INTRODUCTION

GENERAL EV–1 MOTOR CONTROLLER, DESCRIPTION

This section describes the procedures for troubleshoot-
ing the EV–1W motor controller. The EV–1W motor
controller is used in the E60–120B series of lift trucks.
Other information can be found in the following sec-
tions:
AND OPERATION, 2200 SRM 112. Describes the cir-
cuits and operation of the EV–1 controller. A modifica-
tion of the EV–1W motor controller is the addition of a
regenerative braking circuit. Regenerative braking is
described in paragraphs under Control Card Adjust-
ments.

12241

1. CONTROL CARD 11. HYDRAULIC PUMP SOFT START CONTACTOR

2. CAPACITOR C1 (E4.50 72–80 VOLTS ONLY)
3. SCR 1 (UNDER CONTROL CARD) 12. TERMINAL BOARD
4. SCR 2 (UNDER CONTROL CARD) 13. ELECTRONIC DRIVERS (3)
5. SCR 3 (UNDER CONTROL CARD) (1A, FW, RB)
6. DIODE D4 14. HYDRAULIC PUMP CONTACTOR
7. POWER CONNECTION 15. DIODE D7
8. REVERSE CONTACTOR 16. ELECTRONIC DRIVER (PMT) AND TIMER FOR
9. FORWARD CONTACTOR SRO (1)
10. REGENERATIVE BRAKING CONTACTOR 17. REGENERATIVE BRAKING SENSOR
11. FIELD WEAKENING CONTACTOR 18. 1A CONTACTOR
(36–48 VOLTS ONLY)

FIGURE 1. EV–1W MOTOR CONTROLLER

1
This section is separated into the following parts:

Control Functions And Adjustments. A short de-
scription of the control card functions and their
adjustments. It is important to understand the
controls and their adjustments before doing
Troubleshooting.

Control Card Adjustments.

Sequence Of Operation.

Troubleshooting, General Procedures.

EV–1W Control Card Terminals And Connec-
tions. Description of the arrangement and func-
tions of the terminals and pin arrangements.
CONTROL FUNCTIONS AND ADJUSTMENTS
OSCILLATOR CIRCUIT
The control card supplies approximately 5.0 volts at ter-
minal R5 of the control card. The accelerator potenti-
ometer decreases the voltage between R5 of the control
card and battery negative. This voltage controls the fre-
quency of the oscillator which controls the SCR speed
of the lift truck.
The voltage signal from the accelerator potentiometer is
0 to 5 volts. The voltage is normally adjusted to 3.5 to
3.7 volts. At 3.50 to 3.7 volts, the lift truck will move at
Creep speed. The 1A Time will begin its cycle at 1.0
volts so that the 1A contactor can close. The maximum
speed of the lift truck when operating in the SCR range
occurs when the voltage is 0.0 to 0.2 volts. The 1A con-
tactor applies battery voltage directly to the traction mo-
tor.
The oscillator controls the on time of SCR 1. When the
accelerator pedal is released, the accelerator potenti-
ometer is at its maximum resistance. The oscillator is at
its minimum frequency and SCR 1 is at its minimum on-
time. When the accelerator pedal is fully pushed down,
the oscillator is at its maximum frequency and SCR 1 is
at its maximum on time. This variation of on time con-
trols the battery voltage to the traction motor between
approximately 5% to 95%. The oscillator circuit has two
adjustments: Creep and Controlled Acceleration.
2

Troubleshooting. Specific procedures and fault
analysis.

Checks And Repairs.

Schematic and Wiring diagrams.
WHEN YOU NEED HELP. Call a Hyster lift truck
dealer if you have correctly followed a fault procedure
and have not found the fault. This section describes the
most common faults that sometimes occur in the
EV–1W controller. Hyster dealers can call Service En-
gineers who can help you check and repair a fault that is
not common.
CONTROL CARD ADJUSTMENTS
Creep
The Creep adjustment controls the minimum current
level in the traction circuit when the direction contactors
are closed. This adjustment can be changed to meet the
needs of a specific application. The Creep adjustment
controls how far the accelerator (MONOTROL) pedal
moves between the closing of the Start switch and the
application of enough power to move the lift truck. This
adjustment is only made after the adjustment between
the accelerator pedal and the accelerator potentiometer
is correct.
C/A (Controlled Acceleration)
This adjustment controls the maximum rate that the av-
erage voltage is increased by the controller to accelerate
the traction motor. This maximum rate is not controlled
by the rate that the accelerator (MONOTROL) pedal is
pushed down for maximum acceleration. A high rate of
acceleration increases the wear on the brushes of the
traction motor. The acceleration time can be adjusted for
the operating conditions of the user. The acceleration
rate can be adjusted to give a smooth acceleration for
better load handling. Turning the adjustment clockwise
will increase the acceleration rate.
C/L (Current Limit)
The C/L adjustment will control the pulse rate if the cur-
rent flow reaches the limit set by the adjustment. The
traction circuit has a current sensor in the power circuit
in series with the traction motor. See FIGURE 2. All of
the current that flows through the traction motor flows
through the current sensor. The current sensor is a shunt
with two sensor wires connected. The metal of the shunt
has a small resistance between the two sensor wires.
This small resistance sends a signal voltage to the con-
trol card. This signal voltage increases as the motor cur-
rent increases. The control card compares the signal
voltage with the C/L current limit adjustment. When the
signal voltage reaches the limit set on the C/L, the con-
trol card reduces the pulse rate.
7081
1. SENSOR WIRES
2. SENSOR SHUNT
FIGURE 2. MOTOR CURRENT SENSOR
1A Time
The 1A or by–pass circuit permits the battery to be con-
nected directly to the traction motor. This circuit discon-
nects the control of the SCR circuit and is used for maxi-
mum power from the traction motor. See FIGURE 3.
When the battery is connected to the traction motor
through the 1A circuit, the maximum voltage available
to the traction motor is increased by approximately 5%.
The 1A circuit permits SCR 1 to cool during long opera-
tions at high speed.
The control card controls the operation of the 1A circuit.
The 1A Time adjustment permits the SCR control to be-
gin the operation of the traction motor before the 1A
contactor closes. This time delay prevents full battery
current being applied across the traction motor when it
is not rotating. (Full battery voltage applied across a
stalled traction motor causes a large current draw. This
large current draw causes a large amount of heat in the
motor and wastes battery energy.) This adjustment also
permits smoother operation of the lift truck. The control
card begins 1A Time when the accelerator voltage is de-
creased to less than 1.0 volts. 1A Time is normally 1 to 3
seconds. The full battery power is available to the trac-
tion motor through the 1A circuit after the time delay 1A
Time.
11525
1. BATTERY
2. D3
3. 1A CONTACTOR
4. SCR 1
5. MOTOR FIELD
6. MOTOR ARMATURE
7. MOTOR CURRENT SENSOR
FIGURE 3. 1A BY–PASS CIRCUIT
Plug
Plugging is a method of stopping an electric lift truck by
changing the direction of current flow in the traction
motor field. To actuate the plugging circuit, the direc-
tion switch must be moved to the opposite direction
from which the lift truck is traveling. The direction con-
tactors will change to the opposite positions and reverse
the current flow through the motor field. At this action,
the induction current from the traction motor would op-
pose the current flow from the battery. The lift truck
would stop very quickly. A diode D4 permits part of the
induction current from the armature to flow with the bat-
tery current through the armature again. This reduction
of the opposite induction current permits the lift truck to
stop more smoothly.
The control card for the traction circuit has a control ad-
justment Plug. This adjustment controls the maximum
application of the plugging current. The position of the
accelerator pedal controls the plugging distance up to
the maximum application. This adjustment can be
3
changed as needed for an operator. See FIGURE 4.
Turning the adjustment clockwise will decrease the
plugging distance. Turning the adjustment counter-
clockwise will increase the plugging distance. The
shorter the plugging distance, the faster the wear on the
traction motor brushes.
then closes and plugging is used to stop the slowly mov-
ing lift truck. Regenerative braking generates less heat
in the traction motor and reduces brush wear. Another
electric circuit must be added to the motor controller to
control this operation. The energy generated during re-
generative braking must be controlled within limits so
that the parts of the electric circuit are not damaged. The
adjustments used to control regenerative braking are:

REGEN C/L (Regenerative Braking Current Limit)

REGEN D.O. (Regenerative Braking Drop Out)

The “regenerative braking current limit” controls the

maximum application of regenerative braking during
operation. The position of the accelerator pedal by the
operator controls the braking distance up to the limit set
by the REGEN C/L adjustment.

The “regenerative braking drop out” adjusts the voltage

level where the regenerative braking contactor closes
during regenerative braking. The regenerative braking
contactor closes when the key switch is turned to ON.
During regenerative braking, the contactor opens and
the energy generated by the traction circuit is sent to the
battery. When the voltage level is less than the level set
by the REGEN D.O., the regenerative braking contactor
1. BATTERY 5. D4 closes and the remainder of the lift truck speed is de-
2. CONTACTOR 1A 6. FIELD creased by plugging. When the plugging function is in
3. SCR 1 7. ARMATURE
4. D3 8. SENSOR
operation, the voltage generated by the traction motor is
normally less than battery voltage.
FIGURE 4. PLUGGING CIRCUIT
Field Weakening

Some 36 to 48 volt lift trucks equipped with a 1A circuit

Regenerative Braking
When a lift truck is being stopped, energy is generated
by the traction motor. The lift truck causes the traction
motor to rotate and operate like a generator. Plugging
uses battery energy in opposition to the energy gener-
ated by the traction motor. This energy generates heat in
the traction motor. Lift trucks used in heavy duty opera-
tions can generate enough heat to damage the traction
motors and cause the motor brushes to wear rapidly.
Regenerative braking returns the energy generated by
the traction motor to the battery. See FIGURE 5. The re-
generative braking contactor opens during regenerative
braking. When the voltage generated by the traction mo-
tor is less than the battery voltage, the lift truck will be
moving slowly. The contactor for regenerative braking
also have a field weakening circuit. The field weakening
circuit permits a faster travel speed than the 1A circuit.
The traction motor must be operating during 1A condi-
tions of high speed and small load before the field weak-
ening circuit is used.
The field weakening contactor connects a by–pass shunt
around the motor field. This shunt gives a second path
for the current flow and weakens the magnetic field in
the motor field. The increased current flow through the
armature causes the motor to turn faster. See FIGURE 6.
This increased speed caused by field weakening is only
possible when the traction motor has a small load. For
example, high speed travel on a flat surface. The field
weakening decreases the power available from the trac-
tion motor to increase the travel speed.

4
 ward and Reverse contactors. The field weakening
shunt is calibrated at less than 1.0 ohm and is parallel to
the field of the traction motor in the circuit. The field
weakening contactor closes after the 1A contactor
closes. The 1A contactor closes after the accelerator po-
tentiometer voltage is less than 1.0 volts and the 1A
Time function has occurred.
If the lift truck begins to travel up a ramp, the armature
current will increase. When the armature current in-
RB creases 2.75 to 3.0 times the minimum armature current,
SENSOR
the F.W.D.O. will open the field weakening contactor. If
the accelerator pedal is moved to a slower speed, the
7
control card will open the field weakening contac-
tor.

11525

When the regenerative braking function is started, the

controller begins the plugging function first. The con-
troller checks the voltage in the plugging circuit during
three pulses of SCR 1. If the voltage in the plugging
circuit is greater than battery voltage, the controller
opens the regenerative braking contactor. The current
generated in the traction motor flows through diode
D7. SCR 1 continues to operate at the rate selected by
the operator (accelerator position).

When SCR 1 is on, the current flows through SCR 1

and then through the field and armature again.

When SCR 1 is off, the current flows through the bat-

tery, diodes D3 and D4 and then to the field and arma- 1. BATTERY
ture again. The energy generated during regenerative 2. D3
braking is used to charge the battery. 3. 1A CONTACTOR
4. SCR 1
FIGURE 5. REGENERATIVE BRAKING 5. MOTOR FIELD
6. MOTOR ARMATURE
7. MOTOR CURRENT SENSOR
The field weakening contactor is controlled by two FIGURE 6. FIELD WEAKENING CIRCUIT
adjustments on the control card:
Ramp Start
F.W.P.U. (Field Weakening Pick Up)
F.W.D.O. (Field Weakening Drop Out) Ramp start is a function of the EV–1W control card for
the traction circuit. This function permits an operator to
When the lift truck is operating at high speed with a stop a lift truck with a load when going up a slope. If the
small load, the armature current will decrease to a mini- operator does not change the direction controls, the lift
mum current of approximately 185 amperes. The truck can be started again on the slope. A lift truck will
F.W.P.U. is adjusted to close the field weakening contac- often roll backward a little distance when starting again
tor at approximately 1.3 times this minimum armature on a slope. If the operator does not change the direction
current. The field weakening shunt is a strip of metal controls, the control card will not sense the reverse op-
that connects the field weakening contactor to the For- eration of the motor armature and will apply enough

5
power to go up the slope. If the operator has changed the
direction controls, the control card will sense that the ex-
pected operation is Plugging when the lift truck rolls
backward. The control card will not apply enough
power during Plugging to make the lift truck go up the
slope.
PULSE MONITOR TRIP (PMT)
The PMT circuit is part of the control card function.
When the SRO checks are complete, the control card
senses the voltage across SCR 1. If the voltage across
SCR 1 stays at a low voltage, there is a fault in the trac-
tion circuit. If the control card senses a short–circuit
(low voltage) across SCR 1, it will not permit a direction
contactor to close. The PMT circuit also checks the trac-
tion circuit for faults during lift truck operation. If SCR
1 stays on for greater than 32 milliseconds, the PMT cir-
cuit opens the direction contactor. The circuit is reset
when the key switch is turned to OFF and then back to
ON.
When the the control card senses a fault across SCR 1, it
interrupts the signal to the PMT electronic driver to
close a direction contactor. A loss of signal from the
control card will deenergize the PMT electronic driver
and open the direction contactors. A PMT occurs when
the control card senses a malfunction in the operation of
SCR 1 and stops sending a signal to the PMT electronic
driver.
SRO CIRCUIT
The lift truck is equipped with a safety circuit, called the
Static Return to Off (SRO) circuit, that prevents the op-
eration of the lift truck if the starting sequence is not cor-
rect. The function of the SRO circuit is to make sure the
operator is in the seat and ready to operate the controls.
The starting sequence:
1. Close the seat switch. (The operator must be on
the operator’s seat.)
2. Turn the key switch to the ON position. The key
switch supplies the battery voltage to the control
circuits. The lift trucks also have a switch con-
nected to the parking brake. The parking brake
must be released before battery voltage is sup-
plied to the control card.
3. If the lift truck is not equipped with
MONOTROL, move the direction lever to
6
Forwrd or Reverse. Move the accelerator or
MONOTROL pedal to close the Start switch af-
ter steps 1 and 2 are complete. The operator’s foot
must be removed from the brake pedal so that the
brake switch is closed.
The control card makes a comparison of the voltage sig-
nal from the direction switch at L9 or L10 with the signal
voltage from the seat switch at L5 and L7. If there is bat-
tery voltage at terminals L9 OR L10 before there is volt-
age at terminals L5 and L7, the control card will not per-
mit a direction contactor to close. (The voltage must be
applied at the control card before the voltage is applied
through the Start switch and the Forward or Reverse
switch.)
THE SEQUENCE OF OPERATION
The sequence of operation shown in FIGURE 7. de-
scribes the beginning conditions and the SCR operation.
CHECKING FOR THE CORRECT
OPERATION
A service person must understand the operation of the
lift truck with an EV–1W controller. If you understand
and have operated a lift truck with normal operation,
you will better understand a bad operation. Listen and
feel for a normal or bad operation as you operate the lift
truck on a level surface.
1. Check the specific gravity of the battery. If the spe-
cific gravity is less than 1.260, the battery is not fully
charged or is damaged.
2. Connect the battery connector. The horn can now be
operated.
WARNING
The SRO circuit is designed so that the lift truck will
not operate if one of the switches has a failure. When
the SRO circuit is checked for operation, the
operator must make the checks as if the lift truck will
suddenly start to operate.
3. You must be on the operator’s seat to close the seat
switch. Check the operation of the SRO circuit. Move
the accelerator (MONOTROL) pedal to the operating
range before you turn the key switch to the ON position.
Turn the key switch to the ON position. The power steer-
ing motor will begin to operate. If the lift truck is
equipped with regenerative braking, the regenerative
braking contactor will close. (Lift trucks that have a For-
ward and Reverse lever on a column mount can be
checked the same as lift trucks with MONOTROL con-
trol. Move the lever to the Forward or Reverse position
and move the accelerator into the operating range before
you turn the key switch to ON.) If the SRO circuit is op-
erating correctly, the controller will not energize the
traction circuit.
the direction contactor is closed is the Creep speed. The
Creep speed can be adjusted so that the lift truck will or
will not begin to move at the low power setting where
the controller just begins to operate.
5. Move the accelerator a small amount so that the lift
truck will begin to move slowly.

Release the accelerator to reset the SRO circuit. Chang-
ing the controls from Reverse to Forward or Forward to
Reverse will also reset the SRO circuit. The lift system
can be operated when the key switch is ON. The lift
truck is ready to move.
4. Slowly move the accelerator a small amount for the
Reverse direction. Listen for the reverse contactor to
close. Listen for a low hum from the controller. The low-
est power that can be applied to the traction circuit when
6. Increased movement of the accelerator causes the lift
truck to move faster. The SCR hum becomes louder with
a higher frequency sound.
7. Check the plugging or regenerative braking function.
When the lift truck is traveling at top speed in the reverse
direction, move the control to the Forward top speed po-
sition. A correctly adjusted lift truck will stop smoothly
and will then move in the Forward direction. It will ac-
celerate smoothly to top speed.

Seat switch closed.

Operator closes the Forward Control card sends gate sig-

Key switch to the ON posi-
tion. Regenerative braking
contactor closes. Signal from
steering pump time delay
causes the SP electronic
driver to energize the power
steering contactor and the
hour meter. Power steering
motor begins to operate.
direction switch. SRO circuit.
The Start switch and a direc-
tion switch must not be
closed before the key switch.
Forward contactor closes.
nal to change SCR 1 and
SCR 5 to on.
Power pulse to traction cir-
cuit.
C1 fully charged with re-
verse voltage. SCR 5 goes
off.

PMT check.
Control card checks for
battery voltage across SCR Control card sends gate
1. signal to SCR 2. SCR 2
Control card sends gate sig- goes on and discharges C1
nal to SCR 2. SCR 2 goes on to cathode of SCR 1.
and connects capacitor C1 to
Control card energizes the the battery. SCR 2 goes off
PMT electronic driver so when C1 is charged.
that the direction contactors
can close. SCR 1 goes Control card
repeats cycle.

FIGURE 7. SEQUENCE OF OPERATION

7
 TROUBLESHOOTING
You will need the following tools and instruments to
make the troubleshooting checks:
2

Cir/Kit meter or an ohmmeter and voltmeter.
The voltmeter must have a minimum rating of 20
000 ohms per volt. The Cir/Kit meter is also use-
ful for checking the SCRs.
1

20 cm (8 in) insulated probe. A long thin screw-
driver with an insulated shaft can be used as an in-
sulated probe when checking the voltages on the
electronic drivers and the SCRs. (See
FIGURE 8.)
11484
1. INSULATION

Tester for checking the operation of SCRs. 2. CLIP FOR
VOLTMETER LEAD

GENERAL PROCEDURES FIGURE 8. INSULATED PROBE

The instructions for checking the parts and assemblies

1. Disconnect the battery and separate the connectors.
are described in CHECKS AND REPAIRS in this sec-
Check the specific gravity of the battery. If the specific
tion. The following WARNINGS, NOTES and addi-
gravity is less than 1.260, the battery is not fully charged
tional information are given to help during
or is damaged.
troubleshooting:

2. A fully charged battery has a specific gravity of 1.270 WARNING

to 1.290. A discharged battery has a specific gravity of
approximately 1.130.
3. Check for voltage between each terminal of the con-
nector fastened to the battery and a clean connection on
the frame. It is normal to measure some voltage between
the battery and the frame even if the resistance checks
are correct. The leakage voltage is normally less than
30% of the battery voltage. A high leakage voltage can
indicate a dirty or damaged battery. Clean the battery
and battery compartment as necessary.
4. The lift truck is a two–wire system. The frame must
not be a common electrical path. Check for 50 000 ohms
or more between each terminal of the battery connector
for the lift truck and a clean connection on the frame. Re-
move any circuit paths between the controller and the
frame of the lift truck. Carbon dust in a motor or other
parts can cause a circuit path. Check for additional
equipment that is causing a circuit path to the frame.
5. Make a visual check for parts or wires that are loose,
broken, or damaged.
Make sure you disconnect the battery and separate
the connector before you disassemble any part of the
controller. Make sure you also discharge the
capacitor C1 after the battery is disconnected. The
high current flow from the battery can cause burns
and damage the electrical parts if the tools cause a
short–circuit.
WARNING
Some checks and adjustments must be made with the
battery connected. When the battery is connected,
raise both drive wheels from the surface before
making checks so that the lift truck does not
suddenly move.
NOTE: The correct meter polarity is necessary for the
checks. The voltage checks are made between the
indicated point in the troubleshooting chart and battery
negative. Connect the meter negative to battery
negative.
NOTE: Make an identification of any wires before you
disconnect them. The wires must be connected again
correctly. The description of the control card terminals
is shown in TABLE 1.

8
 TABLE 1. DESCRIPTION OF CONTROL CARD TERMINALS
Terminal Function
Number
L1 Not used.
L2 Not used.
L3 Battery positive to the control card. This voltage also resets the SRO check and the PMT circuit.
L4 Signal to the regenerative braking sensor.
L5 Input for the SRO check. A four volts or greater signal must be received at this terminal before a
voltage signal is applied at L9 or L10.
L6 Not used.
L7 Input for the SRO check. The controller is deenergized if battery voltage is removed from this
terminal for more than 0.75 seconds after voltage is applied at L9 or L10.
L8 Signal to regenerative braking sensor.
L9 Battery voltage from the direction switch for the Forward direction.
L10 Battery voltage from the direction switch for the Reverse direction.
R1 Test point for 8.1 volt power supply.
R2 Not used. Jumper to R1.
R3 Supplies 1.0 to 2.0 volt control signal to PMT electronic driver. Less than 0.5 volts is a PMT sig-
nal.
R4 Signal to energize the regenerative braking electronic driver.
R5 The control card supplies 4.8 to 5.0 volts at R5. The accelerator potentiometer decreases this
voltage by decreasing the resistance between R5 and battery negative. This voltage controls
the on time of the SCR 1 and controls the travel speed of the lift truck. When the voltage has
decreased to less than 0.5 volts, the control card permits the contactor 1A to close.
R6 Voltage check for regenerative braking function.
R7 Not used.
R8 1.0 to 2.0 volt signal from the control card to the 1A electronic driver. The voltage signal causes
the contactor 1A to close.
R9 1.0 to 2.0 volt signal from the control card to the Field Weakening electronic driver. The voltage
signal causes the Field Weakening contactor to close.
R10 Not used.

9
 EV–1W Motor Control Adjustments
CONTROL CARD IDENTIFICATION NUMBER: IC3645OSC2–R9

C/A 1A TIME PLUG

CREEP C/L 1A D.O. NOT USED

CREEP C/A C/L 1A TIME PLUG REGEN C/L REGEN D.O. F.W.P.U. F.W.D.O.

36–48 VOLTS

4.5 5.0 9.0 4.5 4.0 3.5 3.5 NOT USED NOT USED

72–80 VOLTS

6.0 5.0 9.0 6.0 2.0 3.5 3.5 NOT USED NOT USED

FIGURE 9. CONTROL CARD ADJUSTMENTS

10
 RAISE DRIVE WHEELS
FAULT NUMBER 1.REGENERATIVE BRAKING CONTACTOR DOES NOT CLOSE. THE
“FORWARD” AND “REVERSE” CONTACTORS WILL CLOSE. THE
LIFT TRUCK WILL NOT OPERATE.
Possible Causes:
Electronic driver for regenerative braking is faulty

Regenerative braking contactor is bad

Control card is faulty

1.0 Close the key switch. Check for 1.0 to 2.0 volts 1.1 No signal voltage at terminal 1. Check the wire
at terminal 1 (wire 32) of the electronic driver and connection for an open circuit. Replace the
for regenerative braking. control card.

1.2 Signal voltage to terminal 1 of the electronic
driver for regenerative braking is correct. Check
for 35 volts at terminal 3 (wire 31) of the elec-
tronic driver for regenerative braking. (The
voltage must be approximately 35 volts or the
electronic driver for regenerative braking is not
operating correctly.)
1.3 Correct voltage at terminal 3 (wire 31). Check
for battery voltage at terminal 4. If the voltage at
terminal 4 is correct, replace the electronic
driver for regenerative braking.
CAUTION
The electronic driver for regenerative brak-
ing is different from the other electronic driv-
ers. The wrong electronic driver installed for
regenerative braking will cause a failure of
the coil for the regenerative braking contac-
tor.

1.4 The voltage (approximately 35 volts) is not cor-

rect at terminal 3. Disconnect the battery and
check the coil of the regenerative braking con- 1.5 Bad coil in the regenerative braking contactor.
tactor for an open circuit and the wires to the Repair the contactor or the wires to the coil.
contactor coil.

11
 RAISE DRIVE WHEELS
FAULT NUMBER 2.LIFT TRUCK WILL NOT MOVE IN EITHER DIRECTION. THE
DIRECTION CONTACTORS NEVER CLOSE. THE REGENERATIVE
BRAKING CONTACTOR CLOSES.
Possible Causes:
Short–circuit across SCR 1

Short–circuit or open circuit in the control circuit

Faulty switch in the control circuit (possible SRO function

Control card is faulty

Faulty timer module

1A contacts welded closed

PMT electronic driver is faulty

Blue wire to PC6 is open

2.0 Check for a minimum of 50% of battery voltage 2.1 Short–circuit in SCR 1. Disconnect the battery.
across SCR 1. Check that the 1A contacts are not welded to-
gether. Repair or replace a bad contactor 1A. Re-
pair a fault in the traction circuit.

2.2 Connect the battery and turn the key switch to

the ON position. Close the seat switch and park-
ing brake switch. Do not push on the accelerator
pedal. Check for battery voltage between bat- 2.3 No Battery voltage at L3. There is a fault in the
tery negative and L3 of the control card. control circuit. Go to Fault 2.20

2.4 Battery voltage is at L3. Check for battery volt- 2.5 No voltage at L5 and L7. Check the seat switch
age at L5 and L7 on the control card. or parking brake switch and the wires for an
open circuit.

2.6 Voltage at L5 and L7 is correct. Check for 8.2

volts between R1 of the control card and battery
negative. 2.7 Voltage is outside the limits of 8.0 to 8.3
volts at R1. Replace the control card.

2.8 Voltage is correct at R1. Make sure the accelera-

tor pedal is in the up position. Check for battery
2.9 Battery voltage at L10. There is a fault in the
voltage at L10.
control circuit or the Start switch.

To 2.10

12
 From 2.9

2.11 No battery voltage at L10. There is a fault in the

2.10 No voltage at L10. Push the accelerator pedal
direction switch, or Start switch, or the brake
down. Check for battery voltage at L10.
switch. Check the switches and wires for an
open circuit.

2.12 Voltage is correct at L10. Make sure the controls

are set so that the lift truck will operate in the
Reverse direction. Check for greater than 0.5 2.13 A signal voltage of less than 0.5 volts normally
volts between battery negative and R3 of the indicates a fault in the traction circuit. Go to
control card. Typical voltage is 1.0–2.0 volts. Fault 2.40

2.14 Voltage at R3 is correct. Check for battery volt-

age between battery negative and the positive
2.15 No battery voltage. Check the wires from the
side of the Reverse contactor coil.
direction switch to the contactor coil for an
open circuit.

2.16 Voltage is correct. Check for battery voltage

between battery negative and the negative
2.17 No Battery voltage. Replace the contactor coil.
side of the Reverse contactor coil.

2.19 There is approximately battery voltage at ter-

2.18 Voltage is correct. Check for battery voltage at minal 3 of the PMT electronic driver. Replace
terminal 3 of the PMT electronic driver. the PMT electronic driver.

Fault in the Control Circuit

begins on next page

13
 FAULT IN THE CONTROL CIRCUIT

2.20 No battery voltage at L3. Check for battery volt-

age between + cable 1P1 at the fuse panel and 2.21 No voltage between cables. Check:
battery negative.
Battery plug

Power cables

2.22 Correct battery voltage between cables. Check

the fuse for the control circuit.
2.23 Replace a bad fuse.

2.24 The fuse for the control switch

is good. Check the key switch
and wires for an open circuit.

FAULT IN THE TRACTION CIRCUIT

2.40 Connect the battery and turn the key switch to the
ON position. Measure the voltage between the
anode and cathode of SCR 1. The correct battery
voltage is approximately 50% of the battery volt-
age.
2.41 No battery voltage across SCR 1. Disconnect
the battery and discharge the capacitor C1.
Check that the contacts of contactor 1A are not
welded together. Repair or place contactor 1A.

2.42 Voltage across SCR 1 is correct. Replace the

control card. 2.43 Check SCR 1 and D3 for a short–circuit. Make
resistance “quick check” between the heat sink
of the anode and the cathode. See the Checks
And Repairs in this section for more instructions
to check the SCRs.

2.45 SCR 1 is bad. Check D3. A bad D3 can damage

an SCR 1. Replace a bad SCR and a bad diode
D3.

14
 RAISE DRIVE WHEELS
FAULT NUMBER 3.LIFT TRUCK WILL NOT MOVE IN EITHER DIRECTION.
THE REGENERATIVE BRAKING CONTACTOR CLOSES. A
DIRECTION CONTACTOR CLOSES AND THEN
IMMEDIATELY OPENS [PMT FAULT].
Possible Causes:
SCR 5 short–circuit or open circuit

SCR 2 open circuit or no gate signal

SCR 5 or SCR 2 suppresser is faulty

Capacitor C1 is bad

Control card is faulty

Black sensor wire between the control card (PC1) and the power circuit is open

3.0 Connect the battery and turn the key switch

to the ON position. Close the seat switch 3.1 No 8.2 volts at the control card. Replace the con-
and parking brake switch. Set the controls trol card.
to operate in the Reverse direction. Check
the control card for 8.22 volts between R1
and battery negative. You can also make
sure of a PMT fault by checking the signal
voltage between R3 and battery negative.
Typical voltage is 1.0 to 2.0 volts. Less than
0.5 volts is a PMT signal.

3.2 The control card is correct. There is a PMT

signal (less than 0.5 volts). Disconnect the
battery and separate the connector. Discharge
the capacitor C1. Make a resistance check of
SCR 5. See An SCR “Quick Check“ in this 3.3 SCR 5 is bad. Replace the SCR5. Check D3 for
section. See Checks And Repairs in this sec- an open circuit. An open D3 can damage SCR 5.
tion for more instructions to check the SCRs.
Disconnect the control card plug from the
control card for access to the following pins:
Pin Number 2 gate signal
Pin Number 3 sensor wire (The sensor wire is
electrically the same point as the cathode.)

To 3.4

15
 From 3.3

3.4 SCR 5 is correct. Check SCR 2. See Checks

And Repairs in this section for instructions on
checking the SCRs. The following pins of the
card connector are for SCR 2: 3.5 SCR 2 is bad. Replace SCR 2.
Pin Number 8 gate signal
Pin Number 9 sensor wire (The sensor wire is
electrically the same point as the cathode.)

3.6 SCR 2 is good. Check that the black sensor

wire from card plug PC1 is not open. 3.7 Repair a bad sensor wire.

3.10 C1 is good. If the fault has not been found by

this step, replace the control card. Connect
the battery and check the operation of the lift 3.9 C1 is bad. Replace C1.
truck.

3.8 Check C1 for a short–circuit. Disconnect C1

and measure the resistance between the termi-
3.11 The lift truck still has the fault. Disconnect the
nals. A good C1 will first indicate a low resis-
battery and discharge capacitor C1. Check the
tance and then increase to more than 100 000
inductor assembly. If the lift truck still has the
ohms.
fault, replace the SCR 2 suppresser. If replace-
ment of the SCR 2 suppresser does not correct
NOTE: If a lift truck has a PMT fault that is not the fault, replace the SCR 5 suppresser. See
regular, check SCR 2. Replace an SCR 2 that in- Checks And Repairs in this section for instruc-
dicates less that 50 000 ohms of resistance. An tions.
SCR 2 that indicates less than 50 000 ohms will
sometimes cause a PMT fault in an operating
circuit, but test good when checked by the tests
described in Checks And Repairs.

NOTE: A suppresser for SCR 5 and SCR 2

often will not indicate a fault except during op-
eration. If the other parts of the circuit are good
at this step, replace a suppresser and check the
operation of the lift truck.

NOTE: When the battery is connected and the

key switch is ON, the capacitor will slowly
charge to battery voltage in 4–5 minutes. If SCR
2 or SCR 5 has a short–circuit, C1 will charge
immediately to battery voltage. If C1 has a
short–circuit, it will not charge.

16
 RAISE DRIVE WHEELS

NUMBER 4.LIFT TRUCK WILL NOT MOVE IN EITHER DIRECTION. THE

REGENERATIVE BRAKING CONTACTOR CLOSES. THE DIRECTION
CONTACTORS CLOSE NORMALLY (NO PMT FAULT)

Possible Causes:
Open power fuse (short–circuit in traction circuit)

Accelerator potentiometer is damaged or linkage needs adjustment

Open circuit power connections

Traction motor is damaged

SCR 2 has a short–circuit

Control card is faulty (no gate signal to SCR 1)

SCR 1 is faulty

Wires (YEL/GRN) to motor current sensor have an open circuit

Black sensor wire between SCR 1 and the control card (PC5) is disconnected

4.0 Check the 500 ampere fuse to the traction cir- 4.1 Fuse for the traction circuit is open. Disconnect
cuit. Connect the battery and check for battery the battery. Check the following parts for a
voltage between battery negative and the fuse. short–circuit:

Diode D3

Power cables and connections to the traction
motor.

Repair or replace damaged part.

4.2 Fuse for the traction circuit is good. Check the
accelerator potentiometer voltage between R5
and battery negative. The correct voltage is 3.5
to 3.7 volts at Creep speed and decreases to 0.0
to 0.2 volts at maximum speed. 4.3 The voltage at R5 is wrong. Check the linkage
and the adjustment of the accelerator potenti-
ometer. Repair as needed.

4.4 The accelerator potentiometer voltage is cor-

rect. Disconnect the battery and discharge C1.
Check SCR 2 for a short–circuit.
4.5 SCR 2 is faulty. Replace SCR 2.
NOTE: A short–circuit across SCR 2 or SCR 5
will also cause capacitor C1 to charge immedi-
ately to battery voltage when the key switch is
turned to ON. If SCR 2 and SCR 5 are good, ca-
pacitor C1 will slowly charge to battery voltage
in approximately 4 to 5 minutes.

To 4.6

17
 From 4.5

4.6 SCR 2 is correct. Connect the battery and turn 4.7 No battery voltage between the anode and cath-
the key switch to the ON position. Set the con- ode of SCR 1. Disconnect the battery. Check the
trols to operate in the Forward direction. The following parts for an open circuit:
Forward contactor must close to do the follow-
ing test. Check for battery voltage between the
Power cables and connections
anode and cathode of SCR 1.
Traction motor brushes

Check the condition of the contacts in the direc-

tion contactors and the regenerative braking
contactor to make sure they close correctly.
Check the condition of the brushes and the com-
mutator in the traction motor. Do necessary re-
pairs.

4.8 There is battery voltage between the anode and

the cathode of SCR 1. Disconnect the battery
and use a tester to check SCR 1. Make sure SCR
1 will go on when a gate signal is applied.
4.9 Replace a faulty SCR 1.

4.10 SCR 1 is good. Check the wires to the motor cur-

rent sensor for an open circuit. Make sure the
black sensor wire between SCR 1 cathode and 4.11 Repair a broken wire or a bad connection.
PC5 is connected correctly. The traction circuit
will not operate if the YEL/GRN wires between
the current sensor and the control card are not
connected to PC 13 and PC 14.

4.12 If the lift truck still has a fault at this step, replace
the control card. Check that you are using the
correct fault description. Check that you have
correctly made the tests described in the
troubleshooting steps. Call your Hyster Dealer
for other recommendations.

18
 RAISE DRIVE WHEELS

FAULT NUMBER 5.LIFT TRUCK WILL MOVE IN ONLY ONE DIRECTION. THE
REGENERATIVE BRAKING CONTACTOR CLOSES NORMALLY.
DIRECTION CONTACTORS CLOSE NORMALLY (NO PMT FAULT).
Possible Causes:
Bad direction contactor

5.0 Disconnect the battery. Check the condition of 5.1 Repair a contactor that does not close correctly.
the contacts on the direction contactor. Make Replace bad contacts.
sure that the contacts close correctly.

RAISE DRIVE WHEELS

FAULT NUMBER 6.ONE DIRECTION CONTACTOR WILL NOT CLOSE. THE

REGENERATIVE BRAKING CONTACTOR CLOSES NORMALLY. THE
TRACTION CIRCUIT OPERATES NORMALLY IN ONE DIRECTION.

Possible Causes:
Direction switch is bad

Control card is faulty

Contactor coil is bad

Broken or disconnected wires

PMT electronic driver is faulty on one output

6.0 Connect the battery and turn the key switch to

the ON position. Close the seat switch, and push
on the accelerator pedal. Set the controls to oper-
ate in the direction that the contactor will not
close. 6.1 No voltage between L9 or L10 and battery nega-
tive. Repair or replace the directional switch or
If the Forward contactor does not close, check the wires. Make sure that you check for a broken
for battery voltage between L9 and battery wire that still has the outer insulation in good
negative. If the Reverse contactor does not condition.
close, check for battery voltage between L10
and battery negative.

To 6.2

19
 From 6.2

6.4 The PMT signal from the control card is correct.
Check for battery voltage on the terminal (3 or
4) of the PMT electronic driver for the contactor
coil that will not close.
6.5 No battery voltage on terminal (3 or 4) of the
PMT electronic driver. Check for battery volt-
age at the negative terminal of the contactor coil.
If there is 0.0 volts at the negative terminal,
check the voltage on the positive terminal of the
contactor coil. If there is voltage on the positive
terminal, replace the contactor coil. If there is no
voltage on the positive terminal, check and re-
pair the direction switch or the wires.

6.6 The voltage at terminal 3 or 4 of the PMT elec-

tronic driver is approximately battery voltage.
Measure the voltage between terminal 3 (Re-
verse) or terminal 4 (Forward) and terminal 2.
Approximately 0.0 volts is correct between the
terminal 3 or 4 and terminal 2.
6.7 Battery voltage across the PMT electronic
driver indicates that the PMT electronic driver is
not sending a signal to the contactor coil. Make
sure that wire 13A is good between terminal 2
and battery negative. Disconnect the battery and
replace the PMT electronic driver.

RAISE DRIVE WHEELS

FAULT NUMBER 7.DIRECTION CONTACTORS CLOSE NORMALLY. THE LIFT TRUCK

HAS ONLY LOW POWER OR MOVES SLOWLY. THE
REGENERATIVE BRAKING CONTACTOR CLOSES NORMALLY.
Possible Causes:
Diode D3 has an open circuit

Thermal sensor has an open circuit

Accelerator potentiometer is damaged or needs adjustment

Control card is faulty

SCR 2 has a short–circuit

SCR 2 suppresser is faulty

7.0 Disconnect the battery and discharge the capaci- 7.1 Replace a faulty D3.
tor C1. Check D3 for an open circuit.

To 7.2

20
 From 7.1

7.2 D3 is good. Check SCR 2 for a short–circuit.

7.3 SCR 2 is faulty, replace SCR 2.

7.4 SCR 2 is good. Check the thermal sensor. Dis-

connect the card plug and measure the resistance
between PC11 (brown wire) PC12 (orange 7.5 The thermal sensor is bad. Replace the ther-
wire). The correct resistance is approximately mal sensor.
120 to 150 ohms at 21° C (70° F).

7.6 Check the acceleration potentiometer. Measure

the voltage between R5 on the control card and
battery negative. The correct voltage is 3.5–3.7
volts and decreases to 0.0–0.2 volts when the ac- 7.7 The accelerator voltage is not correct. Repair
celerator is moved to maximum speed. or adjust the accelerator potentiometer.

7.8 If the fault is not found before this step, replace

the control card.
7.9 If a replacement control card did not correct
NOTE: Make sure the correct replacement for the fault, replace the suppresser for SCR 2.
the control card is used.

7.10 If the lift truck still has a fault at this step, check
that you are using the correct fault description.
Check that you have made the tests described in
the troubleshooting steps. Call your Hyster
Dealer for other recommendations.

21
 RAISE DRIVE WHEELS

FAULT NUMBER 8.CONTACTOR 1A WILL NOT ENERGIZE. THE OTHER OPERATIONS

OF THE LIFT TRUCK ARE NORMAL.
Possible Causes:

Control card is faulty or needs adjustment

Contactor 1A is bad

1A electronic driver is faulty

Accelerator potentiometer is damaged or needs adjustment

8.0 Disconnect the battery and separate the con- 8.1 Set the adjustments according the specifications
nector. Check the adjustments on the control for the lift truck for which you are making re-
card. pairs. The operation of the lift truck will not be
correct if any of the sensor wires are discon-
nected or open.

8.2 Connect the battery and turn the key switch to

the ON position. Set the controls so that the
lift truck will normally operate. Check the ad-
justment of the accelerator potentiometer. 8.3 The voltage at R5 is wrong. Check the linkage
and the adjustment of the accelerator potenti-
Measure the voltage between R5 and battery
ometer. If the voltage does not decrease
negative. The correct voltage is 3.5 to 3.7
smoothly between Creep and maximum speed,
volts at Creep and decreases smoothly to 0.0
to 0.2 volts when the accelerator is moved to replace the accelerator potentiometer. This sig-
maximum speed. The 1A contactor is nor- nal voltage must decrease to less than 0.5 volts
before the control card will permit the contactor
mally energized at less than 0.5 volts.
1A to close.

8.4 The voltage at R5 decreases correctly. Check

the voltage at terminal 1 of the 1A electronic
8.5 The voltage at terminal 1 of the 1A electronic
driver when the voltage at R5 has decreased
driver is less than 1.0 to 2.0 volts. The control
to less than 0.5 volts.
card is faulty, replace the control card.

8.6 1.0 to 2.0 volts at terminal 1 of the 1A elec-

tronic driver. Check for battery voltage be-
tween terminal 3 of the 1A electronic driver 8.7 There is battery voltage across the electronic
and battery negative. driver. Disconnect the battery and replace the
1A electronic driver.

To 8.8

22
 From 8.7

8.8 No battery voltage across the 1A electronic

driver. Check for battery voltage at the positive
terminal of the coil for the 1A contactor. 8.9 Battery voltage at the positive terminal of the
coil for the contactor 1A. Replace the coil or re-
pair any bad connections.

23
 RAISE DRIVE WHEELS
FAULT NUMBER 9. THE FIELD WEAKENING CONTACTOR WILL NOT ENERGIZE
(36–48 VOLT LIFT TRUCKS ONLY). THE OTHER OPERATIONS OF
THE LIFT TRUCK ARE NORMAL.
Possible Causes:
Control card is faulty or needs adjustment

Field weakening contactor is damaged

Electronic driver for field weakening is faulty

9.0 Check adjustments C/L, F.W.P.U. and F.W.D.O.
on the control card. Check the wires between the
current sensor and the control card.
9.1 Set the adjustments according to the specifica-
tions for the lift truck for which you are making
repairs. The operation of the lift truck will not be
correct if any of the sensor wires are discon-
nected or open.

9.2 Turn the key switch to ON and set the controls so

that the lift truck can operate normally. Check
for 1.0 to 2.0 volts at terminal 1 of the electronic
driver for field weakening when the voltage at 9.3
R5 less than 1.0 volts.
Wrong signal voltage to terminal 1 of the elec-
tronic driver for field weakening. Replace the
control card.

9.4 Check for battery voltage between terminal 3 9.5 There is battery voltage across the electronic
and battery negative when the signal to terminal driver for field weakening (between terminal 3
1 is energized. and battery negative). Disconnect the battery
and replace the electronic driver.

9.6 No battery voltage across the electronic diver

for field weakening. Check for battery voltage at
the positive side of the coil for the field weaken-
ing contactor.
9.7 Battery voltage at the positive side of the coil for
the field weakening contactor. Replace the coil
or repair any bad connections.

24
 RAISE DRIVE WHEELS
FAULT NUMBER 10. REGENERATIVE BRAKING AND PLUGGING PROBLEMS

10.0 Regenerative braking is too quick and often
causes a PMT. Check for the following causes:

Open yellow sensor wire from current sensor
to PC14

Open green wire 21 from regenerative brak–
ing sensor to L4

Open wire 17 from diode D7 to R6

Regenerative braking sensor. Check that the
sensor is correctly connected to the bus bar.

Diode D4 is open

Control card is faulty. Replace the control
card after the other checks have been made.
NOTE: If sensor wires 21 and 22 are not con-
nected correctly, the lift truck will normally
operate in one direction. When the plugging or
regenerative braking is actuated, the regenera-
tive braking contactor opens and the control-
ler stops operating. The controller will operate
again when the accelerator pedal is raised and
permits the controller to reset.
10.1 Regenerative braking contactor opens, but no
regenerative braking action occurs. Check for
the following causes:

Open yellow wire 22 from regenerative
braking sensor to L8

Electronic driver for regenerative braking is
bad

Control card has a fault

Replace the control card after the other
checks have been made.
NOTE: If diode D7 is open, the plugging
function will still operate and there will not be
an indication that the regenerative braking
function is not operating. If the traction motor
brushes wear faster than normal, check D7 for
an open circuit.

10.2 If the regenerative braking contactor does not

close, the lift truck will not travel in either di-
rection. Check the following parts for a fault:

Coil for the regenerative braking
contactor

Electronic driver for regenerative
braking

Control card. Replace the control card after
the other checks have been made.

25
 CHECKS AND REPAIRS
GENERAL
2
This section gives you additional information for mak-
ing checks and repairs for faults found in the
Troubleshooting section.
1
WARNING
Some adjustments in this section must be done with
the battery connected and power applied to the
controller. When making these adjustments, make
sure the drive wheels are raised from the floor. Do
not disable the SRO circuit.

WARNING
Make sure you disconnect the battery and separate
the connector before you disassemble any part of the
9500
controller. Make sure you also discharge the
capacitors C1. OSCILLATOR ASM.
IC3645OSC2–R9
DS
24 48 VOLTS DC 259A8100P1
CONTROL AND POWER FUSES
The power fuse panel is found under the floor plate or 1. LEFT TERMINAL STRIP
behind an access panel on the left side of SitDrive 2. RIGHT TERMINAL STRIP
trucks. The power fuse panel is found in the motor com-
partment of other electric lift trucks. The control fuse is FIGURE 10. THE CONTROL CARD
separate from the power fuse panel on all the lift trucks.
The control fuse is under the floor plates of the SitDrive
trucks. The fuses can be checked electrically with an Removal
ohmmeter.
A bad control card cannot be repaired by service person-
CONTROL CARD nel and must be replaced. See FIGURE 11.

The control card is a plastic case holding a printed cir- Installation

cuit board with electronic parts. See FIGURE 10. and
FIGURE 11. A 14 pin connector connects the logic con-
trol card to the traction circuit. The control card has a left
(L) and right (R) terminal strip. A reference number
such as R5 in this section indicates terminal number 5 on
the right (R) terminal strip.
1. Carefully install the control card plug.
2. Install the control card in the mounts and close the
latches.
3. Install the terminal strips.

26

STEP 1. Disconnect the Battery.
STEP 2. Remove the (L) and (R) terminal strips.
Loosen the two mounting screws for
each terminal strip only enough to re-
lease the terminal strip. If the screws are
removed, the O–ring retainers can be
lost.
STEP 3. Use a screwdriver to remove each termi-
nal strip from the control card. Leave the
wires connected to the terminal strip.
FIGURE 11. REMOVING THE CONTROL CARD
9530
STEP 4. Open the two latches. Push on the edge
of the control card with your fingers. Ro-
tate the control card towards you while
lifting the control card from its pivots.
STEP 5. Disconnect the control card plug from
the control card.
27
SCRs
In this section on Checks And Repairs, there are instruc-
tions to check the SCRs. This part of the section de-
scribes the methods to check the SCRs.
An SCR “Quick Check”
Turn the key switch to the OFF position and disconnect
the battery. Discharge the capacitor C1. Set the selector
switch on your ohmmeter to the R x 100 scale. Do not
disconnect any wires. Make a resistance check between
the anode and the cathode of the SCR. Replace any SCR
that indicates a short–circuit.
The normal failure of an SCR is a short–circuit. This
“quick check” will indicate a short–circuit in an SCR.
This “quick check” can help you quickly find if the fault
is in the traction circuit or one of the control circuits of
an electric lift truck. This same check can be used to find
a short–circuit in D3 or D4. This check will not always
indicate a fault in D3 or D4. A diode failure in the trac-
tion circuit will first have a short–circuit. The increased
SEE FIGURE 13. FOR
PIN FUNCTIONS
1. CATHODE
2. THERMAL SENSOR
3. ANODE
4. GATE
5. CATHODE SENSOR WIRE
FIGURE 12. CHECKING THE SCR
28
current flow can cause the diode to open. To check an
SCR or diode for an open circuit, complete the follow-
ing procedures.
Checking An SCR
NOTE: The following checks will indicate most SCRs
with faults. The checks will not always indicate a fault
that does not occur regularly during operation. Nor-
mally, an SCR with this type of fault will indicate a resis-
tance between the anode and cathode of less than 50 000
ohms.
WARNING
Make sure you disconnect the battery and separate
the connector before you disassemble any part of the
controller. Make sure you also discharge capacitor
C1.
You will need a Cir/Kit or an ohmmeter to check the
SCRs. Disconnect the control card plug for access to the
ends of the wires. See FIGURE 12. The SCRs can stay
attached to the heat sink to make checks.
5496
 metal blocks used as heat sinks. An epoxy case holds the
PIN FUNCTION
NO. complete assembly. There is a thin sheet of electrical in-
sulation between the SCR 1 assembly and the base plate.
PC1 Battery positive voltage (wht/red wire) The insulator permits heat to transfer from the heat sinks
PC2 Signal to SCR 5 gate (wht wire)
PC3 Senses SCR 5 cathode voltage (red wire) to the base plate.
PC4 Sends gate signal to SCR 1 (wht/blk wire)
PC5 Senses SCR 1 cathode voltage (blk wire)
PC6 Battery negative to control card (blu wire) 6
PC7 Senses capactitor C1 voltage as output
to control card (grey wire) 1
PC8 Sends gate signal to SCR 2 (wht wire)
PC9 Senses SCR 2 cathode voltage (red wire) 5 2
PC10 Senses traction motor voltage (vio wire)

PC11 Thermal sensor wire (brn wire)

PC12 Thermal sensor wire (org wire)
PC13 Motor current sensor wire (grn wire)
PC14 Motor current sensor wire (yel wire)
3
FIGURE 13. PIN ARRANGEMENT AND
FUNCTION FOR THE CONTROL CARD PLUG
5907

1. Touch the probes of the Cir/Kit or ohmmeter to the 4

heat sink and the cathode wire. Measure the resistance.
Change the probe connections to the reverse direction 1. CATHODE SENSOR 4. GATE TERMINAL
and measure the resistance. Replace the SCR if the resis- CONNECTION 5. ANODE HEAT
tance indicates less than 50 000 ohms in either direction. 2. MOUNT HOLE FOR SINK
THERMAL SENSOR 6. THERMAL
2. Measure the resistance between the gate wire and the 3. CATHODE HEAT SENSOR
cathode. Change the probe connections to the reverse di- SINK
rection and measure the resistance again. Replace the FIGURE 14. SCR 1 ASSEMBLY
SCR if the resistance indicates zero or infinity on the R x
1 scale in either direction.
Thermal Sensor
NOTE: Six volts is needed as a gate signal to check the The thermal sensor is a resistor that changes resistance
SCRs. Use an ohmmeter and a six volt supply for a gate as the temperature increases. The thermal sensor is in a
signal or use a Cir/Kit meter to check the SCRs. The Cir/ stud mount on the cathode heat sink for SCR 1. When
Kit has a six volt supply. the temperature increases above 85° C (185° F), the
3. Momentarily connect six volts from the Cir/Kit [or a thermal sensor changes the input to the logic card. The
battery between the gate (+) and the cathode (–)]. The card decreases the percent of SCR 1 on time to decrease
resistance indication on the Cir/Kit or the ohmmeter will the SCR 1 temperature.
decrease to less than 10 ohms on the R x 1 Scale. Replace
Checking SCR 1
the SCR if the resistance does not decrease when a six
volt gate signal is applied momentarily. Make sure you See SCRs in this section for doing the checks on SCR 1.
touch the gate wire momentarily with the six volt con- To remove the SCR 1 from the circuit for making the
nection or you will damage the SCR. Make sure the po- checks, do the following: Disconnect the control card
larity of your test circuit is correct. plug from the control card. Disconnect the power strap
4. When the checks are complete, connect the wires un- from the anode. Disconnect the wire for the gate signal.
less the SCR must be replaced. Be careful that you do not let the wire connection screw
fall into the controller.
The SCR 1 Assembly NOTE: Silicon compound is used between the heat
The SCR 1 assembly cannot be disassembled. The SCR sinks and the parts of the controller. The purpose of this
1 assembly includes an SCR 1 fastened between two compound is to fill in the micrometer size spaces be-

29
tween the parts to give better heat flow. Always use a
very thin layer of compound between the parts. Too
much compound will be an insulator and cause both
electrical and heat faults. It is better to use no compound
instead of too much. There are two types of compounds:

Part No. 304408 is a silicon bearing grease and is

used between the SCRs, diodes, and their heat
sinks.

Part No. 1198757 is a silicon compound and is

6026
only used between heat sinks and the base plate.
This silicon compound must be used only as a
very thin layer. DO NOT USE this silicon com-
pound on SCRs and diodes.

Replacing The SCR 1 Assembly

1. Disconnect the electrical connections to the SCR 1 as- 1. T1 (TO SCR 1 CATHODE)
sembly. 2. T2
3. T4
4. INDUCTOR RESISTOR
2. Remove the two mounting screws.
5. SCR 5 FILTER
6. SCR 5
3. Check the insulator between the SCR 1 assembly and 7. CATHODE WIRES
the base plate. Replace the insulator if it has damage. 8. SCR 2
The insulator is also a heat conductor. Use a very thin 9. 1X
coat of silicon grease (Part No. 1198757 or approved 10. SCR 2 FILTER
11. T3
equivalent) between the surfaces of the parts. Keep dirt 12. TRANSFORMER AND INDUCTOR ASSEMBLY
from the surfaces.
FIGURE 15. PULSE TRANSFORMER AND
CAUTION INDUCTOR ASSEMBLY
The insulator is very thin. Dirt between the surfaces
of the SCR 1 and the base plate will damage the There is an inductor and a capacitor assembly for the
insulator and cause a short–circuit. traction circuit. See FIGURE 15. This assembly gener-
ates the reverse polarity voltage to change the SCR 1 to
4. Install the new SCR 1 assembly. Make sure the heat off for each pulse. This assembly has the following
sinks make full contact with the insulator and base plate. parts:
Check the resistance between both heat sinks and the
base plate with an ohmmeter. A correct installation will
Transformer and inductor assembly
indicate infinity.
SCR 2 and heat sink
5. Install the electrical connections.
SCR 5 and heat sink

Suppressers for SCR 2 and SCR 5
THE INDUCTOR AND CAPACITOR
ASSEMBLY
Capacitor C1
(THE “OFF” CIRCUIT FOR SCR 1)
The transformer and inductor assembly is a plastic case
WARNING that fastens to the base plate. This assembly is also the
Make sure you disconnect the battery and separate mount for the other parts. The normal repair of the trans-
the connector before you disassemble any part of the former and inductor assembly is to replace it. There are
controller. Make sure you also discharge capacitor four screws that hold the inductor assembly to the base
C1. plate.

30
Checking The Transformer and Inductor As-
sembly
A fault in the transformer assembly does not often occur.
Most faults that do occur at the transformer assembly
are caused by loose internal connections. A transformer
assembly will not normally indicate a fault except dur-
ing the stress in an operating circuit. A check with an
ohmmeter between T1 and T2 or between T3 and T4
will indicate an open circuit. A good transformer wind-
ing will indicate approximately zero ohms.
NOTE: The 72–80 volt lift trucks do not use a trans-
former winding between T1 and T2 because the induc-
tance from the power cables is great enough to charge
capacitor C1. There is a cable connection at T1, but T2 is
removed on the 72–80 volt lift trucks.
Checking the SCR 2 and SCR 5
See also An SCR “Quick Check” in this section.
The heat sink and mount for the SCR 2 and SCR 5 are
part of the pulse transformer and inductor assembly. The
heat sink is also the anode connection for the SCR.
There are three wires connected to the SCR. A large
black wire is the cathode wire. The white wire is the sup-
ply for the gate signal. The red wire is a sensor connec-
tion for the control card. The red wire is connected to the
cathode wire at the junction of the SCR.
Checking the Suppressers for the SCR 2 and
SCR 5
The suppressers are a resistor and capacitor in series in-
side a plastic case. The suppressers prevent damage to
the SCRs from electrical noise. To check the SCR sup-
pressers, remove the suppressers from the transformer
and inductor assembly. Touch the probes of an ohmme-
ter to the terminals. The indicator will begin to move to-
ward the low resistance direction and then return to in-
finity. A bad suppresser can cause a fault that does not
occur regularly during lift truck operation. A bad sup-
presser can also cause a fault similar to a bad SCR 2 or a
bad SCR 5.
NOTE: Checking these suppressers for a short–circuit
can be difficult. Sometimes these suppressers will not
indicate a fault except during the stress in an operating
circuit.
The inductor resistor has a resistance of 4.75 to 5.25
ohms when checked with an ohmmeter.
Replacing the SCR 2 and SCR 5
CAUTION
Do not use a hammer and punch to loosen or tighten
the SCRs.
NOTE: Make an identification of the wires before you
disconnect them. The wires must be connected again in
the correct positions.
NOTE: Silicon compound is used between the heat
sinks and the parts of the controller. The purpose of this
compound is to fill in the micrometer size spaces be-
tween the parts to give better heat flow. Always use a
very thin layer of compound between the parts. Too
much compound will be an insulator and cause both
electrical and heat faults. It is better to use no compound
instead of too much. There are two types of compounds:

Part No. 304408 is a silicon bearing grease and is
used between the SCRs, diodes, and their heat
sinks.

Part No. 1198757 is a silicon compound and is
only used between heat sinks and the base plate.
This silicon compound must be used only as a
very thin layer. DO NOT USE this silicon com-
pound on SCRs and diodes.
Disconnect the wires to the SCR. Use a deep socket to
remove the SCRs. Put the wires through the top of the
socket and use a handle or wrench to turn the socket. Use
a thin layer of silicon grease (Part Number 304408 or ap-
proved equivalent) between the surfaces of the heat sink
and the replacement SCR. Tighten the SCR to a torque
of 3.4 N.m (30 lbf ft).
Checking The Capacitor C1
The capacitor C1 is connected to the transformer and in-
ductor assembly. See FIGURE 16. To check C1 for a
short–circuit, discharge C1 and disconnect the termi-
nals. Measure the resistance between the terminals. The
ohmmeter will indicate a low resistance and increase to
more than 100 000 ohms. A capacitor with a short–
circuit must be replaced.
31
 socket and use a handle or wrench to turn the socket. Use
a thin layer of silicone grease (Part Number 304408) be-
tween the surfaces of the heat sink and replacement di-
ode. Tighten the diode to a torque of 30 inch pounds (3.4
N.m).
NOTE: The D3 has a suppresser connected in parallel to
the diode. The suppresser is a capacitor and resistor in
series. This suppresser can be checked like the suppress-
ers for SCR 2 and SCR 5.

9532
4
FIGURE 16. CAPACITOR C1

D3 And D4 Heat Sink Assembly

2
The heat sink assembly for the diodes D3 and D4 is also
9533
the connection for the power cables. See FIGURE 17. A 3
suppresser for D3 and the motor current sensor is con- 1
nected to this assembly. The heat sink assembly is con- 1. D3
2. D4
nected to the base plate. A thin insulator with a silicone 3. HEAT SINK
surface separates the heat sink assembly from the base 4. MOTOR CURRENT SENSOR
plate. 5. D3 SUPPRESSOR

Checking The Diodes D3 and D4
You will need a Cir/Kit or an ohmmeter to check the rec-
tifiers. Disconnect the cathode wires from the connec-
tors. The diodes can stay attached to the heat sinks to
make checks.
Touch the probes of the Cir/Kit or ohmmeter to the heat
sink and the cathode wire. Measure the resistance.
Change the probe connections to the reverse direction
and measure the resistance. A good diode will indicate 7
to 14 ohms on the R x 1 scale in one direction and greater
than 50 000 ohms in the other direction.
Replacing The Diodes D3 and D4
CAUTION
Do not use a hammer and punch to loosen or tighten
the diodes.
Disconnect the wire to the rectifier. Use a deep socket to
remove the diodes. Put the wire through the top of the
FIGURE 17. THE D3 AND D4 HEAT SINK
ASSEMBLY
MOTOR CURRENT SENSOR
The motor current sensor is a shunt with two sensor
wires connected. See FIGURE 2. All of the traction mo-
tor current flows through this power strap. The metal be-
tween the connection points of the sensor wires has a
small resistance. This small resistance between the two
sensor wires sends a voltage signal to the control card.
The voltage signal increases as the motor current in-
creases. The control card compares the voltage with the
C/L current limit adjustment. The control card controls
the current flow so that the traction circuit is not dam-
aged.
THE ELECTRONIC DRIVER MODULE
The electronic drivers are solid–state switches. The
small voltage from the control card controls the opera-

32
tion of the electronic drivers. The electronic driver con-
trols the operation of the contactors. See FIGURE 18.
The electronic drivers are in a stack and connected to the
base plate of the controller. The following list is the nor-
mal arrangement for the stack:

the PMT electronic driver is on the bottom next to
the base plate.

the electronic driver for field weakening (if used)
will be in the middle.

the electronic driver for 1A will be on top of the
stack.
5913
9496
FIGURE 18. ELECTRONIC DRIVER MODULE
NOTE: The access to the electronic drivers on the bot-
tom of the stack is difficult. Remove the two mounting
screws and separate the drivers as necessary for access
to the terminals. Make sure you disconnect the battery
when you separate or connect the electronic drivers. Do
not cause a short–circuit.
The electronic driver modules are most easily checked
in the lift truck. Raise the drive wheels from the floor.
Connect the battery. Set the controls of the lift truck so
that the electronic driver you are checking will operate.
Check that there is an input signal on terminal 1 of 1.0 to
2.0 volts.
If there is 1.0 to 2.0 volts at terminal 1 of the electronic
driver, check for approximately battery voltage between
battery negative and terminal 3 or terminal 4. If there is
approximately battery voltage, the electronic driver has
a fault. A good electronic driver will indicate a small
voltage across the transistors during operation.
FORWARD AND REVERSE CONTACTORS
The Forward and Reverse contactor assemblies control
the direction of current flow through each traction mo-
tor. The contactor is a heavy–duty switch that opens and
closes the power circuit. The traction circuit has a For-
ward and Reverse contactor assembly. Each contactor
assembly has the following parts: two sets of normally
open (NO) contacts, two sets of normally closed (NC)
contacts, and a coil. The coil is an electromagnet that
moves the NO contacts to the closed position against
spring pressure. The coil is in the control circuit. The
contactor tips are in the traction circuit. A suppresser is
part of each coil.
When a contactor coil is energized, the normally open
(NO) contacts close and the normally closed (NC) con-
tacts open. This action gives a direction control to the
traction motor. The contacts normally have a long serv-
ice life because the current flow through the contacts is
stopped before the contacts open. The SCR 1 is off be-
fore the contactor coil is deenergized. The only condi-
tion where the contacts open during a large current flow
is PMT.
CONTACTOR REPAIR
The normal repair to the contactor assembly is the re-
placement of the contacts, coil and the complete assem-
bly. See FIGURE 19. and FIGURE 20.
33
Removing A Contactor Assembly
Make an identification and disconnect the wires and ca-
bles from the contactor assembly. Remove the mounting
screws and remove the contactor assembly.
Contactor Contacts
The contactor contacts are made of special silver alloy.
The contacts will look black and rough from normal op-
eration. This condition does not cause problems with the
operation of the lift truck. Cleaning is not necessary. DO
NOT USE A FILE ON THE CONTACTS. DO NOT
LUBRICATE THE CONTACTS. Replace the contacts
when the silver alloy is worn away to the copper support
metal.
Coil
Check the coil with an ohmmeter. The following values
are typical resistances for a coil:
All 24V . . . . . . . . . . . . . . . . . . . . . . . . . . 5 to 9 ohms
36–48V Coil for Direction contactor . . 23 to 29 ohms
36–48V Coils for 1A, FW and
Auxiliary Plugging . . . . . . . . . . . . . . . . 30 to 40 ohms
72–80V Coils for Direction and 1A . . . . 72–88 ohms
72–80V coils for Aux. Plugging . . . . 125–150 ohms
34
A suppresser diode (and sometimes a resistor in series)
is part of the coil. The diode will cause the ohmmeter to
indicate a difference in resistance in one direction. Re-
verse the probes of the ohmmeter to the opposite termi-
nals and measure the resistance. Use the highest resis-
tance indication. Replace the coil if it has damage. Make
sure the coil wires are connected again to the correct ter-
minals.
HYDRAULIC PUMP SOFT START
The 72–80 volt E4.50–5.50B (E100–120B) models
have a soft start system for the hydraulic pump motor. In
addition to the contactor for the motor, the circuit in-
cludes a resistor, a resistor by–pass contactor (PR), and a
time delay. See FIGURE 21. and FIGURE 22.
When the hoist/tilt switch energizes the contactor for the
hydraulic pump motor, current flows through the resis-
tor and the pump motor. The resistor reduces the current
load through the contactor as the contactor starts the mo-
tor. After an interval of 0.09 to 0.12 of a second, the time
delay closes the by–pass contactor (PR). This function
directly connects the battery and the motor.
The by–pass contactor and the contactor for the pump
motor are the same type. See Contactor Repair and
FIGURE 21. for repair procedures. A faulty time delay
must be replaced.
 1. BASE PLATE 12 CORE ASSEMBLY 17. SPRING CUP(2)
2. COIL 13. LOWER CONTACT SUPPORT 18. MOVING CONTACT SPRING
3. SUPPORT FRAME 14. MOVING CONTACT CARRIER (2) 19. MOVING CONTACT (NC)
4. ARMATURE ASSEMBLY 15. CONTACT SHIM
5. FIXED CONTACTS (NO) 16. MOVING CONTACT (NO)
6. CENTER CONTACT CLAMP (2)
7. FIXED CONTACTS (NC)
8. UPPER CONTACT CLAMP
9. WASHER (4)
10. THROUGH BOLT (4)
11. SPRING

5497

NOTE: THE POWER CONNECTIONS

FOR THE FIXED CONTACTS CAN BE
DIFFERENT THAN SHOWN

FIGURE 19. FORWARD AND REVERSE CONTACTOR ASSEMBLY

1. BASE PLATE 10 CORE ASSEMBLY

2. COIL 11. LOWER CONTACT CLAMP
3. SUPPORT FRAME 12. MOVING CONTACT CARRIER
4. ARMATURE ASSEMBLY 13. CONTACT SHIM
5. FIXED CONTACTS 14. MOVING CONTACT
6. UPPER CONTACT CLAMP 15. MOVING CONTACT SPRING
7. WASHER (4) 16. SPRING CUP
8. THROUGH BOLT (4)
9. SPRING

5498

NOTE: THE POWER CONNECTIONS

FOR THE FIXED CONTACTS CAN BE
DIFFERENT THAN SHOWN
FIGURE 20. CONTACTOR ARRANGEMENT (HYDRAULIC PUMP, 1A AND FW)

35
36
FIGURE 21. SCHEMATIC DIAGRAM, 36–48 VOLT LIFT TRUCKS

37
38
FIGURE 22. WIRING DIAGRAM, 36–48 VOLT LIFT TRUCKS

39
40
FIGURE 23. SCHEMATIC DIAGRAM, 72–80 VOLT LIFT TRUCKS

41
42
FIGURE 24. WIRING DIAGRAM, 72–80 VOLT LIFT TRUCKS

43