the incoming battery supply vokage. With Ki energised its contacts will lose and 1X31-3 and 1X31-7 wil provide a negative signal to enable the hour meter, hydraulic circuit, steering circuit and traction clrout via the left foot switch 184 and the traction motor temperature switch 2, 1812. Thls negative supply also energises the relay within the optional sounder cir- ‘uit tc inhibit sounder operation when the seat is occupied. ‘When the seat switch is opened V8 will continue to conduct for several seconds unti the charge on capacitors C1 and C2 is sufficiently reduced. Rt ensures that the capacttors fully discharge. Page 22 )Service Training SEAT SWITCH INTERLOCK AND DELAY CIRCUIT 1A3_ Seat Switch Delay Module 1812 Temperature Sensor (1M1) 1F2 Fuse G1 Battery St Keyswitch 181 Seat Switch 184 Left Foot Switch 781 Emergency Isolator X1 Battery Connector st TRACTION ENABLE ‘184 LEFT FOOT SWITCH 382. | fea SOUNDER INHIBIT 1363 HOURMETER | SS enABLE os ocak uch wxse2 set ~~] Jou ‘st Fig. Bu Page 23Lansing Service Training 65.6.1 SEAT SWITCH DELAY MODULE 390 365 05 00 PIN ALLOCATIONS, FIGs 6.5.7 HAND BRAKE INTERLOCK FIG.6 ‘The hand brake switch 182 closes when the hand brake lever is fully released. This provides a negative sup ply that is routed to two places: 12) The traction control module 1A1 at 113-22 via diode 1V11. This enables the traction control o be driven up to maximum speed, When the hand brake ewitch 182 is open traction is stil available at a reduced speed, this ensures positive starting on gradients. b)The negative supply to the optional sounder circuit Diode 1V11 ensures that when the key switch St is turned off that no reverse current path exists through the module 11 at 1X13-22 that would. cause the optional sounder 184 to operate at reduced volume. Page 24Service Training Lansing HAND BRAKE INTERLOCK CIRCUIT 1A1 Traction Control Module 184 Sounder (Optional) 1F2 Fuse G1 Battery 182. Handbrake Switch 781 Emergency Isolator x1 Battery Connector St Keyswitch a 1F2 nro 1x1342 1A1 ENABLE FULL SPEED TRACTION Lonaze si a pen SAE ar ve ht SOUNDER OPTIONAL) 0 wit (—— eis Bx i REDUCED SPEED | oe FiG.6 Page 25lime Lansing Service Training 6.5.8 MOTOR TEMPERATURE INTERLOCKS AND WARNINGS FIG.7 ‘The action motor 1N11 has two thermostats fied, the traction LTM heatsink and the lift pump mator each have ‘one thermostat fited, All thermostats are normally closed and open on temperature rise. Traction The traction thermostats progressively open as the temperature increases. 1B11 opens first. 1B11 and the LTM heatsink thermostats provide a series circuit to connect traction module pin 1X18-9 to negative. This permits full speed to be achieved. When either thermostat opens, traction performance will be reduced {and the temperature indicator on the Curtis 604 BDI 6Pt unit wil iluminats. ‘The voltage at 1X13-9 wil rise to HALF BATTERY VOLTAGE when either of these thermostats open. If the Curtis instrument 8P1 is disconnected the voltage at 1X13-9 will ise to battery voltage. When thermostat 1812 opens due to an increased motor temperature traction is inhibited. Cirout shown in Fig4 Hydraulie When the hydraulic 2811 thermostat opens hydraulic performance is reduced. The voltage at 2X1-9 will rise to battery vottage Each motors fitted with a multipin connector which provides temperature sensor and brush wear indicator connections Traction 7 vTBK 1811 2 GNBrushwear - 6Bt 3 GNBK 1812 4 BK - 18tt S GY Brushwear 82 6 YEBN 1812 Hydrautie 1 Notused 2 YE Gnushwear - «683 3 oGvT = RBIS 4 Notused 5 VIGNErushwear - 684 6 YEGN 2B11 Steering 1” Notused 2 OGBrushwear = 685 3 VTBrushwear = «886 4 Notused When any brushwear sensor provides a positive supply the respective LED In the Curtis BO! unit is triggered ON. Page 26 (01/99)Service Training MOTOR TEMPERATURE INTERLOCKS AND WARNINGS CIRCUIT 1A} Traction Contro! Module 2A1_ Hydraulic Control Module 1815 Traction Motor Temperature Sensor 1 1818 Traction LTM Heatsink Thermostat 2811. Hydraulic Pump Motor Temperature Sensor 1 1F2 Fuse G1 Battery me 6P1 Battery Discharge Indicator and Hour Meter ict Si Keyswitch ose 781 Emergency Isoletor es un Xi Battery Connector GAD st Leg 1F2 731 FIG7 THERMOSTAT [em art 2x76 xt ‘TRACTION HYDRAULIC 1811 MOTOR, 2B / MOTOR ‘THERMOSTAT ‘THERMOSTAT axrd 2x73 [x oovr owe t Page 27bitte. Lansing Service Training 6.5.9 TRACTION STABILISED SUPPLY FIG.8 ‘The battery positive supply routed from the key switch to traction. module 1X13-12 provides the feed for a regu- lator circuit within the module that presents a regulated 15 volt supply between pins 1X13-6 (negative) WHGY and 113-6 (positive) BN. ‘This stabilised 15 volt supply is used uniquely to supply the electronics within the current sensor 189 and the accelerator unit 14. O.1pF capacitors 103 and 1C4 faxed directly at the loom connectors that. mate with these two units ensure that any induced transients in the wiring are adequately suppressed at the point of use. ‘The negative return for these units and the electronics within the traction module 1A1 is through the auxiliary source wires that run together with the gate wires to each power mosfet block 4A1 Traction Control Module ) Ad Acealerator 183. Current Sensor 4C3. Capacitor 104 Capacitor anno iF Fuse Gt Battery iM1_ Traction Motor Si Keyswitch: ae 781 Emorgency isolator ths Xi Batiry Connector Jooro : pocessaron | Bho wos orto sy | OS wa wy we Fas Page 28Service Training Lansing 6.6.0 ELECTRONIC TRACTION CONTROL The electronic rection control is mounted in a dust-and waterproof aluminium injection-moulded housing, No. 390 360 50 18 Traction control 48 Vot NOTE: The different voltage versions of the traction control can only be differentiated by the Part Number on the sticker. Due to the different pin configuration, the truck will not sufler damage If the wrong version is inadver tently used. In this case the truck wil simply be inoperational, 1Vt Connector -Transistor* 1V2 Connector - Transistor* 1V3 Connector - Transistor* Wire - to drain connection Xa * 25 way Pin Connector - Traction Module, see Fig. 10. Module - Traction * CAUTION Ensure positioning key "7" on each connector fits into the groove in the MOSFET socket. Damage will be caused if the connector is fited incorrectly, * Ensure the drain wire connection “is replaced. Under NO circumstances operate the truck with the drain wire loose or disconnected or damage willbe caused. * Ensure the correct traction module Part Number 390 360 60 18 is connected to the traction LTM assembly. otherwise damage will be caused. Figs Page 29Lansing Service Training 6.6.1 TRACTION MODULE - REMOVAL = Apply handbrake, chock load whee's, disconnect power om truck. = For access, see page 51 = Disconnect 25 way connection. Using @ small screweriver release support plate each side, soe fig 8A Raise module and disconnect connectors 1V1, 1V2 and 1V3 Using a 4mm Allen key remove cap head screw to release drain wire from X4 connection, Page 30Service Training 6.6.2 TRACTION MODULE PIN DESIGNATIONS Number y 2) 3) 4) 5) 8) 7 8) 9} 10) 41) 12) 13) 14) 18) 16) i7) 18) 19) 20) 21) 22) 23) 24) 25) 6.6.2.1 MOSFET AND DIODE REPLACEMENT Ensure the MOSFETs 1V1, 1V2, 1V3_ [CJ and diode 1V7 are replaced correctly See Fig. 11 CAUTION: Torque the securing screws as Colour 8k WHEN 8K WHEY BN ‘GEN GNBK wHeu GNRD WHEN aK @yAD WHOG WHYE BUEN 8k BNEK detailed. (ores) FiG.10, Duty Negative input to contactor drivers Not used 1K11 negative coll connection Tied to negative to enable contactors Test point. Battery volts less 0.6 Negative to accelerator and ourrent sensor, ‘Test point, 50% of 15 vot line = 7.5 volts Stablised 15 volt ine, Held low by series connected traction motor and LTM heatsink thermostals to enable {ull speed (reduced speed thermostats open at elevated temperature) 1/2 battery volts when thermostats open. Motor temperature switch, let foot switch and seat switch interlock via delay module pin 7. OV = enable traction. Single pedal trucks. OV = forks forward selected 48 volt battery supply input from keyswitch Not used Not used 1K12 coll negative Tied to negative to enable contactors. Not used. Tied tow to enable full speed, Routed through high litt medule 1A18 on high lit trucks, ‘Accelerator demand input. 75 += 3.75V. ‘Curtent sensor input, 7.5V to 8.0 volts @ 3008 Not used Tied to 0 volts via diode 1V11 for full speed when hand brake released. Tied to 0 votts on two pedal trucks only. Single pedal trucks. OV = forks trailing selected. Not used a7 Page 31Lansing Service Training 6.6.3 TRACTION CONTROL LTM MAIN COMPONENTS: Figure 12 shows the traction control LTM exploded view. This contains the traction module with fly leads for power mostet terminations. The module is mounted on two support plates secured one each side of an alumin- jum heat sink base plate, Also mounted on the heat sink is the MOSFETS 1V1, 1V2, 1V3 and diodes (1V6 and 1V52). The current sensor is mounted on the lower fink connecting the three heat sink mounted mostet drains and the diode block For a better heat transfer to the chassis, a thermal conductive compound is applied to the underside of the alu Tminium heat sink. For the installation of the traction control, the mounting surface must be burr and dust-ree (apply a thin coat of thermal compound). Module Transistor - Current Sensor Diode 152 Transistor Insulator Diode 16 Bus Bar ‘Support Piate - Module FIG.A2 Page 92litte: Service Training Lansing 6.7.0 CURRENT SENSOR CIRCUIT FIG.13 This is connected with a 3 way connector, Pin 1 is the 15 vok stabilised supply (BN). Pin 3 is the reference nega- tive (WHGY), Pin 2 (WHYE} is the output voltage from the sensor and is input to pin 20 of the traction module. This voltage lim will be 7.5 volts when no motor current is lowing and wil ise to 8 vols (average DVM) at 300 amperes stalled current limit BNAD 1A1_ Module - Traction (Par)(inside desh tine) 483. Current Sensor (inside dotted line) Fi Fuse~ Traction 1Ft iF2_ Fuse - Control Grout 1K11 Contactor 114 781e 4K12 Contactor 1K12 ‘Nt Traction Motor 1M 186 Switch-Direction (Inside dov/dash line) 16 Diode 1V6. 1V52 Diode 1V82 1X6 3 way connector 1X8 781 isolator - Emergency S2 Gi Batlory G.1 St Keyswitch vet th EOF] ‘A Output Voltage B Reference Voltage © 18Vok Stabilised supply BK i a ca 1%8 FiG.13. (01/98) Page 33,Lansing Service Training 6.7.1 CURRENT SENSOR 390 950 5200 Direction of current (Current sensor transmitter with intergrated tranecucer Connector 1x6 1 + 18-Votts 2 Output signat 3 Ve FiG.14 Page 34Service Training 6.7.2 CURRENT SENSOR DESCRIPTION To enable current to be measured the magnetic flux generated around the armature current carrying conductor is monitored by the current sensor. This is @ copper link connected in series with the armature cable connection to the mostet drains. Fixed to this link by a plastic moulding is a magneto resistWe device which has a resis tance that changes with the fluctuations which can occur in the magnetic flux. The complete current sensor cir cuit includes two MORs (Magneto Dependant Resistors) which are connected In a half bridge arrangement to censure that any changes due to temperature are cancelled out. The current sensor which also includes an ampli fier to ensure consistent gain and reduce noise immunity is powered from the traction clcuits stabilised 15 vol supply, Etched semiconductor lamina MAGNETO DEPENDANT RESISTOR Fig.18 ‘The magnetic field varies in proportion to the intensity of the current. If]an MOR is mounted vertically to the lines of magnetic flux, the tlow paths of current (b) are rotated depending on the strength of the magnetic field, {and this increases the resistance of the MOR, Current without external magnetic fla lL |---| a. |. we pans oteuren(b) Weta condvctig ares ft Current with external magnetic field FIG.16 NOTE: The sensor transmitter for transistor controls must not be confused with the current sensor transmitter Used in previous Linde controls which does not include an ampli. Page 35oGimtie- Lansing Service Training 6.8.0 ACCELERATOR UNIT FIG.17 ‘This unit which is common to single and dual pedal trucks comprises a centre position detecting microswitch, ‘a potentiometer and an electronic module which buffers the potentiometer voltage and provides suppression for the microswitch contacts. I connects into the truck circuits via a 6 way connector. The pin allocations are: Pint ‘Stabitised 15 volt supply (BN) Pin2 Demand voage (WHOG) This voltage will be 7.3 - 7.7 volts when the accelerator is at rest. On ual pedal trucks this voltage will fall to 3.65 - 3.85 volts when full speed forks forward is ‘demanded. It wil se to 11.15 - 11.35 volts when full speed forks tailing is selected. I the accelera- tor mechanism has excessive overtravel he traction willbe inhibited ifthe voltage exceeds these im: its by more than a small amount, On single pedal trucks the accelerator is only operated in the forks forward direction. Pind Relerence negative (WHGY) Pin4 Battery postive when the accelerator 1A4 microswitch is operated to energise 1K11 and 1Ki2 cols (VTRO), Pin Supply tothe mioroswtch derived from the battery positive via fuse 1F2 and keyswiteh (GNRO) Fin Battery postive viten microswitch released - to high It option module 1A13. 6.8.1 DIRECTION SELECTION SWITCH 186 (SINGLE PEDAL TRUCKS ONLY) FIG.17 A centre off single pole rocker switch is used. This is a single assembly with the horn push, The direction ‘switch pulls DOWN the required direction input to the traction module reference negative. The direction ‘switehy/fiorn push assembly is connected to the truck loom with @ 6 way connector. The direction Inputs will be 0.6 volt below battery positive when NOT selected. Pint Hoin push output to hom (YEO) aaa Pin2 Hon push positive supply (YERD) Rowe ots Pin3 Forks forward selected to traction madule pin 11 (WHBU) eet | avenue Ping Common connection reference negative (BX) feeaon | orca Ping Common connection reference negative (BK), ooo | wewee Piné Forks taling selected to traction module pin 24 (BNEK) NOTE: On single pedal trucks the wire to pin 23 of the traction module must be disconnected at inline faston, Pin 28 will be internally pulled up to 0.6 volt below battery positive. 6.8.1.1 HORN PUSH - DUAL PEDAL TRUCKS ‘On dual pedal trucks the direction rocker switch / horn push units fitted, however the direction rocker switch is. replace by a blanking plate, {6.8.2 DIRECTION CONTACTORS FIG.17 ‘With the truck circuits initialised by operation of the Keyswitch and the accelerator operated a positive supply to the direction contactors will be derived from pin 4 of the connector 1X10 on the accelerator assembly 1A4, When the seat switch is closed and a direction is selected either pin 3 (WHBN, Forks Forward) or pin 18 (WHGN Forks trailing) of the traction module connector will close to negative causing the selected direction con- tactor to energise. Battery voltage fs maintained on the direction contactor coils during tractioning. The suppres sion components for the direction contactors are soldered directly to the contactor coils. Page 36Service Training ACCELERATOR UNIT AND DIRECTION SELECTION SWITCH AND DIRECTION CONTACTORS 1A1 Traction Control Module 1A4 Accelerator Assembly 1F2 Fuse G1 Battery KIT Direction Contactors 1K12 Direction Contactor MS! Microswitch St Keyswitch 186 Direction Switch (single pedal) 781 Emergency Isotator Xt Battery Contactor _ vee Joon EB? st Kevswarcn NAD 71 usr (PART OF 18) | To 1x97 (ABT OF 1813) —— Ke vn 7] co fica |= mu wHeN jwmcn 1x18, x35, Ge Ge He me wegy wroa 8N i Page 97te seat lansing Service Training 6.8.3 ACCELERATOR TRANSMITTER 390 360 76 00 ‘The accelerator transmitter is mounted under the floor plate It is connected to the pedals via an adjustable link- age. During forward and reverse travel the microswiteh for the accelerator transmitter is actuated by the control cam. ‘A conductive plastic potentiometer is connected to the moveable control cam fitted to the accelerator. ‘The potentiometer is powered by the traction module stabilised 15 vol line. The output voltage from the potenti- Cometer is buffered by the altendant amplifier module. There are no adjustments. connector 1X10 is not plugged in, the contro! is inoperational and the directional contactors cannot close. Description Potentiometer Microswitch Contra! cam Bali head Connector 1x10 Connecting cable Butfer Amplifier FiG.18 Page 38Service Training Lansing 6.8.4 ADJUSTMENT OF THE NEUTRAL POSITION FIG.19 ‘After loosening both locknuts, adjust the connecting rod "1" so that pedal travel required to actuate the acoslera- tor is equal to both directions of travel, and the cam "2" returns to the neutral postion "3" when the pedals are released. The accelerator unit and pedal assembly 's mounted to the underside of the drivers lit up footplate ‘Therefore Fig. 19 shows this assembly inthe "i up” position. 1X10. O@ O® i FiG.19 Page 39tte. Lansing Service Training 6.8.5 OUTPUT SIGNALS AT ACCELERATOR TRANSMITTER CONNECTOR (2 - 3) The accelerator output signal can be measured at connector 110, Pin Connections 1X10 (15) (output signal) () negative Microswitch N.O. (normally open) Microswitch Com (common) OO Q® ©O Microswitch N.C (normally closed) FIG.20 wa ua weureat | ome | roms rats | romaro CUTPUT SIGNAL MEASURED ULSGNAL MEASURED | yy. zy |ans6.11a8V| 365-208¥ ‘The control range of the forks talling accelerator pedal transmitter is between 7.9-7.7 V and 11.15-17.35 Volts, and for the forks forward accelerator pedal transmitter between 7.9-7.7 V and 3.65-3.65 Volts, ‘To be able to check the traction control for proper operation, the following nominal voltages are important for the control range of the accelerator transmiter: FORKS TRAILING | FORKS FORWARD Neutral Position 73-770 73-770 ‘Contactor makes a2 eav Pulsing Stans a4V oav ‘At maximum pedal depression This-1135V | 365-085V Contactor Opens BOV 70V Page 40 (01/93) }_ a 1 Service Training lansing 6.8.6 ACCELERATOR PEDAL STOP SETTING FIG.21 ‘with the truck switched on and the hand brake applied, check that power steering is inhibited. Using a sultably scaled vollmeter measure the accelerator output voltage at the accelerator In line 6 way con: nector. Voltmeter negative to pin 3 (WHGY), positive to pin 2 (WHOG). The voltage should be 7.3 - 7.7 volts with the pedals in the neutral position. With the forks forward/single pedal depressed to the stop * Fig.21, check that the voltage falls to 9.65 - 3.85 Volts. With the forks trailing pedal depressed to the siop see Fig.22, check that the voltage rises to 11.15 - 11.35 Volts. The accelerator unit and pedal assembly is mounted to the underside of the driver's fi up footplate, Therefore, access is by removing the tA10 cap head screw '3' and raising the floorplate SINGLE PEDAL QUAL PEDAL, Page 4%Lansing Service Training 6.8.7 SOLENOID SWITCH - DOUBLE POLE - 1K11 AND 1K12 Figure 23 shows an exploded view of the solenoid double pole switch which is mounted adjacent to the three ‘main circult fuses. A periodical inspection of the solenoid contacts should be made every 500 working hours, see operating instructions, NOTE: Contactor coll suppression components are integral with the contactor cals. Sorew - Cover Nuts - Hexagon Head and Spring Washers Cover Spring - Return Contacts - Moving Fixed contacts - normally closed Insulator - Fixed Coil and Frame - Solencid Switch 7 oO CONTACTOR CHARACTERISTICS. PART No. | VOLTS PULLIN ‘DACP OUT | RESISTANCE 77S 560800 | 48 | 26-20 Volts Max (Cold) | 4- 10 Valls [730 = 10% (Cold) FIG.23 Page 42Service Training Lansing 6.9.0 ELECTRONIC LIFT CONTROL The electronic lift control is enclosed in a dust-and waterproct aluminium injection-moulded housing. The lit control is the same for 24 end 48 Volt Electronic lit control 48 Volt Part number: 89¢ 980 50 08 2V1 Connector -Transistor* £2V2 Connector - Transistor* 2V3 Connector - Transistor* ‘Wire - to drain connection x8* 25 way pin connector - Hydraulic Module, see Fig.26 Module = Hyarautic * ‘ CAUTION: Ensure polarising /\ key 7" on each connector fits in te groove in the MOSFET socket. Damage wil be ‘caused ifthe connector is fitted incorrectly * Ensure the drain wire connection “4 's replaced. Under NO circum- stances operate the truck withthe Grain wire loose or disconnected or damage wil be caused * Ensure the correct hydraulic module Part Number 390 360 50 08 is con- nected tothe hydraulic LTM assem- @)—_gf biy, otherwise damage wil be caused FiG.24 6.9.0.1 HYDRAULIC MODULE - REMOVAL Apply handbrake, chock load wheeis, disconnect power from tuck + For access, see page 51 Disconnect the 25 way connector. ~ Using a small screwdriver release the support plate each side, see Fig.25. Raise module and disconnect connections 2V1, 2V2 and 2V3. Using @ 4mm Allen key remove cap head screws to release drain wire from XB connection 6.9.0.2 HYDRAULIC MODULE - REPLACEMENT ‘To repiace the hydraulic module, reverse the removal procedure. Eneure the connections are replaced correctly in thotr MOSFETs, see CAUTION NOTE above. Page 43Lansing Service Training 6.9.1 HYDRAULIC PULSE LTM ‘The hydraulic LTM controls the pump motor voltage in a similar manner to the traction LTM, Smooth stepiess ‘control between zero and 100 % battery voltage may be applied to the motor. No contactors are required with this ‘configuration of motor. The power circu is protected by fuse 2F'. For all hydraulic lever functions apart from reach, the pulse rate Is selected by the cross coupled hydraulic lever potentiometer 281, This gWves the operator progressive contrat of the motor speed by the postion of the control lever in use. During lif, ater the control lever has been operated during most ofits travel the pulse cir- ‘cuit automaticaly “ramps up" to the fully on condition. This ensures precise control of smal lit movements but ‘ensures maximum lit speed when required, When the reach fever is operated, the potentiometer 261 is used to determine mic travel motor speed. When the reach carriage is near the end limits the potentiometer 281 is dis: abled by the reach slowdown switch 288 and a fixed slow motor speed is automatically selected, ‘The control pins of the hydraulic control module 241 associated with function selection willbe internally pulled up to a vokage 0.6 volts below battery positive when NOT selected, 6.9.1.1 HYDRAULIC MODULE PIN DESIGNATIONS Number Colour Duty » Not used 2) YEVT Hydraulic potentiometer enabled = OV 3) Not used (48vots) 4) YEBK Reach slow selected = OV. 5) Not used. 8) Not used 7 eK Negative supply to hydraulic contro! potentiometer, sits at 7.5 vols. 8) Not used. 9) YEGN Linked to battery negative to enable full speed via 2811 temperature switch, 30) YEBU Negative enable from seatswitch delay module 1A3 connector 1X31.7 1) Not used. 12) GNRD Battery volts input to module 241 from Keyswitch St 13) Not used 14) Not used (48 volts) 15) Not used (48 volts) 16) Not used (48 volts) 17) Not used 18) \VTBU —_Tied low by BDI 6P1 for full speed enable 19) WHBK Hydraulic control potentiometer slider. (11 volts = max speed.) 20) WH Hydraulic controt potentiometer supply 11 volts 211025 Not used FIG.26. Page 44Service Training 6.9.2 HYDRAULIC LTM 390 360 87 02 MAIN COMPONENTS Figure 27 show the hydraulic LTM exploded view. This lke the Traction Control LTM contains the Hydraulic Module, with tly leads for power mosfet terminations, The module is mounted on two support plates secured ‘one each of an aluminium heat sink base plate, Also mounted on the heat sink is the MOSFETS 2V1, 22, 2V3 and diode 2v6 For a better heat transfer to the chassis, a thermal compound is applied to the underside of the aluminium heat sink. For the installation of the lit control, the mounting surface must be burr and dustftee (apply a thin coat of thermat compound), 1 2 3 4 6. 6 z 8 8, Hydtaulic Module Insulator Section Freewheel diode 2V6 Transistor modules 2V1 Aluminium base plate ‘Transistor modules 22 Transistor modules 2V3 Bus Bar Bus Bar 10. Support plate - Module Fig27 6.9.2.1 MOSFET AND DIODE REPLACEMENT Ensure the MOSFETs 2V1, 22, 2v3 and diode 2V6 are replaced correctly, ‘500 Fig.28, CAUTION: torque the secuting screws as detailed in Fig.28. 8Nm + 0.5 4Nm + 0.5 Page 45Rte Lansing Service Training 6.9.2.2 HYDRAULIC PULSE CIRCUIT 2F1 Fuse 2F1 2M1 Motor - Pump 2M G1 Battery 48 volt Gt {TM Hydraulic putse unit 241 781 Isolator - Emergency S2 FiG.29 Page 46Service Training 6.9.3 HYDRAULIC CONTROL MODULE ADJUSTMENTS Factory set DO NOT adjust Not used Not used [} a Not used Reach Siow Not used Not used nsec FIG.30 IMPORTANT NOTE Potentiometer adjustment 1 on the control module is pre-set and sealed during module manufacture, no attempt should be made to tamper with this adjustment. 6.9.9.1 LIFT POTENTIOMETER SETTING - LOCATED ON END OF VALVE LEVER ASSEMBLY Ensure load wheels are securely chocked front and rear before commencing the lit potentiometer setting, The potentiometer is mounted on a bracket by the hydraulic control valve and secured by two M2 screw, washers ‘and nuts. The potentiometer has slotted mounting holes to enable adjustment. Certain parts of the following pro: cedure will assist init setting. each the mast fully forward, DO NOT stand betwoen the mast and battery during this operation. + For access, raise the contra! covers as described on page 45. Remove seat/cover assembly to enable viow of the hydraulic pump motor. ‘The adjustments and checks must be carried sequentially to ensure that the hydraulic control system is cor rectly set ‘The reach slow down potentiometer 's' within the hydraulic contral module, the potentiometer mounted on the hydraulic control valve, see Fig.2 Section 7, and the extension block fied to the tit cam are the oniy adjust. able parameters, + Operate reach lever and with mast unit in the stow down zone, adjust the reach slow potentiometer ’S’ in ‘the hydraulic control module, see Fig.30 to achieve a smooth slow down speed, + Ensure the reach stow pulse rate is suficiont to reach the extended battery unlt back into ks operating posi- tion, and the retaining latch looks the battery Operate reach lever in reach forward direction, if necessary slacken the two mounting screws and adjust position of the hydraulic control valve potentiometer to achieve an unladen reach out time of 5.5:6.0 sec fonds. This will achieve an unladen reach back time of §.6-6.0 second. Page 47Lansing Service Training With no levers operated measure the li pump motor voltage at the motor terminals and confirm that the motor voltage is zero. Check also thal a satistactory dead band exists when a hydraulic lever is initially oper- ated belore pulsing starts and the voltage rises. It small voltage exists with the levers at rest, the potent ‘ometer on the hydraulic control valve will require re-adjustment to ensure zero voltage and a satistactory dead band. ) Operate tit lever forward, with forks unladen, ‘Adjust the position of the tt lever cam extension block, by use of the grub screws, see Fig.31, such that the tik forward time is 45 seconds. Raise the cam extension block to increase tit speed and therefore motor current. Lower it to decrease the tit speed and motor current. CContirm that the pump motor current (not battery Ccurteni) is between 80 - 120 amperes, The reach slowdown may require fine adjust ‘ment in laden condition. Page 48Service Training 6.9.4 HYDRAULIC SYSTEM OPERATING PARAMETERS “Wpical currents measured with a clamp on ammeter having a full scale deflection of approximately 300 amps in the pump motor "A" lead. Rta TRIPLE LIFT UFT WASTS BELOW Sasi LIFT HeI@aT | WASTE EASE AND ABOVE LIFT von UNLABEN LADEN UMLADEN LADEN Spee eos 0.95 ms oeomie as ms WAKFULLSPEED | 79 220 170 200 vowensecen | sem O54 ms ose osm THT TE ze ze conprmion | uaoeN | UNLADEN ormecrion | BACK. FORWARD | FORWARD- BACK TIME eae) 45 ASATANED CURRENT (Amps) 80 - 120 AS ATTAINED REACH SIDESHIFT conomow | UMABEN | UNLADEN Oe DIRECTION our BacK ork THE (ace) | 88-80 50-88 TA CRFENT Gimp wo wo a Page 49Gitte: Lansing Service Training HYDRAULIC SYSTEM OPERATING PARAMETERS - CONTINUED sve TIPLE LET LUFT MASTS BELOW 5.455m LIFT HEIGHT MASTS §.455m AND ABOVE LIFT HEIGHT LoaD UNLADEN LADEN UNLADEN LADEN SPEED 0.60 m/s 035 m/s, 0.60 mis 0.35 mis MAX FULL SPEED LET AMPS 170 310 170 310 LOWER SPEED 084 m/s 0.54 mis TYPE ela ze CONDITION UNLADEN UNLADEN DIRECTION | BACK. FORWARD | FORWARD- BACK ‘TIME (sees) 45 AS ATTAINED. (CURRENT (Amps) 7 MAX 80-120 AS ATTAINED 0.84 mis 0.54 mis REACH SIDESHIFT conomon | uncaoen | untanen rom RECTION our oxox sors Tweed | see | sass a8 CURRENT mee) | 39 170 eA )Service Training 6.9.5 TRACTION SPEEDS AND MOTOR CURRENTS ‘Typical currents for the R14/R16 models, measured with a clamp on ammeter having a full scale deflection of approximately 100 amps connected into the traction motor "At" lead, LADEN TPE ‘SPEED MAXIMUM CURRENT IN AMPS Ria 10 Kimsii® 6 Rie Se Kmnslhr™ 5 UNLADEN TPE SPEED MAXIMUM CURRENT IN AMPS Ria Tht Kani 86 ag 1.0 Karn 6 + Minimum requirement, 6.10.0 LTM CONTROLS Figure 83 shows the LTM controls for traction, hydraulics and power steering systems exploded view. The 113. family LTM control system for traction, hydraulic pump motor and power steering motor is located totally under the top cover. Access is by ‘Apply the handbrake, tun Keyswitch OFR [yy Disconnect battery plugs. Loosen cover clamp screws "1 Raise the cover, see Fig. 32. 6.10.1 LTM CONTROL COOLING FAN ‘The LTM control has a 48 vol, 3.3 watt cooling fan ft. ted to the cover, see Fig. 15. Section 3 ‘The fan is electrically connected to the brake fluid level indicator switch $3 postive connector, taking its negative from the horn 4H circuit. The cooling fan therefore operates via the Keyswitch, see Circuit Diagram. Fig.32 fovea) Pane 81Ome. Lansing Service Training (TM conTROLS: ink Bracket ‘Seal switch delay module Contactor Cover assembly top Selb Contact sot 6 7. a 8 10, n 12 13, 14, 5, 16. 17 18. 19, 20. 2 2, 23. 2a, Bracket Fuse carrier Control assembiy/diode Diode Screw M6 x 20 Spring washer Washer Transistor Screw Spring washer Washer Spring washer Washer Washer ‘Current sensor assembly Screw MBx 18 Spring washer Washer Screw MS x 10 Page 62 Traction module Insulator Diode Transistor Screw M6 x 20, . Spring washer Washer ‘Screw M6 x 16 Screw M5 x 12, Spring washer Washer Screw M6 x 10 Hydraulic module Control Power Steering Clip Tab - terminal Heat conducting paste Safety switch Fuse 30 amp Fuse 300 amp x 2 Screw M8 x 16 Screw M10 x 20 Sorew Sorew M4 x 16 Screw 1. Serow |. Screw Nut Ma Nut M6 Nut Nut M10 Washer Washer Washer Spring washer Spring washer ‘Screw M6 x 20 * Bracket sounder * Cable - loom * ‘Screw M4x 16 * ‘Sounder * Relay - sounder * Block - terminal * ‘Screw M6x 12 * Nut Ma Nut Me * Washer - spring * Thermal switch * Optional (ores)Service Training Lansing 6.11.0 CURTIS 804 COMBINED BATTERY DISCHARGE INDICATOR, HOUR METER, BRUSH WEAR, BRAKE FLUID LEVEL AND MOTOR OVER-TEMPERATURE INDICATOR. ‘The 804 instrument includes an interlock as part of the meter function. The interlock contacts will open and cause the hyoraulc performance to be reduced when battery power has been discharged to a pre-set thresh- old, ‘The 804 display includes an LED muticoloured bar graph {or the state of charge indication. This display is only llurninated when the truck key switch is turned on. The hour meter function is an LCD display and inerements when the truck is tured on and the seat is occu- pled. It can indicate up to 8998.8 hours. An egg timer symbol flashes when the hour meter is incrementing, To alter the setting of the state of charge indicatorinterlock, operate the truck on its normal working cycle. Observe the position of the illuminated LED display, ts position will move from ’t' to '0! and the colours will change from green, through yellow to red as the battery discharges. There are 2 red, 3 yellow and § green LED segments. When the reserve ted LEDs flash, adjust the “discharge" potentiometer on the back of the instru ‘ment ita higher or lower battery SG (spectic gravity) is requires. The Curlls 604 has 2 16 way connector i is connected to the truck loom via a short adaptor loom and 2 15 way connector thus: {Sway Curtis plug Colour Duty Connector 1 1 on “Traction motor brush weer 6B1 2 2 Gy Traction motor brush wear 682 3 Sand13 BU Battery negative end interlock 4 4 Not used Hour meter + enable sarmeers 5 5 BURD Fluid inaicator enable [peewee [aso 8 6 GY Hour meter enable [pesos 7 7 Not used 72 volt input cose 8 8 vTBU Interlock + Do 8 8 os Steering motor brush wear 6B5 to 10 YE Hydraulic motor brush wear 658 " " OGBN Over temperature indicator enble 2 12 GNRD Keyswitch + 13 16 GYEN Battery postive 48) 4 14 VIGN Hydraulic motor brush wear 684 5 18 vr Steering motor brush wear 886 Five individual LEDs each will iluminale fo indicate brush wear for the three motors, the brake fluid level and motor ternperature warning, eeeeeocea iclolotolelelelo) FiG.sa Page 53Rte. lansing Service Training 6.11.1 BATTERY DISCHARGE INDICATOR AND HOUR METER FAULT FINDING 6.11.1. FAULT ANALYSIS 6.11.2 Battery Discharge Indicator 811.3 Battery Discharge Indicator wil nat reset 6.11.4 Battery Discharge indicator aways resets to full charge after a break in the battery line. 6115 No Discharge BD1 Does Not Run Down 6.11.6 Reduced Hydraulic Performance Circult will not work 6.11.7 Reduced Hydraulic Performance Circuit Works Continuously 611.8 Reduced Hydraulic Performance Circuit Works Early 6119 LEDs Don't Light 617.10 Hour Meter 641.11 No Display 6.11.12 Hour Glass Icon Does Not Flash 6.17.13 Hour Glass icon Always Flashes FAULT FINDING NOTE: The same safely procedures apply in the Battery Discharge Indicator and Hour Meter fault finding that {are applied for the main truck fault finding, 6.11.3 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 6F1, and measure the voltage across the instrument at connector pin 16 and pin 3. must be above 2.09 volts per cell If tis and the indicator does not reset to show a fully charged battery, then replace the BD! and hour meter 6.11.4 BATTERY DISCHARGE INDICATOR ALWAYS RESETS TO FULL CHARGE AFTER A BREAK IN THE BATTERY LINE It the voltage of the batteries is below 2.09 volts per cell and the indicator did not formerly display fully ‘charged, It should not reset to fully charged after a break in the battery line, Ifthis occurs, the instruments memm- ‘ory cell faulty and the BD! and hour meter should be replaced. This will not affect the discharge function of the Instrument if it is always connected to a fully charged battery ‘and allowed to monitor its discharge without a break in the battery line. NOTE: All battery discharge indicators are supplied with a full reading in the memory. When the instrument is first connected to the truck it will always show a full charge. itis either resetting to show full charge because the battery is fully charged, or if the battery is not fully charged itis repeating the stored information in the mem ‘ory which is a full reading, 6.11.5 NO DISCHARGE - BATTERY DISCHARGE INDICATOR WILL NOT RUN DOWN. The battery discharge indicator monitors loaded battery voltage. Ifthe Instrument is connected to a partially dis- charged battery, it wil not show a discharge reading until it eecognises the loaded voltages of the battery. A work ing time of at least 30 minutes is required for the battery discharge indicator to run down from fully to cor pletely discharaed. To verify that the instrument will run down, measure across pin 16 and pin 3. A voltage of less than 2.0 volts per cell is requited to lower the battery discharge indicator from a full batery charged reading, 6.11.6 REDUCED HYDRAULIC PERFORMANCE CIRCUIT WILL NOT WORK The two LEDs must be alternately flashing on the Battery Discharge Indicator display for the reduced hydraulic performance to ocour. Should the two ted LEDs be flashing indicating a battery charge is necessary but the hydraulic performance has not reduced, a feult somewhere in the hydraulic cirout is indicated. Page 54Service Training With the battery disconnected first measure with an ohmmeter across pins 3 and 8 on the instrument. Ifthere is no reading then replace the Battery Discharge Ingicator and Hour Meter. Should there be a reading, t could indicate a short circuit elsewhere inthe wiring or the BDI 6.11.7 CONTINUOUSLY REDUCED HYDRAULIC PERFORMANCE CIRCUIT WORKS: Ensure good state of charge of the battery. If OK, with the battery disconnected check across the pins 9 and & of the instrument with a voltmeter. There should be no voltage between these points. if there is a reading, replace the Battery Discharge Indicator and Hour Meter. 6.41.8 REDUCED HYDRAULIC PERFORMANCE CIRCUIT WORKS EARLY | must be noted that voltage drops can be caused by poor wire connections, faulty switches and fuses This, will be seen by the Battery Discharge indicator as a low battery state. To check for voltage drops, use a Voltmeter with the positive lead connected to pin 16 and negative connected to pin 3 on the meter. Load the battery and measure the vottage reading. Re-connect the voltmeter direct'y across the main incoming battery cables to the controt unit, eepeat the tes, the voltage should be within 1% of the frst reading Voltages higher than this wil cause the Battery Discharge indicator to calculate battery state of charge trom spu rious readings. If OK, replace Battery Discharge Indicator and Hour Meter 6.11.9 LEDS DO NOT LIGHT ‘The Battery Discharge Indicator LEDs are illuminated by the Keyswitch via the green-red wire to pin 12. Check that the battery positive is present across pin 12 and pin 3. If voltages present but the LEDs do not light, then replace the Battery Discharge Indicator and Hour Meter 6.11.10 HOUR METER 6.11.11 NO DISPLAY The LOO of the hour meter wil iluminate when battery vollage is applied to pin 18 with respect to pin 3, only when battery valts are anphed to pin 12, (keyswitch) if voltage is measured across these pins and the LCD does not tusn on, the Battery Discharge Indicator and Hour Meter must be replaced. If no voltage is measured across pin 16 and pin 3, then there is @ fault elsewhere in the hour meter circuit CHECK: the keyswitch green-red wire and associated connections to pin 12 of the hour meter. Repair as neces sary. 6.11.12 HOUR GLASS SYMBOL DOES NOT FLASH Ut the hour glass symibol does not flash the hour meter is nat incrementing time. It both the Keyswitch is ON and one or both inputs correct and the hour glass symbol is not flashing, the instru- ‘ment must be replaced. If OK: CHECK: the Keyswitch green-red wire and associated connections to pin 12 of the hour meter. Repair as neces- say. 6.11.13 HOUR GLASS SYMBOL FLASHES CONTINUOUSLY ‘A flashing hour glass symbol denotes the meter is incrementing time. Turn the keyswitch OFF. This should remove voltage from pin 12 of the hour meter. Should there be no voltage present at pin 12 and the hour glass ‘symbol continues to flash, replace the Battery Discharge Incicator and Hour Meter Page 55Lansing Service Training 6.12.0 POWER STEERING CONTROL The electiic power steering is energised by the steering LTM. The elactical power circut is identical to that of the hydraulic circut, All the components are located within the steering module as the currents are smaller. Three sets of three pins on the connector are each connected in paratil to provide the main negative, motor sup- ply and motor freewheei diode connections. ‘When the steering wheel is not being operated the power steering hydraulic system is under low pressure and pressure switch contacts will be open. Providing the seat switch is closed the steering LTM will pulse the motor to ‘maintain a small voltage across the motor which wil run at slow speed. ‘When the steering whee! is operated by the driver the hydraulic pressure will rise causing the pressure switch to close. The steering LTM will go into ful conduction applying battery voltage to the motor which will run at full spesd. When the load is removed from the steering wheel the pressure will drop, the switch will open and the LTM will revert back to the slow speed mode after a short time delay. NOTE: The pressure switch is located just below the steering unit. The switch is adjustable by means of a small screw sitvated between the electrical wiring terminals. When a new pressure switch 381 is fited, it may be necessary to adjust the screw in small incre: ments clockwise untl the steering pump motor reverts to slow speed when the steering whee! is released, POWER STEERING LTM CONNECTIONS SEE FIG.35 NUMBER COLOUR DUTY 1 Not used —— 2 Not uses ew | ot= oR 3 RO Battery positive via fuse 3F1 rca | ave me 4 Not used 5 BUBK Motor power connection 6 BUBK Motor power connection 7 Not used 6 BU Battery negative 8 Not used 10 YEBU Seat switch enable 0 volts = go 1" Not used 12 GNAD 48 volt positive supply to steering circu rom keyswitch St 13 Not used 14 Not used 18 RO Battery positive via fuse 3Ft 16 RD Battery postive via fuse 3F1 7 Not used 18 BUBK Motor power connection 19 Not used 20 au Battery negative a BU Battery negative 22 Not used 23 BUGN Pressure switch input 381. The pressure switch clases to negative. 24 Not used. 28 Not used Page 56 )Service Training 6.12.1 POWER STEERING CONTROL MODULE ‘The power steering control Is enclosed in a dust and waterproof aluminium injection moulded housing. The power steering control is the same for 24 and 48 volts. Electronic power steering control 48 vol, Part number 390 360 88 00. The module is mounted between the hydraulic LTM and the traction UTM. POWER STEERING MODULE CONNECTOR PIN IDENTIFICATION FIG.35 Page 67O@te. . . lansing Service Training 6.10.0 HIGH LIFT TRACTION INTERLOCK FIG.36 STANDARD ON LIFT HEIGHTS ABOVE 8.5 METRES HIGH LIFT MODULE PART NUMBER 113.360.51.05, This interlock is to reduce traction performance above a predetermined height When the high tit interlock is required the BK/GYRD link between pins 6 and 7 on the high lit module connec tor 1X97 must be disconnected and the high lit module 113 fitted. The interlock is arranged to ensure that during simultaneous traction and lowering that full speed traction can- not be regained without the driver first releasing the foot from the accelerator. The high lit mast switch 1812 is operated to open when the mast is raised above the interlock position. With the mast below the inteflock height and the accelerator released a battery positive supply will be supotied to the relay coil (1X37-1 GYBK) from the normally closed contact of the accelerator microswitch MS1 (1X10-8) caus- ing i to energise. When the accelerator is depressed a battery positive supply will be routed from the now closed normally open Contact of the accelerator microswitch MSt (1X10-4 VTRO) through 1X36-1, the closed high lit mast switch 4813, 1X36-2, WTVT, 1X37-3 through the naw closed normally open contacts of the reiay 1K13 to the relay coil maintaining it energised. Diode 1V13 ensures that the relay remains energised during the change over time of the accelerator microswiteh MSt ther contacts ofthe high lit relay 1K18 will now alsa be closed and pin 18 (GYRO) ofthe traction module 1A1 via 137-6 will be tled to negative (BK) via 1X37-7 to enable full speed traction, During simuttaneous it and traction the height switch 1813 will open and the relay 113 will release, The resistor divider network within the high lit module presents a fixed percentage of the stabilised 18 volt line to 1X13-18 via 137-6 (GYAD). This will then limit the maximum speed to creep, approximately 1.56 mph (2.5xiph. During simultaneous traction and lowering the height switch 1513 will close, however as the relay coil is in series with its own normally open contacts i cannot re-energise until the accelerator is released to rectose the relay. Page 58 ) )Service Training HIGH LIFT TRACTION INTERLOCK - CIRCUIT JAI Traction Control Module 14 Accelerator Assembly 119 High Lit Module Gi Batley 1K19 Pelay - High Lit Module 1819 High Lit Snitch V3 Diode - High Lit Module 1V14 Diode - High Lit Module 1X10 Connector 8 way Accelerator 4X13 Connector 25 way Traction Module 1X38 Connector 2 way High Lit Switch 1X37 Connector 8 way High Lit Module MSI Microswitch - Agcelorator Rt Resistor - High Lit Module 2 Resistor - High Litt Module RS Resistor High Lit Module 7st Si Keyswitch 7S1_ Emergency tsolstor fy, X1 Batiery Gonnector SL", Tor rs | oa a { my ‘anno I i . i MR Laat [Se ae hy ek amon wine Ly vor [3] [7 r 1 sQ0 Ts | | 3[]0 0 |7 | ata o |e | ‘(i o/s : anvaLicoaTons Nore 1 Remove ine’ when igh Etc sed FIG.36. (01/93) Page 59Lansing Service Training 6.10.1 HIGH LIFT WITH REDUCED TRACTION SPEED DEVICE The high lit relay circuit 6.13.0 concerning the reduced traction performance on high lit trucks is described on page HIGH LIFT MODULE FIG.27 The high lit module ‘1° is mounted adjacent to the brake fluid reservoir "2. Figure 87 shows the high lit module ‘1’ mounted in position. Access to the mod- ule is by uniocking and lifting the seat pan up, dis: connecting the seat switch and cooling fan connector ‘and removing the seat pan assembly. FiG.38 Page 60 6.10.2 THE HIGH LIFT SWITCH AND ACTUATOR CAM FIG.38 The high fit switch “is mounted on a bracket ‘2 and is fited to the outer mast top crossmember 3) A steel constructed switch actuator '4' is mounted to the middle mast bottom crossmember '5'. A 35mm taper on the upper leading edge of the actuator 's' provides a lead in to operate the microswitch actua- tor arm 6" when the middle mast is elevated. coves,ae $ £2, — Service Training Lansing 6.11.0 ELECTRICAL MAINTENANCE 6.11.4 EARTH FAULTS Earth leakage currents can occur due to accumulation of dust on non-conducting surfaces and damage to, or ‘ageing of, insulation, These could lead to short circuit faults with a risk o ie or loss of essential safety features of the system, ‘o prevent truck performance being impaired the following test procedure should be adopted on @ 500 work. ing hour or two monthiy basis, and on the completion of any maintenance work on, or in the vicinity of, the elec: trical equipment Jack up the truck and securely chock into position. Disconnect the battery and, using a 20 000 ohmivolt mut timeter, check that the resistance between any electrical terminal and the truck chassis is not less than 1000 ‘ohms. (Do NOT use a high voltage insulation tester, such as a Megger, for this test since electronic compo: nents could easily be damaged). Ifthe resistance to chassis is lass than 1000 ohms disconnect external con: trol unit leads to isolate the source of leakage. Important features to check are listed below: Ensure that the following cables are not trapned or frayed. Battery leads, Traction Motor Cables, Pump Motor Cables, Truck Wiring Loom, Check Traction and Pump Motors - remove deposits of brush dust. fai et is used ensure that it does not deposit oll or water in motor). Stubborn deposits on brush rocker gear can be removed with @ non-ioxic cleaner e.g. Inhibisol - do not use trichlorethylene, Control gear - check contactor coils and connections, and all internal wiring, Auxlary cuits - check horn, lighting and associated wiring - Battery - ensure that cell tops are clean. ‘Only genuine Lansing Linde spares must be used since it is important that any repaired or replaced compo: nent conforms to the original quality standard, 6.11.2 FITTING AUXILIARY ELECTRICAL EQUIPMENT When fiting auxiliary electrical equipment, itis essential for correct operation ofthe truck to ensure that the equip ‘ment is approved and is connected as specified. Where the operating voltage of the equipment is less than the ‘nominal voltage ofthe truck battery, an intermediate cell on the battery must NOT be lapped to acquire the cor ‘oot voltage, as this causes uneven discharge of the battery colls. Full battery voltage must be used with an appropriate resistor. Before fiting any auxiliary equipment, details should be relerred to the Lansing Service Technical department, which will advise on specific kems and procedures 6.11.3 CABLE RUNS Do not alter existing cable runs or fit additional wiring without fst consulting Laneing Service Technical depart ‘ment, All cable runs are positioned to avald interference to the electric controls. Page 61Lansing Service Training 6.11.4 INTERMITTENT FAULTS: 6 its detinkion an intermittent type of faut is often ficult to locate and rectify as the symptoms are unlikely to be present when circuit tests are carried out. The cause of an intermittent fault is normally not complex, however, since the circuit is working correctly for the majority of the time. In the tist instance question the operator to establish the fault symptoms and refer these to the appropriate sec- lions in the preceding analysis. Ask the following: Frequency offaults = —_~how often per day, per week, and at what time inthe shit? Nature of faut = fale drive, and in one direction only: fai to brake electrical: Operation atime of faulk- Accelerating: braking: mutiple operation of controls: sounding the horn: using handbrake intorloo? Environment = Smooth of rough surfaces: on a gradient indoors or outdoors: extreme heat of cold: in the ran: in dusty conditions? Maintenance = When was last service work carried out what was done? ‘Te following features can be the cause of Intermitent faults and should therefore be inspected, Switches Check the actuation and overtavel of- Handbrake switch, accelerator switch, MS1. Check ail connec- tions Connections Check the cleaniiness and soundness of every bolted connections, crimped and soldered joint and rod- tle connectors. Inspect the battery connectors. Damaged Insulation Ingpect the condition of all cables, wires and looms, particularly the battery cables and flexible motor cables, Check earth leakage resistance between truck chassis and ell terminals. = Motors Inspect the condition of brushes and commutators. Contactors Check contactor characteristics, see 6.87 Additional Equipment Ensure that no unauthorised modifications or additions have been made to the wiring, crcult layout or com ponents, Battery Check 801, then check voltage on and off load to establish battery health. Ensure cell ops are clean and inspect soundness of cell interconnections. Page 62Service Training Safety circult check a) Connect a fused shorting link between the motor armature terminal and battery negative. b) Connect battery, turn key switch ON, close interlocks and select a direction. Depress accelerator. Check. that the direction contactor selected does NOT energise. Repeat for other direction of travel (©) Turn key switch OFF, disconnect battery and remove the fused shorting link ~ Interference: NOTE: The truck must be securely supported and the drive wheels clear ofthe floor a) With battery connected, key switch ON, interiocks closed and a direction selected, depress accelerator Pedal to achieve slow speed rotation of drive wheel. Care must be taken to ensure that the pedal is held steady for these tests. b) Operate the hom several times and check that the Wvaction speed does not change speed appreciably Operate hydraulic functions and check traction speed does not chenge appreciably. ©} Repeat for opposite direction of travel 4d} In the event of interference call superviston, Remember IK truck works normally immediately after a fare the most probable cause Is @ poor connection or incor rect switch actuation When the truck remains unserviceable for a brief petiod the probable cause is temperature rise, if the bat {ety condition is satisfactory. Make an attempt to reproduce the fault by operating the system on load and then apply the faut diagnosis procedure, Look for any effect caused by thermal expansion on connections or switch actuation. Do not immediately assume that the module is at fault 6.12.0 CABLES. In the interest of safe and satistectory operation no additional electrical connections should be made at the bat: tery of at any other point in the control system, nor should any existing cable be re-routed. All cable runs are positioned to provide maximum protection and to avoid interference in the electronic controls, ‘The indiscriminate filing of electrical accessories, such as sensors, elapsed time indicators, or similar equip- ment, can cause interference in the pulsed control system, This is due to the radiation effect of currents in the cables, Relerence should frst be mace to a Lansing Linde depot, or agent, when the fiting of such accesso- Ties is necessary, 6.12.1 CABLES - INSPECTION ‘A gaily inspection of the following should be made: Battery cables Al power cables and wiring looms outside the control unit. Any cables that are damaged or have defective insulation must be enewed before the Iruck is used. Page 62lansing Service Training 6.13.0 FAULT ANALYSIS @) Carty out the following tests with the drive wheels clear of the floor and the truck chassis securely chocked, Release the handbrake and operate the seat switch, 'b) When instructed to check a component always check the continuity of associated leads and connections, plugs and sockets and ribbon cable connections, Do not push instrument prods into sockets in connec: tors as this can enlarge the socket and lead to intermittent connection. ©) Before carrying out tests ensure that the battery is adequately charged and that the battery connections are sound. 4d) The insttuetion to substitute @ number of components in turn infers that the original component should be replaced ifits substitution has not cured the fault. ©) Aer the replacement of any component and before returning the truck to service, check traction in both directions to ensure correct operation of the system. {) Alter any service work ensure that all cables and wiring assemblies are correctly replaced, 9) Turn key switch OFF and disconnect truck battery before carrying out any continuity test. 1) Use a 20000 ohm/mult-meter 1) To simply diagnosis, fist determine which of the following sub-headings is applicable to the fauk 6.19.1 FAULT FINDING TEST! NO TRACTION- HORN INOPERATIVE TEST2 NO TRACTION. HORN OPERATES, HYDRAULICS INOPERATIVE TEST3 NO TRACTION - DIRECTION CONTACTORS 1K11 OR 1K12 00 NOT ENERGISE TEST4 NO TRACTION DIRECTION GONTAGTORS 1K11 OR 1K12 ENERGISE TESTS TRACTION IN ONE DIRECTION ONLY TESTE TRUCK WILL NOT DRIVE AT FULL SPEED, TEST7A SOUNDER (OPTIONAL) - INOPERATIVE TEST 78 SOUNDER (OPTIONAL) RUNS CONTINUOUSLY TEST® HYDRAULIC PUMP MOTOR RUNS AT FULL SPEEDWHEN BATTERY CONNECTED AND ISOLATOR CLOSED BEFORE KEYSWITCH IS TURNED ON, TESTS HYDRAULIC PUMP MOTOR RUNS SLOW TEST 10 HYDRAULIC PUMP MOTOR INOPERATIVE - FUSE 2F1 BLOWN TEST 11 HYDRAULIC PUMP MOTOR INOPERATIVE - FUSE 2F1 NOT BLOWN TEST 12 POWER STEERING PUMP IMOTOR AUNS SLOW AT ALL TIMES. TEST 12 POWER STEERING PUMP MOTOR RUNS FAST WHEN SEAT SWITCH IS CLOSED. TEST 14 POWER STEERING PUMP MOTOR RUNS WHEN BATTERY {S CONNECTED TEST 1S POWER STEERING INOPERATIVE Page 64Service Training FAULT FINDING TEST 1 TRUCK WILL NOT DRIVE - HORN INOPERATIVE Check battery connector and battery isolator TEST 2 TRUCK WILL NOT DRIVE - HORN OPERATES - HYDRAULICS INOPERATIVE, 8D! UNLIT. Check volage at Key svtch OGRD wie "> Batty wos No bate vots \ 1 With key witch on check votage Check samp fuse 1F2 a key ston GNRD wie Fe Battery volts No battery volts (Check continully of BNAD wiring (Chock keyswitch and wiring, Between keyswitch and traction, if OK change keyswitch hydraulic, steering and seat switch delay modules. TESTS NO TRACTION - DIRECTION CONTACTORS 1K11 OR 1K12 DO NOT ENERGISE Does the seat switch operate? Yes No ! 1 Check voltage accelerator connector ‘Continuity check operation of seat pin § GNRD wire switch, left foot switch, traction motor temperature switch and associated wiring, je Battery volts Less than battery volts ' 3k continuity of wiring GNRD With acesterator pedal depressed to keyswitch. Check voltage at 1K11/1K12 VIRD wire Less than battery votts t ‘Check voltage at accelertor ‘connector pin 4. a Battery Volts ‘Less than battery volts, Battery vors 1 ' ‘Change accelerator (Check continuity of VTRD wire Page 65Lansing Service Training Testa CONTINUED I Battery volts ' IS TAUCK A SINGLE PEDAL TRUCK? eh No ves I Check that ether ration module pin 11 WHBU Clore traling) oF pin 24 BNBK (rks frware is at ero vols when a directions selected. Chack catty of wing to dvecton snes, I aulty, replace direction switch. OK ‘Sheck continulty and wiring of left footswitch plug 1X38 and motor temperature sensor 2 plug 1X7. 1 MEASURE VOLTAGE AT TRACTION MODULE PIN 12. GNRO WIRE Battery volts Less than battery volts fl 1 MEASURE VOLTAGE AT TRACTION (Check wiring GNRD to keyswitch. ‘CONNECTOR PIN 8 BN wire 14-16 VOLTS Not between 14 - 16 volts 1 ‘SELECT FORWARD DIRECTION OF Change traction module ‘TRAVEL AND FULLY DEPRESS: ‘ACCELERATOR ‘Check voltage at traction module pin 18 WHOS wire -—— ato vets Not vos 1 | Chock wring betnen aceeratr MEASURE VOLTAGE AT TRACTION Gernot pn and 9 WHOG ard NODULE PN@ WHEN we Viney wits and traction aie comodo pie 8 and 6, Ok Change acolo Loss than 2s Nore tran 2s i | check MOSFETs ana Boces eck wiingbatween tation Te shor creat FOX mnie and theca TK17 WHEN CHANGE TRAGTION CONTROL Fox change arecon contactor st wODULE Page 66_ ED, Service Training Lansing TEST 4 NO TRAGTION- DIRECTION CONTACTOR 1K11 OR 1K12 ENERGISE ‘Check for continuity main traction fuse 1F1 With 1K11 energised. ‘Check voltage on motor A termination at LTM, 1 VOLTAGE AT MOTOR A TERMINATION ON [TM Less than battery volts Battery volts (Check continuity of motor, ‘and cables: Check fuse 11 (Gheck contacts of direction ‘contactors. ‘With forward direction selected and accelerator fully depressed ‘Sheok voltage at traction module pin 8 WHOG we SPEDE Rod sto 4vots Not 1 4 vos ' 1 ‘Check voltage at 1%13.20 WHYE wire 3k wiring to acoslerator unt. ‘Change accelerator unit LT EEEIEEEEREEaeee! 73-77 Not7.3-7.7V 1 1 Replace traction module Check wiring to 183, Replace LTM complete Change current sensor 183, TESTS TRUCK DRIVES IN ONE DIRECTION ONLY, ONE DIRECTION CONTACTOR DOES NOT ENERGISE ‘Solect fauty direction and fully depress accelerator single pedal, check correct operation of direction switch and associated wiring. dual pedal control then: ' (Check votage at traction module pin 18 WHOG wire. [ Not@t0 4 0°11 10 12 ots ' 3.to 4 votts if forks forward selected Change accelerator 11 to 12 vots if forks traling selected 1 Check votage attraction module pin Forks forward #183 WHBN wire Forks traling 113-18 WHGN wire and associated wiring to contactor cols 1KIt/Kt2 | Sunn Less than 2 volts More than 2 volts \ ‘Change traction module continuity of VTRD wire etween contactor cols Check soundness of contactor contact tips, HFOK,-change contactor assembly. Page 67Lansing Service Training TEST6 TAUCK WILL NOT DRIVE AT FULL SPEED With accelerator fully depressed Check operation and associated wiring of handbrake switch and soundness of speed link BNAD (between handbrake switch 1X2-3 and 1A1 pin 22) NOTE: the hand brake switch does not inhibit traction only reduces its performance. Check continuity of negative connections to traction ‘module pin numbers 6, 4, 16, 9 and 23. (Check for ful pedal travel of accelerator. (Check: that the motor temperature thermostat Is closed. If open the temperature symbol on the Curtis BD! ‘meter BOI willbe iluminated, (Check voltage at 113-22 BUBN with handbrake released. a Less than 2 volts More than 2 volts 1 ' Check accelerator output ‘Check voltage at handbrake voltage at traction module At ‘switch connector 12-3 on pin 1X13, the BNRO wire, i Less tan tot More than + volt Check continuity of wing Check wiring between hand between handbrake switch bbrako switch connector 1X2-1 ‘connector 12-9 and BND black wire to negative. If wire speed link. I OK, OK, replace handbrake switch 182. ‘check continuity of diode V1 between BNRD wire ‘speed link and traction module ‘connector 113-22, $$, 30 4 volts if forks forward selected Not 3 to 4 or 11 10 12 volts 11 10 12 volts if forks trailing selected 1 With acoolerator fully depressed Change accelerator ‘and motor at maximum speed ‘measure vokage at common ‘motor A termination at LTM, — Loss than 1 volt More than 1 volt 1 ‘Check motor leads, brushes, routing diodes, Change traction module Chock load and drive wheel brakes to ‘Check each MOSFET for ‘ensure they are not binding. If OK, ‘coftect operation. ‘change faulty motor. Page 68Service Training TEST 7A SOUNDER (OPTIONAL) INOPERATIVE With seat unocouppiad and handbrake released: Check: thet the voltage on sounder connector 1X34.2 is less than 1 volt. Check: BND wiing trom sounder connector 1X34-2 to handbrake switch connector 12-3. (Check: Voltage at sounder connector 1X84-1 OGRD wire. If not batiery volts, check OGRD wiring to fuse 1F2. ‘Cheok: voltage across sounder 184:- i battery volts replace sounder 184. i not battery volts: Check voltage at sounder 1X94-3 GYVT wire. If battery volts replace relay 1K3. I not battery volls, check seal swilch for short cit- Coit. I OK roplace seat switch delay module 1A, TEST 7B SOUNDER (OPTIONAL) RUNS CONTINUOUSLY Check: Voltage at sounder connector 1X34-3 GYVT wire, If battery volts. Chock continulty of GYVT wire to ‘Sounder connector 1X34-8. If OK, replace seat switch delay module 1A3, If nol battery volts, replace relay 1K3. TeST@ HYDRAULIC PUMP MOTOR RUNS AT FULL SPEED WHEN BATTERY CONNECTED AND ISOLATOR CLOSED BEFORE TRUCK KEYSIAITCH IS TURNED ON. Check: each MOSFET for correct operation. 1! OK, replace hydraulic contral module 2A1 TEST@ HYDRAULIC PUMP MOTOR RUNS SLOW Check for correct operation of reach lever switch ‘Check for smooth contrat of voltage on module pin 19 between 775 and 10 volts on operation of the it lever. Check voltage at pin 18 VIBU wire of the hydravlic module. rev Nominal bar vos Zero volts (Check continuity of VTBU wire to Curis BO! emporarly link out Curtis interlock cn instrument enclosure faston strip 1 and 2 (VTBU to BU wire) Re-test hydraulic motor speeds. ee Speeds restored Remains slow speed ‘Change battery ‘With full speed it selected Replace Curtis BDI measure voltage at junction of motor At ternal ana hydraulic LIM connection #25 —— Less than t vol more than 1 vot | 1 Change hydraulic pump motor CChecic each MOSFET tor corect ‘operation. OK, change hydraulic control module 241 TEST 10 PUMP MOTOR INOPERATIVE FUSE 2F1 BLOWN Replace 2F1, if fuse blows immediately battery is reconnected, check motor circut cables for short citcut IF fuse blows when hydreutcs operated, check thet pump moto s free to rotate. Check motor wing for shorts, check motor for excessive carbon contamination. Check diode 2V8 for short circuit. I OK replace tt pump ‘motor - Page 69lansing Service Training ) TEST 11 PUMP MOTOR INOPERATIVE - FUSE 2F1 NOT BLOWN Check motor brushes for excessive wear. Check that brushes are not jammed in the brush boxes. Remove excessive brush dust, Operate itt ever. Che that the voltages on hydraulic module pins with respact to negative are as follows:- PIN VOLTAGE 2 Ze0 6 Ze0 9 Zero 10 Zero 12 Battery Positive 18 Zero 19 10 Volts (approximately) 2011 Volts Hall voltages correct, carry out masfet checks as detailed on page 12. If OK, replace hydraulic contro! module. TEST 12 POWER STEERING RUNS SLOW AT ALL TIMES (Check operation and witing associated with power steering pressure ‘witch 31. Wire colours BUGN and BU. steering motor terminal voltage with 381 linked out, Battery volts Less than battery volts ' Il Change power steering pump motor Change power steering LTM 3A1 TEST 13 POWER STEERING RUNS FAST WHEN SEAT SWITCH CLOSED (Check pressure switch 951 for short circuit ck for short cirout in wiring between steering LTM pin 23 and negative. ‘Change steering LTM. ch TEST 14 POWER STEERING RUNS WHEN BATTERY CONNECTED Disconnect pressure switch 3S1 If stl full speed Replace power steering module 3A1 TEST 15 POWER STEERING INOPERATIVE (Check fuse 3F1 for contioulty. for presence of battery volts on module SA1 pin 12. ‘Check for zero volts on module 3A1 pin 10. heck for battery volts on module 3A1 pins 5, 6 and 18. Chee Battery volts Not battery volts ) ! Replace power stoting Module 241. | ‘Check motor brushes. OK, replace power steering motor. Page 70Service Training 6.14.0 BATTERY AND CABLES Various battery sizes and cables can be supplied on the R14/R16 to accommodate different amp hour capaci ties and chassis widths Pats List reference 65200/01/1 gives the details of the battery options supplied for the various truck widths and ‘amp hour capacities, Fig,38 shows the battery and cables supplied for various chassis widths and market areas. Part List details are in 65200/01/2. oO er Battery Battery cable (narrow and wide chassis UK and French market) Battery cable (narrow and wide chassis German market) Battery cable guide bracket Bush Rod Locking Dise FiG.39. 6.15.0 BATTERY MAINTENANCE. Carry out battery maintenance to the manufacturer's instruction booklet supplied with each battery unit (0193) Page 71Ste. Lansing Service Training WIRING UNIT - KEYCODE 1. To soomenmaxenerzn handbrake switch 3 way connector 1X2 Steer indicator 3P1 Lighting supplies 10 way connector 8X1 Keyswitch St Pressure switch 381 801 (brush wear) indicator 15 way connector 6X2 Steer indicator Potentiometer 3 way connector 3X6 Slow reach switch 3 way connector 2X8 ‘Accelerator 6 way conneotor 1X10 Lot foot switch 3 way connector 1X38 High lit switch 3 way connector 136 Main harness to Hydraulic potentiometer 3 way connector 2X15, to switched battery postive (fuse) 171 to power steer fuse S0amp 3Ft to reach lever switch 3 way connector 2X6 to isolator (Batlery postive) 781 to alarm 184 a 43, lo 8 way connector 1X31 Seat switch delay module 1A3 to traction module 25 way connector 1X13 to current sensor 3 way connector 1%6 to contactor colks 1K11 and 1K12 to Power steer module 25 way connector 3X1 to hydraulic negative connection X25 to hydraulic module 28 way connector 2X to horn push/direction switch 451 Power steering motor 3M1 Direction Switch and horn 2 way connector 1X9 Fluid tevel switch $3 Brusivtemperature indicator traction 6 way connector 1X7 Brushitemperature indicator hydraulic 6 way connector 2X7 Brush wear indicator 4 way connector 3X7 Seat switch 1S1 via 1X32 High fit module 113 via 1X97 18, Cable X25-X5 19. Cable main (positive) 20. Gable (negative) X25 - battery connector Xt 21. Cable X22 - Lit pump motor 2M (02) 22, Gable X24 - Lift pump motor 2M (At) 23, Cable Traction motor M1 (At) -X3 ‘24. Cable Traction motor 1M1 (D1) - Contactor 111 Cable Traction motor 1M1 (02) - Contactor 1K12 ‘Cable Traction motor 1M1 (A2) - Contactor 1K11/12 N.C. ~ Cable contactor 1K11/12N.C. - X52 Gable x2 - contactor 1K11/12 N.O. Cable X22 - Fuse 2F1 Gable X2.- Fuse 1F1 View of LTM controls area showing layout of heavy cable connections. ‘Traction Module Assembly Copper Link Copper Link Module Assembly Seat Switch Delay Module - Power steering ‘Sounder Assembly (Option) Vie 1X34 Page 72 25. 28. 27. 28 22. 20. 31 82. View of LTM controls area showing layout of main harness connections, 33 34 35, 36. 37, 38. Fuse holder - light fuses Hydraulic Module Assembly Fuse Carrier (3 off (main power) Solencid switch direction selection ‘Currant sensor 183 via 1X6 UTM Heatsink - Thermal switch (ones)Service Training lansing 6.16.0 LIGHTING OPTIONS Fig.40, shows the various lighting options available on the R14 and R16. LIGHTING CIRCUIT SES. Working famp (left hand) 5E6 Working lamp (right hand) 5E10 Beacon (rotating) 5E11 Beacon (flashing) 1F2 Fuse (keyswitch circuit) 5F1 Fuse (lighting) G1 Battery ‘510 Ballast resistor (rotating beacon) St Keyswitch 5S1 Switch, working lamp (left hand) 582 Switch, working lamp (right hand) X1_ Battery connector 5X1 Terminal block 10 way (lighting) CONNECTION DIAGRAMpeer esee lansing Service Training 6.17.0 STEERING INDICATOR (3P1) FIG.41 Fig.4t shows the steering indicator instrument and its location on the driver's instrument and lighting switch panel ‘The steering indicator mechanism is located under the driver's footplate. The potentiometer 381 and it's con- necting gear wheel assembly is mounted on a bracket and fitted to the steer motor, which is driven by a smatl (gear whee! connected direct to the steer motor drive shaft mounted above the steer chain sprocket, Details of this assembly and it's setting can be found in 4.7.0, Section 4. The steering indicator potentiometer 381 Is connected to the steering indicator instrument 3P1 as shown in Fig. 42. Fig.41 Fig.42, Page 74Service Training CIRCUIT DIAGRAM KEYCODE Code 1A 4A3, 1A6 1a13 2a 3At 183 184 1811 1812 1813 2Bt 2B11 381 681 682 683 Bd 68S 686 1F1 1F2 1F3 2Fi SFI al SF oFt a at 1611 1K12 at aut Mt Mt oM2 34 art st so 181 182 Explanation of function Location Traction control module 2959-7 Seat switch delay module 29-38 Accelerator assy 48-54 High tit module (option) 48:55 Hydraulic control module 1727 Steer motor contro! module 10-13 Current sensor 3,66-68 Sounder (option) 82 Temperature sensor (11) 78 Temperature sensor (1M) 70 Thermostat (LTM heatsink) 78 Hydraulic demand potentiometer 26 ‘Temperature sensor (2M) 16 Steer Indicator potentiometer 14 Brushwear sensor (1M) 97 Brushwear sensor (1M1) bed Brushwear sensor (2M1) 93 Brushwear sensor (2M) 94 Brushwoar sensor (3M) 96 Brushwear sensor (3M1) 95 Traction motor fuse 3 Control circuit fuse 2 Heated seat fuse 33 Hydraulic motor tuse 8 Steer motor fuse 10 Horn circuit fuse 28 Lighting circut fuse 40 BD1/Hour meter fuse 47 Battery 1 Hom 28 Direction contactor 364 Direction contactor 7.62 Traction motor 3 Hydraulic motor 18 Power steering motor 10 Fan 2 Fan 37 ‘Steering indicator 1314 BD1/Hour moter (Cutis 804) 86-99 Keyswitch 1 Brake fluid level switch 88 Seat switch 3 Handbrake switch 8 Code 186 1813 286 288 381 481 781 wit ait x 1x2, 1x6 1x7 1x8 1x10 1x13, 1x31 1x32. 1X34 1X36 1x37 1x38 2x1 2x6 2x7 exe 2x15 3xt 3x6 8x7 aXxt 8x1 ext exe ext 9x2 azi Explanation of function Location Direction switch (Single pedal) 72.78 High lit switch st Reach slow switch 23 Reach lever switch at Steer pressure switch 12 Horn switch 28 Emergency isolator 2 Routing diode 76 Routing diode 25 Battery connector 1 Connector 3 way (Handbrake) 7 9,80 Connector 3 way (Curtent sensor) 66-68 Connector 6 way {Traction brushitemp) 70,78,97-98 Connector 6 way (Horn push/Ditection switch) ——28,72-75 Connector 6 way (Accelerator) 48-54 Connector 25 way (Traction module) 59-77. Connector 8 way (Seat switch delay module) 29-36 Connector 6 way (Seat) 29.33 Connector 3 way (Sounder) 82,83 Connector 2 way (High fit switch) St Connector 8 way (High lif module). 48:55 Gonnector 3 way (Left foot switch) 70-71 Fitlink plug for 2 pedal or if cab fied Connector 25 way (Hydraulic module) 17-27 Gonnector 3 way (Reach slow switch) 22-24 Connector 6 way (Hydraulic brush/temp) 16,93,94 ‘Connector 8 way (Reach lever switch) 19-21 Connector 8 way (Hydraulic demand potentiometer) 24-26 Connector 25 way (Power steer module) 10-13 Connector 3 way (Steer indicator pot) 13-14 Connector 4 way (Steer brushwear} 95,96 Connector 2 way (Horn) 28 Connector 10 way (Lighting)- link pins 4 and 2 if reduced hydraulic performance not required 37-48 Connector 16 way (meter) 86-99 Connector 15 way (meter) 87-99 Connector 2 way (Fan) 29 Connector 2 way (Fan) 37 Horn suppression 26-27 NOTES:aService Training TABLE OF CONTENTS LTM ELECTRICAL CONTROL - MULTIFUNCTION LEVER (from Series 09/93) SECTION 6 60 113 FAMILY ELECTRICS - MOSFET CONTROL AN INTRODUCTION 4 61.0 TRACTION CIRCUIT - REFERENCE CIRCUIT DIAGRAM. 5 620 TRANSISTOR MODULES 6 624 PRINCIPLE OF THE FIELD EFFECT TRANSISTOR 7 622 CONTROL OF FIELD-EFFECT TRANSISTORS a 623 TURNING ON: 8 624 TURNING OFF: ry 625 TRANSISTOR MODULE TERMINALS .. . 12 626 _ INSTALLATION OF THE TRANSISTOR MODULES. ... . 12 627 TESTING THE TRANSISTOR MODULES. ... cee coe 19 627.1 TRANSISTOR BLOCK TEST : 13 627.2 TEST CONDITIONS AND REQUIREMENTS 13 62.7.3 TEST TRANSISTOR BLOCKS : . . 13 628 TRANSISTOR SWITCHING TEST........ cee 13 6281 TEST TRANSISTOR TUANS ON 14 6282 TESTING THE FREEWHEEL DIODE IN THE TRANSISTOR MODULE 14 629 FREEWHEEL DIODE (DOUBLE DIODE) 15 63.0 TRACTION CIRCUIT AND VARIOUS MAIN CURRENT FLOW PATHS 113 TRACTION CIRCUTT . . 16 640 NEGATIVES - DUTY AND LOCATION 19 65.0 INTERLOCKS AND ALARMS 20 6s SEAT SWITCH DELAY MODULE $90.968.08.00. 20 652 LEFT FOOT SWITCH (SINGLE PEDAL ONLY). . 20 653 ALARMOPTION 20 654 KEY SWITCH AND TRUGK INITIALISING CIRCUIT ai 6.5.8 OPERATION OF AUDIBLE ALARM (OPTIONAL) 2 65.6 OPERATION OF THE HORN. 23 65.7 _ SEAT SWITCH INTERLOCK AND DELAY - REFER TO DRAWING ON NEXT PAGE... . 24 65.7.1 SEAT SWITCH DELAY MODULE 390 365 05 00. : 25 65.7.2 HAND BRAKE INTERLOCK . . 26 658 MOTOR TEMPERATURE INTERLOCKS AND WARNINGS “TRACTION or 659 MOTOR TEMPERATURE INTERLOCKS AND WARNING CIRCUIT - HYDRAULIC AND STEERING : 29 65.10 TRACTION STABILISED SUPPLY......... sees 30 6860 ELECTRONIC TRACTION CONTROL at 661 TRACTION MODULE - REMOVAL. 2 66.2 TRACTION MODULE PIN DESIGNATIONS. . 38 6.621 MOSFET AND DIODE REPLACEMENT 34 6.6.2 TRACTION CONTROL {TM MAIN COMPONENTS -sersersrs weer (oo/es) Page!Lansing Service Training 70 CURRENTSENSOR CRCUT % G71 CURRENT SENGOR 30 350200 7 G72 CURRENTSENSOR DESCAPTION % 580 ACCELERATOR UN. 2 682 DIRECTION CONTACTORS oe ~ 690 DIRECTION SELECTION . © 301 FL KEY PRD ORECTION SELECTION 0 3100 ACOELERATOR TRANSMITTER 20360760 S101 ADYUSTHENT OFTHE NEUTRAL POSTION ‘s $102 OUTPUT SIGNALS At ACCELERATOR TRANSMITTER CONNECTOR (2-8)... 48 S09 ACCELERATOR PEDAL STOP SETTING ‘s Gio SOLENOD SWITOH COUBLEPOLE- 1K11 AND 1K¥2 ‘s G10 ELECTRONICUFT CONTROL 2 va Oitt HYORAULIC MODULE -REMOWAL. ses ocses : ve 6112 HYDRAULIC MODULE-RELACENENT ‘ 6:20 HYORAULIG PULSE LM WITH MT FUNCTION LEVER ‘s C121 MULT FUNOTION LEVER OPERATION os “0 6122 MRLINTERLOGKS = 130 HYDRAULIC MODULE AND HFL Fi DESIGNATIONS ss 6191 HYDRAULIC Tt AN COMPONENTS se $132 MOSFET AN DIODE REPLACEMENT & o13 HYORAULIO PULSE GRCUT % G40 LIFTREAGHPOTENTIOMETER SETHINGRDIUSTHENT. a 6150 HYDRAULIC CONTROL MODULE (036 8036) ADIUSTMENTE ot Cis) HYORALLIC SYSTEM OPERATING PARAMETERS 8180 TRACTION SPEEDS AND MOTOR CURRENTS v0 sie1UMCONTROLS. , ®o 162 LIMCONTROL COOLING FAN : ‘ei G76 CURTISeD4 CONEINED BATTERY BISCHAAGE INDICATOR HOUR METER, SRUSH WEAR, BRAKE FLND LEVEL AND HOTOR OVEATEMPERATURE INDICATOR, « 180 BATTERY DISCHARGE NDIGATOR AND HOURIVETEA FAULT FINDING & oie FAULTANALS a 6182 BATTERY DISCHARGE NDICATOR WiLL NOT ESET. e $183 BATTERY DSCHARGE INIGATOR ALWAYS RESETS TO FULL CHARGE AFTER RBREACINTHE BATTERY UNE “ 184 NODISCHARGE. BATTERY DISCHARGE OIGATOR WL NOT RUNGOWN |. 68 S185 REDUCED HYDRAULIC PERFORMANCE CIRCUT WILL NOT WORK. e G186 _CONTHUCUSLY REDUCED HYDRAULIC PERFORMANCE CIRCUIT WORKS |. 5 S187 REDUCED HYDRAULIC PERFORMANCE CFRCUT IORKS EARLY ss S186 LEDSCONOTUGHT , es Si8e HOURMETER s greta NODISPLAY és S161 HOURGLASS SYMBOL DOES NOT FLASH, ts 1612 HOUR GLASS SYNGOL FLASHES CONTIVUOUSYY os Page 2 (09/93)Service Training 619.0 619.1 6200 620.1 6202 621.0 e211 e2i2 6213 e214 622.0 622.1 623.0 6231 6240 625.0 628.0 627.0 (09/99) POWER STEERING CONTROL .. : POWER STEERING CONTROL MODULE, HIGH LIFT TRACTION INTERLOCK. HIGH LIFT WITH REOUCED TRACTION SPEED DEVICE......... THE HIGH LIFT SWITCH AND ACTUATOR CAM . . ELECTRICAL MAINTENANCE EARTH FAULTS... ose e eevee ce ee sees . FITTING AUXILIARY ELECTRICAL EQUIPMENT CABLE RUNS INTERMITTENT FAULTS. CABLES: CABLES - INSPECTION FAULT ANALYSIS, FAULT FINDING BATTERY AND CABLES BATTERY MAINTENANCE LIGHTING OPTIONS: WIRING UNIT - KEYCODE, WIRING UNIT 113 602 03 02 STEERING INDICATOR (3P1) CIRCUIT DIAGRAM KEYCODE CIRCUIT DIAGRAM 113 802 05 04 6s er 68 70 n n n n R 73 73 74 74 84 BRS e7 Page 3Lansing Service Training 6.0 113 FAMILY ELECTRICS - MOSFET CONTROL AN INTRODUCTION ‘The electrical control system employed on this new range of trucks uses the Linde Transistor Mosfet power con- trollers (LTM), This modern technology optimises electrical efficiency with mechanical compactness. Only a small amount of energy is required to power the mosfet when itis in the conducting mode, when this energy is temoved the mosfet switches off, On the 113 family the entire control system for traction, hydraulic pump ‘motor and power steering is situated under the drivers arm rest. This gives good access for al electrical compo- rents and provides unrestricted access to the hydraulic tank and motors, which are situated beneath the driv. ers seat ‘The control system Is modular in approach with separate pulse units for traction, hydraulic motor and power steering control, Single series field motors are used for all three duties. ‘The traction and hydraulic pulse units are each built on an aluminium base plate, the power steering unit is ‘built within an aluminium madule case. Each is bolted directly to the truck chassis and heat sink compound is ‘used 10 improve thermal flow. The traction and hydraulic units include an attendant control module. The trac- tion, hydraulic and power steering modules share a common case and connector design. This is @ sealed alu- minium enciosure with the connector forming part of the enclosure seal. The traction and hydraulic control mod- ules also include flying leads for the power mostet terminations, ‘A new Albright direction contactor pair uses a single moulding for the contact sets and the internal copper inter- links, it provides direction selection with @ minimum of electrical terminations. Contactor coil suppression com- ponents are integral with the contactor coils. Difierent coll termination sizes ensure that the connections are cor rectly polarised ‘The simple modular approach and reduced component count enable 4 faulty component to be identified and replaced using basic skits and equipment Tivee DIN standard fuses provide protection for Traction, Hydraulic and Power steering power circuits, All contral fuses are of the moder blade type and have a rating of 5 amperes and 80 volts. These are housed within a single six way unit with protective cover, NOTE although these control fuses are mechanically inter- cchangable with automotive fuses, AUTOMOTIVE FUSES MUST NOT BE USED. Only genuine Linde fuses have suficient voltage capability to ensure correct operation at truck voltages. (part number 781 604 00 01). The control system uses a directly actuated emergency isolator removing the need for a line contactor. The hydraulic pump motor control does nt use a contactor, The Curtis whee! position indicator unit is employed and is driven by a potentiometer coupled to the steering mechanism. The combined battery state of charge indicator / hourmeter / brushwear indicator / motor over temperature indi- ctor illuminates to indicate the truck Keyswitch is turned on. NoTES Circuit diagrams show major current paths from top (positive) to bottom (negative). All connectors are shown In each current path to enable simple faut finding using one circuit diagram. Wire colours are to DIN ISO 6722 part 2- See table thus = Black BK Green GN White WH Viokt = VT Blue BU Red RO ‘Orange OG Yollow YE Brown BN Grey ey Al colour abbreviations are in upper case ‘Two colours would be denoted thus:- OBVT = Orange-Vioiat Page 4 (o9re3)"Service Training 6.1.0 TRACTION CIRCUIT - REFERENCE CIRCUIT DIAGRAM This model is fited with the stepless Linde Transistor Mosfet (LTM) control which provides precise inching con- trol and smooth acceleration from rest with maximum battery economy. The average motor voltage is varied by @ ‘chopper circuit which is controlied by a solid state pulse generator. Three types of driver traction contol are available The DUAL pedal arrangement with two mechanical interlocked accelerator pedals situated each side of the centrally mounted brake pedal. The driver uses his foot to select the direction of travel - The SINGLE accelerator pedal which combined with manual direction selection provides automotive type ‘control ~ On tucks fitted with MFL (Multi Function Lever) Single pedal system, two touch pads are positioned to ena: ble direction selection fo be made using light thumb or finger pressure. LEDs ilurinate to confirm diec: tion selected. On initial switch on or releasing ones weight from the seat, both direction LEDs flash until @ direction is selected, NOTE: With both single pedal systems an additional floor mounted switch is fied. The switch is operated by the drivers left foot. If this pedal is nol pressed Traction is NOT available. ‘An automotive type throttle potentiometer is used in the accelerator unit to detect the extent of demand required. On dual pedal trucks the potentiometer output is also used to determine direction of travel selected. AA single sealed micro switch which is operated when the accelerator is away from its neutral position provicies a secondary interlock to the direction contactor circuit The control circuits have a number of safety features Including maximum current limiting and monitoring of the power components, The traction circuits are interrupted by the key switch and seat switch, Traction is available with the hand brake applied but ata reduced level to aid hill starts. All electrical power circuits are fuly Isolated by operation of the emergency isolator, A simple modular approach to the control system enables faulty modules to be identified using basic equip ‘ment and skil The 119 range of trucks are all powered from one of a range of 24 cell, DIN cased lead acid batterias making @ normal supply of 48 volts. (03/93) Page 5Lansing Service Training 6.2.0 TRANSISTOR MODULES Type: Linde 7.9194.91.010 Drain-source voltage: V Draind.c. current: Gatesource voltage: -V Maximum Dissipation: P GRAPHICAL SYMBOLS: Page 6 (923)~ Service Training 7 6.2.1 PRINCIPLE OF THE FIELD EFFECT TRANSISTOR, ‘The transistor modules employed by Linde comprise approximately 30,000 individual transistors. The transis- tors employed are of the MOS-FET type. Metal ride ‘Semiconductor Field Effect Transistor amaaoz Field effect transistors (FET) belong to the category of unipolar transistors. There are various types of FETs. ‘The type we use is a so-called N-channel enhancementype FET. ‘The current flow in the field-effect transistor is trom the drain (D) to the soures (8). Drain Source = Gale ave Direction of Current ‘The source terminal is connected to baltery negative and the drain to the traction motors. The other terminal side of the motors is connected to positive. The concept of N-channel denotes that a positive voltage must be applied between the gate and the source to Cconirol the transistor. This voltage influences the region between drain and source. in an enhancementtype tran- sistor the drain-source channel has approximately zero conductivity, that is the transistor blocks, when the gate- source voltage is 0 Volts. If the transistor is to become conductive, the gate-source voltage must be increased Unt the threshold of approximately 4 Volts is exceeded. Oni minimal power is required to control. the FETs via the gate-source channel (o9/e3) Page 7Gitte. Lansing Service Training 6.2.2 CONTROL OF FIELD-EFFECT TRANSISTORS ‘To make a FET conductive, an electric field is required as in the case of a capacitor. The FET principle, has 2 capacitance between the gate and source terminal that must be charged for switching the FET on and dis: charged for switching it ott Current Flow for Capacitor 6.2.3 TURNING ON: See ® 15vOLT =4 i | To turn the FET on. positive potential is applied to the gate (+ 15 Volt via the series resistor (R) and the control cit- cuit. This lets a current flow via (C) to the source terminal. The capacitance (C) is charged end the transistor becomes conductive. Voltage is now applied to the traction motors. After the charging of (C) is completed, cut- rent no longer flows through (C), but the transistor remains conductive. Pages (09/93)Service Training Gate voitage tured on Gate voltage Us Gate current leg Motor voiage turned on Motor voltage Uy 6.2.4 TURNING OFF: 4 IsvoLTs. j OL Te ee ee oe ae To tum the FET off, negative potential is applied to the gate via the series resistor (R ). Current now flows from the source terminal (C) via the builtin bleeder resistor, discharging the gate capacitance (C). This turns the tran. sistor off, cutting off the voltage at the traction motors. (o9vea) Page 9Lansing Service Training ) + ate vag era ot Gate votage Us ' t ' ' t Gate currents Cag dicharona : ’ ‘ \ \ Motor votage tuned of I Motor voltage Uw t ‘The transistor module is controled via gate 3 and auxiliary source terminal 4 ‘The 15 volt stabilised supply of the control electronics is referenced to negative through the auxiliary source ter minal 4 mee | | | Pon Electronic Component Page 10 (oars)Service Training Lansing A. Freewheel Diode 2 B. Zener Diode ©. Bleed Resistor Each transistor module contains a freewheel diode, a Zener diode and a bleed resistor. ‘The freewheel dode is used to protect the module against inductive volage negative spikes. ‘A Zener diode is mounted between the gate and source terminals to block voltage peaks over 18 Volts that could possibly arise at the gate terminal When the posite gate voltage is cutoff, the gate-source capacitance discharges via the bleed resistor, turning the transistor module of (o9e3) Page 11Otte. Lansing Service Training 6.2.5 TRANSISTOR MODULE TERMINALS ‘The four terminals on the module are designated by numbers. 3Gate 4 Auxiliary source 3 ewe Ges : ) ‘The transistor modules are screwed to the heat sink with two M6 x 20 socket head screws. As the metatlic mount ing surface of the transistor module is insulated, no insulation is needed between the transistor module and the heat sink Depending oa the power requirement, several transistor modules are connected in parallel. For this the individ- tual modules are connected at the source and drain terminals by two bus bars. 6.2.6 INSTALLATION OF THE TRANSISTOR MODULES. ‘The transistor modules instalied 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 body can pick up a 36,000 Volt charge. CAUTION: Belore starting work on the power semiconductors, ensure that the operator, working surfacestruck are all at the same earth potential by bonding them together. Do not work on carpets or use synthetic outer clothing, ‘The transistor modules must be handled with care to prevent damage to the cooling surface, the drain/source ter- ‘minal or to the connecting leads. The mounting surlaces of the transistor modules and the area of the heat sink must be free from dust and for- eign objects. = Apply a thin coat of heat sink compound WPV 10 to the mounting surface of the transistor module 10 reduce the thermal contact resistance (heat transfer resistance) between the module and the heat sink. + Position the transistor module properly, paying attention to the drain and source designations, Drain terminal 2 - fong bus bar Source terminal 1 - short bus bar Tighten the M6 x 20 screws alternately to a torque of § +0.5 Nm. ‘Tighten the M5 x 12 terminal screws on the bus bars toa torque of 3 : 0.5 Nm. Connect the plug correctly with the locating nose. Page 12 (oaea)Service Training Lansing 6.2.7 TESTING THE TRANSISTOR MODULES 6.2.7.1 TRANSISTOR BLOCK TEST 6 ») 6.2.7.2 TEST CONDITIONS AND REQUIREMENTS ‘A multimeter with an obm range and a 9 Volt biock battery are required for testing the transistor module, ‘When testing the module in the installed condition, remove both bus bars, 6.2.7.8 TEST TRANSISTOR BLOCKS Connect the ohmmeter to source 1 and drain 2 (+ lead to drain, - lead to source) lf no voltage registers at the gate, the transistor is blocking. The resistance between source and drain is hi Iv the resistance between source and drain is low, the transistor is defective 6.2.8 TRANSISTOR SWITCHING TEST ikohmyo.25W + (0983) Page 13,Lansing Service Training 62.8.1 TES} f: TRANSISTOR TURNS ON Connect an ohmmeter to source 1 and drain 2 (+ lead to drain, - lead to source). = Connect the 8 Volt battery with negative to auxiliary source 4. Control the transistor by applying + positive to gate terminal 3 If postive voltage is applied to the gate, the traneistor becomes conductive and the resistance between source and drain is 0.0, CAUTION: Ensure that the polarty is absolutely correct when connecting the 9 volt battery to gate terminal 3 and to auxiliary source tenninal 4 +9Volt to gate 3 negative to auxllary source 4 Not heeding this precaution will lead to failure of the transistor module. To prevent fallure due to false connections, a 1k ohm/0.25W resistor should be installed in the positive lead of the 9 Volt bat- tery. 6.2.8.2 TESTING THE FREEWHEEL DIODE IN THE TRANSISTOR MODULE Connect multimeter set to Ohm range with positive to source and negative to drain and confirm thatthe inter- nal diode conducts. Page 14 (o9e3)Service Training 6.2.9 FREEWHEEL DIODE (DOUBLE DIODE) Type: Linde 7 919 48 90 24 Limiting Current: tony = 820A ‘Virtual forward current: Yeras = 500 A Inverse peak voltage: Vpgy= 800 V GRAPHICAL SYMBOLS 10—t Os The same mounting conditions apply for the braking diode as for the transistor module. (c9a3) Page 15clinic. lansing Service Training 6.3.0 TRACTION CIRCUIT AND VARIOUS MAIN CURRENT FLOW PATHS 113 TRACTION CIRCUIT ‘The single reversing field traction motor is connected to a double pole changeover contactor. The selection of contactor energised determines the direction of rotation of the motor and hence the direction of travel of the truck The motor circuit is connected in series with the Linde Transistor Mosfet (LTM) chopper module (Fig.1.) which responds to operator demand and load conditions imposed to vary the current flowing in, and mean voltage applied to the motor circuit thus controling the torque and speed of the motor. 183. Current Sensor 1Fi Fuse ——— 1K11 Contactor | et 1K12 Contactor we [Sb AMT Motor - Field 1M Motor Armature“ 1V6_ Diode 1V52 Diode Gt Battery 48 voit a UTM. Traction Pulse Unit x1 781. Isolator - Emergency (08 = oFANCE vee velow 0 = feo 1 23 456 7 8 8 FIG.t 113 TRACTION CIRCUIT Page 16 (09/83)Service Training Lansing 113 TRACTION CIRCUIT MAIN CURRENT FLOW, MOSFETS TURNED ON ‘When the mosfet is in conduction the ful battery voltage Is applied to the motor clcutt (Fig.2.) 1B3 Current Sensor 1FI Fuse 1K11 Contactor 1K12 Contactor IMI Motor - Feld tt» 1M. Motor - Armature “A’ i 1V6 Diode i ah 1V52 Diode , G1 Battery 48 volt UTM. Traction Pulse Unit 781. Isolator - Emergency | | | | | 1 ey xt 1 23 456 7 8 8 (09183) Page 17Gite Lansing Service Training 113 TRACTION CIRCUIT MOSFETS SWITCHED OFF FREE WHEEL CURRENT FLOW The LTM includes tree whee! diodes which conduct current when the mostet is in & non conducting state (Figs) ‘There ere no adjustments available on the standard traction LTM control system. Nominal stalled traction motor armature current limit is 310 amperes. 183. Current Sensor 1F1 Fuso: 4K11 Contactor 1K12 Contactor AMT Motor - Field AM Motor - Armature "A" 16 Diode iVs2 Diode Gi Battery 48 volt UTM Traction Pulse Unit 781. Isolator - Emergency CLO TERS R= BUeK | GN= GREET pu= BU wrevourt y=caey et Wee Page 18 FIGs, amt (0993)Service Training 6.4.0 NEGATIVES - DUTY AND LOCATION ‘The trucks electrical system is wired using four independently wired negative systems. itis very Important that the connection points for each of these are correctly located and securely connected. Negative 1 Negative 2, NOTE Negative 3 Negative 4 Negative 5, (0983) Colour Blue (BL) This is used for all non electronic negative requirements like the horn, lighting supplies and acces- ssories. The pick up point for this negative system is on the frst negative connection available from the battery plug -the hydraulic LTM, Colour Black (BK) Used for all logical and control circuits associated with the traction circu. These negative circults ‘are "star point’ connected at one ring terminal which must be connected to the source clamping ‘screw of the centre traction mosfet on the negative bus bar. ‘The black wire between 2X1:7 and the hydraulic lever remote potentiometer is as supplied on the potentiometer and is NOT associated with the negative number 2. Colour White-Grey (WHGY) This is the traction electronic negative. Its routed from each of the traction mosfet plugs where it 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 tie accelerator units. Colour Orange Violet (OGVT) ‘This is the hydraulic togic and control negative and feeds the hydraulic motor temperature sensor. Itis derived from a ring terminal fited to the source clamping screw of the centre hydraulic mostet on the negative bus bar. Colour Black Blue (BKBU} ‘This isthe hydraulic electronic negative. itis routed from eact of the hydraulic mostet plugs where i picks up the auxiliary source connections via black wires directly into teh hydraulic contro! mod- Ule through @ rubber grommet. From here itis routed to the MFL keypad and axis potentiometers. Page 19